DSI

DSI M78
M78 6-Speed
6-Speed A/T
A/T

Overseas service team

Instructor : JH, Lee
E-mail : [email protected]
Tel : 82-31-610-2742
www.smotor.com
4-Speed vs 6-Speed

M74 4A/T M78 6A/T

Advanced features for M78 A/T

Early down shift (shift skip) with hard braking

Gear holding when uphill/downhill

(No up shifting when release the accel.pedal)

Up shifting prevention with fast off accel.pedal

To reduce busyness in sporty driving

Drive and Reverse engagement (~2.2s)

(No reverse shifting over 1,400rpm , TPS 12% , 10Km/h)

T/Converter lock up clutch (Variable pressure control)

Embedded Memory Module (EMM)

Advanced cooling system (ATF)

Components

Oil pump Single Planetary

Clutch pack Double Planetary
Gear set
Gear set

Torque converter Front band Rear band Valve body

Valve body

EMM/Input Speed sensor Oil temp. sensor

S7(NL)

S9(NH)
S6(NH)

S10(NL)

S5 S8
S1 (NH) (NL) S4 S3 S2

Valve body
Single planetary gear set

C2 cylinder

Ring gear

Pinion gear
Input shaft Sun gear
Clutch pack

C2 cylinder C1 clutch disc pack

C1 piston

Space for dynamic

Pressure equalization
C2 supply
Input shaft

*Dynamic pressure equalization

->Reliable clutch engagement
T/Converter
and release
C1 supply
release ->Improved shift refinement
Double planetary gear set

One way clutch Ring gear

Long pinion gear

Reverse sun gear

Forward sun gear

Short pinion gear

Control support
Brake band

B1(Front band) B2(Rear band)

Strut C3 cylinder

Reverse
sun gear

Forward
sun gear

B2

Front band
C3 sealing
Clutch pack / Brake band (M74)

Clutch pack Brake band

C1 O/D(3rd, 4th) B1 2nd, 4th

C2 Forward B2 P/R/N/M1

C3 Reverse

Engine braking
C4
(M1,M2,M3)
Clutch disc pack / Brake band(M78)

Clutch pack Brake band

C1 B1
Rear planetary gear Hold reverse sun gear
carrier (4th, 5th, 6th) (2nd, 6th)

C2 B2 Hold rear planetary gear

Forward sun gear
carrier
(M1, 1st, 2nd, 3rd, 4th)
(M1, Reverse)

C3
Reverse sun gear
(3rd, 5th, Reverse)
Shifting components

Operating components Shift On/Off Variable Bleeding Solenoid

(Clutch & Brake band) Solenoid valve Valve-VBS
Gear
Gear
ration 1-2 S5 S6 S7 S8 S9 S10
C1 C2 C3 B1 B2 S1 S2 S3 S4
OWC (A) (A) (A) (A) (A) (A)

M1 3.536 ON ON ON 1 0 1

1st 3.536 ON ON ON 1 0 0-1

2nd 2.143 ON ON ON ON 1 0 1 0-1

3rd 1.478 ON ON ON ON 1 0 1 0-1

4th 1.156 ON ON 0 0 0-1

5th 0.866 ON ON ON ON 0 1 1 0-1

6th 0.677 ON ON ON ON 0 1 1 0-1

Revers
-3.094 ON ON ON ON ON 1 1 1 0-1
e
Torque converter

Torque converter cover

Plate connected to
Lock up clutch
Turbine

Impeller

Lock up clutch Stator

piston

OWC-Stator

Space

VBS : Solenoid S10

Oil pump

Pump body

Driven gear
Driving gear
Sun gear
Oil seal-front pump

Plain bush
-bearing

Support tube

Oil ring-pump body

Oil seal

17.6cc / revolution
(Sun gear)
Oil cooler

28mm 44mm

292.1mm 292.1mm

24.3mm 25.6mm

Items Unit Actyon A/Sports

kcal/hr Max3.100 -10% Max.3850 -10%

Heat radiation
(kW) (3.6 -10%) (4.49 -10%)

kg/cm2 Min.0.6 + 10% Min.0.72 +10%

Oil Prss. Drop
(kPa) (58.8 + 10%) (70 +10%)

Dry : 191 Dry : 331

Weight g
With oil : 266 With oil : 397
Hydraulic circuit
1st – 3.53:1(C2 & OWC)                

      

       

      
     
       
 
     
  
           
 
  

S5 S6 S9
S1
(A) (A) (A)

ON 1 0 0-1

         
M 1st – 3.53:1(C2 & B2)                 

      

       

      
    
       
 
     
 
           
 
  

S5 S6 S7
S1
(A) (A) (A)

ON 1 0 1

           
2nd – 2.14:1(C2 & B1)                

      

       

      
     
       
 
     
  
           
 
  

S5 S6 S8 S9
S1 S4
(A) (A) (A) (A)

ON ON 1 0 1 0-1

          
2nd(L/Up) – 2.14:1(C2 & B1 & TCC)                      

      

       

      
     
       
 
     
 
           
 
  

S5 S7 S8
S6 S9 S10
S1 S3 S4
(A) (A) (A)
(A) (A) (A)

ON ON ON 1 0 0 1 0-1 1

           
3rd – 1.48:1(C2 & C3)               

      

       

      
     
       
 
     
 
           
 
  

S5 S6 S7 S9
S1 S3
(A) (A) (A) (A)

ON ON 1 0 1 0-1

         
4th(4th in LHM) – 1.16:1(C1 & C2)
              

      

       

      
     
       
 
     
  
           
 
  

S5 S6 S9
(A) (A) (A)

0 0 0-1

         
5th – 0.87:1(C1 & C3)               

      

       

      
     
       
 
     
 
           
 
  

S5 S6 S7 S9
S2 S3
(A) (A) (A) (A)

ON ON 0 1 1 0-1

         
6th - 0.68:1(C1 & B1)               

      

       

      
     
       
 
     
 
           
 
  

S5 S6 S8 S9
S2 S4
(A) (A) (A) (A)

ON ON 0 1 1 0-1

         
Reverse – 3.09:1(C3 & B2)
      

       

      
     
       
 
     
  
           
 
  

S5 S6 S7 S9
S1 S2 S3
(A) (A) (A) (A)

ON ON ON 1 1 1 0-1


Reverse in LHM – 3.09:1(C3 & B2)                   

      

       

      
     
       
 
     
 
           
 
  

S5 S6 S7 S8 S9 S10
(A) (A) (A) (A) (A) (A)

0 0 0 0 0 0

         
Neutral                    

      

       

      
     
       
 
     
 
           
 
  

          
Parking                 

      

       

      
     
       
 
     
  
           
 
  

       
TCU Input & Output (M74-IDI Engine)

Diagnosis CAN line

Sol 1
Engine rpm
Sol 2
Vehicle speed
Sol 3

TPS Sol 4

ATF temp. sensor

T Sol 5(Variable)

Gear position sensor

C Sol 6

U Sol 7
Mode S/W
Mode lamp
Kick down S/W
Lamp on cluster
Batter voltage (Power, shifting)
TCU Input & Output I (M74-DI Engine)

ECU Shifting : S1,S2

C
A
HECU N Clutch reg. pressure :S3

TT
B1 control :S4

Gear position sensor CC

VPS control : S5
Mode S/W
T/M
UU
Lock up control : S7
ATF temp.

Battery voltage Line pressure control : S6

TCU Input & Output II (M74-DI Engine)

Engine rpm Engine torque demand

Engine torque(Static) Engaged/Target gear

E Accel. position E
C Lock up control C
U
Intake temp.
TT U
TGS lever position
Vehicle variant CC
:EBS, T/C, E/G, etc. Engine oil temp

UU
TGS lever position
H W/Speed RR
E Driving mode Cluter
C
U Engaged gear
W/Speed RL
TCU Input & Output (M78)

IGN

Ground

EMM

Input speed sensor T ON/OFF sol : 4ea

Output speed sensor

Inhibitor SW C
VBS : 6ea
Steering wheel S/W

TGS lever position S/W

U
Mode S/W

ATF temp sensor

TCU Input & Output (M78) - CAN

Accel. pedal position

Engine torque Selector lever position

Selected gear state

Engine speed
T
Brake pedal sensor Manual mode operation

Engine oil temp.

C
Output torque

Engine coolant temp.

U ATF temp

Intake air temp. sensor

Engine torque decrease
demand
Barometer pres. sensor
TCU input signal

■ EMM(Embedded Memory Module)

- Input speed sensor clustered
- Storing T/M characteristic
- TCU check by every “key on”

■ Input shaft speed(ISS) sensor

- Hall effect type sensor
ISS sensor/
- Monitoring torque converter slip EMM

- Close loop control

■ Output shaft speed(OSS) sensor

- Hall effect type sensor
- Using gear schedule Output Shaft Speed
Sensor (OSS)
Input & Output signal wave form

CH1 2.0V CH1 1.0V 2.0ms CH1 2.0V CH1 1.0V 2.0ms

ZOOM HOLD ZOOM HOLD

Input shaft speed

sensor

CH1 2.0V CH1 1.0V 2.0ms CH1 2.0V CH1 1.0V 2.0ms
CH1 2.0V CH1 1.0V 2.0ms

ZOOM HOLD ZOOM HOLD

Output shaft speed

sensor
TCU input signal

■ Inhibitor switch
- TGS lever position detect
- Engine starting(P/N)
- Back up lamp
Inhibitor switch

■ Steering wheel S/W

- TGS “M” selection
TIP(+)
- “+” or “-”
TIP(-) TIP(+)
TIP(-)

■ Gear selector lever S/W

- TGS “M” selection Gear selector
S/Wheel S/W
S/W
- “+” or “-”
TCU input signal

■ Mode S/W
- DURA TGS lever
- Standard mode
Mode switch
- Winter mode

ATF temp.
sensor

■ ATF temp. sensor

- NTC type
- Clustered to valve body wiring
- Viscosity compensating function
TCU output signal

■ ON/OFF sol. valve

- S1, S2, S3, S4
- 0V / 12V
- 22.0 ± 1.2Ω
- Making gear shifting

■ VBS
- S5, S6, S7, S8, S9, S10
- 0mA / 1100mA
- 4.14 ± 0.3Ω
- Shifting quality control
Function of solenoids (M74)

S1 -
Making gear shifting
S2 -

S3 Clutch regulator valve control

Control shifting order & shifting
S4 quality
Front brake band control

-Variable Bleed Solenoid : VBS

S5 -PWM control while shifting : S3,S4,S7 control
(0.2A~1A)

S6 H/Line pressure control<=TPS -

S7 Converter lock up control Operating in 3rd / 4th

Function of solenoids (M78)

ON/OFF solenoid Variable Bleed Solenoid

S1 C1 supply/release S5 C1 supply pre. control

S6 C2 supply pre. control

S2 C2 supply/release
C3 & B2 supply pre.
S7
control
S3 C3 & B2 supply/release S8 B1 supply pres. control

S4 S9 Line pressure control

B1 supply/release

S7 S10 T/converter pre. control

S9 S6

NH : S5, S6, S9
S10

S5 S8 NL : S1, S2, S3, S4, S7, S8, S10

S1 S4 S3 S2
T/M control monitoring by TCU

■ Supply voltage monitoring

- Voltage sensor inside TCU
■ Solenoid supply voltage monitoring
- Open/Short circuit detection by TCU internal transistor current
monitoring
■ Gear ratio monitoring
- Monitoring gear engaged
- Also, monitoring the time for engage (allowance : 0.5sec)
■ Torque converter monitoring
- Check if TCC is locked correctly=>LHM (Safety mode) if
TCC is defective
Shift energy management

■ Engine output torque increase/decrease

- Improved durability by shortening the slipping time.

- Improving the shift comfort by reducing the step change

in torque by the gear shift

- Transferring a higher engine power

=>This is allowed by the mechanical in-gear strength of

the transmission
Shift map selection
*Shift map => Mode S/W, ATF temp., Road gradient

■ Normal mode ■ Winter mode

- Mode S/W : “S” - Mode S/W : “W”
- “D” position - Starting with 2nd shifting
- Normal temp. range - M1 : Starting with 1st shifting
- Normal driving state/ ■ Low range schedule
- Targeted fuel efficiency - 4WD Low
■ Uphill/downhill mode - Starting with 2nd shifting
- Adjusted shift points - Skip gears (ex. 2->4) to optimize
- Adjusted lock up points the engine rpm
■ Altitude mode ■ Warm up schedule
- Compensate reduced engine - Below 20℃ : TCC is unlocked
torque to increase the ATF temp quickly
Shift map selection II

■ Hot mode
- 110℃ ~ 145℃

- Lock up state is increased (prevent heat generation by T/C)

- Over 110℃ : Radiator electric fan in “on”

- Over 130℃ : Engine torque reduction, “Winter” lamp blinks

- Over 145℃ : Go in the “Neutral” till below 120℃

(Below 105℃, all hot mode state is finished)

- “Hot mode” feature over-rule all other transmission performance feature

- Degradation in shift feel may be experienced as TCC is not

unlock during shifting

■ Cruiser
- ECU request downshift for higher engine power & braking

(under trailing condition)

Connectors

Wire harness
connector

TCU

Inhibitor switch
T/M Assy
Electric wiring diagram
Maintenance
1.Stall test

- Applying hand brake

-> Engine running
-> Braking in max load
-> TGS lever in “D”
-> Full throttle(100%) for 6seconds
-> Check engine rpm
-> Release accel. pedal
-> Selector lever in “R”
-> Full throttle(100%) for 6seconds.
-> Check engine rpm
-> Release the accel. pedal

■ If stall rpm exceed 3,000rpm, T/M internal fault suspected

2. Green offset

■ After T/M assembly replacement

- Connect the SCAN100 to the diagnostic connector

-> TGS lever in “P”

-> IGN on (Engine OFF)

-> Set the parameter “Set Km Travelled” to “0Km”

-> Run the task “Activate Adaptive green offset”

-> IGN off

-> Check the engine running if it works fine

3. Adaptive reset

■ After T/M or TCU replacement

- Connect the SCAN100 to the diagnostic connector

- TGS lever “P”

- IGN on (Engine off)

- Set the parameter “Set Km Travelled” to “0Km”

- Perform “Reset adaptive data”

- IGN off

- Check the engine running if it works fine

4. Oil check

■ ATF specified
- Caltex PED 1712 ATF

■ Check procedure
- Drive the car at least 5 minutes

-> Check the ATF temp. if it is over 50℃ =>SCAN100

-> Engine off

-> Remove the filling plug and drain the overflowing for 50 seconds

-> Install the filling plug

(Tightening torque : 30 ~ 35Nm)

-> Check the car if it runs well (If ATF leaked)

DURA TGS lever

Step gate type

POWER/NORMAL/WINTER

“M” mode (manual)

Standard / Winter

TIP(-) TIP(+)
+ -
TGS lever position

TGS
TGSlever
leverposition
position Function
Function

PP Parking
Parking(P-lock),
(P-lock),Starting
Starting

RR Reverse
Reversedriving
driving

Neutral,
Neutral,Starting,
Starting,Towing
Towing
NN
(Only
(Onlyfor
forshort
shortdistance)
distance)

DD 11stst~~66ththshifting
shifting

M
M Manual
Manualmode
mode(1(1st~6
st
~6th))
th
Shifting mode

Manual
Manualmode
mode Manual
ManualUp
Up//Down
Downshift
shift

Knob
Knob&&S/Wheel
S/WheelUp/Down
Up/Downsignal
signaldetect
detect

Operating
Operatingby
bytime
timeorder
order

DD→
→MM Lower
Lowerby
by11or
or22shift
shiftthan
than“D”
“D”

While driving→
Whiledriving →Driving
Drivingin
incurrent
currentshifting
shifting
Tip switch in S/Wheel

Right tip switch Left tip switch TCU

Signal

1.62 ㏀ 845Ω 5V

3.24 ㏀
UP DOWN

Ground
Mode switch

Standard
Standardmode
mode Starting
Startingin
in11stshifting
st
shifting
Gradient
Gradient::Approx.10%
Approx.10%

Winter
Wintermode
mode Starting
Startingin
in22ndshifting
nd
shifting
Gradient
Gradient::Approx.20%
Approx.20%

Full
Full(Full
(FullThrottle)
Throttle)

--2WD,
2WD,AWD
AWD::Chang
Changto
to“S”
“S”mode
mode

--4WD
4WD::Remain
Remainin
in“W”
“W”mode
mode
TGS lever control unit

11 W/S
W/Sswitch
switchoutput
output
22 Manual
Manualmode
modeoutput
output
33 Up/Down
Up/Downtip
tipshift(knob)
shift(knob)
44 Ground
Groundfor
forTGS
TGSlever
leverunit
unit
55 Signal-brake
Signal-brakeswitch
switch
66 Ground(M/Mode,W/S,
Ground(M/Mode,W/S,Tip
TipSW)
SW)
77

10 8 4 88 Power-TGS
Power-TGSlever
leverunit
unit
7 3
6 2 99 --
5 1
9
10
10 --
Electric wiring diagram