Automobile Transmission Control System Components

Transmission Control Unit (TCU) : A transmission control unit (TCU), also

known as a transmission control module (TCM), or a gearbox control unit (GCU), is a
type of automotive ECU that is used to control electronic automatic transmissions. Similar
systems are used in conjunction with various semi-automatic transmissions, purely
for clutch automation and actuation. A TCU in a modern automatic transmission generally
uses sensors from the vehicle, as well as data provided by the engine control unit (ECU),
to calculate how and when to change gears in the vehicle for optimum performance, fuel
economy and shift quality.

Input Parameters : The typical modern TCU uses signals from engine sensors,
automatic transmission sensors and from other electronic controllers to determine when
and how to shift. More modern designs share inputs or obtain information from an input to
the ECU, whereas older designs often have their own dedicated inputs and sensors on the
engine components. Modern TCUs are so complex in their design and make calculations
based on so many parameters that there are an indefinite amount of possible shift
behaviours.

1. Vehicle Speed Sensors (VSS) :This sensor sends a varying frequency signal to
the TCU to determine the current speed of the vehicle. The TCU uses this information to
determine when a gear change should take place based in the various operating
parameters. The TCU also uses a ratio between the TSS and WSS which is used to
determine when to change gears. If either the TSS or WSS fails or malfunctions/becomes
faulty, the ratio will be wrong which in return can cause problems like false speedometer
readings and transmission slipping. To test these parts, we should check the resistance to
make sure it's within manufacturer specs.

2. Wheel Speed Sensors (WSS) :This sensor sends a varying frequency signal to
the TCU to determine the current speed of the vehicle. The TCU uses this information to
determine when a gear change should take place based in the various operating
parameters. The TCU also uses a ratio between the TSS and WSS which is used to
determine when to change gears. If either the TSS or WSS fails or malfunctions/becomes
faulty, the ratio will be wrong which in return can cause problems like false speedometer
readings and transmission slipping. To test these parts, check the resistance to make sure
it's within manufacturer specs.

3. Throttle Position Sensors (TPS) : The TPS sensor along with the vehicle speed
sensor are the two main inputs for most TCUs. Older transmissions use this to determine
engine load, with the introduction of drive-by-wire technology, this is often a shared input
between the ECU and TCU. The input is used to determine the optimum time and
characteristics for a gear change according to load on the engine. The rate of change is
used to determine whether a downshift is appropriate for overtaking, for example, the
value of the TPS is also continually monitored during the journey and shift programmes
are changed accordingly (economy, sport mode, etc.). The TCU can also reference this
information with the vehicle speed sensor to determine vehicle acceleration and compare

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this with a nominal value; if the actual value is much higher or lower (such as driving
uphill or towing a trailer) the transmission will change its gearshift patterns to suit the
situation.

4. Turbine Speed Sensors (TSS) : Known as an input speed sensor (ISS). This
sensor sends a varying frequency signal to the TCU to determine the current rotational
speed of the input shaft or torque converter. The TCU uses the input shaft speed to
determine slippage across the torque converter and potentially to determine the rate of
slippage across the bands and clutches. This information is vital to regulate the application
of the torque converter lock-up clutch smoothly and effectively.

5 .Transmission Fluid temperature Sensor (TFTS) : This may also be known

as Transmission Oil Temperature. This sensor determines the fluid temperature inside the
transmission. This is often used for diagnostic purposes to check ATF (Automatic
Transmission Fluid) at the correct temperature. The main use of this has been as a failsafe
feature to downshift the transmission if the ATF becomes extremely hot. On more modern
transmissions this input allows the TCU to modify the line pressure and solenoid pressures
according to the changing viscosity of the fluid based on temperature in order to improve
shift comfort, and also to determine regulation of the torque converter lock-up clutch.

6 .Kick Down switch : One of the most common inputs into a TCU is the kick down
switch which is used to determine if the accelerator pedal has been depressed past full
throttle.[3] Traditionally this was required on older transmissions with a simple logic in
order to ensure maximum acceleration. When activated the transmission downshifts into
the lowest permissible gear based on current road speed to use the full power reserves of
the engine. This is still present in most transmissions though is no longer necessary to use
in most circumstances because the TCU uses the throttle position sensor, the rate of
change, and driver characteristics to determine whether a downshift may be necessary,
thus eliminating the traditional need for this switch.

7. Brake Light Switch : This input is used to determine whether to activate the shift
lock solenoid to prevent the driver selecting a driving range with no foot on the brake. In
more modern TCUs this input is also used to determine whether to downshift the
transmission to increase engine braking effect if the transmission detects that the vehicle is
going downhill.

8 Traction Control System: Many TCUs now have an input from the vehicle's
traction control system. If the TCS detects unfavourable road conditions, a signal is sent to
the TCU. The TCU can modify shift programmes by upshifting early, eliminating the
torque converter lock-up clutch application, and also eliminating the first gear totally and
pulling off in 2nd.

9 Cruise Control Module: If the vehicle is fitted with cruise control the TCU may
also have a connection to cruise control system. This can modify shift behaviour to take
into account the throttle is not being operated by the driver to eliminate unexpected
gearchanges when the cruise control is engaged. This is also used to inform the cruise

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control system about the position of the selector lever so that the cruise control can be
deactivated if the lever is shifted out of a driving range.

10.Input from other Controllers (CAN input) A wide variety of information is

delivered to the TCU via Controller Area Network communications or similar protocols
(such as Chrysler's CCD bus, an early EIA-485-based vehicle local area network). In older
vehicle designs, as well as in aftermarket TCUs sold into the racing and hobbyist markets,
the TCU receives only the signals needed to control the transmission (engine speed,
vehicle speed, throttle position or manifold vacuum, shift lever position).

Output Parameters The typical modern TCU sends out signals to shift solenoids,
pressure control solenoids, torque converter lockup solenoids and to other electronic
controllers.

1 Shift Locks: The shift lock system is designed to ensure the proper operation of
the automatic transmission. The driver must depress the brake pedal in order to
move the gear selector from Park to any other range. In addition, the ignition key
cannot be turned to the Lock position and removed from the ignition switch unless the
gear selector is placed in the Park position.

2 Shift Solenoids : Modern electronic automatic transmissions have electrical

solenoids which are activated to change gears. Simple electronic-control designs (such as
Ford's AOD-E, AXOD-E and E4OD) use the solenoids to modify the shift points in an
existing valve body, while more advanced designs (such as the Chrysler Ultradrive and its
follow-ons) use the solenoids to control the clutches indirectly, by way of a greatly
simplified valve body

3 Pressure Control Solenoids : Modern electronic automatic transmissions are still

fundamentally hydraulic. This requires precise pressure control. Older automatic
transmission designs only use a single line pressure control solenoid which modifies
pressure across the entire transmission. Newer automatic transmission designs often use
many pressure control solenoids, and sometimes allow the shift solenoids themselves to
provide precise pressure control during shifts by ramping the solenoid on and off. The
shift pressure affects the shift quality (too high a pressure will result in rough shifting; too
low a pressure will cause the clutches to overheat) and shift speed.

4 Torque Converter Clutch Solenoids : Most electronic automatic transmissions

utilize a TCC solenoid to regulate the torque converter electronically. Once fully locked,
the torque converter no longer applies torque multiplication and will spin at the same
speed as the engine. This provides a major increase in fuel economy. Modern designs
provide partial lockup in lower gears to improve fuel economy further, but this can
increase wear on the clutch components.

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5 Output to Electronic Control Unit (ECU) : Many TCUs provide an output to
the ECU to retard the ignition timing, or reduce the fuel quantity, for a few milliseconds to
reduce load on the transmission during heavy throttle. This allows automatic transmissions
to shift smoothly even on engines with large amounts of torque which would otherwise
result in a harder shift and possible damage to the gearbox.
6 Output to Other Controllers: The TCU provides information about the health of
the transmission, such as clutch wear indicators and shift pressures, and can raise trouble
codes and set the malfunction indicator lamp on the instrument cluster if a serious problem
is found. An output to the cruise control module is also often present to deactivate the
cruise control if a neutral gear is selected, just like on a manual transmission.

7 Clutch Wear Indicators and shift pressures: With passage of time the clutch
starts to wear out , but with this proposed design , the extend of wear can be early formed
out.To make the readings available in the instrument panel the proximity sensor is
attached to the booster in line with the push rod at a distance where the safe position of
push rod makes the sensor of and any value more than is a warning light up to a limit off
1mm and more than 1mm should give an output of danger.

8 Malfunction Indicator Lamp (MIL): The Malfunction Indicator Light (MIL) is

also known as the Check Engine Light. The purpose of this warning light is to indicate a
detected problem with the car and alert the driver about the issue.
The Malfunction Indicator Light can signal three different types of problems.

 Occasional flashes indicate temporary engine malfunctions. In this case, it is good

to be aware of the possible forthcoming issues which can later on turn to more
serious ones.
 The most common case is when the indicator light stays on constantly. It indicates
more serious problem that requires action to be taken; the sooner the better. Yet,
sometimes the issues aren’t that serious but can affect the emissions of the vehicle,
for example.
 The most serious type of signaling is when the MIL flashes all the time. It is a sign
that your vehicle’s engine is misfiring. The issue is a major one and you should
stop the engine immediately to prevent serious damage. For instance, it might
cause the catalytic converter to overheat and even cause a fire.

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