oil change ISUZU TF SERIES 2004 Manual PDF
[x] Cancel search | Manufacturer: ISUZU, Model Year: 2004, Model line: TF SERIES, Model: ISUZU TF SERIES 2004Pages: 4264, PDF Size: 72.63 MB
Page 3960 of 4264
7A1-14 CONSTRUCTION AND FUNCTION
CONTROL VALVE
Employing the direct electronic control (Direct Electronic Shift Control: DESC) for the clutch pressure has
simplified the oil pressure circuit, reduced the number of functional components and made the control
valve compact.
The control valve body is divided into the upper body and lower body. All solenoids, oil pressure switch
and ATF thermo sensor are installed to the lower body.
Three-way valve type solenoids providing high responsibility are employed. Some of the solenoids are
switched between ON and OFF and others repeat ON and OFF at 50Hz (duty cycle system).
Functionally, some supply output pressure when power is not supplied and others drain the output
pressure.
When the solenoid is driven based on the signal from the TCM, the oil pressure is changed. The valve is
operated by the difference of the oil pressure.
Figure 22. Construction of Valve Body
Page 3963 of 4264
CONSTRUCTION AND FUNCTION 7A1-17
ATF Thermo Sensor
The ATF thermo sensor detects the ATF temperature in the oil pan and sends signal to the TCM.
The ATF thermo sensor is of the thermister type that the resistance value changes according to the ATF
oil temperature.
The lower is the ATF temperature, the larger is the resistance, and vice versa.
When the ATF temperature exceeds 145C, the TCM lights up the ATF temperature warning lamp in the
meter. When the ATF temperature decreases below 128C, the ATF temperature warning lamp goes out.
The ATF thermo sensor is installed to the lower control valve body and integrated with the harness
assembly.
10.0 100.0 1,000.0 10,000.0 100,000.0
-30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160
A TF Temperature (°C)
Resistance (
)
Figure 29. Characteristic of Thermo Sensor
Figure 30. Location of Thermo Sensor
ATF Temperature
(deg. C) Resistance (Ohm)
(Approximately) ATF Temperature
(deg. C) Resistance (Ohm)
(Approximately)
-30 29,614 100 190
-20 16,705 110 149
-10 9,842 120 118
0 6,028 128 98
20 2,500 130 94
40 1,160 135 84
50 819 140 76
60 591 145 68
80 324 150 62
Page 3972 of 4264
7A1-26 CONSTRUCTION AND FUNCTION
CONTROL MECHANISM
CONTENT OF FUNCTION AND CONTROL
Item Description
Line pressure control TCM issues a signal according to the vehicle traveling, engine load and other conditions to
TCM and the ON/OFF type line pressure solenoid is driven to switch the line pressure to
high or low pressure.
The line pressure solenoid is switched to the low pressure side when the solenoid is turned
ON (power supplied) and to the high pressure side when turned OFF (no power supplied).
In the forward travel range (D, 3, 2, L range), the line pressure decreases lower than that in
the P, N, and R range through the oil pressure circuit for the forward travel range.
Gear shift control The TCM issues a shift solenoid drive signal based on the traveling mode switch, inhibitor
switch, vehicle speed, throttle opening and other input signal to control the optimum gear
position automatically.
Speed change features have been set up to the TCM; the normal mode is suited to usual
traveling and the power mode is appropriate when the vehicle is loaded or accelerates the
speed.
In addition, speed change features used only for high oil temperature, hill climbing, and
down have been set up to the TCM, which are automatically switched depending on the
traveling conditions.
When the oil temperature is low (below 10C), speed change from the third to the fourth
speed is prohibited by the gear shift control.
Shift pattern selection
control
According to a vehicle condition, the TCM selects the following shift pattern.
Selection Priority Shift Pattern 3rd Start Lamp Power Drive Lamp
High High Temperature OFF OFF
3rd Start ON
4L
Power SW Off
OFF
Down Slop Power SW On
Power ON
Up Slope
Low Normal
OFF
OFF
- High temperature mode -
High temperature mode setting condition
ATF temperature: More than 123C
Above condition is met for more than 10 seconds.
High temperature mode cancel condition
ATF temperature: Less than 116C
Above condition is met for more than 10 seconds.
- 3rd start mode -
3rd start mode setting condition
3rd start switch: On Off (Pushed)
Vehicle speed: Less than 11km/h
ATF temperature: Less than 115C
Throttle position: Less than 8%
Select lever position: D range
Above conditions are met at the same time.
3rd start mode reset condition
3rd start switch: On Off again(Pushed again)
Vehicle speed: More than 34km/h
Select lever position: Other than D range
At least, one of above conditions is met.
Page 3973 of 4264
CONSTRUCTION AND FUNCTION 7A1-27
Item Description
- 4L mode -
4L mode setting condition
4L switch: On
Vehicle speed: More than 5km/h
Above conditions are met at the same time.
4L mode reset condition
4L switch: Off
Vehicle speed: Less than 4km/h
Above conditions are met at the same time.
- Down slope mode -
Down slope mode setting condition
Brake switch: On
Engine idle condition: More than 2.5 seconds
Select lever position: D or 3 range
Vehicle speed: More than 55km/h
Vehicle speed change: More than 1km/h
Above conditions are met at the same time.
Down slope mode reset condition
Engine idle condition: Not idle condition
Select lever position: Other than D or 3 range
At least, one of above conditions is met.
- Power Mode -
When power drive switch is On at only D range or 3 range, the shift change is performed by
1 – 4 speed based on shift diagram set as power pattern.
- Up slope mode -
Up-slope reasoning value is calculated from the average throttle angle and the average
acceleration. Otherwise, up-slope reasoning value is calculated from the vehicle speed.
TCM judges as up-slope mode when the former is bigger than latter.
Lock-up control The lock-up solenoid adjusts the pressure based on the signal from the TCM according to
the vehicle speed, throttle opening and other input signals based on the pre-set lock-up
point to control the lock-up.
Smooth lock-up control engages and disengages the clutch smoothly at the time of lock-up.
When the oil temperature is low (below 20C) or high (above 128C), lock-up is prohibited
even when the vehicle is at a lock-up speed.
The lock-up is disengaged also when the throttle is closed.
Direct electronic shift
control (DESC)
The duty cycle type solenoid is used for each clutch and brake. The solenoid adjusts the
clutch pressure to be suited to the engine load and vehicle traveling condition based on the
signal from the TCM. The pressure switch provided in the control valve oil passage sends
the oil pressure condition to the TCM to control the disengagement and engagement of the
clutch and brake directly and finely.
Learning control Learning is controlled to correct the oil pressure control timing to engage or disengage the
clutch optimally in order to compensate changes of the engine performance and changes
of the transmission with time. It is controlled to bring the speed-change time closer to the
value pre-set to the TCM.
Page 3976 of 4264
7A1-30 CONSTRUCTION AND FUNCTION
LINE PRESSURE CONTROL
Either the throttle opening, vehicle speed, turbine rotational speed, ATF temperature or speed-change
range signal appropriate under the situation is issued from the TCM. The ON/OFF type line pressure
solenoid is actuated and switches the line pressure to high or low pressure.
The line pressure generated by the oil pump acts on the point A of the pressure regulator valve. When
the pressure control solenoid is turned ON by the signal from the TCM, the solenoid pressure does not
act. The line pressure is adjusted to match the spring force acting on the right side of the pressure
regulator valve.
When the pressure control solenoid is turned OFF, the solenoid pressure acts so that the line pressure is
adjusted to match the spring force acting on the right side of the pressure regulator valve.
As a result, the line pressure is adjusted to be low when the pressure control solenoid is ON and to be
high when the pressure control solenoid is OFF.
In the D, 3, 2 and L range, the line pressure through the oil pressure circuit acts onto the point B of the
pressure regulator valve and the pressure regulator valve moves so as to increase the pressure to be
drained, so that the line pressure is adjusted to be lower than the P, N, and R range by the difference of
area at the point B.
Figure 50. Line Pressure Control
LOCK-UP CONTROL
The lock-up solenoid adjusts the pressure and controls the lock-up based on the pre-set lock-up point,
according to the vehicle speed, throttle opening, engine rotations, turbine rotations and ATF temperature
input signal, based on the signal from the TCM.
Smooth lock-up control is employed to engage or disengage the clutch smoothly at the time of lock-up.
When the oil temperature is low (below 20C) or high (over 128C), lock-up is disengaged even though
the vehicle is at the lock-up speed.
The lock-up is disengaged also when the throttle is closed.
When the TCM determines the lock-up engagement, the DUTY ratio to supply power to the lock-up
solenoid is gradually increased (5% to 95%) and the oil between the lock-up piston and converter cover is
gradually drained.
As a result, the lock-up piston is fitted slowly under pressure to the converter cover securing smooth lock-
up engagement.
Page 3977 of 4264
CONSTRUCTION AND FUNCTION 7A1-31
Figure 51. Lock-up Control
DIRECT ELECTRIC SHIFT CONTROL (DESC)
Feature
Based on the each switch signals (low & reverse brake pressure, 2-4 brake pressure & high clutch
pressure) and sensors signals (turbine sensor, speed sensor, engine speed signal & throttle position
signal), duty cycle type solenoid adjusts the clutch pressure to match the engine load and vehicle
traveling condition. By this result, controlling the engagement and disengagement of the clutch and brake
pressure is directly and accurately controlled via TCM, which is not realized in previous accumulator type.
Operation
Instead of the previous system (on/off type of shift solenoid and shift valve), the combination of duty cycle
type solenoid and amplifier (Amp) valve are used to adjust the clutch pressure to match the engine load
and vehicle traveling condition based on the signal from the TCM, and the pressure switch provided in the
oil passage of the control valve transmits the oil pressure condition at that time to TCM, thus controlling
the engagement and disengagement of the clutch and brake directly and finely.
When the gear is shifted from the 2nd to 3rd, 3rd to 4th (O/D), 4th (O/D) to 3rd and 3rd to 2nd, the clutch
pressure on the engagement side and that on the disengagement side are simultaneously controlled.
As a result, engine racing or clutch drag is prevented securing smooth and quick speed change response
Page 3979 of 4264
CONSTRUCTION AND FUNCTION 7A1-33
LEARNING CONTROL
Oil pressure control timing is optimally corrected at the time of clutch engagement and disengagement
and controlled to bring the speed-change time to the value preset to the TCM and compensate the
changes of the engine performance and changes of the transmission with time.
When the gear is shifted, the clutch pressure 2 is optimally corrected so that the speed-change time is as
near as the target value
1 preset to the TCM and the changes in the engine performance and the
changes of the transmission with time can be compensated based on the past speed-change results.
When the clutch is operated to shift the gear, the time of the clutch oil pressure release timing 4 on the
disengagement side is optimally corrected so that the changes of the engine rpm
3 is optimum.
Note:
When the battery terminal is disconnected, contents of learning are cleared and resultantly the speed
change shock may increase. After the vehicle has traveled, learning is repeated and the shock
decreases gradually.
Figure 53. Learning Control
Page 4083 of 4264
DIAGNOSIS (JR405E) 7A2-91
SYMPTOM DIAGNOSIS
Symptom Condition Description
Oil Leak Breather Oil leaks from breather. J1
Between engine and converter housing Oil leaks between engine and converter
housing. J2
Between converter housing and main caseOil leaks between converter housing and
main case. J3
Between main case and rear housing Oil leaks between main case and rear
housing. J4
Oil pan Oil leaks from oil pan. J5
Manual shaft oil seal Oil leaks from manual shaft oil seal. J6
Oil cooler pipe Oil leaks from oil cooler pipe joint. J7
Other Transmission overheat You smell the transmission burning. Z1
The transmission smokes.
Mode lamp does not light up when the
power mode or 3rd start mode is turned on
The mode lamp on the instrument panel
does not light up though the power mode or
3rd start mode is turned on with the ignition
switch in ON position.
Z2
Mode lamp lights up when the power mode
or 3rd start mode is turned off
The mode lamp on the instrument panel
lights up though the power mode or 3rd start
mode is turned off with the ignition switch in
ON position.
Z3
Oil temperature warning lamp lights up Sometimes, the oil temperature warning
lamp lights up. Z4
Select lever feeling is faulty Select lever feeling is faulty. Z5
Poor fuel consumption Poor fuel consumption. Z6
Pattern select switch is faulty Shift pattern does not change though the
pattern select switch is turned on. Z7
Oil is splashed during the running Oil is splashed during the running. Z8
Abnormal smell Abnormal smell. Z9
Oil quantity is low or high Oil quantity is low or high. Z10
Abnormal oil pressure Oil pressure is low or high. Z11
Reverse buzzer does not ring Reverse buzzer does not ring in R range. Z12
Page 4098 of 4264
7A2-106 DIAGNOSIS (JR405E)
No. B6: Engine Starter Does Not Run in P or N Range
No. B7: Engine Starter Runs Except in P or N Range
Description:
The engine starter does not run though the P or N range is selected.
The engine starter runs though the R or D, 3, 2or L range is selected.
Possible Cause:
Disordered select cable.
Disordered Inhibitor switch, disconnection or short-circuit of inhibitor switch.
No. B8: Extended Time Lag When Shift Lever is Changed to N to D
Description:
The shift time lag is longer than standard value when shift lever is changed to N to D.
Possible Cause:
Forward range line pressure is low.
Slip of low & reverse clutch.
Slip of low one-way clutch.
Trouble in control valve body (faulty operation, sticking, clogged oil passage).
Faulty low clutch duty solenoid operation.
Shortage or faulty quality of ATF.
No. B9: Extended Time Lag When Shift Lever is Changed to N to R
Description:
The shift time lag is longer than standard value when shift lever is changed to N to R.
Possible Cause:
Reverse range line pressure is low.
Slip of low & reverse brake.
Slip of reverse clutch.
Trouble in control valve body (faulty operation, sticking, clogged oil passage).
Faulty low & reverse brake duty solenoid operation.
Shortage or faulty quality of ATF.
Page 4099 of 4264
DIAGNOSIS (JR405E) 7A2-107
No. B10: Brake is Applied in R Range
Description:
Brake is applied suddenly in R range.
Diagnosis Hints:
Basically a trouble in the AT main unit. However, some trouble in the sensor system or output system may have
some influence on the trouble in the main unit and therefore these systems should be also checked to prevent
reproduce of the trouble.
Possible Cause:
Seized clutch (low clutch, high clutch, 2-4 brake).
Shortage or faulty quality of ATF.
Trouble in control valve body (faulty operation, sticking, clogged oil passage).
Disordered select cable (select indicator light indicates R but the hydraulic system is not in the R range).
Malfunction of parking mechanism.
No. B11: Insufficient Starting or Shaking in D Range
Description:
Insufficient starting or shaking in D range.
Possible Cause:
Slip of clutch (low clutch, low one-way clutch, reverse clutch, low & reverse brake).
If slip of clutch is caused, a DTC (gear ratio error) is stored.
Shortage or faulty quality of ATF.
Dropped line pressure.
Trouble in control valve body (faulty operation, sticking, clogged oil passage).
No. B12: Noise or Vibration is Generated at Starting
Description:
Noise or vibration is generated in the vicinity of AT at starting.
Diagnosis Hints:
Cause other than AT can be also considered. It is effective means to reproduce a running condition using a lift
up, chassis dynamo, etc. to investigate the origin (generating condition) of noise and vibration.
Caution:
Lifting up some unit to test it accompanies danger. Provide safety measures as far as possible and
carry out the test with sufficient care.
Possible Cause:
Following sources of noise or vibration other than the AT can be considered.
Noise from differential gears.
Noise from propeller shaft.
The bearing support in the middle of the propeller shaft has fatigued, and the bend angle of the propeller shaft
has changed, causing vibration at the time of start.
Unbalanced and poor uniformity of tires cause vibration.