Initialization of the clutch box mmt toyota. Diagnostics, adaptation and repair of robotic checkpoint robots for

Here's to Toyota. Basically, Toyota has everything.

General The C50A (Multimode) gearbox is based on the conventional C50 manual gearbox.
To control the gearbox, electric drives for disengaging the clutch and selecting / shifting gears are installed on the gearbox housing. Electric drives, according to the signals of the sensors, are controlled by the control unit.
The control system can operate in two modes: automatic shift mode (E) and manual shift mode (M).
The shift lever is not mechanically connected to the gearbox; the position of the lever is determined using sensors, the signal from which is fed to the control unit.
To ensure safety, there is a gear lever lock system. The lever is locked in the following cases:
- if the ignition is off;
- if the lever is in the "N" position, the engine is running, the brake pedal is released.
The engine can only be started with the brake pedal depressed and the gear lever in the "N" position.
When the ignition is turned off, the transmission control system locks the gear lever in the set position and engages the clutch. However, if the ignition is turned off while the gear is being shifted, the buzzer will sound and the gear indicator will flash to warn that the vehicle cannot be parked with the gear engaged.

Initialization of the transmission control system (C50A (Multimode))

After replacing any element indicated in the table “Initialization of the gearbox control system”, it is necessary to first delete the data on the old element from the memory of the control unit and then configure the system for the new element.
[I]Note: Initialize only for those elements that have been replaced.

Initialization of the transmission control system

1. New elements:
- Gearbox assembly.
- Elements of the gearbox, the replacement of which required the disassembly of the gearbox.
- Electronic transmission control unit
Necessary operations:


3. Calibration

2. New elements
- Electric drive for selecting and shifting gears.
- Gearshift sensor.
- Gear selector sensor.
Necessary operations:
1. Initialization of the transmission control system.
2. Setting up the control system.
3. Calibration

3. New elements
- Electric clutch release.
- Clutch stroke sensor.
- Clutch disc and clutch cover.
- Release bearing.
- Clutch release fork.
- Flywheel.
- Crankshaft
Necessary operations:
1. Initialization of the transmission control system.
2. Setting up the control system.

Initialization.

1.stop the car.
2. Move the gear lever to the "N" position.
3.turn off the ignition.
4. connect terminals "4" (CG) and "13" (TC).

5. after connecting the leads, wait 10 s.
6.turn on the ignition.
7. Within 3 seconds, press the brake pedal at least 7 times.
Note: the buzzer will sound twice at 0.25 second intervals.
8.depress the brake pedal.
9. Keeping the brake pedal depressed, move the gearshift lever in the sequence indicated in the table "Initialization of the control system".

Table. Initialization of the control system.

10.Release the brake pedal.
11. depress the brake pedal.
12. The buzzer will sound several times (depending on the element being initialized) with an interval of 0.5 s (the interval between cycles is 0.25 s).
Number of beeps:
control unit initialization -2;
initialization of clutch elements - 3;
initialization of gearbox elements - 4;

Note: if the buzzer does not emit beeps or the interval between beeps is 1 s, then turn off the ignition, wait 15s and repeat the initialization steps from the beginning.
13. depress the brake pedal at least three times within 2 seconds.
Note: The buzzer will sound twice at 0.25 second intervals.
14. switch off the ignition and wait 10 s.
15. remove the jumper between terminals "4" and "13".
16.after initialization, it is necessary to configure the system.
Note: if the system setup has not been completed, then it is necessary to carry out the initialization procedure from the beginning.
a) stop the car, set the gear lever to the "N" position and turn off the ignition.
b) turn on the ignition.
c) wait at least 40 s.
d) turn off the ignition.
e) wait at least 15s.
e) turn on the ignition.
g) press the brake pedal and start the engine.
Note: when the engine is started, the "N" indicator will flash.
h) wait at least 10 s.
i) make sure that the indicator "N" is constantly on.

Calibration

When moving in the "M" mode, shift gears up and down at the speeds indicated in the table. Make sure the gear shifts smoothly.
If, after calibration, gear shifting occurs with jerks, then repeat the calibration.

Note: hold for at least 2 s in each gear.

On the Yaris and Echo cars, Toyota for the first time massively used an interesting device - the Freetronic automatic clutch - TFT (Toyota Free-Tronic).

1. General device.

The TFT-Freetronic drive, at the commands of the MMT unit, controls the amount of fluid pressure supplied to the clutch master cylinder, turning it on and off.
Sensors mounted on the gearbox determine the current position of the gearshift lever, the speed sensor measures the speed of the gearbox input shaft. Limit switches on the lever proactively inform the unit that the driver is about to engage the gearshift lever.
The indicator warns (flashing) that there is a malfunction in the Free-tronic (TFT) system or that the driver is trying to attempt an incorrect shift (solid).

2. Drive.

The electrically driven radial piston pump constantly maintains high pressure in the hydraulic accumulator (diaphragm type with a cavity filled with compressed nitrogen), so that the stored volume is sufficient for several clutch releases.
The pressure in the accumulator branch is controlled by a sensor - when the pressure drops, the unit activates the electric pump, and when the pressure again reaches the nominal value, after a few seconds the unit turns off the electric pump.
To redistribute fluid flows, a spool valve driven by an electromagnet is used. The pressure reducing valve bleeds fluid when the pressure is too high.

3. Hydraulics.

The spool valve operates in three modes, corresponding to the decrease, increase and retention of pressure in the GCS.

4. Electronics.

5. Operation

· When engine off, the channel between the drain and the GCC is constantly open and the clutch remains engaged.

· launch. When the ignition is turned on (if the gearshift lever is in neutral), the MMT unit disengages the clutch, after which the engine can be started.

· Start of movement. When the lever is switched to the 1st, 2nd or reverse gear position, the corresponding signal enters the MMT (Freetronic - TFT) control unit. When the accelerator pedal is pressed, the throttle position signal is also transmitted to the unit. After that, the unit puts the spool valve into pressure reduction mode, engages the clutch and the car starts off. The position of the spool changes gradually to ensure sufficient smooth engagement of the clutch. When the speed of the crankshaft and the gearbox input shaft are aligned, the block completely opens the GCC channel to drain and fully engages the clutch.

· Gear shift. When the gearshift lever is moved and the accelerator pedal is released, the corresponding signals are sent to the MMT control unit, which determines the need to disengage the clutch, and connects the GCC channel to the accumulator line. After the block determines the moment of the end of the shift (by the signal of the neutral sensor and the limit switches of the lever), the clutch is switched on again.

· Stop. When the vehicle is braked, when the gearbox input speed drops below a set level, the TFT control unit disengages the clutch.

· At opening the driver's door the corresponding signal enters the Freetronic control unit and it activates the electric pump to accumulate fluid pressure in the accumulator.

· If car is in gear, then after turning on the ignition, pressing the brake pedal and moving the gearshift lever, the Fritronic control unit turns off the clutch, as a result, the lever can be easily transferred to neutral.

· Buzzer used to warn the driver in some situations:
- if the engine is running, the lever is in a position other than neutral and the driver's door is open;
- in case of an error during the downshift (for example, at a sufficiently high speed after the 5th gear, the driver tries to turn on the 2nd);
- if the driver tries to start the engine with the gear engaged;
- if the driver tries to start from a gear higher than 3rd;
- in case of excessive load on the clutch (for example, during prolonged operation with a partially engaged clutch);
- if the brake pedal has not been pressed for a set period of time with the gear engaged.

original source : http://autodata.ru/article/all/toyota_free_tronic/

Toyota Corolla cars have compact dimensions and are equipped with high-quality and modern control systems. This model of vehicles from Japan is in great demand among motorists in most countries of the world. In 1974, the Corolla entered the Guinness Book of Records as the best-selling car in the world. During the existence of the vehicle from this line, motorists purchased more than 40 million cars.

Toyota Corolla MMT box repair

Toyota Corolla models are equipped with different types of transmissions. The most simple and comfortable boxes are robotic MMT. This mechanism automatically adapts to the driving style of the motorist and, through a special control unit, selects the optimal gear for driving.

Repair of MMT Toyota Corolla is expensive and time-consuming work, for which you need to have not only knowledge and experience, but special tools and equipment. Troubleshooting a robotic transmission on your own is almost impossible. Incompetent intervention in the components of the box most often leads to more complex problems. As a result of such actions, a complete replacement of the mechanism may be necessary.

Repair MMT Toyota Corolla in Moscow

If even minor malfunctions in the adaptive transmission of Toyota appear, you should not independently look for the cause of the malfunction. In the shortest possible time, visit a specialized technical center, whose masters will carry out high-precision MMT diagnostics and fix the problem as quickly and efficiently as possible.

In Moscow and the Moscow Region, service and repair of a robotic transmission can be done at the Autopilot technical center. We employ highly qualified specialists who perfectly know the design of Toyota Corolla cars. Therefore, we provide all clients with such benefits from treatment as:

• high quality and low cost of services of professionals in the field of machine service;
• official guarantee for all work performed;
• retention of manufacturer's warranties;
• Efficiency of repair and service of cars;
• pricing loyalty.

Do you have a technical center in Moscow, where they will repair the Toyota Corolla MMT box efficiently and inexpensively? Visit "Autopilot" for this purpose!

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Jan 2007

ROBOT GEARBOX

By the second half of the 90s, Toyota was working with two traditional transmissions - automatic and manual transmissions, and it worked, I must say, successfully. But once its marketers noticed that automated (or robotic) manual gearboxes are gaining popularity in Europe - for all their incomprehensible love for mechanics, the inhabitants of Western Europe turned out to be no stranger to at least minimal comfort. Toyota just needed not to deviate from their own traditions - to wait a bit and then borrow technologies already developed by others. But alas, here they decided to manage on their own and learn from their mistakes...

The first experience was the Toyota FreeTronic system, impressive in its unreliability, a manual gearbox with automatic clutch. TFT can squeeze the clutch, but otherwise ... TFT electronics live their own lives and sprinkle false fault codes. The spool valve, pressure sensor and accumulator quickly end their days. In turn, the finished accumulator makes the electric pump constantly work, which does not tolerate such treatment for very long. The hydraulic drive fluid simply flows out through completely unreliable seals. Of course, this whole set of failed nodes periodically burns the clutch disc (surprisingly, this does not happen as often as it could). In addition to everything, TFT spare parts cost more than impressive money, and for a full-fledged repair, some locksmiths are not enough - you also need a person with a scanner, preferably a branded one. Although the easiest way to solve the problem is by installing a conventional mechanical box.

As a result, the system turned out to be so rotten that even Europeans who were not bypassed by the service network began to shy away from it. And the dynamics of sales made Toyota very quickly forget about FreeTronic technology. But then no one knew that Japanese engineers had prepared a second bomb for lovers of comfortable driving - Multi-Mode Transmission ...

Their task was clear - to make a "like an automatic" gearbox at the price of a mechanical one, and other divisions of the company will try to instill in customers what a breakthrough product they got - an alloy of simplicity and efficiency of mechanics with the comfort of an automatic machine. The experience of TFT has shown that it is better to do without hydraulic drives, the more pure electrics are cheaper and more perfect ... Five sensors, three electric motors - and now the unit is ready, not only independently squeezing the clutch, but also distorting gears.

In just three years in Europe (local car owners do not consider it shameful to share problems and deceived expectations), this box has managed to earn the definition "Dreadful gearbox"- from unfortunate drivers, servicemen and even tow trucks, through which Toyotas with M-MT often move.

In the absence of hydraulics, the number of possible malfunctions here has decreased. Transmission control units are most regularly replaced, a little less often - burnt clutch discs and power drives. But the main problem lies not even in the reliability of the parts, but in the fact that Toyota simply could not establish adequate operation of the M-MT and make it durable.

The most innocuous drawback is the impressive slowness of the box when switching. Exhausting jerks and traction dips are inevitable (M-MT is not able to switch, not only without breaking the power flow, but even without releasing gas, therefore it is obliged to choke the motor). When coasting, the box likes to inappropriately tuck a downshift, while going uphill, the “robot” gets confused in two adjacent gears and constantly switches up and down. The car rolls back on the slightest hill, which is generally unacceptable for a box that claims to be "as if automatic".

Ideologically, the M-MT was created for economical city driving in traffic jams, but it turned out that there was nothing to do in traffic jams on such a machine. The clutch overheats very quickly, starts to stink, then smokes and finally burns out - it can’t stand the “crawling” cork movement in principle, especially if you need to start off or crawl uphill. When driving with frequent stops, the box periodically forgets to switch, so starting from at least second gear only aggravates the fate of the clutch. Another serious problem is knocking out the gear and blocking the box in neutral, which occurs not only during stops, but even on the go - this is how a kind of protective M-MT algorithm is implemented. Kindly stop, cool the box a little, restart the engine - and, perhaps, the car will go further. They mostly worry about this: when there is no certainty that it will be possible to complete overtaking or simply turn at an intersection in front of oncoming traffic, it is not very pleasant to drive.

"There are big problems with the MMT gearbox. Last year, when the car was not yet a year old, the car switched to neutral while driving. Fortunately, no one was on the road behind us ... We were told that this is a known manufacturer's problem with The clutch and the new modified parts need to be installed.The clutch and the control unit were replaced.A few weeks later the same problem recurred, and the parts were changed again.A few more weeks passed - and now the problem happened right on the freeway.There were children in the car.The car is back in service "Now they say there is a problem with the ECU software... I hate this car. I'm afraid of it and don't want to drive again. I don't want to risk my life and the lives of my three children."

"The car is good, but MMT is one big problem. It has already broken down twice (jamming at N). I took the car to the dealer, they changed the control unit, but to no avail. The car ran 25 t.km and the problems started two months ago"

"We are disappointed. On a run of 5k km, the MMT box jumps between 3-4-5 gears ... Say that they replaced the ECU, but a week later the problems recurred. Now we were told that the ECU was replaced with a modified one, which was definitely checked in in all conditions and works perfectly. On the way home, the gearbox again rushes between 4 and 5 gears. "

“After three months on a new car, she already got me. Why? I have been driving cars with automatics for twenty years and I was assured that the MMT works smoothly like an automatic and economically like a mechanic. jerks in automatic or sport mode.The problem is shifting too long - for example, when you slowly roll up to an intersection, the box decides that you want to shift from 2 to 1 and starts shifting. During this time, you already start to accelerate - as a result you get two powerful jerks - when downshifting and immediately at the next upshift. Jerks and the fact that the box wants to completely unexpectedly change gears - I did not expect. All my passengers agree that the car is clearly sick. They checked it twice at Toyota dealers - they say it works fine. Talking with technicians, I heard different stories..."

"I have a Verso with MMT and a lot of problems with it. I have driven six different Toyotas so far and I can confidently say that there has never been such a duet of slowness and unreliability. The transmission has broken more than 5 times to date. New ECU installed, but problems continue, periodically the car throws gears into neutral and does not go ... "

Against this background, private advice from Toyota officials on driving with M-MT sounds simply mocking:

- If shifting becomes inefficient, then move on even gas for a while, allowing the transmission to rest.
- Help shifting gears - if you release the gas just before the moment of shifting, then it will happen more smoothly.
- Do not press the gas pedal too hard to prevent the protection from tripping and resetting to neutral.
- To prevent cyclic shifting during long uphill driving (eg 3-2-3-2-...), switch to manual mode and forcibly lock into a lower gear.
- To reduce shift jolts, accelerate smoothly without depressing the accelerator pedal more than half way.
- It is impossible to move at a very low speed, especially on a hill, otherwise the clutch will overheat with constant slipping. In this case, stop and cool it down.
- Try to drive in modes where the clutch is fully engaged.
- Try to avoid driving in dense city traffic jams.
- The M-MT system is a new word in Toyota technology and requires some adaptation. Try to rebuild your driving skills and driving style.

All this, of course, is nonsense - for this, automatic and automated boxes are bought so that when driving, you don’t have to think about them at all. It is for slow driving around the city, for easy starting uphill... And the car owner does not have to adjust to the next "brilliant" invention of Japanese engineers every time. You cannot make a workable unit yourself - so do not shift these problems to buyers.

Or maybe it’s impossible in principle to build a normal robotic box for mass machines? No, it’s very possible - take at least VAG transmissions ... But, unfortunately, there is a huge distance between their advanced DSG with two multi-plate “wet” clutches and the poor ersatz automatic offered by Toyota.

It is worth noting that primitive "robots" in Europe were introduced more as an alternative to mechanics than as a replacement for automatic machines. Therefore, thinking about the prospects, automakers offer a choice of all three options - "cheap" basic mechanics, a slightly more expensive "robot" and an expensive classic automatic. However, Toyota went the other way, completing all the younger models of the European market only with mechanics and M-MT - Yaris, Corolla Verso, and now a new generation of Euro-Corolla. Probably, fans of ordinary mechanical boxes still ride on these cars, but in our metropolis, where an automatic machine is simply necessary for daily driving, you will have to forget about the existence of such models - it seems that the Corolla story is over. Those who wish to continue to sponsor experiments on themselves can stay with Toyota, but what about the rest? Fortunately, there are enough other normal cars with normal transmissions in the world.

MMT gearbox TOYOTA, is not an automatic, as many users and buyers of YARIS, AURIS, COROLLA cars think.

This box is a mechanical, or more precisely, a mechanical robotic gearbox. Its value lies in the fact that the on-board computer itself selects the optimal mode of gear shifting depending on engine speed, which improves the driving performance of the car, the durability of the components and mechanisms of the engine and gearbox, and fuel economy. The car control system adapts to the nature of driving a car given by a person, i.e. has a self-learning function.

MMT provides a smooth ride, convenience in that the driver does not need to be distracted at the moment of shifting gears while the car is moving. Cars equipped with this gearbox are more suitable for women, as evidenced by the positive feedback from the female half. The box is convenient for both beginners and older drivers, it is much simple and easy to drive, does not require additional effort and attention when driving a car and is cheaper to maintain than an automatic transmission.

For drivers who are accustomed to mechanical, it will seem dull and slow. Yes indeed, especially when MMT not yet warmed up, it shifts with noticeable braking, in order to reduce this phenomenon, you should move to the “M” position and shift gears manually, while the box slows down less and behaves faster.

Another property not in favor of the MMT is that as the clutch discs wear out, and let's say, a failure in the training program, which is hardwired into the gearbox control unit, the car starts to twitch. To do this, periodically, if this problem occurs, call in at the dealer's service station and initialize the gearbox, which brings all the data of the training program to the factory settings and the gearbox starts to work like on a new car. By the way, this procedure on warranty machines is done completely free of charge. Well, if you have a warranty, then you have to pay. And the more you drive, the more often.

Another very interesting feature of the box is the “Es” sport mode, in which your car will work more in lower gears, which will entail additional fuel consumption and wear of engine and gearbox components and mechanisms. Therefore, the sport mode should only be used in emergency situations, such as when overtaking.

Also, if you need to pick up speed sharply, then you should do this; first release the gas pedal, and then sharply press the pedal to the floor, and you will feel how the car will abruptly switch to a lower gear, thereby picking up speed sharply. But at the same time, you will notice all the same failure in driving your car.

In general, we can say that you need to get used to everything. And I'm sure that after driving a car with MMT gearbox, with all the existing disadvantages, you are unlikely to want to transfer to mechanics.