Emcvt (Rover) PDF

ELECTRO MECHANICAL-CONTINUOUSLY VARIABLE TRANSMISSION
Workbook
01-41-RO-W Ver: 1
Published by the Technical Academy
Rover Group Limited 1999
All rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted in any form, electronic, mechanical,
recording or other means without prior written permission from Rover Group.
Electro mechanical-continuously variable transmission

This document has been issued to support the Service Training training programme.
Every effort has been taken to ensure the information contained in this document is accurate and
correct. However, technical changes may have occurred following the date of publication. This
document will not necessarily have been updated as a matter of course. Therefore, details of any
subsequent change may not be included in this copy.
The primary function of this document is to support the Service Training training programme. It
should not be used in place of the workshop manual. All applicable technical specifications,
adjustments procedures and repair information can be found in the relevant document published
by Rover Group Technical Communication.
Produced by:
Rover Group Limited
Service Training
Gaydon Test Centre
Banbury Road
Lighthorne
Warwick
CV35 0RG
II
Technical Brochure
Introduction to continuously variable transmission................................................
Introduction to continuously variable transmission...............................................
Basic principles of continuously variable transmission.........................................
Mechanical layout.................................................................................................
Group one ............................................................................................................
Group two.............................................................................................................
Group three ..........................................................................................................
Mechanical operation ...........................................................................................
Control strategy ....................................................................................................
Hydraulic system ..................................................................................................
Valve function and operation................................................................................
Behavior in specific situations ..............................................................................
Maintenance.........................................................................................................
Transmission communication...............................................................................
Gearbox interface unit ..........................................................................................
Serial communication: Gearbox interface unit to engine management system ...
Ratio control motor functionality ...........................................................................
Engine control module..........................................................................................
GIU pin-out ...........................................................................................................
Default strategies .................................................................................................
Diagnostics...........................................................................................................
Modular engine management system 3 ...............................................................
System inputs.......................................................................................................
System outputs.....................................................................................................
Transmission control strategy ..............................................................................
Transmission reset and reference........................................................................
Transmission adaption .........................................................................................
Contents
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Technical Brochure
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Contents

Introduction to continuously variable transmission

The origins of the continuously variable transmission (CVT) date back to 1974 with, at that time,
a revolutionary rubber drive belt. After several years of development, a new generation of CVT
has evolved, incorporating the use of steel drive belts.
The stepless shifting pattern of the transmission, provides a very comfortable drive, as well as
having full vehicle performance, available at any time.
Continuously variable transmission
Figure 1
The advantages of using a transmission of this type are:

Low engine revolutions at constant speeds
Improved emission control
Low noise, vibration and harshness levels
Smooth acceleration
Flexible mountain driving
The Electro mechanical-continuously variable transmission (Em-CVT) will be available in the MGF
K-series 1.8i 16 valve and the Rover 25 and 45 K-series 1.6i 16 valve and 1.8i 16 valve. The
engine is connected to the input shaft in the transmission, via a torsional damper, instead of the
torque converter used by more conventional automatic transmissions.
There is a five position selector lever to cope with all possible driving conditions (park/reverse/
neutral/drive and sport).
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To obtain sporty performance, the driver can change from drive to sport even when the vehicle is
on the move. Top speed can be obtained in drive or sport but the engine must be started in neutral
or park, as with any automatic transmission. The operation of the transmission, during driving, has
no comparison with that of conventional automatic transmission. If the accelerator pedal is
depressed sharply, the engine rpm will rise considerably more than in relation to the speed of the
vehicle. This gives the sensation that something is slipping inside the transmission, hence, driver
education being of utmost importance.
Basic principles of continuously variable transmission
Unlike conventional planetary automatic transmissions that provide a limited number of gear
ratios, usually three, four or five, the CVT, as its name suggests, continuously varies the gear ratio.
A low gear (low ratio) makes it easier to pull away from a rest position, the drive gear being
relatively small, while the driven gear is large by comparison .
Pulley positions at low ratio (pulling away)
Figure 2
a.Drive gear at the start of acceleration (pulling away)
b.Driven gear at the start of acceleration (pulling away)
1.Input from the engine
2.Output to the wheels
The drive belt is used to transmit power and torque. As acceleration takes place it becomes
possible to select a higher ratio by increasing the diameter of the drive gear while, at the same
time, decreasing the size of the driven gear. This degree of change can be controlled to ensure
that the most suitable ratio is provided.
If acceleration continues to take place, further up-shifts may be made until the drive gear diameter
is as large as possible and the driven gear diameter is as small as possible. Therefore, for every
revolution of the drive gear the driven gear revolves several times.
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Pulley positions at high ratio (overdrive)
Figure 3
a.Drive gear at maximum (overdrive)
b.Driven gear at maximum (overdrive)
1.Input from the engine
2.Output to the wheels
The CVT uses a primary pulley instead of a drive gear and a secondary pulley replaces the driven
gear. Both pulleys have one fixed half and one mobile half, controlled by hydraulic pressure. The
position of the drive belt on the pulleys will determine the ratio. If the mobile half of the pulley is
close to its opposite half then the drive belt is forced to travel around the outer circumference.
Whereas if the pulley is open wide then this circumference is reduced. The primary and secondary
pulley mobile halves are diagonally opposed so when the drive belt diameter is reduced on the
primary pulley, it increases on the secondary pulley.
To pull away, a low ratio is required. To provide this, the primary pulley is open, allowing the drive
belt to sit down into the pulley and forcing it to run around the outer of the closed secondary pulley.
As vehicle speed increases, a higher gear ratio is required. To do this, the primary pulley gradually
moves towards its fixed partner, increasing the pulley circumference. At the same time the
secondary pulley is forced apart reducing pulley diameter, therefore creating a higher gear ratio.
An overdrive ratio is obtained when the primary pulley is fully closed and the secondary pulley is
fully open. The secondary pulley is now forced to rotate approximately two and a half times for
every turn of the primary pulley.
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Mechanical layout
The CVT consists of a number of elements that can be divided into three groups, depending upon
their function.
Group one
Elements providing the mechanical torque flow through the transmission. These elements are:
1. Planetary gear set
2. Multiplate clutches
3. Primary pulley
4. Steel drive belt
5. Secondary pulley
6. Pinion shaft
7. Differential unit
Group two
These elements relate to hydraulic system. This system enables the transmission to transmit
power and to vary the ratio in a proper way, according to load conditions and driver demand.
1. Hydraulic pump
2. Hydraulic control unit
Group three
These elements that have external connections from the transmission.
1. Selector mechanism
2. Speedometer
3. Steering wheel switches (MGF only)
4. Ratio control motor
5. Oil cooler connections
6. Park/neutral switch
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Group one
Each element of group one will now be briefly described.
Planetary gear set
Figure 4
1.Planet carrier gears
2.Input shaft
3.Sun-wheel gear
4.Annular gear
The planetary gear set enables the transmission to provide a drive torque in two directions,
forward and reverse, to the vehicles drive shafts. Engine torque always enters the transmission
through the planet carrier via the input shaft. This carrier can be directly connected to the sunwheel by the forward multi-plate clutches. When it does, the epicyclic gear set rotates as one unit,
and engine torque is transmitted directly to the primary pulley. The planet gears do not transmit
any torque, therefore no mechanical loss will occur in the planetary gear set and the primary pulley
will rotate in the same direction as the engine. This is the forward drive mode.
In reverse mode, the annulus of the planetary gear set is held stationary by the reverse multi-plate
clutches. Three pairs of planet gears are driven by the planet carrier, forcing the sun-wheel to
rotate in the opposite direction.
There is a small multiplication of torque being transmitted since the ratio of the epicyclic gear set
is 1:1.1, in order to compensate for frictional losses within the planetary gear set itself.
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Clutches
Figure 5
a.Forward clutch pack
b.Reverse clutch pack
There are two multiplate wet clutch packs; one forward and one reverse. Each pack has three
friction plates providing six friction surfaces. Hydraulic pressure controls the clutches to allow the
vehicle to move away smoothly regardless of the degree of throttle opening and also allows the
vehicle to be held stationary while a drive gear is engaged. Oil from the oil cooler is directed to the
clutch plates to prevent overheating of the friction surfaces
Pulleys and steel belt

The main design feature of the CVT is a pair of steel V shaped pulleys connected by a steel drive
belt. The centre distance between primary and secondary pulley is 155 mm.
Each pulley consists of one fixed half and one axially slideable half, both having 11 sloping sides.
The proven 24 mm wide Van Doorne push type drive belt is used to transfer torque between the
pulleys. The belt is lubricated and cooled by an oil jet from a nozzle. Both moving halves are
situated diagonally to each other in order to reduce misalignment of the drive belt during shifting.
Each moving half is connected to a hydraulic cylinder/piston. Hydraulic pressure is controlled by
the control system, described in the section titled Hydraulic system. Ball splines prevent the
moving halves from rotating relatively to their fixed partners.
Torque transmitted by the planetary gear set acts directly onto the primary pulley as the sun-wheel
is splined to it. The steel drive belt transmits the power from the primary pulley to the secondary
pulley and the power from the secondary pulley is then transmitted to the final drive.
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Torque and speed of the secondary pulley are determined by the position of the drive belt. The
sizes of the two pulleys are designed to provide a range of ratios resulting in a ratio spread of 5.454
to 5.763. The high overdrive ratio is particularly advantageous in respect to fuel consumption.
The steel drive belt has approximately 450 segments and is held together by 24 steel bands, 12
on each side. All the segments are of the same thicknesses unlike the earlier transmission (VT1Rover 100 and 200) which had 350 segments of different thicknesses to prevent high frequencies
(belt noise) being generated during operation.
Steel belt construction
Figure 6
1.Steel bands
2.Steel segments
Note: When handling the steel drive belt always squeeze the perimeter, otherwise it may fall apart.
The belt need not be adjusted or replaced in service.
Pinion shaft
The pinion shaft creates a two-set helical gear reduction between the secondary pulley and the
crown wheel. In this way, the rotational direction of the driveshafts will be correct. The reduction
between the secondary pulley and the driveshafts can be made big enough to give good vehicle
performance. The pinion shaft is supported by two conical bearings, one in the clutch housing and
one in a separate bearing support.
Differential
Drive torque on the crown wheel is transmitted to the vehicle wheels via a bevel gear differential,
just as in a manual transmission. The crown wheel is bolted to the differential case with 8 bolts.
The driveshafts are fitted to the differential with conventional CV joints and seals. Conical bearings
are used to support the differential.
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Group two
Each element of group two will now be briefly described.
Oil pump
The pump within the transmission is an external gear pump. It is driven by the engine via a shaft
through the hollow primary pulley shaft. The pump shaft is splined to the planet carrier, which will
always run at engine speed. The discharged volume is about 8.85 cm3 per revolution. System
pressure can reach 40 bar.
The oil pressure is used both for controlling the transmission hydraulically, and for lubrication
purposes.
Control system
Valve block
Figure 7
1.Ratio control motor
2.Secondary valve
3.Selector shaft
4.Park/neutral switch
5.Hydraulic control unit
6.Primary valve
7.Sensing shoe
The CVT is controlled by a number of valves which respond to mechanical and hydraulic inputs.
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Basically, the control system is designed to control the pulleys and the clutches in the following
three ways:
1. Primary pressure is supplied to the primary pulley to control the correct transmission ratio for
all driving conditions.
2. Secondary pressure is supplied to the secondary pulley to ensure that there is always
adequate clamping force onto the belt for all load conditions.
3. The clutch control consists of:
Selection of the correct clutch (forward or reverse): clutch selection
Control of the operation needed for take off: clutch engagement
Oil is supplied, under pressure, by the engine driven gear pump. The oil enters the pump through
a suction filter in the sump. CVT fluid is used in order to obtain the correct clutch engagement
characteristics.
The inputs used in the valve body are listed in the table titled 'Valve body inputs':
Valve body inputs
Input signal
Drive mode
Engine speed
Primary pulley speed
Transmission ratio
Generated by
Selector lever position (steering wheel switches if
fitted)
Engine pitot chamber
Primary pitot chamber
Position of primary pulley half
Throttle opening
Throttle position sensor
Through
Manual valve
Engine pitot pressure
Primary pitot pressure
Sensing shoe acting on secondary
valve spring
Ratio control motor
The engine speed and the drive mode are used for controlling the clutch engagement.
The speed dependent signals are provided by two pitot systems. Each consists of a pitot chamber
and a pitot pipe. The pipe is stationary, while the chamber, which is filled with oil, is rotating at the
speed to be measured.
A hydraulic pressure, proportional to speed, is detected at one end of the pipe as the other end is
dipped in the rotating oil ring inside the pitot chamber. These pressures act on the primary and
secondary valves inside the control unit, influencing transmission operation.
The same effect is obtained by detection of the transmission ratio. The clamping force can be
decreased when the transmission up-shifts as the drive belt will run on a smaller radius around the
secondary pulley. With the drive belt running in an overdrive situation, a lower secondary pressure
still creates enough clamping force to transmit the torque. The sensing shoe acts directly onto the
secondary valve spring within the hydraulic control unit, controlling secondary pressure.
A manually operated valve is connected to the selector lever and determines the drive mode of
the transmission. For safety reasons, starting the engine is only possible in neutral or in the park
position. An inhibitor switch prevents the starter motor from operating in all the other positions.
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Group three
Each element of group three will now be briefly described.
Selector mechanism
Selection of the required driving mode, through the selector lever inside the vehicle, activates a
selector shaft within the transmission. The lever and the shaft are connected by a push/pull type
cable. A cam fitted to the selector shaft is also connected to the manual valve of the control
system, and selects one of its five desired positions (PRND/S). Moving the selector lever across
the gate trips a microswitch (MGF) or a proximity sensor (Rover 25/45) and puts the transmission
into sport mode.
Selector lever (MGF)
Figure 8
A spring and cone operated pawl mechanically locks the secondary pulley when the selector lever
is moved to the park position. If selection of park is made at speed the pawl will rattle without
engaging park. It will not engage until the vehicle speed drops below approximately 3 mph.
In the reverse position the reverse clutches are activated and the forward clutches are inhibited
allowing the vehicle to reverse without up-shifting. If the driver inadvertently selects reverse at a
high forward vehicle speed, an inhibitor valve ensures that the reverse clutches are not engaged,
unless the vehicle speed is very low.
In the neutral position, both clutches are fully disengaged and the pump will run at engine speed.
Apart from the input shaft, planet carrier and planet wheels, the rest of the transmission is
stationary.
The drive position is designed for normal driving. It can be used for all forward driving conditions
from take off to top speed. The driver simply controls vehicle speed by using the accelerator pedal.
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In the sport position, the transmission still operates as a conventional CVT unit, but becomes more
responsive to changes in driver demands. Engine speed is higher in this mode which improves
acceleration. Manual gear changes can be performed sequentially using the selector lever (or
steering wheel switches on the MGF).
Movement of the selector lever (or steering wheel switches) in a forward direction, plus (+),
changes the transmission up the gear ratios and movement in a rearward direction, minus (-),
changes the transmission down the gear ratios
Sequential gear selection (MGF)
Figure 9
The engine control module can control the transmission so that the input shaft speed, relative to
the output shaft speed, is fixed in one of six ratios. This gives the effect that the vehicle has a six
speed manual transmission with a sequential gear change.
The system protects the transmission, while in manual mode, against shifts that could be
potentially dangerous or could damage the powertrain, for example, shifting to first gear at 90 mph,
or shifting to top gear at 10 mph. In addition, if the driver does not shift up, the next gear will be
automatically selected when the engine revolutions reach approximately 6000 rpm. Equally, if the
driver does not shift down when reducing vehicle speed, the system performs the down-change
automatically preventing engine stall.
When changing from a CVT drive mode to a manual drive mode, the system looks at current road
speed and driving conditions and selects the appropriate ratio. The table titled Gear speeds gives
the ratios of the six predetermined positions.
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Gear speeds
Gear position
1
2
3
4
5
6
mph per 1000 rpm (km/h per 1000 rpm)

4.60 (7.36)
7.80 (12.48)
10.65 (17.04)
14.00 (22.40)
17.75 (28.40)
23.50 (37.60)
It is important to note that although the table would indicate that the diameters of the primary and
secondary pulleys remain constant, this is not the case. Driving and environmental conditions can
influence the pulley positions, such as:
Oil temperature
Clutch slip
Hydraulic balancing of the controlling cylinders
Hydraulic pressure within the control lines
The primary and secondary pulleys do alter their position to maintain the transmission input/output
ratio.
Speedometer
The road speed transducer, located on the transmission casing next to the road speed sensor, is
hard wired to the speedometer in the instrument pack.
The gear selected is displayed in the instrument pack.
Display (Rover 25)
Figure 10
Park/neutral switch
The selector cam activates the park/neutral switch which prevents the car starting in reverse, drive
or sport and switches on the reverse lights when in reverse. The switch also informs the engine
management system (EMS) of drive mode selection, which in turn ensures accurate engine speed
control is maintained and the possibility of engine stall, due to transmission load, is eliminated.
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Park/neutral switch
Figure 11
Oil cooler locations

There are two oil cooler pipe connections on the front of the transmission casing. An oil cooler is
fitted alongside the radiator,and, stabilizing the transmission temperature at 80-120C.
MGF oil cooler
Figure 12
1.Oil cooler
2.Feed and return pipes
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Rover 25 oil cooler
Figure 13
1.Oil cooler
2.Feed and return pipes
Rover 45 oil cooler
Figure 14
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Mechanical operation
The mechanical operation of the CVT will now be briefly discussed.
Selector lever in the park or neutral position

In this condition motion is not transferred to the wheels as both clutches for reverse (2) and forward
gears (4) are disengaged.
The transmission input shaft (1) turns at the same speed as the engine
The reverse gear clutches (2) are disengaged
The forward gear clutches (4) are disengaged
The planetary gears (3) idle around the sun gear
As the sun gear does not move, neither does the primary pulley (5), the secondary pulley (7)
and, subsequently, the vehicle
Figure 15
1.Input shaft
2.Reverse gear clutches
3.Planetary gears
4.Forward gear clutches
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5.Primary pulley
6.Steel drive belt
7.Secondary pulley
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Selector lever in the drive position

Under these conditions, the epicyclic set of gears, the planetary gears (3), the sun gear and the
outer ring gear are held by the forward clutches (4) which are engaged.
The reverse clutches (2) are disengaged
The forward clutches (4) are engaged
The planetary gears (3) the sun gear and the annular ring gear of the epicyclic train will rotate
together
The primary pulley (5) turns at the same speed as the engine in the forward gear direction
The secondary pulley (7) turns in the forward gear direction at a speed which depends upon
the belt ratio for that operating condition
Figure 16
1.Input shaft
2.Reverse clutches
3.Planetary gears
4.Forward clutches
5.Primary pulley
6.Steel drive belt
7.Secondary pulley
8.Secondary gear
9.Input shaft
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Selector lever in the reverse position

Under this condition, the reverse clutches (2) are engaged and makes the annular ring gear (9)
lock with the epicyclic gear train of the transmission. The planetary gears (3) force the sun gear
(10), the primary pulley (5) and the secondary pulley (7) to turn in the opposite direction to the
transmission input shaft (1). Therefore reverse gear is now selected.
The reverse clutches (2) are engaged
The forward clutches (4) are disengaged
The annular gear (9) is held stationary with the transmission by means of the reverse clutches
(2)
The planetary gears (3), which are driven directly by the transmission input shaft (1), turn
around the annular gear (9). Therefore they force the sun gear (10), the pulley (5) and the
secondary pulley (7) to turn in the reverse gear direction
Figure 17
1.Input shaft
2.Reverse clutches
3.Planetary gears
4.Forward clutches
5.Primary pulley
6.Steel drive belt
7.Secondary pulley
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8. Secondary gear
9.Annular gear
10.Sun gear
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Control strategy
The clutch control strategy and shift strategy will now be briefly discussed.
Clutch control strategy

When the driver of a vehicle, fitted with CVT, pushes the accelerator pedal from a standstill to a
certain position, the transmission will respond in the following way:
The position of the accelerator pedal (throttle opening) corresponds with an engine torque curve.
This torque curve can be converted into a required clutch pressure. The relation between clutch
pressure and transmittable torque is determined by the clutch design. With a given position of the
accelerator pedal, the engine will increase its speed from point 1 to point 2. . The rpm can not
increase because all the torque is dissipated in the clutch. During this acceleration phase, part of
the power accelerates the car and the rest is dissipated in the slipping clutch. When the primary
pulley speed equals engine speed, the rpm can increase without slip in the clutch. The most
severe situation for the clutch is a stall condition. The value at which the maximum clutch pressure
is limited to depends upon the engine. It can be seen that maximum clutch pressure (fully applied)
is at approximately 2000 rpm. The creep behavior of the vehicle is also a result of the clutch control
strategy. With the selector lever in drive, sport or reverse and the brakes released, the vehicle will
creep forwards or backwards with a constant creep torque. This reminds the driver of the selected
direction and is considered to be a safety feature. By pressing the brake pedal the driver can hold
the vehicle stationary.
Shift strategy
The CVT is principally an engine speed controller. For each position of the accelerator pedal, there
is an engine speed at which the transmission will up-shift.
During take off (1-2) and acceleration (2-3-4) at full throttle, the transmission follows the low ratio
line until the desired vehicle speed is reached. Then, the throttle opening is decreased and the
transmission up-shifts towards overdrive (4-5). If the driver requests further acceleration by
depressing the accelerator pedal, the transmission will down-shift (5-6) which results in a higher
up-shift speed. The vehicle will accelerate with a constant engine speed (6-7). Closing the throttle
again makes the transmission up-shift again towards overdrive (7-8).
For good driveability, the relation of speed difference, between point 5, point 6 and the angle of
the accelerator pedal has been calibrated and therefore is not adjustable.
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Acceleration with a given throttle position
Figure 18
Hydraulic system
The hydraulic control unit represents the brain behind the variable transmission. The control unit
therefore needs to receive inputs in order to control its outputs. See diagram Hydraulic control unit
inputs and outputs.
Hydraulic control unit inputs and outputs
Figure 19
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Function
The functions of the hydraulic system are:
1. To match the steel drive belt tension with engine torque, preventing belt slip.
2. To control the operation of the forward and reverse clutches during driving and take off.
3. To provide the optimum transmission ratio for all driving conditions.
Belt tension
The amount of tension applied to the steel drive belt depends upon the engine torque to be
transmitted and the transmission ratio (the higher the ratio, the lower the belt tension required).
Excessive tension would consume engine power unnecessarily, whereas inadequate tension
would cause the belt to slip. The hydraulic system therefore ensures optimum belt tension at all
times. The belt is clamped by the movement of the secondary pulley closing together, when under
secondary pressure.
Pulley chambers
The primary pulley chamber has a larger surface area than the secondary, so if the same pressure
is applied to both pulley chambers, the primary will always govern the secondary, as it has a higher
clamping force.
Valve function and operation
The function and operation of the following valves will now be discussed:
Primary valve
Secondary valve
Accumulator valve
Throttle valve
Pilot valve
Clutch valve
Safety valve
Cooler/lock-up valve
Manual valve
Primary valve
The function of the primary valve is to regulate primary pressure, controlling the primary pulley,
and changing the transmission ratio. The pressure in the primary cylinder defines the position of
the primary pulley mobile half. The greater the distance between the pulley halves the smaller the
primary radius of the belt and the higher the transmission ratio.
There are two forces holding the valve in balance, spring pressure and primary pitot pressure.
The force of the spring is, amongst other things, influenced by the position of the throttle pedal.
The pitot force is a measure of speed. Each position of the throttle pedal corresponds to a specific
engine speed.
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There are in fact, two springs inside the valve. The largest spring has a low spring constant and
is called low speed spring. The shorter spring (high speed spring), with a higher spring constant,
is more influential upon the plunger. Therefore a higher primary speed is needed to balance the
valve, for the same plunger displacement.
Depressing the throttle pedal completely, in the overdrive mode, will make the primary halves
widen very quickly by bleeding primary pressure. If this should happen too fast, the pressure
chamber in the secondary pulley cannot be filled fast enough, which could cause the belt to slip.
A sensor shoe on the primary pulley is mechanically linked with the secondary valve and an
abutment on the spring of the primary valve. This abutment allows the spring force to increase and
allows the transmission to up-shift, thus moving the abutment, allowing a higher spring force, etc.
As previously mentioned, the position of the throttle pedal also defines the spring force in the
primary valve. This relationship is created by means of the ratio control motor.
The ratio control motor is connected to the main harness. The motor is operational in all
transmission modes and adjusts the primary pulley to the appropriate position, via the hydraulic
control unit.
Each primary speed is related, via the pitot pressure, with a specific force on the primary valve.
This specific force must be compensated by the spring force.
As the vehicle speed increases, primary pitot pressure increases, overcoming spring pressure and
secondary pressure can now flow through the valve into the primary chamber (primary pressure).
If the throttle is depressed, this increases spring pressure, moving the piston, causing primary
pressure to relieve to the sump, until the spring pressure is in balance with pitot pressure.
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Primary valve
Figure 20
a.Secondary pressure
b.Primary pitot pressure
c.Primary pressure
d.Return to sump
2.Rod
3.Housing
4.Cap
5.Spring
6.Piston
7.Hydraulic absorber
Secondary valve
The secondary valve determines the clamping force on the secondary pulley by regulating the
pump pressure. The higher the clamping force, the higher the torque that can be transmitted.
Four forces are acting on the valve:
1. Spring pressure
2. Secondary pressure
3. Throttle pressure
4. Engine pitot pressure
The position of the sensor shoe on the primary pulley determines, via a mechanical linkage, the
spring force. The dimensions of the spring are defined by comparing the target and the actual
secondary pressure.
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Sensing shoe
Figure 21
1.Sensing shoe
The target secondary pressure is in fact a transformation of the torque curve of the engine. An
insufficient secondary pressure will cause the drive belt to slip, damaging itself and the pulleys.
As the engine speed increases, so will engine pitot pressure. When pitot pressure overcomes
spring pressure within the valve, it allows more pressure to exit to the accumulator valve. It is from
there that throttle pressure (for lubrication) and clutch pressure is dissipated. The sensor shoe,
linked to the primary pulley half and to the valve, reduces spring pressure as the primary pulley
half moves towards its partner (nearing an overdrive condition). When this happens it is easier for
the pitot pressure to overcome the spring and more pressure is supplied for lubrication and clutch
engagement. This, in turn, reduces secondary pulley pressure as less clamping is needed on the
belt.
Secondary valve
Figure 22
a.Secondary pressure
b.Throttle pressure
c.Clutch pressure
d.Engine pitot pressure
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1.Sensing shoe link

2.Housing
3.Piston
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Throttle valve
The throttle valve is used for controlling the pressure of the oil flow for lubrication.
Pilot valve
The pilot valve regulates the pre-pressure onto the clutch and therefore, the creep behavior of the
vehicle. During the pre-pressure phase the throttle and clutch pressures are equal. In the pilot
valve there is an equilibrium between the spring force and the pre-pressure. The clutch valve is
fed with a constant pressure, the throttle pressure bleeding from the pilot valve. In this way the
pre-pressure is constant and independent of engine speed.
The pilot valve keeps the pre-pressure onto the clutch constant, as long as the pitot pressure is
smaller than the throttle pressure. Beyond a specific engine speed the pitot pressure becomes
larger and the clutch pressure becomes functional by engine speed. From this point, the pilot valve
does not bleed throttle pressure.
Clutch valve
This valve regulates the clutch pressure and could allow for the adjustment of stall speed. The
clutch pressure is derived from the secondary pressure and is controlled by the engine speed pitot.
For every opening of the throttle the clutch pressure, in relation to engine speed, can be
calculated. A throttle opening of 25 is chosen as an example, because of this situation all the
following phases will occur.
Phase one - Pre-pressure phase

Throttle pressure and clutch pressure is equal because the throttle valve is fully opened. The pilot
valve is slightly opened and bleeds throttle pressure to the clutch valve. The clutch pressure stays
constant because the pressure in the right chamber of the clutch valve is independent of the
engine speed. When the engine speed increases, the pitot pressure will also increase until it
becomes greater than the throttle pressure.
Phase two
When the pitot pressure is greater than the throttle pressure from phase 1, the ball valve moves
to the right and the clutch pressure is regulated by the engine pitot pressure, which is dependent
of the engine speed. By increasing that speed, the clutch pressure will follow in relation. Throttle
pressure and clutch pressure is still equal because the throttle pressure is not high enough to
close the throttle valve.
Phase three
The value of the throttle pressure becomes so high that the plunger of the clutch valve stands
against the stop and is holding the force on the valve constant. The clutch pressure will increase
as in phase two.
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Phase four - Jump

When the primary pulley reaches the up-shift speed corresponding to a throttle opening of 25
then the primary pressure sets the cooler/lock-up valve in lock-up position. Consequently the
plunger of the clutch valve is relieved from throttle pressure. The clutch pressure will jump.
Phase five - Bleeding

The jump in clutch pressure is limited by bleeding this pressure in the accumulator valve. As
previously mentioned, all these phases occur at 25 throttle opening. In cases of a larger throttle
opening the lock-up does not occur. The primary speed at which the transmission up-shifts is then
higher than the speed at which the clutch pressure is bleeding in the accumulator valve.
The stall speed is when the engine speed, at the point at which the torque is transmitted, equals
the engine torque at a fully opened throttle position. The clutch stall pressure is a measure for the
torque that can be transmitted through the clutch at that time.
The stall speed is calibrated by shimming the spring of the clutch valve. Too low a stall speed
would result in a low torque, therefore a low tractive effort.
Accumulator valve
The accumulator valve has two main functions:
1. Limit the maximum clutch pressure
2. Ensure smooth engagement
The clutch pressure is bled into the accumulator valve, otherwise, with increasing engine speed,
the pressure would become larger than the secondary pressure.
A ring, which has a damping effect, is mounted on the valve. Selecting drive with an engine
running at 4000 rpm would obviously result in harsh clutch engagement. In the neutral position the
ring locks the valve into an open position. When selecting drive, the ring will move first and slowly
close the valve, creating smooth engagement.
Safety valve
The safety valve bleeds the engine pitot pressure when the pressure exceeds a specific value.
When the primary pitot is falling, the primary valve is out of balance and the primary pressure will
be bleeding, causing the transmission to down-shift at an unwanted moment. At 6000 rpm
however, the engine pitot pressure is high enough to move the safety valve against the spring
force. This pitot force restores the balance of the primary valve, making the transmission up-shift.
Cooler/Lock-up valve
At low primary pressure, when the transmission is in a low ratio, the cooler valve sends the coldest
oil to the clutch direct from the cooler. The primary pressure, which regulates the shifting, changing
the balance in the valve, sending the coldest oil to the sump of the transmission.
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Manual valve
The manual valve has five positions, each corresponding to a position of the selector lever inside
the vehicle. Choosing reverse, drive or sport activates one of the two clutches whereas in the
neutral and park position both clutches are unclamped. The engine can only be started with the
selector lever in the neutral or park position, in all the other positions the starter circuit is inhibited.
Behavior in specific situations
The behavior of a vehicle, fitted with CVT, will now be discussed in the following specific situations:
Idle while drive is selected
Take off/pulling away
Light throttle acceleration
Kick-down
Emergency stop
Reverse running
Towing of the vehicle
Idle while drive is selected

When the engine is started and drive selected without depressing the throttle pedal, the throttle
and primary pitot pressure will be very low. There is no primary pressure and the belt is positioned
on its lowest primary radius. The pilot valve determines the creep behavior of the car with the
engine running at idle. The cooler valve sends the coldest oil to the drive clutch.
Take off/pulling away

The position of the throttle pedal determines at which speed the transmission will up-shift. Pushing
the throttle pedal down will result in the following actions:
As the engine speed increases so does the engine pitot pressure. Above a specific pitot
pressure the pilot valve moves and the clutch pressure will then be regulated by the pitot
pressure.
If the clutch pressure becomes too high it will bleed into the accumulator valve. The bleeding
of the clutch pressure is set so that the full engine torque can be transmitted at any time. Via
the forward clutch, the primary pulley starts accelerating and the primary pitot pressure rises.
It is this pressure that prevents reverse gear from being accidentally selected. At a specific
speed the primary pressure rises and the primary pulley halves are pushed towards each
other increasing the primary radius of the belt. As the belt is of a constant length the
secondary pulley halves must widen accordingly. Due to the increase of primary pitot
pressure the primary valve will supply a higher primary pressure and the process will repeat
itself.
The transmission up-shifts at a constant engine speed until overdrive is reached. Under
constant conditions the speed of the vehicle will stabilize. If the load should increase, for
example driving uphill, and the driver does not change the position of the throttle pedal, then
the transmission automatically down-shifts. The gradient makes the secondary speed drop.
The primary speed wants to stay constant and the primary valve regulates the primary
pressure in such a way that the engine speed does not change. Thus the primary pulley
halves will widen and the primary radius of the belt will decrease. The secondary belt radius
will increase to ensure adequate clamping force. The transmission has down-shifted, and the
engine speed stays the same but vehicle speed has dropped.
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Light throttle acceleration

The driver is at a fixed point in overdrive. Assuming the primary belt radius would be at a
maximum, the secondary at a minimum. Light acceleration, by using the throttle pedal, will activate
the ratio control motor acting upon the primary valve causing the primary pressure to drop. The
transmission will down-shift slightly, which will result in higher pitot pressure and balance within
the primary valve restored. The transmission up-shifts at the new constant engine rpm.
Kick-down
Fully depressing the throttle pedal will move the primary valve against its stop and the primary
pressure will rapidly drop. The transmission shifts down completely. The sensor shoe on the
primary pulley creates a high spring force onto the secondary valve, therefore, the secondary
pressure is kept at a sufficient high level to avoid belt slip. The balance can only be restored with
a higher engine speed.
Emergency stop
During design care has to be taken so that the vehicle, after an emergency stop, can take off again
immediately. During an emergency stop situation the transmission has to down-shift very quickly.
The plunger on the secondary pulley must be filled very quickly to push the secondary pulley
halves towards each other and to clamp the belt. The most critical situation for the pump is an
emergency stop from an overdrive condition. The down-shift is then maximum, for a minimum
engine speed. The required pump flow increases with the amount of braking.
The speed of the engine can only be held constant when the transmission has the time to downshift. This can cause some problems when braking on a slippery surface, for example, on ice, as
the wheels will lock very fast. The clamping force and the locked clutches make the engine speed
decrease very fast, to a speed at which the clutches disengages (about 800 rpm), bringing the
pulleys to a standstill. In the primary valve the primary pressure is bleeding as there is no pitot
pressure. Due to secondary pressure, the transmission down-shifts, although the shift time will be
greater as the pulleys are standing still, and the time to stop the vehicle will also be greater. This
enables the transmission to be in a low ratio when the vehicle comes to a halt.
Reverse running
With the manual valve in reverse, the clutch pressure will be sent to the reverse clutches via the
reverse inhibitor valve. Once the vehicle is running in reverse, the clutches will stay under
pressure because the primary pitot tube opening is in opposite direction to the oil flow within the
pitot chamber, and therefore can sense no pressure. This keeps the reverse inhibitor valve in
balance in the open position. Consequently the primary pressure will be bleeding and the
transmission will stay in a low ratio. In contrast to the earlier rubber drive belt CVT, this
transmission does not up-shift in reverse.
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Towing of the vehicle

If the vehicle has to be towed it is recommended that the vehicle doesnt exceed 30 mph (50 km/
h) or distances of over 30 miles (50 km). With a manual transmission it still is possible to start the
car by pushing or towing. This is not possible with the CVT because there will be no oil pressure
(as the engine and the pump are not running) meaning that both clutches are disengaged and that
there is no connection between the engine and wheels. No pressure also means that the belt is in
the low ratio. When towing, the secondary pulley is driven via the final drive. The secondary
sheaves are only pushed together by spring force. Therefore the spring was designed to provide
enough clamping force onto the belt preventing it from slipping, even at zero secondary pressure.
Maintenance
For technical data regarding the Electro mechanical-continuously variable transmission, see table
Technical data
Technical data
Transmission type
Manufacturer
Capacity
Dry fill
Service fill
Oil type
Service interval
Oil pump flow rate
Ratio spread
Length
Weight
Torque capacity
Special tools
VT1F-V
ZF-ST
4.9 litres
4.5 litres
(1 to 1.5 litres remains in the transmission during oil change)

Unipart sureflow CVT fluid (EZL 799 Esso CVT fluid)
30,000 miles (50,000 Km)
14 mm
5.454 to 5.763
333 mm
55 kg including oil
166 Nm @ 3500 rpm
Input shaft seal

Differential seals
Bearing replacer
Thrust button
Bearing remover
Secondary valve restraining tool
Lifting brackets
18G 1509
18G 134 and 18G 134BD
44021
44022
44023
44025
18G 1572/1 and 1572/2
At present repair/replacement is limited to:

Drain and refill
Inhibitor switch and 'O' ring
Selector shaft oil seal
Ratio control motor
Ratio control motor harness
Input shaft and drive shaft oil seals
Primary cover
Secondary cover 'O' rings
Dipstick tube 'O' ring
Selector shaft oil seal
Sump gasket
Primary bearing
Oil cooler pipe and unions
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Note: All service repair and replacement procedures should be carried in accordance the
workshop manual.
Transmission communication
The Em-CVT is based on a standard CVT unit with electronic components fitted to control the gear
ratios. The location of the components that form the Em-CVT steptronic transmission vary
depending upon vehicle installation.
MGF Electro mechanical-continuously variable transmission components
Figure 23
1.Oil cooler
2.Brake switch
3.Instrument pack
4.Steering wheel switches
5.ECM
6.Gearbox interface unit (GIU)
7.Em-CVT Steptronic transmission
8.Selector cable
9.Oil cooler feed/return pipes
10.Gear selector lever
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Rover 25 Electro mechanical-continuously variable transmission components
Figure 24
1.Brake switch
2. Instrument pack
5.Selector cable
7.ECM
9.Oil cooler
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Rover 45 Electro mechanical-continuously variable transmission components
Figure 25
2.Brake switch
3.ECM
4.Instrument pack
6.Selector cable
9.Oil cooler
All of the control methods associated with the transmission are run as part of the MEMS3 software.
MEMS3 receives inputs from the main sensors of this system, communicates with the gearbox
interface unit (GIU), to control the transmission, accepts driver inputs and provides information to
the driver via the instrument pack.
The control of the transmission is integrated with the MEMS 3 and a GIU enables this integration,
acting as a slave for the EMS.
The control of the transmission is via a closed loop system which ultimately controls the position
of the ratio control motor.
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Electro mechanical-continuously variable transmission control
Figure 26
All inputs and outputs of the Em-CVT control system pass through the EMS and the GIU. The EMS
monitors the speed of the transmission output shaft and communicates with the GIU to select the
correct gear ratio to suit the current driving conditions. The GIU drives the park, reverse, neutral,
drive and sport LED module to display the selected gear next to the gear selector lever and the
instrument pack display is driven by the EMS.
Gearbox interface unit
The GIU is also known as the electronic automatic transmission electronic control unit (EAT ECU).
The main function of the GIU is to allow communication between the Em-CVT and the EMS. The
GIU has the following functions:
Conversion of inputs from the selector lever switches (and steering wheel switches-MGF) into
serial data stream to the EMS
Drive the LED's to display transmission mode
Conversion of the signal from the ECM, which represents the requested position of the ratio
control motor, into electrical signals to drive the ratio control motor
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Gearbox interface unit inputs

There are many inputs the GIU required for correct functionality:
Selector lever switches
Steering wheel switches (MGF)
Brake switch
Park/Neutral switch
Engine management system
Park, reverse, neutral and drive switches

The MGF park, reverse, neutral and drive switch is located on the driver's side of the selector
lever, secured to the die cast plate with two screws. The switch is connected to the main harness
by a six pin connector.
The park, reverse, neutral and drive switch has a sliding contact which moves with the selector
lever. The switch has four latching contacts which correspond to the park, reverse, neutral and
drive positions. Each contact is connected to the GIU, which communicates with the EMS, and in
turn calculates the control strategy for the selection made.
The park, reverse, neutral and drive switch for the Rover 25 and 45 is located on the right hand
side of the selector lever trim surround and is an integral part of the selector lever assembly. It can
not be serviced separately. The switch is connected to the main harness by a twelve pin
connector.
The park, reverse, neutral, drive and manual switch, for the Rover 25 and 45, has five proximity
sensors which correspond to the five selector lever positions. Two further proximity sensors
correspond to the manual +/- positions. The selector lever has two targets, upper and lower. The
upper target is aligned with the park, reverse, neutral, drive and manual sensors and the lower
target aligns with the +/- sensors.
Manual switches
The manual switch, on the MGF, is a latching mechanical switch which holds the gearbox in
manual/sport mode. The 'plus' and 'minus' switches are momentary switches.
The manual/sport switch is located on the die cast metal plate behind the selector lever and is
secured to the plate with a metal strap. The switch is connected to the main harness which is
shared with the sport +/- switches.
The manual/sport switch is a cam operated microswitch. A lever with a roller is attached to the
switch body. When the selector lever is moved from automatic to the manual/sport position, the
roller contacts a cam plate which depresses the lever and operates the switch. The switch
contacts remain closed when the selector lever is in the sport position.
When the selector lever is moved to the manual/sport position, a dog tooth engages with a slotted
abutment on the switch. When the lever is moved to the + or - position the dog tooth moves the
switch completing a contact. This is sensed by the GIU which informs the EMS that the switch has
been closed.
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MGF selector lever
Figure 27
1.Park/reverse release button
2.LED module
3.Selector lever
4.Shiftlock solenoid (if fitted)
5.Selector switch
6.Selector cable
7.Manual/sport switch
8.Sport +/- switch
When the selector lever, of the Rover 25 and 45, is moved to the manual/sport position, the upper
target moves away from the drive proximity sensor. The GIU senses this and puts the transmission
into manual/sport mode. The transmission will operate in sport mode until the GIU senses that
either the + or the - proximity sensor is operated, the GIU will then operate the transmission in
manual mode.
Steering wheel switches (MGF only)

Two additional selector momentary switches are located on the steering wheel of the MG F. Each
switch is a three position, spring biased to centre switch and are connected to the GIU. The
switches can be pushed in either direction (+/-) to change the transmission ratio. The switches
provide the same functionality as the selector lever +/- switches and are only operative when the
selector lever is in the manual/sport position.
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Brake switch
The brake switch is located on the pedal box and is activated by operation of the brake pedal. The
switch supplies an input to the GIU in addition to operating the brake lamps. When the brake
switch is operated, a 12 volt feed is sensed by the GIU. This is used by the GIU to de-energise the
shift lock solenoid providing that the ignition is on. This input is used only as part of the shift
interlock function, where fitted.
Park/neutral switch
The park/neutral switch is screwed into the rear face of the transmission below the left hand drive
shaft and is connected to the main harness.
Park/neutral switch
Figure 28
1.Park/neutral switch
2.Left hand drive shaft connection
The switch is operated by a cam which also operates the hydraulic control unit within the
transmission. The cam is operated by the selector lever via a cable to the transmission. The switch
has two positions and performs several functions. When the transmission is in any position other
than the park or neutral positions, the switch interrupts the starter relay coil earth path to the alarm
ECU preventing starter operation.
This signal is also used by the ECM to adjust the stepper motor of the idle air control (IAC) valve
to adjust the engine idle speed when reverse or drive is selected. When reverse is selected, the
switch moves to its second position and activates the reverse lamps.
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In selected markets, when the selector lever is in the park position and the ignition is switched off,
the park/neutral switch input causes the GIU to de-energise a shift lock solenoid on the selector
lever. This locks the lever in the park position. The selector lever cannot be moved from the park
position until the ignition is switched on and the footbrake is applied.
Serial communication: Gearbox interface unit to engine management system
The GIU converts all switch inputs/status into a digital format and transmits them to the EMS via
a serial data link. The messages will be in the form of a number of bytes each consisting of eight
bits. A start bit will precede each byte and an end bit will follow each byte. See table Message
bytes
Message bytes
Start
Bit 0
B1
B2
B3
B4
B5
B6
B7
End
Each message will consist of at least four bytes:

1. Message header
2. Message length
3. Data
4. Checksum
The message header contains the identification of the message being transmitted to the engine
EMS and is one byte in length.
The message length is one byte long and corresponds to the overall length of the message being
transmitted. It is used to enable the transmission of variable length messages and allows the
receiver to calculate how long the message received is, against the message transmitted, and to
ensure compliance. Any message which is received with its length not complying with the
message length byte is ignored.
The data consists of at least one byte and corresponds to the actual message being transmitted,
for example current selected gear.
All previous bytes in a message are added together and the product is sent as the checksum. The
EMS performs the same checksum on the received message and the result should equal the
transmitted checksum. Any inconsistencies means the message will be ignored.
An example of a data message byte is shown in the table Output drive condition
Output drive condition
Start
Bit 0
0.5
B1
M o/c
B2
M s/c
B3
D o/t
B4
SIL fault
B5
E2 default
B6
Gen fault
B7
Spare
End
The least significant bit (Bit 0) of a message byte is transmitted first and in this message if the bit
is present it informs the ECM to add half a step to the calculated motor position. The message also
contains bits which would indicate an open circuit motor, a short circuit motor and a driver over
temperature bit (Bits 1,2 and 3).
The shift interlock (SIL) fault bit will be set if the shiftlock circuitry detects a fault with the shiftlock
solenoid. If there is no fault or no shiftlock fitted this bit will be clear.
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The E2 fault bit will be set if the GIU is using stored back up values of configurable data. The
general fault bit will be set if the GIU detects an internal failure preventing its control of the ratio
control motor.
In order to protect the EMS against serial link failures while reading data when the start bit of a
message is received a timer is started. This time is adequate for the delivery of all possible
messages. After 60 m/s if the remainder of the message has not been received by the EMS the
timer expires and the message is ignored.
Note: Though the GIU sends data about various faults it is not capable of storing faults. This is
done by the ECM.
Ratio control motor functionality
The ratio control motor is housed inside the transmission, adjacent to the oil cooler pipe
connections . The motor is connected to the main harness via a circular connector. The motor is
operational in all transmission modes and controls the hydraulic control unit to adjust the primary
pulley to the appropriate position.
Ratio control motor
Figure 29
2.Oil cooler feed/return connections
The EMS produces a pulse width modulated (PWM) output to request the ratio control motor
position from the GIU. The output is held high by an internal pull up resistor and pulled down for a
period of time to create the signal. The frequency of the PWM supply is 500 Hz which equates to
a time period of 2 milliseconds (1 500).
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Pulse width modulation
Figure 30
The timer used to switch the PWM output has a resolution of 2 microseconds which means it can
produce up to one thousand different duty cycles (0.002 0.000002 = 1000). Values rising from 0
100% in 0.1 % increments. The table 'duty cycle increments' outlines the duty cycles 'on/off' time
against % increments.
Duty cycle increments
ON
Position No
0
1
2
3
:
998
999
1000
%
0.0
0.1
0.2
0.3
:
99.8
99.9
100
OFF
T (sec)
0.0
2
4
6
:
1996
1998
2000
%
100
99.9
99.8
99.7
:
0.2
0.1
0
T (sec)
2000
1998
1996
1994
:
4
2
0.0
The motor which controls the transmission ratio is a linear actuator (ratio control ratio) and is a bipolar stepper motor almost identical to the idle speed stepper motor controlled by the EMS. The
stroke length of the motor is 9 mm which equates to 428 half steps and therefore 428 duty cycles
are required. A half step is equal to 0.021mm (9 428 = 0.021).
The remaining duty cycle values are used for ratio control motor initialisation and other motor
commands. An error condition is assumed for duty cycles less than 5% and greater than 95% to
protect against open circuit and short circuit of the PWM signal line. The GIU will move the motor
to a safe position when a duty cycle which corresponds to an error condition.
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Safe position and speed

For many fault conditions the GIU is required to move the ratio control motor what is termed a safe
position. The motors safe position is defined as 130 steps from the fully retracted position (zero
position). The motor is driven to the safe position on power down after an ignition cycle.
There is also a limit or safe speed that the motor is permitted to travel at under fault conditions.
The limit is 125 steps per second.
Engine control module
The ECM receives messages from the GIU via a serial link and transmits a PWM output to the GIU
to request ratio control motor/actuator positions.
The table MEMS 3 pin out table outlines the connections to the MEMS 3 ECM which are used by
the Em-CVT to achieve its functionality:
MEMS 3 pin out table
Pin No
4
9
20
30
33
45
48
63
75
77
78
Function
Crank positive/crank hall effect signal
Em-CVT road speed signal (from transmission)
Throttle position signal
Crank sensor negative/crank hall sensor ground
Coolant temperature sensor
Manifold pressure signal
IPK gear/mode display
Park/neutral switch
Ratio control motor command position
Transmission information
Rough road signal from GIU on non ABS
Variable reluctance sensor (rough road detection)

On vehicles without ABS, a variable reluctance sensor is fitted to the near side driven wheel. The
target wheel is a reluctor ring with 48 teeth, attached to the near side wheel and provides 48 pulses
per wheel rotation. The air gap between the sensor and the reluctor ring should be between
0.375mm and 1.2mm with the nominal distance being 0.8mm.
This sensor is used to provide information about road conditions as part of the on board
diagnostics (OBD) system implemented in MEMS 3. The signal is sent to the GIU which in turn
transmits a buffered wheel speed signal to the MEMS 3 ECM at pin 78. When driving in rough road
conditions misfire detection must be suspended. This sensor provides the information required by
the EMS to make the misfire suspension decision on non ABS variants.
The variable reluctance sensor produces a signal in the form of a sine wave and the GIU
processes this signal and outputs it as a digital waveform to the ECM.
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GIU pin-out
See table GIU pin-out table for a description of the pin numbers.
GIU pin-out table
Pin No
1
3
4
5
6
7
8
13
14
17
18
22
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
Description
Shiftlock solenoid drive
12v battery voltage from ECM relay module
Earth
Ratio control motor - Phase 1A (digital signal)
Ratio control motor - Phase 1B (digital signal)
Ratio control motor - Phase 2A (digital signal)
Ratio control motor - Phase 2B (digital signal)
Brake switch
Park/neutral switch
GIU to ECM serial data link
ECM to GIU (ratio control motor position)
Shiftlock solenoid drive (digital signal)
12V battery voltage from ECM relay module
Earth
Park (P) LED (digital)
Reverse (R) LED (digital)
Neutral (N) LED (digital)
Drive (D) LED (digital)
Manual (M) LED (digital)
Park/Neutral switch
Reverse switch
Neutral switch
Drive switch
Manual/sport switch
Selector sport UP (+) switch
Steering wheel sport UP (+)
Selector sport DOWN (-) switch
Steering wheel sport DOWN (-) switch
Input/output
Output
Input
Input
Input/output
Input/output
Input/output
Input/output
Input
Input
Output
Input
Output
Input
Input
Output
Output
Output
Output
Output
Input
Input
Input
Input
Input
Input
Input
Input
Input
Pins 1 and 22, and, 4 and 25 are connected together inside the GIU. Pin numbers that are not
listed are not used.
Default strategies
If the EMS detects an error within the system, a default strategy may be engaged. These
conditions are communicated to the driver via the fault indication in the instrument pack.
Depending on the severity of the fault, the driver will experience different default driving modes.
If the system is still able to control the transmission ratio, the standard limp-home is used to default
the gearbox to a ratio approximating to 4th gear. This will protect the transmission under all driving
conditions. Some drivers may not even notice this default mode. Under most driving conditions,
the astute driver will notice that the engine speed is hanging around 4000 rpm at most road
speeds.
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The most serious fault will cause the transmission to be stuck in a single gear ratio. If stuck in the
lowest gear, the driver will see the engine speed quickly increase to 6000 rpm and stay there. The
maximum possible vehicle speed is approximately 30 mph. If stuck in the highest gear, the driver
will experience very sluggish acceleration and engine speeds hanging around 2000 to 2250 rpm
at vehicle speeds of up to 50 mph.
Diagnostics
All diagnostics of the Em-CVT are carried out via the EMS. Using TestBook, the EMS can request
actions from the GIU and monitor these actions for the correct performance.
A requirement has been identified for the GIU to perform an integrity check on its output drives.
This mode will be engaged as part of the end of line testing during production, and also for the
technician performing diagnostic testing. In response to these signals, the GIU shall perform the
following:
Perform a test on the LED drives
Test the shift lock solenoid drive, if fitted
Attempt to move the motor through a complete cycle
Fault finding
Once the operation of the MEMS 3 has been established, GIU operation should be established.
The serial link between the GIU and the EMS can be verified by observing the LCD display in the
instrument pack. The display should change in accordance with the gear lever selector and is an
indication that the selector switches are operational and the drive from the EMS to the instrument
pack is operational.
Possible causes of transmission faults are described in the 'Fault table'.
Fault table
Fault /symptom
Transmission stays in highest ratio: Vehicle pulls away
as normal but engine speed does not rise as normal.
Possible causes
Faulty road speed sensor

Interference on road speed sensor
Faulty throttle potentiometer
Ratio control motor fault
Vehicle pulls away and accelerates sluggishly
Transmission malfunction
Transmission stays in lowest ratio: Vehicle pulls away
as normal but engine speed rises rapidly and reads
approximately 6000rpm at 30kph
Engine speed stuck at 3000rpm: The ratio control motor

is permanently at step 130. This is the default mode for
the transmission, protecting it from damage
Sticking primary valve

Ratio control motor wiring fault affecting phases
Transmission malfunction
Selector switch fault

Link lost between ECM and GIU
Speed sensor fault
No centre console LED illumination with ignition on
Short circuit. If the GIU detects a short circuit in the LED

module it will extinguish all LED's
Open circuit between GIU and selector connector
GIU fault
Invalid selector switch combination /selector fault
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If the ratio control motor is suspected to be faulty the following procedure can be carried out to
confirm its state:
Turn the ignition off and wait 10 minutes for the ECM to power down.
Unplug the GIU connector and using a multi-meter measure phase coils across pin 5&6 and
then 7&8. The reading should be between 18-30.
If a reading can not be obtained try reading the phase coils on the transmission connections
by bypassing the link to the GIU (pin E & F and H & B). If readings are now obtained the link
is faulty
If readings can not be obtained at the transmission, the motor is assumed to be faulty
The ratio control motor is connected to a four pin connector. This connector leads to an eight pin
connector housed on the transmission casing. The harness connection is via a circular connector..
Ratio control motor connector
Figure 31
a.Ratio control motor connection
b.Harness connection
B = Ratio control motor, phase 2B (digital signal)
K = Not used
H = Ratio control motor, phase 2A (digital signal)
L = Not used
M = Not used
D = Not used
E = Ratio control motor, phase 1A (digital signal)
F = Ratio control motor, phase 1B (digital signal)
Modular engine management system 3

The EMS fitted to the K series engines, that supports Em-CVT, is a MEMS 3 and has been
designed to meet the new emission regulations.
System inputs
The following is a list of the components or signals from other systems, that provide information to
the ECM relating to Em-CVT:
Secondary speed sensor
Park/neutral switch
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Transmission secondary speed sensor

The Em-CVT transmission has a dedicated secondary speed sensor located in the differential
housing. This sensor is a Hall effect sensor and produces a pulse train of approximately 73000
pulses per mile. The sensor allows for more precise calculation of road speed down to lower
speeds than previous systems.
The secondary speed sensor is located so that the sensor tip is close to the crown wheel of the
differential. By sensing the crown wheel, the signal is not affected by the different wheel speed
signals when the vehicle is cornering.
Secondary speed sensor
Figure 32
1.Secondary speed sensor
Park/neutral switch
The Em-CVT has an input from the park/neutral/reverse switch to the ECM. This input informs the
ECM of when the vehicle is in a parked or neutral position. The ECM will alter its idle strategy to
compensate for the different amounts of engine load when the transmission has drive or reverse
selected.
The ECM talks directly to the Em-CVT interface unit (GIU) via two direct wires or buses. The GIU
and the ECM have one bus for information from the GIU to the ECM and a PWM bus from the
ECM to the GIU.
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The transmission receives the information every 50 ms (assuming the GIU is not reporting any
fault information). If a fault occurs with a transmission input, the ECM receives a fault message. It
then knows that the next piece of data it receives will give more information on the fault and not
the usual transmission switch status. This effectively means that the ECM receives transmission
status information every 100 ms and fault information every 100 ms both at 50 ms intervals.
The GIU sends the ECM information on the following:
The current status of the park, reverse, neutral and drive switches
The current status of the sport/manual switches
The current status of the +/ switches (steering wheel, MGF)
The current status of the +/ switches (selector lever)
Fault status
Brake switch input
System outputs
The following section details the units controlled by the ECM, either directly, or via outputs in the
form of messages which control or provide information to other systems:
Indicator lamps/display
Engine information to GIU
Indicator lamps/display
The ECM will illuminate a warning lamp/display for the following functions:
A transmission warning if the ECM or the GIU reports a fault
The current position of the park, reverse, neutral and drive switches
The virtual gear position when the vehicle is in manual mode
A display to indicate when sports mode is selected
Transmission interface
The ECM provides information for the transmission ECU via a PWM bus. The ECM controls the
position of the ratio control motor indirectly (by means of instructing the GIU to control the motor
to a given position).
The ECM can interrogate the GIU for fault diagnostics and to request real time data and system
performance checks when the vehicle is connected to TestBook.
Transmission control strategy
The transmission control is incorporated into the ECM. The ECM does not control the transmission
ratio directly but does provide all of the intelligence relating to the required position of the ratio
control motor, it also provides the intelligence for how fast it should be operated.
The ECM controls the transmission in one of four modes:
1. Em-CVT mode (normal driving)
2. Em-CVT sports mode
3. Manual mode
4. Fault mode
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In Em-CVT modes, the control system operates by deriving a target engine speed based on
current vehicle speed and throttle position. In manual mode, the system derives a target engine
speed based on the vehicle speed and the current gear ratio. Having obtained an engine speed
target, the system calculates the appropriate ratio control motor position and instructs the GIU to
deliver this position.
The engine load calculation will depend on two factors:
1. The vehicles road speed
2. The drivers demand
The ECM also needs to control the speed of the ratio control motor in order to protect the
transmission from damage due to drive belt slippage. This is more likely to occur at low
transmission oil temperatures, and when the transmission is delivering a large change in ratio (for
example, after a manual gear change, or sudden throttle movement in Em-CVT mode). Four
speeds are used by the system:
1. 50 steps per second
The motor is accelerated as appropriate to ensure the motor does not lose its reference, thereby
compromising system control.
The ECM also knows the maximum torque that the belt can transfer across all possible ratio
ranges. It is extremely important that the belt is not allowed to slip on the pulleys as this would
cause excessive wear.
Target engine speed

The target engine speed is critical in deciding the position of the ratio control motor. The ECM will
keep changing the ratio of the motor to achieve the target engine speed. The target engine speed
is mapped inside the ECM against two axes;
1. Road speed
2. Throttle position
The map is not linear. To achieve good driving characteristics the engine target speed map is
programmed to overcome;
the initial engine speed required to build pressure within the hydraulic clutch
the hydraulic profile of the transmission itself
the engines power and torque profile
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Representation of the target engine speed map
Figure 33
Note: the arrows in the chart indicate the movement between two values.
It must be understood that the illustration titled Representation of the target engine speed map
is only supplied to increase the understanding of ECM control, the values are not true
representations of the actual map.
When the transmission is operating in the Em-CVT mode (drive), the driver does not experience
full engine power until the road speed exceeds 70 mph. The slight reduction between the power
produced at 4,000 rpm and approximately 5,200 rpm (maximum power) is approximately 4%. This
slight loss of power is compensated for by a quiet, smooth, more natural response from the engine
and transmission.
Sports mode
The ECM uses the same map programmed into the ECM as it uses for normal Em-CVT mode but
applies a scalar function to the throttle angle. For example if the driver selects sports mode and
has the throttle applied by 40%, the scalar function will be applied so that the ECM uses a throttle
angle of 60% to calculate its target engine speed.
It is not possible for the ECM to exceed the maximum value of 90% throttle angle, as such, sports
mode has less affect when the driver uses very large throttle angles.
Manual mode
As soon as the ECM receives one of these switched inputs via the GIU the ECM stops displaying
the 'SPORT' message and changes to one of six gear position displays.
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Fault mode
When the ECM or GIU detects a fault, the ECM will position the ratio control motor at 130 steps
(full range equalling 0-428 half steps, 214 full steps). In this position the vehicle still has
reasonable driving characteristics. The driver will however notice, that the engine speed hovers
around 2800-2500 rpm for most driving conditions.
The ECM will also illuminate the warning lamp in the instrument pack and will not display any gear
position in the LCD display.
There are five faults that the ECM will not default the transmission into its limp home position.
These are:
1. Gear lever + switch failure
2. Gear lever - failure
3. Steering wheel + switch failure (MGF)
4. Steering wheel - switch failure (MGF)
5. Sport mode switch failure
The ECM will not operate the sequential gear changes in manual mode if these switches are
faulty.
The ECM handles the faults of the transmission with a different strategy than that of the EMS
faults. The ECM will illuminate the lamp without debouncing the fault first (on the first occurrence
of the fault). The ECM will switch off the lamp if the fault clears itself within an ignition cycle.
Transmission reset and reference
The ECM controls the position of the ratio motor. It does this by sending the exact position (in
steps) it wishes the GIU to set the stepper motor. The ECM then monitors the engine speed to
ensure that the load from the transmission has altered the engine speed in accordance with its
expectations. If the engine speed does not follow its expectations it assumes the GIU has lost its
position reference of the stepper motor. When this loss of position happens the ECM orders a
reset. The GIU then resets its internal position counter to that of the ECMs. The ECM will also stop
any learning for that ignition cycle (see section titled Transmission adaption).
The ECM completes a reference every time the ignition is switched off or on. These two
references are different because of the need to set the transmission in the appropriate position.
Power down reference

The ECM completes the following procedure when the ignition is switched off:
The ECM sends a command for the GIU to move the stepper motor 428 half steps (214 full
steps) in the closed position (full range)
The ECM sends a command for the GIU to move the motor 130 full steps out (default position)
The reason for sending the motor back to its fully closed position is that it ensures that the motor
is fully retracted. A command to retract a fully retracted motor does not damage the motor. The
reason for then positioning the motor at 130 steps is that if a failure happens when the ignition is
switched off, the ratio motor will allow the driver to use the vehicle in the fault mode.
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Power up reference
The ECM completes the following procedure when the ignition is switched on:
The ECM sends a command for the GIU to move the stepper motor 428 half steps in the
closed position (full range)
The ECM sends a command for the GIU to move the motor 10 steps out (start position)
The reason for sending the motor back to its fully closed position is that it ensures that the motor
is fully retracted. The reason for then positioning the motor at 10 full steps is that it prepares the
vehicle to pull away.
Transmission adaption
Due to manufacturing tolerances in the transmission, and since the Em-CVT system is subject to
many strict legislative requirements, it is essential to put the control system through a learning
procedure, before the transmission can be controlled effectively.
The 'learn' mode can be recognised because the LCD gear display will alternately flash the current
gear and the 'F' character. 'F' stands for fast adaption- the control system is being adapted to
adjust its control thus optimising the performance of the transmission within the particular vehicle.
If the transmission or EMS is changed in the future, the fast adaption procedure must be repeated.
The transmission hydraulic/mechanical characteristics can be mapped inside the ECM. The curve
of the input shaft speed verses output shaft speed looks like a straight line up to approximately
2,500 rpm. It then plateau's before rising in a curved manner. This profile will be a similar shape
for all transmissions but its position plotted against engine speed will vary. If the transmission had
a linear response (a normal manual transmission) the line would be approximately equal to that of
the line of best fit. The figures quoted are only representative, due to the nature of the adaption,
these may or may not be correct.
Gearbox profile
Figure 34
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The ECM knows the shape of the profile and monitors the actual engine speed relative to the
mapped engine speed. The ECM learns, through historical control, a new profile which is more
representative to the actual transmission characteristics. The ECM also monitors the amount this
line moves from the mapped line, as long as this difference is within its tolerance band, the ECM
accepts the value and learns from it. If the actual value goes beyond the adaptive tolerance the
ECM will perform a reset. If the value still exceeds the adaptive tolerance band, the ECM will store
a fault code and place the transmission into its default position.
Gearbox adaption
Figure 35
The figures quoted are only representative, due to the nature of the adaption, these may or may
not be correct.
When setting the fast adaption, the control system will initially target 5,000 rpm in order to learn
the ratio control motor position at this engine speed. Once the vehicles powertrain is stable
enough for an adaption to take place, the ratio control motor position is noted and the control
system will target 4,500 rpm. This process continues subsequently targeting 4,000, 3,500, 3,000,
2,500, 2,000, 1,900, 1,800, 1,700, 1,600, 1,500, 1,400. When the 1,400 rpm point has been
adapted, normal operation will commence.
To set the fast adaption procedure drive the car, on a level road, at around 60 km/h in Em-CVT
drive mode, and then lift off the throttle. As the vehicle decelerates (do not use the brakes) the
adaptions will occur. If the vehicle speed drops too far before the process is complete, the engine
speed will drop from its targeted speed back towards idle. The liquid crystal display (LCD) will
continue to flash F, and the transmission will not operate normally. If this happens, simply repeat
the process by accelerating back to 60 km/h and lift off the throttle again to give the software a
chance of learning the remaining points. When the procedure is complete, the display will stop
flashing.
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On the completion of a fast adaption, the lifetime adaption strategy will commence, fine tuning the
response of the control system for the transmission attached to a particular vehicle. If either the
MEMS 3 or transmission is changed during the service life of the vehicle, the fast adaption
strategies must be reset, which in turn will reset the lifetime strategy so it starts learning from the
new base point.
Transmission diagnostics
The ECM interfaces with the GIU and all its diagnostics are channelled through the ECM. The
ECM also will display any data or information that it controls directly.
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ELECTRO MECHANICAL-CONTINUOUSLY VARIABLE TRANSMISSION

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Introduction to continuously variable transmission

The advantages of using a transmission of this type are:

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Pulleys and steel belt

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Throttle position sensor

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

mph per 1000 rpm (km/h per 1000 rpm)

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Oil cooler locations

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Selector lever in the park or neutral position

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Selector lever in the drive position

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Selector lever in the reverse position

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Clutch control strategy

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

Electro mechanical-continuously variable transmission

1.Sensing shoe link

Electro mechanical-continuously variable transmission