SSANGYONG KORANDO 1997 Service Repair Manual

AUTOMATIC TRANSMISSION 5A-7
SSANGYONG MY2002
Shift To Initiate Shift Typical S5 Current Ramp To Complete Shift
1-2 S1 OFF 750mA to 600mA S4 OFF
S4 ON
1-3 S1 OFF S3 OFF
S2 OFF 850mA to 750mA S4 OFF
S3 ON
S4 ON
1-4 S2 OFF S3 OFF
S3 ON 850mA to 750mA S4 OFF
S4 ON
2-3 S2 OFF 700mA to 500mA S3 OFF
S3 ON S4 OFF
S4 ON
3-4 S1 ON 750mA to 600mA S4 OFF
S4 ON
4-3 S4 ON 750mA to 900mA S1 OFF
S4 OFF
4-2 S3 ON S1 OFF
750mA to 950mA S2 ON
S3 OFF
4-1 S3 ON S2 ON
S4 ON 600mA to 1000mA S3 OFF
S4 OFF
3-2 S2 ON S4 OFF
S4 ON 600mA to 450mA @ 20 kph.
550mA to 400mA @ 60 kph.
800mA to 650mA @ 100 kph.
3-1 S3 ON S1 ON
S4 ON S2 ON
S3 OFF
700mA to 950mA S4 OFF
2-1 S4 ON 800mA to 950mA S1 ON
S4 OFF
Conv. Clutch
ON S7 ON 700mA to 400mA S7 OFF
OFF 600mA to 100mA
Solenoid Operation during Gearshifts

5A-8 AUTOMATIC TRANSMISSION
SSANGYONG MY2002
Solenoid Valve Symbols
(ON/OFF Solenoids)
The solenoid symbol shown adjacent to each solenoid
on the hydraulic system schematics indicates the state
of the oil flow through the solenoid valve with the power
ON or OFF.
Normally Open (NO) Solenoid
POWER ON: Line 500 port is closed. The output port
is open to exhaust at the solenoid valve.
POWER OFF: The exhaust port is closed. The output
port is open to line 500.
Variable Pressure Solenoid Multiplexing System
Friction element shifting pressures are controlled by
the Variable Pressure Solenoid (VPS).
Line pressure is completely independent of shift pres-
sure and is a function of throttle position, gear state
and engine speed.
S5 is a proportional or variable pressure solenoid that
provides the signal pressure to the clutch and band
regulator valves thereby controlling shift pressures.
VPS pressure is multiplexed to the clutch regulator
valve, the band regulator valve and the converter clutch
regulator valve during automatic gearshifts.
A variable pressure solenoid produces a hydraulic
pressure inversely proportional to the current applied.
During a gearshift the TCM applies a progressively
increasing or decreasing (ramped) current to the
solenoid. Current applied will vary between a minimum
oaf 200 mA and a maximum of 1000 mA. Increasing
current decreases output (S5) pressure. Decreasing
current increases output (S5) pressure.
Line 500 pressure, (approximately 440 to 560 kPa), is
the reference pressure for the VPS, and the VPS output
pressure is always below line 500 pressure.
When the VPS is at standby, that is no gearshift is
taking place, the VPS current is set to 200 mA giving
maximum output pressure.
Under steady state conditions the band and clutch
regulator valve solenoids are switched OFF.This applies full Line 500 pressure to the plunger and
because Line 500 pressure is always greater than S5
pressure it squeezes the S5 oil out between the
regulator valve and the plunger. The friction elements
are then fed oil pressure equal to Line 500 multiplied
by the amplification ratio.
When a shift is initiated the required ON/OFF solenoid
is switched ON cutting the supply of Line 500 to the
plunger.
At the same time the VPS pressure is reduced to the
ramp start value and assumes control of the regulator
valve by pushing the plunger away from the valve.
The VPS then carries out the required pressure ramp
and the timed shift is completed by switching OFF the
ON/ OFF solenoid and returning the VPS to the standby
pressure.
This system enables either the band or clutch or both
to be electrically controlled for each gearshift.
Mode Indicator Light
Depending on the application, the mode indicator light
may be used to indicate the mode that has been se-
lected or if an overheat condition exists. The mode
indicator light is usually located on the instrument
cluster.
Communication Systems
CAN
The Controller Area Network (CAN) connects various
control modules by using a twisted pair of wires, to
share common information. This results in a reduction
of sensors and wiring. TCM obtains the actual engine
speed and throttle position, vehicle speed and
accelerator position etc. from ECM via CAN without
any additional sensors.
K-Line
The K-line is typically used for obtaining diagnostic
information from the TCM. A scan tool with a special
interface is connected to the TCM via Data Link
Connector (DLC) and all current faults, stored faults,
runtime parameters are then available. The stored
trouble codes can also be cleared by scan tool.
The K-line can be used for vehicle coding at the
manufacturer’s plant or in the workshop. This allows
for one TCM design to be used over different vehicle
mod-els.
The particular code is sent to the microprocessor via
the K-line and this results in the software selecting the
correct shift and VPS ramp parameters.
Data Link Connector (DLC)
The Data Link Connector (DLC) is a multiple cavity
connector. The DLC provides the means to access the
serial data from the TCM.
The DLC allows the technician to use a scan tool to
monitor the various systems and display the Diagnostic
Trouble Codes (DTCs).
KAA5A070

AUTOMATIC TRANSMISSION 5A-9
SSANGYONG MY2002
The DLC connector is located within the driver’s
compartment, directly below the instrument panel on
the driver’s side.
HYDRAULIC CONTROL SYSTEM
The hydraulic controls are located in the valve body,
pump body and main case.
The valve body contains the following;
Manual valve
Three shift valves
Sequence valve
Solenoid supply pressure regulator valve
Line pressure control valve
Clutch apply feed regulator valve
Band apply feed regulator valve
Solenoid S1 to S6
Reverse lockout valveThe pump cover contains the following;
Primary regulator valve for line pressure
Converter clutch regulator valve
Converter clutch control valve
Solenoid S7
The main case contains the following;
B1R exhaust valve
All upshifts are accomplished by simultaneously
switching on a shift valve(s), switching VPS pressure
to the band and/or clutch regulator valve, and then
sending the VPS a ramped current. The shift is
completed by switching the regulators OFF and at the
same time causing the VPS to reach maximum
pressure.
All downshifts are accomplished by switching VPS pres-
sure to the band and/or clutch regulator valve and send-
ing a ramped current to the VPS. The shift is completed
by simultaneously switching the regulators OFF,
switching the shift valves and at the same time causing
the VPS to return to stand-by pressure.
The primary regulator valve is located in the pump
cover and supplies four line pressures; high and low
for forward gears, and high and low for reverse. This
pressure has no effect on shift quality and merely
provides static clutch capacity during steady state
operation. Low pressure can be obtained by activating
an ON/OFF solenoid with high line pressure being the
default mode.
Torque converter lock-up is initiated by toggling the
converter clutch control valve with an ON/OFF solenoid.
The actual apply and release of the clutch is regulated
by the VPS via the converter clutch regulator valve.
The solenoid supply pressure regulator valve provides
reference pressure for all the solenoids.
KAA5A080

5A-10 AUTOMATIC TRANSMISSION
SSANGYONG MY2002
HYDRAULIC CONTROL CIRCUIT
KAA5A08A

AUTOMATIC TRANSMISSION 5A-11
SSANGYONG MY2002
Manual Valve
The manual valve is connected to the vehicle selector
mechanism and controls the flow of oil to the forward
and reverse circuits. The manual valve function is
identical in all forward gear positions except that in
the Manual 1 position an additional supply of oil is
directed to the 1-2 shift valve for application of the
rear band and the C4 overrun clutch. The manual valve
directs the line pressure into the PRND fluid circuits.
Valve Body
1-2 Shift Valve
The 1-2 shift valve is a two position valve that must be
switched to the 2, 3 and 4 position in order to get any
forward gear other than first gear. It is used for all 1-2
and 2-1 gearshifts.
The switching of this valve is achieved by using S1
and/ or S2.
During a 1-2 gearshift drive oil from the manual valve
passes through to the second gear circuit. During a 2-
1 gearshift the band apply feed oil is allowed to exhaust
via the 1-2 shift valve.
The 1-2 shift valve works in conjunction with the 3-4
shift valve to disengage the C4 clutch in first gear,
and engage C4 in second gear. When Manual 1 is
selected the C4 clutch and rear band (B2) are engaged.2-3 Shift Valve
The 2-3 shift valve is a two position valve. It is used
on all 2-3 and 3-2 gearshifts.
The switching of this valve is achieved by S2 which is
located at the end of the valve spool.
In the 1, 2 position, second gear oil from the 1-2 shift
valve is prevented from entering the third gear circuit.
When the valve is moved to the 3, 4 position, oil from
the second gear circuit is routed to the third gear circuit
and the transmission is changed to third gear.
3-4 Shift Valve
The 3-4 shift valve is a two position valve. It is used
for all 3-4 and 4-3 gearshifts.
The switching of this valve is achieved by S1 which is
located at the end of the valve spool.
During a 3-4 gearshift the 3-4 shift valve:
Exhausts the front band release (B1R) circuit
thereby allowing the application of the front band
(B1).
Connects the inner apply area of the front servo
(B1AI) to the Band Apply Feed (BAF) circuit thus
allowing greater apply forces to the front band.
Exhausts the Overrun Clutch (OC) circuit which al-
lows the C4 clutch to disengage.
KAA5A100
KAA5A120 KAA5A90KAA5A110

5A-12 AUTOMATIC TRANSMISSION
SSANGYONG MY2002
During a 4-3 gearshift, the C4 clutch is engaged and
the front band (B1) is released. These actions are se-
quenced by the 4-3 sequence valve.
The 3-4 shift valve also switches during 1-2 and 2-1
gearshifts where its function is to apply the overrun
clutch (C4) in second gear but to release it in first
gear.
Note that the C4 clutch is applied in Manual 1 by virtue
of the manual valve and the 1-2 shift valve. Refer to
“1-2 Shift Valve” in this section.
4-3 Sequence Valve
The 4-3 sequence valve is a two position spring loaded
valve. It switches during 3-4 and 4-3 gearshifts although
it performs no function during the 3-4 shift.
During the 4-3 shift the 4-3 sequence valve delays the
connection of the Clutch Apply Feed (CAF) circuit to
the B1R circuit until the B1R circuit has been fully
pressurized by using the third gear circuit. This
prevents objectionable engine flare on completion of
the 4-3 gearshift.
Solenoid Supply Pressure Regulator Valve
The solenoid supply pressure regulator valve supplies
a constant pressure to all solenoids (S1 to S7). Line
pres-sure is used as the feeding oil to this regulator
and the output is termed line 500.
Line Pressure Control Valve
Line pressure is controlled by S6, which acts as theline pressure control valve. When S6 pressure is applied
to the end of the Primary Regulator Valve (PRV), it is
opposed by spring force and causes LOW line
pressure for light throttle application and cruising.
Heavy throttle application causes the normally open
S6 to open (switch Off) thus closing line 500 and
opening S6 to exhaust. Removal of S6 pressure from
the PRV results in HIGH line pressure.
Clutch Apply Feed Regulator Valve
The clutch apply feed regulator valve is a fixed ratio
(2.25:1) valve. This valve provides a regulated pressure
to the C1 clutch and controls the change rate of the
clutch state to give the desired shift quality.
Third gear oil supplied to the valve is regulated to pro-
vide an output pressure, Clutch Apply Feed (CAF) pres-
sure, of 2.25 times the S5 signal pressure when S3 is
ON. When S3 is OFF, the output pressure is 2.25 times
the line 500 pressure.
Band Apply Feed Regulator Valve
The band apply feed regulator valve is a fixed ratio
(1.4:1) valve. It provides a regulated pressure to the
front servo, and controls the change rate of the front
band (B1) state to give the desired shift quality.
Second gear oil supplied to the valve is regulated to
provide an output pressure, Band Apply Feed (BAF)
pressure, of 1.4 times the S5 signal pressure when S4
is ON. When S4 is OFF the output pressure is 1.4 times
the line 500 pressure.
KAA5A160 KAA5A130
KAA5A150
KAA5A140

AUTOMATIC TRANSMISSION 5A-13
SSANGYONG MY2002
Reverse Lockout Valve
The reverse lockout valve is a two position valve con-
tained in the upper valve body. This valve uses S1-S2
pressure as a signal pressure and controls the applica-
tion of the rear band (B2).
While the manual valve is in D, 3, 2 or 1 positions,
drive oil is applied to the spring end of the valve,
overriding any signal pressures and holding the valve
in the lockout position. This prevents the application
of B2 in any of the forward driving gears except M1.S1- S2 pressure is exhausted and the valve is held in
the lockout position by the spring. In this position,
engagement of B2 is prohibited.
This feature protects the transmission from abuse by
preventing the undesirable application of B2 at high
speed, and by providing a reverse lockout function.
Note that if the transmission is in failure mode, the
rear band will be applied at all times in P, R and N.
Pump Cover
When the manual valve is in P, R or N positions, drive
oil is exhausted and the reverse lockout valve may be
toggled by S1-S2 pressure.
B2 is applied in P, R, and N if the following conditions
are satisfied;
In P or N, vehicle speed = 3 km/h.
In R, vehicle speed = 10 km/h.
Engine speed = 1600 rpm.
Throttle position = 12 %.
Under these conditions, the TCM switches solenoids
S1 and S2 to OFF. The reverse lockout valve toggles
under the influence of the S1-S2 pressure, to connect
the line pressure to the B2 feed. Oil is fed to both the
inner and outer apply areas of the rear servo piston,
applying B2.
If any of the above conditions are not satisfied, the
TCM switches solenoids S1 and S2 to ON.Primary Regulator Valve
The Primary Regulator Valve (PRV) regulates the trans-
mission line pressure (or pump output pressure). This
valve gives either high or low line pressure depending
on whether S6 is switched OFF or ON. When S6 is
switched ON, S6 pressure is applied to the PRV moving
it against spring pressure and opening the line
pressure circuit to the pump suction port resulting in
reduced line pressure.
Low line pressure is used during light throttle applica-
tions and cruising. Heavy throttle will cause S6 to switch
OFF and thereby cause high line pressure.
This stepped line pressure control has no detrimental
effect on shift feel because all shifting pressures are
controlled by separate band and clutch regulator
valves, and the output of S5.
When reverse gear is selected, both the low and high
line pressure values are boosted to guard against slip-
page. This is achieved by applying reverse oil line
pressure to the PRV to assist the spring load. The
other end of the valve contains ports for line pressure
feedback and S6 pressure.
The PRV also regulates the supply of oil to the
converter via the converter feed port. The cascade
effect of the PRV ensures the first priority of the valve
is to maintain line pressure at very low engine speeds.
When the engine speed increases and the pump
supplies an excess of oil the PRV moves to uncover
the converter feed port thereby pressurizing the
converter. If there is an excess of oil for the
transmission’s needs then the PRV moves further to
allow oil to return to the suction port.
KAA5A170
KAA5A180KAA5A190

5A-14 AUTOMATIC TRANSMISSION
SSANGYONG MY2002
Converter Clutch Regulator Valve
The converter clutch regulator valve regulates the pres-
sure of the oil which applies the converter clutch. Input
oil from the line 500 circuit is regulated within the valve,
with the output pressure being variable according to
the signal pressure from the S5 circuit. Converter clutch
apply and release application is smoothed by
electronically varying the S5 circuit pressure.
Converter Clutch Control Valve
The converter clutch control valve is a two position
valve which applies or releases the converter clutch.
The switching of this valve is governed by the signal
pressure from S7.
When the valve is in the OFF or released position, con-
verter feed oil from the PRV is directed to the release
side of the converter clutch. After flowing through the
converter, oil returns to the converter clutch control
valve and is then directed to the oil cooler.
When the valve is in the ON or applied position, regu-
lated oil from the converter clutch regulator valve is
directed to the apply side of the converter clutch. This
oil remains within the converter because the converter
clutch piston is sealed against the flat friction surface
of the converter cover. To provide oil flow to the cooler
the converter clutch control valve directs converter feed
oil from the PRV directly to the cooler circuit.B1R Exhaust Valve
The B1R exhaust valve is a two position spring loaded
valve located in the transmission case directly adjacent
to the front servo. It permits the servo release oil to be
rapidly exhausted into the transmission case during
application of the front band (B1). This prevents the
need to force the oil back from the front servo through
the valve body and through the 3-4 shift valve. The
spring positions the valve to prevent oil entering the
release area of the servo until the B1R circuit oil
pressure reaches approximately 100 kPa.
POWER TRAIN SYSTEM
The Power Train System consists of;
A torque converter with single face lock-up clutch
Four multi-plate clutch assemblies
Two brake bands
Two one-way clutches
Planetary gear set
Parking mechanism
A conventional six pinion Ravigneaux compound plane-
tary gear set is used with overdrive (fourth gear) being
obtained by driving the carrier.
The cross-sectional arrangement is very modular in
nature.
Four main sub-assemblies are installed within the case
to complete the build. These subassemblies are;
KAA5A220KAA5A200
KAA5A210
KAA5A240

AUTOMATIC TRANSMISSION 5A-15
SSANGYONG MY2002
3-4
OWC
X
X
X
X
X 1-2
OWC
X B2
X
X B1
X
X C4
X
X
X
Gear set-sprag-centre support
C1 -C2 -C3 -C4 clutch sub-assembly
Pump assembly
Valve body assembly
One, or a combination of selective washers are used
between the input shaft flange and the number 4
bearing to control the transmission end float. This
arrangement allows for extensive subassembly testing
and simplistic final assembly during production.
A general description of the operation of the Power
Train System is detailed below.
First gear is engaged by applying the C2 clutch and
locking the 1-2 One Way Clutch (1-2 OWC). The 1-2
shift is accomplished by applying the B1 band and
overrunning the 1-2 OWC. The 2-3 shift is
accomplished by applying the C1 clutch and releasingthe B1 band. The 3-4 shift is accomplished by re-
applying the B1 band and overrunning the 3-4 OWC.
Reverse gear is engaged by applying the C3 clutch
and the B2 band.
The C4 clutch is applied in the Manual 1, 2 and 3 ranges
to provide engine braking. In addition, the C4 clutch
is also applied in the Drive range for second and third
gears to eliminate objectionable freewheel coasting.
The B2 band is also applied in the Manual 1 range to
accomplish the low-overrun shift.
Both the front and rear servos are dual area designs
to allow accurate friction element matching without the
need for secondary regulator valves. All the friction
elements have been designed to provide low shift
energies and high static capacities when used with
the new low static co-efficient transmission fluids. Non-
asbestos friction materials are used throughout.
Gear
First
Second
Third
Fourth
Reverse
Manual 1Gear
Ratio
2.741
1.508
1.000
0.708
2.428
2.741C1
X
XC2
X
X
X
X
XC3
XLU
CLUTCH
X*
X ELEMENTS ENGAGED
* For Certain Vehicle Applications, Refer to the Owner's Manual.
KAA5A250

5A-16 AUTOMATIC TRANSMISSION
SSANGYONG MY2002
Torque Converter
The torque converter consists of a turbine, stator pump,
impeller and a lock-up damper and piston assembly.
As in conventional torque converters, the impeller is
attached to the converter cover, the turbine is splined
to the input shaft and the stator is mounted on the
pump housing via a one way clutch (sprag).
The addition of the damper and piston assembly en-
ables the torque converter to lock-up under favorable
conditions. Lock-up is only permitted to occur in third
and fourth gears under specified throttle and vehicle
speed conditions.
Lock-up is achieved by applying hydraulic pressure
to the damper and piston assembly which couples the
turbine to the converter cover, locking-up the converter
and eliminating unwanted slippage. Whenever lock-
up occurs, improved fuel consumption is achieved.
Torsional damper springs are provided in the damper
and piston assembly to absorb any engine torque
fluctuations during lock-up.
Clutch Packs
There are four clutch packs. All clutch packs are com-
posed of multiple steel and friction plates.
C1 CLUTCH: When applied, this clutch pack allows
the input shaft to drive the planet carrier. This occurs
in third and fourth gears.
C2 CLUTCH: When applied this clutch pack allows
the input shaft to drive the forward sun gear via the 3-
4 OWC. This occurs in all forward gears.
C3 CLUTCH: When applied this clutch pack allows
the input shaft to drive the reverse sun gear. This only
occurs in reverse gear.
C4 CLUTCH: When applied this clutch provides engine
braking on overrun. This occurs in Manual 1, 2 and 3
and also Drive 2 and Drive 3 to prevent objectionable
free wheel coasting.
KAA5A260
KAA5A270