Toyota Automatic Transmission A340 Series. Repair Manual — part 2
Type of Transmission
A340E
Type of Engine
7M−GE, 7M−GTE, 3VZ−E
Torque Converter
Stall Torque Ratio
Truck : C & C 2.0 : 1 Others 2.1 : 1
Lock−Up Mechanism
Equipped
Gear Ratio
1st Gear
2.804
2nd Gear
1.531
3rd Gear
1.000
O/D Gear
0.705
Reverse Gear
2.393
Plates (Disc/Plate)
C
0
O/D Direct Clutch
2/2
C
1
Forward Clutch
5/5
C
2
Direct Clutch
4/4
B
2
2nd Brake
5/5
B
3
1st & Reverse Brake
6/6
B
0
O/D Brake
4/3
mm (in.)
Second Coast Brake Band Width
40 (1.57)
ATF
Type
ATF DEXRONR II
Capacity
liters (US qts, Imp. qts)
Total
7.2 (7.6, 6.3)
Drain and Refill
1.6 (1.7, 1.4)
General Specifications
−
AUTOMATIC TRANSMISSION
Description
AT−5
Type of Transmission
A340F
Type of Engine
22R−E
Torque Converter
Stall Torque Ratio
2.3 : 1
Lock−Up Mechanism
Equipped
Gear Ratio
1st Gear
2.804
2nd Gear
1.531
3rd Gear
1.000
O/D Gear
0.705
Reverse Gear
2.393
Plates (Disc/Plate)
C
0
O/D Direct Clutch
2/2
C
1
Forward Clutch
5/5
C
2
Direct Clutch
4/4
B
2
2nd Brake
5/5
B
3
1st & Reverse Brake
6/6
B
0
O/D Brake
4/3
mm (in.)
Second Coast Brake Band Width
40 (1.57)
ATF
Type
ATF DEXRONR II
Capacity
liters
(US qts, Imp. qts)
Total
7.6 (8.0, 6.7)
Drain and Refill
1.6 (1.7, 1.4)
General Specifications (Cont’d)
AT−6
−
AUTOMATIC TRANSMISSION
Description
Type of Transmission
A340H
Type of Engine
3VZ−E
Torque Converter
Stall Torque Ratio
2.1 : 1
Lock−Up Mechanism
Equipped
Gear Ratio
Transmission
1st Gear
2.804
2nd Gear
1.531
3rd Gear
1.000
O/D Gear
0.705
Reverse Gear
2.393
Transfer
High (H2, H4)
1.000
Low (L4)
2.659
Number of
Discs and
Plates
(Disc
/Plate)
Transmission
C
1
Forward Clutch
4/4
C
2
Direct Clutch
3/3
C
0
O/D Direct Clutch
1/1
B
2
2nd Brake
4/4
B
3
1st & Reverse Brake
5/5
B
0
O/D Brake
3/2
Transfer
C
3
Transfer Direct Clutch
6/6
C
4
Front Drive Clutch
6/6
B
4
Low Speed Brake
7/6
mm (in.)
Second Coast Brake Band Width
40 (1.57)
ATF
Type
ATF DEXRONR II
Capacity liter
(US qts, Imp. qts)
Total
Transmission: 10.3 (10.9, 9.1),
Transfer: 1.1 (1.2, 1.0)
Drain & Refill
Transmission: 4.5 (4.8, 4.0),
Transfer: 0.8 (0.8, 0.7)
General Specifications (Cont’d)
−
AUTOMATIC TRANSMISSION
Description
AT−7
f . . Operating
AT2157
No. 2 One−Way
Clutch (F
2
)
Input Shaft
Front Planetary
Carrier
O/D Planetary
Sun Gear
O/D One−Way
Clutch (F
0
)
Front & Rear Planetary
Sun Gear
Front Planetary
Ring Gear
O/D Planetary
Carrier
Output Shaft
O/D Input Shaft
No. 1 One−Way
Clutch (F
1
)
O/D Planetary
Ring Gear
Rear Planetary Ring Gear
Direct
Clutch (C
2
)
O/D Brake (B
0
)
2nd Brake (B
2
)
Rear Planetary Carrier
1st & Reverse
Brake (B
3
)
O/D Direct
CIutch (C
0
)
2nd Coast Brake (B
1
)
Forward Clutch (C
1
)
Shift lever position
Gear position
C
0
C
1
C
2
B
0
B
1
B
2
B
3
F
0
F
1
F
2
P
Parking
f
R
Reverse
f
f
f
f
N
Neutral
f
D
1st
f
f
f
f
2nd
f
f
f
f
f
3rd
f
f
f
f
f
O/D
f
f
f
f
2
1st
f
f
f
f
2nd
f
f
f
f
f
f
3rd
f
f
f
f
f
L
1st
f
f
f
f
f
*2nd
f
f
f
f
f
f
OPERATION
Mechanical Operation
OPERATING CONDITIONS
(A340E, A340F)
* Down−shift only in the L range and 2nd gear − no up−shift.
AT−8
−
AUTOMATIC TRANSMISSION
Operation
NOMENCLATURE
OPERATION
O/D Direct Clutch (C
0
)
Connects overdrive sun gear and overdrive carrier
O/D Brake (B
0
)
Prevents overdrive sun gear from turning either clockwise or counterclockwise
O/D One−Way Clutch (F
0)
When transmission is being driven by engine, connects overdrive sun gear and overdrive carrier
Forward Clutch (C
1
)
Connects input shaft and front planetary ring gear
Direct Clutch (C
2
)
Connects input shaft and front & rear planetary sun gear
2nd Coast Brake (B
1
)
Prevents front & rear planetary sun gear from turning either clockwise or counterclockwise
2nd Brake (B
2
)
Prevents outer race of F
1
from turning either clockwise or counterclockwise, thus preventing
front & rear planetary sun gear from turning counterclockwise
1st & Reverse Brake (B
3
)
Prevents rear planetary carrier from turning either clockwise or counterclockwise
No. 1 One−Way Clutch (F
1
)
When B
2
is operating, prevents front & rear planetary sun gear from turning counterclockwise
No. 2 One−Way Clutch (F
2
)
Prevents rear planetary carrier from turning counterclockwise
AT3282
Intermediate
Shaft
Front Planetary
Ring Gear
O/D Planetary Ring Gear
O/D Sun Gear
Rear Planetary Ring Gear
Input Shaft
Sun Gear
Output Shaft
O/D Input
Shaft
O/D Planetary Carrier
Rear Planetary Carrier
Front Planetary Carrier
FUNCTION OF COMPONENTS
(A340E, A340F)
−
AUTOMATIC TRANSMISSION
Operation
AT−9
AT6675
D or 2 Range 1st Gear
AT6676
D Range 2nd Gear
AT6677
D or 2 Range 3rd Gear
AT6678
D Range O/D
FUNCTION OF COMPONENTS (Cont’d)
The conditions of operation for each gear position are shown in the following illustrations:
AT−10
−
AUTOMATIC TRANSMISSION
Operation
AT6679
2 or L Range 2nd Gear
AT6680
L Range 1st Gear
AT6681
R Range Reverse Gear
FUNCTION OF COMPONENTS (Cont’d)
−
AUTOMATIC TRANSMISSION
Operation
AT−11
VALVE BODY
HYDRAULIC CONTROL SYSTEM
(A340E, A340F)
The hydraulic control system is composed of the oil pump, the valve body, the solenoid valves, and the
clutches and brakes, as well as the fluid passages which connect all of these components. Based on the
hydraulic pressure created by the oil pump, the hydraulic control system governs the hydraulic pressure
acting on the torque converter, clutches and brakes in accordance with the vehicle driving conditions.
There are three solenoid valves on the valve body. These solenoid valves are turned on and off by sig-
nals from the ECU to operate the shift valves. These shift valves then switch the fluid passages so that
fluid goes to the torque converter and planetary gear units.
(Except for the solenoid valves, the hydraulic control system of the ECT is basically the same as that of
the fully hydraulic controlled automatic transmission.)
HYDRAULIC CONTROL SYSTEM
OIL PUMP
Hydr. pressure control
Fluid passage switching
CLUTCHES & BRAKES
Planetary gear sets
Torque Converter
ECU
SOLENOID VALVES
S
LINE PRESSURE
Line pressure is the most basic and important pressure used in the automatic transmission,
because it is used to operate all of the clutches and brakes in the transmission.
If the primary regulator valve does not operate correctly, line pressure will be either too high or
too low. Line pressure that is too high will lead to shifting shock and consequent engine power
loss due to the greater effort required of the oil pump; line pressure that is too low will cause
slippage of clutches and brakes, which will, in extreme cases, prevent the vehicle from mov-
ing. Therefore, if either of these problems are noted, the line pressure should be measured to
see if it is within standard.
S
THROTTLE PRESSURE
Throttle pressure is always kept in accordance with the opening angle of the engine throttle
valve.
This throttle pressure acts on the primary regulator valve and, accordingly, line pressure is
regulated in response to the throttle valve opening.
In the fully hydraulic controlled automatic transmission, throttle pressure is used for regulating
line pressure and as signal pressure for up−shift and down−shift of the transmission. In the
ECT, however, throttle pressure is used only for regulating line pressure. Consequently, im-
proper adjustment of the transmission throttle cable may result in a line pressure that is too
high or too low. This, in turn, will lead to shifting shock or clutch and brake slippage.
AT−12
−
AUTOMATIC TRANSMISSION
Operation
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