SsangYong Rexton. Manual - part 536

AUTOMATIC TRANSMISSION 5A-15

SSANGYONG Y200

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;

KAA5A200

KAA5A210

KAA5A220

KAA5A240

5A-16 AUTOMATIC TRANSMISSION

SSANGYONG Y200

3-4

OWC

1-2

OWC

•

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 t h e 1 - 2 O W C . T h e 2 - 3 s h i f t i s
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

Third

Fourth

Reverse

Manual 1

Gear

Ratio

2.741

1.508

1.000

0.708

2.428

2.741

CLUTCH

ELEMENTS ENGAGED

* For Certain Vehicle Applications, Refer to the Owner's Manual.

KAA5A250

AUTOMATIC TRANSMISSION 5A-17

SSANGYONG Y200

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

5A-18 AUTOMATIC TRANSMISSION

SSANGYONG Y200

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 outer

area 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

KAA5A280

KAA5A290

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