Range Rover Automatic Transmission. Manual - part 8

 

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Range Rover Automatic Transmission. Manual - part 8

 

 

System Information Document

____________________________________________________________________________________________________
_
[ZF_4SPD\Project_Specs]

[Revision:   2.3]

____________________________________________________________________________________________________
_
© Rover Group 1998

Page 3 of 52

1 Introduction

1.1 General

This document is intended to be a guide to the BOSCH Transmission controllers for the ZF 4 Speed Automatic Transmission
unit incorporating the Torque Converter (4HP22).  The information contained within gives the outline functionality,
architecture and electrical specification.  There should also be enough information to diagnose any system fault, which is
complemented with a fault diagnosis tree.

System Information Document

____________________________________________________________________________________________________
_
[ZF_4SPD\Project_Specs]

[Revision:   2.3]

____________________________________________________________________________________________________
_
© Rover Group 1998

Page 4 of 52

2 Vehicle Interface requirements

2.1 Block Diagram

The Diagram below shows a summary of the vehicle architecture with reference to the Automatic Transmission Controller.
For more detail, please refer to the following pages.

CAN Low

BOSCH

GS8.87

Transmission

ECU

ZF

4HP22

Automatic

Transmission

Position Switch

BOSCH ME 5.2.1

or THUNDER

Engine

Management

Pressure Regulator

Solenoid Valves

Output Speed

9

Z  (L4, GS8.87.0)

W (L1)

Y  (L3)

X  (L2)

15

14

42

5

33

32

30

37

8

36

16

44

26

54

Permanent power supply

Ignition power supply

High / Low  range

MES 2 (Mode output)

Mode (Sport / Manual)

51

45

13

Power Supply - Pressure Regulator & Solenoid valves

53

28

6

Power Ground

Ground Electronics

Diagnostics K-wire

31

CAN High

MES 1 (Mode output)

25

System Information Document

____________________________________________________________________________________________________
_
[ZF_4SPD\Project_Specs]

[Revision:   2.3]

____________________________________________________________________________________________________
_
© Rover Group 1998

Page 5 of 52

2.2 Interface specification

2.2.1 Gear Shift Solenoids

2.2.1.1 Pin 5 - Pressure regulator

The purpose of the Pressure regulator is to generate modulation pressure for the gearbox clutches.  The
pressure regulator is mounted between the common output supply (pin 53) and pin 6.  It is driven by a
pulse width modulated power signal that is generated and regulated in the CG202 ASIC.
+
The pulse width modulated signal frequency f

0

 is generated permanently; the free running duty cycle

corresponds to the minimal current and the maximal modulation pressure

- Component

- Type

2/2-way relief jet with falling characteristic line; the control edge 
is closed when the valve is without power supply.

- Coil resistance R

5.5

 +/- 6% @20

°

C

- I_max

700mA mean value

- I_min

150mA mean value

- Chopper frequency

1000Hz +/- 50Hz @ +25

°

C

- Control Unit

- Interface characteristic

current regulated, chopped output stage, pulse width modulated.

- Current range

145mA <= I_min <=175mA @ +25

°

C

- Currrent range

680mA <=I_max <=720mA @ +25

°

C

- Reference point

Pin 6 (power ground

- Recommended wire size: 

1.0mm

2

The ASIC status output is fed back to the processor for diagnostic purposes.  See the diagnostic
specification for details.

2.2.1.2 Pin 30 (MV1), 32 (MV3, lockup), 33 (MV2) - Solenoid valves 1,2 and 3

The purpose of solenoid valves 1 and 2 is to switch the hydraulic valves and thus control the hydraulic
logic for gear selection.  Solenoid valve 3 is to lock the torque converter.

The solenoid valves are mounted between the common output plus supply (pin 53) and their
corresponding control pin.  The solenoid valves are activated if the output control pins are drawn to
ground.

- Component

- Type

3/2-way valves, inlet closed without power supply

- Coil resistance

R20 = 32.5

 +/- 2

- Operating voltage range

9.5V <=U<=14V

- Drop off current

I<30mA @ P-o = 4.5 bar +/- 0.1 bar

- Temperature range

-30

°

C to +150

°

C under test conditions

System Information Document

____________________________________________________________________________________________________
_
[ZF_4SPD\Project_Specs]

[Revision:   2.3]

____________________________________________________________________________________________________
_
© Rover Group 1998

Page 6 of 52

- Control unit

- Interface characteristic

Power output

- Output voltage low

U_sat <=1V at I=1A

- Reference point

Pin 6 (power ground)

- Recommended wire size:

1.0mm

2

The output voltages of Pin30, Pin32 and Pin33 are fed back over a resistor network to the processor for
diagnostic purposes.  During initialisation and operation the output signal is toggled periodically for a
short time in order to enhance the diagnosis of the outputs.

2.2.1.3 Pin 53 - Power supply to Pressure regulator

When an ignition supply is available at the controller, pin 53 is a permanent power supply to the pressure
regulator and the solenoid valves.  This power supply can be switched off with hardware and software in
the event of a failure in the transmission electrical system.

- Recommended wire size:

1.5mm

2

2.2.2 Controller power supply

2.2.2.1 Pin 6 - Power ground

Permanent connection from the ECU to 0V.  This is used for driving the Solenoid valves and the Pressure
regulator.

- Recommended wire size:

1.5mm

2

2.2.2.2 Pin 28 - Electronics ground

Permanent connection from the ECU to 0V.  This is used for driving the electronics within the controller.

- Recommended wire size:

1.5mm

2

2.2.2.3 Pin 26 - Permanent ignition supply

Permanent connection to 12V required.  This is essential in order to allow storage of data for adaptive
pressure control.

- Recommended wire size:

0.5mm

2

2.2.2.4 Pin 54 - Ignition supply

Connection to +12V when the igntion is switch on.  This is the main feed to the controller, allowing the
transmission system to operate.  It is essential that this supply is switch on at exactly the same time the
engine management system receives an ignition supply.  This is to ensure serial communications can be
established between the two controllers.

 

 

 

 

 

 

 

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