SyberTiger, not this one is scarey to me. It does describe the importance of functioning Pressure Control Solenoids A-B-C. It was the long list of other important components that could be the cause of my transmission difficulties that was so frightening. Maybe vacuum-based trannies of old weren't so bad after all!!!!
SECTION 307-01: Automatic Transmission - 5R55W/S 2002 Explorer/Mountaineer Workshop Manual
DESCRIPTION AND OPERATION Procedure revision date: 09/26/2000
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Transmission Electronic Control System
Electronic System Description
The powertrain control module (PCM) and its input/output network control the following transmission operations:
•shift timing.
•line pressure (shift feel).
•torque converter clutch.
The transmission control strategy combined with the engine control provides optimum powertrain operation under all conditions. When determining the best operating strategy for transmission operation, the PCM uses input information from certain engine-related and driver-demand related sensors and switches.
In addition, the PCM receives input signals from certain transmission-related sensors and switches. The PCM also uses these signals when determining transmission operating strategy.
Using all of these input signals, the PCM can determine when the time and conditions are right for a shift, or when to apply or release the torque converter clutch. It will also determine the pressure needed to optimize shift feel. To accomplish this the PCM uses three pressure control, one torque converter clutch, and four shift solenoids to control transmission operation.
The following provides a brief description of each of the sensors and actuators used to control transmission operation.
Powertrain Control Module (PCM)
The operation of the transmission is controlled by the powertrain control module (PCM). Many input sensors provide information to the PCM. The PCM then controls the actuators which determine transmission operation.
Air Conditioning (A/C) Clutch
An electromagnetic clutch is energized when the clutch cycling pressure switch closes. The switch is located on the suction accumulator/drier. The closing of the switch completes the circuit to the clutch and draws it into engagement with the compressor driveshaft. When the A/C is engaged, operating pressures are adjusted to compensate for additional load on the engine.
Brake Pedal Position (BPP) Switch
The brake pedal position (BPP) switch tells the powertrain control module (PCM) when the brakes are applied. The torque converter clutch disengages when the brakes are applied. The BPP switch closes when the brakes are applied and opens when they are released. The BPP is also used to disengage the brake shift interlock.
Engine Coolant Temperature (ECT) Sensor
The engine coolant temperature (ECT) sensor detects temperature of engine coolant and supplies the information to the powertrain control module (PCM). The ECT sensor is used to control torque converter clutch (TCC) operation.
Electronic Ignition (EI) System
The electronic ignition consists of a crankshaft position sensor, two four-tower ignition coils and the powertrain control module (PCM). The ignition control module operates by sending crankshaft position information from the crankshaft position sensor to the ignition control module. The ignition control module generates a profile ignition pickup (PIP) signal (engine rpm) and sends it to the PCM. The PCM uses PIP signal in the transmission strategy, wide-open throttle (WOT) shift control, torque converter clutch control and operating pressures.
Intake Air Temperature (IAT) Sensor
The intake air temperature (IAT) sensor provides the sequential fuel injection (SFI) system mixture temperature information. The IAT sensor is used both as a density corrector for air flow calculation and to proportion cold enrichment fuel flow. The IAT sensor is installed in the air cleaner outlet tube. The IAT sensor is also used in determining control pressures.
Mass Air Flow (MAF) Sensor
The mass air flow (MAF) sensor measures the mass of air flowing into the engine. The MAF sensor output signal is used by the powertrain control module (PCM) to calculate injector pulse width. For transmission strategies the MAF sensor is used to regulate electronic pressure control, shift and torque converter clutch scheduling.
Transmission Control Switch (TCS)
The transmission control switch (TCS) is a momentary contact switch that allows the driver to cancel operation of fifth ((D)) gear.
The TCS is located on the end of the selector lever.
When the driver initially presses the TCS a signal is sent to the powertrain control module (PCM).
The PCM uses the shift solenoids to disengage/disable fifth gear operation and activate the coast clutch.
At the same time the PCM illuminates the transmission control indicator lamp (TCIL), to notify the driver that 5th gear is canceled.
When the TCS is pressed again, fifth ((D)) gear operation is enabled, the coast clutch is released and the TCIL is turned off.
Whenever the ignition is cycled (vehicle shut off then started again) the TCS is turned off and fifth gear will be enabled, even if the TCS had been on when the ignition was shut off.
Transmission Control Indicator Lamp (TCIL)
The transmission control indicator lamp (TCIL) is located in the instrument panel and is labeled O/D OFF. It is illuminated in conjunction with the transmission switch (TCS).
The TCIL will flash if the electronic pressure control (EPC) solenoid circuit is open, shorted to battery, ground or a fault has been detected in a monitored sensor used for transmission operation.
Throttle Position (TP) Sensor
The throttle position (TP) sensor is a potentiometer mounted on the throttle body. The TP sensor detects the position of the throttle plate and sends this information to the powertrain control module (PCM). The TP sensor is used for shift scheduling, electronic pressure control (EPC) and torque converter clutch (TCC) control.
Digital Transmission Range (TR) Sensor
The digital transmission range (TR) sensor is located on the outside of the transmission at the manual lever. The digital TR sensor completes the start circuit in PARK, NEUTRAL, and the back-up lamp circuit in REVERSE. The digital TR sensor also opens and closes a set of four switches that are monitored by the powertrain control module (PCM) to determine the position of the manual lever (P, R, N, (D), 3, 2, 1).
Turbine Shaft Speed (TSS) Sensor
The turbine shaft speed (TSS) sensor is a magnetic pickup that sends the powertrain control module (PCM) torque converter turbine speed information.
The TSS sensor is mounted externally on the case.
The PCM uses TSS information to help determine appropriate operating pressures and torque converter clutch (TCC) operation.
Output Shaft Speed (OSS) Sensor
The output shaft speed (OSS) sensor is a magnetic pickup, located at the park gear trigger wheel assembly, that sends a signal to the powertrain control module (PCM) to indicate transmission output shaft speed. The OSS sensor is mounted externally on the case. The OSS is used for torque converter clutch control, speed scheduling and to determine electronic pressure control (EPC).
Intermediate Shaft Speed (ISS) Sensor
The intermediate shaft speed (ISS) sensor is a magnetic pickup that sends planetary sun gear speed information to the powertrain control module (PCM). The ISS is mounted externally on the center of the case.
The PCM uses the ISS information to aid in determining pressure requirements.
Pressure Control Solenoids (PCA, PCB, PCC)
The pressure control (PC) solenoids are a variable-force style (VFS) solenoid. The VFS-type solenoid is an electro-hydraulic actuator combining a solenoid and a regulating valve.
The line pressure tap is used to verify output pressure from PC A or PC B by turning either one off while verifying the output from the other solenoid. The second pressure tap is used to verify the output from the PC C solenoid.
There are three PC solenoids located in the solenoid body assembly used to control line pressure, band and clutch application pressure within the transmission.
The powertrain control module (PCM) varies the current to the PC solenoid.
The PCM has an adaptive learn strategy to electronically control the transmission which will automatically adjust the shift feel. When the battery has been disconnected, or a new battery installed, certain transmission operating parameters may be lost. The PCM must relearn these parameters. During this learning process you may experience slightly firm shifts, delayed, or early shifts. This operation is considered normal and will not affect the function of the transmission. Normal operation will return once these parameters are stored by the PCM.Torque Converter Clutch (TCC) Solenoid
The torque converter clutch (TCC) solenoid is a pulse width modulating type solenoid which is used to control the apply and release of the TCC.
Shift Solenoids — (SSA, SSB, SSC, SSD)
Four On/Off shift solenoids allow the powertrain control module (PCM) to control shift scheduling.
•The solenoids are three-way, normally open style.
•The shift solenoids SSA, SSB, SSC, and SSD provide gear selection of first through fifth and reverse gears by directing PC pressures to the appropriate elements.
Coast braking and manual gears are also controlled by the shift solenoids.
Transmission Fluid Temperature (TFT) Sensor
•The transmission fluid temperature (TFT) sensor is a thermistor-type sensor that varies a reference voltage signal. The resistance in the TFT varies with temperature. The powertrain control module (PCM) monitors the voltage signal across the TFT, and uses this information to determine the transmission fluid temperature.
•The TFT is located on the solenoid body.
•The PCM uses the TFT signal to help determine shift scheduling, torque converter clutch operation and pressure control requirements.
It sends a voltage signal to the PCM. The voltage signal varies with transmission fluid temperature. The PCM uses this signal to determine whether a cold start shift schedule is necessary. The shift schedule is compensated when the transmission fluid temperature is cold. The PCM also inhibits torque converter clutch (TCC) operation at low transmission fluid temperatures and use to determine pressure control (PC) solenoid operations.
