Seoul 2000 FISITA World Automotive Congress F2000A012

June 12-15, 2000, Seoul, Korea

Development of 4 Speed Electronically Controlled New Automatic

Transmission for FWD
Jong-Sun Oh*, Jun-Eui Kwon, Jin-Soo Lee, Jae-Duk Jang, Hyuk-Bin Kwon
Hyundai Motor Company, South Korea

Hyundai Motor Company has developed a new four speed automatic transaxle – named A4AF3 - with electronic
control for front wheel drive (FWD) passenger cars. This A4AF3 transaxle has realized good adaptability to driving
condition by electronic control of all clutches. And the A4AF3 has achieved good shift quality and response and endurance
reliability and also has adopted new shift schedule control strategy for good drivability. This paper shows the major
features and performances of A4AF3.

Keywords: Automatic Transaxle, Shift Quality, Shift Response, Reliability

schematic diagrams respectively. This transmission

INTRODUCTION
Generally it is very important to realize the high
performance of a car by good matching a transmission to
the engine. It is very fun to drivers that their cars operate
at their will. Also, superior endurance reliability is an
indispensable requisite for driving. In order to satisfy
needs mentioned above, it is necessary to develop a torque
converter appropriate to high performance car, to establish
optimal shift schedule, and to assure reliable durability of
automatic transmission. They are important issues for
automatic transmission. In addition, high shift quality and
quick gear shift response also have higher priority.
The A4AF3 was newly designed and developed to be
able to realize good shift quality, rapid shift response, and
reliability. And furthermore, it can be mass-produced
without major change of production line that has produced
conventional model.
Design and development targets of the A4AF3 were;
consists of a Ravigneaux planetary gear set, three sets of
multi-plate clutches – Front clutch (C1), Rear clutch (C2),
End clutch (C3), a band brake – Kick down band (B1), a
multi-plate brake – Low and Reverse brake (B2), and a
one way clutch (F1). Table 1 shows general specifications
of the A4AF3 and table 2 shows operation chart of friction
element the A4AF3.
TRANSAXLE ENVELOPE
As mentioned above, one of A4AF3 development
targets was short overall length. But to improve good shift
quality and response, we needed to develop C2 and C3
clutches as shifting clutches, which can increase overall
length. In order to achieve these two goals, we optimized
the layout of two clutches and changed the bearing that
supports transfer gear from two single ball bearings to a
double angular ball bearing. Through this, we could
make overall length of A4AF3 same as that of old model.
So we could load the new A4AF3 transaxle into a
conventional platform car also.

ㆍSmooth shift feeling and rapid shift response by a new

hydraulic control system and electronic control of all TRANSAXLE CASE
clutches.

ㆍImproved endurance reliability by new design of
clutches, increased displacement of oil pump, and a new
hydraulic control system.
ㆍImproved stand-still start acceleration and passing
acceleration by using a new torque converter and new
control strategies.
The case of the A4AF3 consists of two parts:
transaxle case and rear cover. The case of the A4AF3 was
designed to be able to produce in the production line of the
conventional transaxle.
TORQUE CONVERTE

ㆍMinimized overall length by simplifying the structure.
TRANSAXLE CONFIGURATION
The A4AF3 has a 3-axis, in-line construction with all
ratio-changing elements on the input shaft. Figure 1 and 2
shows a basic construction of the A4AF3 and gear train
Torque ratio has been raised and the characteristic of
torque capacity coefficient has been also changed in order
to enhance power performance. So we can improve
acceleration performance of stand-still start and passing
driving. And the same lock-up clutch system was used as
the one of conventional torque converter. Figure 3 shows
the improved characteristics of φ230mm torque
converter.

* ohjongsu@hyundai-motor.com

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 Figure 1. Cross Section of A4AF3

Table 1. Specifications
B2 B1

C3
C1
Max. Torque Capacity 15 Kg ㆍ m
C2

Nominal Diameter φ230mm

Stall Capacity Factor
-6

C2
( x 10 1.9
C3 2
C1
Kgf.m/rpm )
B2 B1
Stall Torque Ratio 2.1
1st 2.846
2nd 1.581
Gear Ratio 3rd 1.000
4th 0.685
Rev. 2.176
Overall Length 395mm
Figure 2. Gear Train Schematic Weight (excluding A.T.F.) 69.2Kg

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 The temperature rise of friction material and core plate is
Table 2. Friction Element Application Chart small compared with that of the surface of clutch plate.
Figure 4 shows the result of C2 clutch heat analysis.
CLUTCH BRAKE
Gear F1
C1 C2 C3 B1 B2
D1 O O 600

D2 O O

TEMPERATURE RISE ℃
500 491.4
D3 O O O 400
D4 O O 333.4
300 296.1
L1 O O
227.5
REV. O O 200

100

0 1 1.8 2.2 3.7

C/PLATE thickness(mm)

(a)
Capacity Coefficient (c)
Torque Ratio (t)

Efficiency ( η)

350

TEMPERATURE RISE ℃
300 296.3 296.1 295.5 294.6
250

A4AF3 200
Conventional AT 150

100
Speed Ratio (e)
50

Figure 3. Improved Torque Converter Characteristic 0 0.7 0.9 1.1 1.2

DISK FACING thickness(mm)

FRICTION ELEMENTS
(b)

The clutch plays an important role in good shift
feeling and reliable durability. So, the clutch needs to be
easy to electro-hydraulically control and to have stable
characteristics of friction material. Also, it needs to have
enough heat capacity to endure high temperature due to
friction during a gear shifting. The performance and
reliability of C2 clutch and C3 clutch which act as shifting
clutches for skip shift have been improved through the
shift mechanism simulation and clutch heat transfer
analysis as well as basic design method.
C2 CLUTCH
Figure 4. C2 clutch heat analysis : thickness vs.
temperature rise
As shown in the result, it would be rather to increase
the thickness of clutch plate while reducing the thickness
of friction plate to minimum enough to maintain
mechanical strength.
As return spring, coil spring has linear load-to-
deformation characteristic curve and better reliability than
disk spring. So we changed C2 return spring into multiple
compression coil springs.

The clutch piston with check ball to exhaust the residual

The reliability of C2 clutch was improved by 1)
increasing the number of friction plates 2) replacing disk
spring with multiple compression coil spring 3) adopting
the centrifugal pressure balanced piston.
The C2 clutch needs a precise control because it has
to absorb much energy generating during neutral to drive
manual select shift while a driver is stepping acceleration
pedal deep. So, we changed C2 clutch into slip control
type. Shift mechanism simulation and clutch heat transfer
analysis were used to increase the heat capacity as a slip
clutch and for optimal design.
According to clutch heat analysis, the friction energy
is absorbed mostly into the clutch plate but a few into
friction material because of the conductivity difference.
oil causing the centrifugal pressure during release control
can have a problem that the check ball doesn’t close up the
bleeding hole when the oil is supplied to engage the clutch.
To resolve the problem and to get quick response and
reliability, the centrifugal pressure balanced clutch piston
(Figure 5) was adopted in the C2 clutch, which has the
chamber filled with lubrication oil opposite to clutch
piston. In addition, we drilled a small orifice near the
outer diameter of piston to remove a little unbalanced
centrifugal pressure that happens at high rotational speed
because of space limitation of chamber frame. This
framework enabled the clutch to have the performance of
good response to hydraulic control by maintaining the fill
time unchanged with respect to various rotational speed of
piston during 4th to 2nd down shift and neutral to drive
range manual select shift.

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 The heat transfer analysis of C3 clutch was used as
well to determine the number of friction plates and the
thickness of plate for optimal design. Figure 7 shows C3
clutch heat analysis result.

70.00
T
e 60.00
m
p. 50.00

r 40.00
I
s 30.00
e
20.00
℃ 10.00

0.00 c /pla te
dis k

T h ic k
nes s
Figure 5. Centrifugal Pressure Balanced Clutch System

C3 CLUTCH Figure 7. C3 Clutch Heat Analysis Result

C3 clutch, which was timing-controlled in As mentioned above, because C3 clutch was changed
conventional model, is changed into a shifting clutch into shifting clutch of 4th to 2nd skip shift, its torque
because the A4AF3 was designed to allow 4th to 2nd skip capacity was reduced. To compensate this, we raised C2
shift which requires release control of C3 clutch. During clutch pressure early during coast down 4th to 3rd shifting.
the skip shift, C3 clutch, input element at 4th gear is
release-controlled to allow the turbine to speed up and
when the turbine speed reaches the speed of forward sun CONTROL SYSTEM
gear, C2 clutch, input element at 2nd gear is engaged with
the turbine. Because quality of this shift is mostly
dependent on the release control, C3 clutch needs to have
quick response and enough heat capacity. HYDRAULIC CONTROL SYSTEM

The shift mechanism simulation and calculation of

opening pressure of the piston check ball were used to find
optimal torque capacity and the release pressure profile of
C3 clutch. Through these, we attained the optimal release
pressure profile, return spring force, friction plate mean
radius and number of friction plates which can assure
quick shift response and enough heat capacity. Figure 6
shows the simulation result of 4th to 2nd skip shift.
Shift Mechanism Simulation
60.00
50.00
The new hydraulic control system was developed to
improve shift feeling and response by electronic control of
all clutches. C2 clutch is controlled by only solenoid
valve-B, a PWM (pulse width modulation) solenoid valve.
The other clutches and brakes are controlled by the
combination logic of PWM solenoid valve-A and switch
valves which are controlled by on-off solenoid valves.
Quick shift response was realized by clutch to clutch shift
control with two PWM solenoid valves. So this new
system has good control reliability by electronic control of
clutches. Figure 8 shows the details of the hydraulic
8.00 control circuit for the A4AF3.
7.00

PWM solenoid valve-A and B serve in two modes of

E/C Pressure(bar)

6.00
Torque (Kgm))

40.00

5.00 carrier frequency, 35Hz in normal mode and 50Hz in

30.00
4.00 neutral to drive and 4th to 2nd down shift mode for control
20.00
3.00
reliability and preventing shudder phenomena.
10.00
2.00

0.00
0.00 1.00 2.00
1.00 Lowered line pressure by operation of high-low
-10.00 0.00
pressure valve at high gear ratio improves efficiency by
Time(sec.) reducing parasitic loss of oil pump. And manual valve was
designed for drivers to check oil level not only at ‘P’ range
Torque(E/C) Torque(OutPut) E/C Pressure but also at ‘N’ range and it can supply sufficient
lubricating oil to moving parts when the vehicle starts
after long parking especially when the temperature is low.
Figure 6. 4th to 2nd Skip Shift Simulation Result So it has enhanced convenience and durability

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 Figure 8. Hydraulic Control System Schematic

Fail safe valve (Figure 9) will protect the tranaxle

from failure that can be caused by unexpected erroneous
The A4AF3 needs sufficient lubricating oil because operation of solenoid valves and spool valves.
all clutches act as shifting clutches. Generally oil pump
discharges sufficient flow rate at normal engine speed but
needs more flow rate at low engine speed and high
temperature because of leakage in passage. So, in order to
assure stable controllability, the oil pump was designed to
have bigger displacement.

There are several methods of making control pressure

more stable and reliable at hydraulic control body. Notch
shape was designed on the supply port and exhaust port of
pressure control valves to make control pressure stable for Initial Position After Fail Safe Function Operate
controlling an on-coming clutch and an off-coming clutch.
Figure 9. Fail Safe Valve

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ELECTRONIC CONTROL SYSTEM
The use of a 16 bit microprocessor makes it possible to
improve the calculation capacity over the one used in the
conventional automatic transaxle. It is equipped with a
FLASH EPROM of 128 kilobytes capacity, which is 50%
larger than that used in the conventional automatic
transaxle. By using of completely new ROM, it enables
updates in program function and data in the software very
rapidly, thus preventing having to replace the TCU unit in
after-sale service. Short reaction time in failure mode and
favorable service at low cost are the advantages of this
system. And the calculation cycle of 20ms for the main
routine is short enough to meet high-speed control
requirement. The schematic of the electronic control
system is shown in figure 10.
Figure 10. The Schematic of The Electronic Control
System
SHIFT CONTROL STRATEGIES
With the improvement of the hydraulic control
system and input clutch assemblies in a transaxle and the
improvement of the new shift control strategies, the rapid
shift response and good shift quality could be achieved.
Major shift control strategies that are modified from or
added to those of the conventional automatic transaxle are
explained below.
SKIP - RATIO DOWNSHIFT CONTROL
A power - on skip - ratio downshift occurs according
to the opening rate of the throttle valve or the shift pattern
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when the driver steps on the accelerator pedal, thereby
opening the throttle valve.
In the case of 4th to 2nd downshift, the speed
change in the downshift is performed by the off-going
clutch (C3), and not only the off-going clutch (C3) but
also the on-coming clutch (C2) is controlled
simultaneously. The hydraulic pressure on the off-going
clutch is swiftly lowered by the feedback control that
makes the actual rate of the input speed change to agree
with the predetermined target value.
Once the input speed is raised to the synchronous
speed, it will then be controlled to hold a little higher level
than the synchronous speed. Then the control of oil filling
to the on-coming clutch is completed and the clutch begins
to engage, and then the input speed is lowered to the
synchronous speed. The off-going clutch pressure is
immediately lowered, and thus the downshifting is
completed.
The time that the flare of input speed is being held
and the actual rate of the input speed change after the
synchronous speed are estimated at real time, and they are
compared with the predetermined target values. By doing
that, initial fluid pressure of the on-coming clutch is
compensated to eliminate the system tolerances and to
ensure that the shifting elements change exactly.
As a result, a total shift time was shorten from 1.8sec
to 1.0sec on the average, that is, the shift time was reduced
by 44%. And not only the improvement of acceleration
but also the satisfactory shift quality could be achieved.
The results obtained between before and after the
development are compared in figure 11.
SHIFT CONTROL DURING SHIFTING
A power – on downshift during power – off upshift in
a conventional automatic transaxle was normally done by
simple shift control, which is that the secondary shift takes
place after the completion of the primary shift. Therefore,
when the drivers drove vehicles under these driving
conditions, they felt a double shift shock and
unsatisfactory shift response. For this reason the specific
control logic has been developed for A4AF3.
In the case of power - on 3-2 downshift during
power – off 2-3 upshift, when fluid pressure is supplied to
the application side of brake B1, the piston moves forward
and causes back pressure on the release side which is
connected with the fluid circuit of clutch C1 (See figure
12). If a shift takes place immediately in that case, the
back pressure of the clutch C1 which has already been
existent during power – off 2-3 upshift causes a heavy
shock.
To avoid these problems, it is essential to use the
back pressure of clutch C1 properly and to control the
engaging timing of the brake pressure B1. The turbine
speed during upshift is continuously calculated in the
controller until it reaches to the shift target level, 3rd gear
shift. At the point when the controller judges a downshift
during upshift, it judges the vehicle speed and the
 Throttle 4-2 Shift
4-3 Shift 3-2 Shift

Pressure control duty

Engine Speed Brake(B1) Applying Engine Speed Clutch(C2) Applying

Apply
Turbine Speed Turbine Speed

Output Torque Output Torque

Clutch(C3) Releasing
Clutch(C1) Releasing

(Power on 4-3-2 Downshift) (Power on 4-2 Downshift)

Figure 11. Power On Skip Ratio

coming brake(B1) is just before the moment of

engagement. And then, the controller decides the optimal
output duty to control the off-going clutch (C1) pressure
on the basis of the driving conditions. The off-going clutch
pressure controls the incremental rate of the turbine speed
until feed back control starts. And then learning control is
used in order to prevent the shock occurring because of
the abrupt change of turbine speed. It controls the off-
going clutch pressure (C1) so that the actual rate of turbine
speed change coincides with the predetermined target
value. Thereafter, the off-going clutch pressure and the on-
coming clutch pressure are feedback controlled
simultaneously until the shift completes.

To assure better shift quality, and to compensate

properly possible chronological aging in the engine and
transaxle characteristics and variances among individual
products, the learning control was developed which
prevents any possible shock. In addition, engine torque
management was incorporated; that is, ignition timing is
retarded while the input speed changes to lower the engine
torque for smoother downshifts.

As a result, through this, we could shorten the total

shift time from 1.6sec to 0.6sec on the average, that is, the
shift time was reduced by 63%. And not only the
improvement of acceleration but also the satisfactory shift
quality in case of shift during shift could be achieved. The
results obtained before and after the development are
compared in figure 13.
Figure 12. Hydraulic Circuit For 3-2

deviation of the turbine speed from that corresponding to

the desired gear shift and the piston stroke switch signal of
the on-coming brake(B1), which indicates that the on-

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 Throttle Throttle

Pressure control duty Output torque

Output torque Turbine speed

Turbine speed Engine speed

Engine speed
Brake(B1) Applying Brake(B1) Applying

Clutch(C1) Releasing

Clutch(C1) Releasing

(Before Improvement) (After Improvement)

Figure 13. Power On 3-2 Downshift During Power Off 2-3 Upshift

the final one has been developed for commercial

SHIFT SCHEDULE CONTROL STRATEGY ;
In a vehicle equipped with a conventional automatic
transaxle, the shift schedule is generally controlled on the
basis of such parameters as vehicle speed and throttle
valve opening. Because such a schedule is a fixed pattern,
shift occurs by only them regardless of road conditions. It
makes busy and repetitive up and down shifts on an
ascending road. The driver is, therefore, compelled to
manually operate the shift lever or an applicable switch to
select a desirable gear.
When the drivers step on the accelerator pedal after
releasing the accelerator pedal on an ascending road, or
when the drivers release the accelerator pedal before a
corner on an ascending road, usually busy shifts happen
and all the drivers feel it to be unacceptable.
In order to prevent an unnecessary shift on an
ascending road, the new shift schedule determines whether
it makes the power – off upshift or not when the driver
release the accelerator pedal, which prevents the drivers
from the engine braking feeling. As a result, the shift
schedule satisfies almost all the drivers who want to
achieve a better acceleration on an ascending road.
application in front wheel drive vehicles. Hyundai Motor
Company is able to provide its customers with improved
high shift quality, quick shift response, and reliability.
Hyundai Motor Company has launched best selling
subcompact and compact car with this A4AF3 at 1999.
The technologies incorporated in the A4AF3 are
applicable to many types of automatic tranaxles that may
appear in the future.
ACKNOWLEDGMENT
Design, development, and production of any all-new
automatic transmission require the cooperation and
dedication of many teams and their individual members.
Launching this transaxle on time and at high production
rates has been an extraordinarily successful project. This
success reflects the individual and many team efforts.
The authors thank all those who had a part in bringing
this transaxle to production.

CONCLUSION

A new automatic transaxle, A4AF3 that took more

than five years since the stage of preliminary research to