450-43le 自动变速器故障码诊断说明书

admin管理员组

文章数量:1532460

2024年1月13日发(作者：)

LET’SPLAY BALLby Lance WigginsA Look at the 450-43LE

(Aisin Seiki),

Part 2Part 2Please note:In the April issue ofGEARS,Aisin Seiki was spelled correct

spelling is listed apologies for this code

represents a

perceived failure

to the 1In the last issue of Let’sPlay Ball!,wetalked aboutsome of the unknowns ofthe 450-43LE. That is, what youdon’t see in the books. We cov-ered:•Valve body checkballlocations•Wiring harness andlocation•Common valve bodyproblems•How to retrieve codes•Solenoid operationand testingIn this issue, we’ll get up-close and personal with some ofthe internal components andthe code diagnosis you’ll needto know to get this unit out thedoor… the firsttime. We’llstart with how to diagnose DescriptionThe codes on the450-43LE can be retrievedmanually through the diagnos-tic connector, located under thedriver’s side of the dash(refer to the April issue of GEARS).These codes are typically two digits(figure 1).Every code represents a perceivedfailure to the computer. That doesn’tmean that code 11 (VSS Circuit Open)automatically tells you the VSS shouldbe replaced. On the contrary: It mayonly indicate a loose connection,engine interference, or something assimple as the VSS not being plugged codes can lead you in thewrong direction altogether. For exam-ple, code 33 is: Timing solenoid circuitopen or shorted(figure 2). If youGEARS May-June 20034

retrieved this code,what would youthink is wrong?Most folks wouldautomaticallyassume the sole-noid failed —when the problemcould just as easilybe a shorted oropen wire to thesolenoid. This iswhere a solid diag-nostic routine iscritical for accuratediagnosis, no mat-ter what transmis-sion you’re work-ing on. Let’s look atthis code from twoperspectives, firstfromafteran over-haul and then a sec-ond time frombeforean 2After Overhaul

Usually thereare only two possi-ble causes for a new code that appearsafter an overhaul:1.a mechanical problem, such asbad parts, stuck valves, and soon, or…2.a mistake during the ’s use code 33 in this definition for code 33 indicates thetiming solenoid is either open (no volt-age drop in the circuit) (figure 3), orshorted to ground. So the first thingthat all too many rebuilders will dowhen this code shows up immediatelyafter an overhaul is replace the solenoid—withoutchecking the solenoid when you examine the circuit thor-oughly using a standard diagnostic rou-tine, nine times out of ten you won’tfind anything wrong with the solenoidor its circuit. So it’s important to under-stand the conditions that can cause thiscode to timing solenoid is used for the1–2 upshift, the 2–3 upshift, and the3–2 downshift. Its purpose is to controlthe orifice of the 2ndbrake (B1), whichreduces shift shock. The computer usescode 33 to indicate a voltage drop prob-lem in the solenoid circuit. But it alsosets this code if the shift occurs tooquickly, which could be caused by asticking timing shift valve. This iswhere understanding the conditions thatFigure 3Figure 3will set a code, and following a logicaldiagnostic procedure, will help youavoid costly — and unnecessary —solenoid OverhaulCodes that show up before an over-haul should always be checked and thecondition repaired — or at least diag-nosed — before you even consideropening the transmission for repair. Thelast thing you want to do is go throughthe time and expense of an overhaul,only to end up with the same code thatyou had before. Not to mention the pos-sibility of missing the actual root causeof the code, only to have to pull the unitFigure 4AFigure 4B5Figure 4BGEARS May-June 2003

A Look at the 450-43LE (Aisin Seiki), Part 2Figure 5apart again to correct same code 33 can occurbefore an overhaul, due to a failed 2ndbrake system. By understanding howthe system operates (Figure 4a and 4b)and sets codes, and using the samediagnostic routine, you can identify theroot of the problem faster and easierthan using the guess-and-replacemethod of diagnosis. Remember, theone thing the ECM can’t tell you iswhether the valve moved. If it did, youknow you’re going to have to dig downinto the transmission. On the otherhand, if the valve didn’t move, youshould at least be able to identify theroot cause of the trouble code by per-forming a standard diagnostic proce-dure on the solenoid and its control ming a diagnostic routine on6the 450-43LE transmission is easy: Allof the solenoids except the pressurecontrol solenoid are grounded constant-ly. The computer energizes them bysupplying a power (B+) signal (figure5).There are three basic electricaltests you should perform for diagnosingany solenoid: voltage drop, resistanceand current draw. From there, whereyou go will depend on the results ofeach test. Start with the voltage droptest:•Backprobe the solenoid feed wirewith the positive lead from yourdigital meter.•Connect the ground lead to a goodground.•Set your meter to Volts the vehicle in the proper condi-tion for the computer to energize thesolenoid. You may have to raise thedrive wheels and run the vehicle up to acertain speed for this to occur. Thencheck the voltage to the solenoid: Youshould see system voltage at the sole-noid when it’s supposed to you don’t see system voltage,you’re dealing with one of three prob-lems:•Shorted solenoid•Open circuit or loose connection inthe wiring between the computerand the solenoid•Faulty computerNext, check the solenoid resist-ance:•Key off.•Unplug the solenoid harness fromthe May-June 2003

“TESTING 1 - 2 - 3 - 4”1234BENCH TESTTRANSMISSIONSUnit Tester-- This allows the operatorto test the hydraulic integrity oftheindividual components in thetransmission.• With a simple connection,clutch andband operation can be diagnosed.• Bench testing the transmission cansave valuable time by reducingunnecessary installation and removalTESTSOLENOIDSSolenoid Tester-- Experts agreethat a solenoid tester is “a must”for any transmission shop,assolenoids represent the “weakestlink”in the upto 6 solenoids at a time with thisadvanced,yet easy-to-use, from manual or automatictest LVEBODIESValve Body Tester-- When precise control is amust,you can simulate the toughest drivingconditions while testing for suspect areas ofthe transmission’s electronic,hydraulic andvacuum valve bodies,solenoidsand pressure transducers using actual trans-mission pressures and heated EALWORLDSIMULATIONThe ultimate in transmission testing -- anAxi-Line transmission el shown starts at under $45, models available,many with TDAC2000,providing cutting-edge computer con-trol and data acquisition and analysis.87000 EManual Controls4060 Dixon Street • Des Moines, IA50313Phone: 1-800-245-2203 •(920) 865-4266 • Fax: (920) 865-4270 •e-mail:****************Axi-Line is a member ofALLNEW:

A Look at the 450-43LE (Aisin Seiki), Part 2•Connect the positive meter lead tothe solenoid terminal on the trans-mission.•Connect the negative meter lead toa good ground.•Set your meter to meter should display between10 and 20 ohms resistance. If you seezero ohms, the solenoid or internaltransmission wiring is shorted. If yousee infinite resistance, the solenoid orwiring is the solenoid you’re checking issupposed to have extremely low resist-ance, such as a PWM solenoid, alwayszero your meter leads before begin-ning this y, check the current drawfor the solenoid:•Switch your meter leads to the10- or 20-amp sockets on yourmeter.•Set your meter to read Amps.•Connect your meter in seriesbetween the solenoid and a goodB+ power ng aresistance of 10 to20 ohms, youshould have a cur-rent draw of 0.6 to1.2 amps. Zeroamps indicates anopen in the circuit(or a blown fuse inyour meter!); morethan about 1.5amps indicates ashorted or partiallyshorted solenoid the solenoidis one that’s sup-posed to have anextremely lowresistance, be care-ful with this test;don’t keep the sole-noid energized formore than a coupleseconds, or youcould burn it outduring ’t forget,even if the solenoidchecks out goodFigure 7electrically, it could still fail mechani-cally. You’ll have to perform a completemechanical function test once you havethe solenoid out of the let’s take a closer look at theinternal components of the four shafts in this unit:ive ediate ShaftThere are six clutch sets and twoone-way clutches in this unit (figure 6).The construction of the transmis-sion operation is similar to every Aisintransmission (figure 7).The one-way clutch rotations areInternal Case and Clutches

The 450-43LE is built for torque:The case-held clutches and supportingdrums are designed for pulling, pushingand hauling, whatever the load. ThereFigure 68GEARS May-June 2003

A Look at the 450-43LE (Aisin Seiki), Part 2Shaft rotates clockwisePlanet rotates clockwiseFigure 9based on the rotation of the engine: The over-drive one-way clutch freewheels clockwisewhen the input shaft is rotated clockwise (fig-ure 8). The low one-way clutch is connected tothe case and the planetary rotates clockwise(figure 9).Toair check the transmission, apply air tothe feed holes at the case (figure 10).Internal Valve BodyFigure 8The valve body is the last thing on theagenda… and the item that’s overlooked mostO/D ClutchFRT ClutchO/D Brake2nd BrakePlug holeand air check rear clutch here10Low and reverseFigure 10GEARS May-June 2003

A lot of business takes place

in the ou need job you do is a statement aboutthe quality of your work. You know theword can move fast among your

customers. “Word of mouth” is

still the most powerful form of

advertising – good or bad. That’s

why you can’t afford to chanceyour business with anything lessthan Raybestos OEM parts.•OEM Parts•Quality Guaranteed•Fewer Comebacks•American Made964 East Market Street, Crawfordsville, IN47933 •Toll Free: 800-729-7763 •Fax: 765-364-4576Email:*****************************•Online:

A Look at the 450-43LE (Aisin Seiki), Part 2Upper Valve and Throttle ng -Up Signal ValveFigure lator Control ValveOrifice control Valve2-3 Shift ValveSecondary Regulator ValveModulator e Inhibitor coast Modulator Inhibitor Valveoften. When disassembling the valvebodies (figures 11 and 12), there aresmall pins that willfall out without younoticing, so pay close attention towhere they belong.

Lower Valve Valve2-3 Timing Valve1-2 Shift Valve3-4 Shift valveC0 Exhaust valveThe 450-43LE transmission isbig and bulky, but don’t let it beatyou in to submission. This transmis-sion will be around for a long timeand the more you know about it,

the better off you’ll be … and

that’s the game!-Back re Regulator -Up Control ValveFigure 1212GEARS May-June 2003

本文标签： 诊断故障变速器说明书自动