2003 SSANGYONG MUSSO wheel torque

ANTILOCK BRAKE SYSTEM 4F-7
ABD SYSTEM DESCRIPTION
General: The Automatic Brake Differential Lock (ABD) is a traction system by means of brake intervention only, available in a low speed range (< 60kph). It workes on µ-split roads with sidewise different friction coefficients.
The spinning driven wheel is braked and the drive torque can be transferred to the wheel on the high- µ side.
During ABD active, the ABD information lamp is blinking.The temperature of the brakes is calculated by a mathematical model and ABD is switched passive if the calculated temperature is greater than a threshold value(500 °C).
ABD is permitted again, when the calculated temperature is less than 350 °C.
Control Algorithm: The input signals for the control algorithm are the filteredwheel speed signals from the ABS speed processing. With the speed difference of the driven wheels, the control deviation is calculated. If the control deviation exceeds a certain threshold value,
the wheel with the greater slip is braked actively. The threshold value depends on the vehicle speed:It is reduced with increasing vehicle speed down to a constant value.
Pressure Modulation: Depending on the control deviation and the wheel acceleration of the spinning wheel, pressure increase, hold and decrease are made.
The pressure modulation is done with the conventional control with the valves. ASV, USV, EV and AV according the the following table:
Speed Range: ABD is available in the speed range 60 kph.
Above 60 kph vehicle speed, ABD is passive. It is possible to initiate ABD operation up to a vehicle speed of 55kph.
Increase Open
Open
Open
ASV Decrease
Hold
Closed
Closed
Closed
Closed
Closed
Open
Open
Closed
Closed
USV
EVAV
Speed difference driven wheels [kph]
18
6 12 60ABD operation
Vehicle speed[kph]

5A-42 AUTOMATIC TRANSMISSIONPOWER 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 gearset
Parking mechanism
A conventional six pinion Ravigneaux compound planetary gearset 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 sub-assemblies are: Gearset-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 finalassembly during production.
A general description of the operation of the Power Train System is detailed below. Refer to table 4.1 and figure 4.1.
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 releasing the 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 ThirdFourth
Reverse
Manual 1 Gear
Ratio 2.741 1.508 1.0000.7082.4282.741 C1
XX C2
X X XX X C3
X C4
X X B1
X X X B2
X X 1-2
OWC X 3-4
OWC X XX LU
CLUTCH
X*X
ELEMENTS ENGAGED
* For Certain Vehicle Applications, Refer to the Owner's Manual.
Table 4.1 - Engaged Elements vs Gear Ratios

5C-10 CLUTCH Removal & Installation Procedure
1. Remove the starter motor. Install the special tool to theflywheel through the starter motor mounting holes.
Tightening Torque 47 Nm
Engine Lock 602 589 00 40 00
2. Unscren the release cylinder mounting bolts and remove the release cylinder. Installation Notice
3. Unscrew the clutch housing bolts and remove the clutch housing, release fork and release bearing.Installation Notice
4. Insert the centering pin into the clutch spline. Loosen the clutch cover bolts 1/2 turn in crisscross sequence until the spring tension is released. Notice
Do not remove the bolts at a time, or clutchcover can be damaged or deformed.
Centering Pin 661 589 00 15 00
Tightening Torque 30 - 40 Nm

CLUTCH 5C-11
5. Unscrew the bolts and remove the clutch cover, pressure
plate and clutch disc. NoticeBe careful not to drop the pressure plate and clutch disc.Installation Notice
Tightening Torque 21 - 27 Nm
6. Installation should follow the removal procedure in the reverse order. Notice
Before installation, clean oil and grease on the flywheel surface.
Do not clean the clutch disc and release bearing insolvent.

5D2-4 TRANSFER CASE (TOD)FUNCTION DESCRIPTION
TOD System Select Mode (4H and 4L) 4H is the mode when drive normally of which gear ratio is 1:1 and 4L mode distributes power to front and rear wheels 50:50 of which gear ratio is 2.48:1.
TOD System Function (select 4H mode) TOD system controls clutch mechanism to comply with rotation in front and rear propeller shaft and if its difference exceeds the permissible range, corresponding power is distributed into front wheel through EMC (Electro-MagneticClutch). Hall effect sensor signals speed on front and rear propeller shafts going through with TOD control unit.
Transfercase clutch coil is activated by variable current on exceeding difference of speed in front and rear propeller shafts.
Function of 4L Mode When select 4L mode, EMC is locked to apply maximum torque into front and rear propeller shafts. Shift motor rotates also 4L position by rotation of cam thus propeller shaft torque changes from 1:1 to 2.48:1 by planetarygear set.
Shift Motor It locates backside transfer case, which drives rotary helical cam. When mode select switch changes to 4L, shift fork is on position for 2.48:1 by rotation of helical cam.
Transfer Case
TOD transfer case distributes power into front and rear axle by operation of 4H/4L switch and shift motor. Shifting 4H to 4L, is performed towards reducing HI-LO collar by means for connection HI-LO shift fork with
output shaft in order to join with planetary gear. Torque transmits input shaft then sun gear rotating front planetary
gear. Front planetary gear join with output shaft and drives LO position.

TRANSFER CASE (TOD) 5D2-5
Definitions
Rear Speed Sensor A Hall Effect speed sensor which produces a square wave. 0-5Vdc signal inresponse to a rotating 30 tooth wheel coupled to the rear propshaft inside the
Transfer Case. Each rotation of the rear propshaft will result in 30 speed sensor pulse.
Front Speed Sensor A Hall Effect speed sensor which produces a square wave. 0-5Vdc signal in response to a rotating 30 tooth wheel coupled to the front propshaft inside the
Transfer Case. Each rotation of the front propshaft will result in 30 speed sensor pulse.
EMC An Electromagnetic clutch used to control the amount of torque applied to the front propshaft.
TOD TM
Torque on DemandTM
.
Duty Cycle Duty Cycle is the time the EMC is on divided by the period in which it is being modulated.
Touch-off A minimum amount of duty cycle applied to the EMC.
Front OverrunA condition where the front propshaft is turning at a rate which is faster than the rear propshaft.
Rear Overrun A condition where the rear propshaft is turning at a rate which is faster than the
front propshaft.
High Range The highest (numerically lowest = 1 :1) gear ratio between the input and outputsof the Transfer Case.
Low Range The lowest (numerically highest = 2.48:1) gear ratio between the input and outputs
of the Transfer Case.
4H/4L Switch A switch which selects the desired gear ratio.
Shift Motor Electric motor which changes the Transfer Case range.
Position Encoder A set of 4 Gray code switches which provide feedback to the TCCU indicating theposition of the Shift Motor.
Clutch Interlock Switch A switch on vehicles equipped with a manual transmission which indicates that the clutch pedal is depressed.
Neutral Safety Switch A switch on vehicles equipped with an automatic transmission which indicatesthat the transmission is in neutral.
Shift Inhibit Speed The vehicle speed above which Transfer Case shifts are disallowed. Vehicle speedis indicated by propshaft speed measurement.

TRANSFER CASE (TOD) 5D2-11
4. Electric Shift Default ModeIf the motor fails to reach its destination, the TCCU will attempt the following (in order):
a. The TCCU will wait 3 seconds then attempt the shift again.
b. If the second attempt to reach the destination fails the TCCU will wait 3 seconds then attempt to rotate the motor back to the original position. If successful, all future shifts will be inhibited until the Ignition is cycled.
c. If the attempt to return to the original position fails, the TCCU will wait 3 seconds then attempt to rotate the motor to the original position again. If the second attempt to return to the original position is successful, the “4WD CHECK ” lamp will be illuminated, and all future shifts will be inhibited until the Ignition is cycled.
d. If the second attempt to return to the original position fails the motor will be turned off, the “4WD CHECK ” lamp
will be illuminated, and all future shifts will be inhibited until the Ignition is cycled.
TOD TM
System Operation
The TOD TM
System is responsible for distributing torque between the front and rear axles. The TCCU monitors the
propshaft speeds, operating range (High/Low), and ABS activity and then applies a calculated amount of torque tothe front axle by Pulse Width Modulating the current applied to the EMC.
1. Touch-off Torque
The minimum EMC Duty Cycle is based on the vehicle speed and throttle positionThe TCCU receives the TPS signal from the following sources:On vehicles equipped with CAN, the TCCU receives the TPS signal from the CAN bus.
2. When Slip Detection
The TCCU continuously monitors the front and rear propshaft speeds to detect wheel slip.
3. Wheel Slip Control When wheel slip is detected the TCCU controls the EMC duty cycle as necessary until the wheel slip is reduced
below the allowable limit. The EMC Duty Cycle will then be reduced to the Touch-Off value.
4. Brake/ABS Strategy When the ABS System is active, the EMC Duty Cycle is set to a fixed duty cycle (30%) to aid in braking without counteracting the ABS System.
5. 4L Strategy When the system is operating in 4L, the TCCU continues TOD TM
(operation provided that the propshaft speed is
below 175 rpm (5220 pulses/minute)). When the speed increases above 175 rpm, the EMC Duty Cycle is set tothe maximum value (88%) which applies the maximum available torque to the front axle.

TRANSFER CASE (TOD) 5D2-51
25. Install the pin on the tang end of the helical cam into thehole in the front case. Position the torsion spring tangs so that they are pointing toward the top side of the transfer case and just touching the high-low shift fork. CAUTIONDo not bend the helical cam during installation to the front case because of possible damage to the pin at the tangend of the motor shaft.
26. Install the shift rail through the high-low shift fork and make sure that the reverse gear shift rail is seated in the frontcase bore.
27. Install upper and lower speed sensors into the cover. Feed the coil wire through the upper speed sensor wire shield.
2 8. Install upper tone wheel, speedometer gear and rear output seal. Use Output Shaft Seal Replacer and Driver orequivalent to install seal.
29. Coat the mating surface of the front case with a bead of Black Non-Acid Cure Silicone Rubber or equivalent.
30. The following procedure must be followed prior to installing the rear case onto the front case half:
a. Align the output shaft with the rear case output shaft bore.
b. Align the helical cam with the rear case motor bore. If difficulty is encountered with seating the rear case, tap
the rear output shaft with a sharp blow using a rubber
mallet in a direction away from the triangular shaft whilepushing down on the rear case.
Tightening Torque 25 - 37 Nm
31. Install the bolts retaining the case halves and tighten.