Automatic Transmission External Diagnosis

AutomaticTransmission

External Diagnosis

Course Guide

Course Guide

Student Guide

ATED.01

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SAFETY FIRST

Appropriate service methods and proper repair procedures are essential for safe,reliable operation of all motor vehicles as well as the personal safety of the individualperforming the repair. There are numerous variations in procedures, techniques, toolsand parts for servicing vehicles, as well as in the skill of the individual performing theservice. This module cannot possibly anticipate all such variations and provide adviceor caution to each. Accordingly, anyone who departs from the instruction provided inthis module must first establish that they compromise neither their personal safety northe vehicle integrity by their choice of methods, tools or parts. The following listcontains general warnings that should always be followed while working on a vehicle.

• Always wear safety glasses for eye protection.

• Use safety stands whenever a procedure requires underbody work.

• Be sure the ignition switch is always off unless otherwise specified by a procedure.

• Set the parking brake when working on the vehicle.

• Operate the engine only in a well ventilated area.

• Keep clear of moving parts when the engine is running.

• To prevent serious burns, avoid contact with hot metal parts such as the radiator,exhaust manifold, tail pipe, catalytic converter and muffler.

• Do not smoke while working on a vehicle.

Within this module you will find Notes, Cautions and Warnings which provide criticalinformation and help you do your job safely and efficiently. Below are the definitionsof these terms.

When you see a Note, Caution or Warning, be certain you understand the messagebefore you attempt to perform any part of a service procedure.

NOTEThe purpose of a Note is to help you do your job more efficiently. A Note mayprovide additional information to help clarify a particular point or procedure.

CAUTIONA Caution alerts you to the possibility of damage to tools, equipment, or thevehicle. A Caution recommends that a procedure must be done in a certain wayto avoid potential problems resulting from improper techniques or methods.

WARNINGA Warning alerts you to the highest level of risk. Warnings inform you that aprocedure must be done in a particular way to minimize the chances of anaccident that could result in personal injury or even loss of life.

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Copyright © 2011 Kia Motors America, Inc.

All rights reserved. No part of this publication may be reproduced, stored electronically, or transmitted in anyform or by any means without prior written approval from Kia Motors America, Inc. (“KMA”). KMA reserves theright to make changes in the descriptions, specifications, or procedures.

The content of this course is intended for informational and educational purposes only. Any reliance placed onsuch information is therefore strictly at your own risk. In no event will Kia Motors America, Inc. ("KMA") or Kia

University be liable for any loss or damage including, without limitation, indirect or consequential loss or damage,property loss, damage, personal injury or death caused to any persons arising out of or in connection with the

use of this course.

While KMA makes all reasonable efforts to ensure that all course materials are correct, accuracy cannot beguaranteed and KMA does not assume any responsibility for the accuracy, completeness, or authenticity of anyinformation contained in these course materials. Nothing in this course is intended as a guarantee of success.


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Module Title

Automatic Transmission External Diagnosis

ATED Course Guide Module 01 1

Automatic Transmission External Diagnosis Course Guide

COURSE OVERVIEW

COURSE GOAL

COURSE OBJECTIVES

EXPECTATIONS

The Automatic Transmission External Diagnosis (ATED) is performance-based course providing Kia service technicians the opportunity to continue their A/T diagnostic training begun in the A/T Internal Diagnosis (ATID) instructor-led course, and to understand causes determined not to be internal but external to the transmission. The goal of this course is to build upon the A/T diagnostic skills Kia service technicians learned in ATID. These goals include: � Diagnostic flow from internal diagnosis flowchart to

external diagnosis � DTC based A/T diagnostics using service information � Inspecting external A/T electrical circuit voltages � External sensor and actuator circuit inspection � Non-DTC based A/T external diagnostic strategy Upon completion of this course, the Kia Service Technician will be able to demonstrate the following skills with 80% or greater accuracy: � Use DTC detecting conditions and strategy. � Inspecting external A/T circuit voltages and signals. � Print ETM to identify circuits and interpret results. � Identify A/T sensors and actuators by type of signal. � Measure and interpret electrical circuits with DMM

and BOB Pro. � Measure and interpret electrical circuits with

GDS/VMI Scope � Perform Signal Simulation Tests using GDS/VMI � Inspect and interpret current A/T data. In the previous ATID ILT course you used the A/T diagnostic flowchart and A/T Tester Pro to determine if the transmission had an internal problem that required A/T unit replacement or external diagnosis. In this course you will be expected to use the diagnostic process required in diagnosing external A/T electrical circuits to fix the vehicle on the first visit.

2 ATED Course Guide Module 01


TARGET AUDIENCES

PREREQUISITES

RECOMMENDED PREREQUISITES

ABOUT TRAINING MODULES

THEORY

GUIDED PRACTICE

PERFORMANCE ASSESSMENT

The target audience for ATED consists of Kia Service Technicians who have passed ATID. The following Instructor-led courses must be completed prior to taking ATED. � The Kia Automatic Transmission Internal Diagnosis

(ATID) TEC-03-016-1 � Advance GDS Diagnosis (GDS5) TEC-03-029-01 The following courses are recommended prior to ATED. � Automotive Electrical Diagnosis (AED) TEC-03-017-1 Today's complex automotive technology demands that you, the professional Kia service technician, stay up to-date with the latest service information, special tools and complex repair procedures. We have adopted a modular training delivery system, designed to be part of a structured training plan consisting of lecture, interactive classroom discussion and hands-on shop activities under the direction of a trained Kia instructor. A Theory Module explains the subject allowing you to obtain a working knowledge of a component or system, and helping guide you to successful diagnosis and repair. The Guided Practice Module allows you the opportunity to practice through hands-on experience, the process of diagnosing external A/T concerns. The tasks are to be instructor supervised and verified. These diagnosis and testing exercises may include: the use of Kia service information system, accessing Kdealer.net, live vehicle activities using GDS/VCI equipment and much more. The Performance Assessment Module provides you the opportunity to demonstrate that you know the process in diagnosing A/T related concerns. Each technician must successfully complete this module. It is designed to test your cognitive (knowledge) in diagnosing a customer concern.

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Module Title


ATED Course Guide Module 01 3

COURSE MATERIAL

AGENDA

PERFORMANCE SCORECARD

COURSE ACHIEVEMENT

SCORECARD ROUTING

Mod

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Num

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Mod

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Theo

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Gui

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Pra

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Per

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ATED 01 Course Guide X ATED 02 A/T DTC

Diagnosis X

ATED 03 External A/T Measurements X

ATED 04 A/T Controller Circuits X

ATED 05 A/T Controller Circuits

X

ATED 06 Non-DTC Diagnosis

X

ATED 07 P. A. X ATED.01 Course Introduction 8:00 – 8:30 amATED.02 A/T DTC Diagnosis 8:30 – 10:00 amBreak 10:00 – 10:15 amATED.03 External A/T Measurements

10:15 – 11:30 am

Lunch 11:30 – 12:30 pmATED.04 A/T Controller Circuits 12:30 – 1:15 pmATED 05 A/T Controller Circuits 1:15 – 3:15 pmBreak 3:15 – 3:30 pmATED 06 Non-DTC Diagnosis 3:30 – 4:00 pmATED 07 P. A. 4:00 – 4:45 pmWrap-up & conclusion 4:45 – 5:00 pm

The Performance Scorecard is used to track your performance. A final score of 80% or greater is needed for completion credit. One copy of the scorecard is yours, and one copy is used to update your Kia technical training records. Should you not complete the course, the third copy is forwarded to your Kia District Parts and Service Manager.

4 ATED Course Guide Module 01


COURSE MANAGEMENT

TAKE NOTES

ASK QUESTIONS

TEAMWORK

LEARN AT EVERY OPPORTUNITY

ICONS

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The course and its materials are here for you to learn and keep. Use them and your time in a way that will benefit you when you return to your dealership. Make drawings, jot down notes, and highlight these materials to help you remember important details. Each module is designed with ample margins for your important notes. If you do not understand something in this course, ask your instructor for clarification. Asking questions is strongly encouraged to help you get the most out of this course. During the hands-on activities, you will often be working as a team. By actively engaging in each activity, you will maximize your learning experience. While in the lab, feel free to ask the instructor questions at any time. This course is an opportunity for you to learn in a controlled environment under the guidance of a trained Kia instructor. Through active participation you can build confidence in your abilities to diagnose customer concerns right the first time, every time! The Reference Icon indicates you must refer to additional publications in order to complete the questions or activity. The Activities Icon indicates an activity that supports a critical learning objective. These activities are offered to help you master the material. The Feedback Icon indicates a progress check meant to provide you with feedback of your understanding of course material. The Caution Icon indicates areas where special attention must be paid to avoid causing harm or damage.


External Diagnosis

Theory Module

DTC Diagnosis

Student Guide

ATED.02

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SAFETY FIRST















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Copyright © 2011 Kia Motors America, Inc. Kia University




use of this course.



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ATED Theory Module 02 1

A/T DTC Diagnosis

TARGET AUDIENCE

MODULE GOAL

MODULE OBJECTIVES

MODULE INSTRUCTIONS

TIME TO COMPLETE

ACRONYMS

The target audience for this module consists of Kia Senior and Master Service Technicians who will diagnose and repair Kia automatic transmissions. The goal of this module is to train the Kia Service Technician with the skills required to confirm and diagnose an A/T concern, identified as external to the A/T by the diagnostic flowchart covered in ATID. Given this module and a written multiple-choice test, the technician will be able to answer questions about the following topics with 80% or greater accuracy: � DTC Detecting Conditions � DTC Detecting Strategy � DTC Enable Conditions � Sections of a DTC � BOB Pro usage. Carefully read the material, take notes based on the classroom discussion, demonstration and illustrations. There are Progress Check questions at the end of the module for you to take and an answer sheet to record your answers and turn in to your instructor. Approximately 1 hour and 30 minutes ATID: Automatic Transmission Internal Diagnosis BOB PRO: Break-Out-Box DVOM Digital Volt Ohm Meter ECM: Engine Control Module ECU: Electronic Control Unit ETM: Electrical Troubleshooting Manual GDS: Global Diagnostic System PCM: Powertrain Control Module TCM: Transmission Control Module VCI: Vehicle Communication Interface (GDS) VMI: Vehicle Measurement Interface (GDS)

2 ATED Theory Module 02


INTRODUCTION

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PURPOSE

PREREQUISITES

In the previous Automatic Transmission Internal Diagnosis (ATID) course, you learned how to follow the diagnostic flow chart, perform specific tests to verify the customer concern and determine if the cause is internal to the A/T. This course is designed to help you continue diagnosing verified A/T related customer concerns that are typically electrical in nature and are external to the A/T after you have determined the A/T does not need replacement. External transmission diagnosis requires the use of these specific skills: � DTC Enable conditions and diagnostic use � Use BOB Pro with a GDS and VMI to measure scope

readings of A/T inputs and outputs � Use a BOB Pro with a DMM to measure voltage, and

frequency. Prior to taking the ATED course, you are required to have the following skills from these instructor-led training courses: � Electrical diagnostic including DMM usage

o Automotive Electrical Diagnosis � ETM reading and interpretation of expected values

o Automotive Electrical Diagnosis � GDS with VCI and VMI usage for diagnosis

o Diagnosing with GDS � Search on-line for service and diagnostic information

o Essential Kia Service Skills



A/T RELATED DTC

In the ATID course, you followed the A/T diagnostic flowchart and performed the following: � Verified the customer’s concern � Inspected and test drove � Determined it’s an A/T Performance Concern � Searched for service repairs and information � Retrieved an A/T related DTC When a DTC is retrieved, it’s usually a simple matter of going to the service information, following the DTC diagnostic information, and performing the repair. On the following pages, we will breakdown a DTC chart in the service information and discuss how to interpret this information to help you in your diagnosis.

Note: “No DTC found” diagnosis will be covered in module 6 of this course.

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DIAGNOSING A SPECIFIC DTC

GDS BASIC DIAGNOSTIC FLOW WITH A DTC

Continue with the diagnostic process using the GDS flowchart. 1. Using GDS, select Fault Code Search and the DTC. 2. Select DTC Analysis. 3. Select, review the items in the box above, including:

a. General Description/Component Location b. DTC Description c. DTC Detecting Conditions

4. Continue following the diagnostic procedure. 5. Repair the vehicle. 6. Verify the repair. Next we are going to examine detecting conditions, as they are the key issues used by the PCM to set DTC. �

NOTE: While you are following the diagnostic procedure always ask yourself the following questions: � What am I checking in each step of the process? � What value would I expect to find if circuit is good? � Am I taking the correct measurements? � Are the values I measure causing this problem?



FAULT CODE DIAGNOSIS PROCEDURE: ITEM

Item Detecting Condition Possible cause

DTC Strategy 1) Speed rationality check

1) Signal circuit is open or short. 2) Sensor power circuit is open

3) Sensor ground circuit is open

4) Faulty INPUT SPEED SENSOR

5) Faulty PCM/TCM

Enable Conditions

1) Vehicle speed is over 19 Mile/h(30 Km/h) 2) Ne > 1000 rpm (only at 1st or 2nd gear )

3) 11V � Battery Voltage � 16V

4) TM oil temperature � -23°C

Threshold value 1) No signal

Diagnostic Time 1) More than 1sec

Fail Safe 1) Locked into 3rd or 2nd gear

2) Manual shifting is possible(2 nd � 3 rd, 3 rd � 2 nd)

A/T DTC’s have a set of Detection Conditions, which are

classified by item. These “Detection Conditions” determine how the circuit or component is tested. The Detection Conditions are grouped by the following “item” classifications: � DTC Strategy � Enable Conditions � Threshold values � Diagnosis Times � Fail-safe

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FAULT CODE DIAGNOSIS PROCEDURE: ITEM - DTC STRATEGY






5) Faulty PCM/TCM

Enable Conditions








The item “DTC strategy” determines what the specific

condition(s) the circuit or component is tested for. In the above example (P0717) only the speed rationality check is being performed. Within any DTC Strategy the testing may include one or more of the following: � No signal � Rationality � Voltage range � Gear ratio incorrect � Stuck OFF � Stuck ON � A/T relay



FAULT CODE DIAGNOSIS PROCEDURE: ITEM - ENABLE CONDITIONS






5) Faulty PCM/TCM

Enable Conditions

1) Vehicle speed is over 19 Mile/h(30 Km/h) 2) Ne > 1000 rpm (only at 1st or 2nd gear ) 3) 11V � Battery Voltage � 16V 4) TM oil temperature � -23°C



Fail Safe 1) Locked into 3rd or 2nd gear 2) Manual shifting is possible(2 nd � 3 rd, 3 rd � 2 nd)

The item “Enable Conditions” is the operating

conditions of the engine and A/T when the circuit is tested. These typically include several of the following: � Engine state ON/OFF � Engine speed (RPM) * � Throttle position � Input speed � Output speed � Vehicle speed * � ATF Oil temperature * � Battery voltage * � Range switch * Used in the DTC Detecting Conditions above.

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FAULT CODE DIAGNOSIS PROCEDURE: ITEM - THRESHOLD VALUE






5) Faulty PCM/TCM

Enable Conditions








The item “Threshold value” is data parameter(s) stored

in the computer that the measured or calculated value of the data is being compared to. Examples of typical threshold values include: � No signal detected � Multiple signal � Feedback voltage less than or equal to (�)X.XX volts � Feedback voltage greater than or equal to (�)X.XX

volts � Out of voltage range � Calculated vehicle speed Next, let’s look at two examples of the same component, but each with different threshold values.



ITEM – THRESHOLD VALUE: - EXAMPLES RANGE SWITCH LOW INPUT

Item Detecting Condition - P0707 Possible cause

DTC Strategy 1) Check for no signal

1) Open or short in circuit 2) Faulty TRANSAXLE

RANGE SWITCH 3) Faulty TCM(PCM)

Enable Conditions 1) Engine state = "RUN" 2) 11V � Battery Voltage � 16V 3) TPS � 3%

Threshold value 1) No signal detected

Diagnostic Time 1) More than 30seconds

Fail Safe

1) Recognition as previous signal. 1) When P-D or R-D or D-R SHIFT is detected, it

is regarded as N-D or N-R though "N" signal is not detected

2) When sports mode S/W is ON without P, R, N, D-RANGE signals, it is regarded sports mode. (DTC is not set)

RANGE SWITCH MULTIPLE INPUT

Item Detecting Condition - P0708 Possible cause

DTC Strategy 1) Check for No signal

1) Open or short in TRANSAXLE RANGE SWITCH

2) Faulty TRANSAXLE

RANGE SWITCH 3) Faulty PCM

Enable Conditions 1) Engine state = "RUN" 2) 11V � Battery Voltage � 16V 3) TPS � 3

Threshold value 1) Multiple signal


Fail Safe

1) Recognition as previous signal 1) When signal is input "D" and "N" at the same

time, TCM regards it as "N" RANGE 2) After PCM/TCM Reset, If the if the PCM/TCM

detects multiple signal or no signal, then it holds the 3rd gear position

Here is an example of the same component with two threshold values. If no signal or multiple signals (fault) exist for longer than the listed diagnostic time, a DTC is set and the MIL may be illuminated. When a DTC is set, the ECU will operate in the fail-safe mode described.

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FAULT CODE DIAGNOSIS PROCEDURE: ITEM - DIAGNOSTIC TIME






5) Faulty PCM/TCM

Enable Conditions








Diagnostic time is the amount of time the condition

must exist before the DTC will set. Depending on the DTC requirements this can be: � Less than (<) 1 second � Or greater than (>) 30 seconds



FAULT CODE DIAGNOSIS PROCEDURE: ITEM - FAIL SAFE






5) Faulty PCM/TCM

Enable Conditions






Fail Safe 1) Locked into 3rd or 2nd gear 2) Manual shifting is possible(2 nd � 3 rd, 3 rd � 2 nd)

Fail-safe is the mode of the PCM/TCM command

solenoid operation. In this example the A/T is: � Locked into 3rd or 2nd gear � Manual shifting is possible (2nd to 3rd and 3rd to 2nd). The chart indicates how the vehicle can be shifted while in the fail-safe mode with this specific DTC set.

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FAULT CODE DIAGNOSIS PROCEDURE SECTIONS – P0707

GENERAL DESCRIPTION The Transaxle Range Switch sends the shift lever position information to the TCM (PCM) using a 12V (battery voltage) signal. When the shift lever is in the D (Drive) position the output signal of Transaxle Range Switch is 12V and in all other positions the voltage is 0V. The TCM (PCM) judges the shift lever position by reading all signals, for the Transaxle Range Switch, simultaneously. DTC DESCRIPTION The TCM (PCM) sets this code when the Transaxle Range Switch has no output signal for more than 30 seconds.

Next, let’s cover the procedures for all the

troubleshooting sections of DTC P0707. The first sections of the DTC chart will give you the: � Location � General Description � And the DTC Description. A photo or illustration indicating its basic location is provided. Next, there is a description of how the circuit operates and a short description of how the code sets.

Range Switch, Connector and Shift Linkage

LOCATION



FAULT CODE DIAGNOSIS PROCEDURE SECTIONS – P0707 CONTINUED

DTC DETECTING CONDITION


DTC Strategy 1) Check for no signal

1) Open or short in circuit 2) Faulty TRANSAXLE

RANGE SWITCH 3) Faulty TCM(PCM)

Enable Conditions 1) Engine state = "RUN" 2) 11V � Battery Voltage � 16V 3) TPS � 3%

Threshold value 1) No signal detected

Diagnostic Time 1) More than 30seconds

Fail Safe

1) Recognition as previous signal. 1) When P-D or R-D or D-R SHIFT is detected, it

is regarded as N-D or N-R though "N" signal is not detected

2) When sports mode S/W is ON without P, R, N, D-RANGE signals, it is regarded sports mode. (DTC is not set)

As previously discussed, the DTC Detecting Conditions above list the conditions used by the ECU when testing the circuit for a P0707 fault. This information is useful when you perform the test drive to verify the repair. While it’s good to confirm the repair by test driving the vehicle under similar conditions reported by the customer, it’s better to test drive following the Detecting Conditions. This is how the ECU is going to check to determine if a fault exists.

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The Schematic section shows the individual electrical

schematic and its associated connectors and circuits that apply to the specific DTC P0707.

C21

C01-1

C21




TERMINAL & CONNECTOR INSPECTION 1. Many malfunctions in the electrical system are caused by poor harness and terminal condition. Faults can also be caused by interference from other electrical systems, and mechanical or chemical damage. 2. Thoroughly check connectors for looseness, poor connection, bending, corrosion, contamination, deterioration, or damage. 3. Has a problem been found? YES

Repair as necessary and go to "Verification of vehicle repair" procedure.

NO Go to "Power circuit inspection" procedure.

The Terminal & Connector Inspection section has you perform: � Electrical interference, mechanical or chemical

damage � A careful inspection of each terminal and connector

for anything that may cause a poor connection. � The repair if a problem has been found, if not,

continue to Power Circuit Inspection (next page).

Note: The connector schematic may only indicate specific pins; it is a good idea to check all the pins that are related to the A/T.

Harness side connector

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POWER SUPPLY CIRCUIT INSPECTION 1. CHECK POWER TO RANGE SWITCH

(1) Disconnect "TRANSAXLE RANGE SWITCH" connector. (2) Ignition "ON" & Engine "OFF". (3) Measure voltage between terminal "8" of the sensor harness connector and chassis ground.

Specification : approx. B+

(4) Is voltage within specifications? YES

Go to "Signal circuit inspection" procedure. NO

Check that Fuse 7.5 A is installed or not blown. Check for open in harness. Repair as necessary and go to "Verification of vehicle

repair" procedure.

The Power Supply Circuit Inspection: � Describes where to measure voltage in the circuit. � Provides specification and explains. � Calls for repair if a problem is found, if not, continue

to Signal Circuit Inspection (next page).

Note: When performing measurements, use the correct size T-Connectors whenever possible. Be extremely careful not to damage the terminal.



FAULT CODE DIAGNOSIS PROCEDURE SECTIONS – P0707 CONTINUED SIGNAL CIRCUIT INSPECTION 1. Ignition "OFF". 2. Disconnect "TRANSAXLE RANGE SWITCH" and "TCM (PCM)" connector. 3. Measure resistance between each terminal of the sensor harness connector and TCM(PCM) harness connector as below. Specification : #1 #2 #3 #4

Pin No of "TRANSAXLE RANGE SWITCH" C21 No.1 C21 No.3 C21 No.4 C21 No.7

Pin No of "PCM" harness C01-1 No.6 C01-1 No.3 C01-1 No.5 C01-1 No.4

Specification 0� 0� 0� 0�

4. Is resistance within specifications? YES

Go to "Component inspection" procedure. NO

Check for Open in harness. Repair as necessary and Go to "Verification of Vehicle Repair" procedure.

The chart shows the pin numbers and specifications for

all four circuits. If the resistance of the four circuits is within the specifications, then component inspection is next.

C21:

C01-1:

Harness side

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FAULT CODE DIAGNOSIS PROCEDURE SECTIONS – P0707 CONTINUED COMPONENT INSPECTION 1. Ignition "OFF." 2. Remove "TRANSAXLE RANGE SWITCH." 3. Measure the resistance between each terminal of the sensor. Specification : approx. 0

4. Is resistance within specifications? YES

Substitute with a known-good PCM/TCM and check for proper operation. If the problem is corrected, replace PCM/TCM as necessary and then go to "Verification of Vehicle Repair" procedure.

NO

Replace "TRANSAXLE RANGE SWITCH" as necessary and Go to "Verification of Vehicle Repair" procedure.

In this example of Component Inspection you are only

shown two terminals 1 & 8 to measure. To validate the switch you must measure all of the pins as they relate to the chart.




VERIFICATION OF VEHICLE REPAIR After a repair, it is essential to verify that the fault has been corrected. 1. Connect scan tool and select "Diagnostic Trouble Codes (DTCs)" mode. 2. Using a scan tool, Clear DTC. 3. Operate the vehicle within DTC Enable Conditions in General Information. 4. Are any DTCs present? YES

Go to the applicable troubleshooting procedure. NO

System performing to specification at this time.

After you have completed the repairs, always verify that the fault has been corrected by operating the vehicle under the conditions detailed in the DTC Detecting Condition.

Note: If multiple A/T related DTCs are stored, look for common power and ground circuits (wire, pins and connectors) related to the DTCs. The DTCs are probably not caused by an internal A/T failure.

SUMMARY Based upon the A/T related DTC stored, the fault code diagnosis procedure is used to diagnose the concern and includes: � Location � General Description of how the circuit works � DTC Description on how the DTC sets � Detecting Conditions to set the DTC � Schematic of the circuit � Terminal and connector inspection � Power supply circuit inspection � Signal circuit inspection � Component inspection � Verification of vehicle repair

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BREAK OUT BOX (BOB) PRO

INTRODUCTION

When diagnosing a DTC you need to test electrical circuits. The Break Out Box (BOB) Pro allows you to connect to an Electronic Control Unit (ECU) and its associated wiring. BOB Pro is a digital break out box that can be connected to most 2003 and later Kia PCM, ECM and TCM equipped vehicles. The BOB Pro provides access to multiple ECU terminals that require measurements such as voltage, resistance, and frequency. In addition, it also provides access points for external test equipment such as an oscilloscope.



BOB PRO APPLICATION TABLE AND OVERLAY

The Application Table for BOB Pro is on-line at KGIS and provides the correct program number/overlay sheet number and “red” interface cable box number for the vehicle application. The front cover of the overlay sheet will also provide the same information, but only for one vehicle application. The overlay sheet is a flipchart with the following information: � ETM and ECU terminal pin number � Name of the signal � Test condition, such as idle, park or A/C ON/OFF � Type of input/output signal value for meter setup:

o Type such as pulse, DC or analog o Level such as 1.0 V o

Note: Older Kia vehicles may be tested with BOB, which uses manual pin selections and has similar overlay sheets with holes to overlay the pin-out box.

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BOB PRO OVERLAY

ETM VS OVERLAY 2008 MG 2.7L shown

The BOB Pro overlay terminal number (PCM) matches the ETM connector and pin numbers as shown. The overlay provides the type of signal to measure and its results based upon the test condition. The terminal number (BOB) is used when “Test 198 Mode” is selected on the BOB Pro unit. The preferred mode is to select the vehicle, year, engine and ECU is the mode to use. This is shown on the following pages.

Note: The PCM terminal numbers on the BOB Pro overlay sheet maybe different than the ETM pin number.

C201- 1



BOB PRO OPERATION: FRONT PANEL OF BODY UNIT

BOB Body

The tester panel uses the following configuration: 1. Display window 2. Vehicle Up/Down selection button 3. Voltage/Frequency selection button 4. Select (Sel.) button

a. Vehicle b. Channel 1 through 4

5. Pin selection Up/Down button 6. Voltage/Waveform check point (CH 1-4) 7. Main cable port 8. Power cable port

Note: The numbers above correspond with the numbers on the panel illustration above.

> C201-1-03 12.6V C201-1-04 0.0V C201-1-05 0.0V C201-1-06 0.0V

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BOB PRO SETUP CONNECTIONS

1. Check the vehicle year, model, and choose the correct interface cable/red interface cable box and overlay/application chart.

2. Connect the interface cable to the BOB SUB Plus

(black box).

3. Connect the Main Cable to the BOB body and BOB SUB Plus.

4. Connect the Power Cable to the BOB body and

to the vehicle cigarette lighter or to the battery with the appropriate adapter.

5. Connect the vehicle harness ECU connector(s) to

the red interface cable box, and connect the interface cable(s) to the ECU.

6. Verify that all cables are correctly connected

7. Turn IGN ON to power up BOB Pro.

Caution: BOB Pro must be connected prior to connecting to the vehicle’s ECU. Be sure the key is OFF before disconnecting any vehicle cables and the interface cables do not contact the battery B+ terminal.

1-62 63-99 100-136 137-198



BOB PRO OPERATION

(8) Welcome Screen (9-10) Vehicle Selection

(11-12) Pin Selection (14) Check Points

The numbered photos match the steps on the next page.

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After connecting BOB to the vehicle and turning the IGN ON:

8. Verify that the “Welcome to” is displayed on the screen, then display changes to voltage or frequency (Welcome Screen).

Note: If the voltage value or frequency is not displayed, recheck all cables and connections.

9. Press the vehicle up or down button for more than 1 second and the tester will enter in to the vehicle selection mode (Vehicle Selection).

10. Use the button to scroll through and select the

vehicle you are working on. After selecting the correct vehicle press the “selection” button to confirm the selection and exit the mode.

Caution: The Tester may be damaged and will not function properly if it is placed in the wrong Vehicle Selection Mode.

11. Press the selection button to select the desired

channel. 12. After selecting the “Channel,” Press the “Pin

Selection Up/Down” to check the desired signal as indicated on the overlay sheet (Pin Selection).

13. If you want to switch from Voltage to Frequency

press the V/F button. 14. Use a DMM or oscilloscope in the appropriate

channel test points to measure voltage or frequency (Check Points).

Caution: Do not allow the test probes to make contact with each other. This accidental contact could damage the BOB Pro and the ECU.



EXAMPLE OF LIVE DATA WITH BOB

You can use the BOB Pro; GDS with VMI scope function and VCI for current data and compare that data with the signal, to determine what may be causing an A/T related drivability concern. The GDS can display both the current data and scope pattern at the same time.

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BOB PRO CPU UPDATE

BOB Pro has a replaceable E-Prom chip for updating the unit due to: � New vehicles � New PCM in current vehicles � Programming updates The chip is easily installed after taking off the front panel, as shown above. The chip is usually shipped out with the new essential tools (SST) to your parts department. It comes with a new overlay/application chart(s) for the new vehicle/PCM systems.

Note: When changing the CPU chip, note the location of the direction indicator on the right side of the chip above.



SUMMARY

In this module you learned about: � DTC Detection Conditions, which determine how the

circuit or component is tested. � DTC Detecting Strategy which determines what the

circuit or component is tested for. � DTC Enable Conditions which are the operating

condition of the engine and A/T when the circuit is tested.

� Fault code diagnosis procedure. � The setup required to use BOB Pro to measure

voltage and frequency.

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PROGRESS CHECK QUESTIONS

SELECT THE BEST ANSWER HERE AND ON THE ANSWER

SHEET

1. Technician A says that BOB Pro can be used on most 2003 and later PCM, ECM and TCM equipped Kia vehicles. Technician B says that BOB Pro can be used on all PCM, ECM and TCM equipped Kia vehicles. Who is right?

a. Technician A only b. Technician B only c. Both Technician A and Technician B d. Neither Technician A nor Technician B

2. Technician A says that an A/T related circuit DTC strategy describes what the circuit or component is being tested for. Technician B says that A/T related circuit Enable Condition is the operating condition of the engine and A/T when the circuit is tested. Who is right?


3. Technician A says that A/T DTC’s have a set of

Detection Conditions, which describe how the circuit or component is tested. Technician B says that only emission related DTC’s have a set of Detection Conditions, which determine how the circuit or component is tested. Who is right?





SELECT THE BEST ANSWER HERE AND ON THE ANSWER

SHEET

4. Technician A says refer to the BOB Pro Application Table for the correct vehicle application, green colored overlay sheet number, and interface cable number. Technician B says always refer to the BOB Pro on-screen instructions for the correct vehicle application, green colored overlay sheet number, and interface cable number. Who is right?


5. Technician A says that BOB Pro can measure voltage and frequency. Technician B says that an oscilloscope can be connected to BOB Pro. Who is right?



External Diagnosis

Guided Practice

Beginning A/T ExternalMeasurements

Student Guide

ATED.03

IG_ATED03_GP_Cover:Layout 1 12/28/2010 9:25 AM Page 1

SAFETY FIRST















!

!




The content of this course is intended for informational and educational purposes only. Any reliance placed onsuch information is therefore strictly at your own risk. In no event will Kia Motors America, Inc. ("KMA") or KiaUniversity be liable for any loss or damage including, without limitation, indirect or consequential loss or damage,property loss, damage, personal injury or death caused to any persons arising out of or in connection with the

use of this course.



TT-ATED309-IL-GP036th Printing - January 2011



ATED Guided Practice 03 1

EXTERNAL A/T MEASUREMENTS

TARGET AUDIENCE

MODULE GOAL

MODULE OBJECTIVES

MODULE INSTRUCTIONS

TIME TO COMPLETE

The target audience for this module consists of Kia Senior and Master Service Technicians who will diagnose and repair Kia automatic transmissions. The goal of this module is to provide the Kia Service Technician with the opportunity to practice skills required to diagnose an external A/T concern. Given this module, and the required materials listed, the technician will be able to perform the following skills with 80% or greater accuracy: � Retrieve, print and review A/T ETM schematics for

interpretation & voltage expectations. � Highlight the power, ground, relays and relay

circuits on previously printed A/T ETM. � Match and record selected A/T related PCM/TCM pin

numbers from Bob PRO and ETM. � Determine the application and install Bob PRO on

assigned vehicle. � Locate, inspect and test A/T related power, ground,

internal and external relays. � Using ETM and DMM to locate inspect and test on

A/T using an internal TCM. Carefully read and follow the instructions for each task. Answer the questions and fill in the blanks with the requested information as you perform the task. Check off each item as it’s completed. When you have finished, have your training instructor evaluate your work and sign off that it has been properly completed. Approximately 1 hour and 15 minutes

2 ATED Guided Practice 03


REQUIRED MATERIALS

TASK STATIONS

STATION 1:

STATION 2:

STATION 3:

STATION 4:

STATION 5:

STATION 6:

In order to complete this module, you will need: � GDS with VCI, VMI and printer � DVOM � BOB PRO with overlay sheets and vehicle cables � Highlighters (red and green). � A vehicle per team � Optima 2.7L, Borrego 3.8L & 4.6L, Soul 2.0L Retrieve, print and review related A/T ETM schematics. Use highlighters to identify power, ground, related relays and fuses on A/T ETM schematics. List the pin numbers on the schematic and BOB PRO overlay. Determine the correct cable and overlay application and install BOB PRO on an assigned vehicle. Set up BOB PRO for the correct vehicle and ECU. Locate, inspect and test A/T related power, ground, relays and fuses on an assigned vehicle using a DMM and BOB PRO. � 5A: 2.7 L Optima � 5B: 3.8 L Borrego 4.6 L Borrego - Locate, inspect and measure voltage to the TCM using an ETM and DMM. As you complete each item in the following guided practice, place a check in the box to indicate that the step has been completed and review with your instructor. When Station is completed, review with your instructor and clean up the station.



STATION 1:

RETRIEVE, PRINT AND REVIEW RELATED ETM

SCHEMATICS

Each technician will be assigned to a team to complete the guided practices in this module on the one vehicle assigned by your instructor. Using the GDS with a printer, print A/T ETM schematics for the assigned vehicles as directed by your instructor. Year:_________ Model:_________ Engine:_________ Year:_________ Model:_________ Engine:_________ Year:_________ Model:_________ Engine:_________ Year:_________ Model:_________ Engine:_________

Also, using the GDS with a printer, print the A/T ETM schematics and component CTG-ZF location photo for the Borrego 4.6L. This will be used later in this module.

Using markers, highlight the following circuits on each ETM: � The A/T power source (red) � A/T relay (red) � Fuse circuits (red) � Ground (green).

Discuss the operation of the highlighted sections with your instructor.



STATION 2:

LIST PCM/TCM PIN NUMBERS

After reviewing the ETM with your instructor, your team will be assigned one vehicle to complete the following: Year_________ Model_________ Engine__________ BOB Pro Overlay Sheet Program No.: ____________

Using the related ETM schematic from Station 1 and the BOB PRO Overlay Sheet for the vehicle that has been assigned to you, record the PCM/TCM connector and pin numbers and type of signal.

BOB PRO A/T ETM Type of

Signal Input Speed OD Solenoid Battery Voltage Relay Control P Input Ground

Discuss the differences between BOB Pro and ETM

numbers with your instructor.



STATION 3:

DETERMINE APPLICATION AND INSTALL BOB

Continue with your team’s previously assigned vehicle; choose the correct BOB Pro overlay sheet and red interface cable box. Install BOB Pro on assigned vehicle. Cable Box No. _______________________________

Check condition of all BOB PRO components to ensure that they are not damaged.

Use the appropriate A/T ETM schematics printed at

Station One.

Inspect that the Ignition is OFF.

Locate and disconnect the ECU harness connector.

Connect the vehicle harness ECU connector(s) to the red interface cable box, and connect the interface cable(s) to the ECU.

Connect the four interface cable to the BOB SUB

Plus (black box).

Connect the Main Cable to the BOB body and BOB SUB Plus.

Connect the Power Cable to the BOB body and to

the appropriate vehicle battery adapter. Do not connect and power up BOB Pro at this time.

Verify that all cables are correctly connected to the

BOB PRO.

Have your instructor check your connections. Continue on to Station 4.



STATION 4:

SET UP BOB PRO FOR THE CORRECT VEHICLE & ECU

Plug the BOB Pro power cable into the vehicle’s cigarette lighter or to the battery post with an adapter.

Turn ignition to the ON position.

Verify that the “Welcome to” is displayed, and then

changes to voltage or frequency display. NOTE: If the voltage value or frequency is not displayed, recheck all cables and connections.

Press the vehicle up or down button for more than 1

second and the tester will switch to the vehicle selection mode/Program number.

Use the button to scroll through and select the system for the vehicle you are working on. After selecting the correct vehicle press the “selection” button to confirm the selection.

Have your instructor check your selections.

Continue on to Station 5. Use the specific vehicle guided practice sheet for your instructor assigned vehicle.

Caution: The Tester and or the ECU may be damaged and will not function properly if the incorrect vehicle is selected.



STATION 5A – OPTIMA 2.7L:

MEASURE A/T POWER, GROUND, AND A/T RELAY

CONTROL

OPTIMA 2.7L

Using the ETM printed at Station One, a DMM & BOB PRO connected to your assigned vehicle’s PCM, measure and record the following: � Battery voltage � Relay control voltage � Sensor ground � ON/START input

Use the ETM (Station 1) and Overlay Sheet to

identify the terminals below.

Set channel 1 for “Battery voltage” from ATM Relay to PCM.

Set channel 2 for “Relay control” from PCM.

Set channel 3 for “Sensor ground” from Oil temp

Sensor.

Set channel 4 for “P input (Park)” from PCM.

Start the vehicle.

Connect the DMM to each test point and record the DMM voltage for each channel.

Channel 1 Pin # _____________ DMM Volts _________ Channel 2 Pin # _____________ DMM Volts _________ Channel 3 Pin # _____________ DMM Volts _________ Channel 4 Pin # _____________ DMM Volts _________

Review the results with your instructor.



STATION 5B – BORREGO 3.8L:

MEASURE A/T POWER AND GROUND

Using the A/T ETM printed at Station One, a DMM & BOB PRO connected to your assigned vehicle’s TCM, measure and record the following: � Battery voltage/Memory Power � TCM ground � Sensor ground � ON/START input

Use the ETM (Station 1) and Overlay Sheet to

identify the terminals below.

Set channel 1 for “Memory Power”.

Set channel 2 for “Ground” of TCM.

Set channel 3 for “GND” from ATM control unit or auto module to TCM.

Set channel 4 for “ON/START input”.

Start the vehicle.

Connect the DMM to each test point and record the

DMM voltage for each channel.

Channel 1 Pin # _____________ DMM Volts _________ Channel 2 Pin # _____________ DMM Volts _________ Channel 3 Pin # _____________ DMM Volts _________ Channel 4 Pin # _____________ DMM Volts _________




STATION 6: BORREGO 4.6L

MEASURE VOLTAGE TO THE TCM

BORREGO 4.6L

Year_________ Model Borrego Engine 4.6 L

Use the A/T ETM schematic and component CTG-ZF location photo for the Borrego 4.6L printed at station one.

Based on the schematic:

Where is the TCM located? ___________________ Does the TCM receive power from a relay?

YES NO

Can the source voltage and ground be measured with BOB PRO

YES NO

Raise the vehicle

Disconnect the TCM connector CTG-ZF.

With the key ON engine OFF, and using the brown

test lead adaptor, measure the following pins on the wiring harness CTG-ZF connector (power and ground voltage) and record your results below.

ON/START Input: _________________

Memory Power: ___________________

Ground: _________________________ Review the results with your instructor.



NOTE PAGE

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NOTE PAGE

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NOTE PAGE

_________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________

A/T Controller Circuits


External Diagnosis

Theory Module

Student Guide

ATED.04


SAFETY FIRST















!

!






use of this course.





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TARGET AUDIENCE

MODULE GOAL

MODULE OBJECTIVES

MODULE INSTRUCTIONS

TIME TO COMPLETE

ACRONYMS

The target audience for this module consists of Kia Senior and Master Service Technicians who will diagnose and repair Kia automatic transmissions. The goal of this module is to train the Kia Service Technician with the skills required to diagnose A/T circuits identified as external to the A/T by the diagnostic flowchart (A/T Internal Diagnosis). Given this module, and a written multiple-choice test, the technician will be able to answer questions about the following topics with 80% or greater accuracy: � Identify sensors and actuators typically used for A/T

control � Identify sensors and actuators power and ground � Identify sensors and actuators by signal type � Identify sensors and actuators operating conditions � Identify circuit construction using an ETM � Identify sensors and actuators signal patterns Carefully read the material, take notes based on the classroom discussions, demonstrations and illustrations. There are Progress Check questions at the end of the module for you to take including an answer sheet to record your answers and turn in to your instructor. Approximately 1 hour and 15 minutes ABS: Anti-lock Brake System CAN: Communication Area Network DCC: Damper Clutch Control DTC: Diagnostic Trouble Code ECU: Electronic Control Unit PWM: Pulse Width Modulated OTS: Oil Temperature Sensor (ATF) TCC: Torque Converter Clutch TPS: Throttle Position Sensor VFS: Variable Force Solenoid VSS: Vehicle Speed Sensor WSS: Wheel Speed Sensor



INTRODUCTION

CONTROLLING CIRCUITS In this module, we will discuss input sensors, output actuators, relays and their operation controls the A/T individually. Understanding these input, output, and relay circuits will help you in your diagnosis of external A/T related concerns.

Input Circuits Types: � Switch Circuits � Variable Resistance

Circuits � Potentiometer

Circuits � Hall Effect Circuits � Magnetic Induction

Circuits � Magneto-Resistance

Circuits

Output Circuits Types: � Shift Solenoids � TCC/DCC Solenoids

� Torque Converter Clutch

� Damper Converter Clutch

� VFS Solenoid Circuit Output Circuits Switched: � Power Side Circuits � Ground Side Circuits

Relay Circuit: � Internal � External

ECU

Electronic Control Unit

ECU

Electronic Control

Unit

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A/T CONTROL SYSTEMS

TRANSMISSION CONTROL

Three types of transmission controllers are used: � Separate Transmission Control Module (TCM) and

Engine Control Module (ECM). (above left) � Single integrated TCM and ECM in an integrated unit

with two connectors. One connector contains only the transmission controls and the other contains engine control. (above right)

� A Powertrain Control Module (PCM) contains both

the TCM and ECM in a combined unit. The PCM has two connectors each containing both engine and transmission controls. (above center)

Integrated ECM A/T TCM - Engine ECM



APPLICATION CHART

Model Year Engine A/T Controller Amanti (GH) 04 – 06 3.5L Sigma F5A51-

3 MELCO PCM

Amanti (GH) 07 � 3.8L Lambda A5HF1 Delphi PCM Borrego (HM) 09 3.8L Lambda A5SR2 ECM Delphi TCM Borrego (HM) 09 4.6L Tau 6HP26 ECM Bosch TCM Mechatronic Forte 10 � 2.0L Theta A4CF2 PCM Forte 10 � 2.4L Theta A4CF2 PCM Optima (MS) 01 – 02 2.5L Delta F4A33 ECM TCM Optima (MS) 02 – 05 2.4L Sirius II F4A42-

2 ECM TCM

Optima (MS) 02 – 05 2.7L Delta F4A42-2

ECM TCM

Optima (MG) 06 � 2.4L Theta A5GF1 Siemens ECM TCM (single unit) Optima (MG) 06 � 2.7L Mu A5GF1 Delphi PCM Rio (BC) 01 – 05 1.6L A6D F4E-K ECM TCM Rio (JB) 06 � 1.6L Alpha A4AF3 KEFICO/Bosch PCM Sedona (GQ) 02 – 05 3.5L Sigma F5A51-

3 PCM

Sedona (VQ) 06 � 3.8L Lambda A5HF1 Delphi PCM Sorento (BL) 03 – 04 3.5L Sigma AW30-

40 MELCO PCM

Sorento (BL) 2WD 05 � 3.5L Sigma A5SR1 ECM TCM Sorento (BL) 4WD 05 � 3.5L Sigma A5SR2 ECM TCM Sorento (XM) 11 � 2.4L Theta II A6MF2 PCM Sorento (XM) 11 � 3.5L Lambda II A6LF2 PCM Soul (AM) 10 1.6L Gamma A4CF1 Bosch PCM Soul (AM) 10 2.0L Beta A4CF2 Siemens PCM Sephia (FB) 95 – 97 1.6L F4E-K ECM TCM Sephia (FB) 95 – 01 1.8L T8D F4E-K PCM Spectra (SD) 02 – 04 1.8L T8D F4E-K ECM TCM Spectra (LD) 04 – 05

06 CA 2.0L Beta F4A42 Siemens PCM

Spectra (LD) 06 Fed 07 �

2.0L FE A4CF2 Delphi PCM

Sportage (AL) 95 – 02 2.0L FE AW03-72

ECM TCM

Sportage (KM) 05 � 2.0L Beta F4A42 Siemens PCM Sportage (KM) 05 � 2.7L Delta F4A42 Siemens ECM – MELCO TCM Rondo (UN) 07 � 2.4L Theta F4A42 Siemens ECM TCM (single unit) Rondo (UN) 07 � 2.7L Mu A5GF1 Delphi PCM

The information above was current at the time of printing and is subject to change. Always consult the current Kia service information for any changes or additions.

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ECU INPUT & OUTPUT BLOCK DIAGRAM

AT control relayAT control relay

UD SOL’V/VUD SOL’V/V

OD SOL’V/VOD SOL’V/V

LR SOL’V/VLR SOL’V/V

DCC SOL’V/VDCC SOL’V/V

K-lineK-line

RED SOL’V/VRED SOL’V/V

2ND SOL’V/V2ND SOL’V/V

VFSVFSInput speed sensorInput speed sensor

IG ON & GNDIG ON & GND

Inhibitor switchInhibitor switch

Oil temperature sensorOil temperature sensor

Brake switchBrake switch

PCM

PCM

CANCAN

Output speed sensorOutput speed sensor

The electronic control module (ECU) uses data and control signals to operate the transmission. Inputs: � Range Switch (Inhibitor switch) � ATM Lever Switch (if equipped) � Input and Output Speed Sensors � A/T Control Relay ON � ATF Temperature Sensor Outputs: � Shift Solenoids � Pressure Control Solenoid Valves (EDS) � DCC Solenoid (TCC) � VFS Solenoid (if equipped) � A/T Control Relay Control Other: � Power � Ground � Limited Engine Data � Communication (CAN, K-Line)

E C U

Range selector



INTRODUCTION: A/T RELATED INPUT SENSORS

Analog type

Temperature Sensor Throttle Position Sensor Magnetic Inductive Sensor

Digital type

DN

RP

Front of vehicle

Range Switch Input Speed Sensor Output Speed Sensor Vehicle Speed Sensor

INPUT SENSORS

Input sensors can be divided into two categories: Analog: � Temperature Sensors (thermistor) � Throttle Position Sensors (potentiometer) � Vehicle Speed Sensor (Magnetic Induction) Digital: � Range Switch (ON/OFF switch) � Sport Switch (ON/OFF switch) � Brake Switch (ON/OFF switch) � Input & Output Speed Sensors (Hall effect Pulse

Generator) � Vehicle Speed Sensor (Hall Effect, Magneto-

resistive)

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INTRODUCTION: A/T RELATED OUTPUT ACTUATORS

OUTPUT ACTUATORS

Output actuators are components that move specific things, such as a solenoid that opens and closes a hydraulic port, or a relay that opens and closes a set of electrical contacts. Output signals that control can be separated into categories: � Power Side Switched (ON/OFF)

� Spectra (SD) 2004 � Sportage (AL)

� Ground Side Switched (ON/OFF) Pulse Width Modulated (36Hz or 60Hz) (1000Hz) � Most Kia shift and DCC solenoids � Borrego (HM) 2009 ZF trans solenoids (1000Hz)

� Variable Force (600Hz linear) � Sedona (VQ) 2006 – � Amanti (GH) 2007 – � Optima (MG) 2006 – � Spectra (LD) 2006 Federal only � Spectra (LD) 2007 –

� Relay Control (ON/OFF) � Internal or external to the fuse box

Note: Currently Kia does not use any analog actuators in its transmission circuits.



INPUT SENSOR VS. OUTPUT SIGNALS

Using the input signals, the TCM logic determines the output signals to control the A/T and achieve customer satisfaction. It is possible to have an A/T related drivability concern where all of the A/T related inputs are correct but the TCM/PCM does not control the transmission to the customer’s expectation and satisfaction. This may be due to a condition within the TCM/PCM, such as adaptive learning or TCM/PCM internal errors. In addition, external conditions that do not meet the detecting conditions for setting a DTC may cause a concern. These typically include intermittent connections or excessive resistance in an A/T related circuit.

A/T CONTROL RELAY Input Shaft Speed

Output Shaft Speed

Oil Temperature Sensor

Inhibitor Switch

Brake Switch

DCC Solenoid Valve

L&R SOLENOID VALVE

2ND SOLENOID VALVE

UD SOLENOID VALVE

OD SOLENOID VALVE

DIAGNOSIS

ENG ECM (CAN Method)

Torque Reduction Signal

ESPCM (CAN Method)

Sports Mode S/W - Selection - Up Shift - Down Shift VFS

TCM

TPS VSS RPM

RED SOLENOID VALVE

� Shift Pattern Control

� Hydraulic Pressure

Control During Shift

� Damper Clutch

Control

� HIVEC Control

� Mutual Control

� Diagnosis Control

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TYPICAL INPUT FOR A/T OPERATION

Input Function Input Speed Value is used to control optimum fluid pressure during shifting, TCC

lockup, and ratio change Output Speed Value, together with TPS data, used to decide optimum gear position TPS Throttle opening amount and rate Range Switch Drivers requested selection Brake Switch Control of Torque Converter Clutch Vehicle Speed Value, together with TPS, determines shift points Sports Mode Manual gear selection 1st through 5th ATF Temp. Determines control of Torque Converter Clutch and shift pattern

These charts provide basic information about the inputs and outputs used and provide examples of their functions. Specific inputs used by the ECU, can effect the operation and shifting of the A/T. If a specific input is not within the correct range of values or is open or shorted, the effected operation of the A/T may set a DTC. The items above depend upon the PCM manufacturer and their parameters.

TYPICAL OUTPUT FOR A/T OPERATION

Typical Output Function

LR: Low & Reverse Brake Engaged in 1st and reverse 2nd: Second Brake Engaged in 2nd and 4th UD: Under Drive Clutch Engaged in 1st, 2nd, and 3rd OD: Over Drive Clutch Engaged in 3rd and 4th RED: Reduction Solenoid Engaged in 1st, 2nd, 3rd, and reverse VFS: Variable Force Solenoid Engaged to adjust line pressure DCC: Damper Clutch Control Engaged for torque converter lockup

Specific outputs from the ECU control the A/T solenoids and effect the operation and shifting of the A/T. The effected operation of the A/T may set a DTC if a specific output is not within the correct range of values or is open or shorted.



INTRODUCTION: INTERNAL ADAPTIVE LOGIC TYPES

Fuzzy theory

Shift pattern Information

Road & Drive condition

Adaptive Information

Driver’s tendency

Calculation

Neural Control

Process Decision

Throttleopening

Throttleopening

Vehiclespeed

Vehiclespeed

BrakeBrake

Variable shiftVariable shift

Optimal shift

Optimal shift

Skip shiftSkip shift

Fuzzy theory

Shift pattern Information

Road & Drive condition

Adaptive Information

Driver’s tendency

Calculation

Neural Control

Process Decision

Throttleopening

Throttleopening

Vehiclespeed

Vehiclespeed

BrakeBrake

Variable shiftVariable shift

Optimal shift

Optimal shift

Skip shiftSkip shift

SHIFT ALGORITHM

FUZZY LOGIC

NEURAL CONTROL

Using adaptive logic the TCM/PCM looks at specific driving conditions and input signals to adjust the transmission-shifting pattern for increased customer satisfaction. Early TCM’s controlled the solenoid valves by using a shift algorithm based upon the TPS, VSS, and brake switch input. Adaptive Learn transmission control systems used a strategy called fuzzy logic, which added the range switch position input along with road and driving conditions to adjust the shift points for optimal shifting. For increased customer satisfaction today, the neural network controls were added to enable the A/T to perform the optimal shift. The neural network control is designed to work similar to the way we use our brain to think. This system processes the relationship between data, decides on an action, then controls the system.

Fuzzy Logic

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RESET ADAPTIVE MEMORY

Adaptive logic, Adaptive Learn and Neural Control are learned conditions stored in the TCM or PCM memory. If you have a customer concern of unsatisfactory shift quality with no DTC, performed any repairs to the A/T related circuits, or the TCM/PCM has been reprogrammed or replaced, you need to perform an adaptive value data reset and relearn procedure.



TCM POWER CIRCUITS

TCM

Power circuits for ECU, sensors, actuators and relays are supplied from multiple sources, each with a fused protection. These include three types of power circuits: � HOT AT ALL TIMES � HOT IN ON OR START � Relay switched

Note: The schematic for a PCM controlled A/T, the Main Relay circuits are shown on the Multi-point Fuel Injection (MFI) Control System schematic.

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TCM GROUND CIRCUIT

The ground circuit consists of multiple body grounds. � TCM will have its own grounds separate from the

ECM. � PCM grounds are used for both the Multipoint Fuel

Injection (MFI) and the A/T Control System.

Note: The schematic for a PCM controlled A/T, the PCM grounds are shown on the Multi-point Fuel Injection (MFI) Control System schematic.



INPUTS SENSORS – SWITCH TYPE

The switch circuits shown above are digital inputs. � Range � Select � Up � Down They have two states ON or OFF (closed or open). Switches can be momentary (select) or steady state (Range Switch). These switches either apply B+ or ground the circuit. When diagnosing a switch circuit use the DMM and measure the voltage on the output side of the switch in both positions.

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INPUTS SENSORS – SWITCH TYPE CONTINUED RANGE SWITCH

The range switch supplies B+ to each input of the PCM depending on the lever position. For diagnosis, the TCM/PCM monitors the inputs for each position P, R, N, and D. If the PCM detects no input or more than one input, a DTC will be set and the A/T will enter the fail-safe mode. 2006 Sportage P0707 Item: Detecting Condition: DTC Strategy Check for no signal Enable Conditions Engine state: > 400 RPM “RUN”

11V < Battery Voltage< 16V TPS > 10%

Threshold value No signal detected Diagnostic Time More than 30 seconds Fail-safe Recognition as previous signal

When P-D or R-D SHIFT detected, it is regarded as N-D or N-R though “N” signal not detected. When sports mode S/W is ON without P, R, N, D-Range signals, it is regarded as sports mode (no DTC).



INPUTS SENSORS – SWITCH TYPE CONTINUED LEVER SWITCH

The lever switch applies voltage to the Select Switch PCM input to select the manual mode, and separate inputs for the Up Shift and Down Shift. In this example, when the select switch is in the manual position, it supplies B+ to the TCM select switch input. The lever switches for the up and down shift supply voltage to the TCM when tapped.

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INPUTS SENSORS – SWITCH TYPE CONTINUED BRAKE LAMP SWITCH-STOP LAMP CIRCUIT

2009 SPORTAGE STOP LAMP ETM

The brake switch provides the fuzzy logic whether the vehicle speed is decreasing because of braking by the closing of the brake lamp switch or because the vehicle is going uphill. The TCM sets this code if a brake switch signal is continuous, based on time, when the vehicle is supposed to be moving. Item Detecting Condition

DTC Strategy Check for Voltage and Short to Battery

Enable Conditions

This code is set if the BLS is continuously active for more than 6 minutes when driving faster than 20 kph. This code is set if no signal change from inactive to active; brake light switch was detected after three cycles of acceleration up to a vehicle speed higher than 40 kph and deceleration down to a vehicle speed lower than 3 kph.

Threshold value No signal detected/open or short to battery

Diagnostic Time More than 5 minutes

Fail-safe Intelligent-Shift is inhibited



INPUTS SENSORS – A/T FLUID TEMPERATURE RESISTOR TYPE NON-SWITCHING SENSOR

Voltage vs. Temperature

0.00

1.00

2.00

3.00

4.00

5.00

6.00

-40 -4 32 68 104 140 176 212 248 284 320

Temperature

Vol

tage

The resistor circuit shown above is an analog input used to measure temperature. It is a NTC type sensor in a voltage divider circuit. Voltage applied to the sensor may be 5Vdc or 3.3Vdc depending on the model year. R1 is the dropping resistor for the sensor. R3 is a current limiting resistor, which provides short circuit protection for the A/D converter.

TEMP °C(°F) ATF Resistance(k�)

-40(-40) 139.5

-20(-4) 47.7

0(32) 18.6

20(68) 8.1

40(104) 3.8

60(140) 1.98

80(176) 1.08

100(212) 0.63

120(248) 0.38

140(284) 0.25

160(320) 0.16

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INPUTS SENSORS – A/T FLUID TEMPERATURE CONTINUED RESISTOR TYPE SWITCHING SENSOR

Voltage vs. Temperature

0.00

1.00

2.00

3.00

4.00

5.00

6.00

-40 -4 32 68 104 140 176 212 248 284 320

Temperature F

Vol

tage

Depending on the temperature of the engine and A/T, the PCM will control the transistor to bypass the R1 resistor when necessary at 176° F. 07 Amanti P0711 Item Detecting Condition

DTC Strategy Check rationality

Enable Conditions 1)

Intake air temperature � -25°C (-13°F) Engine state = RUN No error with relations other sensors Engine cooled sufficiently

Enable Conditions 2) Engine state = RUNAverage start up temperature of TM stuck diagnostic � 55°C (131°F)

Threshold value 1) ATF Temp - Coolant Temp � 20°C (68°F)

Threshold value 2) ATF Temp - TM startup Temp � 0.5°C (32.9°F)

Diagnostic Time 1) more than 1 second

Diagnostic Time 2) more than 900 seconds

Fail-safe Learning control and Intelligent shift are inhibited Fluid temperature is regarded as 80°C (176°F)



RESISTOR TYPE SWITCHING SENSOR - CONTINUED

Cold Engine Cold A/T

ECT � 50�C (122�F), OTS � 80�C (176�F)

Warm Engine Cold A/T

ECT � 50�C (122�F), OTS � 80�C (176�F) A/T is the low value

Warm Engine Warm A/T

ECT � 50�C (122�F), OTS � 80�C (176�F)

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FLUID TEMPERATURE SENSOR

SEDONA (VQ)

When the engine and A/T are cold ECT � 50�C 122�F), OTS � 80�C (176�F), the sensor resistance is high, and the PCM turns OFF the transistor and uses a higher internal resistance in series with the temperature sensor. During the time that the engine and A/T are warming up ECT � 50�C (122�F), OTS � 80�C (176�F), the transistor is pulsed ON and OFF to check the circuit integrity. When the pulse is low, (transistor OFF) the A/T fluid temperature value is measured. After the engine and A/T reach normal operating temperature ECT � 50�C (122�F), OTS � 80�C (176�F), the sensor resistance is low, and the PCM turns on the transistor and uses a lower internal resistance in series with the temperature sensor. When the temperature is decreasing, the PCM does not reset the OTS signal to a straight line until the temperature decreases significantly below 122�F. Example 2006 Sedona may decrease to 102�F.



INPUTS SENSORS - THROTTLE POSITION SENSOR POTENTIOMETER TYPE

Voltage vs.Throttle Opening

0.000.501.001.502.002.503.003.504.004.505.00

0° 10° 20° 30° 40° 50° 60° 70° 80° 90° 100°

Percent

Vol

tage

The potentiometer type of input circuit is an analog input circuit. Two types of TPS have been used: � 3/4 wire single signal � 6 wire dual signal The single signal circuit is a voltage divider circuit with the following terminals: � Sensor Power, a 5 volt DC reference � Sensor Signal, the signal to the PCM � The third terminal is ground Voltage applied to the sensor may be 5Vdc or 3.3Vdc depending on the model year. The sensor wiper moves with the throttle shaft and the signal voltage changes. It typically varies from 0.2~0.8 VDC at closed throttle to approximately 4.3~4.8 VDC at wide-open throttle. 07 Rio P0122 P0123 Item Detecting Condition Detecting Condition

DTC Strategy signal low signal high

Enable Condition Engine > 600 rpm Engine > 600 rpm

Threshold value The voltage of TPS< 3.1% The voltage of TPS >95.7%

Diagnosis Time 0.8 seconds 0.8 seconds

MIL ON Condition 2 driving cycles 2 driving cycles

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INPUTS SENSORS - THROTTLE POSITION SENSOR CONTINUED

Voltage vs. Throttle Opening

0.00

1.00

2.00

3.00

4.00

5.00

6.00

0° 10° 20° 30° 40° 50° 60° 70° 80° 90° 100° 110°

Percent

Volta

ge

The 6-wire electronic throttle control type of TPS has two separate sensors contained in it. Each has a separate: � 5 volt or 3.3Vdc reference terminal � A signal terminal � A ground terminal The signal voltages change with throttle shaft movement. Throttle Angle(°) TPS1 TPS2

0° 0 V 5.0 V

10° 0.5 V 4.5 V

20° 0.9 V 4.1 V

30° 1.4 V 3.6 V

40° 1.8 V 3.2 V

50° 2.3 V 2.7 V

60° 2.7 V 2.3 V

70° 3.2 V 1.8 V

80° 3.6 V 1.4 V

90° 4.1 V 0.9 V

100° 4.5 V 0.5 V

110° 5.0 V 0 V

07 Amanti P0122 P0123 Item Detecting Condition Detecting Condition

DTC Strategy signal low signal high

Enable condition IG "ON IG "ON

threshold value The voltage of TPS< 0.25V The voltage of TPS >4.75V

diagnosis time Continuous(more than 0.1 sec. failure for every 8.5 sec. test)

Continuous (more than 0.1 sec. failure for every 8.5 sec. test)

MIL ON condition 2 driving cycles 2 driving cycles



INPUT SENSORS – WHEEL/VEHICLE SPEED MAGNETIC INDUCTION, VARIABLE RELUCTANCE

PASSIVE WHEEL SPEED SENSOR

The magnetic induction circuit is an analog input. � Sensor creates AC voltage � Typically is used to measure wheel speed On vehicles without ABS or a VSS on the transaxle, the ECM/PCM uses a Wheel Speed Sensor (WSS) located in the front right, to calculate vehicle speed.

Note: In vehicles with ABS, the control module uses active WSS signals, calculates vehicle speed and sends the data to the ECM/PCM for drivability.

07 Rondo A/T P0501

Item Detecting Condition

DTC Strategy Signal check

Enable Conditions

M/T or A/TEngine speed during fuel cut-off 1520~3520rpm (only A/T at D or R position) Engine speed > 3000rpm, Engine load > 49.5% Coolant temperature > -48°C (-54.4°F)

Threshold value Vehicle speed signal < 1.0 Km/h (0.62MPH)

Diagnostic Time 2 sec

MIL ON Condition 2 driving cycle

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INPUTS SENSORS - INTRODUCTION TO HALL EFFECT

Air gapAir gap

HALL EFFECT

The hall effect circuit is a digital input and typically used for speed measurement. When the gear teeth pass the sensor, it distorts the magnet field, which triggers the transistor from OFF to ON, pulling the sensor signal low to ground. As the speed increases the frequency increases but the voltage level does not change. Pulses get closer together.



INPUTS SENSORS – HALL EFFECT SPEED SENSOR SIGNAL

The signals for both the input and output speed sensors are the same basic signal. The input signal is active when the engine is running and the vehicle is moving. The output signal is active when the vehicle is moving. If you experience a gear ratio code such as P0731 – P0735, it typically is an internal problem such as clutches. If you have sensor codes, they are external faults.

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A/T INPUT SPEED SENSOR

The Input (turbine) Speed Sensor is a hall effect sensor. It outputs a pulse-signal according to the revolutions of the transmission input shaft. The PCM determines the speed by counting the frequency of the pulses. Then the TCM uses this value to control the optimum fluid pressure during shifting, TCC lockup, and ratio change. 07 Amanti P0717 Item Detecting Condition

DTC Strategy Speed rationality check

Enable Conditions

Vehicle speed is over 19 Mile/h (30 Km/h) and engine speed �1000 rpm in D,3,2,L (A/T range switch) and SP (SPORTS MODE) 11V � Battery Voltage � 16V TM oil temperature � -23°C (-9.4°F)

Threshold value No signal

Diagnostic Time More than 1sec

Fail-safe Locked into 3rd or 2nd gearManual shifting is possible (2nd � 3rd, 3rd � 2nd)



A/T OUTPUT SPEED SENSOR

The output speed sensor is also a hall effect type sensor. It outputs a pulse-signal according to the revolutions of the output shaft of the transmission. The PCM determines the speed by counting the frequency of the pulses. This value along with the throttle position data is used to decide the optimum gear position. 07 Amanti P0722 Item Detecting Condition

DTC Strategy Speed rationality check

Enable Conditions

Vehicle speed is over 19 Mile/h(30 Km/h) and engine speed �1000 rpm in D,3,2,L(A/T range switch) and SP(SPORTS MODE) 11V � Battery Voltage � 16V TM oil temperature � -23°C(-9.4°F)

Threshold value Vehicle speed calculated from output speed � 10%(the vehicle speed from vehicle speed sensor)

Diagnostic Time More than 1sec

Fail Safe Locked into 3rd or 2nd gearManual shifting is possible(2nd � 3rd, 3rd � 2nd)

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INPUTS SENSORS - VEHICLE SPEED SENSOR

The Vehicle Speed Sensor (VSS) is a Hall Effect sensor. Some transmissions have a separate VSS in the A/T, which provides a signal for the speedometer and odometer in the instrument cluster. Other vehicles use a separate wheel speed sensor (WSS) or data from the ABS unit (if equipped).

Note: If the vehicle does not have a VSS, the speedometer and odometer (IP) get their signal from the PCM.



INPUTS SENSORS - VEHICLE SPEED SENSOR MAGNETO-RESISTIVE

ACTIVE WHEEL SPEED SENSOR

The magneto-resistive speed sensor circuit is a digital input and is used for wheel speed measurement. When the gear teeth pass the sensor, it changes the internal resistance. This controls a pair of constant sources that supply a specific amount of current. 07 Amanti C1200


DTC Strategy Sensor Signal Current Monitoring

Monitoring Period Continuously (once per loop) if supply voltage is not below 8.0±0.5V.

Enable Conditions A failure is detected if the measured sensor signal current is continuously out of the specified range of about 4.5mA ±10%

Fail-safe

Sensor failure when ABS is inactive Single wheel speed sensor failure The ABS/TCS/ESC functions are deactivated. The ABS/TCS/ESC warning lamps are activated and the EBD warning lamp is not activated. Multiple wheel speed sensor failure The EBD/ABS/TCS/ESC functions are deactivated. The EBD/ABS/TCS/ESC warning lamps are activated. Sensor failure during active ABS control One front wheel speed sensor failure Deactivate ABS on effected wheel. After active ABS control, deactivate all control functions but EBD on completion of ABS cycle. One rear wheel speed sensor failure: Reduce brake pressure on rear axle. After active ABS control, deactivate all control functions but EBD on completion of ABS cycle. Multiple wheel speed sensor failure: The EBD/ABS/TCS/ESC functions are deactivated. The EBD/ABS/TCS/ESC warning lamps are activated.

14 mA

7 mA

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INPUTS SENSORS – SIMULATION TEST

GDS-VMI INPUT SIMULATION

During DTC diagnosis using the GDS, may be instructed to perform a “Component Inspection”. This will require using the GDS and VMI to perform a simulation test. The VMI can input VOLTS, FREQUENCY, or DUTY CYCLE.



POWER SIDE SWITCHED ACTUATOR

The power side switched actuator has a hard-wired common ground circuit. An internal transistor in the power circuit controls the other side of the solenoid. Some solenoids are PWM and others are ON/OFF. When the transistor is turned ON the solenoid is ON. During diagnosis of the ON/OFF solenoid, a voltmeter is connected between the solenoid control and ground: � 0 volts is displayed when the transistor is OFF � B+ is displayed when the transistor is ON On the PWM type, the signal varies the ON time vs. the OFF time.

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GROUND-SIDE SWITCH ACTUATOR

The ground-side switch actuator has B+ supplied either from the ATM Relay or from the TCM/PCM. An internal transistor in the ground circuit controls the other side of the solenoid. When the transistor is turned ON, the solenoid is also ON. This type of solenoid is usually pulse width modulated (PWM). PWM is the amount of time when the transistor is turned ON vs. OFF. The transistor is pulsed at a specific frequency, typically 36 or 60 Hz. The PWM has a frequency of �30 - 60 Hz based on the mechanical time constant of the solenoid. The ON time vs. OFF time typically varies from 10% to 90%. The varying ON time controls the amount of solenoid opening, thus regulating the amount of fluid flow.



PULSE WIDTH MODULATED ACTUATOR

During diagnosis, when an oscilloscope is connected between the solenoid control and ground, you should see a PWM signal. The amount of oil flow is determined by how long the solenoid valve is ON (open) compared to how long it is OFF (closed). The ON time in the above example is when the voltage is near zero volts. 25% flow = 25% open 75% closed 75% flow = 75% open 25% closed

OFF Time

ON Time

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VARIABLE FORCE SOLENOID (LINEAR)

Comparison Purpose

Unnecessary high pressure Optimum pressure

10.5

3.2

TPSGear

1 2 3 4 5

10.58.5

Line pressure (bar)

Optimum line pressure

Improved efficiency

Lower fuel consumption

Regulator valve

Pump

Line pressure Solenoid valve

Regulator valve

Pump

Controlled pressure Line

pressure

Line pressure (bar)

Comparison Purpose

Unnecessary high pressure Optimum pressure

10.5

3.2

TPSGear

1 2 3 4 5

10.58.5

Line pressure (bar)

Optimum line pressure

Improved efficiency

Lower fuel consumption

Regulator valve

Pump

Line pressure Solenoid valve

Regulator valve

Pump

Controlled pressure Line

pressure

Line pressure (bar)

In previous models, the regulator valve would adjust the line pressure to two specific values. This would result in a harsh shift. The variable force solenoid is used to reduce fuel consumption by continuously varying line pressure to the clutches and brakes, which results in smoother shifts. The purpose of the VFS is to maintain the minimum amount of line pressure required for normal power flow through the transaxle while preventing clutch or brake slippage.

Harsh Shift Smooth Shift

Positive Control Linear Control



VARIABLE FORCE SOLENOID (LINEAR) VQ AT PPT

The conventional PWM solenoid valve controls the hydraulic pressure by changing the open and closed time. Low frequency (30-60Hz) opens and closes 50/50%. The VFS valve controls hydraulic pressure by minutely vibrating the valve at the range between the full OPEN and full Closed. High frequency (600Hz) has a higher percentage, 10-90% .

Note: The VFS frequency of 600 Hz based on the electrical time constant of the solenoid.

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VARIABLE FORCE SOLENOID (LINEAR) CONTINUED

On vehicles with the Siemens PCM, the VFS is supplied voltage by the A/T relay or the PCM (depending on the model) and controlled on the groundside. On vehicles with the Delphi PCM, the hardwired VFS grounds internally in the PCM and controlled on the power side.




When monitoring the VFS with a scope, disregard the duty cycle. Compare the scope pattern with the current data to determine if the VFS is being controlled. The current data screen indicates the amount of requested pressure control and the scope pattern indicates that the ECU is able to control it. In this Delphi example of a VFS, the A/T is idling in Park, the + duty cycle is at 62%, and the current data is a 0% indicating that the line pressure is being reduced.

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When viewing current A/T data the higher the percentage value the higher the line pressure. In this Delphi example of a VFS, the A/T is idling in Reverse, the + duty cycle is at 17%, and the current data is a 98.4% indicating that the line pressure is at its maximum.


DTC Strategy Check voltage range

Enable Conditions

16 V > Voltage Battery >11 V In gear state (no gear shifting) 500msec is passed from turn on the relay A/T Relay = ON Engine state = RUN

Threshold value Out of available voltage range

Diagnostic Time More than 5 seconds

Fail-safe Locked in 3rd gear (Control relay off)



ZF TRANSMISSION SOLENOIDS

Solenoid Solenoid Operating Characteristics

MV1 On/Off

� 0-58 psi � 11 Ohms

EDS 1, 3, 6 Normally Low

Normally Closed

� 0-700 ma � 0-67 psi � 5.05 Ohms

EDS 2, 4, 5 Normally High Normally Open

� 0-700 ma � 67-0 psi � 5.05 ohms

The ZF transmission uses three types of solenoid

valves. � Oil flow control valve MV1. � Normally Open Pressure Solenoid valves EDS 2, 4, 5 � Normally Closed Pressure Solenoid valves EDS 1, 3, 6 MV1 is an ON/OFF Solenoid Valve that has different characteristics when compared with the blue and yellow Pressure Control Solenoid Valves (EDS1~6). The two types of EDS valves are Linear Pressure Solenoid Valves, controlled by milliamp current at a frequency of 1000 Hz. Shifting is controlled by EDS 1, 2, 3, 4 Line pressure is controlled EDS 5. TCC lockup is controlled by EDS 6.

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EXTERNAL RELAY CIRCUIT

On vehicles with an external A/T relay circuit, the relay may be in the engine room, junction block or mounted separately. The TCM or PCM commands ON the relay by a signal. It applies voltage to the solenoids. When reviewing the schematic the relay will typically have pin numbers. � 30 B+ at all time � 85 B+ in the Run or Start position � 86 Zero volts (ground) � 87 Zero volts de-energized B+ when energized

Note: A DVOM can measure the voltage in this circuit.



INTERNAL RELAY CIRCUIT

Some A/T systems use an internal relay, which cannot be serviced as an individual component. When reviewing the schematic the relay will not have any pin numbers. A quick test of the circuit is to place an ammeter in place of the fuse. Measure the amperage with the key ON, then with the engine running. You should see an increase in amperage to the solenoids when the engine is running. If a problem with the current flow diagnosis, it will require checking at the individual terminals of the Front Area Module (FAM).

Note: An indication of an internal relay is no pin numbers for the relay on the schematic.

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2009 Borrego A/T wiring diagram (schematic)

The 2009 Borrego does not use relays for the

transmission. Power is supplied to the internal transmission TCS from the FAM.



SUMMARY

In this module you learned about: � Input sensors and output actuators typically used

for A/T control � Sensor and actuator power and ground circuits � Sensor and actuators by signal types � Sensor and actuator operating conditions � Circuit construction using an ETM Sensor and actuator signal patterns

A/T CONTROL RELAY Input Shaft Speed

Output Shaft Speed

Oil Temperature Sensor

Inhibitor Switch

Brake Switch

DCC Solenoid Valve

L&R SOLENOID VALVE

2ND SOLENOID VALVE

UD SOLENOID VALVE

OD SOLENOID VALVE

DIAGNOSIS

ENG ECM (CAN Method)

Torque Reduction Signal

ESPCM (CAN Method)

Sports Mode S/W - Selection - Up Shift - Down Shift VFS

TCM

TPS VSS RPM

RED SOLENOID VALVE

� Shift Pattern Control

� Hydraulic Pressure

Control During Shift

� Damper Clutch

Control

� HIVEC Control

� Mutual Control

� Diagnosis Control

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FILL-IN OR SELECT THE BEST ANSWER HERE AND

ON THE ANSWER SHEET

1. Technician A says that some input sensors are analog. Technician B says that some input sensors are digital. Who is correct?


2. Technician A says that the A/T relay supplies

voltage to the A/T solenoids. Technician B says that the PCM/TCM supplies voltage to the control side of the relay, turning the A/T relay ON. Who is correct?


3. Technician A says that A/T solenoids can be power-

side switched. Technician B says that A/T solenoids can be ground-side switched. Who is correct?





FILL-IN OR SELECT THE BEST ANSWER HERE AND

ON THE ANSWER SHEET

4. Technician A says that all A/T output actuators are either PWM or Linear. Technician B says that all A/T output actuators are either analog or digital. Who is correct?


5. Technician A says that you can measure the A/T

output solenoids voltage and frequency. Technician B says you can connect an oscilloscope to the A/T output solenoids. Who is correct?


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NOTE PAGE

_________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________



NOTE PAGE

_________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ _________________________________________________________________


External Diagnosis

Guided Practice


Student Guide

ATED.05


SAFETY FIRST















!

!






use of this course.



TT-ATED309-IL-GP056th Printing - January 2011


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A/T CONTROLLER CIRCUITS GUIDED PRACTICE

TARGET AUDIENCE

MODULE GOAL

MODULE OBJECTIVES

MODULE INSTRUCTIONS

TIME TO COMPLETE

REQUIRED MATERIALS

The target audience for this module consists of Kia Senior and Master Service Technicians who will diagnose and repair Kia automatic transmissions. The goal of this module is to provide the Kia Service Technician with the opportunity to practice skills required to diagnose an external A/T concern. Given this module, and the required materials, the technician will be able to perform the following task with 80% or greater accuracy: � Test TCM CAN data line (resistance and voltage.) � Inspect Current Data. � Record Sensor Signal Pattern. � Record Sensor Signal Voltage. � Perform Actuator Tests. � Record Signal/Pattern of a Pulse Width Modulated

Actuator. � Record Signal/Pattern of a Variable Force Solenoid

Actuator. � Record Terminal Voltage of external A/T Relay

Circuit. � Reset and relearn adaptive memory. � Diagnose a vehicle fault. � Inspect TCM data input using simulation Carefully read and follow the instructions for each task. Answer the questions and fill in the blanks with the requested information as you perform the task. Check off each item as it’s completed. When you have finished, review with your training instructor and sign-off that it has been completed. Clean up your area as requested by your instructor. Approximately 1 hour and 15 minutes In order to complete this module, you will need: � GDS with VCI, printer, VMI and DMM � BOB PRO with overlay sheets and vehicle cables � A/T equipped vehicle for each team � Optima 2.7L , Borrego4.6L & 3.8L, & 4 vehicles that

will connect to BOB Pro



TASK STATIONS STATION 1:

STATION 2:

STATION 3:

STATION 4:

STATION 5:

STATION 6:

STATION 7:

STATION 8:

STATION 9:

STATION 10:

Testing TCM CAN data line (resistance and voltage.) � Use a DMM to test resistance and voltage. Inspect Current Data. � Use GDS with VCI to inspect A/T current data. Record Sensor Signal Voltage and Scope Pattern. � Use BOB PRO and GDS with VMI to measure sensor

signal patterns. Record A/T Oil Temperature Sensor (OTS) Signal Voltage. � Use BOB PRO and GDS with VMI to measure sensor

voltage. Perform Actuator Tests (GDS). � Use GDS with VCI to perform actuating test of A/T

related solenoids. Record Signal/Pattern of a Pulse Width Modulated Actuator. � Use BOB PRO and GDS with VMI to measure UD

solenoid signal pattern. Record Signal/Pattern of a Variable Force Solenoid Actuator. � Use BOB PRO and GDS with VMI to measure VFS

signal pattern. Reset & relearn adaptive memory. Diagnose a vehicle fault. � Diagnose a customer’s A/T related concern. Input circuit simulation � Use GDS with VCI/VMI to verify circuit integrity

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STATION 1: CTG-ZF (Black)

TCM

ECM



STATION ONE - CONTINUED MEASURE THE RESISTANCE AND VOLTAGE OF THE CAN

LINE Place a check in the box as you complete each item.

Year: Current Year Model: Borrego Engine: 4.6L The ZV transmission TCM is internal and shares signal information with other ECUs by CAN communication as shown in the illustration above. Using the ETM printed in Module 03, Station 6, and the illustrations above perform the following measurement to verify that the TCM will receive CAN messages from the ECM.

Measure and record the resistance of pin 3 and 11 of the DLC: ________________________________ Based on the circuit diagram, explain the results:

____________________________________________________________________________________

Disconnect the ECM, again measure and record the

resistance of pin 3 and 11 of the DLC: ___________ Why did the resistance change?

__________________________________________

Reconnect the ECM connector Turn the ignition ON engine OFF Measure and record the voltage at pin 3 and ground

and Pin 11 and ground: Pin 3 CAN HIGH:_______Pin 11 CAN LOW: _______

Caution: Have your instructor check your setup on the lift before raising the vehicle.

Turn the ignition OFF Raise the vehicle Disconnect the TCM connector (CLG ZF) at the A/T Turn the ignition On engine OFF Using the “brown” terminal adaptors, measure and

record the voltage at each CAN line and ground: Pin 2 CAN LOW: _______Pin 6 CAN HIGH: _______

What can you determine about the CAN circuit based on your results? _______________________________

Review the results with your instructor and clean-up

the station.

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STATION 2:

INSPECT CURRENT DATA Place a check in the box as you complete each item.

Year_________ Model_________ Engine__________ This exercise is to explore what information is available on the Current Data screen for use in diagnosis.

Use the previously printed ETM schematics. Caution: Have your instructor check your setup on the lift before raising the vehicle.

Raise the vehicle.

Select the vehicle information.

Select Automatic Transaxle System and click OK.

Start the engine.

Select Current Data.

Place the transmission in Drive and allow the engine to idle

Record the following data:

Engine RPM: ______________________________ ISS value: ________________________________ OSS value: _______________________________ ATF (OTS) temperature: ____________________ Range switch position: _____________________ TCM power relay voltage: ___________________ Pressure control solenoid valve percentage:

__________________________________________ Review the results with your instructor.



STATION 3:

RECORD SENSOR SIGNAL VOLTAGE AND SCOPE

PATTERN Place a check in the box as you complete each item.

Continue using the same vehicle. The purpose of this exercise is to determine the high and low value of a digital scope pattern, such as an A/T input and output sensor. Using the GDS with VMI and BOB PRO connected to the PCM/TCM, measure the input and output sensor signal.

Raise the vehicle.

Start the vehicle.

Place the transmission in Drive and allow the engine to idle.

Select channel 1 input sensor.

Select channel 2 output sensor.

Use the scope function of the GDS.

Using the trigger point select a point on the scope

pattern that is between the lowest and highest value.

Using the cursors, select cursor “a” for the high

value and cursor “b” for the low value.

Record the following for each sensor:

Input Sensor Output Sensor High value Low value


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STATION 3: CONTINUED Draw the scope pattern displayed on the GDS on

the graph below. Input Speed Sensor Signal

Output Speed Sensor Signal




STATION 4:

RECORD ATF TEMPERATURE SENSOR SIGNAL VOLTAGE

Place a check in the box as you complete each item.

Continue using the same vehicle. The purpose of this exercise is to measure and record both the engine coolant temperature and AFT temperature in Fahrenheit with the GDS and VCI. ECT: ______________ ATF: ______________ Using the GDS, VMI and BOB PRO connected to the PCM/TCM, measure the ATF Temperature Sensor Input.

Start the vehicle.

Select channel 1 for the ATF (OTS) Temperature Sensor Input.

Record the terminal # displayed on BOB PRO.

Channel 1 Terminal # _________ Is the scope pattern pulsing? YES NO If YES, what is the high and low voltage of the pattern? HIGH: ____________ LOW: _____________ If NO, what is the voltage reading? Voltage: ______________ What do you know if the OTS pattern is pulsing?

__________________________________________ Review the results with your instructor.

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STATION 5:

PERFORM ACTUATOR TESTS (GDS)


Continue using the same vehicle. The purpose of this exercise is to perform A/T solenoids actuating testing.

Use the GDS and VCI installed on the vehicle.

Select the vehicle information.

Select Automatic Transaxle System and click OK.

Key ON engine OFF.

Select Actuation Test.

Activate each solenoid while listening.

Did each solenoid make a noise when activated?

YES NO Review the results with your instructor.



STATION 6:

RECORD SIGNAL/PATTERN PULSE WIDTH MODULATED

ACTUATOR Place a check in the box as you complete each item.

Continue using the same vehicle and monitor the solenoid control while it is switched ON/OFF.

Using the vehicle assigned and GDS, print the A/T related ETM schematics.

Based on the schematic, which terminal is controlled

for the “UD” Solenoid. ________________________

Using a GDS, VMI & with the BOB PRO connected to the PCM, use the scope and measure the UD solenoid control.

Start the vehicle and leave in “Park.”

Set channel 1 to the “UD” solenoid control.

Use the scope function of the GDS.

Using the configuration tab on the left, select the data button until “Duty – and Duty + are displayed.

Record the following for the channel 1 “UD”

solenoid control:

Duty (�): _____________________________ Duty (+): _____________________________

Place the A/T in Drive. Did the “UD” solenoid pattern change?

YES NO

If the pattern changed, why did it change?

______________________________________ Review the results with your instructor.

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STATION 7:

RECORD SIGNAL/PATTERN VARIABLE FORCE

SOLENOID ACTUATOR Place a check in the box as you complete each item.

Continue using the same vehicle to monitor the VFS control during Park and Reverse selection.

Using the vehicle assigned and GDS, print the A/T related ETM schematics.

Based on the schematic, which terminals are for the

VFS solenoid.

(+) _____________ (–) ______________

Using a GDS, VMI & with the BOB PRO connected to the PCM, use the scope and measure the VFS.

Start the vehicle.

Select channel 1 Variable solenoid (+).

Record the following solenoid information:

+ Duty cycle in Park: ______________________ - Duty cycle in Park: ______________________ + Duty cycle in Reverse: ___________________ - Duty cycle in Reverse: ___________________




STATION 8

RESET & RELEARN ADAPTIVE MEMORY

TSB #KT2007020701

KIA VEHICLES REQUIRING A/T ADAPTIVE VALUE

RESET/RELEARN

ADAPTIVE RESET

Continue using the same vehicle. Select the procedure for the vehicle assigned to your team. The PCM/TCM logic adaptive value are reset and relearned after completing any of the following repairs:

_____________________________________ _____________________________________ _____________________________________

Adaptive values reset procedure is by model and year. The reset will erase all learned values of the driver.

Use the Kia scan tool and follow the screen menu:

Select “Init OF TCU Learning” Ign Key ON, Engine OFF Shift lever in P or N Click OK (or Reset) button Ign Key OFF for 10 seconds

Stop after Adaptive Reset and review the Driving Relearn with your instructor.

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STATION 8 - CONTINUED

DRIVING RELEARN

STATIC SHIFT RELEARN

A5SR2 A/T

6HP26 A/T

After resetting the adaptive values, the driving and static shift must be relearned. Caution: Have your instructor check your setup on the lift before raising the vehicle.

Set vehicle safely on a lift and raised for running. Raise ATF temperature just over 120 degrees F. Call your instructor over to inspect your progress. Safely drive vehicle from a stop, shifting 1st to 3rd

gears @ 30% TPS (Approx. 3000 RPM shift). � 5 speed A/T: Shift 1st to 4th gears

Repeat until shock/flare is eliminated. Stop vehicle, shift into N for 3 seconds. Shift from N to D for 2 seconds. � Repeat 3-5 times until no N to D shock.

Shift from N to R for 2 seconds. Repeat 3-5 times until no N to R shock. Relearning the hydraulic pressure

Warm up the ATF temperature to 68°F or more Adjust TPS angle about 12.5% Drive the vehicle up to 5th gear in Drive Stop vehicle Repeat the procedure at least 4 times

TCM learning for the 6HP26 transmission

Warm up the ATF temperature to 122°F or more Adjust TPS angle about 10% Drive the vehicle up to 5th gear and over 37 MPH Stop the vehicle slowly and remain stopped for 5

seconds Repeat this procedure 10 times



STATION 9

DIAGNOSE A VEHICLE FAULT


Year______ Model: _________ Engine _________ The purpose of this exercise is to use GDS with VCI for DTC and view Current Data.

Using the vehicle assigned and GDS, print the A/T related ETM schematics

Customer stated concerns:

� Poor acceleration from a stop � Reverse works well � When shifting into Drive it bangs Customer states after backing out of garage, shifted into drive and vehicle would not accelerate.

Verify the customer concern: YES NO

Inspect the vehicle and record your findings. __________________________________________

Inspect the MIL and check for any DTC’s with the GDS. Record any DTCs. __________________________________________

Inspect the current data and record any data that appears to be incorrect? __________________________________________

Are there any other indications of a fault? __________________________________________

What components should you check for this fault? __________________________________________

What circuit is not operating properly? __________________________________________

What did you find?

__________________________________________


l



STATION 10

FLUID TEMPERATURE ONE AND TURBINE SPEED

SENSOR INPUT CIRCUIT SIMULATION

Using GDS with VCI/VMI to verify circuit integrity

! Place a check in the box as you complete each item.

Year______ Model: Borrego Engine 3.8L

Using the ETM printed in Module 03, Station 1; perform the following diagnostic simulation test to verify that the TCM can receive input data. Warning: Engine and A/T should be cold due working close to the vehicle exhaust system

Connect and program the GDS and VCI to the vehicle. Turn the ignition ON engine OFF.

Use GDS to view A/T Current Data and select the following items: � Fluid Temperature 1 � Turbine Speed Sensor 1

Using GDS, clear all DTCs

Connect the VMI with power adaptor to the GDS and turn ON

Connect the yellow test lead to the B channel

Select Simulation on the GDS

Select VOLT on the Simulation Test screen

Select 1.0V using the arrow buttons on the display

Select STOP on the Simulation Test screen

Turn the ignition OFF

CLG01-C 8 pin black CLG01-A 10 Pin Gray



STATION 11 - CONTINUTED

CLG01-A Grey connector

Caution: Have your instructor check your setup on the lift before raising the vehicle.

Raise the vehicle and disconnect CLG01-A (gray)

Insert the terminal adapter into the wire harness side female terminal 9

Connect the yellow test lead with red alligator clip to

the terminal adapter in terminal 9

Connect the black test lead with black alligator clip to the transmission case

Lower the vehicle and turn the KOEO

Initialize communication with the VCI

Select DTC and clear all DTCs

Reselect current data Select START on the Simulation Test screen

Record your results from the current data screen

1.0V = ____________

Increase the voltage to 2.0V

Record your results from the current data screen

2.0V = ______________ Did the Fluid Temperature-1 decrease?

YES NO

l




CLG01-C Black connector

Decrease the voltage to 0.0V and select STOP on the Simulation Test screen

Lower the vehicle and turn the ignition OFF

Raise the vehicle and remove the terminal adapter

and reconnect the gray connector (CLG01-A)

Disconnect connector CLG01-C (8 pin black)

Install the terminal adapter into wire harness side female terminal 6

Connect the yellow test lead with red alligator clip to

the terminal adapter (keep black lead on the case)

Lower the vehicle and turn the ignition ON engine OFF




Select Pulse Output on the simulation test screen

Select 150 HZ with the arrow buttons on the display

Select and view the current data screen Record your results from the current data screen

150HZ ____________

Increase the HZ to 340 HZ with the arrow buttons on the display Record your results from the current data screen

340HZ ____________

Did the Turbine Speed Sensor 1 value increase? YES NO

Turn the ignition OFF

Disconnect the test leads and test adapter from the vehicle and reconnect the black connector


Ask your instructor if you need to disconnect the VCI and VMI

l



NOTE PAGE

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NOTE PAGE

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External Diagnosis

Theory Module

Non-DTC Diagnosis

Student Guide

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Course T



Non-DTC Diagnosis

TARGET AUDIENCE

MODULE GOAL

MODULE OBJECTIVES

MODULE INSTRUCTIONS

TIME TO COMPLETE

INTRODUCTION

The target audience for this module consists of Kia Senior and Master Service Technicians who will diagnose and repair Kia automatic transmissions. The goal of this module is to train the Kia Service Technician with the skills required to diagnose a confirmed A/T concern without a DTC. Given this module, and a written multiple-choice test, the technician will be able to answer with 80% or greater accuracy the following: � Non-DTC Diagnostic strategy Carefully read the material, take notes based on the classroom discussions, demonstrations and illustrations. There are Progress Check questions at the end of the module for you to take and an answer sheet to record your answers, which will be returned to your instructor. Approximately 30 minutes Before you had an A/T related DTC and diagnosed it using a DTC strategy. Now there is a verified concern but without a DTC to help in the diagnoses. You must form your own diagnostic strategy using the resources available, such as: � Reviewing ETM � Inspecting electrical circuits � Inspecting current data � Checking input/output signals, power and ground



DIAGNOSING WITH NO DTC

Diagnosing a problem starts with the A/T diagnostic flowchart where the following is performed: � Review and confirm the customer concern � Do not perform any repairs if you are unable to

duplicate the concern. � Inspected the vehicle and determined that there

was no DTC. Then continue with these steps: � Print the A/T schematic, review all related electrical

circuits, mark on the schematic what voltages or signals you would expect to find and also put your results on it (shop manual and ETM).

� Check all fuses not just the ones related to the A/T.

A fuse from another circuit may cause you problem. � Inspect all current data, line by line (data analysis

and flight record). � Check pin tension on larger terminals. � Check input signals, output control, supply voltage

and ground (BOB PRO).

Note: Be extremely careful when checking the terminals with your test adaptors. Since it is easy to damage them, only touch the rim of the terminal.

Course T



A/T CIRCUIT ANALYSIS

Gain a thorough understanding of how the circuits work by analyzing the schematic to determine the following: � How are the circuits powered? � How are the circuits grounded? � Is the circuit controlled (output) or monitored

(input): � If controlled, is it power or ground side

controlled? � If monitored, is it analog or digital? � If analog, does the value change when viewing

Current Data? � If digital, is it a sensor or a switch?

� Determine what you expect the electrical values to

be at points within the circuit.



SPECIFIC CIRCUIT ANALYSIS

If you narrow the diagnosis down to a specific circuit:

� Review the DTCs information that’s available for

that circuit. This will give more information about the circuit and specifications.

� Diagnose the individual circuit using basic electrical

theory.

Course T



A/T CURRENT DATA

Inspection of current data is extremely important when diagnosing conditions effecting the operation of the A/T. Closely examine all Current Data to determine if the values are correct for the current operating conditions. View each item on the Current Data and operate the appropriate circuit. Use the flight record feature to record the Current Data while the condition is occurring, and then check the operation of sensors, actuator circuits and operating conditions. Use Graph mode to view selected Current Data to look for changes that may not be obvious in the Text Data mode.



ADDITIONAL STRATEGY

Key items to look for when you have NO DTC present

and have the following conditions. If all the shift points are incorrect: � Output speed sensor � TPS � Line pressure controlled solenoid/valves If only some of the shift points are incorrect: � A/T control circuits � Internal transmission faults Torque converter lockup (TCC) can be intermittent. Are there any aftermarket accessories, such as: � Radios and amplifiers, � Portable/removable devices, such as GPS, DVD

players, and remote starters, � Collision damage, or � Previous repair attempts. Inspect the receiver to determine if the vehicle has been towing anything. Always perform an Automatic Transmission Adaptive Value Reset/Relearn (TSB): � When the initial diagnosis does not reveal any

results � After any repairs � After replacement or reprogramming of the A/T,

TCM/PCM � After replacing the A/T

Course T



SUMMARY

In this module you learned how to put together a: � Non-DTC Diagnostic strategy plan

� Reviewing ETM � Inspecting electrical circuits � Inspecting current data � Checking input/output signals, power and

ground.



PROGRESS CHECK QUESTIONS FILL IN OR SELECT THE

BEST ANSWER HERE AND ON THE ANSWER SHEET

Two technicians are discussing a non-DTC diagnosis. This applies to all of the following questions. 1. Technician A says that after duplicating the concern,

you should print out and review the ETM schematic. Technician B says that all fuses should be checked. Who is correct?


2. Technician A says that after checking the power and

ground circuits, the PCM should be reprogrammed next. Technician B says that an actuation test should also be completed. Who is correct?


3. Technician A says that inspecting current data is

extremely important in viewing what else may effect A/T operation. Technician B says that you can use the flight record feature to record current data. Who is correct?


4. Technician A says that that using DMM leads will not

damage PCM pin tensions. Technician B says that it’s important to review the ETM and understand how the circuit works and the expected values. Who is correct?



External Diagnosis

PerformanceAssessment

PerformanceAssessment

Student Guide

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TT-ATED309-IL-PA096th Printing - January 2011



EV Performance Assessment Module 06 3

ATED Performance Assessment Module 07 1

Performance Assessment

MODULE GOAL

MODULE OBJECTIVES

MODULE INSTRUCTIONS

The goal of this module is to test the technician on course goals and objectives, leading to a successful completion of the Automatic Transmission External Diagnosis Course. Given all six course modules, the technician will be able to answer the Performance Assessment questions with 80% or greater accuracy. Answer the questions and circle the best answer. Also, put your answer on the answer sheet. When you have finished: � Fill out the evaluation sheet at the end of the

module � Turn in performance assessment module � Turn in answer sheet to your instructor Your instructor will grade them and record the results on your scorecard.

2 ATED Performance Assessment Module 07


PERFORMANCE ASSESSMENT QUESTIONS FILL IN OR SELECT THE

BEST ANSWER

1. Technician A says that the ATID course trained us to use the diagnostic flow chart. Technician B says that the ATED course continues training down the same flow chart. Who is correct?

a. Technician A b. Technician B c. Both Technician A and B d. Neither Technician A nor B

2. Technician A says that one of the first steps is to

confirm the MIL is illuminated. Technician B says that after retrieving the DTC, you should go to DTC analysis. Who is correct?

a. Technician A b. Technician B c. Both Technician A and B d. Neither Technician A nor B Technicians are discussing diagnosis using DTC conditions in the next six questions. 3. Technician A says that you need to review the

specific DTC’s description and Detecting Conditions. Technician B says that you can determine expected value of the circuit by reviewing the ETM. Who is correct?






BEST ANSWER

4. Technician A says that A/T DTC’s have Detecting Conditions. Technician B says that Detecting Condition determines level of the system performance. Who is correct?

a. Technician A b. Technician B c. Both Technician A and B d. Neither Technician A nor B 5. Technician A says that the DTC Strategy

determines what the circuit is tested for. Technician B says that the rationality may be tested. Who is correct?

a. Technician A b. Technician B c. Both Technician A and B d. Neither Technician A nor B 6. Technician A says that the Enable Conditions refer

to engine and A/T operating conditions. Technician B says that the Threshold Values are a PCM stored table of data. Who is correct?

a. Technician A b. Technician B c. Both Technician A and B d. Neither Technician A nor B 7. Technician A says that the Threshold value is what

the measured values are compared to. Technician B says that the failed condition must exist for less than the specified amount of Diagnostic Times. Who is correct?





BEST ANSWER

8. Technician A says the General Description is how the circuit operates. Technician B says it provides a description of how the DTC sets. Who is correct?

a. Technician A b. Technician B c. Both Technician A and B d. Neither Technician A nor B 9. BOB PRO has the following feature(s). a. Internal rechargeable power supply b. Replaceable E-Prom c. Voltage and Amp meter d. All of the above 10. BOB PRO can be connected to: a. ECU of all years and model Kia vehicles b. Only 2005 and later vehicles c. Most except Rio vehicles d. Most 2003 and later vehicles that have

PCM, TCM, & ECM 11. Technician A says that the switch on the

transmission is called a range switch. Technician B says that the switch can also be called an inhibitor switch. Who is correct?






BEST ANSWER

12. Technician A says that the vehicle speed sensor is a digital signal. Technician B says that the input & output speed sensors are analog signals. Who is correct?

a. Technician A b. Technician B c. Both Technician A and B d. Neither Technician A nor B 13. Technician A says that output actuators are

components that move specific things. Technician B says that they are digital devices. Who is correct?

d. Technician A e. Technician B f. Both Technician A and B g. Neither Technician A nor B

14. Customer has a shift quality concern without a DTC

and the PCM was recently reprogrammed. What should you do next?

a. Replace the A/T unit. b. Replace the PCM. c. Reprogram the PCM again

d. Reset adaptive value data and perform the relearn.

15. Technician A says that misdiagnosis may be due to

low voltage on the power circuit. Technician B says that a PCM controlled A/T main relay is usually shown on the MFI ETM. Who is correct?





BEST ANSWER

16. What is the best method to test ground circuits? a. Ohm check b. Voltage across the load/component c. Amp draw across the feed d. Voltage drop 17. Technician A says the stop lamp switch is normally

closed. Technician B says that the stop lamp switch can set a DTC. Who is correct?

a. Technician A b. Technician B c. Both Technician A and B d. Neither Technician A nor B 18. Technician A says that the sports mode up/down

shift is a steady state type of switch. Technician B says that the range switch is a steady state type of switch. Who is correct?


19. Technician A says a switch either supplies battery voltage or grounds the circuit. Technician B says that voltage on the output side of the switch should be measured in both positions. Who is correct?






BEST ANSWER

20. What is an indication of an A/T relay that is internal to the fuse box on an ETM?

a. No pin number shown b. Double solid line/box around the relay c. Broken/dotted lines for the circuit/wire d. None of the above

21. An internal A/T main relay:

a. Cannot be serviced b. Can be replaced on the board c. Contacts can be jumped d. None of the above

22. Technician A says that the internal relay quick test

uses amp meter in place of the fuse. Technician B says that the amperage should increase with the engine running. Who is correct?

a. Technician A b. Technician B c. Both Technician A and B

d. Neither Technician A nor B



PERFORMANCE ASSESSMENT QUESTIONS

Use this ETM as a reference for the next 3 questions.

FILL IN OR SELECT THE

BEST ANSWER

23. Technician A says that the ATM relay is controlled by the PCM. Technician B says that the ATM relay is controlled by the A/T solenoid. Who is correct?

a. Technician A b. Technician B c. Both Technician A and B d. Neither Technician A nor B 24. Both input and output speed sensors share the

same B+ (battery voltage) feed and ground? a. TRUE

b. FALSE 25. The PCM receives system voltage through “eng” 7.5

fuse when the IGN switch is in ON or Start.

a. TRUE b. FALSE




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TURN IN YOUR TEST AND ANSWER SHEET TO YOUR INSTRUCTOR

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Documents

Automatic Transmission External Diagnosis