Drive shaft FORD KUGA 2011 1.G Owners Manual

Transmission Description – System Operation and ComponentDescription
System Operation
E112576
The AW55 5-gear automatic transaxle is a fully
automatic, electronically controlled automatic
transaxle. The fifth gear is an overdrive which
saves fuel.
The maximum input torque is 330 Nm.
Gear changes are controlled by an
electro-hydraulic system.
The gear ratios are achieved by means of a
combined planetary gear set and a Simpson set.
Three multi-plate clutches, four multi-plate brakes
and one band brake as well as two one-way
clutches control the various ratios.
The clutches and brakes are hydraulically operated
by electrically actuated solenoid valves. The valves
are actuated by the TCM depending on the driving
conditions and the driver's requirements.
The TCC is activated in gears 3, 4 and 5. The TCC
is driven in interlock mode and in slip mode. Defined slip achieves a smooth and therefore
comfortable clutch engagement of the TCC.
Control of slip mode depends on the engine speed,
accelerator pedal position and vehicle speed
signals provided by the ECM (engine control
module). This controls the rate of slip by comparing
the engine speed and the turbine shaft speed.
The TSS sensor and the OSS sensor use the Hall
effect principle. The TCM can regulate the slip in
the torque converter by comparing the engine
speed with the transmission speed.
All parameters for actuating the clutches and the
TCC are determined by the TCM as a function of
the operating parameters. The automatic transaxle
features a self-learning strategy.
The fundamental parameters for gear shifting are
the accelerator pedal position and the vehicle
speed.
Gear selection can either be performed
automatically or in select-shift mode. The selected
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E112322
The TCM adapts the gear changing to ensure that
the correct gear is selected for the style of driving,
the engine load, driver requirements, vehicle speed
etc. This leads to lower fuel consumption together
with improved comfort through smoother gear
changes and lower noise levels.
The TCM receives information on the driver's
desired transmission range and type of driving
mode. In contrast to a transmission which is only
controlled hydraulically, the control module can
calculate the best times to shift gear and activate
torque converter lockup by using the signals from
the sensors in the transmission and the engine
management system.
The control module enables small changes in the
operating conditions to be made and adapts thevarious transmission functions to ensure that the
correct gear is always selected in relation to the
type of driving mode.
The TCM has adaptive capabilities. This ensures
smooth gear changes throughout the whole service
life of the transmission.
To exactly determine the activation points of the
gear shifts and torque converter lockup on the
basis of the type of driving mode chosen, the TCM
receives the following information:
• Transmission range chosen (TR sensor).
• Type of driving mode chosen
(normal/sport/select-shift).
• Transmission input shaft speed (TSS sensor).
• Transmission output shaft speed (OSS sensor).
• Transmission fluid temperature (TFT sensor).
• The engine speed and the torque as well as the throttle plate opening - from the PCM via the
CAN data bus.
• Actuation of the accelerator pedal - from the PCM via the CAN data bus.
• Coolant temperature - from the PCM via the CAN data bus.
• Vehicle speed - from the ABS via the CAN data bus.
• Actuation of the brake pedal - from the ABS via the CAN data bus.
Pin assignment for TCM connector 'A' (connection to vehicle)
11
E125669
Description
Item
Battery (+)
1
not assigned
2Description
Item
not assigned
3
not assigned
4
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E127358
21
3
Input shaft:
The transmission input shaft rotates in the
clockwise direction. Clutch C1 (1) joins the
transaxle input shaft with the ring gear, which
rotates in clockwise direction. The rear planetary
gear set rotates in the clockwise direction. The
front larger planetary gear set rotates clockwise
with the rear planetary gear set as a single unit.
The front smaller planetary gear set rotates in the
clockwise direction. The front annular gear rotates
counterclockwise. One-way clutch F2 (2) blocks
the front annular gear clockwise rotation.
The front and rear planetary gear carriers are
turned clockwise because of the reactive forces
from the small gear. The primary idler gear rotates
clockwise with the front and rear planetary gear
carriers as one unit.
Output shaft:
The secondary idler gear rotates counterclockwise.
The front annular gear rotates counterclockwise
with the secondary idler gear as a single unit.The front planetary gear set rotates in the clockwise
direction. The sun gear rotates clockwise.
The rear planetary gear set rotates
counterclockwise. Brake B5 (3) prevents rotation
of the rear planetary gear carrier. The rear annular
gear rotates counterclockwise. The front planetary
gear carrier and the final drive pinion rotate
counterclockwise with the rear annular gear as one
unit. The final drive rotates in the clockwise
direction.
Engine braking:
The 1st gear has no engine braking function
because the power flow is interrupted by the
one-way clutch F2 rotating against the locking
direction.
The brake B3 is additionally activated in select-shift
mode to guarantee engine braking.
Position D, 2nd gear
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E127359
1
2
3
4
5
Input shaft:
The transmission input shaft rotates in the
clockwise direction. The clutch C1 (1) joins the
transaxle input shaft and the ring gear. The ring
gear rotates in clockwise direction. The planetary
gear set rotates in clockwise direction.
The front larger planet gear rotates clockwise with
the rear planet gear as a single unit. Brakes B2
(2), brake B1 (3) and the one-way clutch F1 (4)
prevent rotation of the sun gear.
The front and rear planetary gear carriers are
turned clockwise by the front larger gear. The
primary idler gear rotates clockwise with the front
and rear planetary gear carriers as one unit.
Output shaft:
The secondary idler gear rotates counterclockwise.
The front annular gear rotates counterclockwisewith the secondary idler gear as a single unit. The
front planetary gear set rotates in the clockwise
direction.
The sun gear rotates clockwise. The rear planetary
gear set rotates counterclockwise. Brake B5 (5)
prevents rotation of the rear planetary gear carrier.
The rear annular gear rotates counterclockwise.
The front planetary gear carrier and the shaft drive
pinion rotate in counterclockwise direction with the
rear ring gear as one unit. The final drive rotates
in the clockwise direction.
Engine braking:
The power is transferred directly to the
transmission input shaft without one-way clutch
involvement. Engine braking is thus applied.
Position D, 3rd gear
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E127360
1
2
3
4
5
Input shaft:
The transmission input shaft rotates in the
clockwise direction. The clutch C1 (5) joins the
transaxle input shaft and the ring gear. The ring
gear rotates in clockwise direction. The rear
planetary gear set rotates in the clockwise
direction.
The front larger planet gear rotates clockwise with
the rear planet gear as a single unit. Brakes B2 (1)
and B1 (2) and also the one-way clutch F1 (3)
prevent rotation of the sun gear.
The front and rear planetary gear carriers are
turned clockwise because of the reactive forces
from the front larger gear. The primary idler gear
rotates clockwise with the front and rear planetary
gear carriers as one unit.
Output shaft:The secondary idler gear rotates counterclockwise.
The front annular gear rotates counterclockwise
with the secondary idler gear as a single unit. The
front planetary gear set rotates in counterclockwise
direction. The brake band B4 (4) locks the
rotational movement of the sun gear.
The front planetary gear carrier rotates in
counterclockwise direction. The front planetary
gear carrier and the shaft drive pinion rotate in
counterclockwise direction with the rear ring gear
as one unit. The final drive rotates in the clockwise
direction.
Engine braking:
The power is transferred directly to the
transmission input shaft without one-way clutch
involvement. Engine braking is thus applied.
Position D, 4th gear
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E127361
1
2
3
4
5
Input shaft:
The transmission input shaft rotates in the
clockwise direction. The clutch C1 (5) joins the
transaxle input shaft and the ring gear. The ring
gear rotates in clockwise direction. The rear
planetary gear set rotates in the clockwise
direction.
The front larger planet gear rotates clockwise with
the rear planet gear as a single unit. Brake B2 (1),
one-way clutch F1 (3) and brake B1 (2) prevent
rotation of the sun gear.
The front and rear planetary gear carriers are
turned clockwise because of the reactive forces
from the front larger gear. The primary idler gear
rotates clockwise with the front and rear planetary
gear carriers as one unit.
Output shaft:The secondary idler gear rotates clockwise. The
front annular gear rotates counterclockwise with
the secondary idler gear as a single unit. Clutch
C3 (4) connects the sun gear with the front
planetary gear carrier.
The front planetary gear set cannot rotate and the
output shaft rotates counterclockwise as a single
unit. The final drive rotates counterclockwise with
the output shaft as a single unit. The final drive
rotates in the clockwise direction.
Engine braking:
The power is transferred directly to the
transmission input shaft without one-way clutch
involvement. Engine braking is thus applied.
Position D, 5th gear
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E125594
12
4
3
Input shaft:
The transmission input shaft rotates in the
clockwise direction. The clutch C1 (2) joins the
transaxle input shaft and the ring gear. Clutch C2
(1) connects the transmission input shaft with the
sun gear.
The brake B2 (3) locks the rotational movement of
the sun gear in a counterclockwise direction.
The rear planetary gear set cannot rotate and the
rear planet gear unit rotates clockwise as a single
unit. The front planetary gear set cannot rotate with
the rear planetary gear set as a single unit. The
front planetary gear unit rotates clockwise as one
unit. The primary idler gear rotates clockwise with
the front planetary gear unit as a single unit.
Output shaft:The secondary idler gear rotates counterclockwise.
The front annular gear rotates counterclockwise
with the secondary idler gear as a single unit.
Clutch C3 (4) connects the sun gear with the front
planetary gear carrier.
The front planetary gear set cannot rotate and the
output shaft rotates counterclockwise as a single
unit. The final drive rotates counterclockwise with
the output shaft as a single unit. The final drive
rotates in the clockwise direction.
Engine braking:
The power is transferred directly to the
transmission input shaft without one-way clutch
involvement. Engine braking is thus applied.
Position R (reverse)
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E127362
12
3
Input shaft:
The transmission input shaft rotates clockwise.
Clutch C2 (1) connects the transmission input shaft
with the sun gear. The sun gear rotates clockwise.
The rear planetary gear set rotates
counterclockwise. The front larger planetary gear
set rotates counterclockwise with the rear planetary
gear set as a single unit. The front smaller
planetary gear set rotates clockwise.
Brake B3 (2) blocks the ring gear in
counterclockwise direction. The front and rear
planetary gear carriers are turned clockwise by the
front smaller gear. The primary idler gear rotates
counterclockwise with the front and rear planetary
gear carriers as one unit.
Output shaft:
The secondary idler gear rotates clockwise. The
front annular gear rotates clockwise with the
secondary idler gear as a single unit. The front
planetary gear set rotates clockwise. The sun gear
rotates in counterclockwise direction.
Brake B5 (3) prevents rotation of the rear planetary
gear carrier. The rear annular gear rotates
clockwise. The front planetary gear carrier and the
final drive pinion rotate clockwise with the rearannular gear as one unit. The final drive rotates
counterclockwise.
Engine braking:
The power is transferred directly to the
transmission input shaft without one-way clutch
involvement. Engine braking is thus applied.
NOTE:
The clutch C2 and the brake B3 are only
activated at a speed below 7 km/h (approx. 4.35
mph) when shifting from a forward gear to the
reverse gear.
Service instructions
Towing procedure
Towing is only permitted travelling forwards, at a
maximum speed of 80 km/h and for up 80 km. The
gear selector lever must be in Neutral.
CAUTION: The vehicle must never be
towed backwards under any
circumstances.
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well as vehicle speed, driving comfort is improved
by linear actuation of the TCC.
Selector lever with integrated select-shift
switch module
E112332
The selector lever unit is located in the central
console. It is mechanically connected to the
transmission by a selector cable which moves the
gear selector shaft in the TR sensor.
The following components are integrated in the
selector lever assembly:
• Select-shift switch module
• Selector lever lock solenoid.
• Switch contact for selector lever position 'P'
• LED for the selector lever position display
The selector lever has the following positions:
• P: Park position
• R: Reverse gear.
• N: Neutral position
• D: Automatically shift between all gears
• S: Sport and select-shift mode (manual gearchanging)
If the selector lever is not in the 'P' position when
the vehicle is exited, a signal is transmitted to the
instrument cluster via the switch contact for selector
lever position 'P'. When the driver door is opened,
a message to move the selector lever to the 'P'
position appears in the instrument cluster and the
warning buzzer sounds. The vehicle cannot be
electrically locked if the selector lever is not moved
to the 'P' position.
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Description
Item
Drive
3
Intake side
4
Delivery side
5
The fluid pump operates on the principle of a
G-rotor fluid pump.
The fluid pump draws transmission fluid from the
fluid pan, builds up fluid pressure and then supplies
it to the valve body.
The fluid pump is driven by the crankshaft via the
torque converter housing.
Torque converter with TCC
E66428E66428
1
2
3
5
4
Description
Item
Torque converter housing and impeller
1
Turbine
2
TCC3
Transaxle input shaft
4
Stator with roller-type one-way clutch
5 The torque converter transmits the output torque
hydraulically from the engine to the transaxle input
shaft.
The stator increases the torque up to the clutch
take-up point. At the clutch take-up point, the speed
difference between impeller and turbine is
approximately 90 %.
In order to improve the efficiency, the torque
converter features a hydraulically-activated TCC.
When the TCC is engaged, the torque is
transmitted directly from the crankshaft via the
torque converter housing to the transaxle input
shaft.
Installation position
The TCC is an integral component of the torque
converter.
Function
The TCM controls the PWM via the TCC solenoid
valve for the TCC (SLU). Based on the signals for
engine speed and accelerator pedal position as
well as vehicle speed, driving comfort is improved
by linear actuation of the TCC.
E89081
1
A
B
23
Description
Item
APP (accelerator pedal position)
A
Vehicle speed
B
TCC disengaged
1
Slip lock-up mode
2
Full lock-up mode
3
Full lock-up mode
In lockup mode the TCC is closed. The impeller
and the turbine of the torque converter are friction
locked. The engine torque acts directly on the
transmission input shaft. Fuel consumption is
reduced due to a reduction in the torque converter
pump losses.
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