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-17
SSANGYONG MY2002
Bands
The transmission utilizes two bands, the B1 band
(sometimes known as the 2-4 band), and the B2 band
(sometimes known as the low-reverse band).
The B1 band is a flexible band which is engaged by
the front servo piston. B1 is activated in second and
fourth gear. When activated B1 prevents the reverse
sun gear from rotating by holding the C3 clutch
assembly stationary. In second gear only the outerarea of the apply piston is utilized. In fourth gear both
areas are utilized for greater clamping force.
The B2 band is a solid band which is engaged by the
rear servo piston. B2 is activated in Park, Reverse,
Neutral and Manual 1. When activated B2 prevents
the planet carrier assembly from rotating. In Manual 1
only the inner area of the apply piston is utilized. In
Park, Reverse and Neutral, both areas are utilized for
greater clamping force.
One Way Clutches
The transmission uses two OWCs, the 1-2 OWC and
the 3-4 OWC. (Note that a third OWC is located in the
torque converter, also known as a sprag.)
The 1-2 OWC is located between the planetary carrier
assembly and the center support. This allows the carrier
to rotate around the center support in one direction
only. The one way clutch is engaged only in Drive 1.
This 3-4 OWC is located between the C4 and the C2
clutch assemblies. This allows the C2 clutch to drive
the forward sun gear in first, second and third gears
but unlocks in fourth gear and during overrun.
Planetary Gear Set
The planetary gear set used in the transmission is a
conventional six pinion Ravigneaux compound gear
set.
Parking Mechanism
When Park is selected the manual lever extends the
park rod rearwards to engage the parking pawl. The
pawl will engage the external teeth on the ring gear
thus locking the output shaft to the transmission case.
When Park is not selected a return spring holds the
parking pawl clear of the output shaft, preventing
accidental engagement of Park.
KAA5A300 KAA5A280KAA5A290
