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BY WAYNE COLONNA The newest transmission technology provides nearly unnoticeable torque converter clutch application. As is often the case, an appreciation of how it works will help you understand why if something goes wrong.
Slip-Sliding Away:
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iagnostic trouble code P1870 (Transmission Component Slippage) is a General Motorsspecific code whose set parameters are determined by transmission type and engine size. The PCM monitors and compares engine speed to vehicle speed after the converter clutch has been commanded ON in either high gear or Overdrive. Should the expected rpm ratio exceed predetermined parameters, DTC 1870 sets. And upon doing so, the PCM elevates the transmission main line pressure and stops converter clutch apply. In some instances, the PCM also will inhibit 4th gear and may or may not illuminate the MIL. This really is an added safety strategy, as the PCM had already monitored the upshifts and determined all was well through those ranges. Once the vehicle has made it to a cruise state, the PCM then begins to monitor the vehicles cruise ratio. If at some point the transmission begins to slip, P1870 sets and line pressure is elevated in an attempt to stop any further slippage and prevent further damage. This would explain why DTC 1870 is often accompanied by a complaint of a hard 1-2 upshift. When this code sets, it could have any number of causes, ranging from the sump running low of fluid to a malfunctioning torque converter. Take a GM 4L60-E transmission, for example. When its in Overdrive, the forward clutch and the 3-4 clutches are applied, as well as the 2-4 band. Now add the converter clutch. This is what the PCM monitors at cruise. If the ratio breaks away, the cause could be any of three components, the hydraulics that operate them or the electronics that control them. Fortunately, experience has shown that in most cases, the cause can be traced to some form of converter clutch failure as a result of valve body concerns. With GMs 4L80-E transmission, this code has usually been the result of a cracked converter clutch piston. Strategies for delivering power directly from the crankshaft into an automatic transmission have ranged from a purely mechanical connection via a high clutch drum and shaft transmitted through a damper plate assembly, to an actual clutch apply, all taking place inside the
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Fig. 1 torque converters fluid coupling. The converter clutch apply method has been the strategy of choice among vehicle manufacturers. This strategy has gone through several changes through the years, and the GM 4L60-E transmission is a good example of a transmission that has gone through redesigns to accommodate these changes. From 1993 to 1994, the 4L60-E utilized a simple ON/OFF solenoid in conjunction with an encapsulated check ball assembly at the tip of the input shaft. The solenoid turned the clutch on and off while the check ball assisted in a controlled apply of the clutch (Fig. 1, above). To enhance converter clutch engagement for improved fuel economy, a pulse width modulated (PWM) torque converter clutch (TCC) solenoid was added to the system in 1995 (Fig. 2). This required a change in the pump assembly and valve body to accommodate the required hydraulics. (The acronym PWM is cast into the pump cover for easy identification.) With these changes, the PCM provides a duty cycle to this PWM solenoid, which in turn regulates the pressure in the TCC hydraulic circuit, allowing the torque converter clutch to apply gradually. The amount of slip that occurs during the apply is proportional to the duty cycle (Figs. 3, 4 and 5, page 38). The construction of the PWM solenoid is such that when the solenoid is completely turned off, feed pressure (AFL) to the solenoid is blocked at the solenoid. When the solenoid is dutycycled, it opens to a circuit that allows pressure to act on the isolator valve. This increases the spring tension acting on the TCC regulator valve, which then increases regulated TCC apply pressure. Fig. 6 on page 40 provides a 100-millisecond snapshot taken from a dualchannel scope to capture the TCC and PWM solenoids soon after converter clutch apply was commanded. You can see in Channel 1 that the TCC solenoid has been pulled to ground. This is the command that applies the torque converter clutch. Channel 2 is the command to the PWM solenoid that controls the feel of the clutch apply. The PCM operates this solenoid with a negative duty cycle at a fixed frequency of 32Hz. As Fig. 6 shows, were in the vicinity of a 30% ON-time duty cycle. Looks similar to an injector pulse waveform, doesnt it? This TCC activity can be easily observed through a scanner by way of three PIDs: TCC Enabled - Yes/No. This command is provided to the TCC solenoid to turn the clutch on or off. PWM solenoid duty cycle percentage, commanded by the PCM for shift feel. Converter slip rpm (Fig. 7). Its important to note that the duty cycle percentage for the PWM solenoid on the 4L60-E transmission is usually presented in a scan tool as ON Time. In this way, the technician can follow the percentage of ON time in relation to the regulated apply pressure. As the duty cycle decreases, the regulated apply pressure decreases. As the duty cy-
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Fig. 3
Fig. 4
Fig. 5
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Fig. 6 the reflash is that the PWM duty-cycles at approximately 96% at approximately 8 mph. As soon as the TCC solenoid is commanded ON, the PWM duty cycle drops to approximately 30%, then ramps up to about 50%, bringing TCC slip down below 10 rpm. These are approximate values and will vary slightly with engine size and load. Weve looked at three different strategies used to apply a clutch within the torque converter of a 4L60-E transmission. We can now delve into the causes of a DTC P1870. The difference between the second and third design TCC apply lies primarily within the computer strategy. And, of course, the material for the converter clutch must accommodate the strategy. A first design or second design clutch lining will not survive in the third design strategy. The woven carbon fiber or equivalent must be used in all EC3 applications. But from a hydraulic standpoint, both the second and third design strategies suffer in a similar way. The isolator valve and TCC regulator valve lineup wears out the bore it lives in. The filter inside the transmission filters the fluid down to 60 microns. The clearance between the valve and the bore is about .001 in., which is less than 60 microns. Its said that a dirt particle 20 to 40 microns in size is large enough to hang a valve. Anything smaller becomes a wearing abrasive. Valves are typically side-loaded, and when youre dealing with a regulated valve along with an abrasive fluid, wear is bound to occur. GM put ring grooves around these valves to relieve the side-loading factor. This helped, but the bore still eventually wears. Several designs of this valve lineup have been installed over the years, but the wear continues. And this wear causes a drop in converter clutch apply pressure, producing the infamous DTC P1870. The isolator and regulator valve lineup in the valve body is not the only
Fig. 7 valve location that is susceptible to bore wear. The actuator feed limit valve is another problem area. This is the valve that feeds the PWM solenoid. So if this pressure is low, the PWM solenoid will not influence the isolator valve sufficiently to raise converter clutch apply pressure. The TCC ON/OFF solenoid and the converter clutch valve have also had problems. Failure of any of these components may prevent a full stroking of the valve, and will also produce DTC P1870. Several aftermarket companies offer a means to repair a bore wear problem. For minimal bore wear, Superior Transmission Parts (850-575-0788) produces a PWM powershift valve to replace the converter clutch valve that the TCC ON/OFF solenoid operates. This valve is designed to overcome minimal system leaks and is only for EC3 applications. If only the actuator feed limit valve has bore wear problems, Transgo (626-443-7456) offers a dedicated
Fig. 8
Fig. 9
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Circle #23
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