2006 GREAT WALL HOVER engine oil

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-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 4th 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 3rd-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 manual 1
st, 2nd and 3rd
–Gear, also in automatic 2nd and 3rd-Gear to avoid the unfavorable inertia rotation of freewheel.

Automatic transmission-35
Power transmission automatic 2nd-Gear and manual 2
In automatic 1st and manual 2nd-Gear, the drive of transmission reaches the front clutch cylinder through the input shaft. In this
condition, the operating principle of each functional unit of transmission is shown as follows:
The engagement of clutch C2 drives the forward central gear.
The forward central gear drives the short planetary gear to rotate in anticlockwise.
The short planetary gear drives the long planetary gear to rotate clockwise.
The engagement of brake belt B1 makes the stop of reverse central gear to make the long planetary gear rotates around the
reverse central gear, then make the internal gear and output shaft rotates in clockwise to make the vehicle moves forwardly.
The clutch C4 is engaged through the 3-4 one-way clutch (OWC) and provides the brake force of engine during overspeed.
Control:
In stable status, the status action of solenoid valve and valve is shown as follows:
The solenoid valve S1 is powered off ; The solenoid valve S2 is powered on.
The drive oil (line pressure) from the manual-operated valve makes the engagement of clutch C2.
When the solenoid valve S1 is powered off, the S1 oil pressure form line pressure 500 pushes the 3-4 Gear shifting valve
moves to left. At the same time, the S1 oil flows into the 1-2 Gear shifting valve to push the 1-2 Gear shifting valve to the
2
nd –Gear.
The line pressure oil from the 1-2 Gear shifting valve flows into the brake belt combination regulating valve, and 2-3 Gar
shifting valve.
The brake belt engagement regulator valve provides the 2nd-Gear oil (controlled by product of line pressure and valve rate)
to brake belt feed loop (BAF).
The brake belt engagement feed loop directly provides the oil to:
External engagement part of front servo piston.
1-2 Gear shifting valve can provide a oil drainage port when the transmission is shifted to 1st-Gear.
Use the 3-4 Gear shifting valve when the transmission is in 4
th-Gear position.
The drive force (line pressure) is sent to the clutch C4 through the 3-4 Gear shifting valve to realize the engagement of
clutch C4.
Refer to Figure 5.5 and table 5.6
Table 5.6The participating condition of each unit in automatic 2nd-Gear and manual 2nd-Gear
Automatic 2nd-Gear and manual
2
nd-Gear

Name of participation unit

Automatic transmission-37
power transmission Automatic 3rd-Gear and manual 3rd-Gear
In automatic and manual 3rd-Gear, the drive of transmission reaches the front cylinder through the input shaft. In this condition,
the operating principle of the transmission is shown as follows:
The engagement of clutch C2 drives the front sun gear
The engagement of clutch C1 drives the planetary gear carrier
The forward central gear and planetary gear carrier rotate in the same speed clockwise. So, there is not relative motion
between the forward central gear and planetary gear.
The gear ring and output shaft rotate in the speed of output shaft, and makes the moves forwardly.
The engagement of clutch C4 is through the 3-4 one-way clutch (OWC) and make the engine to provide the brake force
in overspeed.
Control:
In stable status, the status of solenoid valve and valve is shown as follows:
The solenoid valve S1 is powered off; Solenoid valve S2 is powered off
When the solenoid valve S1 and S2 is powered off, 2-3 and 3-4 shift valve are kept in 3rd-Gear position through the line
pressure 500.
1-2 Gear shifting valve is kept in 3rd-Gear position by the oil pressure of S1 and S2.
The (line pressure)oil form the 1-2 Gear shifting valve flows into the brake belt combination regulating valve directly and
flows into the 2-3 Gear shifting valve.
The brake belt combination regulating valve provides the 2nd-Gear oil (controlled by the product of line pressure and valve)
to the brake belt feed loop(BAF).
The brake belt feed loop directly provides the oil to:
External combination part of front servo
When the transmission is shifted to 1st-Gear, the 1-2 Gear shifting valve provides the oil drainage port.
When the transmission is in 4th –Gear position, it will use the 3-4 Gear shifting valve.
The 2nd-Gear oil of 2-3 Gear shifting valve flows into the 3rd-gear loop directly .
The 3rd-Gear oil from the 2-3 Gear shifting valve flows into the clutch combination regulating valve and sequence valve of
4-3 Gear directly.
The clutch combination regulating valve provides the oil of clutch attachment feed loop (controlled by the product of line
pressure of 500 and valve ratio) (CAF).
CAF directly provides the oil to :
clutch C1
Sequence valve of 4-3 Gear
In 4-3 Gear shifting valve, the CAF oil is changed to the release fluid of B1 (B1R-F), it cause the closing of brake belt 1
through the 3-4 Gear shifting valve to spring bottom of 4-3 gear sequence valve and release side of front servo.
The drive force (line pressure ) is sent to the clutch C4 through the 3-4 Gear shifting valve to engage the clutch C4 .
Refer to Figure 5.6 and Table 5.7.
Table 5.7
Table of participating condition of each unit in automatic and manual 3rd –Gear
Clutch
Name of participation unit
Automatic and manual
3
rd –Gear

Automatic transmission-48
s oleno id
valve Condition Transmission operation
1 Opened
always 1st-Gear replaces 2nd-Gear; 4th-Gear replaces 3rd-Gear. It causes the car form the G ear shift of 1
→1→4→4 when accelerate form static. The transmission stay longer time in Gear; worse 1→4
shift feeling.
Closed always 2nd-Gear replaces 1st-Gear; 3rd-Gear replaces 4th-Gear. It causes the car form the G ear shift of 2
→2→3→3 when accelerate form static. It is said that starts form 2nd-Gear.
2 Closed always 4th-Gear replaces 1st-Gear; 3rd-Gear replaces 2nd-Gear. It causes the car form the G ear shift of 2
→2→3→3 when accelerate form static. That is saying that start form 4th-Gear.
Opened
always 2nd-Gear replaces 3rd-Gear; 1st-Gear replace 4th-Gear.
It cause the car is shifted form 1st-Gear to 2nd-Gear, then from 2nd-G ear to Gear when accelerate
form static. It will feel the transmission is in free gear position after 2→1 Gear shift.
1&2 Opened
always Can not realize the reverse gear; only has 1st-Gear operation.
3 Closed always Following shifts are bad. (2→3 is worst ):1→3, 1→4, 2→3, 2→4, 4→2, 4→1
Opened
always Following gear shifts are worse: 3→4, 4→3, 3→2。
It may cause the gear slide when the hydraulic torque converter is locked.
4 Closed always Following gear shifts are worse:
1→2, 1→3, 1→4, 2→3, 2→4, 3→1, 3→2, (including manual) 3→4, 4→1, 4→3
Opened
always Following gear shifts are worse: (1→2 is worst) 2→4, 3→2 It may cause the gear slide when
the hydraulic torque converter is locked.
6 Closed always The line pressure is high always.
Opened
always The line pressure is low always. So it cause the slide between gears. The clutch C1 and brake belt
B1 will be burned.
7 Closed always The hydraulic torque converter is without lock.
Opened
always The hydraulic torque converter is locked in 3rd-Gear and 4th-Gear. It cause the car generates the
vibration in low-speed status.
Table 6.1.2 Operation of transmission when ON/OFF solenoid valve is faulty
Mechanical detection
1.Inspection of transmission on car
It should process the following detections before disassemble the transmission:
process the on-road drive test to determine the failure cause .(according to requirement)
Detect the standard of transmission fluid. (refer to 7.2.1)
Ensure the transmission fluid in not overheated. (Normal color and smell)
Detect the failure information.
Check the battery terminal and grounding for corrosion or loose.
The engine speed is within the specified value in manual.
Check the cooling system for normal operation.
All power supply and plug wires is tight and not loose.
Check the transmission fluid, ensure the oil pan is without other martial material or pollutant.
2. Oil leakage detection
It should wash the polluted part of the transmission before select the oil leakage part, then drive the car.
When detect the leakage part of the rear servo system, it should lift the car by lifter firstly, then switch the gear to reverse
gear within 10s.
When detect the leakage part of front servo system, it should lift the car by lifter firstly, then switch the gear to gear-2
(winter mode).
The time switched to 2nd-Gear should be no more than 10s to avoid the oil in the torque converter is overheated.
3. FAQ table

Automatic transmission-49
The distribution of FAQ table is shown as follows:
Table 6.2.1 Drive failure Table 6.2.3 Shift quality failure
Table 6.2.2 Shift mode failure Table 6.2.4 Disassembly failure
failure Possible reason Corresponding measure
“D”-Gear operation
has not drive The automatic transmission fluid is insufficient.
The oil-entering of C1/C2 piston is blocked.
The “Z” is assembled incorrectly.
The primary regulating valve plug is opened.
The overspeed shaft or input shaft sealing ring is
failure.
3→4, 1→2 single-way clut ch is installed in revers e or
failure. Check the liquid level. Fill it up if necessary.
Check and wash the C1/C2 oil inlet device.
Reinstall the “Z” connection.
Remove, wash and reinstall the primary
regulating valve.
Check and replace it if necessary.
Check and replace it if necessary.
The reverse shifting
operation is without
drive.
The manual 1
st-Gear
has not engine
brake.
The engine brake is
normal in manual
1
st-Gear. The input shaft oil seal ring is damaged.
The rear brake belt or servo system is faulty.
C3, C3 wheel shaft or C1/C2 cylinder are out of work. Check and replace it if necessary.
Test the servo system or replace the rear brake
belt according to the requirement.
Test the failure C3, C3 wheel axle or C1/C2
cylinder.
Repair it in time if necessary.
“D” –Gear and reverse
–Gear operation is
without drive. The primary regulating valve is blocked.
The pump gear is damaged.
Take out the output shaft clasp. Det ect and clean the primary regulating valve.
Check and replace the pump gear if necessary.
Check and repair it if necessary.
Only can 2→3 shifting
(can not realize the
4
th-Gear and 1st-Gear) S1 is closed always. Test the S1. Repair or replace it if necessary.
Test the failure of S1 12V power supply
voltage or wire bundle.
Only can 1→4 shifting
1→3→4 shifting (1
→2 shifting delay). S1 is opened always Test the S1. Repair or replace it if necessary.
Test the failure of S1 12V power supply
voltage or wire bundle.
Only can 4→3 shifting S2 is closed always.
Test the S2. Repair or replace it if necessary.
Test the failure of circuit break or wire bundle.
1→2→neutral position
shifting (1st-Gear
transition) S2 is opened always Test the S2. Repair or replace it if necessary.
Test the failure of circuit break or wire bundle.
Only can 1→3 shifting B1 is out of work
The brake belt is loose.
The front servo piston or oil s eal is out of work.
S1/S2 ball spool is reinstalled in wrong place. Test and adjust it according to the requirement.
Test and maintain it according to the
requirement. Test and replace or reinstall it according
to the requirement.

Only can 1→3→4
shifting The small O-ring of front s ervo piston is invalid or
lost.
2→3 Gear position shifting valve is blocked. Det ect the O-ring. Process the replacement or
reinstallation if necessary. Detect the 2→3
Gear shifting valve; Process the maintenance
or replacement according to the requirement.
Only can 1→2→1
shifting C1 is invalid or 3rd-Gear and 4th-Gear is loose. (give
to 1st-Gear in 3rd-gear; give to 2nd-Gear in 4th-Gear) Det ect the clutch C1. Repair or replace it if
necessary.
Can not realize the
man ual 4→3, 3→2, 2
→1 Overspeed clutch /ball spool has displacement.
C4 is invalid. Detect the ball spool. Process the replacement
or reinstallation according to the requirement.
Det ect the C4. Repair C4 or r eplace the C4
wave pan according to the necessary.

Automatic transmission-51
Table 6.2.3Shifting quality failure
Bad 1→2 Gear
shifting quality The throttle position sensor has failure.
T he brake b elt is adjusted incorrectly.
The front servo piston O-ring is damaged.
The variable pressure solenoid valve (S5) is damaged or
has failure.
S1, S4 has the failure.
The brake belt combination regulating valve (BAR) has
the failur e.
The front servo release spring is installed incorrectly. Detect the resistance, replace the sensor if
necessary.
Detect and replace the rake belt if necessary.
Detect and r epla ce the O -ring if necessary.
Detect, repair or repla ce the S5 if necessary.
Detect, repair or repla ce the S1, S4 if
necessary.
Detect, repair or repla ce the B AR if
necessary.
Detect and repair it if necessary.
Bad 2→3 Gear
shifting quality B1brake belt release valve is blocked.
S3, S2 has the failure.
The clutch combination regulating valve has failure.
The clutch combination oil feed ball spool is lost or
damaged.
The input shaft oil seal is damaged.
C1 piston O-ring is damaged.
C1 piston oil feed ball spool is damaged. Detect the blow-off valve. Replace or
maintain it if necessary.
Detect the S3, S2.Replace or maintain it if
necessary.
Detect the r egulating valve. R eplace or
maintain it if necessary.
Detect the ball spool .Reinstall or replace it if
necessary.
Detect the sealing ring. Reinstall or replace it
if necessary.
Detect the O -ring .R einstall or replace it if
necessary.
Detect the ball spool .Reinstall or replace it if
necessary.
Bad 3→4 Gear
shifting quality S1, S4 has failure.
B1brake belt release valve is blocked.
T he brake b elt is adjusted incorrectly.
The front servo piston O-ring is damaged.
The variable pressure solenoid valve (S5) is damaged or
has failure.
The brake belt combination regulating valve has failure. Detect the S1, S4.R einstall or replace it if
necessary.
Detect the blow-off valve. Replace or repair
it if necessary.
Detect the brake belt. Adjust it if necessary.
Detect the O -ring .R eplace or maintain it if
necessary.
Detect the S5.R epla ce or maintain it if
necessary.
Detect the r egulating valve. R eplace or
maintain it if necessary.
The engine has
the
extinguishing
co nd itio n
when select
the automatic
gear or R-gear. The torque converter clutch control valve is blocked or
solenoid valve 7 has failure. Detect and clean the torque converter clutch
valve (CCCV)
Has unstable
vibration
co nd itio n. S7 has the failure. Process the necessary detection, maintenance
and replacement according to the
requirem ent.

Adjustment
Hydraulic system
Following parts is the detailed description for self-detection procedure pointed to the condition occurred in chapter
6. including the condition indicated the failure, to point the problem existed in the hydraulic system.
It should select the proper procedure from the following primary detection when adjust the transmission.
Detection process of transmission fluid
Detect the manual linkage adjusting system(refer to factory manual of car)
Detect the engine idle speed
Anchoring test (beyond the scope of the maintenance manual)
On-road test (beyond the scope of the maintenance manual)
Detection procedure of transmission fluid level
1. General

The process is used to detect the level of vehicle transmission fluid. It will cause the failure or delay of transmission shifting if
the level is low than required value and the vehicle does not reach the drive temperature.
Firstly, process the transmission diagnosis information detection for vehicle (refer to chapter 6). If found the failure of sensor,
then it maybe caused by transmission fluid level is less than specified value.
It should detect whether has the abnormal delay and Gear-position condition when select the forward or reverse-gear by driving
the vehicle. One feature of oil level less than normal value is that the vehicle has the gear-position delay and lack condition when
the vehicle is in steering. The previous problem will occur when the transmission fluid temperature is low.
When the oil temperature is medium and vehicle speed failure is recorded, the gear-position lose condition
will not occurs any longer, it means that needs to fill the transmission with the transmission fluid.
2. Detection of transmission fluid level

When fill up or replace the transmission fluid, it must use the Castrol TQ95 automatic transmission fluid (ATF) or other
permissive oil. It will damage the performance and service life of transmission if use the unpermissive transmission fluid.
Please ensure the transmission fluid level is correct. The transmission also can be damaged if the transmission fluid level is
incorrect.
The setting procedure of transmission fluid level is shown as follows:
Caution:
When the transmission is in operating temperature, the hot transmission fluid may flow out form the
housing if remove the filling plug.
a. If the vehicle is in operating temperature, allow two hours time for cooling before add the transmission fluid, but
it must not more than 4 hours (this will make the transmission locate in the correct temperature range). When the
temperature is overheating, the transmission fluid level will higher than the plug port. Removal of plug will cause
the transmission fluid flows out from the oil filling port, then cause the low level of transmission fluid.
b. The gear-position of transmission is in parking-Gear (P-Gear), shut off the engine.
c. Lifting the vehicle (or parking above the trench).
d. Clean the around of plug when remove it. Then remove and clean the plug and check the O-ring for damage. Install
the oil filling pump in the oil filling hole.
e. Lower the vehicle; the oil filling pump will be connected to the vehicle at this time. Fill the transmission with the
oil partially. Then start the vehicle in P-Gear to rotate the engine in idle speed. Step down the foot brake, pull the
shifting lever in each gear-position in circulation and add the transmission fluid until the action of each gear-
position can be sensed.
f. Shut down the engine; lift the vehicle; ensure the vehicle is always in horizontal.
g. Remove the filling plug 3 minutes after the engine is shut off, but must not be no more than1 hour. At this time, the
correct level position should be in the bottom of oil filling hole. If does not reach the liquid level position, then fill
with few transmission fluid to make it reach the correct level.
h. Replace the transmission; clean the residual transmission fluid on the transmission and
vehicle.
i. Tighten the transmission plug to the specified torque of 30
35Nm.