Great Wall Hover. Instruction — part 6

Automatic transmission-8

Automatic transmission-9

Table 3.1 Feature parameter of temperature /resistance

-

20

13,638
5,177
2,278
177
75

17,287
6,616
2,723
196
85

Figure 3.2 Pin number of temperature /resistance

Pin No.

Wire color Connected solenoid valve

1

Red

solenoid valve 1

2

Blue

solenoid valve 2

3

yellow

solenoid valve 3

4

orange solenoid valve 4

5

green

solenoid valve 5

6

violet

solenoid valve 6

7

brown

solenoid valve 7

8

green

solenoid valve 5

9

white

temperature sensor

10

white

temperature sensor

ohm

Temperature Centigrade degree

Automatic transmission-10

Figure 3.3 Schematic diagram of temperature sensor position and solenoid valve wiring

2.Throttle position sensor

Figure 3.4 gear sensor

solenoid valve 4 (orange )

ground wire (2)

solenoid valve 7 power supply connector

olenoid valve 6 (violet )

ground wire

temperature sensor

solenoid valve (red )

ground wire

solenoid
valve (green )

solenoid valve (yellow )

solenoid valve (blue )

ground wire

ground wire

ground wire

Automatic transmission-11

Diagnosis input

solenoid valve

1and 2

S1 and S2 is the normal open solenoid valve, which is used to set the gear-position with other switch

solenoid valve. It determines the static gear-position by operating the gear shift valve. Refer to Table 3.5,
S1 and S2 also send the pressure single to allow or prohibit the engagement with rear brake belt.

solenoid valve

3and 4

S3 and S4 are the normal-opened solenoid valve which is used to control the shifting quality and sequence in
combination. S3 control the open or close of the clutch. S4 is used to control the on and off of the front brake
belt regulating valve.

solenoid valve 5

S5 is the variable pressure solenoid valve which can release the pressure of gear-position shifting. It provides
the pressure signal to the clutch and brake belt regulator and controls the shifting pressure. S5 also provides
the pressure single to the torque converter clutch regulating valve.

solenoid valve 6

S6 is the normal-opened solenoid valve, which is used to the set the H/L level of pipeline pressure. The
pipeline pressure is high when the solenoid valve is closed.

solenoid valve 7

S7 is the normal-opened solenoid valve which is used to control the engagement status of torque converter
licking clutch. It makes the clutch to generate the action when the S7 is in opened status.

Table 3.4 Status and function of solenoid valve

Gear-position S1

S2

1

st

-Gear On On

2

nd

-Gear Off On

3

rd

-Gear Off Off

4

th

-Gear On Off

R-Gear

One of them is in On position

at least.

N-Gear Off Off

P-Gear Off Off

Table 3.5 Logic status of solenoid valve in static gear-position

Automatic transmission-12

Shifting

Initial shifting status

Current variation of S5

Finished shifting status

1－2

S1 Off

S4 On

950mA－650mA

S4 Off

1－3

S1 Off

S2 Off

S3 On

S4 On

900mA－400mA

S3 Off

S4 Off

1－4

S2 Off

S3 On

S4 On

850mA－750mA

S3 Off

S4 Off

2－3

S2 Off

S3 On

S4 On

700mA－200mA

S3 Off

S4 Off

3－4

S1 On

S4 On

950mA－550mA

S4 Off

4－3 S4

On

950mA－700mA

S1 Off

S4 Off

4－2 S3

On

800mA－500mA

S1 Off

S2 On

S3 Off

4－1

S3 On

S4 On

1000mA－600mA

S2 On

S3 Off

S4 Off

3－2

S2 On

S4 On

550mA－400mA @ 20kph

800mA－600mA@60kph

1000mA－800mA@100kph

S4 Off

3－1

S3 On

S4 On

1000mA－750mA

S1 On

S2 On

S3 Off

S4 Off

2－1 S4

On

1000mA－500mA

S1 On

S4 Off

Torque converter clutch

On

Off

S7 On

1000mA－500mA

900mA－600mA

S7 Off

Table 3.6 Operation of solenoid valve during shifting period

Automatic transmission-13

Symbol of solenoid valve (On/off solenoid valve)

Figure 3.5 Normal-opened type

1.Variable pressure regulating valve regulating system

The shifting pressure of abrasion unit is controlled by the variable pressure regulating valve.
The line pressure is independent of the shifting pressure and determined by the thro
position, shifting status and engine speed.
S5 is a proportional or variable pressure regulating valve which provides the pressure signal control shifting pressure for
the clutch and brake belt regulating valve.
In automatic shifting period, it process the integral times enlarging and contracting
regulation for the clutch regulating valve, brake belt regulating valve, torque converter regulating valve and VPS.
The hydraulic pressure generated by variable pressure regulating valve is in inverse ratio with current. During the shifting, TCU
will increase or decrease the current of solenoid valve according to the program. The current is variable in the range of 200mA
to 1000mA. The increasing of the current will decrease the S5 output pressure; the decreasing of current will increase the output
pressure of S5.
Lin 500 pressure (about 440 to 560kPa) is the reference pressure of VPS, meanwhile, the VPS output pressure equals to the
pressure on line 500 always.
When the VPS is in waiting status, it means there is not the generation of shifting action. VPS current is 200mA. At this time,
it gives the maximum output pressure.
In stable status, the brake belt and clutch regulating solenoid valve is in closed status. In this condition, the pressure of line 500
is applied on the piston. For the line 500 pressure is more than S5 pressure always, so it pushed the oil in S5 to the place
between the regulating valve and piston. At this time, oil pressure applied on the friction unit equals to the product of pressure
on line 500 and magnification factor.
During the starting of shifting, the used on/off solenoid valve is in opened status which cut off the oil loop supply from line 500
to piston.
At the same time, VPS pressure is decreased to starting pressure valve, pressure set by regulating valve and pressure setting
value required by execution of VPS by pushing the piston from the valve. The shifting is finished through the on/off solenoid
valve, VPS returns to the waiting status
Pointed to each gear-position, the system can make the brake belt; clutch or both realize
the electronic control.
Mode indicator lamp: the mode indicator lamp can be used to indicate the current selected and whether the overpeed status
exists. The mode indicator lamp is located in instrument panel generally. (Refer to Part 2.3)

Automatic transmission-14

The main box includes:

BIR blow-off valve

1. Valve

Figure 3.7 shows the valve unit in the view of transmission fluid tank. Figure 3.8 illustrates the pump cover.

2. Instruction-operated valve

The instruction-operated valve (refer to Figure 3.9) is connected to the car gear selection mechanism. It controls the transmission
fluid flow to the forward or reverse loop. Except in instruction 1st-Gear position, the function of manual-operated valve is same
in all forward gear. In manual 1st-Gear, the transmission fluid will enter into the shift valve 1 2 to make the rear brake belt

and C4 overspeed gear clutch is engaged respectively.

The hydraulic control system is located in the valve, pump and main box.
The valve includes the following types:

Instruction-operated valve

Three shift valves

sequence valve electromagnetic pressure control valve
line pressure control valve
clutch connection regulating valve
brake belt connection regulating valve
solenoid valve 1 to solenoid valve 6
reverse lock valve

The pump includes the following types:

primary regulating valve (control line pressure)
torque converter clutch regulating valve
torque converter clutch control valve

solenoid valve 7

Hydraulic control system

Automatic transmission-15

Figure 3.6

Hydraulic control circulation flow

Automatic transmission-16

Figure 3.9 instruction-operated valve 3.

1-2 shift valve (refer to Figure 3.10) has two position status. It must be in the position (2, 3, 4) for the convenience of raising
gear in 1

st

-Gear. It is using for all 1-2 and 2-1 shift.

Through the power supply of S1 and (or ) S2, the 1-2 shift valve can acquire its On/Off status.
During 1-2 shift period, drive the transmission fluid from instruction-operated valve to the 2

nd

-Gear loop. During the shifting form

2 to 1, the brake belt is engaged and drain the oil through the 1-2 Gear shift valve.
When in 1

st

-gear position, the 1-2 gear shift valve operates with the 3-4gear shift valve (described as follows) combinedly to

separate the clutch C4; if in 2

nd

-Gear position, engage the clutch C4. When select the instruction Gear-1, the clutch C4 engages with

the rear brake belt (B2).

3

1-2 shift valve

Automatic transmission-17

Figure 3.10 1-2 gear shift valve

Clutch combination regulating valve (refer to Figure 3.15) is a constant ratio regulating valve which provide the regulating pressure
of clutch C1 to control the change ratio of shifting quality clutch status. The ratio is about 2.25:1.
When the S3 is opened, the oil of 3

rd

-Gear is provided to the valve and adjust the pressure (CAF) to 2.25 times of S5 signal

pressure. When S3 is in closed status, the output pressure is 2.25 times of pressure of line 500.

9. Clutch combination regulating valve

Automatic transmission-18

Figure 3.11 2-3gear shift valve

Figure 3.12 3-4gear shift valve

Figure 3.13 4-3sequence valve

Figure 3.14 Electromagnetic pressure regulating valve and line pressure impelling valve

Automatic transmission-19

Figure 3.15 clutch combination regulating valve

10. Brake belt combination regulating valve

a

P-Gear or N-Gear, vehicle speed

3km/h

b

R-Gear , speed

10km/h

c Speed of engine :

1250rpm

d

Diesel vehicle , Opening degree of throttle position:

25

e

Gasoline vehicle, opening degree of throttle position:

12

In this condition, the TCU control solenoid valve S1 and S2 are closed. The reverse lock valve is affected by the pressure form
S1-S2 transmission fluid; connect the line pressure to loop B2. The transmission fluid flows to servo internal and external
attachment area, the B2 is engaged.
When none of above condition is met, TCU control the solenoid valve S1 and S2 to be opened. The pressure of S1-S2 is
released and the spring control valve body is in locking status at the same. In this condition, the B2 attachment is prohibited.
The feature can realize the protection for transmission by controlling the B2 in high speed and providing the reverse-gear
locking.

If the transmission is in failure mode, then the rear brake belt will be attached in P-Gear, R-Gear and N-Gear.

Figure 3.16 brake belt combination regulating valve

Automatic transmission-20

Figure 3.17 reverse lock valve

12. Primary regulating valve

Primary regulating valve (PRV) (refer to Figure 3.18) can regulate the line pressure of transmission (or pump output
pressure). The valve can give the high or low line pressure according to the on/off status of S6. When S6 is in on or off status,
the pressure S6 is applied on PRV, move it and has the action of spring force. Open the line pressure loop to turn on the inlet
of pump to reduce the line pressure. Generally, the line pressure is small when the throttle position is opened lightly and in
patrol status. It will cause the closing of S6 when the opening degree of throttle position is large and because the high line
pressure valve
For all shifting pressures are controlled by output of separation brake belt , clutch regulating valve and S5, so all step control
of line pressure has not affect on effect of shifting sensing.

By the oil inlet of torque converter, PRV also adjust the oil supply of hydraulic torque converter. The level effect of PRV

should ensure the priority of valve, i.e. it can keep the line pressure in low engine speed condition. When the speed of engine
is increased and the pump supplies excess oil, the PRV acts to open the torque converter oil inlet cover to increase the pressure
of torque converter. If the oil amount is beyond the requirement of transmission, PRV will act further to allow the oil return
to the suction inlet.

Figure 3.18 Primary regulating valve

Figure 3.19 Torque converter on/off regulating valve

The torque converter regulating valve (refer to Figure 3.19) adjusts the pressure applied on torque converter clutch oil.
According to the signal pressure form loop S5, adjust the oil flow status from line pressure loop in valve. With the change of
pressure signal of loop S5, the engagement and disengagement of torque converter clutch can be finished by electric control.

13. Torque converter on/off regulating valve

Automatic transmission-21

Figure 3.20 torque converter clutch control valve

Figure 3.21 C1 eccentrically arranged valve

.

Figure 3.22 BIR blow-off valve

Automatic transmission-22

Power transmission system

The power transmission system includes:

Torque converter equipped with single lock clutch.
4 multi-plate clutch assemblies
2 brake belts
2 one-way clutches
Planetary gear assembly
parking mechanism

A traditional planetary gear assembly composed by six pinions is used in four-speed transmission. It realizes the 4 Gear power
transmission through the drive gear bracket.
So, the cross arrangement is the main arranging method. In the box, there are four subassemblies, shown as follows:

Gear bank central support
C1-C2-C3-clutch C4 subassembly
Pump assembly
Valve assembly

One piece or one set of optional shim is located between the input shaft flange and center of stator support shaft axle of and used

to control the end flotation of transmission. The structure arrangement allows the inspection for the subassembly during the
product manufacturing period.

For description of power transmission system refer to table 4.1 and Figure 4.1:
When the clutch C2 is engaged and 1-2 one-way clutch is engaged, the gear is in 2nd-Gear at this time. During the 1-2 shifting

process, B1 brake belt is combined and the 1-2 one-way clutch is separated (OWC). During the 2-3 shifting period, the clutch
C1 is engaged and the B1brake belt is released. During the 3-4 shifting period, B1brake belt is engaged and 3-4 one-way clutch
is released. For reverse gear, the clutch C3 and B2brake belt is engaged.
When the gear position is in instruction 1st, 2

nd

and 3

rd

gear position, the engagement of the clutch C4 can provide the brake of

engine. Additionally, in the drive scope of 2

nd

and 3

rd

Gear, the engagement of clutch C4 can eliminate the unfavorable freewheel

inertia. In the scope of instruction 1

st

-Gear, the low speed shifting is realized by the engagement of B2brake belt.

The front and rear servo has the figure surface design which requires the accurate friction and need not the secondary regulating
valve. When use the transmission fluid with new static factor, the design of the friction unit can meet the requirement that need
low shifting energy and high static holding force. The transmission uses the non-asbestos friction material.

LU

Gear position Gear ratio

1st-Gear 2.393

2

nd

-Gear

1.450

3

rd

-Gear 1.000

4

th

-Gear 0.677

R-Gear 2.093

Instruction 1 2.393

C3

C4

B1

B2

Name of participated unit

* For operation of specified vehicle refer to user’operation instruction.

LU: hydraulic torque converter lock clutch

Table 4.1 Participated unit and gear ratio in different gear position

Automatic transmission-23

Figure 4.1 Power flow chart

Torque converter

The torque converter (refer to Figure 4.2) consists of the turbine, stator, impeller and a lock throttle brake and piston assembly.
Same as that of the traditional torque converter, the impeller is connected to the end cover of the torque converter. The turbine is
connected to the input shaft through the spline. The stator is installed on the pump housing through the one-way clutch .

Figure 4.2 Section of torque converter

The buffer and piston assembly can make the torque converter is locked in proper condition. The locking action only occurs
in the condition of specified throttle position opening and vehicle speed. When the hydraulic force makes the buffer and piston
assembly is coupled on the cover of torque converter, it can acquire the locking status. In this status, it can eliminate the
unnecessary sliding. It can increase the economical efficiency of fuel oil when the locking action is generated. When in locking

status, the torque buffer spring in the buffer and piston can absorb the torque fluctuation of engine

.

Clutch assembly

It has four types of clutch assembly (refer to Figure 4.3). All clutch assemblies are composed of several layers of steel plate and
friction disk.
Clutch C1 When it is engaged, the drive shaft drive the planet carrier. The condition occurs in 3

rd

and 4

th

Gear.

Clutch C2 When it is engaged, the drive shaft drive the forward central gear through the 3-4 one-way clutch. The conditio
occurs in 1

st

, 2nd and 3

rd-

Gear condition.

Clutch C3 When it is engaged, the drive shaft drive the backward central gear. The condition occurs in R-Gear position.
Clutch C4 It can provide the brake of engine during overspeed when is engaged, The condition occurs in instruction 1

st

, 2

nd

and 3

rd

–Gear, also in automatic 2

nd

and 3

rd

-Gear to avoid the unfavorable inertia rotation of freewheel.