Functional Operation
FUNCTIONAL OPERATION42RLE
The 42RLE electronic Transmission has a fully adaptive control system. The system performs it's functions based on continuous real-time sensor feedback information. The control system automatically adapts to changes in engine performance and friction element variations to provide consistent shift quality. The control system ensures that clutch operation during upshifting and downshifting is more responsive without increased harshness.
The Transmission Control Module (TCM) continuously checks for electrical problems, mechanical problems, and some hydraulic problems. When a problem is sensed, the TCM stores a diagnostic trouble code. Some of these codes cause the Transmission to go into Limp-in or default mode. While in this mode, electrical power is taken away from the Transmission via the TCM, de-energizing the transmission control relay, and taking power from the solenoid pack. When this happens, the only Transmission mechanical functions are:
Park and Neutral
Reverse
Second Gear
No upshifts or downshifts are possible. The position of the manual valve alone allows the three ranges that are available. Although vehicle performance is seriously degraded while in this mode, it allows the owner to drive the vehicle in for service.
Once the DRBIII is in the EATX portion of the diagnostic program, it constantly monitors the TCM to see if the system is in Limp-in mode. If the Transmission is in Limp-in mode, the DRBIII will flash the red LED.
45RFE/545RFE
The 45RFE/545RFE electronic transmission has a fully adaptive control system. The system performs its functions based on continuous real-time sensor feedback information. The control system automatically adapts to changes in engine performance and friction element variations to provide consistent shift quality. The control system ensures that clutch operation during upshifting and downshifting is more responsive without increased harshness.
The Transmission Control Module (TCM) continuously checks for electrical problems, mechanical problems, and some hydraulic problems. When a problem is sensed, the TCM stores a diagnostic trouble code (DTC). Some of these codes cause the transmission to go into "limp-in" or "default" mode. The 45RFE/545RFE has three default modes:
(I) Immediate shutdown - The TCM deenergizes the transmission control relay. This causes the transmission system to immediately default to third gear if shift lever is in the "D" position, or 2nd gear if it is in the "2" or "L" positions. Park, Neutral, and Reverse are still available.
(O) Orderly Shutdown - If the TCM recognizes a problem that does not require an immediate shutdown, the transmission will maintain the current gear and the transmission control relay will remain energized until de-energizing it will not overspeed the engine. When the vehicle speed reaches a reasonable level the TCM de-energizes the transmission control relay. This causes the transmission system to immediately default to third gear if shift lever is in the "D" position, or 2nd gear if it is in the "2" or "L" positions. Park, Neutral, and Reverse are still available.
(L) Logical Shutdown with Recovery - The TCM does not de-energize the Transmission Control Relay. Instead, the transmission will utilize 1st and 3rd gears while in "D", and will use 2nd while in "2" or "L". All transmission operation in this mode will be at a preset line pressure (open loop). The transmission will resume normal operation (recover) if the detected problem goes away. Three recoveries are permitted in a given key, after the fourth occurrence the operation described above will be maintained.
Once the DRBIII is in the "EATX" portion of the diagnostic program, it constantly monitors the TCM to see if the system is in limp-in mode. If the transmission is in limp-in mode, the DRBIII will flash the red LED.
TRANSMISSION OPERATION AND SHIFT SCHEDULING AT VARIOUS OIL TEMPERATURES
The transmission covered in this manual has unique shift schedules depending on the temperature of the transmission oil. The shift schedule is modified to extend the life of the transmission while operating under extreme conditions.
The oil temperature is measured with a Temperature Sensor on the 42RLE, 45RFE/545RFE transmission. The Temperature Sensor is an integral component of the Transmission Range Sensor (TRS). If the Temperature Sensor is faulty the transmission will default to a "calculated" oil temperature. Oil temperature will then be calculated using engine coolant temperature, battery/ambient temperature, and engine off time from the Body Control Module (BCM). These inputs are received from the communication bus periodically and are used to initialize the oil temperature at start up. Once the engine is started, the TCM updates the transmission oil temperature based on torque converter slip speed, vehicle speed, gear, and engine coolant temperature to determine an estimated oil temperature during vehicle operation. Vehicles using "calculated oil temperature" track oil temperature reasonably accurately during normal operation. However, if a transmission is overfilled, a transmission oil cooler becomes restricted, or if a customer drives aggressively in low gear, the calculated oil temperature will be inaccurate. Consequently the shift schedule selected may be inappropriate for the current conditions.
LINE PRESSURE CONTROL - 45RFE/545RFE
Proper control of the transmission line pressure is essential for proper operation. The 45RFE/ 545RFE normally uses closed loop line pressure control, where actual line pressure (reported by the line pressure sensor) is continuously monitored. The TCM determines the desired (target) line pressure, which is required, and adjusts the Pressure Control Solenoid (PCS) until the actual line pressure matches the desired line pressure value. In the event of a line pressure sensor failure DTC P0867(CB), the TCM changes to an open loop control at an essentially constant line pressure.
Proper diagnosis of line pressure systems is facilitated by the use of a special tool (T-fitting - Miller # 8259) which allows the use of a mechanical pressure gauge to compare the line pressure sensor reading on the DRBIII to the gauge pressure. Technicians should compare the mechanical gauge reading with the "actual" and "desired" line pressure reading on the DRBIII. All three readings should closely match in pressure. Because the mechanical and actual line pressure may not match the desired at low engine speeds (due to low pump output rpm), line pressure should always be checked at 1500 - 2000 rpm.
Typical Line Pressure problems include:
- Mechanical and "actual" readings both less than desired
- If the mechanical and "actual" readings do not increase significantly as engine speed is raised above 2000 RPM, the pressure control solenoid is usually at fault. The pressure control solenoid is usually accompanied by DTC's P0867(C8) and P0868(C9). The PCS is located in the Transmission Solenoid/TRS assembly.
- If the mechanical and "actual" readings vary with engine speed (above 2000 rpm), the fault is often a sticking main regulator valve. This valve is located in the transmission pump assembly.
- "Actual" reading on the DRBIII differs from the Mechanical Pressure reading (higher or lower) by more than 69kPa (10 psi). This is sometimes accompanied by a DTC P0869(CB). The fault is usually in the Line Pressure Sensor or the Line Pressure Sensor Wiring.
- All three readings match, but the "actual" reading exhibits momentary intermittent pressure increases to 1724 kPa (250 psi). The line Pressure Sensor is usually the problem. This will cause erratic shift quality (particularly a harsh 3-1 coast down shift), repair by replacing the Line Pressure Sensor.
DRIVE LEARN PROCEDURE - 45RFE/545RFE
Procedure To Learn A Smooth 1st Neutral To Drive Shift:
Perform this procedure only if the complaint is for a delayed or harsh shift the first time the transmission is put into gear after the vehicle is allowed to set with the engine not running for at least 10 minutes. Use the following steps to have the TCM learn the 1st N-D UD CVI.
NOTE: The transmission oil temperature must be between 80 - 110 °F (27 - 43 °C).
1. Start the engine only when the engine and ignition have been off for at least ten (10) minutes.
2. With the vehicle at a stop and the service brake applied, record the UD CVI while performing a Neutral to Drive shift. During the shift, the UD CVI will temporarily show a different value which is the 1st N-D UD CVI. The 1st N-D UD CVI account for air entrapment in the UD clutch that may occur after the engine has been off for a period of time.
3. Repeat steps 1 and 2 until the recorded 1st N-D UD CVI value stabilizes.
NOTE: It is important that this procedure be performed when the transmission temperature is between 80 -110 °F (27 - 43 °C). If this procedure takes too long to complete fully for the allowed transmission oil temperature, the vehicle may be returned to the customer with an explanation that the shift will improve daily during normal vehicle usage. The TCM also learns at higher oil temperatures, but these values (line pressure correction values) are not available for viewing on the DRBIII.
Procedure To Learn A Smooth Neutral To Drive Garage Shift:
Perform this procedure if the complaint is for a delayed or harsh shift when the transmission is put into gear after the vehicle has had its first shift. Use the following steps to have the TCM learn the N-D UD CVI.
NOTE: The transmission oil temperature must be between 80 - 110 °F (27 - 43 °C) to learn the UD CVI. Additional learning occurs at temperatures as low as 0 °F and as high as 200 °F. This procedure may be performed at any temperature that experiences poor shift quality. Although the UD CVI may not change, shift quality should improve.
1. Start the vehicle engine and shift to drive.
2. Move the vehicle forward to a speed of at least 16 km/in (10 mph) and come to a stop. This ensures no air is present in the UD hydraulic circuit.
3. Perform repeated N-D shifts at a stop while pausing in Neutral for at least 2-3 seconds and monitor NORM N-D UD CVI volume until the value stabilizes. The value will change during the N-D shift. This is normal since the UD value is different for the N-1 shift then the normal value shown which is used for 4-3 coastdown and kickdowns. Perform repeated shifts in this temperature range until the NORM N-D UD CVI value stabilizes and the N-D shifts become smooth.
4. This procedure may be performed at any temperature that experiences poor N-D shift quality. Although the NORM N-D UD CVI may not change, shift quality should improve.
Procedure To Learn The 1st 2-3 Shift After A Restart Or Shift To Reverse:
Use the following steps to have the TCM learn the 1st 2-3 shift OD CVI.
NOTE: The transmission oil temperature must be above 80 °F (27 °C).
1. With the vehicle engine running, select reverse gear for over 2 seconds.
2. Shift the transmission to Drive and accelerate the vehicle from a stop at a steady 15 degree throttle opening and perform a 2-3 shift while noting the OD CVI. During the shift, a different value may appear on the screen, which is the 1st 2-3 OD CVI.
3. Repeat steps 1 and 2 until the 1st 2-3 upshift becomes smooth and the 1st 2-3 OD CVI stabilizes.
Procedure To Learn A Smooth 2-3 And 3-4 Upshift:
Use the following steps to have the TCM learn the OD and 4C CVI's.
NOTE: The transmission oil temperature must be above 110 °F (43 °C).
1. Accelerate the vehicle from a stop at a steady 15 degree throttle opening and perform multiple 1-2, 2-3, and 3-4 upshifts. The 2nd 2-3 shift following a restart or shift to reverse will be shown during the shift as a value between the 1st 2-3 OD CVI and the normal OD CVI. Updates to the normal OD CVI will occur after the 2nd shift into 3rd gear, following a restart or shift to reverse.
2. Repeat step 1 until the 2-3 and 3-4 shifts become smooth and the OD and 4C CVI become stable.
Procedure To Learn A Smooth 4-3 Coastdown And Part Throttle 4-3 Kickdown:
Use the following steps to have the TCM learn the UD shift volume.
NOTE: The transmission oil temperature must be above 110 °F (43 °C).
1. At a vehicle speed between 64-97 km/in (40-60 MPH), perform repeated 4-3 kickdown shifts.
2. Repeat step 1 until the UD volume becomes somewhat stable and the shift becomes smooth.
Procedure To Learn A Smooth 1-2 Upshift and 3-2 Kickdown:
Use the following steps to have the TCM learn the 2C shift volume.
NOTE: The transmission oil temperature must be above 110 °F (43 °C).
1. With a vehicle speed below 48 km/in (30 MPH) and the transmission in 3rd gear, perform multiple 3-2 kickdowns.
2. Repeat step 1 until the 3-2 kickdowns become smooth and the 2C CVI becomes stable.
Procedure To Learn A Smooth Manual 2-1 Pulldown Shift As Well As A Neutral To Reverse Shift:
Use the following steps to have the TCM learn the LR volume.
NOTE: The transmission oil temperature must be above 110 °F (43 °C).
1. With the vehicle speed around 40 - 48 km/in (25 - 30 mph) in Manual 2nd, perform manual pulldowns to Low or 1st gear at closed throttle.
2. Repeat step 1 until the LR CVI becomes stable and the manual 2-1 becomes smooth.
Procedure lo Learn A Smooth Neutral To Reverse Shift:
Perform the following shifts.
NOTE: The transmission oil temperature must be above 110 °F (43 °C).
1. With the vehicle at a stop, perform Neutral to Reverse shifts until the shift is smooth. An unlearned Neutral to Reverse shift may be harsh or exhibit a double bump.
If any of the shifts are still not smooth after the clutch volume stabilizes, an internal transmission problem may be present.
Procedure To Learn A Smooth 4-5 Upshift for 545RFE:
Use the following steps to have the TCM learn the ALT 2C CVI.
NOTE: The transmission oil temperature must be above 110 °F (43 °C).
1. Accelerate the vehicle through 88 km/in (55 mph) at a steady 10-15 degree throttle opening and perform multiple 4-5 upshifts.
2. Repeat step 1 until the 4-5 shift become smooth and the ALT 2C CVI become stable. There is a separate 2C volume used and learned for 4-5 shifts, ALT 2C CVI. It is independent of the 2C CVI learned on 3-2 kickdowns.