K111 Continuously Variable Transaxle: Description

NEW FEATURES ― K111 CONTINUOUSLY VARIABLE TRANSAXLE 85
K111 CONTINUOUSLY VARIABLE TRANSAXLE
 DESCRIPTION
 The K111 Continuously Variable Transaxle (CVT) is used.

 The K111 is a steel belt type CVT with a torque converter clutch assembly, controlled by fully electronic
hydraulic pressure control. The CVT achieves class-leading fuel economy, plus a feeling of smooth
driving and excellent drivability via the use of electronic control systems and a pulley-belt unit.
12KCH01
 SPECIFICATIONS
Engine Type 3ZR-FE

Transaxle Type K111 (CVT)
Shift Mechanism Type Pulley and Steel Belt
Forward/Reverse Switching Mechanism Single Pinion Type Planetary Gear
Forward 2.396 to 0.428
Pulley Ratio
Reverse 1.668
Final Gear Ratio*1 5.182
Fluid Capacity*2 Liters (US qts, Imp. qts) 8.9 (9.4, 7.8)
Fluid Type Toyota Genuine CVT Fluid TC
Weight (Reference)*3 kg (lb) 95 (209.4)
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*1: Reduction gear ratio is included.
*2: Differential included
*3: The weight shown is with the fluid fully filled.
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 CVT FLUID TC
 Toyota genuine CVT Fluid (CVTF) TC is used.

 CVTF TC ensures a high coefficient of friction between metals, something that is required for a belt-type
CVT. This makes it possible to use lower hydraulic pressures for the pulleys. As a result, high
transmission efficiency and the durability of the steel belt have been improved.
 TORQUE CONVERTER
 A compact and torus-shaped torque converter clutch assembly is used.

 A damper structure, which can perform lock-up operation starting with a low-speed range, is used. This
absorbs engine torque fluctuations and provides excellent ride comfort.
Turbine Runner
Lock-up Clutch
Pump Impeller
Stator Damper
12KCH04
Specifications
Engine Type 3ZR-FE

Transaxle Type K111 (CVT)
Torque Converter Type 3-element, 1-step, 2-phase (with Lock-up Mechanism)
Stall Torque Ratio 1.90
 OIL PUMP
 A trochoid gear type oil pump assembly is used.

 The oil pump assembly is driven by the torque converter clutch assembly, lubricates the planetary gear
units and supplies operating pressure to the hydraulic control system.
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Oil Pump Assembly
Oil Pump Cover
Oil Pump Body
Drive Gear
Stator Shaft
Driven Gear
08T3NF63C
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 TRANSMISSION OIL COOLER
 The transmission oil cooler uses engine coolant to warm up the CVTF quickly. Consequently, the friction
losses of the CVT are quickly reduced, thus improving fuel economy.
 After warming up the CVTF, the transmission oil cooler functions as a cooler to help limit the
temperature of the CVTF.
Transmission Oil Cooler
Coolant Outlet
CVTF Outlet
CVTF Inlet
Coolant
Inlet
: CVTF Flow View from Front of Transmission Oil Cooler
: Engine Coolant Flow 08T3NF34C
 CVTF FILLING PROCEDURE
 A special CVTF filling procedure is used in order to improve the accuracy of the CVTF level when CVT
is being repaired or replaced. As a result, the oil filler tube and the oil level gauge used for a conventional
automatic transaxle have been discontinued.
 This filling procedure uses a refill plug, overflow plug, overflow tube, CVTF temperature sensor, and the
shift position indicator light “D”. For details, refer to the Repair Manual.
Overflow Tube
Oil Pan Overflow Plug
Refill Plug NM11B2EV

08T3NF61C
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 GEAR TRAIN
1. Construction
 The torque converter clutch assembly and oil pump assembly are installed on the input shaft, and a
planetary gear is installed to enable either forward or reverse.
 The gear train has a pulley-belt unit, a reduction gear set and a final gear set. The pulley ratio is
continuously changed by using hydraulic pressure to adjust the diameter of the pulleys that the steel belt
is wrapped around.
Reverse Brake
Forward Clutch
Torque Converter Clutch Assembly

Primary Pulley
Planetary Gear
Input Shaft
Pulley-Belt Unit
Oil Pump Assembly
Steel Belt
Reduction Drive Gear
Secondary Pulley
Final Drive Gear Reduction Driven Gear

(Differential Drive Pinion)
Final Driven Gear

(Differential Ring Gear) 12KCH02
Simple Diagram
Planetary Carrier Reverse Brake
Pinion Gear
Pulley-Belt Unit
Primary Pulley
Input Shaft
Forward Clutch
Steel Belt
Sun Gear
Ring Gear
Planetary Gear
Secondary Pulley
Final Drive Gear Reduction Driven Gear

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Final Driven Gear

(Differential Ring Gear)
12KCH08
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2. Specifications
Forward Clutch The number of Forward Clutch Discs 3

Reverse Brake The number of Reverse Brake Discs 3
The number of Sun Gear Teeth 71
Planetary Gear The number of Pinion Gear Teeth 16
The number of Ring Gear Teeth 102
The number of Drive Gear Teeth 26
Reduction Gear
The number of Driven Gear Teeth 40
The number of Drive Gear Teeth 19
Final Gear
The number of Driven Gear Teeth 64
3. Function of Components
Component Function
Forward Clutch Connects the input shaft and planetary sun gear during forward motion and
transmits drive force from the engine to the planetary sun gear.
Reverse Brake Locks the planetary carrier during reverse motion.
Planetary Gear Changes between forward and reverse according to the operation of the
forward clutch and reverse brake.
Pulley-Belt Unit Changes the pulley ratio continuously and seamlessly transmits output from
the engine to the reduction drive gear.
Reduction Gear Reduces the speed of the output from the pulley-belt unit and transmits it to
the final drive gear.
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4. Transaxle Power Flow
Shift Lever in D (Large Pulley Ratio*)
Reverse Brake (OFF)

Groove Width (Large) Pinion Gear
Primary Pulley
Input Shaft
Forward Clutch (ON)

Steel Belt Sun Gear
Ring Gear
Planetary Carrier
Secondary Pulley
Reduction Driven Gear
Groove Width (Small)
Final Drive Gear
Final Driven Gear
12KCH09
*: Similar to a low gear in a conventional automatic transaxle
Shift Lever in D (Small Pulley Ratio*)
Reverse Brake (OFF)

Groove Width (Small) Pinion Gear
Primary Pulley
Input Shaft
Forward Clutch (ON)

Steel Belt Sun Gear
Ring Gear
Planetary Carrier
Secondary Pulley
Groove Width (Large)

Final Drive Gear
Final Driven Gear
12KCH10
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*: Similar to a high gear in a conventional automatic transaxle
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Shift Lever in N
Reverse Brake (OFF)

Primary Pulley
Input Shaft
Forward Clutch (OFF)

Steel Belt Sun Gear
Ring Gear
Planetary Carrier
Secondary Pulley

Final Drive Gear
Final Driven Gear
12KCH11
Shift Lever in R
Reverse Brake (ON)

Primary Pulley Input Shaft
Forward Clutch (OFF)

Steel Belt Sun Gear
Ring Gear
Planetary Carrier
Secondary Pulley
Final Drive Gear
Final Driven Gear
12KCH12
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5. Forward/Reverse Switching Unit
 A single pinion planetary gear is used as a switching control mechanism to allow either forward or
reverse motion.
 This mechanism consists of a reverse brake that locks the planetary carrier and a forward clutch that
transmits the engine drive force to the planetary sun gear.
 A centrifugal oil-pressure cancellation chamber is situated on the forward clutch to cancel the centrifugal
hydraulic pressure generated by the clutch revolution, and improve hydraulic pressure response time.
Reverse Brake Single Pinion Type Planetary Gear
Centrifugal Oil-pressure
Cancellation Chamber
Centrifugal Oil-pressure
Cancellation Chamber
12KCH20
Forward Clutch
 During forward motion, the forward clutch is engaged. Drive force output from the engine is sent to the
pulley-belt unit through the input shaft and sun gear.
: Engagement Parts
: Power Transmission Parts
Reverse Brake (Disengaged)
Planetary Carrier Forward Clutch
(Engaged)
Ring Gear
Pinion Gear
Output Input
Sun Gear
Pinion Gear
Ring Gear
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Forwarding (Input Shaft  Sun Gear) 02A5NF26C
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 During reverse motion, the forward clutch is disengaged and the reverse brake is engaged. This stops the
planetary carrier from turning, which stops the orbital revolution of the pinion gears. The drive force
input from the engine is transmitted to the ring gear, and then to the sun gear through the pinion gears.
The rotation direction of the drive force from the engine is reversed and then this drive force is output to
the pulley-belt unit.
: Engagement Parts
: Power Transmission Parts
Reverse Brake (Engaged)
Planetary Carrier Forward Clutch
(Fixed) (Disengaged)
Ring Gear
Pinion Gear
Output Input
Sun Gear
Pinion Gear
Ring Gear
02A5NF27C
Reversing (Input Shaft  Ring Gear  Pinion Gear  Sun Gear)
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6. Pulley-Belt Unit (Stepless Pulley Ratio Change Mechanism)
General
 The pulley-belt unit consists of a steel belt and a pair of pulleys with pistons (primary pulley and
secondary pulley).
 To change the pulley ratio, the width of the pulley groove is changed by controlling the hydraulic
pressure. This enables a stepless change of the pulley ratio. Moreover, a wide ratio range is offered to
ensure excellent fuel economy.
 Controlling the hydraulic pressure to the secondary piston in the secondary pulley optimally controls
the belt-clamping pressure necessary for torque transmission between the pulleys.
Secondary Pulley
Steel Belt
Primary Pulley
Steel Belt
Primary Pulley
Primary Piston
Secondary Pulley
Secondary Piston
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08T3NF83C
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 During low-speed driving, the primary pulley groove width and pulley ratio both become larger.
 During high-speed driving, the primary pulley groove width and pulley ratio both become smaller.
Groove Width (Large) Groove Width (Small)

Primary Pulley
Primary Pulley
Steel Belt
Steel Belt
Secondary Pulley Secondary Pulley

Groove Width (Small) Groove Width (Large)
Large Pulley Ratio Small Pulley Ratio

(driving at low-speed) (driving at high-speed)
06M2NF16C
Pulley and Belt Operation
: Conventional Automatic Transaxle (Solid Line)
: CVT Shifting Area (Shaded Area) 1st

2nd
3rd
4th
Engine Speed
Vehicle Speed 02A5NF22C
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CVT Pulley
A double piston structure is used for the primary pulley. Pressure, generated in 2 hydraulic pressure
chambers positioned in parallel, presses the belt. This pulley structure reduces the outer diameter of the
hydraulic pressure chambers and provides a compactly designed system.
Before Action
(Large pulley
ratio)
In Action
(Small pulley
ratio) 12KCH15
Steel Belt for CVT
The steel belt consists of metallic elements and 2 rows of steel rings. In contrast to the chains and V-belts
that transmit power through the use of tensile force, the steel belt uses the compressive action (pushing
force) of the elements to transmit power.
Steel Ring
Steel Ring Element
06M2NF18C
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Fuel Economy Characteristics
Unlike a conventional automatic transaxle that requires gear changes, a CVT allows driving at close to
the optimal fuel economy line (a preset high torque range that has low-fuel consumption). Therefore,
maximum engine performance can be obtained. In addition, by enlarging the lock-up area at lower
speeds, transmission loss can be minimized during acceleration, ensuring that engine output is used
effectively. During deceleration of the vehicle, an enlarged fuel cut area improves fuel economy. While
the vehicle is being driven at high speeds, the wide pulley ratio range allows the engine speed to be
lowered, significantly improving fuel economy.
: CVT
: Automatic Transaxle Optimal Fuel Economy Line
Engine Torque
Specific Fuel
Consumption Map
Engine Speed
02A5NF23C
Area Used While Driving
: Conventional Automatic Transaxle
CVT Largest Pulley Ratio 1st

2nd
3rd
Fuel Cut Enlarged Area
4th
Engine Speed
Fuel Cut Engine Speed
CVT Smallest Pulley Ratio
Vehicle Speed
Enlarged Fuel Cut Area
02A5NF24C
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CVT Power Performance
 One characteristic of a CVT is the ability to keep the engine speed in the optimum power output range
during all operating conditions.
 Unlike a conventional automatic transaxle that requires gear changes, a CVT allows vehicle
acceleration while maintaining the engine speed in the high power output range. Therefore, the optimal
output range of the engine can be effectively used, making it possible to obtain a greater amount of
drive force.
Engine Speed CVT
High Power
Output Range
Conventional Automatic Transaxle
Time
Accelerator Pedal Fully Depressed 08T3NF62C
7. Reduction Gear and Differential
 The reduction gear reduces the speed output from the pulley-belt unit and transmits it to the final drive
gear.
 2 independent bearings support the reduction drive gear to enable optimal engagement with the drive n
gear. This provides a significant reduction in noise.
 The 2-pinion type front differential uses helical gears as the reduction mechanism and straight bevel
gears as the differential gear mechanism.
Reduction Drive Gear Reduction Drive Gear Support

Bearing
Reduction Drive Gear Support
Bearing
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Differential
02A5NF28C
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 PARKING LOCK MECHANISM
A parking lock mechanism is used on the secondary pulley. The engagement of the parking lock pawl to the
parking lock gear integrated with the secondary pulley locks the movement of the vehicle.
Parking Lock Gear

Parking Lock Pawl
 TRANSMISSION VALVE BODY ASSEMBLY

02A5NF06C
1. General
 The transmission valve body assembly consists of the upper valve body, the lower valve body and 5 shift
solenoid valves.
 The rigidity of the valve body has been improved to enable it to be used when higher hydraulic pressures
are applied. Moreover, the 5 shift solenoid valves are installed in the lower valve body to ensure
serviceability.
Upper Valve Body
Lower Valve Body
Shift Solenoid Valve SL
Shift Solenoid Valve DSU
Shift Solenoid Valve DS2

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Shift Solenoid Valve SLS Shift Solenoid Valve DS1

12KCH25
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Upper Valve Body
Clutch Apply Control Secondary Regulator Valve

Valve
Clutch Control Lock-up Control

Valve Valve
Accumulator Piston
No. 1
Line Pressure Modulator Solenoid Modulator Valve

Valve No. 2
02A5NF29C
Lower Valve Body
Primary Regulator Valve
Manual Valve
Ratio Control Valve No. 1
Ratio Control Valve No. 2 Line Pressure Modulator Valve No. 1

Pressure Relief Valve
02A5NF30C
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2. Shift Solenoid Valves
Shift Solenoid Valve SLS
 The shift solenoid valve SLS is a linear solenoid valve used to control the belt clamping pressure.
 By using a linear solenoid valve to control the hydraulic pressure, the groove width relationship of the
secondary pulley and primary pulley can be maintained at all times.
 When the forward clutch or reverse brake is engaging, or the neutral control is operated, the shift
solenoid valve SLS controls the hydraulic pressure applied to the forward clutch or reverse brake.
Shift Solenoid Valve SLS
Spool Valve
Hydraulic
Pressure
Sleeve
Current
12KCH31
Function of Shift Solenoid Valve
Shift Solenoid Valve Function

Controls hydraulic pressure applied to the secondary pulley according to the input
SLS shaft torque force. This controls belt clamping pressure. In addition, it controls the
line pressure of the forward clutch or reverse brake when the forward clutch or
reverse brake is engaging, or when the neutral control is operated.
Shift Solenoid Valves DS1, DS2, SL and DSU
The shift solenoid valves DS1 and DS2 are used for primary pulley control, the shift solenoid valve SL is
used for selecting the usage of shift solenoid valve SLS, and the shift solenoid valve DSU is used for
finely adjusting the hydraulic pressure used to engage the lock-up clutch.
Shift Solenoid Valves DS1 and DS2
Modulated
Pressure
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Filter Drain
Filter
Modulated
NEW FEATURES ― K111 CONTINUOUSLY
Pressure VARIABLE TRANSAXLE 111
Control Pressure Control Pressure

12KCH28
OFF Condition ON Condition
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Shift Solenoid Valve SL
Drain
Filter
Modulated Modulated
Pressure Pressure
Control Pressure
Control Pressure
12KCH29
 Shift Solenoid Valve DSU
Drain
Filter
Modulated Modulated
Pressure Pressure
Control Pressure
Control Pressure
12KCH30
Function of Shift Solenoid Valves

Shift Solenoid Valve Function
 Controls the fluid flow volume to the primary pulley according to the vehicle speed
DS1
and accelerator opening.
 Controls acceleration*1.
 Controls the fluid flow volume from the primary pulley according to the vehicle
DS2
speed and accelerator opening.
 Controls deceleration*2.
SL Enables or disables switching the usage of shift solenoid valve SLS.
DSU Controls the engagement hydraulic pressure of the lock-up clutch.
*1: Input speed is increased, similar to a high gear in a conventional automatic transaxle.
*2: Input speed is reduced, similar to a low gear in a conventional automatic transaxle.
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3. Belt Clamping Pressure Control Mechanism
An appropriate amount of belt clamping pressure is necessary for transmitting torque. The belt clamping
pressure is controlled by the secondary pulley hydraulic pressure. A pressure control valve and shift
solenoid valve are installed on the downstream side of the line pressure, which are both used exclusively
for controlling belt clamping pressure. This has made it possible to optimize the hydraulic pressure used to
control the belt clamping force.
Primary Regulator Valve

Primary Pulley
Line Pressure Modulator No. 2 (LPM2)

Secondary Pulley
Line Pressure Modulator No. 1 (LPM1) 02A5NF31C
Oil Pump Assembly
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4. Pulley Ratio Control Mechanism
 Pulley ratio control is performed by controlling the inflow and outflow of the CVTF to or from the
primary pulley.
 By computerizing this control, pulley ratio control can be more flexible, and provide drivers with
excellent control. Moreover, it becomes possible to set the pulley ratio and shift speed close to the
optimal fuel economy line of the engine control. Separate hydraulic circuits are provided for changing
the ratio to a smaller pulley ratio*1 and for changing to a larger pulley ratio*2 in order to provide fine-
tuned control and a high level of reliability. The ratio is changed to a smaller pulley ratio by controlling
fluid inflow, and changed to a larger pulley ratio by controlling fluid outflow.
Ratio Control Valve No. 1

(For input speed increase)
Primary Pulley
Shift Solenoid
Valve DS1
Shift Solenoid
Valve DS2
Check Valve
Ratio Control Valve No. 2 Secondly Pulley

Oil Pump Assembly
(For input speed reduction)
02A5NF32C
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 ELECTRONIC CONTROL SYSTEM
1. General
The electronic control system of the K111 CVT consists of the controls listed below.
System Outline
Engine-CVT Integrated Control Through communication signals between the ECM and the CVT, the
[See page NF-111] engine-CVT integrated control achieves smooth and powerful driving, and
excellent fuel economy.
Acceleration Improvement Control Improves the acceleration feeling by judging the driver’s acceleration
[See page NF-112] demand according to the change of vehicle speed and change of accelerator
input.
Deceleration Improvement Control Improves the deceleration feeling by judging the driver’s deceleration
[See page NF-112] demand according to the change of vehicle speed and change of accelerator
input.
Uphill/Downhill Shift Control Controls upshifts*1 and downshifts*2 according to the road slope to obtain
[See page NF-113] smooth acceleration and appropriate engine braking force.
Pulley Ratio Control Controls the primary pulley to obtain the optimum pulley ratio to achieve
[See page NF-114] comfortable driving.
Lock-up Timing Control The lock-up area is enlarged towards the low vehicle speed range to widen
[See page NF-115] the fuel-cut area. This improves fuel economy.
7-speed Sport Sequential Shiftmatic Optimally controls the pulley ratio and shifting speed to suit the driver’s
[See page NF-116] intentions and driving conditions based on signals from various sensors and
switches.
If a malfunction is detected in the sensors or solenoids, the ECM performs
Fail-safe [See page NF-117]
fail-safe control to prevent the vehicle’s drivability from being significantly
affected.
Diagnosis [See page NF-117] When the ECM detects a malfunction, the ECM stores information related
to the fault.
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THO1
2. Construction
The configuration of the electronic control system in the K111 CVT is as shown in the following chart.
SENSORS ACTUATORS
Accelerator Pedal Position Shift Solenoid Valve DS1

Sensor
Throttle Position Sensor

Crankshaft Position Sensor

Engine Coolant Temperature
Sensor

Transmission Revolution Sensor
(NIN)
Transmission Revolution Sensor Shift Solenoid Valve SLS

(NOUT)
ECM
Transmission Revolution Sensor
(NT)
Combination Meter Assembly
Park/Neutral Position Switch
Malfunction Indicator Lamp
(MIL)
Stop Light Switch Shift Position/Gear Indicator
Light
D (Temporary M Mode)
CVT Fluid Temperature Sensor Indicator Light
M Mode Indicator Light

Oil Pressure Sensor
Air Conditioning Amplifier

Shift Lever Assembly
DLC3
Transmission Control Switch
CAN (V Bus)
Paddle Shift Switch
08T3NF35C
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3. Layout of Main Components
Engine Coolant Temperature Sensor
Crankshaft Position Sensor
ECM
Throttle Body Assembly

 Throttle Position Sensor
08T3NF36C
Transmission Revolution
Transmission Revolution Sensor (NOUT)
Sensor (NT)
Sensor (NIN)
Oil Pressure Sensor

CVT Fluid Temperature
Sensor
08T3NF37C
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Malfunction Indicator D (Temporary M Mode)

Lamp (MIL) Indicator Light
Shift Position/Gear Indicator Light

Transmission
Control Switch
Air Conditioning Amplifier
Paddle Shift Switch “-”
Stop Light Switch

Assembly
Accelerator Pedal
Assembly
 Accelerator Pedal
Position Sensor
Paddle Shift Switch “+” DLC3
08T3NF38C
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4. Main Components of Electronic Control System
General
The main components of the K111 CVT electronic control system are as follows:
Components Function
 Performs integrated control of the engine and CVT and control of
ECM the CVT based on signals from various sensors.
 When the ECM detects a malfunction, the ECM stores information
Shift Position/Gear* related tothe

 Indicates theshift
fault.lever position.
Indicator Light  Indicates the selected gear* when in M mode.

M Mode Indicator Illuminates when the shift lever is in M to inform the driver that M
Combination
Light mode is active.
Meter Assembly D (Temporary M Indicates to inform that temporary M mode has been entered.
Mode) Indicator Light
Malfunction Indicator Illuminates or blinks to alert the driver that the ECM has detected a
Lamp (MIL) malfunction.
 Controls the hydraulic pressure applied to the secondary pulley in
Shift Solenoid Valve SLS order to control the belt clamping pressure necessary for
transmitting torque.
 Controls the line pressure upon engagement of the forward clutch
Shift Solenoid Valve SL Switches the control of the shift solenoid valve SLS.
Controls the fluid inflow volume to the primary pulley in accordance
with the vehicle speed and accelerator pedal position (speed control
during acceleration).
Controls the fluid outflow volume from the primary pulley in
Shift Solenoid Valve DS2 accordance with the vehicle speed and accelerator pedal position
(speed control during deceleration).
Shift Solenoid Valve DSU Controls the engagement hydraulic pressure of the lock-up clutch.
Transmission Revolution Sensor (NIN) Detects the primary pulley speed (input speed).
Transmission Revolution Sensor (NOUT) Detects the secondary pulley speed (output speed).
Transmission Revolution Sensor (NT) Detects the forward clutch drum speed.
CVT Fluid Temperature Sensor Detects the CVTF temperature.
Oil Pressure Sensor Detects the steel belt clamping pressure.
Accelerator Pedal Position Sensor Detects the position of the accelerator pedal.
Throttle Position Sensor Detects the opening angle of the throttle valve.
Crankshaft Position Sensor Detects the engine speed.
Engine Coolant Temperature Sensor Detects the engine coolant temperature.
Park/Neutral Position Switch Detects the shift lever position.
 Detects that the shift lever is in M.
 Detects the driver’s shift-up and shift-down operations when the
shift lever is in M.
Stop Light Switch Detects when the brake pedal is depressed.
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*: “Gear” refers to one of a series of fixed pulley ratios.
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CVT Fluid Temperature Sensor
The CVT fluid temperature sensor detects the CVTF temperature. Based on this, pulley ratio control is
performed. CVTF temperature also affects lock-up clutch pressure control, forward clutch pressure
control, and belt clamping pressure control.
CVT Fluid Temperature Sensor
12KCH40
Park/Neutral Position Switch and Transmission Control Switch
The ECM uses these switches to detect the shift lever position.
 The park/neutral position switch sends the P, R, N and D position signals to the ECM.
 The transmission control switch is installed inside the shift lever assembly. This switch sends M mode
signals to the ECM.
ECM
CAN (V Bus)
Shift Position/Gear
Indicator Light
D (Temporary M Mode)
Indicator Light

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08T3NF60C
5. Engine-CVT Integrated Control
To perform fine-tuned control in accordance with driving conditions, various signals are exchanged
between the engine CPU and the CVT CPU. As a result, both smooth and powerful driving that excels in
ratio change response and fuel economy has been achieved.
Engine Sensor (NIN) Signal
CVT
Fluid Pressure
Control Circuit
ECM
Calculation of Engine Calculation of CVT

Control Amount Control Amount
Calculation of Target Calculation of

Throttle Target Speed
Engine CPU CVT CPU
Accelerator Pedal Position Vehicle Speed

08T3NF64C
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6. Acceleration Improvement Control
The driver’s acceleration demand is judged from the change of vehicle speed and change of accelerator
pedal input. When starting off or accelerating, the engine speed and the vehicle speed are controlled to
produce a linear feeling, improving the acceleration feeling. In addition, during acceleration, ‘upshifts’ are
performed. These upshifts prevent a stagnant feeling during acceleration as well as enabling the linear
acceleration feeling.
Acceleration
Upshift Upshift
Engine Speed
Linearized Linearized
Accelerator Opening
08T3NF65C
Time
7. Deceleration Improvement Control
A more effective deceleration feeling is achieved by using a fixed ratio and maintaining a higher engine
speed with together with fuel cut. Also, when accelerating again driving force is quickly generated.
OFF ON
Accelerator Opening
Fixed Ratio
Engine Speed
08T3NF66CNM11B2EV
Time
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8. Uphill/Downhill Shift Control
General
The ECM determines that the vehicle is driving uphill or downhill based on the accelerator pedal position
sensor signal and the vehicle speed signal. During uphill driving, it restricts upshifts*1 to achieve smooth
driving. During downhill driving, it downshifts*2 upon detecting brake pedal operation, in order to
provide moderate engine braking.
*1: Selection of a smaller pulley ratio

*2: Selects a larger pulley ratio
Without Control Downshift Upshift Downshift Upshift Normal Driving
With Control Restricts Upshift Upshift Downshift Normal Driving
02A5NF37C
Brake Operating
Uphill/Downhill Judgment
The actual acceleration calculated from the speed sensor signal is compared with the reference
acceleration (based on level road travel) stored in the ECM to determine uphill or downhill travel.
Less : Actual Acceleration

: Reference Acceleration
Greater
Uphill Downhill
Actual acceleration is less than Actual acceleration is greater

reference acceleration than reference acceleration
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12KCH47
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9. Pulley Ratio Control
 The primary pulley speed target is calculated in accordance with accelerator position, vehicle speed
signal, stop light switch signal, etc. in order to obtain an optimal pulley ratio and ratio change speed,
achieving comfortable driving suitable for “driver intention” and “ road condition”. In order to match the
target primary pulley speed and the actual primary pulley speed calculated by the transmission
revolution sensor (NIN), the ECM actuates shift solenoid valves DS1 and DS2 in order to control the
inflow and outflow volume of line pressure to and from the primary pulley.
Vehicle Speed Signal

Target Primary
Stop Light Switch Signal Pulley Speed
Shift Solenoid Valve
Accelerator Pedal DS1
Position Signal
Calculation of
Control Amount
Shift Solenoid Valve

Transmission Revolution Actual Primary DS2
Sensor (NIN) Signal Pulley Speed
06M2NF37C
 When the shift lever is in D, fuel economy and drivability are improved by engine-CVT integrated
control.
Large Pulley Ratio (Maximum Input
Speed Reduction)*1
Control Area
Primary Pulley
Speed
Small Pulley Ratio (Maximum Input

Speed Increase)*2
Vehicle Speed
*1: Similar to a low gear in a conventional automatic transaxle 02A5NF38C
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*2: Similar to a high gear in a conventional automatic transaxle
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 When the shift lever is in M, the shift characteristics are as shown below. The system will upshift
automatically when the vehicle reaches a set speed during acceleration.
Large Pulley Ratio
1st 2nd 3rd 4th 5th

6th
7th
Small Pulley Ratio
Primary Pulley
Speed
02A5NF11C
Vehicle Speed
10. Lock-up Timing Control
The lock-up operation range has been expanded from that of the previous automatic transaxle, thus
enabling control to start from low speeds. Also, the lock-up operation range during deceleration has been
expanded to the low-speed range. As a result of this, the fuel cut range has been expanded, achieving
excellent fuel economy.
Lock-up
Off Range
Throttle
Opening Lock-up
Angle Operation Range
Vehicle Speed
08T3NF68C
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11. 7-speed Sport Sequential Shiftmatic (with Paddle Shift Switch)
 In M mode, by moving the shift lever or paddle shift switch in the “+” direction or “-” direction, the
driver can select the desired gear*. Thus, the driver is able to shift gears with a manual-like feel.
 The paddle shift switch is equipped. Using the paddle shift switches, the driver can change gears without
releasing the steering wheel.
*: “Gear” refers to one of a series of fixed pulley ratios.
ECM
Shift-up and Shift-
down Signal
Engine Control CVT Control
Pulley Ratio
Control Signal Paddle Shift Switch “-”
Engine
CVT Paddle Shift Switch “+”
Shift Lever Paddle Shift Switch
08T3NF39C
 In D mode, the driver can momentarily select a desired gear by operating the paddle shift switch.
Automatic shifting (D mode) will be reinstated under the following conditions:
The driver continues to push the paddle shift switch “+” longer than
a predetermined length of time.
The driver depresses the accelerator pedal longer than a
Reverts to automatic shifting (D mode)
predetermined length of time while the transmission remains in the
same gear.
The vehicle has stopped.
The driver has moved the shift lever to M. Transfers to manual shifting (M mode)
 In M mode, the transmission automatically upshifts or downshifts under the following conditions:
Condition System Control

Engine is under-revving. 1 step downshift
Engine is over-revving. 1 step upshift
 The ECM will restrict gear changes if it detects a malfunction in the CVT system.
 If the vehicle speed and engine speed exceeds or goes below a preset level in response to the driver ’s
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downshift operation request, the gear change will be prohibited. In this case, the multi buzzer in the
combination meter will sound to alert the driver.
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12. Fail-safe
This function minimizes the loss of operability when an abnormality occurs in a sensor or solenoid. For
details, refer to the Repair Manual.
Fail-safe Control List

Malfunction Part Function
Transmission Revolution Sensor Input speed is calculated based on the transmission revolution sensor (NT)
(NIN) signal and normal control is performed.
Transmission Revolution Sensor Output speed is calculated based on the vehicle speed signal and normal
(NOUT) control is performed.
Transmission Revolution Sensor The turbine speed is calculated based on the transmission revolution sensor
(NT) (NIN) signal and normal control is performed.
 During a shift solenoid valve SLS malfunction, the current to shift solenoid
Shift Solenoid Valve SLS valve SLS is stopped and the belt clamping pressure is maintained by the
line pressure.
During
The pulley ratio
a shift is fixedvalve
solenoid at a predetermined value.
SL malfunction, the current to shift solenoid
valve SL is stopped and the lock-up clutch is disengaged.
During a shift solenoid valve DS1 malfunction, the current to shift solenoid
valve DS1 is stopped, causing the pulley ratio to lean more towards a speed
reduction ratio than normal.
During a shift solenoid valve DS2 malfunction, the current to shift solenoid
valve DS2 is stopped, causing the pulley ratio to lean more towards a speed
increase ratio than normal.
Shift Solenoid Valve DSU During a shift solenoid valve DSU malfunction, the current to shift solenoid
valve DSU is stopped and the lock-up clutch is disengaged.
CVT Fluid Temperature Sensor During a CVT fluid temperature sensor malfunction, the ECM uses a
predetermined fluid temperature and performs normal control.
13. Diagnosis
 When the ECM detects a malfunction, the ECM records information related to the fault. Furthermore,
the Malfunction Indicator Lamp (MIL) in the combination meter assembly illuminates or blinks to
inform the driver of the malfunction.
 At the same time, Diagnosis Trouble Codes (DTCs) are stored in memory. The DTCs stored in the ECM
can be read by connecting the intelligent tester to the DLC3. For details, refer to the Repair Manual.
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 SHIFT CONTROL MECHANISM
1. General
 A gate type shift lever is used. With the gate type lever, the shift lever button of the straight type shift
lever has been discontinued. Similar functions are achieved through a single-shift operation (fore-aft and
side-to-side).
 A push-pull cable type transmission control cable is used.
 A shift lock system is used. This system helps to prevent unintentional acceleration.
· A shift unlock button, which manually overrides the shift lock mechanism, is used.
Shift Unlock Button

: The shift lever can be moved
only with the engine switch in
Shift Lock Solenoid Assembly the ON position and the brake
 Shift Lock Solenoid pedal depressed.
 P Detection Switch
: The shift lever can be moved
anytime.
Shift Lock ECU

Shift Pattern
Transmission
Control Cable
Main Body ECU

(Instrument Panel Junction
Block Assembly)
Stop Light
Switch
08T3NF40C
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2. Shift Lock System
General
 A shift control system prevents the shift lever from being shifted to any position other than the P
position, unless the IG-ON mode is selected, and the brake pedal is depressed.
 The shift lock system consists of a shift lock solenoid assembly and a shift lock ECU.
· The shift lock solenoid assembly has a built-in shift lever solenoid and P detection switch.
Shift Lock Solenoid Assembly
Stop Light Switch Shift Lock

Solenoid
Shift Lock ECU
Main Body ECU (Instrument

Panel Junction Block P Detection
Assembly) Switch
13P0CH55C
System Operation
The shift lock ECU uses the P detection switch to detect the shift lever position, and receives inputs from
the stop light switch and the main body ECU (instrument panel junction block assembly). Upon receiving
these signals, the shift lock ECU turns on the shift lock solenoid in order to disengage the shift lock.
NM11B2EV

K111 Continuously Variable Transaxle: Description

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K111 Continuously Variable Transaxle: Description

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NEW FEATURES ― K111 CONTINUOUSLY VARIABLE TRANSAXLE 85

K111 CONTINUOUSLY VARIABLE TRANSAXLE

 The K111 Continuously Variable Transaxle (CVT) is used.

Engine Type 3ZR-FE

 Toyota genuine CVT Fluid (CVTF) TC is used.

 A compact and torus-shaped torque converter clutch assembly is used.

Engine Type 3ZR-FE

 A trochoid gear type oil pump assembly is used.

 TRANSMISSION OIL COOLER

Transmission Oil Cooler

: CVTF Flow View from Front of Transmission Oil Cooler

: Engine Coolant Flow 08T3NF34C

 CVTF FILLING PROCEDURE

Oil Pan Overflow Plug

Refill Plug NM11B2EV

Torque Converter Clutch Assembly

Final Drive Gear Reduction Driven Gear

Final Driven Gear

Final Drive Gear Reduction Driven Gear

Final Driven Gear

Forward Clutch The number of Forward Clutch Discs 3

4. Transaxle Power Flow

Shift Lever in D (Large Pulley Ratio*)

Reverse Brake (OFF)

Forward Clutch (ON)

*: Similar to a low gear in a conventional automatic transaxle

Shift Lever in D (Small Pulley Ratio*)

Reverse Brake (OFF)

Forward Clutch (ON)

Groove Width (Large)

Reverse Brake (OFF)

Forward Clutch (OFF)

Groove Width (Small)

Reverse Brake (ON)

Primary Pulley Input Shaft

Forward Clutch (OFF)

5. Forward/Reverse Switching Unit

Reverse Brake Single Pinion Type Planetary Gear

Reversing (Input Shaft  Ring Gear  Pinion Gear  Sun Gear)

6. Pulley-Belt Unit (Stepless Pulley Ratio Change Mechanism)

Groove Width (Large) Groove Width (Small)

Secondary Pulley Secondary Pulley

Large Pulley Ratio Small Pulley Ratio

Pulley and Belt Operation

: Conventional Automatic Transaxle (Solid Line)

: CVT Shifting Area (Shaded Area) 1st

Vehicle Speed 02A5NF22C

Steel Belt for CVT

Steel Ring Element

Fuel Economy Characteristics

: Conventional Automatic Transaxle

CVT Largest Pulley Ratio 1st

Fuel Cut Engine Speed

CVT Smallest Pulley Ratio

CVT Power Performance

Engine Speed CVT

Conventional Automatic Transaxle

Accelerator Pedal Fully Depressed 08T3NF62C