Torque SSANGYONG NEW ACTYON SPORTS 2013 Owner's Guide

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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 -

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3) Transmission Control Monitoring System
TCU monitors all input and output signals to identify possible failures. If a fault is detected, TCU activates
<009b008f008c0047009a0088008d008c009b00a0004700940096008b008c0047009b009600470092008c008c00970047009b008f008c0047008b00990090009d008c009902c5009a0047009a0088008d008c009b00a0004700880095008b0047009b008f00
8c004700930090008d008c0047009a00970088009500470096>f transmission.
Monitoring the Supply Voltage ▶
Monitoring the Supply Voltage to Solenoid ▶
Monitoring the Gear Ratio ▶
Monitoring the Torque Converter ▶ If the battery voltage is too high or too low, the TCU sets the DTC.
TCU monitors the circuits for open or short to ground or supply. The monitoring function evaluates the
voltage characteristics while the switch is ON.
TCU monitors the gear is engaged properly in the allowed time.
TCU checks if the torque converter can be locked up properly. If it is failed, TCU releases the torque
converter clutch to activate the fail-safe operation.
4) Shift Energy Management
This function involves reducing or increasing the engine output torque during shifting. This reduces the
energy which is dissipated in the friction elements of the transmission during up-shift. This is done by
reducing the engine torque during the gear ratio change without interrupting the tractive drive.
This function is used for:
Increasing the life span of transmission by shortening the slipping time
Improving the shift comfort by reducing the step changes due to gearshift
Transferring a higher engine power -
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Real-time control of engine torque is required to maintain the proper shift operations and the durability of
transmission. TCU controls the engine torque during the gearshift by synchronizing the operation of
transmission clutches.

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Pressure Modulation ▶
To provide a higher level of shift comfort and durability, the hydraulic pressure in the shift related friction
elements of the transmission must be matched accurately to the input torque to transmission. This
hydraulic pressure is composed of a hydraulically pre-set basic pressure and a control pressure which is
set by one of the variable bleed solenoids.
The transmission input torque can be directly calculated from the following operating parameters:
engine torque signals
engine speed or any signal transmitted from ECU through CAN lines
converter slip -
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Separate pressure characteristics for each gear change make it possible to adapt precisely to the
particular shift operation.
5) Shift Mode Selection by TCU
The driver can select Standard (S) or Winter mode (W) with the mode switch. TCU automatically
changes the shift mode according to the transmission oil temperature, uphill or downhill gradient, and
altitude to keep the good driving conditions.
Standard Mode (S) ▶
Uphii and Downhill Mode ▶
Altitude Mode ▶ Standard Mode is selected when setting the mode switch in Standard (S) position with the gear select
<0093008c009d008c0099004700900095004702c8006b02c9004700880095008b0047009b008f008c0047009b009900880095009a00940090009a009a00900096009500470096009000930047009b008c00940097008c00990088009b009c0099008c004700
9000950047009500960099009400880093004700960097008c>rating range. Proper shift timing
provides the optimized fuel economy and good driving conditions.
In this mode, the operating points of torque converter lock-up clutch and the shifting points are adjusted
according to the vehicle weight.
In this mode, the shifting points are automatically adjusted according to the altitude to compensate the
engine torque changes due to barometric pressure and temperature.

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Winter Mode (W) ▶
Low Range Driving Mode ▶
Warm Up Mode ▶ When the Winter mode is selected, the second gear is engaged to start off the vehicle easily to prevent
wheel spin on slippery surfaces and WINTER mode indicator comes ON. The first gear is not available
in this mode.
When the vehicle is in 4L driving mode, the transmission uses a different shift mode to optimize the low
range driving. Similar to Winter mode, the first gear is not available.
This mode is normally used when the transmission oil temperature is below 20°C.
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6a0047009b00960047009700990096009d0090008b008c0047>the warming up process of
transmission.
Hot Mode ▶
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b6006a004700880095008b00470058005b005c00b6006a0053> the system provides the cooling
and reduces the load to the transmission. This is called Hot Mode.
Above 110°C:
Above 130°C:
Above 145°C: -
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In Hot Mode, any of shift mode is not available.
Cruise Control ▶
When the cruise control is activated, the engine ECU requests the downshift to increase the engine
brake effect.PWM fan ON
the engine torque is reduced and WINTER indicator is blinking
the transmission is held in Neutral (N) gear until the oil temperature falls below
120°C (Final protection)

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2. SPECIFICATIONS AND TIGHTENING TORQUE OF
MANUAL TRANSMISSION
1) Specifications

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2) Tightening Torque

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3. TIGHTENING TORQUE
Part nameTightening torque
(Nm)Numbers Adhesive
1. Seal bolt (rolling plunger and guide spring) 53.9~67.6 1EA Loctite
2. Guide bolt 14.7~21.5 1EA Loctite
3. Pocket ball bearing bolt 29.4~41.1 1EA Loctite
4. Reverse shift fork retainer bolt 53.9~67.6 2EA Loctite
5. Backup lamp switch 29.4~34.3 1EA Loctite
6. Oil drain plug 58.8~78.4 1EA Loctite
7. Interlock bolt 14.7~21.5 1EA -
8. Neutral switch 29.4~34.3 1EA Loctite
9. Oil filler plug 58.8~78.4 1EA Loctite
10. Extension housing bolt 42.1~53.9 12EA -
11. Concentric slave cylinder bolt 9.8~15.6 3EA -
12. Front bearing retainer bolt 19.6~24.5 8EA Loctite

04-8
3. DUAL MASS FLYWHEEL (DMF)
The dual mass flywheel (DMF) is of having a mass divided into two halves.
While one mass is connected to the engine crankshaft, which is affected by the mass moment of inertia
of the engine, the other mass is affected by one of the transmission.
The divided dual masses are connected to the coil spring and damping system internally.
The DMF has the following benefits: ▶
Reducing fuel consumption by lowering engine speed
Reducing rattling noise and vehicle vibration in all driving ranges
Reducing synchronization wear
Facilitating gear change
Protecting power train parts by preventing excessive load from being delivered -
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Primary flywheel
Secondary flywheel
Arc damper spring
Torque limiter
Ring gear 1.
2.
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4.
5.

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1. SPECIFICATION
Description Specification
Structure Universal joint with yoke arm and spider
Number of spiders Front Part time T/C Two
Rear Three
Runout Max. 0.3mm
Unbalance Max. 18 g.cm / 4,500 rpm
Dimension of front
propeller shaft (Length x
Dia.) (mm)A/T 552.3*Φ63.5 (Compressed)
M/T 603.8*Φ63.5 (Compressed)
Dimension of front
propeller shaft (Length x
Dia.) (mm)2WD Front1136.0*Φ63.5
Rear743.*Φ63.5(Compressed)
4WD(M/T) Front785.1*Φ63.5
Rear743.*Φ63.5(Compressed)
4WD(A/T) Front836.8*Φ63.5
Rear743.*Φ63.5(Compressed)
2. TIGHTENING TORQUE
Fastener Tightening torque
Mounting bolts for front/rear axle 66.7 ~ 73.5Nm
Mounting bolts for T/M and T/C 79.4 ~ 87.2Nm
Mounting bolts for center bearing 78.4 ~93.1Nm

05-4
1. OVERVIEW
The propeller shaft transfers the power through the transmission and transfer case to the front/rear axle
differential carrier (final reduction gear).
It is manufactured by a thin rounded steel pipe to have the strong resisting force against the torsion and
bending.
Both ends of propeller shaft are connected to the spider and the center of propeller shaft is connected to
the spline to accommodate the changes of the height and length.
The rubber bushing that covers the intermediate bearing keeps the balance of rear propeller shaft and
absorbs its vibration.
Function of propeller shaft ▶
Transmits driving torque.
Compensates the angle change (universal joint / CV joint).
Compensates the axial length change (splines for the slip joint). -
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Front propeller shaft
Rear propeller shaft