clutch SSANGYONG KORANDO 2013 User Guide

A/T assembly
Automatic transmission is available as 4WD- and 2WD-type,
and provides 6 speeds for forward travel and 1 reverse
travel. It is also equipped with the torque converter with inner
lock-up clutch and electronically controlled solenoid which
controls all hydraulic functions.
3. CHASSIS COMPONENT LAYOUT
PTU (Power Transfer Unit)
The PTU is a device that transfers the power
generated from the engine to the rear axle through
propeller shaft and E-coupling by changing the power
4WD vehicle.Rear axle assembly
The rear axle installed in this car is a removable
axle, called IRDA (Independent Rear Differential
Axle). The rear differential carrier is installed
directly on the sub frame, and there is an
independent suspension that allows each wheel
on the same axle to move vertically independentl
y
of each other with the universal joint and the slip
joint.
E-coupling control unit (E-Coupling ECU)
The E-coupling unit is a control unit which determines
the magnetic force by considering CAN signals (wheel
speed, engine torque, pedal opening, ABS/ESP CAN
signals, etc.) from other ECUs.
Inhibitor switch
Torque converter Oil pan
E-coupling sideRear axle side
Propeller shaft
1) 4WD Vehicle With Automatic Transmission
GSLDSLInhibitor switch
Torque converter Oil pan

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M6LF1 manual transmission
M6LF1 manual transmission is a model modified from the
one that used in other vehicle so that it can be applied to FF
(Front engine-Front wheel driving) type vehicle, and has an
axle in one piece. The engine torque and gear ratio of this
transmission have been optimized to maximize driving
performance. It provides 6 speeds for forward travel and 1
reverse travel.
Clutch assembly
M6LF1 manual transmission is a model modified from the
one that used in other vehicle so that it can be applied to FF
(Front engine-Front wheel driving) type vehicle, and has an
axle in one piece. The engine torque and gear ratio of this
transmission have been optimized to maximize driving
performance. It provides 6 speeds for forward travel and 1
reverse travel.
The 2WD vehicle with manual transmission is a front wheel drive type vehicle that doesn't have PTU,
propeller shaft, E-coupling and rear axle which are applied to 4WD vehicle. Its under structure is very
simple.
Manual gear selector lever
Transmission sideControl shaft assembly
Transaxle side
Concentric slave assembly
Pressure plate
2) 2WD Vehicle With Manual Transmission
Clutch disc

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1. GENERAL INFORMATION
Automatic transaxle (M11)
The Model 11 six speed automatic transaxle is
available in two variants: four wheel drive and two
wheel drive.
Six forward speeds
One reverse gear
A toruqe converter with an integral converter
lock-up clutch with slip control capabilities
Electronic shift and pressure controls
A single planetary gear-set
A double planetary gear-set
One hydraulically controlled brake bands
Three multi-plate clutches
One multi plate brake
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 1)
2)
3)
4) Inhibitor switch
Oil pan
Torque converter
TCU (located under driver's seat)
TCU is located under the driver's seat and controls
the transaxle operations.
TCU is activated and deactivated by the ignition
voltage, and connected to the transaxle through
pin 26 in connector.
TCU receives and uses the signals from sensors
and switches through CAN bus with analog and
digital types.
E-coupling unit
TCU

2) Sectional Diagram
Double planetary gear-set
Clutch packSingle planetary gear-set
Oil pump
Torque converter
Input shaft
Intermediate shaft
Differential assembly

1. OVERVIEW
Engine power reaches the transaxle 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 Model M11 6 speed automatic transaxle is electronically controlled. The control system is
comprised of the following components:
External transaxle 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 (VBS)
Torque converter -
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TCU controls the oil pressure for various internal clutches and bands to select the gear. It also controls
the electronic elements, shift pressure and torque converter slip. If the system is defective, TCU provides
FMEC (Failure Mode Effect Control) to maintain the functionality of transaxle. This keeps the basic
function of transaxle (gear selection) even when there are failure in controls and power supply.
There are selector shaft position sensor (inhibitor switch) and oil temperature sensor in transaxle. In
manual mode, TCU receives the information from TGS (Transmission Gear Selector) through PCB
(Printed Circuit Board) when driver selects the manual shift mode. TCU communicates with other
electric control modules through CAN. In order to ensure a safe driving state and to prevent damage to
the automatic transmission, TCU switches to Limp-Home mode in the event of critical faults.

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2. FEATURES
1) Advantages
Early Downshift with Hard Braking and Skip Shifts
When heavy braking is detected, the transaxle downshifts early and skips gears to provide increased
engine braking to provide gear selection for tip-in.
Gear Hold going Uphill/Downhill
If the accelerator pedal is released when traveling uphill, upshifts are prevented to reduce busyness on
grades. If the accelerator pedal is released when traveling downhill, upshifts are prevented to enhance
engine braking.
Drive and Reverse Engagement
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. Drive and
Reverse engagements from either Park or Neutral are performed in less than 2.2 seconds. There is no
drive engagement prevention strategy implemented on the transaxle system as there is sufficient engine
strategy to protect the system. However, reverse engagement is prevented until engine speed is less
than 1,400 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 transaxle features converter clutch lock-up in all gears. This feature provides improved fuel economy
and vehicle performance. It also improves transaxle cooling efficiency when towing heavy loads at low
speeds, e.g. in city driving or hill terrain.
Embedded Memory Module (EMM)
The embedded memory module (EMM) is
transaxle assembly to ensure refined shift quality.
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 utilize this data in the operation
of the transaxle.

2) Transaxle Cooling
The transaxle 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 lubrication to the transaxle
drivetrain in the event of a blockage in the transaxle cooler.
3) Shift Strategy
Gear Change
Transaxle 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.
Coast down
Coast down down shifts occur at 0% pedal
when the vehicle is coasting down to a stop.
Torque Demand
Torque demand down shifts occur
(automatically) when the driver demand for
torque is greater than the engine can provide at
that gear ratio. If applied, the transaxle will
disengage the TCC to provide added
acceleration.

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4. LIMP HOME MODE
When the transaxle is defective
In the event of a system fault, the TCU also provides for failure mode effect control (FMEC) to maintain
maximum functional operation of the transaxle.
In the event of a total loss of control or electrical power, the basic transaxle functions (Park, Reverse,
Neutral and Drive) are retained. The 4th and reverse gear ratios with the torque converter clutch in the
unlocked state are the retained gear states the hydraulic system supports without any electrical
assistance.
The TCU communicates with other vehicle electronic control modules by the controller area network
(CAN). If a major fault develops, the transaxle may automatically operate in a "limp home" (failure)
mode to enable the vehicle to be driven to an authorized dealer for repair.
The TCU also provides for transaxle diagnostics, which meet the requirements of OBD II legislation,
monitoring all components which may effect vehicle emissions. 1.
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When the transaxle overheats
Limp home mode may also be engaged if the battery charge falls below 8V.
If the transaxle overheats, the shift patterns will automatically change to enable improved transaxle
cooling.
During transaxle overheat, the instrument cluster transaxle selector position display and the over
cluster until normal transaxle operating temperature is reached. 1.
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Towing the automatic transaxle equipped vehicle
Flat-bed equipment is the best method of moving a disabled vehicle to avoid any damages.
For AWD vehicle: The vehicle must be towed with a wheel lift and dollies or flatbed equipment with
all the wheels off the ground.
For 2WD vehicles: It is acceptable to tow the vehicle with the rear wheels on the ground without
dollies and the front wheels off the ground. When being towed by a commercial towtruck and wheel
dollies are not available, the front of the vehicle should be lifted, not the rear. -
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5. TRANSAXLE ELECTRONIC CONTROL SYSTEM
1) General Information
The transmission control unit (TCU) and its input/output network control the following transmission
operations:
Shift timing
Line pressure
Clutch pressure (shift feel)
Torque converter clutch -
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also uses these signals when determining transaxle 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 transaxle
operation.
2) TCU (Transmission Control Unit)
The transaxle control unit (TCU) is mounted
under the driver's seat and controls the operation
of the transaxle.
The TCU is activated and deactivated by the
ignition power supply and is connected to the
transaxle link harness by a 26 pin connector. The
TCU processes information received from internal
sensors and signals received across the CAN
bus in analogue and digital forms such as:
Transaxle input speed
Transaxle output speed
Accelerator pedal position
Gear selector position
Engine torque
Engine speed
Transaxle fluid temperature
Brake pedal status
Engine oil temperature
Engine coolant temperature
Ambient air temperature
Barometric pressure -
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This information is used by the TCU to decide which shift pattern to select and for shift energy
management. Electro-hydraulic solenoid valves and variable bleed solenoids control the transaxle gear
changes.
Six variable bleed solenoids and four on/off solenoids are used to direct transaxle fluid flow to control the
fluid pressure within the three clutches and two bands. Separate pressure regulators are used
exclusively for torque converter clutch control and main transaxle line pressure.
The TCU monitors all TCU inputs and outputs to confirm correct system operation. If a fault occurs the
TCU is able to perform default action and inform the driver of the problem through the instrument cluster
warning lights. Detailed information is available via trouble codes which can be read with the service tool.