Journey Bumper-to-Bumper Training − Transaxles

LESSON 3 MPS6 AUTOMATIC TRANSAXLE

MECHANICAL TRANSAXLE COMPONENTS

Overview
The Manual Powershift 6-speed (MPS6) Dual-Clutch Transaxle is a revolutionary
new transaxle design that provides improved shift quality, and improved fuel
economy.
Identification Labels
For the 2009 model year, the MPS6 will be available on the Dodge Journey (JC)
and the Chrysler Sebring (JS).
Case Plate Number Location

0711059-MPS6

Figure 107 Transaxle Identification Labels

There are two transaxle identification labels on the MPS6 automatic transaxle.
The upper label contains two numbers. The upper number is the full part
number for the transaxle, the lower number is the traceability number. The first
character, "T," stands for traceability. Characters two through five "WBLG" identify
the component and manufacturer (Getrag MPS6). The next four characters
indicate when the transaxle was built (351 = December 17th, 7 = 2007). The
remaining characters indicate the build sequence code.
The lower label is a manufacturer label that contains the Chrysler part number,
the Getrag internal part number, and the Getrag traceability number. The Getrag
traceability number contains the transaxle manufacturing date in the center
six characters. The number shown, 171207, indicates a manufacturing date of
2007/12/17 (December 17, 2007).

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Gear Ratios
Table 5 MPS6 Gear Ratios (Journey)
Gear Input Shaft to Reverse Idler Output Shaft Overall Gear
Output Shaft Ratio to Ring Gear Ratio
Ratio Ratio
1st 3.583 4.533 16.244
2nd 2.048 4.533 9.283
3rd 1.321 4.533 5.990
4th 0.971 4.533 4.404
5th 1.097 3.238 3.551
6th 0.914 3.238 2.961
Reverse 2.167 4.843 3.238 15.683
The table above shows the gear ratios for the MPS6 transaxle.

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Housing

1 2 3

0711034-MPS6

1 Bellhousing Case Half 3 Rear Case Half Cover

2 Rear Case Half
Figure 108 MPS6 Transaxle Housing Components
The MPS6 transaxle housing includes 3 components: bellhousing and rear case
halves and a rear cover. The dual-clutch is accessed through a cover in the
bellhousing. The rear cover is removed to access the input and output shaft ends.

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Input Shafts

0711016-MPS6

1 1/3/5/R Input Shaft 2 2/4/6 Input Shaft Tone Ring

Figure 109 MPS6 Input Shafts
The MPS6 transaxle uses two input shafts; a 1/3/5/R input shaft and a 2/4/6
input shaft. The 2/4/6 input shaft is hollow and rotates on the outside of the
1/3/5/R input shaft. The input shafts engage alternating gears.
A tone ring on the 2/4/6 input shaft is used to measure 2/4/6 input shaft speed.

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0711017-MPS6

1 Front Input Shaft Support Bearing 2 Front of Transaxle

Figure 110 Front Input Shaft Support Bearing
The input shafts are supported at the front of the transaxle by a roller bearing
pressed onto the 2/4/6 input shaft.

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0711018MPS6

1 Rear Input Shaft Support Bearing

Figure 111 Rear Input Shaft Support Bearing
The input shafts are supported at the rear of the transaxle by a roller bearing
in the rear cover. The rear roller bearing is not press fit and can be removed by
hand.

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1 1

0711019-MPS6

1 Input Shaft Bearings

Figure 112 MPS6 Input Shaft Bearings
Three bearing assemblies are used to support the 2/4/6 input shaft on the
1/3/5/R input shaft. Two of the bearing assemblies are located on the shaft and
the other is located on the face of the gear.
The 1/3/5/R input shaft is hollow. Oil passes through the input shaft and exits
through a hole on the bearing race to lubricate the bearings.

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Dual-clutch

3
2

0711020-MPS6

1 2/4/6 Wet Clutch Pack 3 1/3/5/R Wet Clutch Pack

2 Retainer
Figure 113 Wet Clutch Packs In Bellhousing
The dual-clutch replaces the pressure plate, clutch assembly, and clutch
engagement hardware on a standard manual transaxle or the torque converter
on an automatic transaxle. The dual-clutch connects and disconnects the engine
from the transaxle. The dual-clutch contains two separate wet clutch packs.

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1 2

0711021-MPS6

1 2/4/6 Clutch Cover 2 1/3/5/R Clutch Cover

Figure 114 Wet Clutch Pack Hubs
Each wet clutch pack has a clutch cover. The cover provides a means for the
clutch packs to be engaged with the input shaft. The covers are held in place by a
threaded retainer.

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071122-MPS6

1 1/3/5/R Clutch Hub 2 2/4/6 Clutch Hub

Figure 115 Wet Clutch Pack Hubs and Input Shaft
Each wet clutch pack connects an input shaft to the engine when the pack is
engaged. The clutches are engaged by modulating the flow and pressure of
hydraulic fluid into the clutch chamber. One clutch engages with the 1/3/5/R
input shaft. The other clutch engages with the 2/4/6 input shaft. Because the
1/3/5/R input shaft and the 2/4/6 input shaft are connected to alternating gears,
sequential transaxle shifts can be completed by simply disengaging one clutch
from the engine and engaging the other. In some operational modes, the shift
forks are in preselected gears, so no movement of the shift forks is necessary.
This provides for faster shifts and improved shift quality.

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Dual-Clutch Outer Cover

3
2

0711025-MPS6

1 Spring Cover Retainer 2 Dual-clutch Outer Cover with

Damping Springs
3 Damping Spring Cover
Figure 116 Dual-clutch Front Cover Components
The outer cover of the dual-clutch assembly contains damping springs to reduce
vibrations that may be caused by engine power pulses.

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Dual-Clutch Front Cover

1 2

0711024-MPS6

1 Dual-Clutch Front Cover 2 Dual-Clutch Outer Cover

Figure 117 Dual Clutch Outer and Front Covers
The dual-clutch front cover seals the dual-clutch unit in the bellhousing to
prevent fluid leaks. The dual-clutch outer cover is visible in the bell housing after
the dual-clutch front cover is removed.

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Dual-Clutch Support

0711062-MPS6

1 Needle Bearing 1 Hydraulic Fluid Path

Figure 118 Dual-Clutch Support
The dual-clutch assembly is held by the dual-clutch support. The support has
two sets of needle bearings that provide the rolling surface for the dual-clutch
assembly. There are four channels machined into the clutch support that provide
hydraulic paths for the fluid entering the clutch assembly. There are five seals
that keep hydraulic fluid in the channels.

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Output Shafts
The MPS6 dual-clutch automatic transaxle uses two output shafts:
• 1st-4th output shaft
• 5th, 6th and reverse output shaft
1st-4th Output Shaft

6 2
1
7

4 3

0711026-MPS6

1 Third Gear 5 Pinion Gear

2 First Gear 6 Second Gear
3 First/Third Synchronizer 7 Fourth Gear
4 Second/Fourth Synchronizer
Figure 119 1st-4th Output Shaft
The 1st-4th output shaft contains the gears for the first through fourth gears. The
first gear is located next to the third gear and the second gear is located next to
the fourth gear on the shaft. The shaft contains the first/third synchronizer and
the second/fourth synchronizer. The alternating gear arrangement supports the
powershift function.
The 1st-4th output shaft is supported in the front of the case by caged roller
bearings and in the rear cover by sealed bearings. The rear bearing assembly
is attached to the shaft with a shaft bearing retaining bolt. The retaining bolt
has left-hand threads. The bearing assembly is held in the case by six bolts. A
bearing heater is used to reinstall the bearing assembly on the shaft. The gears
are supported on the output shaft by needle bearings caged in plastic.

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5th, 6th, and Reverse Output Shaft

2
7
8 1
6

5 4
3

0711027-MPS6

1 fifth/reverse synchronizer 5 Park Gear

2 Reverse Gear 6 Pinion Gear
3 Input Shaft Speed Sensor Tone 7 6th Synchronizer
Ring
4 Sixth Gear 8 Fifth Gear
Figure 120 5th, 6th, Reverse Output Shaft
The 5th, 6th, and reverse output shaft contains the gears for the 5th, 6th, reverse,
and park gears. The shaft contains the fifth/reverse synchronizer and the 6th
gear synchronizer. A tone ring is machined as part of the fifth gear. The tone
ring is used to measure input shaft speed. The 1/3/5/R input shaft speed can be
inferred from the tone ring because the ring spins at a fixed ratio to the input shaft
regardless of whether the 5th gear is engaged.
The 5th, 6th, and reverse output shaft is supported in the front of the case by
caged roller bearings and in the rear cover by sealed bearings. The rear bearing
assembly is attached to the shaft with a shaft bearing retaining bolt. The retaining
bolt has left-hand threads. A bearing heater is used to reinstall the bearing
assembly on the shaft. The bearing assembly is held in the case by six bolts. The
gears are supported on the output shaft by needle bearings caged in plastic.
The output shafts are hollow. Oil passes through the output shafts and exits
through holes on the bearing races to lubricate the bearings.

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Reverse Idler Gear

0711028-MPS6

1 Reverse Idler Gear (In Sealed 2 Reverse Idler Support Bearing (In
Bearing on Rear Cover) Bracket Bolted to Transaxle Case)
Figure 121 Reverse Idler Gear
The reverse idler gear transfers power from the reverse gear on the input shaft to
the reverse gear on the output shaft. The reverse idler gear is supported in the
front by needle bearings in a plastic cage that is supported by a bracket that bolts
to transaxle case. The gear is supported in the rear by needle bearings in a plastic
cage located in the rear transaxle cover.

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Synchronizers

1
2

3
4 0711029-MPS6

1 Reactor Ring 3 Blocker Ring

2 Friction Cone 4 Detent Assemblies

Figure 122 MPS6 Dual-Cone Synchronizers and Detents

The first, second, third and reverse gear use dual cone synchronizers. The dual-
cone synchronizer results in faster speed matching providing faster shifts and
better driver feel. The fourth, fifth, and sixth gear synchronizers are single cone.
The detent ball, strut spring, and strut are combined into a single assembly.
The first gear synchronizer blocker ring, reactor ring, and cone are removed
during disassembly after removing the first gear on the 1st-4th output shaft.
The synchronizer is removed while removing the shift fork. The first/third
synchronizer hub and the third gear are removed using the 1130 Bearing Splitter,
Plug 8923, and a press. The second/fourth synchronizer hub is held to the shaft
by a snap ring.
The reverse gear synchronizer cone is removed during disassembly after removing
the reverse gear from the 5th, 6th, reverse output shaft. The synchronizer is
removed while removing the shift fork. Snap rings holds the 5/R and sixth gear
synchronizer hubs on the shaft.

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Bearings

0711030-MPS6

Figure 123 Needle and Axial Bearing Assemblies

There are numerous bearings used throughout the MPS6 transaxle. Roller
bearings are used to support both ends of all shafts and the reverse idler gear.
Needle bearing assemblies are used to support the gears on the output shafts and
the dual clutch on the reaction shaft. Needle bearings assemblies are also used
to support the 2/4/6 input shaft on the 1/3/5/R input shaft. An axial bearing is
used between the gear faces of the 4/6 input gear and the fifth input gear.

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MPS6 POWERFLOW

0711032-MPS6

Figure 124 MPS6 Transaxle

While the MPS6 transaxle is revolutionary, the technology inside the transaxle is
familiar. The MPS6 uses the gearing of a 6-speed manual transaxle. Two output
shafts in constant mesh with the two input shafts and the ring gear provide
one reverse and six forward gear ratios. Only one of the output shafts transfers
power to the ring gear at any one time. The gears for speeds one through four are
located on the 1st-4th output shaft. The gears for speeds five, six, and reverse
are located on the 5th, 6th, and reverse output shaft. The shift forks that engage
and disengage the gears on the output shafts are moved using hydraulic actuators
controlled by the TCM.
The input shafts are engaged and disengaged from the engine by two wet clutch
packs contained in a single assembly located in the bellhousing. The odd clutch
pack is splined to the 1/3/5/R input shaft. The even clutch is splined to the
outer the input shaft.
The 1/3/5/R input shaft is in constant mesh with the odd-numbered gears. The
2/4/6 input shaft is in constant mesh with the even-numbered gears.

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Powershift

1 1

5 2 5 2

3 4
0711023-MPS6

1 1st gear torque application 4 Dual-clutch transaxle torque

application graph
2 2nd gear torque application 5 Drive line torque
3 Conventional manual transaxle 6 Continuous torque application
torque application graph
Figure 125 Comparative Torque Application Graph
The advantage of using a transaxle that shifts using a dual-clutch assembly is that
torque is never completely removed from the driveline during shifts. A dual-clutch
transaxle can also provide the following advantages:
• Drive modes such as creep and acceleration are tunable
• Increased efficiency due to the deletion of the torque converter
• Fewer clutch assemblies provide less drag torque and better efficiency

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First Gear

0711007-MPS6

Figure 126 MPS6 1st Gear Powerflow

In first gear, the first/third synchronizer locks the first gear to the 1st-4th output
shaft. When the clutch pack connects the engine and the 1/3/5/R input shaft,
power is transferred from the engine to the 1/3/5/R input shaft, to the first gear,
to the 1st-4th output shaft, to the ring gear, and to the differential.
Under certain driving conditions, two gears on opposite input shafts are engaged.
For example, if the transaxle is in first gear while in Drive or AUTOSTICK™ Mode,
the second/fourth synchronizer locks the second gear to the 1st–4th output shaft.
Because the 2/4/6 input shaft is not engaged, the second gear and the 2/4/6
output shaft will freewheel with as the 1st–4th output shaft rotates. When the
second gear is required, the transaxle releases the 1/3/5/R input shaft clutch and
engages the 2/4/6 input shaft clutch to complete the upshift.
Locking a second gear to an output shaft is called preselection. The Shift Fork
Preselection Table lists the driving conditions under which preselection occurs and
which gear is preselected.

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Table 6 Shift Fork Preselection (0 = no preselected gear)

AUTOSTICK™ Drive
Active Gear Preselected Gear Active Gear Preselected Gear
1st 2nd 1st 2nd
2nd 3rd 2nd 0
3rd 2nd 3rd 0
4th 3rd 4th 0
5th 4th 5th 0
6th 0 6th 0

Engine Not Running Engine Running – Vehicle Stopped

Shifter Position Preselected Gears Shifter Position Preselected Gears
P Reverse and 2nd P Reverse and 2nd
R Reverse and 2nd R Reverse and 2nd
N Reverse and 2nd N Reverse and 2nd
D Reverse and 2nd D 1st and 2nd
AUTOSTICK™ Reverse and 2nd AUTOSTICK™ 1st and 2nd
Towing the Vehicle
The MPS6 transaxle always moves to a preselected gear when the engine is not
running. To avoid damage to the dual-clutch assembly, a vehicle equipped with
an MPS6 transaxle should only be towed with the drive wheels lifted off the
ground.

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Second Gear

0711008-MPS6

Figure 127 MPS6 2nd Gear Powerflow (AUTOSTICK™ Mode)

To shift from first to second gear, the transaxle disengages the wet clutch pack
for the 1/3/5/R input shaft and engages the 2/4/6 input shaft. Because the
second/fourth synchronizer has already locked the second gear to the 1st-4th
output shaft, the transaxle shifts to second gear. Engine power is transferred to
the 2/4/6 input shaft, to the second gear, to the 1st-4th output shaft, and then to
the ring gear.
When the transaxle is operating in AUTOSTICK™ Mode, 3rd gear is preselected.

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Third Gear

0711009-MPS6

Figure 128 MPS6 3rd Gear Powerflow (AUTOSTICK™ Mode)

When operating in the second in AUTOSTICK™ Mode the third gear is already
engaged, shifting from the second to the third gear requires only that the wet
clutch pack disengage the 2/4/6 input shaft from the engine and engage the
1/3/5/R input shaft. Power is then transferred from the 1/3/5/R input shaft, to
the third gear, to the 1st-4th output shaft and then to the ring gear.
When operating in the third gear in AUTOSTICK™ Mode, 3rd gear is preselected.

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Fourth Gear

0711010-MPS6

Figure 129 MPS6 4th Gear Powerflow (AUTOSTICK™ Mode)

When operating in the third gear, the fourth gear is not preselected. An upshift to
the fourth gear requires that the shift fork move the second/fourth synchronizer
to the fourth gear position. The wet clutch pack for the 1/3/5/R input is then
disengaged from the engine and the 2/4/6 input shaft is engaged. Engine power
is transferred to the 2/4/6 input shaft, to the fourth gear, to the 1st-4th output
shaft, and then to the ring gear.
When operating in the fourth gear in AUTOSTICK™ Mode, the 3rd gear is
preselected.

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Fifth Gear

0711011-MPS6

Figure 130 MPS6 5th Gear Powerflow (AUTOSTICK™ Mode)

To shift into fifth gear during an increase in speed, the fifth/reverse synchronizer
locks the fifth gear to the output shaft, disengages the 2/4/6 input shaft and
engages the 1/3/5/R input shaft. Engine power is transferred through the
1/3/5/R input shaft, to the fifth gear, to the 5th, 6th and Reverse output shaft
and then to the ring gear.
When operating in the fifth gear in AUTOSTICK™ Mode, the 4th gear is
preselected.

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Sixth Gear

0711012-MPS6

Figure 131 MPS6 6th Gear Powerflow

To shift from the fifth gear to the sixth gear, the fifth/reverse synchronizer
unlocks the fifth gear from the 5th, 6th, and Reverse output shaft, the sixth gear
synchronizer locks the sixth gear to the 5th, 6th, and Reverse output shaft, the
1/3/5/R input shaft is disengaged from the engine, and the 2/4/6 input shaft is
engaged. Engine power is transferred through the 2/4/6 input shaft, to the sixth
gear, to the 5th, 6th and reverse output shaft and then to the ring gear.
Preselection is not used in sixth gear.

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Notes: __________________________________________________________________________

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Reverse Gear

0711013-MPS6

Figure 132 MPS6 Reverse Gear Powerflow

To shift into reverse, the wet clutch pack connects the engine to the 1/3/5/R
input shaft and the fifth/reverse synchronizer is engaged to reverse gear. Power
from the engine is transferred through the 1/3/5/R input shaft, to the reverse
gear, to the 5th, 6th and reverse output shaft to the ring gear.

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0711014-MPS6

Figure 133 MPS6 Reverse Gear Powerflow (Rear View)

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Park

0711015-MPS6

1 Park Gear 2 Park Linkage

Figure 134 Park Mechanism
When the transaxle is in park, the mechanical pawl prevents vehicle movement by
preventing rotation of the 5th, 6th and reverse output shaft.

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HYDRAULIC/ELECTRONIC SYSTEM COMPONENTS

Overview

0711068-MPS6

Figure 135 MPS6 Transaxle, Valve Body, and TCM

The components inside the MPS6 transaxle are very to those of comparable
6-speed manual transaxle. However, the MPS6 requires no driver action other
than gear selection. The mechanical work normally performed by the driver –
engaging and disengaging the clutch and moving the shift forks with the shift
lever – are performed automatically using hydraulic devices controlled by a
microprocessor.

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Hydraulic Components
Oil Pump

3 2

0711036-MPS6

1 Oil Pump Base 2 Oil Pump

3 Internal Oil Filter 4 Oil Pump
Figure 136 Oil Pump Components
The TCM engages and disengages the transaxle gears by operating solenoids which
control the flow and pressure of hydraulic fluid. Hydraulic fluid flow and pressure
is created by a pump located in the front half of the transaxle case, just behind
the bellhousing. The hydraulic fluid is directed to chambers in the dual-clutch or
to shift servos. The pressure created in these devices is converted to mechanical
energy that operates the mechanical components of the transaxle.

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0711035-MPS6

1 Hydraulic Pump Drive Gear

Figure 137 Oil Pump Gear
The oil pump provides the hydraulic flow and pressure required to operate the
transaxle. The pump is located just behind the bellhousing. The pump gear
is driven by a gear at the rear of the dual-clutch assembly. The dual-clutch
assembly is directly connected to the engine and rotates at the same speed as the
engine. A suction filter, press fit into the oil pump inlet, provides low pressure
filtering of the transaxle fluid. A pressure filter, located in the filter housing bolted
to the transaxle case provides high pressure filtering of the oil.
The internal filter is a lifetime filter. However, it must be replaced if the transaxle
is disassembled for service. The external filter has a service interval of 100,000
km (62,137 miles).

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Dual-Clutch Assembly

2
4
3

0711038-MPS6

1 Dual-clutch Cover 2 Inner Clutch Pack Cover Splined to

Input Shaft and Clutch
3 Inner Clutch Pack Cover 4 Clutch Pack
Figure 138 Dual-Clutch Assembly and Input Shaft
The dual-clutch cover is splined to, and rotates with, the engine flywheel. When
hydraulic pressure compresses a clutch, the clutch spins with the dual-clutch
cover. Each clutch pack has an inner cover that is splined to the clutches and to
one of the input shafts. When either of the clutches is engaged, the engine rotates
the clutch cover, the engaged clutch pack, the inner clutch pack cover, and the
corresponding input shaft.

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0711037-MPS6

1 Hydraulic Circuits for Dual-clutch 2 Dual-clutch Reaction Shaft

Pressure Chambers Hydraulic Channels
Figure 139 Dual-Clutch Assembly Hydraulic Circuits
There are two hydraulic chambers inside of the dual-clutch assembly. A clutch
pack is engaged when the TCM actuates solenoids that allow hydraulic fluid to
flow through the valve body and the dual-clutch support into one of the hydraulic
chambers.

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Shift Fork Actuation

Shift Forks

2
0711039-MPS6

1 1/3 Shift Fork 3 6th Gear Shift Fork

2 5/R Shift Fork 4 2/4 Shift Fork
Figure 140 Shift Forks
There are four shift forks in the MPS6 transaxle. One for each synchronizer
sleeve. Moving the shift forks engage and disengage the transaxle gears.

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Shift Fork Servos

1
2

0711040-MPS6

1 Rear Shift Fork Servos 2 Front Shift Fork Servos

Figure 141 Front and Rear Shift Fork Servos
The shift forks are controlled by hydraulic servos. Each shift fork is operated by
two servos located on opposite ends of the shift fork. When a shift is required,
the TCM actuates solenoids that direct hydraulic fluid into a servo. The pressure
of the hydraulic fluid pushes against a piston in the servo. The piston pushes
against the shift fork and engages or disengages the gear. As the shift fork moves,
fluid is pushed out of the servo on the opposite side of the shift fork.

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Electrical and Electronic Components

TCM

0711041-MPS6

1 Input Shaft Speed and Clutch Fork 4 Solenoid Body

Position Sensors
2 TCM 5 Valve Body
3 Transaxle Range Sensor
Figure 142 Transaxle Control Module Assembly (TCMA)
The TCMA contains the microprocessor and most of the sensors required to
operate the transaxle. The engine speed sensor, located behind the dual-clutch
assembly, is the only remote sensor in the transaxle. A fault in any of the sensors
and solenoids that are part of the TCMA requires replacement of the TCMA.
The TCM, valve body, and sensors (except for the engine speed sensor) bolt
together and are removed and installed in the transaxle as a single assembly
called the Transaxle Control Module Assembly (TCMA).
Gear Engagement/Disengagement
The TCM processes the information received from the sensors and the data bus
and determines the best operating parameters for the transaxle. The TCM then
actuates the various output devices required to place the transaxle into the correct
operating mode.

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REVERSE SWITCH?
A931 FOR JS
11.4 AMPS T16 FOR JC LINE PRESSURE SOLENOID
6
11
3.8MA F901 FOR JS COOLING FLOW CLUTCH SOLENOID
F1 FOR JC

SHIFT COOLING MULTIPLEX SOLENOID

CCN
FET SHIFT SELECT SOLENOID 1
HVAC, DOORS,
RADIO....
SHIFT SELECT SOLENOID 2

T5
AUTO STICK UP A3 20 CLUTCH SHIFT PRESSURE SOLENOID 1
- +
T44
AUTO STICK DOWN A2 16 CLUTCH SHIFT PRESSURE SOLENOID 2

Shifter
BATTERY
E12 CLUTCH SHIFT MULTIPLEX SOLENOID 1
CURRENT = 0.25A
bulb
CLUTCH SHIFT MULTIPLEX SOLENOID 2
Z921

Trans Controller
FET
SWITCHED BATTERY FEED
UNLOCK/RUN/START A4
B2 HYBRID TEMP
C2

B1 C1 HYDRAULIC TEMP
Z907
TIPM 7 FOR JC
TIPM 6 FOR JS

PRESSURE SENSOR
K321 (FOR CLUTCH 1)
WINFOBIK
T824
PRESSURE SENSOR
(FOR CLUTCH 2)
TIPM

(ENGINE)
SPEED
CAN C D64 SENSOR
2 (-)
INPUT
5 (+) SHAFT
D65 SPEED
SENSOR 1

Brake Switch INPUT

SHAFT
SPEED
SENSOR 2
+Batt
Engine Controller

1st B16
+ Ign
2nd
gnd 1/3
B15
Z901 SHIFT FORK
19 SENSOR

IGN. RUN/START FEED F202 2/4

smart relay
controller

relay SHIFT FORK

SENSOR

MAIN RELAY CONTROL K51

5/R
SHIFT FORK
SENSOR
main relay

30A F342
uP

6/x
SHIFT FORK
SENSOR

D693
(under dash)

TRANSMISSION
connector

4 (-)
banana

RANGE
9 (+) SENSOR
D683
Special CAN C
(for calibrations)

Transmission
0711061-MPS6

Figure 143 MPS6 TCM Schematic

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Sensors and Input Information

22 1
DNR
20
21 2 3 4 5

19 23
P
R

6 -

+
N
D

17 18

15

7
0 R
3 4 R
I
S

1 2 5 6
°C f f
A
8
16 14 13 12 11 10 9
B

0711031-MPS6

A Electrical Linkage B Mechanical Linkage

1 Instrument Cluster 13 Transaxle Fluid Temperature
Sensor
2 PRNDL Display 14 Clutch Pressure Sensors
3 Buzzer 15 TCM
4 Warning Lamp 16 Ignition Switch
5 Malfunction Indicator Lamp (MIL) 17 Accelerator Pedal Position Sensor
6 Shift Lever 18 Brake Pedal Position Sensor
7 Actuators 19 Powertrain Control Module (PCM)
8 Parking Lock 20 Engine
9 Transaxle Range Sensor (TRS) 21 Wheel Speed Sensors
10 Shift Fork Position Sensors 22 ABS/ESP Control Module
11 Engine (Clutch Housing) Speed 23 Controller Area Network C (CAN-C)
Sensor Bus
12 Input Shaft Speed Sensors
Figure 144 TCM Inputs and Outputs

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Journey Bumper-to-Bumper Training − Transaxles

The MPS6 transaxle uses the following sensors to collect operational information:
• Transaxle Range Sensor (TRS)
– Six Hall-effect sensors in a single assembly provide information regarding
the currently selected gear
– The sensor assembly contains a redundant set of sensors that provide
self-test capabilities.
• Engine (Dual-Clutch Assembly) Speed Sensor
– A Hall-effect sensor provides information regarding engine speed based
on the rotational speed of the dual-clutch housing
• Input Shaft Speed Sensors
– Two Hall-effect sensors provide information regarding the rotational
speed of the 1/3/5/R and the 2/4/6/input shafts.
– The 1/3/5/R sensor vanes are located on the 5/6/R output shaft.
• Shift Fork Position Sensors
– Four Hall-effect sensors that provide analog signals regarding the
position of the 1/3, 2/4, 5/R and 6th gear shift forks.
• Transaxle Fluid Temperature Sensors
– Two thermistor-type sensors provide information regarding the
temperature of the transaxle fluid.
• Clutch Pressure Sensor 1
– A piezoelectric sensor provides information regarding the pressure in the
apply chamber of the 1/3/5/R input shaft.
• Clutch Pressure Sensor 2
– A piezoelectric sensor provides information regarding the pressure in the
apply chamber of the 2/4/6 input shaft.
Information is also collected from the Controller Area Network C (CAN-C) network,
including (but not limited to):
• Engine Speed
• Accelerator Pedal Position
• Brake Pedal Position
• Anti-Lock Brake System (ABS) Application
• Traction Control System
• Electronic Stability Program (ESP)

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Engine Speed Sensor

0711042-MPS6

1 Engine Speed Sensor

Figure 145 Engine Speed Sensor
The engine speed sensor, located behind the dual-clutch assembly in the
bellhousing, is a Hall-effect sensor used to measure the rotational speed of the
dual-clutch cover. Because the dual-clutch is mechanically connected to the
engine, the revolutions of the dual-clutch cover are equal to that of the engine.
A magnet in the sensor creates a magnetic field that is distorted when iron is
placed in front of the sensor tip. The distortion of the magnetic field causes a
small change in the amount of an electrical current that flows through the Hall-
layer in the sensor. As the clutch cover rotates, vanes cut into the clutch cover
alternately distort and then straighten the magnetic field causing a pulsing
current in the Hall-layer. A small processor in the sensor converts this pulsating
signal into a square wave that is sent to the processor in the TCM.
The TCM uses the engine speed sensor to:
• compare the engine rpm value measured to the bussed message from the
Powertrain Control Module (PCM).
• determine the rate of clutch application and shift fork actuation.
• measure the amount of slip occurring in the clutch packs.

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Journey Bumper-to-Bumper Training − Transaxles

Input Shaft Speed Sensors

4 3

2
1

0711043-MPS6

1 2/4/6 Input Shaft Speed Sensor 3 1/3/5/R Input Shaft Tone Wheel
2 2/4/6 Input Shaft Tone Wheel 4 1/3/5/R Input Shaft Speed Sensor
Figure 146 Input Shaft Speed Sensors
The input shaft speed sensors are also Hall-effect sensors. They measure the
speed of the shafts at tone wheel vanes machined into the shafts. The tone wheel
vanes used to measure the speed of the 1/3/5/R input shaft are machined as part
of the fifth gear on the 5th, 6th, and Reverse output shaft. The 1/3/5/R input
shaft speed can be inferred from the tone wheel because it spins at a fixed ratio
to the input shaft regardless of whether the 5th gear is engaged. The tone wheel
vanes used to measure the speed of the 2/4/6 input shaft are machined into the
2/4/6 input shaft between the fourth and sixth input gears.
The TCM uses the speed of the input shaft sensors to:
• verify that the transaxle is in gear.
• measure the amount of slip occurring in the clutch packs.

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Clutch Pressure Sensors

0711052-MPS6

1 Clutch Pressure Sensor 1 Inlet 2 Clutch Pressure Sensor 2 Inlet

Figure 147 Clutch Pressure Sensor Ports
The clutch pressure sensors measure the pressure of the hydraulic fluid in the two
clutch chambers. When a shift occurs, the TCM uses the clutch pressure sensor
to regulate the flow of hydraulic pressure into the chamber. The clutch pressure
sensor is used to modulate the amount of clutch application, verify that the shift
circuits are operating correctly, and detect internal fluid leaks.

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Notes: __________________________________________________________________________

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Shift Fork Position Sensors

2
3

0711045-MPS6

1 2/4 Shift Fork Position Sensor 3 2/4 Shift Servo (Extended)

2 4th Gear Magnet 4 2nd Gear Magnet
Figure 148 Shift Fork Position Sensor Operation
The shift fork position sensors are Hall-effect sensor used by the TCM to verify
that the transaxle is in the correct gear. The Hall-sensor provides an analog signal
to the TCM based on the position of magnets that are mechanically attached to
the shift forks. There are two magnets attached to each shift fork. The magnets
align with the sensors when they are at the end of their travel. When the sensor is
between the two magnets, the shift fork is disengaged.

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Journey Bumper-to-Bumper Training − Transaxles

2
1

3
4

0711044-MPS6

1 6th Gear Shift Fork Position 3 2/4 Shift Fork Position Sensor
Sensor
2 1/3 Shift Fork Position Sensor 4 5/R Shift Fork Position Sensor
Figure 149 Shift Fork Position Sensors
When the vehicle is started, the TCM reports the current shift position by reading
the values of each of the shift fork position sensors. During a shift, the TCM
verifies that the correct shift fork was actuated by monitoring the voltage change
at the shift fork position sensor.

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Transaxle Fluid Temperature Sensors

0711055-MPS6

1 Transaxle Fluid Temperature

Sensor Port
Figure 150 Transaxle Fluid Temperature Sensor Port
The fluid temperature sensors are thermistors used to measure the temperature
of the transaxle oil. The transaxle fluid temperature sensors are located in the
TCM and sample oil from a port machined into the solenoid body. The second oil
temperature sensor is called a hybrid oil temperature sensor.
The TCM uses transaxle fluid temperature to determine the amount of clutch
cooling required and to determine the temperature of the controller.
The TCM compares the value of the primary fluid temperature to the value of
the hybrid temperature sensor. If the values are not similar, a fluid temperature
sensor plausibility code will be set.

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Journey Bumper-to-Bumper Training − Transaxles

Transaxle Range Sensor

0711046-MPS6

1 Transaxle Range Sensor 2 Magnetic Strip

Figure 151 Transaxle Range Sensor
The transaxle range sensor contains six Hall-effect sensors used to determine
the gear selected by the driver. The sensors are triggered by a magnetic strip on
a wheel that is placed closed to the sensor tips. The transaxle range sensor is
located on the TCM.
The TRS also contains a redundant layer of sensors that is used to verify correct
sensor operation.

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Journey Bumper-to-Bumper Training − Transaxles

Solenoids

1 2 3

9 8 7 6 5 4

0711051-MPS6

1 Clutch Shift Pressure Solenoid 2 6 Shift Selection Solenoid 1

(2/4/6 Input Shaft)
2 Clutch Shift Pressure Solenoid 1 7 Shift Selection Solenoid 2
(1/3/5/R Input Shaft)
3 Clutch Shift Multiplex Solenoid 2 8 Clutch Shift Multiplex Solenoid 1
4 LPS 9 Shift Cooling Multiplex Solenoid
5 Clutch Cooling Flow Solenoid
Figure 152 Hydraulic Control Solenoids
Electronically-controlled solenoids are used to operate the valves which control
the flow of hydraulic fluid through the transaxle. The hydraulic flow engages
the clutches, controls the shift forks, and lubricates and cools the internal
components.

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Valves

14

13 2
12
3

11
4

10
9 5

6
0711054-MPS6

1 Clutch Cooling Regulator Valve 8 Odd/Even Control Valve

2 Cooling Shuttle Valve 9 Line Pressure Cut Valve
3 Lube Blow Off Valve 10 Clutch Shift Multiplex Valve
4 Thermostatic Cooler Bypass Valve 11 Shift Selector Control Valve
5 Cooler Bypass Valve 12 Shift Control Shuttle Check Ball
6 Actuator Blow Off Valve 13 Line Pressure Blow Off Valve
7 Actuator Control Valve 14 Line Pressure Main Regulator
Valve
Figure 153 Hydraulic Valves

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Notes: __________________________________________________________________________

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Journey Bumper-to-Bumper Training − Transaxles

HYDRAULIC/ELECTRONIC SYSTEM OPERATION

TCM Operation
The TCM uses sensor data to activate and deactivate hydraulic solenoids that
route hydraulic fluid to the various components that operate the transaxle.
Solenoids are used to, maintain line pressure, engage the clutch packs, operate
shift mechanisms, and direct fluid onto the clutches for cooling.
After the TCM executes a command, it rereads the temperature, pressure, and
position sensors to verify that the hydraulic solenoids are operating correctly.
The following devices, located in the valve body, are used to control the flow of
hydraulic fluid:
• 9 Solenoids
– 2 Normally-Closed Direct Acting Spool-Type Variable Force Solenoids
▪ Clutch Control Solenoids
▪ Pressure Range: 0–15 Bar (0 – 217.6 Psi)
▪ Oil Flow Range: Max. 16 L/Min (16.9 Qt/Min)
– 2 Normally Open Seat-Type Variable Bleed Solenoids
▪ Line Pressure and Clutch Cooling Flow Solenoids
▪ Pressure Range : 0 – 9 Bar (0–130.1 Psi)
– 5 Normally Closed On/Off-Type Solenoids
▪ Shift and Shift Multiplex Solenoids
• 10 Spool Valves
– 1 Line Pressure Regulator
– 1 Flow Rate Regulator (Not Pressure Compensated)
▪ Flow Range : 0-20 L/Min (0–21.1 Qt/Min) For Clutch Cooling
– 1 Thermostatically Controlled Cooler Bypass Valve (Cooler Bypass Closed
@ 75 °C [167°F])
– 7 Shuttle Spool Valves
• 1 Constant Pressure Regulator (Seating Type)
• 2 Ball-Type Check Valves
• 1 Double Ball Check Valve
• 1 Differential Pressure Bypass Valve For the Pressure Filter
• 1 Accumulator
• 37 Calibrated Orifices

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Journey Bumper-to-Bumper Training − Transaxles

Hydraulic Schematic

FPS1 FPS2 FPS3 FPS4

CL2 CL1
Clutch Clutch
N N N N
5 R 3 1 2 4 X 6

CPS CPS AC1 AC2

CSM2 SHCMS CL2

CSM1
CSMS1 Clutch
CSMS2
CL1
OEC Clutch

CSPS2 CSPS1 CS
SHS1 SHS2

SHSS1 SHSS2

CPCUT
CCFS

CCFR

LPS

Solenoids Systems Gear selection

TSV
LPR
Valves
M Clutch Control Clutch Cooling
LUBE Flow or pressure
Main Pressure Cooling
Control signal

0711050-MPS6

Figure 154 MPS6 Hydraulic/Electric Schematic

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Journey Bumper-to-Bumper Training − Transaxles

Legend
The components used to control hydraulic flow are:
Table 7 Hydraulic Actuators
Sub-system Component Component Name
Acronym
Clutch Engagement CSM1 Clutch Shift Multiplex (Valve 1)
CSM2 Clutch Shift Multiplex (Valve 2)
CSPS1 Clutch Shift Pressure Solenoid 1
CSPS2 Clutch Shift Pressure Solenoid 2
CSMS1 Clutch Shift Multiplex Solenoid 1
CSMS2 Clutch Shift Multiplex Solenoid 2
CPCUT Clutch Pressure Cut-off (Valve)
CPS Clutch Pressure Sensor

Line Pressure LPS Line Pressure Solenoid

LPR Line Pressure Regulator

Oil Cooling TSV Thermostat Valve

LUBE Lubrication

Shift Fork AC1 Actuator Control (Valve 1)

Actuation
AC2 Actuator Control (Valve 2)
SHS1 Shift Selector (Valve 1)
SHS2 Shift Selector (Valve 2)
SHSS1 Shift Selector Solenoid 1
SHSS2 Shift Selector Solenoid 2
SHCMS Shift Cooling Multiplex Solenoid
OEC Odd Even Control (Valve)
FPS Fork Position Sensor

Clutch Cooling CS Cooling Shuttle (Valve)

CCFR Clutch Cooling Flow Regulator
CCFS Clutch Cooling Flow Solenoid

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Journey Bumper-to-Bumper Training − Transaxles

Hydraulic Controls
The TCM in the MPS6 dual-clutch transaxle actuates various solenoids to move
valves that control the flow of hydraulic fluid through the transaxle. There are five
primary hydraulic subsystems in the transaxle:
• Line Pressure
• Oil Cooling and Lubrication
• Clutch Engagement
• Shift Fork Actuation
• Clutch Cooling

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Journey Bumper-to-Bumper Training − Transaxles

Line Pressure Subsystem

2
3
0711063-MPS6

1 Pump Pressure to LPR 3 Regulated Hydraulic Leak

2 Control Pressure to LPR
Figure 155 Line Pressure Subsystem
The line pressure subsystem contains the Line Pressure Regulator (LPR) valve
and the Line Pressure Solenoid (LPS). The pump sends hydraulic fluid to the LPS
and one side of the LPR. The fluid sent to the LPS creates hydraulic pressure that
opens a regulated leak in the hydraulic system. This regulated leak reduces line
pressure.
The LPS is normally open. If no current is present, full pump pressure is sent to
the opposite side of the LPR. This results in maximum line pressure.
The TCM uses a Pulse Width Modulated (PWM) electrical pulse to open and close
the LPS and modulate the hydraulic control pressure to the LPR. Increased
current to the solenoid reduces the pressure of the hydraulic control signal. The
reduced pressure of the control signal increases the size of the regulated opening
in the LPR, reducing line pressure.
The control pressure created by the LPS varies between 0.5 - 9 bar (7.3 -130.5 psi).
Transaxle line pressure can range between 5 - 18 bar (72.5 - 261.0 psi).
The LPS operates in a current range of 0.0 - 1500 milliamps (mA). 0.0 mA
commands maximum line pressure. 1500 mA commands minimum pressure.
If power to the solenoid is lost, line pressure may reach a maximum of 21.0 bar
(304.6 psi).

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Journey Bumper-to-Bumper Training − Transaxles

Oil Cooling and Lubrication Subsystem

2
3

0711064-MPS6

1 Thermal Shuttle Valve (TSV) 3 External Oil Filter with Bypass

2 Transaxle Parts Lubrication 4 Transaxle Oil Cooler
Figure 156 Oil Cooling Subsystem
The line pressure flows to the transaxle components and the Thermal Shuttle
Valve (TSV). The TSV is controlled by a wax element mechanism that controls
the bypass flow of the transaxle oil cooler. The TSV is a normally open valve.
When the valve is open, the transaxle fluid bypasses the cooler, although some oil
always flows through the cooler to prevent cooler freeze-up. When the oil reaches
75ºC (167ºF), the valve starts to close (completely closed at 80°C [176ºF]) and the
transaxle oil is forced through the cooler.
The fluid then flows to the external pressure filter. The filter contains a bypass
valve that opens if the filter becomes clogged.

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Notes: __________________________________________________________________________

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Journey Bumper-to-Bumper Training − Transaxles

Clutch Engagement Subsystem

0711104-MPS6

Figure 157 Shifting into an Even Gear

Clutch Shift Pressure Solenoids 1 and 2 (CSPS1 and CSPS2) control the hydraulic
engagement of the clutches and shift forks movement. CSPS1 controls clutch 1
which engages the 1/3/5/R input shaft and CSPS2 controls clutch 2 which
engages the 2/4/6 inputs shaft.
For example, as the vehicle is operating in first gear, the TCM is sending a PWM
signal to CSPS1 to regulate the amount of current to the solenoid. The varying
solenoid current regulates the amount of pressure reaching the clutch, keeping it
engaged. At the same time, the TCM sends a smaller amount of current to CSPS2.
This small amount of current provides enough oil to keep the clutch chamber full
but not enough to engage the clutch, allowing for faster shifts.
The TCM retains approximately 0.4 bar (5.8 psi) of pressure in the non-engaged
clutch to keep the chamber full. When the TCM determines that the clutch
must be applied, pressure is increased. The clutch engages at a pressure of
approximately 1.0 - 1.6 bar (14.5 psi - 23.2 psi).
When no shift is occurring, the Clutch Shift Multiplex Solenoids (CSMS1 and
CSMS 2) are off. CSMS1 and CSMS2 are on/off solenoids.

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Journey Bumper-to-Bumper Training − Transaxles

When the transaxle shifts from an odd to an even gear and there is no preselected
gear, the following sequence of events occurs:
1. The TCM closes both clutches to define the speed of 2/4/6 input shaft in
relation engine speed.
– This doesn't affect operation because no even gear is engaged.
2. CSMS2 is switched on to route fluid to the shift system.
3. Shift Fork Actuation Occurs
– CSPS2 PWM and pressure are increased to provide approximately 12 bar
(174.0 psi) to the shift fork system.
– Shift solenoids and valves are actuated to select the correct gear.
– The TCM verifies shift fork position.
4. CSPS2 PWM and pressure are reduced.
5. The shift system is deactivated and CSMS2 is turned off.
6. CSPS2 increased to engage 2/4/6 clutch until the stroke point is reached.
– The stroke point is the point at which the gear begins to engage and
input shaft torque is greater than 5 nm (3.69 ft. lbs.)
– This occurs when clutch pressure is approximately 1.4 – 1.7 bar
(20.3 - 24.7 psi) but is unique for each transaxle
7. CSPS1 is decreased to disengage the 1/3/5/R clutch and CSPS2 is
increased to engage the 2/4/6 clutch.
If the next gear is preselected, only steps 6 and 7 are required.

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Journey Bumper-to-Bumper Training − Transaxles

0711067-MPS6

Figure 158 Shifting into an Odd Gear

When the transaxle shifts from an even to an odd gear and there is no preselected
gear, the following sequence of events occurs:
1. The TCM closes both clutches to define the speed of 1/3/5/R input shaft in
relation engine speed.
– This doesn't affect operation because no odd gear is engaged.
2. CSMS1 is switched on to route fluid to the shift system.
3. Shift Fork Actuation Occurs
– CSPS1 PWM and pressure are increased to provide approximately 12 bar
(174.0 psi) to the shift fork system.
– Shift solenoids and valves are actuated to select the correct gear.
– The TCM verifies shift fork position.
4. CSPS1 PWM and pressure are reduced.
5. The shift system is deactivated and CSMS2 is turned off.
6. CSPS1 increased to engage 1/3/5/R clutch until the stroke point is
reached.
– The stroke point is the point at which the gear begins to engage and
input shaft torque is greater than 5 nm (3.69 ft. lbs.)
– This occurs when clutch pressure is approximately 1.4 – 1.7 bar
(20.3 - 24.7 psi) but is unique for each transaxle
7. CSPS2 is decreased to disengage the 2/4/6 clutch and CSPS1 is increased
to engage the 1/3/5/R clutch.
If the next gear is preselected, only steps 6 and 7 are required.

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Journey Bumper-to-Bumper Training − Transaxles

Clutch Pressure Cutoff

The Clutch Pressure Cutoff (CPCUT) valve acts as a safety valve only. CPCUT
removes pressure from the clutches in case of emergency (TCM concern, loss of
electric power, etc.).

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Journey Bumper-to-Bumper Training − Transaxles

Shift Fork Subsystem

0711065-MPS6

1 SHCMS Control Signal 3 CSMS1 Control Signal

2 SHSS Control Signal
Figure 159 Shifting into First Gear
The shift forks are controlled using multiple solenoids and valves. Shift Select
valve 1 (SHS1) routes the transaxle oil to the shift forks that operate the 5/R
shift fork and the 2/4 shift fork. Shift Select valve 2 (SHS2) routes the transaxle
oil to the shift forks that operate the 1/3 shift fork and the 6th gear shift fork.
SHS1 and SHS2 are controlled by a hydraulic control pressure from Shift Select
Solenoids 1 and 2 (SHSS1 and SHSS2) operated by the TCM. SHSS1 and SHSS2
are normally closed, on/off solenoids.
The Odd/Even Control (OEC) valve then determines whether to send the oil to the
odd shift fork (5/R or 1/3) or the even shift fork (2/4 or 6th gear). The OEC valve
is controlled by a hydraulic pressure from CSMS1. When clutch 1 is applied,
CSMS1 is off and hydraulic control pressure to the OEC valve is zero. When the
pressure is zero, the OEC valve routes the hydraulic fluid to the even shift forks.
When clutch 2 is applied, CSMS1 is on and hydraulic control pressure is sent to
the OEC valve. The OEC valve then routes the hydraulic fluid to the odd shift
fork.
Actuator Control Valves 1 and 2 (AC1 and AC2) are used to control the direction of
shift fork movement. AC1 and AC2 are controlled by the Shift Cooling Multiplex
Solenoid (SHCMS). The SHCMS is a normally closed, on/of solenoid. When the
SHCMS is on, it sends a control pressure to AC1 and AC2. This causes the shift
fork piston that is supplied with oil to move to the right (as shown in the hydraulic
schematic). When the SHCMS is off, the control pressure is removed and the shift
fork that is supplied with oil moves to the left.

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Journey Bumper-to-Bumper Training − Transaxles

Example 1
If SHSS1 is on, hydraulic pressure will be sent to gears 2,4,5 or reverse. If CSMS1
is on, the OEC is receiving control pressure and the hydraulic pressure will be
sent to one of the odd gears, 5 or reverse. If the SHCMS is on, the transaxle fluid
is routed so that the shift fork will move to the right, engaging reverse gear. See
illustration at right
Example 2
If SHSS2 is on, hydraulic pressure will be sent to gears 1,3, or 6. If CSMS1 is off,
there is no pressure to the OEC and the hydraulic pressure will be sent to the
even gear, 6. If the SHCMS is off, the transaxle fluid is routed so that the shift
fork will move to the left, disengaging 6th gear.
Shift Scenarios
What gear would be engaged under the following conditions (answers are located
on the bottom of the page):
Scenario 1
SHSS1 is on.
CSMS1 is off.
SHCMS is on.
Scenario 2
SHSS2 is on.
CSMS1 is on.
SHCMS is on.

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Journey Bumper-to-Bumper Training − Transaxles

Clutch Cooling Subsystem

1 2

3
0711066-MPS6

1 CSMS1 Control Signal 2 Regulated Cooling Flow to

Clutch 1
3 CCFS Control Signal
Figure 160 Regulated Cooling to Clutch Cooling Subsystem
Transaxle oil is used to cool the clutches. Each clutch has a separate cooling
pathway. The inactive clutch receives a fixed amount of oil for cooling. The
amount of oil sent to the active clutch is regulated. This is because too little oil
causes the active clutch to overheat, but too much oil creates drag on the clutch
and reduces the efficiency of the transaxle.
The amount of fluid sent to the active clutch is controlled by the Clutch Cooling
Flow Regulator Valve (CCFR). The amount of fluid that the CCFR allows through
to the active clutch is controlled by the control pressure received from the Clutch
Cooling Flow (CCFS) solenoid. The CCFS is a normally open solenoid.
The TCM sends a variable pulse width modulated signal to the CCFS to control
the average amount of current the CCFS receives. There are three levels of clutch
cooling:
Table 8 Clutch Cooling Levels
CCFS Control Signal Pressure Cooling Level
0.0 - 2.0 bar (0.0 - 29.0 psi) Maximum Cooling
2.0 - 3.0 bar (29.0 - 43.5 psi) No Cooling
3.0 - 5.0 bar (43.5 - 72.5 psi) Medium Cooling
The CCFS is a normally open solenoid. As the on-time of the pulse width
modulated signal from the TCM increases, the hydraulic pressure signal created
by the solenoid decreases.

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Journey Bumper-to-Bumper Training − Transaxles

The position of the Cooling Shuttle (CS) valve determines which clutch receives
regulated oil flow. The position of the CS valve is determined by CSMS1 and
CSMS2 when the transaxle is shifting. The position of the CS valve is determined
by the SHCMS when the transaxle is in gear (not shifting). If no control pressures
are sent to the CS valve, Clutch 2 will receive the regulated oil flow.
CSMS 1 and CSMS 2 send control pressure to opposite sides of the CS valve. If
the transaxle is shifting into an even gear, CSMS1 is on and control pressure
is sent to the right side of the CS valve (as seen in the diagram). This sends
regulated oil flow to clutch 2. If the transaxle is shifting into an odd gear, CSMS1
is on and control pressure is sent to the right side of the CS valve. This sends
regulated oil flow to clutch 1.
When the transaxle is in gear (not shifting) and the SHCMS is off, there is no
control pressure sent to the CS valve and regulated oil flow is sent to clutch 2. If
the SHCMS is on, control pressure is sent to the CS valve and regulated oil flow is
sent to clutch 1.

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Journey Bumper-to-Bumper Training − Transaxles

Fail-Safe Function

2 1

0711067-MPS6

1 CCFS Control Pressure 2 CPCUT Valve

Figure 161 Clutch Pressure Cutout Circuit
The CCFS also provides a means to disengage the clutch assembly in the event
of an electrical transaxle concern. The hydraulic control signal from the CCFS
is sent to the Clutch Pressure Cutout (CPCUT) Valve. Because the solenoid is
normally open, the pressure of the hydraulic control signal will increase to its
maximum (greater than 7.5 bar [108.8 psi]) if the transaxle or the TCM loses
power. This causes the CPCUT valve to open and removes hydraulic pressure
from the clutch circuits.

200