CVT SYSTEM > GENERAL

OUTLINE
1. A newly developed K41A Continuously Variable Transaxle (CVT) is used for
the1KR-FE engine models.
2. The K41A CVT, including a pair of the pulleys and the belt in the shift
mechanism, is a transaxle which steplessly shifts from start-up to the maximum
speed and this offers a smooth shift feeling and an excellent fuel economy.
3. A gate type shift lever is used for the shift control mechanism.
4. A shift lock system is used to prevent the shift lever from being wrongly operated.

SPECIFICATION

Item

Continuously Variable Transaxle

Specification

Shift Mechanism

Pulley and Belt

Forward/Reverse Switching Mechanism

Pulley Ratio
(Speed Ratio)

Double Pinion Type Planetary Gear

Forward

2.386 to 0.426

Reverse (Planetary gear

ratio included)

2.505

Differential Gear Ratio (Reduction gear

ratio included)

5.403

Shift Pattern

P-R-N-D-S-B

Fluid Capacity

6.37 Liters (6.73 US qts, 5.61 Imp. qts)

Fluid Type

Toyota Genuine CVT Fluid TC

Weight (Reference)*
60.9 kg (134.3 lb)
HINT:
*: Weight shows the figure with the fluid fully filled.

Gears and Friction Discs

Item
Planetary
Gear

Sun
Gear

No. of Teeth

Specification
40

No. 1
Pinion No. of Teeth
Gear

18

No. 2
Pinion No. of Teeth
Gear

17

Ring
Gear

No. of Teeth

82

Forward Clutch

No. of Discs

Reverse Brake

No. of Discs

Drive
No. of Teeth
Reduction Gear
Gear
Driven
No. of Teeth
Gear

27
40

Drive
No. of Teeth
Pinion

17

No. of Teeth

62

Differential
Ring
Gear
Gear

No. of Differential Pinion

Torque Converter
Item

Specification

Torque Converter Type

3-element, 1-step, 2-phase

Stall Torque Ratio

2.00

MAIN FEATURES
1. The K41A CVT has achieved the following performance through the use of the
items listed below.

Item
Pulley and Belt Type Shift
Mechanism
Double Pinion Type

Fuel
Power
Driveability Quietness
Economy Efficiency

Compact
and
Lightweight

Forward/Reverse
Switching Mechanism
Torque Converter with
Low Speed Lock-up Clutch

High-pressure Oil Pump

CVT Fluid Warmer

High-pressure Hydraulic
Control Circuit (Valve
Body Unit)

Speed Ratio
Control (Shift
Control)

Belt Clamping
Force Control

Engine - CVT
Integrated
Control

Electronic Automatic Shift

Control Control
System
Acceleration
Improvement
Control
Uphill/Downhill
Shift Control

Lock-up
Control

Neutral Control

CVT SYSTEM > SYSTEM

DIAGRAM

CVT SYSTEM > PARTS LOCATION

Text in Illustration
Continuously Variable Transaxle
*1
*2 ECM
Assembly
*3 Brake Actuator Assembly

*4 Throttle Body Assembly

Skid Control ECU

Throttle Position Sensor

*5 Crank Position Sensor

*6 Engine Coolant Temperature Sensor

*7 Accelerator Pedal Sensor

*8 Stop Light Switch

*9 Air Conditioning Amplifier

*10 Shift Lock Control ECU

Shift Lock Control Unit

*11

Transmission Control Switch

Shift Lock Solenoid
P Detection Switch

Key Interlock Solenoid

*12 (Models without entry and start
system)

*13 DLC3

*14 Combination Meter Assembly

*15 Shift Position Indicator

*16 Check Engine Warning Light

*1 Solenoid Valve DS1

Text in Illustration
*2 Solenoid Valve DS2

*3 Solenoid Valve DSU

*4 Solenoid Valve SL

*5 Solenoid Valve SLS

*6 CVT Fluid Temperature Sensor

*7 CVT Fluid Pressure Sensor

*8 Transmission Revolution Sensor NIN

*9

Transmission Revolution Sensor

NOUT

*11 Park/Neutral Position Switch

*10 Transmission Revolution Sensor NT

*12

CVT Fluid Warmer (Transmission Oil

Cooler)

CVT SYSTEM > DETAILS

FUNCTION OF MAIN COMPONENTS
1. The main components of the K41A CVT system are as follows:

Component

Continuously
Variable
Transaxle
Assembly

Function

Pulley and Belt

Unit

Continuously varies the pulley ratio from

start-up to the maximum speed via the
hydraulic control.

Planetary Gear
Unit

Switches the forward or reverse movement

via the hydraulic control.

Torque
Converter

Increases the engine torque and transmits it

to the CVT.

Oil Pump

Supplies the oil pressure necessary for the

hydraulic control.

CVT Fluid
Warmer

Keeps the CVT fluid temperature optimal.

Valve Body Unit

Controls the hydraulic pressure using the

solenoid valves.

Solenoid Valve
DS1

Controls the oil inflow to the primary pulley

and sets the pulley ratio to high side.

Solenoid Valve
DS2

Controls the oil outflow from the primary

pulley and sets the pulley ratio to low side.

Solenoid Valve
DSU

Controls the engagement oil pressure of the

lock-up clutch.

Solenoid Valve
SL

Switches the usage of the solenoid valve

SLS.

Solenoid Valve
SLS

CVT Fluid
Temperature
Sensor

Controls the oil pressure of

the secondary pulley and generates
the belt clamping force.
Controls the engagement oil
pressure of the forward clutch and
reverse brake.

Detects the CVT fluid temperature.

CVT Fluid
Detects the secondary pulley oil pressure.
Pressure Sensor
Transmission
Revolution
Sensor NIN

Detects the primary pulley speed.

Transmission
Revolution
Sensor NOUT

Detects the secondary pulley speed.

Transmission

Detects the turbine speed of the torque

Revolution
Sensor NT

converter.

Park/Neutral Position Switch

Detects the shift lever position.

Shift Lock Control Transmission

Unit
Control Switch

Detects the shift lever in S.

Engine Coolant Temperature Sensor Detects the engine coolant temperature.

Throttle Position Sensor

Detects the throttle valve opening angle.

Crank Position Sensor

Detects the engine speed.

Accelerator Pedal Sensor

Detects the accelerator pedal opening angle.

Stop Light Switch

Detects the brake pedal depressed.

Skid Control ECU

Transmits the vehicle speed

and the longitudinal acceleration
signal to the ECM.
Transmits the operating states
of the ABS and VSC to the ECM.

Air Conditioning Amplifier

Transmits the operating state of the air

conditioning system to the ECM.

ECM

Drives each solenoid valve based on signals

from each sensor and switch and optimally
controls the CVT.

Combination
Meter Assembly

Shift Position
Indicator

Indicates the shift lever position.

Check Engine
Warning Light

Illuminates or blinks to inform the driver

when the ECM detects a malfunction.

2. The main components of the shift lock system are as follows:

Component
Shift Lock
Shift Lock Control Solenoid
Unit
P Detection
Switch

Function
Locks the shift lever in P.
Detects the shift lever in P.

Stop Light Switch

Detects the brake pedal depressed.

Key Interlock Solenoid*

Disables the key to be pulled out in any

position other than in P.

Shift Lock Control ECU

Controls the shift lock solenoid and the key

interlock solenoid based on signals from

each switch.
1.

*: Models without entry and start system

SYSTEM CONTROL
1. Control List
1. The electronic control system of the K41A CVT consists of the controls
listed below.

Control

Outline

Speed Ratio
Control (Shift
Control)

Shifts the pulley and belt unit to an optimal speed ratio

(pulley ratio) by controlling the oil inflow/outflow from
the primary pulley.

Belt Clamping
Force Control

Generates the belt clamping force necessary to transmit

the torque of the pulley and belt unit by controlling the oil
pressure of the secondary pulley.

Engine - CVT
Integrated Control

Controls the engine and the CVT in an integrated way,

based on lockup signals and torque down demands from
the CVT and output torque and fuel cut signals from the
engine, and offers smooth and powerful driving and
excellent fuel economy.

Automatic Shift
Control

Changes the shift range of the speed ratio according to the

shift position selected by the driver.

Acceleration
Improvement
Control

Optimizes the shift characteristics of the speed ratio based

on the driver's acceleration request determined by the
ECM to improve the acceleration feeling.

Uphill/Downhill
Shift Control

Controls to restrict the upshift or to provide appropriate

engine braking force by using the ECM to determine
whether the vehicle is traveling on uphill or downhill.

Lock-up Control

Engages the lock-up clutch from low vehicle speeds to

improve the fuel economy.

Neutral Control

Disengages the transaxle from the engine to improve fuel

economy while the vehicle is stopped.

2.

3. Speed Ratio Control (Shift Control)

1. The CVT shift mechanism controls the oil inflow/outflow from the
primary pulley in the pulley and belt unit and continuously varies the
speed ratio (pulley ratio).
2. The ECM determines the target primary pulley speed at which the optimal
speed ratio can be obtained, based on the accelerator pedal opening angle
and vehicle speed and brake signals. The ECM activates the solenoid
valves DS1 and DS2 to make the target primary pulley speed equal to the
actual primary pulley speed detected by the transmission revolution sensor
NIN, thus sifting to an optimal speed ratio in accordance with the driving
conditions.
3. When the shift mechanism is upshifting, the solenoid valve DS1 controls
the oil inflow to the primary pulley through the No. 1 ratio control valve
and sets the speed ratio to high.

4. When the shift mechanism is downshifting, the solenoid valve DS2

controls the oil outflow from the primary pulley through the No. 2 ratio
control valve and sets the speed ratio to low.

4.
5. Belt Clamping Force Control

1. The pulley and belt unit transmits the torque via the belt between the
pulleys. The belt clamping force control generates the belt clamping force
necessary to transmit the torque by controlling the oil pressure of the
secondary pulley.

2. The ECM controls the secondary pulley oil pressure through the No. 1 line
pressure modulator valve by activating the solenoid valve SLS based on
the input torque. In addition, the secondary pulley oil pressure is detected
by the CVT fluid pressure sensor, thus optimally controlling the belt
clamping force.

6.
7. Automatic Shift Control

1. The automatic shift control changes the shift range of the speed ratio in
accordance with the shift position selected by the driver.

2. When the shift lever is in D, the ECM controls the speed ratio over the
entire control area to improve the fuel economy and drivability.

3. When the shift lever is in S, the ECM controls the speed ratio by
restricting the control area on the high ratio side to improve the
acceleration response and generate an appropriate engine braking force.

4. When the shift lever is in B, the ECM controls the speed ratio by
restricting the control area to the low ratio side to generate a large engine
braking force.

8.
9. Acceleration Improvement Control
1. The acceleration improvement control optimizes the shift characteristics of
the speed ratio to improve the acceleration feeling.

2. When the driver intends to accelerate the vehicle, the ECM determines the
acceleration request from changes in the vehicle speed and the accelerator
pedal opening angle and shifts the speed ratio to increase the engine speed
and the vehicle speed linearly.

10.
11. Uphill/Downhill Shift Control
1. The uphill/downhill shift control helps shifting to an optimal speed ratio
while driving on a winding uphill or downhill road.
2. When the ECM determines uphill travel, the control restricts upshifting,
thus offering smooth driving.

3. If a signal indicating that the driver has operated the brake pedal is input
while the ECM detects downhill travel, the control downshifts the speed
ratio and generates an optimal engine braking force.

4. The actual acceleration calculated from the vehicle speed signal is

compared with the reference acceleration (based on level road travel)
stored in the ECM to determine uphill or downhill travel.

12.
13. Lock-up Control
1. The ECM engages or disengages the lock-up clutch by activating the
solenoid valve DSU based on the accelerator pedal opening angle and the
vehicle speed.

2. The CVT engages the lock-up clutch from low vehicle speeds to improve
the fuel economy. Even during deceleration, the lock-up clutch continues
to engage to the low vehicle speeds, thus expanding the engine fuel cut
area.

14.
15. Neutral Control
1. Neutral control is used to disengage the transaxle from the engine while
the vehicle is stopped. This reduces the load on the engine and improves
fuel economy.

2. When the shift lever is in D and the vehicle is stopped, the ECM semidisengages the forward clutch using the solenoid valve SLS. However,
when the ECM detects a gradient exceeding the reference value based on
longitudinal acceleration signals from the skid control ECU, the ECM
stops the neutral control.

FUNCTION

1. Shift Control Mechanism

1. A gate type shift lever is used.
2. The gate type shift lever can be manipulated only by the fore-aft and sideto-side operation. However, the movement from P to R is restricted by the
shift lock system. Under emergency conditions, the restriction can be
released by the shift lock override button.

3. The shift pattern includes P, R, N and D shift positions, and furthermore S

and B shift positions to select the shift range of the automatic shift control.

2.
3. Shift Lock System
1. In the shift lock system, the shift lock function and the key interlock
function* are controlled by the shift lock control ECU.
2. The shift lock function prevents the shift lever from being moved to any
position other than P, unless the ignition switch is ON, and the brake pedal
is depressed. This function helps to prevent unintentional acceleration.
3. The key interlock function* prevents the key from being pulled out after
the ignition switch is turned off, unless the shift lever is moved to P. Thus,
the driver is urged to park the vehicle with the shift lever in P.

4. The shift lock control ECU uses the P detection switch to detect the shift
lever position, and receives input signals from the stop light switch and
ignition switch. Upon receiving these signals, the shift lock control ECU
turns on the shift lock solenoid and the key interlock solenoid* in order to
release the shift lock and key interlock*.
1. *: Models without entry and start system

CONSTRUCTION

1. Continuously Variable Transaxle Assembly

1. The continuously variable transaxle (CVT) assembly mainly consists of

the following: a pulley and belt unit as a shift mechanism, a planetary gear
unit as a forward/reverse switching mechanism, a torque converter, a
differential, a CVT fluid warmer to keep the CVT fluid temperature
optimal, an oil pump and a valve body unit for hydraulic control.

*1 Pulley and Belt Unit

*3 Oil Pump

Text in Illustration
*2 Planetary Gear Unit
*4 Torque Converter

*5 Differential

*6 Reduction Drive Gear

*7 Reduction Driven Gear

*8 Differential Drive Pinion

*9 Differential Ring Gear

*10 Differential Pinion

2. Pulley and Belt Unit (Shift Mechanism)

1. The pulley and belt unit consists of a primary pulley, a secondary pulley
and a metal belt applied to the pulleys.
2. In the primary and secondary pulleys integrated with the piston, the pulley
groove width can be changed by each chamber's hydraulic control.

3. The metal belt consists of elements and 2 multi-layered rings which hold
the elements in a belt-shaped form.

3.
4. Planetary Gear Unit (Forward/Reverse Switching Mechanism)
1. The planetary gear unit consists of a planetary gear, forward clutch and
reverse brake.
2. A double pinion type planetary gear is used to adjust the forward and
reverse gear ratios to be almost the same, thus improving the
maneuverability while in reverse.
3. When the forward clutch is engaged, the input shaft is connected to the
planetary carrier.

4. When the reverse brake is engaged, the ring gear is fixed to the transaxle
case.

*1 Sun Gear

Text in Illustration
*2 No. 1 Pinion Gear

*3 No. 2 Pinion Gear

*4 Ring Gear

*5 Planetary Carrier

*6 Input Shaft

*7 Forward Clutch

*8 Reverse Brake

*9 Transaxle Case
5.

6. Torque Converter

1. A compact and lightweight torque converter equipped with a lock-up

function is used.

2. A damper is used for the lock-up clutch to perform the lock-up operation
from a low speed range. This improves the fuel economy and offers a
smooth shift feeling.

Text in Illustration
*2 Turbine Runner

*1

Pump Impeller

*3

Stator

*4

One-way Clutch

*5

Lock-up Clutch

*6

Damper

7.

8. Oil Pump

1. The oil pump is driven by the torque converter. It supplies operating oil
pressure for the hydraulic control.

2. The discharge volume of the oil pump has been optimized, reducing the
drive torque while ensuring the oil pressure necessary for the hydraulic
control.

Text in Illustration
*2 Drive Gear

*1

Pump Body

*3

Driven Gear

*4

*5

Stator Shaft

9.

10. CVT Fluid Warmer

Pump Cover
-

1. The CVT fluid warmer uses engine coolant to warm up the CVT fluid
quickly. Consequently, the friction losses of the CVT are quickly reduced,
thus improving fuel economy.

2. The CVT fluid warmer works as a cooler after the CVT fluid has become
heated, thus cooling down the CVT fluid.

11.
12. Valve Body Unit

1. The valve body unit consists of the upper valve body, rear upper valve
body, lower valve body and 5 solenoid valves.

Text in Illustration
*1 Rear Upper Valve Body
*2 Upper Valve Body Cover

*3 Upper Valve Body

*4 Valve Body Plate

*5 Lower Valve Body

*6 Manual Valve

*7 Solenoid Valve DS1

*8 Solenoid Valve DS2

*9 Solenoid Valve DSU

*10 Solenoid Valve SL

*11 Solenoid Valve SLS

Text in Illustration
Rear Upper Valve Body (Bottom
*1
*2 Lock-up Control Valve
View)
*3 Upper Valve Body (Bottom View) *4 Shift Valve
*5 Clutch Control Valve
*7

*6 Secondary Regulator Valve

No. 2 Line Pressure Modulator

Valve

*8 Solenoid Modulator Valve

*9 Lower Valve Body (Upper View)

*10 No. 1 Accumulator

*11 Primary Regulator Valve

*12

*13 No. 1 Ratio Control Valve

*14 No. 2 Ratio Control Valve

No. 1 Line Pressure Modulator

Valve

13. Solenoid Valves

1. The functions of each solenoid valve are outlined in the table below.

Solenoid
Type
Valve

DS1

Control

Operating
State

Duty ratio
decreases
(OFF):
Duty- Control
3-way cycle pressure
Control decreases
Duty ratio
increases
(ON):

Function

Controls the oil inflow to the

primary pulley.

Control
pressure
increases

DS2

Duty ratio
decreases
(OFF):
Control
pressure
Dutydecreases
3-way cycle
Duty ratio
Control
increases
(ON):
Control
pressure
increases

Controls the oil outflow from the

primary pulley.

DSU

Duty ratio
decreases
(OFF):
Control
pressure
Dutydecreases
3-way cycle
Duty ratio
Control
increases
(ON):
Control
pressure
increases

Controls the lock-up clutch

engagement oil pressure.

SL

OFF: Control
pressure
ON/OFF decreases
Switches the usage of the solenoid
3-way
Control ON: Control valve SLS.
pressure
increases

SLS

Current
decreases:
Control
pressure
Current increases
Linear
Control Current
increase:
Control
pressure
decreases

Controls the
secondary pulley oil
pressure.
Controls the
engagement oil pressure of
the forward clutch and
reverse brake.

14. CVT Fluid Temperature Sensor

1. A thermistor type CVT fluid temperature sensor is used.

2. The CVT fluid temperature sensor is installed in the lower valve body unit
for direct detection of the CVT fluid temperature.

15.
16. CVT Fluid Pressure Sensor
1. A piezoresistance type CVT fluid pressure sensor is used.

2. The CVT fluid pressure sensor detects the secondary pulley oil pressure to
optimally control the belt clamping force.

NOTICE:
After replacing the CVT fluid pressure sensor, the CVT or the ECM, calibration
of the CVT fluid pressure is required. For details, refer to the Repair Manual.
17.

18. Transmission Revolution Sensors

1. The functions of each transmission revolution sensor are outlined in the

table below.

Transmission
Revolution
Sensor

Type

Output
Signal

Function

NIN

Pickup
Coil

Analog
Signal

Detects the primary pulley speed from

the rotation of the timing rotor on the
primary pulley.

NOUT

NT

2.

3.
4.

5.

Hall

High/Low
Digital
Signal

Detects the secondary pulley speed

from the rotation of the reduction
driven gear.

Hall

High/Low
Digital
Signal

Detects the turbine speed from the

rotation of the timing rotor on the
forward clutch drum connected to the
torque converter turbine runner.

6.

7.

19. Park/Neutral Position Switch and Transmission Control Switch

1. The park/neutral position switch sends the P, R, N, D and B position
signals to the ECM.
2. The transmission control switch sends the S position signal to the ECM.
3. The ECM controls the CVT system in accordance with the shift lever
position signals.

4. The ECM transmits signals to the combination meter assembly for the
shift position indicator (P, R, N, D, S and B) in response to the signals
received from the switches.

OPERATION

1. Pulley and Belt Unit (Shift Mechanism)

1. In the pulley and belt unit, the hydraulic control changes the pulley groove
width, changing the belt contact radius. Thus, the pulley ratio continuously

varies in a range of 2.386 (low ratio) to 0.426 (high ratio) when the vehicle
is moving forward.

2. Planetary Gear Unit (Forward/Reverse Switching Mechanism)

1. In the planetary gear unit, the forward or reverse movement of the vehicle
is switched by switching of the hydraulic circuit via the manual valve in
the valve body unit.

2. When the vehicle is moving forward, the input shaft is connected to the
planetary carrier by the forward clutch being engaged. Thus, the engine
rotation which is input to the input shaft is transmitted to the pulley and
belt unit through the planetary carrier in the same direction of the engine
rotation.

3. When the vehicle is moving reverse, the ring gear is fixed to the transaxle
case by the reverse brake being engaged. Thus, the engine rotation which
is input to the input shaft rotates the sun gear, No. 1 and No. 2 pinion
gears as shown in the illustration. The No. 2 pinion gear moves along the
fixed ring gear and this movement is transmitted to the pulley and belt unit
through the planetary carrier in the direction opposite to the engine
rotation.

3.
4. Transaxle Power Flow

1. The engine rotation is input to the input shaft through the torque converter.
In the planetary gear unit, the forward or reverse movement of the vehicle
is switched. In the pulley and belt unit, the shifting is performed in
accordance with the pulley ratio. The engine rotation is transmitted to the
differential gear through the reduction gear.

*1 Input Shaft

Text in Illustration
*2 Planetary Gear Unit

*3 Pulley and Belt Unit

*4 Reduction Drive Gear

*5 Reduction Driven Gear

*6 Differential Drive Pinion

*7 Differential Ring Gear

- -

FAIL-SAFE
1. If the ECM detects a malfunction in the CVT system, the ECM illuminates or
blinks the check engine warning light to inform the driver.
2. The fail-safe function minimizes the loss of operability when an abnormality
occurs in a sensor or solenoid valve. For details, refer to the Repair Manual.

DIAGNOSIS

1. When the ECM detects a malfunction in the CVT system, the ECM makes a
diagnosis and memorizes the failed section. At the same time, the Diagnostic
Trouble Code (DTC) is stored in the ECM memory.
2. The DTC can be read by connecting an intelligent tester II to the DLC3. For
details, refer to the Repair Manual.