3.7L Gas/3.0L Diesel Vehicles: Notes

The transmission control module (TCM) determines the current operating conditions of the vehicle and controls the shifting process for shift comfort and driving situations. It receives this operating data from sensors and broadcast messages from other modules.

The TCM uses inputs from several sensors that are directly hardwired to the controller and it uses several indirect inputs that are used to control shifts. This information is used to actuate the proper solenoids in the valve body to achieve the desired gear.

The shift lever sensor assembly (SLSA) has sensors that are monitored by the TCM to calculate shift lever position. The reverse light switch, an integral part of the SLSA, controls the reverse light relay control circuit. The Brake/Transmission Shift Interlock (BTSI) solenoid and the park lockout solenoid (also part of the SLSA) are controlled by the TCM.

The ECM and ABS broadcast messages over the controller area network (CAN C) bus for use by the TCM. The TCM uses this information, with other inputs, to determine the transmission operating conditions.

The TCM:

• determines the momentary operating conditions of the vehicle.
• controls all shift processes.
• considers shift comfort and the driving situation.

The TCM controls the solenoid valves for modulating shift pressures and gear changes. Relative to the torque being transmitted, the required pressures are calculated from load conditions, engine RPM, vehicle speed, and ATF temperature.

The following functions are contained in the TCM:

• Shift Program.
• Downshift Safety.
• Torque Converter Lock-Up Clutch.
• Adaptation.

This transmission does not have a TCM relay. Power is supplied to the SLSA and the TCM directly from the ignition.

The TCM continuously checks for electrical problems, mechanical problems, and some hydraulic problems. When a problem is sensed, the TCM stores a diagnostic trouble code (DTC). Some of these codes cause the transmission to go into "Limp-In" or "default" mode. Some DTCs cause permanent Limp-In and others cause temporary Limp-In. The NAG1 defaults in the current gear position if a DTC is detected, then after a key cycle the transmission will go into Limp-in, which is mechanical 2nd gear. Some DTCs may allow the transmission to resume normal operation (recover) if the detected problem goes away. A permanent Limp-In DTC will recover when the key is cycled, but if the same DTC is detected for three key cycles the system will not recover and the DTC must be cleared from the TCM with the scan tool.