sensor SSANGYONG NEW ACTYON SPORTS 2012 Service Manual

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Parking Aid Unit
1. GENERAL INFORMATION
1) Components and Function
The parking aid system uses three
piezoelectric ceramic sensors inside the rear
bumper to measure the vertical and horizontal
distances to the obstacles. The parking aid
system has a separate unit that sends signal
to the buzzer when reverse parking to notify
the driver of the distance to obstacle. When
placing the gear selector lever to “R" position,
this unit activates the sensor to measure the
distance between the object and the bumper.
The existing PAS unit displays the
malfunctions using the LED when there are
any defects in sending/receiving signal or the
open circuit to sensor. On the other hand, the
PAS unit of KORANDO SPORTS informs the
malfunction of the relevant sensor using a
buzzer.
STICS
PAS buzzer
LH/RH sensor
Center sensor

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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.
DSI M78 Automatic Transmission is based on the transmission in the vehicle with D20DT engine
for EURO III or EURO IV or EURO V.
Differences: changed some components (torque converter and torque converter housing, some
pinion gears, sun gear), increased torsional damping force.
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 flui
dFluid Fuchs FES 209-3292 ATF
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
at 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 temperature
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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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
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c9004700880095008b004700880093008c0099009b009a0047>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 -