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Great Wall Hover. Manual - part 22

Automatic transmission-19

Figure 3.15 clutch combination regulating valve

10. Brake belt combination regulating valve

P-Gear or N-Gear, vehicle speed

3km/h

R-Gear , speed

10km/h

c Speed of engine :

1250rpm

Diesel vehicle , Opening degree of throttle position:

Gasoline vehicle, opening degree of throttle position:

In this condition, the TCU control solenoid valve S1 and S2 are closed. The reverse lock valve is affected by the pressure form
S1-S2 transmission fluid; connect the line pressure to loop B2. The transmission fluid flows to servo internal and external
attachment area, the B2 is engaged.
When none of above condition is met, TCU control the solenoid valve S1 and S2 to be opened. The pressure of S1-S2 is
released and the spring control valve body is in locking status at the same. In this condition, the B2 attachment is prohibited.
The feature can realize the protection for transmission by controlling the B2 in high speed and providing the reverse-gear
locking.

If the transmission is in failure mode, then the rear brake belt will be attached in P-Gear, R-Gear and N-Gear.

Figure 3.16 brake belt combination regulating valve

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-21

Figure 3.20 torque converter clutch control valve

Figure 3.21 C1 eccentrically arranged valve

Figure 3.22 BIR blow-off valve

Automatic transmission-22

Power transmission system

The power transmission system includes:

Torque converter equipped with single lock clutch.
4 multi-plate clutch assemblies
2 brake belts
2 one-way clutches
Planetary gear assembly
parking mechanism

A traditional planetary gear assembly composed by six pinions is used in four-speed transmission. It realizes the 4 Gear power
transmission through the drive gear bracket.
So, the cross arrangement is the main arranging method. In the box, there are four subassemblies, shown as follows:

Gear bank central support
C1-C2-C3-clutch C4 subassembly
Pump assembly
Valve assembly

One piece or one set of optional shim is located between the input shaft flange and center of stator support shaft axle of and used

to control the end flotation of transmission. The structure arrangement allows the inspection for the subassembly during the
product manufacturing period.

For description of power transmission system refer to table 4.1 and Figure 4.1:
When the clutch C2 is engaged and 1-2 one-way clutch is engaged, the gear is in 2nd-Gear at this time. During the 1-2 shifting

process, B1 brake belt is combined and the 1-2 one-way clutch is separated (OWC). During the 2-3 shifting period, the clutch
C1 is engaged and the B1brake belt is released. During the 3-4 shifting period, B1brake belt is engaged and 3-4 one-way clutch
is released. For reverse gear, the clutch C3 and B2brake belt is engaged.
When the gear position is in manual 1st, 2

and 3

gear position, the engagement of the clutch C4 can provide the brake of

engine. Additionally, in the drive scope of 2

and 3

Gear, the engagement of clutch C4 can eliminate the unfavorable freewheel

inertia. In the scope of manual 1

-Gear, the low speed shifting is realized by the engagement of B2brake belt.

The front and rear servo has the figure surface design which requires the accurate friction and need not the secondary regulating
valve. When use the transmission fluid with new static factor, the design of the friction unit can meet the requirement that need
low shifting energy and high static holding force. The transmission uses the non-asbestos friction material.

Gear position Gear ratio

1st-Gear 2.393

-Gear

1.450

-Gear 1.000

-Gear 0.677

R-Gear 2.093

Manual 1 2.393

Name of participated unit

* For operation of specified vehicle refer to user’operation manual.

LU: hydraulic torque converter lock clutch

Table 4.1 Participated unit and gear ratio in different gear position

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