Manual Transmision Automatica Kia
Manual Transmision Automatica Kia
SORENTO(BL) > 2009 > G 3.8 DOHC > Automatic Transaxle System
Automatic Transaxle System > Automatic Transaxle System > Flow Diagram (A5SR2)
VALVE BODY fluid pressure circuit diagram
2nd gear
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3rd gear
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4th gear
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5th gear
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P&N range
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R range
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Automatic Transaxle System > Automatic Transaxle System > Description and Operation (A5SR2)
DESCRIPTION
The A5SR1/2 is a 5-speed, electronically controlled transmission featuring sports mode shifting. The control valve
assembly features an integrated electronic control unit.
A5SR1/ 2
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Item Contents
Improved - Integrated control over engine and A/T (CAN communication control) system employed
transmission feel - Turbine sensor 1.2 employed
- Real time feedback control at all phases applied
Improved driving - Sports mode function employed
- Gear ratio extension
Improved fuel - Coast lock-up employed
consumption - Full range lock-up employed (Larger lock-up zone)
- E-flow torque converter employed (Improved driving efficiency)
- Small transmission power train employed
Improved safety - Transmission lock apparatus (P range maintenance apparatus affixed) employed
Improved
- Electronic system diagnosis tester (hi-scan) counterpart
maintenance
COMPONENTS
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OPERATION
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* POWER FLOW
Input shaft→Front internal gear→Front carrier→Rear internal gear→Rear carrier→Middle internal gear→Middle
carrier→Output shaft
4. D, M3, M4, M5 range ratio 2nd
A. Fasten the front brake.
B. The front brake and the forward one-way clutch regulate reverse rotation of the mid sun gear.
C. The 3rd one-way clutch regulates reverse rotation of the front sun gear.
The direct clutch is coupled and the rear carrier and the rear sun gear are connected.
* POWER FLOW
Input shaft→Front internal gear→Front carrier→Rear internal gear→Rear carrier→Rear carrier→Middle internal
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gear→Middle carrier→Output shaft
5. D, M3, M4, M5 range 3rd speed
A. Fastens the front brake.
B. The 3rd one-way clutch regulates reverse rotation of the front sun gear.
C. The high & low reverse clutch is coupled and the middle and rear sun gears are connected.
* POWER FLOW
Input shaft→Front internal gear→Front carrier→Rear internal gear→Rear carrier→Rear carrier→Middle internal
gear→Middle carrier→Output shaft
6. D, M4, M5 range 4th speed
A. The front brake is released and sun gear turns freely forward.
B. The input clutch is coupled and the front and middle internal gears are connected.
C. Driving force is conveyed to the front internal gear, the middle internal gear, and the rear carrier and the three
planetary gears rotate forward as a unit.
* POWER FLOW
Input shaft→Front internal gear→Front carrier→Rear internal gear→Rear carrier→Middle internal carrier→Middle
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carrier→Output shaft
7. D, M5 range 5th speed
A. The front brake fastens the front sun gear.
B. The direct clutch is released and the rear carrier and rear sun gear are disconnected.
* POWER FLOW
Input shaft→Front internal→Front carrier→Rear internal input shaft→Middle internal→Rear carrier→Rear sun
gear→Middle sun carrier→Middle carrier→Output shaft
8. R range
A. The front brake fastens the front sun gear.
B. The high & low reverse clutch is coupled and the middle and rear sun gears are connected.
C. The reverse brake fastens the rear carrier.
* POWER FLOW
Input shaft→Front internal→Front carrier→Rear internal→Rear sun gear→Middle sun gear→Middle carrier→Output
shaft
CONTROL SYSTEM DIAGRAM
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Line pressure control based on line pressure characteristic pattern of A/T control unit (TCM)
• A/T control unit (TCM) has stored in memory a number of patterns for the optimum line pressure characteristics
according to driving conditions.
• In order to obtain the most appropriate line pressure characteristic to meet the current driving state, the TCM
controlsthe line pressure solenoid current valve and thus controls the line pressure.
- Normal line pressure control.
Each clutch is adjusted to the necessary pressure to match the engine drive force.
Shift control
• The clutch pressure control solenoid is controlled by the signals from the switches and sensors. Thus the clutch
pressure is adjusted to be appropriate to the engine load state and vehicle driving state. It becomes possible to
finely control the clutch hydraulic pressure with high precision and a smoother shift change characteristic is
attained.
Lock-up control
Lock-up control is to enhance delivery efficiency by preventing the torque converter from slipping, engaging the
lock-up piston into the torque converter.
It operates lock-up solenoid control in response to a signal from A/T control unit (TCM) and lock-up control
valve behavior control, engages or releases the lock up piston of the torque converter.
CONTROL VALVE
Control valve functions
Valve name Function
Regulates line pressure to the optimum pressure (torque converter operating
Torque converter regulator valve pressure) to prevent pressure applied to the torque converter from being
excessive.
Pressure regulator valve
Regulates oil pump discharge pressure to the optimum pressure (line pressure)
Pressure regulator plug
in response to the driving conditions.
Pressure regulator sleeve
Regulates line pressure to the optimum pressure (front brake pressure) to be
Front brake control valve
applied to the front brake during the front brake apply.
Regulates pressure applied to the accumulator piston, and the low coast
Accumulator control valve reducing valve (accumulator control pressure) inresponse to the driving
conditions (regulates clutch pressure at 1st, 2nd, 3rd, 5th gears).
Regulates line pressure to the regular pressure required by line pressure control,
Pilot valve A
shift control, and lock-up control (pilot pressure).
Regulates line pressure to the regular pressure required by shift control (pilot
Pilot valve B
pressure).
Provides the low coast brake reducing valve with line pressure during engine
Low coast brake switching valve
brake operation.
Regulates line pressure to the optimum pressure to be applied to the low coast
Low coast brake reducing valve
brake when the low coast brake is coupled.
N-R accumulator Produces the stabilizing pressure for when N-R is selected.
Direct clutch piston switching
Operates in 4th gear and switches the direct clutch coupling capacity.
valve
Regulates line pressure to the optimum pressure (high&low reverse clutch
High&low reverse clutch control
pressure) to be applied to the high&low reverse clutch when the high&low
valve
reverse clutch is coupled (regulates clutch pressure in 1st, 3rd, 4th, 5th gears).
Regulates line pressure to the optimum pressure (input clutch pressure) to be
Input clutch control valve applied to the input clutch when the inputclutch is coupled (regulates clutch
pressure in 4th, 5th gears).
Regulates line pressure to the optimum pressure (direct clutch pressure) to be
Direct clutch control valve applied to the direct clutch when the direct clutch is coupled (regulates clutch
pressure in 2nd, 3rd, 4th gears).
Lock-up control valve
Switches lock-up to operating or released.
Lock-up control plug
Also, by performing the lock-up operation transiently, lock-up smoothly.
Lock-up control sleeve
Torque converter lubrication Operates to switch torque converter, cooling, and oil path of lubrication system
valve during lock-up.
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Cool bypass valve Allows excess oil to by pass cooler circuit without being fed into it.
Line pressure relief valve Discharges excess oil from line pressure circuit.
N-D accumulator Produces the stabilizing pressure for when N-D is selected.
Delivers line pressure to each circuit in response to each select position.
Manual valve
Circuit to which line pressure is not sent drain.
Automatic Transaxle System > Automatic Transaxle System > Troubleshooting (A5SR2)
TROUBLESHOOTING
DIAGNOSTIC TROUBLE CODES (INSPECTION PROCEDURE)
Check the Diagnostic Trouble Codes
1. Turn the ignition switch to OFF.
2. Connect the Hi-scan tool to the DLC connector for diagnosis.
3. Turn the ignition switch to ON.
4. Check the diagnostic trouble codes using the Hi-scan tool.
5. Read the output diagnostic trouble codes. Then follow the remedy procedures according to the "DIAGNOSTIC
TROUBLE CODE DESCRIPTION" on the following pages.
• A maximum of 10 diagnostic trouble codes (in the sequence of occurrence) can be stored in the
Random Access Memory (RAM) incorporated within the control module.
• The same diagnostic trouble code can be stored one time only.
• If the number of stored diagnostic trouble codes or diagnostic trouble patterns exceeds 10, already
stored diagnostic trouble codes will be erased in sequence, beginning with the oldest.
• If the same trouble code does not occur during 40 times continuously, memorized trouble code would
be deleted automatically when the ATF temperature reaches 50°C(122°F).
Automatic Transaxle System > Automatic Transaxle System > Repair procedures (A5SR2)
BASIC INSPECTION ADJUSTMENT
TRANSAXLE FLUID LEVEL
INSPECTION