Transaxle Basic

Automatic Transaxle Basic
Published by
Chonan Technical Service Training Center
1 Chonan Technical Service Training Center


Contents
1. Fundamentals of automatic transaxle 3.6 Simpson type planetary gear set
1.1 General 4. Holding units

1.2 PASCALs law 4.1 Alpha, Beta Models
1.3 Force and pressure relationship 4.1.1 General information
1.4 Pressure On a Confined Fluid 4.1.2 Structure
1.5 Force Multiplication 4.1.3 Rear clutch
1.6 Piston Travel 4.1.4 Low & reverse brake
1.7 Hydraulic System 4.2 HIVEC model
1.8 The Fluid Reservoir 4.2.1 Structure
1.9 The Pump 4.2.2 Case
1.10 Valve Mechanism 4.2.3 Under drive clutch
1.11 An Actuating Mechanism 4.2.4 Reverse clutch & Over drive clutch
2. Torque Converter 4.2.5 Direct clutch & OWC

2.1 Terms for torque converter 4.2.6 Reduction brake
2.2 Connection with oil pump 4.3 F4AEL-K model
2.3 Three elements of torque converter 4.3.1 Structure
2.4 Torque converter pump impeller 4.3.2 Clutches
2.5 Turbine 4.3.3 2-4 brake
2.6 Stator assembly 4.3.4 Low & reverse brake
2.7 Stator Action within the T/C 4.4 FRA (JATCO) model
2.8 Fluid Flow at Coupling Stage 4.4.1 Structure
2.9 Torque converter performance 4.4.2 Functions
2.10 Optimal design of torque converter 4.5 AISIN models
2.11 Lock-up converters 4.5.1 Overhauled parts
2.12 Fluid Couplings All slip a Little 4.5.2 Oil pump
2.13 Piston Locks Turbine to Impeller 4.5.3 Over drive clutch
2.14 Damper springs 4.5.4 Input shaft & O/D planetary gear
2.15 ATF(Automatic Transaxle Fluid) 4.5.5 O/D OWC & Forward clutch
3. Planetary gear 4.5.6 Direct clutch

3.1 General 4.5.7 Front planetary gear
3.2 Operation 4.5.8 Direct clutch and forward clutch
3.3 Direction of travel 4.5.9 Rear planetary gear & 2nd brake
3.4 Gear ratios 4.5.10 Overdrive brake
3.5 Ravigneaux type planetary gear set 4.5.11 Low & reverse brake

5. Power flow 7.5. Reducing valve

5.1 Alpha, Beta models 7.6 Torque converter control valve
5.1.1 General information 7.7 Damper clutch control valve
5.1.2 Power flow 7.8 Damper clutch control solenoid valve
5.2 HIVEC model 7.9 Throttle valve/Kick-down valve
5.2.1 Operating element chart 7.10 Governor
5.2.2 Power flow 7.11 1-2 shift valve
5.3 F4AEL-K model 7.12 2-3 shift valve
5.3.1 Gear train 7.13 N-D, N-R accumulator valve
5.3.2 Operating element chart 7.14 Accumulator
5.3.3 Power flow
5.4 FRA (JATCO) model
5.4.1 Operating element chart
5.4.2 Power flow
5.5 AISIN models
5.5.1 Structure
5.5.2 Function
5.5.4 Power flow
6. The test on the vehicle

6.1 General information
6.2 Neutral and parking
6.3 Drive (All stages of operation)
6.4 Checking for slippage
6.5 Gear, planetary gear and bearing noise
7. Hydraulic control
7.2 Manual valve
7.3 Regulator valve
7.4 Line relief valve
APPENDIX
Transaxle identification
Product line-up
Variation of electronic solenoid valves
Unit conversion table

1. Fundamentals of automatic transaxle

1.1 General
To investigate the hydraulic systems of the transaxle is a basic fundamental to understand its
system. These systems or circuits are very important for correct operation of the transaxle. Without
the hydraulic circuits present in the transaxle, none of the components could combine to produce
motion, nor could the transaxle function automatically.
The transaxle is lubricated, cooled, shifted and connected to the engine by means of a fluid.
Without hydraulic oil in the transaxle, none of these tasks could be performed satisfactorily.
Therefore, it is imperative to learn the basics of hydraulic fundamentals before clutch and band
application or hydraulic charts can be investigated thoroughly. 90% of all automatic transaxle
failures can be diagnosed using hydraulic charts. If the understanding of hydraulic fundamentals is
not complete, then these charts would be of little value to the service technician.

1.2 PASCALs Law

In the early seventeenth century, Pascal, a French scientist, discovered the hydraulic lever.
Through controlled laboratory experiments, he proved that force and motion could be transferred by
means of a confined liquid. Further experimentation with weights and pistons of varying size, Pascal
also found that mechanical advantage or force multiplication could be obtained in a hydraulic pressure
system, and that the relationships between force and distance were exactly the same as with a
mechanical lever.
From the laboratory data that Pascal collected, he formulated Pascals Law, which states :
Pressure on a confined fluid is transmitted equally in all directions and acts with equal force on equal
areas. This law is a little complex to completely understand as it stands right now. The following
illustrations and explanations break down each concept and discuss them thoroughly enough for easy
understanding and retention.
1.3 Force and Pressure Relationships

- Force
A simplified definition of the term force is : the push or pull exerted on an object. There are two
major kinds of forces : friction and gravity. The force of gravity is nothing more than the mass, or
weight of an object. In other words, if a steel block weighing 100 kg is sitting on the floor, then it is
exerting a downward force of 100 kg on the floor.
The force of friction is present when two objects attempt to move against one another. If the same
100 kg block were slid across the floor, there is a dragging feeling involved. This feeling is the force
of friction between the block and the floor. When concerned with hydraulic valves, a third force is
also involved. This force is called spring force. Spring force is the force a spring produces when it

is compressed or stretched. The common unit used to measure this or any force is the kilogram (kg),
or a division of the kilogram such as the gram (g).
- Pressure
Pressure is nothing more than force (kg) divided by area (m2), or force per unit area. Given the
same 100kg block used above and an area of 10m2 on the floor ; the pressure exerted by the block
is : 100kg/10m2 or 10kg per square meter.
1.4 Pressure On a Confined Fluid

Pressure is exerted on a confined fluid by applying a force to some given area in contact with the
fluid. A good example of this would be if a cylinder is filled with a fluid, and a piston is closely fitted to
the cylinder wall having a force applied to it, thus, pressure will be developed in the fluid. Of course,
no pressure will be created if the fluid is not confined. It will simply leak past the piston. There
must be a resistance to flow in order to create pressure. Piston sealing, therefore, is extremely
important in hydraulic operation. The force exerted is downward (gravity) ; although, the principle
remains the same no matter which direction is taken.
The pressure created in the fluid is equal to the force applied ; divided by the piston area. If the
force is 100 kg, and the piston area is 10m2, then pressure created equals 10kg/m2 = 100kg/10m2.
Another interpretation of Pascals Law is that : Pressure on a confined fluid is transmitted
undiminished in all directions. Regardless of container shape or size, the pressure will be
maintained throughout, as long as the fluid is confined. In other words, the pressure in the fluid is
the same everywhere.
The pressure at the top near the piston is exactly same as it is at the bottom of the container, thus,
the pressure at the sides of the container is exactly the same as at top and bottom.
1.5 Force Multiplication

Going back to the previous figure and using the 10kg/m2 created in the illustration, a force of
1,000kg can be moved with another force of only 100kg. The secret of force multiplication in
hydraulic systems is the total fluid contact area employed. The figure shows an area that is ten
times larger than the original area. The pressure created with the smaller 100kg input is 10kg/m2.
The concept Pressure is the same everywhere, means that the pressure underneath the larger
piston is also 10 kg/m2. Reverting back to the formula used before : Pressure = Force/Area or P =
F/A, and by means of simple algebra, the output force may be found.
Example : 10kg/m2 = F(kg) / 100m2. This concept is extremely important as it is used in the
actual design and operation of all shift valves and limiting valves in the valve body of the transaxle. It
is nothing more than using a difference of area to create a difference in pressure in order to move an
object.

1.6 Piston Travel

Returning to the small and large piston area discussion. The relationship with a mechanical lever
is the same, only with a lever its a weight-to-distance output rather a pressure-to-area output.
Referring to following figure, using the same forces and areas as in the previous example ; it is shown
that the smaller piston has to move ten times the distance required to move the larger piston 1m.
Therefore, for every meter the larger piston moves, the smaller one moves ten meters. This principle
is true in other instances, also.
A common garage floor jack is a good example. To raise a car weighing 1,000kg, an effort of only
25kg may be required. But for every meter the car moves upward, the jack handle move many times
that distance downward.
A hydraulic ram is another good example where total input distance will be greater than the total
output distance. The forces required in each case are reversed. That is, very little effort is required
to produce a greater effort.
1.7 Hydraulic System

Now that some of the basic principles of hydraulics have been covered and understood, it is time to
explore hydraulic systems and see how they work. Every pressure type hydraulic system has certain
basic components. This discussion will center on what these components are and what their
function is in the system. Later on, the actual systems in the transaxle will be covered in detail.
The figure reveals a basic hydraulic system that can be used in almost any situation requiring work to
be performed. The basic components in this system are : Reservoir, Pump, Valving, Pressure lines,
Actuating mechanism or mechanisms.
1.8 The Fluid Reservoir

Since almost all fluids are nearly incompressible, the hydraulic system needs fluid to function
correctly. The reservoir or sump, as it is sometimes called, is a storehouse for the fluid until it is
needed in the system. In some systems, (also in the automatic transaxle), where there is a constant
circulation of the fluid, the reservoir also aids in cooling of the fluid by heat transfer to the outside air
by way of the housing or pan that contains the fluid. The reservoir is actually a fluid source for the
hydraulic system. The reservoir has a vent line, pressure line, and a return line. In order for the oil
pump to operate correctly, the fluid must be pushed up from the reservoir to the pump.
The purpose of the vent line is to allow atmospheric pressure to enter the reservoir. As the pump
rotates, an area of low pressure results from the pump down to the reservoir via the pressure line.
The atmospheric pressure will then push the oil or fluid up to the pump due to a pressure difference
existing in the system.
The return line is important because with a system that is constantly operating, the fluid has to be
returned to the reservoir for re-circulation through the system.

1.9 The Pump

The pump creates flow and applies
force to the fluid. Remember flow is
needed to create pressure in the system.
The pump only creates flow. If the flow
doesnt meet any resistance, its referred
to as free flow, and there is no pressure
built up. There must be resistance to
flow in order to create pressure.
Pumps can be the reciprocating piston
type (as in a brake master cylinder) or,
they can be of the rotary type. The figure
shows three major types of hydraulic oil
pumps employing the rotary design. The
internal-external type of pump design is
used almost exclusively in todays
automatic transaxle.
1.10 Valve Mechanism

After the pump has started to pump the oil,
the system needs some sort of valving, which
will direct and regulates the fluid. Some
valves interconnect passages, directing the
fluid where to go and when. On the other
hand, other valves control or regulate
pressure and flow. The pump will pump oil to
capacity all the time. It is up to the valves to
regulate the flow and pressure in the system.
One important principle to learn about valves
in automatic transaxle hydraulics is that the
valves can move in one direction or the other
in a passage, opening or closing another
passage.
The valve may either move left or right, according to which force can overcome the other. When
the spring force is greater than the hydraulic force, the valve is pushed to the left, closing the passage.
When the hydraulic force builds up enough force to overcome the spring force, the hydraulic force will
push the valve to the right compressing the spring even more, and re-directing the fluid up into the

passage. When there is a loss of pressure due to the re-direction of oil, the spring force will close
the passage again. This system is called a balanced valve system. A valve that only opens and
closes passages or circuits, is called a relay valve.
1.11 An Actuating Mechanism

Once the fluid has passed through the
lines, valves, pump, etc., it will end up at the
actuating mechanism. This is the point
where the hydraulic force will push a piston
causing the piston to do some sort of
mechanical work. This mechanism is
actually the dead end that the oil pump flow
will finally encounter in the system. This
dead end causes the pressure to build up in
the system.
The pressure works against some surface
area (piston) and causes a force to be
applied. In hydraulics and transaxle
technology, the actuating mechanism is also
termed a servo.
A servo is any device where an energy
transformation takes place causing work as
a result. The clutch assemblies found in
the alpha automatic transaxle are actually
servos, but they are termed clutch for ease
of identification.

2. Torque Converter
2.1 Terms for torque converter
A factor has a function to multiply and transmit the power by oil flows.
Element
(Impeller, Turbine, Reactor (Stator): 3 Elements)
Stage The number of turbine (output element)
Phase The number of functional change inside torque converter
Max. DIA. of The factor effects the capacity of torque converter

Flow Path (230, 240 ..)
Design Path The average valid oil path to define the inlet and outlet blade angle, radius
Torus Section The axis directional section of flow circuit inside of torque converter
Impeller The power input element (usually it called "pump")
Turbine The power output element
Stator The reacting element (It determines the capacity of OWC)
Shell The most outer wall of torus section
The most inner wall of torus section

Core
Max. DIA. of
Flow Path

Just like manual transmission cars, cars with automatic transmissions need a way to let the engine
turn while the wheels and gears in the transmission come to a stop. Manual transmission cars use a
clutch, which completely disconnects the engine from the transmission. Automatic transmission cars
use a torque converter. A torque converter is a type of fluid coupling, which allows the engine to
spin somewhat independently of the transmission. If the engine is turning slowly, such as when the
car is idling at a stoplight, the amount of torque passed through the torque converter is very small, so
keeping the car still requires only a light pressure on the brake pedal.
If you were to step on the gas pedal while the car is stopped, you would have to press harder on the
brake to keep the car from moving. This is because when you step on the gas, the engine speeds up
and pumps more fluid into the torque converter, causing more torque to be transmitted to the wheels.
In addition to the very important job of allowing your car come to a complete stop without stalling
the engine, the torque converter actually gives your car more torque when you accelerate out of a
stop. Modern torque converters can multiply the torque of the engine by two to three times. This effect
only happens when the engine is turning much faster than the transmission.
At higher speeds, the transmission catches up to the engine, eventually moving at almost the same
speed. Ideally, though, the transmission would move at exactly the same speed as the engine,
because this difference in speed wastes power. This is part of the reason why cars with automatic
transmissions get worse gas mileage than cars with manual transmissions. To counter this effect,
some cars have a torque converter with a lockup clutch. When the two halves of the torque converter
get up to speed, this clutch locks them together, eliminating the slippage and improving efficiency.

2.2 Connection with Oil Pump
2.3 Three Elements of Torque Converter

The three elements torque converter consists
of an impeller, turbine and a stator assembly.
The impeller is an integral part of the torque
converter housing which also encloses the
turbine and the stator. The turbine is splined to
the transaxle input shaft.
The stator assembly incorporates one-way
clutch that is splined to an extension of the front
pump housing. This extension is termed the
reaction shaft.

2.4 Torque Converter Pump Impeller
2.5 Turbine
The turbine is the driven, or output, member
of the converter. The design of the turbine is
similar to that of the impeller except that the
turbine blades are curved in the opposite
direction to the impeller blades.
Fluid from the impeller strikes the turbine
blades and causes the turbine to rotate along
with the impeller, thus turning the input shaft of
the transaxle in the same direction as that of
the engine crankshaft.
2.6 Stator Assembly

The fluid leaving the turbine returns to the impeller by a third set of blades known as the stator
assembly. The stator is mounted on a stationary shaft that is an integral part of the oil pump.
The one-way clutch permits the stator to rotate only in the same direction as the impeller. The
clutch locks the stator to the shaft in order to provide the torque multiplication effect.

2.7 Stator Action within the Torque Converter

When the vehicle stationary, the turbine is also stationary. As the engine begins to rotate, the oil is
thrown into the turbine from the impeller with a great amount of force; due to the speed differential
between the two members.
The tendency for a bounce-back effect exists, as explained before. With this condition, the oil is
leaving the trailing edges of the turbine vanes in a hindering direction. That is, if its direction were
not changed before it entered the impeller, it would tend to slow the impeller down. Under stall
conditions, the oil strikes the faces of the stator vanes and tries to turn the stator opposite engine
rotation. The one-way clutch locks up and holds the stator stationary. Now, as the oil strikes the
stator vanes, it is turned in a helping direction before it enters the impeller. This circulation from
impeller to turbine, turbine to stator, and stator back to impeller can produce a maximum torque
multiplication of roughly 2.17:1.
As vehicle speed increases, turbine speed approaches impeller speed and the torque multiplication
drops off 1:1. At this point, the oil begins to strike the backs of the stator vanes. This causes the
stator to start freewheeling, or to overrun.
In effect, the stator gets out of the way of the oil and thereby no longer enters into the torque
converter action. The converter then acts like a fluid coupling.

2.8 Fluid Flow at Coupling Stage

As the turbine speed increases to match the impeller, or engine speed, most of the oil that had
been in violent vortex, and rotary flow, is not at the outside portion of both members. There is still
both rotary and vortex flow occurring in the torque converter, but its a very limited amount. It is at
this point that the stator is overrunning and the converter is actually a fluid coupling. The activity that
took place at stall has decreased immensely at a cruising speed (approximately 20km/h (12mph) and
up) where this coupling stage occurs.
There are two kinds of flows inside of torque converter depends on its speed and phase.

- Vortex Flow (Circulation Velocity): The circulation flow inside of blades due to the centrifugal
force from the impeller.
- Rotary flow: The oil confined inside of blades flows toward impeller rotating direction.
[The flows of vortex or rotary]
[The impeller vortex flow]
Those two kinds of flows (vortex and rotary) can be analyzed by vector diagram as follows.
[The vector diagram of vortex and rotary flow]

[The vector diagram depends on the velocity ratio e ]
[The flows depends on the velocity ratio e]
2.9 Torque converter performance

Capacity factor (Cf) : The capacity of torque converter
Cf = Ti / Ni2 (Ti : Input torque, Ni : Input RPM)
Torque ratio (Tr)
Tr = To / Ti (Ti : Input torque, To : Output torque)
Velocity ratio (e)
e = No / Ni (No : Output RPM, Ni : Input RPM)
Efficiency ()
= Tr X e (Tr : Torque ratio, e : Velocity ratio)

2.10 Optimal design (selection) of torque converter

When the automotive designer selects the torque converter, the stall rpm of torque converter should
be positioned between 2,000rpm to 2,600rpm under the condition of wide-open throttle. If the stall
rpm is out of above zone, there are some demerits as follows.
- In case of 2,000 rpm or less: Capacity factor (Cf) is high. (Because input torque is high but
input rpm is low) In this case, the fuel consumption at engine idle condition is poor and the
foot braking effort will be high at idle situation because of higher input torque.
- In case of 2,600 rpm or more : Capacity factor (Cf) is low. (Because input torque is low but
input rpm is high) In this case, the overall fuel consumption will be poor and it will result in
higher engine noise.

Gear-ratio-to-engine match up is critical in automatic transaxles. We defined stall speed as the

impeller speed(rpms) when maximum torque multiplication is produced. To provide maximum
torque to the drive wheels, we would like stall speed to be the same as the speed of the engine when
it produces maximum torque. Maximum engine torque rpms should match torque converter stall
speed rpms for optimum performance. If the torque converter is too large or too small for the
application, driving performance may be seriously degraded. If the converter is too low a capacity for
the engine, the engine will run at a higher than optimum rpm when transmitting maximum torque. If
the converter is too large, too high a capacity for the engine, the engine wont be able to drive the
impeller to the maximum torque point.
The normal practice is to match stall speed and peak torque engine rpms. The massage is that
field mechanics should not try to alter the converter-engine size match up engineered by the
manufacturer.

2.11 Lock-Up Converters

The idea of the lock-up torque converter is not new - its has been around for a number of years.
Benefits of the lock-up system are threefold:
1. Better fuel economy.
2. Lower transmission operating temperature during highway operation.
3. Less engine speed during highway operation.
The lock-up feature has been added with no loss whatsoever in the normal smooth operation of the
transaxle, in fact, most car drivers will not be aware of the lock-up action at all.
2.12 Fluid Couplings All slip a Little

Although fluid couplings provides smooth, shock-free power and torque transfer, it is natural for all
fluid drives to slip somewhat, even in drive.
The lock-up clutch improves fuel economy by eliminating torque converter slip in direct gear above a
predetermined speed.
With a conventional converter in direct drive, both the impeller and the turbine are rotating at
approximately the same speed. The stator is freewheeling, and no torque multiplication is produced
or needed. If we can now lock the turbine and the impeller together, we can achieve a condition of
zero slippage in direct drive.
2.13 Piston Locks Turbine to Impeller

A moveable piston was added to the turbine, and friction material was added to the inside of the
impeller housing. Now, by means of oil pressure, the turbine piston can be forced against the
impeller friction material resulting in total converter lock-up.
[The torque converter clutch has a force of approximately 800pounds when applied. This value is
less than that of a manual transmission clutch, because the lock-up clutch applies only in direct drive
with the vehicle in motion. This is a much lower load than the required to engage a manual
transmission from a dead stop. A greater force is not required to lock together the two members of
the torque converter with the vehicle at speed.]
The result is a straight-through 1:1 mechanical connection of the engine and transmission plus the
elimination of all hydraulic fluid slippage in direct drive.
2.14 Damper Springs

Since the locked-up mode has eliminated the vibration damping effect of the conventional fluid
coupling, any torsion vibration load transmitted by the engine is now absorbed by eight damper
springs between the lock-up piston and the turbine.
The lock-up mode is activated only in direct drive. Even though there is some hydraulic slippage in
all gears, the lock-up feature cannot not be applied in low and second gears because lock-up

eliminates the torque multiplication necessary for acceleration. This means lock-up only occurs after
the 2-3 up shift.
[Lock-up could occur in lower gears if the *failsafe valve sticks. Up shifts would be harsher than
normal, and there would be a loss of performance in lower gears due to the loss of torque
multiplication in the torque converter]
* Fail-safe valve: Damper clutch control solenoid valve.
2.15 ATF (Automatic Transaxle Fluid)

When new, ATF (Automatic Transaxle Fluid) should be red. The red dye is added to distinguish
it from engine oil or antifreeze. As the vehicle is driven, the transaxle fluid will begin to look darker.
The color may eventually appear light brown. Also, the dye, which is not an indicator of fluid
quality, is not permanent. Therefore, do not use fluid color as a criterion for replacing the
transaxle fluid. However, further investigation of the automatic transaxle is required if,
The fluid is dark brown or black.
The fluid smells burnt.
Metal particles can be seen or felt on the dipstick.

- ATF Temperature VS Oil Level

3. Planetary Gear
3.1 General
Planetary gear sets can provide a wide range of gear ratios and combinations of gear ratios. One
simple planetary gear set produce as many as seven gear ratios, two of these within rotation direction
reversal. The simplest planetary gear set includes three members as shown in below figure.
Annulus gear Pinion gear

Carrier
Sun gear
Ravigneaux (Double pinion) type Simpson (Single pinion) type
- A sun gear at the center of the system

- A planet carrier with at least three planet pinion gears those are free to rotate on their own
shafts. The planet pinions rotate around and mesh with the sun gear and the annulus gear.
- An internal annulus gear, sometimes called a ring gear, that rotates around the outside of the
planet pinions and meshes with them.
All automatic transmissions use planetary gears. Most will look much more complex than this
simple gear set. An understanding of this example, though, will enable you to understand and
analyze more complicated gearing later. The principles we talk about in this section apply equally to
the example gear set and to the more complex planetary gears you will find in Hyundai/Kia transaxle.
3.2 Operation
All planetary gear sets are operated by holding one member stationary, using another as an input,
and using the third as an output. If no member is held stationary, the gears are all able to freewheel,
and no power is transmitted. If you think about it, you will discover that there are six ways you can
operate the gear set. You can hold each of the members stationary, use one of the remaining two
for input, and use the other for output. The combinations, or conditions, result in variations in

direction of travel and of gear ratios.

While Hyundai/Kia automatic transaxles may not use all of these gear ratio conditions, it is
important to understand all six in order to fully understand the power flow through the transaxles you
work with.
3.3 Direction of travel

As can be seen from the previous figure (Planetary gear set), the annulus gear, being internally
toothed, rotates in the same direction as the planetary gears, and the opposite direction s the sun
gear. No matter which of the six conditions we operate the gears in this relationship holds. If the
planetary carrier is held stationary, input and output rotation will always be in opposite directions.
Holding the planet carrier stationary is used to obtain reverse gear. In all other cases, input and
output rotate in the same direction.
3.4 Gear ratios

Sun, annulus and planet gears are designed with certain pitch diameters to produce desired gear
ratios. The gear ratios we show for the figures in this chapter are just examples. However, the
basic relationships are always the same.
For instance, if we hold the sun gear stationary, use the planet carrier for input and the annulus gear
for output, it will always result in torque reduction and speed increase, although the amount of each
may differ from the example. These constant relationships are shown in below chart.
The following descriptions of conditions all refer to this chart. All six use the same set of gears, allow
ing a comparison of gear ratios for various conditions.
Conditions #1 #2 #3 #4 #5 #6
Annulus
Output Input Hold Hold Input Output
gear
Carrier Input Output Output Input Hold Hold
Sun gear Hold Hold Input Output Output Input
Torque Torque Torque Torque Torque Torque

Results
reduction increase increase reduction reduction increase
Direction Forward Forward Forward Forward Backward Backward

- Conditions #1 and #2: sun gear held

Conditions #1 and #2 are both with the sun gear held stationary. Diagrams of conditions #1 and
#2 are shown in below figures. In condition #1, the planet carrier is the input and the annulus gear is
the output. The input-to-output ratio is 0.7:1, providing an increase in speed and a reduction in
torque. Any ratio, such as this one, where the first number is smaller than 1.0 provides an increase
in rotational speed and a decrease in torque.
On the other hand, a ratio where the first number is larger than 1.0 indicates an increase in torque
and a reduction in rotational speed.
Input
Output
Stationary
With the input and output exchanged as in below figure, the annulus gear as input and the planet
carrier as the output, the result is exactly the opposite, as you might expect. There is an increase in
torque and a reduction in speed. The input-to-output gear ratio is the reciprocal of the ratio on
condition #1, 1.45:1.
Output
Input
Stationary

- Conditions #3 and #4: annulus gear held

In condition #3 and #4, the annulus gear is held stationary. Diagrams of conditions #3 and #4 are
shown in below figures. In condition #3, the sun gear is the input and the planet carrier is the output.
The input-to-output ratio is3.23:1, the highest torque output of any of the six conditions, and so the
greatest speed reduction.
Output
Stationary
Input
Exchange the input and output as in below figure, make the planet carrier the input and the sun
gear the output, and again the result is the opposite, lower torque and higher speed. This condition
provides the greatest speed and lowest torque output of the six, with an input-to-output ratio of 0.32:1,
the reciprocal of the condition #3 ratio.
Input
Stationary
Output

- Conditions #5 and #6: Planet carrier held

In conditions #5 and #6, the planet carrier is held stationary. Conditions #5 and #6 are shown in
below figures. Since the two rotating members are the annulus gear and the sun gear, the output
direction of rotation is the reverse of the input for both conditions. With the annulus gear as the input
and the sun gear as the output as in below figure, the input-to-output ratio is 0.45:1, producing an
increase in speed and a reduction in torque.
Stationary
Input
Output
With condition #5 input and output reversed as in below figure, the sun gear is the input and the
annulus gear is the output. The input-to-output ratio is 2.10:1, making this a low speed, high torque
condition, well suited for a reverse gear range in a transaxle. There are seven gear ratios to be
derived from a simple planetary gear set. The seventh gear ratio is direct drive, and results when
any two of the three members of a gear set are locked together. When two members are rotating at
the same speed in the same direction, the effect is the same as lockup. In this condition, the input-
to-output ratio is 1.0:1, a direct drive condition. Input and output speed are equal, as are input and
output torque.
Stationary
Output
Input

3.5 Ravigneaux type planetary gear set

The Ravigneaux type plnetary gear set consists of two sun gears, each meshing with one of two sets
of planetary pinion gears in a single carrier, and a single annulus gear that meshes with one of the
sets of pinions. The two sun gears are called the forward and the reverse sun gears, for the gear
conditions they operate in. Power input is to either of these two sun gears. Power output is through
the annulus gear, which has the parking sprag on the outer circumstance. Various holding elements
are built into gear set components.
Parking sprag
One-way clutch Long pinion
Forward sun gear
Reverse sun gear Output flange
Short pinion
Planetary carrier
Annulus gear
[Ravigneaux type planetary gear set]
- Ravigneaux type planetary gear ratio

The Ravigneaux type planetary gear has double pinion gears for the gear ratio increasing and it is
applied in the Alpha, KM series and F4AEL-K model.
1) In the basis of point C, the rotating direction of FSG and RSG are opposite.
Also AG and RSG are opposite direction.
2) Distance from point C

Distance A - C: The ratio of forward sun gear teeth.
Distance A - B: The ratio of annulus gear teeth.
Distance A - D: The ratio of reverse sun gear teeth.
3) If the dot line is positioned above line A-D, it means forward rotating direction. In case of lower,
it means forward direction. Also if is positioned on the line A-D, it is a stopping state.

4) Point B, annulus gear means output of rotation.
A B C D
(FSG) (AG) (Carrier) (RSG)
1/74 1/34
1/26
- 1st Gear
1st gear operating elements : R/C (FSG), OWC (Carrier)
A(FSG) B B(AG) C(Carrier) D(RSG)
1/74 1/34
1/26
1) Point C should be positioned on the line A-D, because OWC fixes the carrier.
2) FSG rotates in amount of distance from A to A.
3) At this time AG rotates in amount of distance from B to B.
4) RSG rotates with opposite direction comparing with FSG.
5) Using the triangle equation,

X : 1 = 1/26 : 1/74
X=2.846
X
1
1/74
1/26
- 2nd Gear
2nd gear operating elements: R/C (FSG), K/D (RSG)
A
B
A(FSG) B(AG) C(Carrier) D(RSG)
1/74 1/34
1/26
1) Point D should be positioned on the line A-D, because K/D fixes the RSG.
2) FSG rotates in amount of distance from A to A.
X : (1/26+1/34) = 1 : (1/74+1/34)
X=1.581
X
1
1/74
1/26 1/34

- 4th Gear (Overdrive)

4th gear operating elements: E/C (Carrier), K/D (RSG)
B
C
A(FSG) B(AG) C(Carrier) D(RSG)
1/74 1/34
1/26
1) Point D should be positioned on the line A-D, because K/D fixes the RSG.
2) Carrier rotates in amount of distance from C to C.
1 : (1/74+1/34) = X : 1/34
X=0.685
1 X
1/74
1/26 1/34

- Reverse Gear
Reverse gear operating elements: F/C (RSG), L&R brake (Carrier)
A(FSG) B(AG) C(Carrier)

B
1/74 1/34
1/26
1) Point C should be positioned on the line A-D, because L&R brake fixes the Carrier.
2) RSG rotates in amount of distance from D to D.
1 : 1/74 = X : 1/34
X=2.177
1 1/74
1/26 1/34
3.6 Simpson type planetary gear set

Simpson type planetary gear set has characteristics as follows.
- Single pinion was applied to increase the gear ratio. In almost cases, two planetary gear sets are
equipped in case of 4-speed automatic transaxle. One is overdrive planetary gear and the other
one is output planetary gear. Depends on the structure, one more single planetary gear set is
added even though 4-speed automatic transaxle, that is AISIN rear driving transmission.
- Overall rotating speed of sun gear is lower than one of Ravigneaux type planetary gear because its
speed is dispersed due to the double or triple units of planetary gear sets comparing with the just
one unit of double Ravigneaux type planetary gear.

Overdrive pinion
Overdrive pinion
One-way clutch
Overdrive planetary
Overdrive planetary
carrier
carrier
Reverse sun gear Under drive sun gear
O/D clutch hub
- Simpson type planetary gear ratio

The Simpson type planetary gear has single pinion gear for the gear ratio increasing and it is
applied in the HIVEC and FRA (JATCO) model.
S1: Front Sun gear (e.g = 28), C1 : Front carrier
S2: Rear Sun gear (e.g = 35), C2 : Rear carrier
R1: Front ring gear (e.g = 74)
R2: Rear ring gear (e.g = 67)
R1 / S1 1 R2 / S2
R1 R2
S2 S1
C2 C1
st
- 1 . Gear
R1 is fixed by Low clutch (Under drive clutch).
C2 is fixed by OWC. R1 (C2) point becomes zero.
74 / 28 1 67 / 35
Input
Output
R1 R2 S1
S2
C2 C1
st
1 . Gear ratio = (1 + 67/35) / 1 = 2.914286
nd
-2 . Gear
nd
S2 is fixed by 2-4 brake (2 brake). S2 point becomes zero.
74 / 28 1 67 / 35
Input
Output
S2 R1 R2 S1
C2 C1
nd
2 . Gear ratio = (74/28 + 1 + 67/35) / (1 + 74/28) = 1.52549
- 3rd gear: The gear ratio will be 1:1 (No increasing or decreasing of gear ratio from the planetary
gear set)

th
- 4 . Gear
nd
S2 is fixed by 2-4 brake (2 brake). S2 point becomes zero.
74 / 28 67 / 35
Output
Input
S2 R1 R2 S1
C2 C1
th
4 . Gear ratio = (74/28) / (74/28 + 1) = 0.72549
- Reverse gear
R1 is fixed by LR brake (LR brake).
C2 is fixed by Reverse clutch (Reverse clutch) R1 (C2) point becomes zero.
74 / 28 1 67 / 35
Input
C2 C1
S2 R1 R2 S1
Output
Reverse Gear ratio = (74/28) / 1 = 2.642857

4. Holding units
4.1 Alpha, Beta Models (Including KM series)
4.1.1 General Information
Idler gear
[KM series: W-E type] [Alpha, Beta: E-W type]
For a vehicle to move forward, it should be considered the rotating direction of final output
shaft of transaxle. In case of KM series, the transaxle is located at the left side of the engine
when you open the hood so it is required to install an idler gear inside of transaxle to change
the final rotating direction, what is called West-East array type.
On the other hand, alpha and beta automatic transaxle including current designed front
driving transaxle, not necessary to add an idle gear, the transaxle is located at the right side
of the engine, what is called East-West array type.
Seven holding units control the flow of power through the transaxle: three multiple disc clutch
assemblies, two one-way clutches, the kick-down band, and the damper clutch. All but one
of the units hold and connect various elements of the transaxle to provide forward and reverse
gear ratios from input to output of the gear set. The remaining unit, a one-way clutch in the
torque converter, locks up the torque converter stator to provide increased torque.
In the respect of the total usages of shaft inside of transaxle, it can be classified into 2-axis type and
3-axis type. 3-axis type has one more axis due to the idler gear, it allows to change the rotating
direction for forward driving. So W-E array type has three axis and E-W array type has two axis
respectively.
- Multiple disc clutches

All three multiple disc clutches are similar, at least in operating principle, and all are hydraulically
actuated. The clutch shown in below figure is the front clutch that used in alpha, beta transaxle
including of KM series, but it is typical of all three used in current designed automatic transaxle. It is
an exploded view of the front clutch assembly, showing the component parts of the front clutch.

These include the retainer, piston, return spring, clutch plates and discs, and various seals and
retaining rings.
[Front clutch assembly]
- Clutch pack
The stack of alternating steel clutch plates and friction-material-lined clutch discs in the clutch
assembly is called the clutch pack. The last clutch plate in the pack is much thicker than the others,
and is called a pressure plate. The clutch plates and pressure plate are lugged on the outside
diameter. The lugs fit into groves in the piston retainer, so the plates and the piston retainer rotate
together. The clutch discs are steel, but are lined on both sides with friction material. Clutch discs
are internally splined, and driven by the hub of the clutch retainer. In exploded views of the three
clutches, youll see the individual components that make up each clutch pack, and see the differences
between clutch packs in the three clutches.
The front clutch is actuated when the transaxle is in either third or reverse gear. Hydraulic pressure
is applied to the piston. When this pressure overcomes spring pressure, the piston forces the discs
and plates into contact. When engaged, the front clutch connects the input shaft to the reverse sun
gear.

4.1.2 Structure
[Advance alpha A4AF3 Model]
Pulse generator-A
End clutch Rear clutch
Low & reverse brake Front clutch
OWC
Pulse generator-B
For more information, refer the

A/T (FF) Alpha & Beta training guide book.

4.1.3 Rear clutch

[Rear clutch assembly]
The rear clutch is engaged in all forward gears, and connects the input shaft to the forward sun
gear. When both the front and rear clutches are engaged, both sun gears rotate at the same speed,
locking up the gear set and providing a 1:1, direct drive gear ratio.
4.1.4 Low & reverse brake

The third multiple disc clutch is the low & reverse brake. It is actually a multiple disc clutch like the
front and rear clutches, but is used as a brake. An exploded view of the low & reverse brake is show
on the figure. Notice that the brake uses four clutch discs, as compared with only two additional
discs and a very strong return spring are needed because of the high torque loads in manual low and
reverse gear.
4.1.5 Kick down band
A band is used to hold the kick-down drum stationary. The kick-down drum is tied to the reverse
sun gear and when the band is applied, it locks the reverse sun gear. A kick-down drum/band
assembly is shown in above figure. The band is made of flexible steel, line with friction material on
the inner surface. One end of the band is linked to the anchor rod. The other end is controlled by a
servo piston that tightens or loosens the band around the drum surface underneath.
In almost cases, threes are clutch and brake to be engaged or disengaged in automatic transaxle,
then what is the difference between clutch and brake? Why it is called clutch or brake on each
holding units? That difference can be explained as follows.
- Clutch: the retainer that the clutch pack is fitted can be rotated.
- Brake: the retainer that the clutch pack is fitted cannot be rotated because the retainer is a
transmission housing or case.

4.2 HIVEC Model

4.2.1 Structure
[5-speed HIVEC]
2nd brake
Damper clutch
Reverse clutch One-way clutch
LR brake Under drive clutch

Overdrive clutch
One-way clutch
Reduction brake
Direct clutch

A/T (FF) HIVEC training guide book.

4.2.2 Case
Sub Oil Filter

Rear
Cove
T/M
Torque Converter
Housing
Valve Body
Cover
Main Oil Filter
4.2.3 Under Drive Clutch
Hub
Hydraulic chamber
for piston
From input shaft

(Engine side)
Return spring
Piston
Return spring
retainer Retainer
Hydraulic chamber for

centrifugal balance
Under drive clutch is a multiple disc type clutch which is engaged in all forward driving ranges except
4th speed (over drive). As it is operated in many times while driving, the consideration of higher
durability and performance is required and the centrifugal balance chamber and piston was applied

because of that.
- Centrifugal Balance Chamber
When the hydraulic pressure is released from Hydraulic chamber for

each clutch, the oil should be drained from the piston
clutch. But, at the condition of rotation with high Hub

Return
speed, the oil may be remained between the spring
Return
piston and the retainer. By the centrifugal force of spring
this remained oil, the undesired activation of retainer Piston
piston could be occurred. To prevent this one, the
Retainer
balance chamber is always fulfilled with the oil
cause the centrifugal force to be also obtained at
the balance chamber. Due to the equilibrium
Hydraulic chamber for
between both centrifugal force, the piston is not centrifugal balance Toothed wheel for PG-A
moved. (teeth : 60EA)
4.2.4 Reverse Clutch & Overdrive Clutch
Reverse clutch retainer
Return spring OD clutch hub

Reverse sun gear
From input shaft

(Engine side)
OD clutch
piston Spring retainer
Reverse clutch
piston
Reverse clutch hub
The unified one retainer is used for these reverse clutch and overdrive clutch o reduce the parts.
The reverse clutch is engaged in reverse gear and it has two clutch discs regardless of the detail
model in HIVEC. The overdrive clutch is engaged in 4th gear for high speed. These two clutches
are located in the most long distance area from the oil pump, it means the hydraulic pressure drop
can be easily occurred than other holding units.

4.2.5 Direct Clutch & One-way Clutch
One-way clutch
Direct clutch is activated at the 4th and 5th
Direct planetary
gear set gear. This clutch connects the direct
planetary carrier with direct sun gear.
One-way clutch is sprag type, activated at
the speed of 1st, 2nd and 3rd.
Direct sun gear
Toothed wheel for

Reduction brake PG-A (5A/T only)
4.2.6 Reduction Brake
Reduction brake is activated at the speed of

1st, 2nd and 3rd. Also it is operated at the
range of reverse, parking and neutral. This
brake is band type and locks the direct sun Direct sun gear
gear to the T/M case.
Reduction brake

4.3 F4AEL-K Model

4.3.1 Structure
Reverse clutch
Forward clutch
Oil pump Low & reverse brake
2-4 band brake
Coasting clutch
3-4 clutch

4.3.2 Clutches
Three clutches are assembled in a
retainer to reduce the parts. The
reverse clutch has two discs as same
as in HIVEC model and the reverse
clutch is engaged in reverse gear.
Forward clutch is engaged in all forward
driving range with multiple disc type like
a conventional other forward driving
clutch. Coasting clutch has a function
to get the engine braking effect.
Comparing with other models in
passenger vehicle automatic transaxle,
this coasting clutch is a unique
component only for F4AEL-K model.
This clutch is also multiple disc type and the engine braking in D range is possible due to this clutch.
4.3.3 2-4 Brake
2-4 brake is a conventional band type brake to

hold a drum when the 2nd or 4th gear is engaged.
However, the piston for this brake cannot be
adjusted like other automatic transaxle, instead of
that, the piston stem can be replaced if the
clearance between the rum and band is excessive
because of worn-out of band. In many cases,
this replacement is done at the repair shop.

4.3.4 Low & reverse brake

The low & reverse brake is a conventional multiple disc type brake like other automatic transaxle. It
is engaged only in R and L range to get a higher torque, therefore its level of hydraulic pressure is
most high comparing with the one of other holding units.

4.4 FRA (JATCO) Model

4.4.1 Structure
Low & reverse brake

OWC
Reverse clutch
2-4 brake
High clutch
Low clutch

4.4.2 Functions
- Low clutch: Connect the rear internal gear and front planetary carrier.
- High clutch: Connect the front planetary carrier and input shaft.
It is operated in the 3rd and 4th gear.
- Low & Reverse brake: Fix the front planetary carrier.
It is operated at the L range 1st. gear and reverse gear.
It functions engine brake at the L range.
- Reverse clutch: Connect the front sun gear and input shaft. It is operated at the reverse gear.
- OWC: Prevent the reverse rotation of front carrier. It is operated mechanically regardless of
hydraulic force.
- Front / Rear Planetary gear: There are two simpson type planetary gear sets same as H-matic ATA.
Rear internal gear Front internal gear
Rear sun gear
Rear carrier
Front carrier Front sun gear
- 2-4 Brake & Brake servo: Fix the front sun gear. It is operated at the 2nd and 4th gear. There are
two chambers, apply and release chamber. If the line pressure is supplied to apply chamber only,
the brake is operated. But if the pressure is supplied to release chamber, the brake is not operated
even though the pressure is also supplied to apply chamber. (Conventional and same principle with
KM and alpha, beta)
- Lock-up clutch: It is built in torque converter and operated at the 3rd or 4th gear when the operating
condition is satisfied.

4.5 AISIN Models

4.5.1 Overhauled Parts

A/T (FR) AISIN training guide book.

4.5.2 Oil pump

4.5.3 Overdrive clutch
OD
OD clutch
clutch disc
disc
(2EA)
(2EA)
OD sun gear
Input speed
sensor tone
wheel (16EA)
4.5.4 Input shaft & Overdrive planetary gear
Input shaft
4.5.5 Overdrive OWC & Forward clutch

OD
OD OWC
OWC (F0)
(F0)
Forward
Forward clutch
clutch
Hub
Hub for
for Direct
Direct
clutch
clutch
Forward clutch
(5EA)

4.5.6 Direct clutch
Direct
Direct
clutch
clutch
Plastic washer on Direct
clutch and OD brake piston

4.5.7 Front planetary gear

Front
Front planetary
planetary
gear
gear
Connected to output shaft

Sun
Sun gear
gear for
for
Front planetary
Front planetary
gear
gear

Front Planetary Sun gear & OWC 1
4.5.8 Direct clutch & Forward clutch
Drum for 22nd

Drum for nd Hub for 2nd
coast brake
coast brake brake
OWC1 (F1)
Sun
Sun gear
gear for
for
rear
rear planetary
planetary
gear
gear
Direct
clutch Forward
clutch

4.5.9 Rear Planetary gear & 2nd brake piston
OWC2 (F2)
Rear
Rear planetary
planetary
gear
gear
2nd brake piston
Hub for LR brake Oil

Oil hole
hole

4.5.10 Overdrive brake

OD
OD brake
brake piston
piston

4.5.11 Low & Reverse brake

5. Power Flow
5.1 Alpha, Beta Models (Including KM series)
5.1.1 General Information
Weve looked at the individual components of an automatic transaxle: the torque converter, the
planetary gear set, and the friction elements. Now lets see how they work together to transfer power
from the engine to the drive shafts. Well start by looking at the general organization of the transaxle
and how all the units fit together. Parking sprag
A cross sectional view of the
gear set and holding units is One-way clutch Long pinion
shown in right side figure.
The gear set is a Ravigneaux Forward sun gear
type, which consists of a

forward and a reverse sun
gear, a set each of short
pinions and of long pinions in
a common carrier, and an Reverse sun gear Output flange
annuls gear.
Short pinion
One set of pinions, the short Planetary carrier
Annulus gear
pinions, meshes with the
reverse sun gear.
The other set, the long pinions, meshes with both the forward sun gear and with the annulus gear.
The two sets of pinions also mesh with each other in pairs. The pinion carrier is built as a unit with
the low reverse brake hub and the outer race of the one-way clutch. Power input is to either of the
two sun gears. The reverse sun gear is connected to the front clutch retainer through the kick-down
drum. The forward sun gear is connected to the rear clutch hub. So by engaging either the front or
the rear clutch, power is directed to either the reverse or the forward sun gear. When both front and
rear clutches are engaged, the gear set is locked, and power passes directly through the transaxle.
Power output is through the annulus gear, which has the parking sprag on the outer circumference
and is connected to the output flange.
For each shift condition, certain holding units in the transaxle are used. Knowing which holding
elements are used and how they are connected in the transaxle, we can trace the power flow through
the transaxle for each shift condition.

5.1.2 Power flow

- 1st gear
When the shift is in the D or 2 range, the rear clutch is engaged. The power flow is as show on
the above figure. The rear clutch directs engine torque to the forward sun gear, which rotates
clockwise. Torque is conveyed from the forward sun gear through the short pinions, which rotates
counterclockwise and in turn drive the long pinions, which rotate clockwise. The long pinions drive
the annulus gear in a clockwise direction. So the direction of rotation is the same from input to
output, and a gear ratio of 2.846:1 is provided.
In automatic low, in either
the D or the 2 range, the
one-way clutch prevents the
planetary carrier from rotating
counterclockwise.
This means that the engine
brake does not function,
allowing smooth shifting from
low to second. With the shift
in the L range, the power
flow is different than in
automatic low, as shown in
below figure.
Both the rear clutch and the low reverse brake are engaged. While the one-way clutch in automatic
low prevents counterclockwise rotation of the planetary carrier, the low reverse brake does not allow
the carrier to rotate in either direction. This provides engine braking in first gear in the L range.

- 2nd gear
With the transaxle in second
gear, either in D or the 2
range, the rear clutch and the
kick-down brake are both
actuated. Power flow is as
shown on the above figure.
Engine torque is transmitted
through the rear clutch to the
forward sun gear, which
rotates in a clockwise
direction. Torque is
transmitted through the short
pinions, then through the long pinions, to the annulus gear, just as in first gear. However, the reverse
sun gear, through the kick-down drum, is held stationary by the kick-down band. This causes the
long pinions to rotate on and around the fixed reverse sun gear. In turn, this causes the annulus
gear to rotate faster than in first gear, providing an input-output gear ratio of 1.581:1.
- 3rd gear
With the transaxle in third gear, both the front and rear clutches are engaged. Power flow is as
shown in figure. With both clutches engaged, both the forward and reverse sun gears are forced to
rotate in the same direction. This would also require the short and long pinions to rotate in the same
direction, which is of course impossible, since they are meshed together in pairs. The result is that
the gear set is in a locked condition. It rotates as a unit from input to output. The direction of
rotation is the same, clockwise, and the gear ratio is 1:1.

- 4th gear
With the transaxle in fourth gear, both the kick-down brake and end clutch are engaged. Power flow
is as shown in figure. The input ower is delivered to the planetary carrier by the end clutch. At the
moment, the reverse sun gear is fixed by the kick down brake and the long pinion gears are rotating
around the reverse sun gear. The ring gear (annulus gear) speed is faster as much as the reverse
sung gear circumference than the 3rd gear speed.
- Reverse
With the shifter in reverse
gear, the front clutch is
engaged, and torque is
transmitted to the reverse sun
gear. Power flow is as
shown in the figure. The low
reverse brake is also
actuated, holding the
planetary carrier stationary.
The driving force is
transmitted through the long
pinions,
rotating counterclockwise and driving the annulus gear in the same direction. This results in an
input-output gear ratio of 2.176:1

5.2 HIVEC Model

4-speed 5-speed
U/D O/D 2ND L&R REV RED DIR
N,P
1st
2nd
3rd
4th
5th
R
5.2.2 Power flow (4-speed A/T)

- P, N range
UD OD 2nd LR Rev
Range OWC
Clutch Clutch Brake Brake Clutch
P ~ ~ ~ ~ ~
N ~ ~ ~ ~ ~
U/D clutch
Even though no driving power is transmitted in these Parking or Neutral ranges, there is one
operating element in case of HIVEC A/T, that is a Low & reverse brake. The purpose of engagement
of Low & reverse brake in P or N range is to prepare the forward or backward driving, actually
occurred in the shift change from N to D or R, from P to R range. However its hydraulic pressure is
2
low, normal value is about 3.5kgf/cm , because the driving power is not transmitted.

- 1st gear
UD OD 2nd LR Rev
Speed OWC
1st ~ ~ ~
U/D clutch
The power input for 1st speed is a under drive sun gear connected to under drive clutch hub, this is
the same as in 2nd gear regardless of range such as D, 2, L or sports mode. However, there is a
difference in case of Low & reverse brake depends on the ranges.
- D range: Low & reverse brake will be released as soon as the vehicle speed reaches up to 5km/h
or more (actually the vehicle speed of 5km/h is not important because the vehicle speed may be
different depends on the area due to the final gear ratio, applying tire, speed meter driven gear ratio
and so on.), that is as soon as the vehicle starts, in other words, as soon as the driving power
overcomes the resistance from the ground, this Low & reverse brake is released and then OWC is
functioned instead of the Low & reverse brake. Since the OWC is activated, the overrun wheel
speed will be absorbed by the OWC, therefore the engine brake will not be functioned in D range.
What is the benefit of released Low & reverse brake? What is the purpose? The answer is for
st nd
shift feeling from 1 to 2 gear. It is mostly important to control smoothly the up shift from 1st to 2nd
in D range. As you know, D range driving should be comfortable and important for the driver to
feel the shift feeling comparing the L range or sports mode driving. That is shift feeling is more
important than powerful driving in D range. The engine speed run-up due to the overrunning
wheel is harmful to control the accurate shift quality. This will make the driver feel the instability
st nd
while up shifting from 1 to 2 gear.
- L range or Sports mode: Low & reverse brake is engaged continuously while 1st gear is kept in L
range or Sports mode driving condition. The powerful driving or fixed gear by 1st because of
particular reasons (up-hill road, engine braking in icy road and so on.) is more important than the
smooth and stable shifting. The overrun wheel speed will be transferred to the engine side, it means

the engine brake is activated in L range.
- 2nd gear
UD OD 2nd LR Rev
Speed OWC
2nd ~ ~ ~
2nd brake
U/D clutch
Like the 1st gear situation, the power input factor is a under drive sun gear in 2nd gear.
2nd brake is engaged to hold the reverse sun gear and the 2nd gear ratio is achieved by the over drive
planetary and output planetary gear.
- 3rd gear
UD OD 2nd LR Rev
Speed OWC
3rd. ~ ~ ~ ~
U/D clutch
O/D
clutch

Whenever the under drive clutch is engaged, the under drive sun will be the power input factor in this
transaxle. However, the over drive clutch is also engaged in case of 3rd gear, it means there are two
power input factors. This makes one unit of whole operating elements and gear ratio becomes one
by one. Therefore, no actions such as an increase or decrease of gear ratio from two planetary gear
sets are occurred.
- 4th gear
UD OD 2nd LR Rev
Speed OWC
4th. ~ ~ ~ ~
2nd brake
O/D
clutch
The under drive clutch is no more engaged in this speed, the under drive clutch does not functioned
as a power input factor. Instead of that, the over drive clutch is engaged and the input power is
transmitted to over drive clutch through the input shaft penetrates the transaxle. The over drive
pinion gears inside of planetary gear set are rotated around the reverse sun gear faster than other
gears because the reverse sun gear is fixed by 2nd brake. The over drive planetary carrier becomes
the power input in this speed.
- Reverse
UD OD 2nd LR Rev
Range OWC
R ~ ~ ~ ~
The reverse clutch is engaged and the input power is transmitted to reverse clutch through the input
shaft penetrates the transaxle. The reverse sun gear connected with reverse clutch becomes the
power input thats why the final rotating direction becomes opposite from the one of input.

Reverse clutch LR brake
- Conclusion:
The power input factors are different depends on the gears as bellows.
1st, 2nd: Under drive sun gear due to the engaged under drive clutch
3rd: Under drive sun gear and Over drive planetary carrier due to the engaged under drive sun gear
and over drive clutch
th
4 : Over drive planetary carrier due to the engaged over drive clutch
Reverse: Reverse sun gear due to the engaged reverse clutch
Dont forget the output factor is always same and it is an output planetary carrier connected with
transfer drive gear.

5.3 F4AEL-K Model

5.3.1 Gear Train
LR brake
OWC 1 3-4 clutch
Reverse clutch OWC 2
Small sun gear

Short pinion
Long pinion
Coasting clutch 2-4 brake Large sun gear

Forward clutch
The gear train consists of a compound planetary gear set, an idler gear, a ring gear, and an output
gear. The compound planetary gear set contains two pinion gear sets (long and short), a small sun
gear, a large sun gear and an internal gear. This arrangement allows the gear ratios to be varied by
holding various members of the planetary gear set.

Clutch Brake
Range Gear
FWD Coast 34 Rev 24 L&R OWC1 OWC2
P P
R R
N N
O/D 1st
O/D S/W
2nd
D S/W OFF
ON 3rd
4th
2 2nd
1 1st

The above table lists the components that operate in each gear and range. This table can be helpful
rd
in isolating a problem to a specific component or group of components. At 3 gear under the
condition of vehicle speed 5km/h (3.1mph) or more, the fluid pressure to servo, but 2-4 brake band
th
not applied due to pressure difference in servo. And OWC1 in 4 gear is for just reducing of engine
brake effect, but not transmitting power.
5.3.3 Power flow

- P, N range:
Low & reverse brake
OWC 2
2-4 brake 3-4 clutch
Output gear
Short pinion
Reverse clutch
Large sun gear

Internal gear
Small sun gear
OWC 1
Coasting clutch
Forward clutch
There are 4 clutches in this model. Normally conventional 4-speed automatic transaxle has 3
clutches to make over drive, however one more clutch, that is a coasting clutch for engine braking
effect. No clutch or brake is engaged in P or N range as same as other transaxle.

- D range 1st gear

The forward clutch is engaged in all forward driving including 1st, 2nd, 3rd, 4th in all ranges. The
OWC1 is naturally activated whenever the forward clutch is engaged. The only one hydraulic
st
element, the forward clutch, is activated for this range of 1 gear.
When the wheel rotates faster than the power input, OWC2 will absorb it, this means engine braking
will not be functioned in this D range 1st gear like other conventional front driving automatic transaxle.
Low & reverse brake

OWC 2
Short pinion Output gear
Reverse clutch
Large sun gear

Internal gear
Small sun gear
OWC 1
Coasting clutch
Forward clutch
- 1 range 1st gear

Low & reverse brake
OWC 2
Output gear
Short pinion
Reverse clutch
Large sun gear
Small sun gear Internal gear

OWC 1
Coasting clutch
Forward clutch

The planetary carrier is fixed by the Low & reverse brake and this results OWC2 also fixed naturally.
It means OWC2 is no more activated and overrun wheel speed will be transferred directly to power
input side. Therefore it is available to get an engine braking effect.
- D range 2nd gear

Low & reverse brake
OWC 2

Output gear
Short pinion
Reverse clutch
Large sun gear

Small sun gear
Internal gear
OWC 1
Coasting clutch
Forward clutch
The band type 2-4 brake holds the large sun gear and it makes higher gear ratio than 1st gear.
Power will be inputted through the forward clutch like 1st gear flow.
- D range 3rd gear

Low & reverse brake
OWC 2
Reverse clutch
Large sun gear
OWC 1
Coasting clutch
Forward clutch

Three clutches are engaged for 3rd gear and this makes one unit of input elements. The gear ratio
becomes 1 by 1.
- D range 4th gear

Low & reverse brake
OWC 2
Output gear
Short pinion
Reverse clutch
Large sun gear

OWC 1
Coasting clutch
Forward clutch
3-4 clutch has a same function with an over drive clutch in other transaxle. This clutch makes the
input speed and planetary carrier with same speed. 2-4 brake holds the large sun gear to make over
drive speed.
- Reverse Low & reverse brake

OWC 2
Reverse clutch
Large sun gear

OWC 1
Coasting clutch
Forward clutch

5.4 FRA (JATCO) Model

Reverse Low High 2-4 L&R

Range OWC
Clutch Clutch Clutch Brake Brake
P, N
1ST(D, 2)
1ST(L)
2ND
3RD
4TH
Low clutch has a same function with the under drive of HIVEC transaxle. Low means this clutch
is engaged the gear ratio below one by one, that is, this clutch is for low speed driving not for over
drive. On the other hand, high clutch is for over drive, has a same function with HIVEC. Basically
this transaxle has a same structure of planetary gear set (two single pinion Simpson type planetary
gear set) with HIVEC, so the function of each clutch or brake are same and just the name is different
because of the different maker.
5.4.2 Power flow

- L range 1st gear
Low & reverse brake

Low clutch
- Low clutch: connect the rear internal gear and front carrier.

- L&R brake: Fix the front carrier

- The input shaft RPM is higher than the output shaft RPM.
- Due to the connection of clutch and brake, the engine brake functions.
- D, 2 range 1st gear
OWC
Low clutch
- The operating elements are nearly same as L range 1st. gear.

- Rear internal gear is not fixed because L&R brake is not operated.
- Only clockwise direction of rear internal gear is allowed due to OWC.
- The engine brake does not function.
2-4 brake
- 2nd gear
Low clutch
- Front carrier turns clockwise due to the holding of front sun gear.
- Therefore front internal gear is rotated faster than 1st. gear.
- 3rd gear
- The rotation speed of rear sun gear and internal gear is same.
- Rear planetary gear set is rotated with one unit, so the input shaft and output shaft will be connected
directly.

Low clutch
High clutch
- 4th gear
- Front sun gear is fixed and front carrier is rotated clockwise.
- The rotating speed of front internal gear is higher than one of front carrier.
- Therefore output shaft speed is higher than that of input shaft.
2-4 brake
High clutch
- Reverse
Reverse clutch
Low & reverse brake
- Front carrier is fixed and front sun gear is rotated counter clockwise.
- So the output shaft turns counterclockwise also.

5.5 AISIN Models(AW30-40LE,AW30-43LE)

5.5.1 Structure
O/D brake
Direct clutch Forward clutch L&R brake

2nd brake
2nd coast brake
O/D clutch No.1 OWC No.2 OWC

O/D OWC
5.5.2 Function

C0: O/D clutch - Connects O/D sun gear and O/D carrier
C1: Forward clutch - Connects input and intermediate shaft
C2: Direct clutch - Connects input shaft and front & rear sun gear
B0: O/D brake - Hold O/D sun gear
B1: 2nd coast brake - Hold front & rear sun gear
B2: 2nd brake - Hold OWC outer race
B3: Low & Reverse brake - Hold front planetary gear
F0: O/D OWC - Restrict O/D sun gear or carrier rotating direction
F1: No.1 OWC - Restrict front & rear sun gear rotating direction
F2: No.2 OWC - Restrict front planetary carrier rotating direction
B1
B0 B2 B3
C2
C0 C1
F2
F1
F0
OUT
IN
5.5.3 Operating elements chart
OD Forward Direct clutch OD 2nd coast 2nd L&R brake OD OWC OWC
Range brake
clutch clutch Inner Outer brake brake Inner Outer OWC No.1 No.2
P
R
N
1st
2nd
D
3rd
4th
1st
2
2nd
1st
L
2nd

5.5.4 Power flow

- P, N range - O/D clutch, O/D OWC are engaged.
- R range - O/D clutch, O/D OWC, Direct clutch, L&R brake are engaged.
- D range 1st gear - O/D clutch, O/D OWC, Forward clutch, No.2 OWC are engaged.
No.2 OWC is operated during vehicle acceleration but not operated in case of deceleration.

- D range 2nd gear - O/D clutch, O/D OWC, Forward clutch, 2nd brake, No.1 OWC are engaged.
No.2 OWC is operated during vehicle acceleration but not operated in case of deceleration.
- D range 3rd gear - O/D clutch, O/D OWC, Forward clutch, Direct clutch, 2nd brake are engaged.
- D range 4th gear - Forward clutch, Direct clutch, O/D brake, 2nd brake are engaged.

- 2 or L range 2nd gear - O/D clutch, O/D OWC, Forward clutch, 2nd brake, 2nd coast brake, No.1
OWC are engaged.
No.1 OWC is always engaged due to the 2nd coast brake regardless of vehicle acceleration or
deceleration. Engine brake is available.

6. The Test on the vehicle

6.1 General Information
The three purpose of road testing are to:
Determine whether or not the transaxle is operating normally.
Begin a diagnosis of the problem if the transaxle is not operating normally.
Ensure that diagnosis and repair were effective in eliminating the problem, once the transaxle
has been tested and repaired.
A complete road test checks out the operation of the
transaxle in every driving condition. Performance
must be tested in each shift position, each gear ratio,
and with various throttle settings and road speeds.
[Column type shift lever]

6.2 Neutral and Park (Engine running)
Before starting the engine for a road test, be sure that fluid level and condition, and control
mechanism adjustments have been checked and approved. The engine can only be started
Parking sprag
Parking roller rod
Inhibitor switch
Parking roller support
Parking gear
Manual control lever

Parking roller rod Parking sprag
Detent spring Parking roller support

with the shift selector in either the Neutral or Park position. In either position, there is no power flow
through the transaxle as neither the band nor any of the clutches are engaged.
The difference between the two positions is that the drive wheels are locked in Park, and free to rotate
in Neutral.
When the gear selector is in the Park position, a parking gear lever operated by a linkage rod
engages the parking gear, locking the output shaft to the transaxle case.
The lever is actuated by a cam on the end of a rod. With the selector in the Neutral position, the
parking gear is not locked, the output shaft is free to turn, and the vehicle is free to roll.
6.3 Drive (All stages of operation)

Before road testing, be sure the engine is thoroughly warmed up. With the vehicle stationary and
the gear selector in the D position, the transaxle is automatically in low gear. This speed range is
called drive breakaway or breakaway low. When we talk about a gear setting, low gear for instance,
well refer to it either as manual low to indicate the shift lever is in the L position or as automatic low
to indicate that the transaxle automatically made that gear selection.
When you accelerate the vehicle, a combination of car speed and engine load is reached where the
transaxle automatically shifts into second gear, or drive-second. You should judge the shift for
smoothness, for shift point, and for amount of delay.
As you continue to accelerate in second gear, vehicle speed continues to build up, and again based
on engine load and car speed, another shift point is reached. The transaxle automatically shifts from
second to direct drive. Again, you can judge the quality of the shift by observing the shift point,
smoothness, and delay, if any.
You have some degree of driver control of the transaxle in direct drive. At lower speeds, depending
on engine load, you can downshift by pressing the accelerator pedal. At speeds up to about
55mph(it differs depends on the vehicle model), the transaxle will make a 3-2 downshift with a wide
open throttle, pedal to the floor. This provides added acceleration for emergency conditions while
high-speed cruising.
At speeds of about 40 to 45 mph and under heavy load conditions, say on a steep hill, the transaxle
will make a 3-2 shift with only part-throttle condition. At even lower speeds the transaxle will make a
3-1 downshift when the accelerator is pressed to the floor. Both of these provide extra acceleration
for passing and emergency condition.
- Manual downshifting
Using the shift lever to manually downshift can give the car greater traction and slow it down under
emergency conditions. Downshifting helps brake the vehicle in an emergency stop. To do this, you
can select either the 2 or L gear selector position. When you select the 2 position, the transaxle
automatically downshifts into second gear. If the vehicle speed drops below about 5mph, the

transaxle again automatically downshifts into drive breakaway.

If you manually downshift from drive into low gear by moving the shift lever to L, what happens
depends on the vehicle speed at the time you downshift. If the car is moving at high speed, the
transaxle will not immediately downshift to low gear. It will downshift into second gear, slowing the
car down. When car speed drops to about 20mph, the transaxle automatically shifts into manual low.
- Manual second (2)

Manual second gear provides more torque at the drive wheels and more engine braking than direct
drive. The gear ratio for second gear is 1.58:1 (for example). With the car stopped and the gear
selector in the 2 position, the transaxle is automatically in breakaway low, just as if it was in the D
gear selector position. As the vehicle accelerates, the 1-2 up-shift takes place at a predetermined
combination of engine load and vehicle speed. Of course, being in manual second gear, the
transaxle will not up-shift to direct drive gear. After the 1-2 up-shift, if the pedal is pressed to the floor,
the transaxle downshifts to breakaway low. The transaxle also shifts down into breakaway if the
vehicle slows to about 10 or 15 mph.
- Manual Low (L)

In manual low gear, the transaxle is locked into low gear at all times. Manual low gear is useful in
situations requiring high torque at high rpm and high engine braking. Low gear ratio is 2.846:1(for
example). Although the gear ratio for manual low and for breakaway low are the same, they use
different holding units. One of the holding units might be disabled and the other still be operative.
The difference is necessary because there is no up-shift or downshift in manual low.
- Reverse
With the shift selector lever in the R position, the transaxle is in reverse gear. The gear ratio for
reverse gear is 2.176:1(for example). Under certain conditions, for instance, if the car has been
sitting idle for several days, there may be a slight delay before engagement. This is because the
torque converter and all the passages in the valve body have drained down somewhat.
Todays transaxle include a lockout feature built into the shift gate to discourage accidental shifts into
reverse, but such shifts can still be made. If the driver shifts into reverse with the car in forward
motion, the transaxle will shift into reverse depends on the model. But current models have a
specific logic and device to prohibit the reverse gear engagement for transaxle protection.
- Lock up
A road test is necessary to test for lock-up operation. A road test can tell you whether the lock-up
(damper) clutch is actually locking up, and whether it is slipping or working normally.
Using a tachometer: Hook up an accurate engine tachometer, and watch engine speed in direct drive.

Watch the tachometer as you press the accelerator to detent position just short of kick-down, above
50mph. The tachometer should indicate little or no increase in rpm if the damper clutch is holding
properly.
Slight slippage is OK: Some lock-up torque converters may show a slight momentary increase in rpm
during acceleration in direct gear. If the momentary increase is not more than 250rpm, the converter
is considered normal.
6.4 Checking for slippage

During a road test, the transaxle should be operated in each shift position, checking for slippage and
variation in shifting. Note whether shifts are harsh or spongy, and note the speeds where up-shifts
and downshifts take place. Approximate shift speeds are listed in the service manual.
Check closely for slipping and engine speed flare-up. Slipping or flare-up in any gear usually
indicates clutch, band, or one-way clutch problems. If the condition is advanced, an overhaul is
usually necessary. No downshift is usually an indication of a stuck governor. In most cases, the
clutch or band that is slipping can be determined by noting the transaxle operation in all selector
positions, and comparing the internal units that are operating in each case.
The below table shows which holding elements are operating in each condition.
Selector lever Gear Clutches Brakes

Remarks
position position F/C R/C E/C K/D L&R OWC
P Parking
R Reverse
N Neutral
O/D First
O/D S/W Second

D S/W OFF
ON Third
Fourth
First
2
Second
L First
Notation : - Engine start possible - Element engaged in each gear position
- Parking mechanism - Pre-engaged element
- Road test slippage analysis

The above table allows you to use road test results to determine which holding element is slipping.
For instance, the chart shows that the rear clutch(R/C) is applied in both the D first gear and L first
gear position, but that the one-way clutch is applied in D first, and the low-reverse brake is applied in

L first. If the transaxle slips in D first gear but does not slip in L, the one-way clutch is the unit
that is slipping. And, if the transaxle slips in L but does not slip in D first gear, the low-reverse
brake is slipping.
Here is a second example. Suppose the transaxle slips in reverse. Looking ah the chart, you can
see that two holding units are involved in reverse gear: the low-reverse brake and the front
clutch(F/C) Which one is slipping? Put the transaxle in manual low. Does it slip? If it does, the
low-reverse brake is slipping, because its involved in both low and reverse gear settings. If not, then
its the other holding element involved in reverse gear, the front clutch, that is slipping.
While this process of elimination can usually tell you which assembly is fault, it cant isolate the
cause of the malfunction for you. Practically any condition, for instance can be caused by leaking
hydraulic circuits or sticking valves, neither of which can be identified in a road test. So, unless the
condition is obvious, like no drive in D range first gear only, the transaxle should never be
disassembled until hydraulic pressure tests have been performed.
6.5 Gear, Planetary and Bearing noise

Another problem that can be detected in a road test is gear, planetary and bearing noise. Generally,
gear noise is heard when specific gears are under load, while bearing noise can usually heard in all
gears. There are three kinds of gear noise youll encounter most often: transfer gear set noise, final
drive gear set noise, and planetary gear noise. Transfer gear and final drive gear noise are both load
sensitive.
Transfer gear set noise is usually a high frequency whine, most noticeable in direct gear. Final
drive gear set noise is a low frequency whine, about one-third the pitch of transfer gear set noise. It,
too, is more noticeable in direct gear. Planetary gear noise, on the other hand, is heard only in first
gear and second gear, and it goes away when the transaxle shifts into direct drive.

7. Hydraulic Control
The hydraulic control system in an automatic transaxle consists of a small hydraulic computer,
devices that provide input signals to the computer, and holding units in the transaxle that respond to
output signals from the computer. The valve body is the hydraulic computer. Valves within the
valve body are hydraulic computing elements, and work almost identically to diode and transistor
computing elements in electronic computers. The valve body computer monitors road speed, engine
road, and commands of the driver. Then it actuates various holding units in the transaxle to select
gears that will produce the required performance.
The valve body use three or four inputs, depending on the transaxle model number:
- An indication of engine torque is supplied by throttle position.
- An indication of road speed is provided by transfer shaft speed.
- A third input is gear selector position.
- A fourth input (in transaxle with ELC, electronic control) is from an electronic unit that controls
damper clutch operation.
Since the computer is hydraulic, all inputs must be converted to hydraulic pressure. In this section,
we will look at each component of the control system, and see what it contributes to the automatic
gear selection process. To help you understand the transaxle control system, it helps to think of it as
having three parts.
- The fluid supply system includes the fluid pump and regulating valve that control line pressure
and supply fluid for lubrication to the torque converter, and to the damper clutch. The fluid
supply system operates whenever the engine is running.
- The shift control system controls the actual shifting of gears, and controls the quality of shifts.
Some valves control holding-units that determine which gears are engaged. Other valves
control the timing of shifts. Proper timing provides smooth, prompt shifts. These valves act
only when the shift selector is in the D, 2, or R position.
- The damper clutch system determines whether or not the damper clutch is engaged. The
damper clutch locks up the torque converter input to the output. This part of the system
operates whenever the engine is running.

7.2 Manual valve

The manual valve is mechanically connected to the shift selector lever and distributes line pressure
to fluid supply and shift control valves, depending on the shift range selected.
7.3 Regulator valve

The fluid pump pressure varies with engine speed. Most of the valves in the control system depend
on a regulated pressure in the system to operate properly. Without pressure regulation, the hydraulic
control system could not operate properly. The regulator valve does not produce a constant
pressure under all conditions, but a pressure that varies under different driving conditions.
Reverse gear, for instance, requires a higher
line pressure than other ranges to produce the
high mechanical pressure needed by holding units
in reverse gear. When the selector lever is in the
R position, the manual valve shuts off pump
pressure to the regulator valve, allowing line
pressure to rise to pump output pressure. Since
this pressure is too high for the throttle valve, the
regulator valve provides a special output that
reduces line pressure to the throttle valve alone
when the manual valve is in the reverse gear.
7.4 Line relief valve

The line relief valve is a spring loaded ball valve. Above a preset pressure limit, the relief valve
shunts excess fluid back to the sump. This is to insure that potentially damaging pressure is not
applied to the system.
- Not operated :If the pressure regulator valve is operated normally, the line pressure applied to the
check ball cannot overcome the spring force. So the spring will clog the exhaust port.

CB1 CB1
EX EX
[Not operated] [Operated]
- If the pressure regulator valve is stuck or operated abnormally, the excessive line pressure will be
applied to the check ball and it will overcome the spring force. According to this operation, the safe
circuit could be obtained and it prevents the excessive increase of line pressure.
7.5 Reducing valve

The reducing valve is installed at the lower valve body; it functions to produce a constant pressure
which is always lower than the line pressure. With this pressure as the hydraulic pressure source,
the control pressure is produced by the pressure control solenoid valve, thus activating the pressure
control valve.
7.6 Torque converter control valve

This valve maintains the torque converter pressure and lubricant pressure at a constant level.
If the pressure from the regulator valve becomes too high, the pressure inside

chamber (B) pressure increases to a level that

overcomes the spring force, the torque
converter control valve is forced toward the
left. The leftward movement of the valve
opens the No.2 port, and through this port the
fluid returns to the suction side of the pump.
As a result, the line pressure drops. If the
line pressure drops, the chamber (B) pressure
also drops, and the valve is shifted back
toward the right by the spring force, thus
closing the No.2 port.
Repetition of the above mentioned cycle
regulates the torque converter pressure and
maintains it at a constant level.
7.7 Damper clutch control valve
The damper clutch control valve applies and releases the damper clutch. Its hydraulic inputs are a
constant pressure input from the reducing valve and a vent of pressure through the damper clutch
solenoid valve. When the solenoid valve is off, it is closed. This applies high pressure to the
control valve, causing it to send a high pressure to the clutch, releasing it. When the solenoid is on,
it vents fluid to the sump, lowering pressure at the control valve, and causing it to release pressure at
the clutch, engaging it.

7.8 Damper clutch control solenoid valve

This solenoid valve is controlled by the ELC control unit. The control unit has five inputs that is
used to decide whether the damper clutch should be engaged or not:
- Engine speed is derived from the ignition coil.
- Kick-down drum speed is derived from a pulse generator.
- Road speed is derived from a pulse generator on a transfer shaft.
- Coolant temperature is derived from an electronic temperature sensor.
- Throttle position is derived from the throttle position sensor.
The damper clutch is engaged whenever driving and engine conditions allow good performance
under torque converter lockup. Some conditions that might degrade performance will cause the
damper clutch to be released:
- To provide better acceleration, the damper clutch is released in first and reverse gears.
- The damper clutch is released when the engine speed is under 1,300rpm, again to provide
better acceleration.
- The clutch is released for engine speeds under 2,000rpm with large throttle opening, again for
better acceleration.
- The clutch is released during engine braking to prevent shock.
- The damper clutch will remain released if the engine is not warmed up. Coolant temperature
must be higher than specified value for the damper clutch to be engaged.
7.9 Throttle valve / Kick-down valve

The throttle valve output is a pressure proportional to throttle setting. With a wide open throttle,
throttle pressure equals line pressure. The inputs to the throttle valve are line pressure from the
regulator valve and spring pressure from the kick-down valve. The kick-down valve is mechanically
actuated by a linkage to the throttle mechanism. The throttle lever connects to a cam that pushes on
the end of the kick-down valve. Without the throttle and kick-down valves, shift points would be the
same at all road speeds and throttle openings. The throttle and kick-down valves allow up-shifts only
when the right combination of vehicle and engine speeds is reached. They also cause downshifts in
response to increased engine load or by driver use of the accelerator pedal.
7.10 Governor
The governor is used in the conventional mechanical hydraulic controlled automatic transmission.
The governor provides a hydraulic signal proportional to vehicle speed. Governor pressure and
throttle pressure are used by the shift valves to determine when the transmission will make an up-shift
or down-shift. The governor is mounted on a transfer shaft, and develops output pressure by the
centrifugal force. The faster the shaft spins, the higher the centrifugal force generated. Fluid under
this force is output pressure from the governor.

In case of weight type governor valve, driven gear is rotated

by drive gear in output shaft. At this time, outer weight and
inner weight is operated. The low speed control range of
governor is available until the outer weight is opened toward
outside then stopped up to stopper. The line pressure is
switched into governor pressure, if governor valve is pushed
toward down due to the increased rotating speed.
As output shaft rotating speed is increased much more, then
governor pressure is controlled by inner weight from at that
time. That is, it is impossible to control all range of
rotating speed such as high and low speed, so governor
pressure is controlled by two steps depends on the vehicle
speed.
- Range control valve

The range control valve sets the vehicle
speed at which downshift to first takes place when the L range is selected. It is located in the upper
valve body.
- Engine brake valve / 2-3 control valve

The engine brake valve and 2-3 control valve improve the shift quality, providing a smoother feeling
shift. The valves control application of the kick-down band anchor rod, and control second gear
pressure to provide second gear engine brake. Hydraulic inputs are governor pressure, throttle
pressure, and second gear pressure. The outputs are pressure to the anchor rod, and modified
second gear pressure, which provides engine brake.

7.11 1-2 shift valve
The 1-2 shift valve sets the 1-2 and 2-1 shift points. A pressure input from the range control valve
causes the 1-2 shift valve to create either a drive low or lockup low by pressure sent to the low
reverse brake. Pressure to the brake selects lockup low.
7.12 2-3 shift valve

This valve sets the 2-3 and 3-2 shift points, and provides the pressure outputs to cause the shifts to
take place. In second gear, it supplies pressure to the kick-down band, and in drive third it provides
pressure to the front clutch through the 2-3 control valve.
7.13 N-D, N-R accumulator valve

The N-D accumulator valve acts as a shock absorber in shifts from neutral to drive. At the time of
the shift, it momentarily absorb part of the pressure sent to the rear clutch, to provide a more gradual
shift.
This valve prevents shock from occurring when the select lever is shifted from N to R (or from P
to R) by controlling the oil pressure applied to the low-reverse brake.
When the manual valve is shifted to the R range position, the pressure control solenoid valve
functions under duty control from the transaxle control module to reduce the reducing pressure in the
No.23b line and to create another control pressure in this line. The balance of forces established
between the control pressure and the N-R control valve spring determines the degree in which the
No.9 line port will be open. The line pressure from the No.9 line is regulated passing through the
port whose opening has been adjusted and then directed to the low-reverse brake.
Through this pressure control, the shocks that would occur while shifting to reverse are minimized.
Once the low-reverse brake is engaged, the pressure control solenoid valve is de-energized and
normal reducing pressure is reestablished in the No.23b line. Since the reestablished

7.14 Accumulator
- Function:
1) To reduce the shift shock when shifting from ND, DN.
2) To prevent the Rear clutch slip.
- Description: This controls the R/C filling time by changing the filling volume from valve body to R/C.
It is some different with the 4 accumulators inside of F4A42 model valve body. In that case, the
accumulators have a low pass filtering function to control the regulated pressure from each PCV.

APPENDIX
- Transaxle Identification
- Product Line-up
- Variation of electronic solenoid valves
- Unit Conversion Table

Transaxle identification
The transaxle identification number is located at the top-center of the HIVEC transaxle case.
The transaxle identification

mark for HIVEC model
For HMC
Ass'y ENG CAM Wheel T/M marking
PART-NO Vehicle Eng. Model FGR Area T/C
CODE TYPE SHAFT base ID-No.
TD32 45000-39008 2000 MPI DOHC F4A42-1 2WD 4.042 EXP MNBD JB
EF I-4
TD33 45000-39010 2400 MPI DOHC 2WD 3.770 EXP NMAD YC
TD34 45000-39030 2500 MPI DOHC 2WD 3.770 DOM/EXP NMBD YB

EF V-6 F4A42-2
TD40 45000-39030 2500 MPI DOHC 2WD 3.770 NAS(USA) NMBD YB
TD35 45000-39050 XG V-6 2500 MPI DOHC 2WD 4.042 DOM/EXP NNAD YB
TD47 45000-39908 EF I-4 2000 MPI DOHC 2WD 4.042 EXP MNDD JB
TD54 45000-39660 1800 MPI DOHC 2WD 3.770 EXP MMCD JA

XD F4A42-1
TD55 45000-39665 2000 MPI DOHC 2WD 3.770 DOM/EXP NMDD JB
TD50 45000-39950 XG V-6 2000 MPI DOHC 2WD 4.407 DOM NQBD YA
TD45 45000-39910 EF I-4 2400 MPI DOHC 2WD 3.770 EXP NMDD YC
TD62 45000-39041 FO I-4 2000 MPI DOHC 2WD 4.407 DOM/EXP NQAD JB
TD48 45000-39930 2500 MPI DOHC F4A42-2 2WD 3.770 DOM/EXP NMED YB
EF V-6
TD46 45000-39930 2500 MPI DOHC 2WD 3.770 NAS(USA) NMED YB
TD49 45000-39960 XG V-6 2500 MPI DOHC 2WD 4.042 DOM/EXP NNBD YB
TD91 45000-39170 EF I-4 2000 MPI DOHC F4A42-1 2WD 4.042 DOM/EXP MNID JB
TF54 45000-39661 1800 MPI DOHC 2WD 3.770 EXP MMGD JA

XD
TF55 45000-39666 2000 MPI DOHC 2WD 3.770 DOM/EXP MMHD JB

TD88 45000-39650 GK 2000 MPI DOHC 2WD 4.407 DOM/EXP MQCD JB
TF50 45000-39951 XG V-6 2000 MPI DOHC 2WD 4.407 DOM MQDD YA
TD92 45000-39175 EF I-4 2400 MPI DOHC 2WD 3.770 EXP NMJD YC
TF62 45000-39042 FO I-4 2000 MPI DOHC 2WD 4.407 DOM/EXP NQDD JB
TD89 45000-39655 GK 2700 MPI DOHC 2WD 4.042 DOM/EXP NNCD YB

F4A42-2
TD93 45000-39180 2500 MPI DOHC 2WD 3.770 DOM/EXP NMKD YB
EF V-6
TD94 45000-39190 2700 MPI DOHC 2WD 3.770 EXP NMLD YB
TF49 45000-39961 XG V-6 2500 MPI DOHC 2WD 4.042 DOM/EXP NNFD YB
TD86 45000-39350 2000 TCI SOHC 2WD 4.018 DOM/EXP SNCD LD

FO
TD65 45000-39325 2700 MPI DOHC 2WD 4.018 DOM/EXP SNAD LC
TD85 45000-39490 2000 TCI SOHC 4WD 4.324 DOM/EXP SQDD LD

F4A51-2
TD51 45000-39370 2400 MPI DOHC 2WD 4.520 EXP SSAD YE
SM V-6
TD57 45000-39760 2700 MPI DOHC 2WD 4.324 NAS(USA) SQCD LC
TD53 45000-39480 2700 MPI DOHC 4WD 4.520 DOM/EXP SSCD LE
TD36 45000-39501 3000 MPI DOHC 2WD 3.333 DOM/EXP PKAD LB
TD87 45000-39502 XG V-6 3000 MPI DOHC F5A51-2 2WD 3.333 NAS(USA) PKCD LB
TD97 45000-39502 3000 MPI DOHC 2WD 3.333 JAPAN PKCD LB
TD37 45000-39531 LZ V-6 3500 MPI DOHC 2WD 3.333 DOM QKAD LB
TD98 45000-39550 XG V-6 3500 MPI DOHC F5A51-3 2WD 3.333 NAS(USA) QKCD LB
TD90 45000-39560 GQ 3500 MPI DOHC 2WD 3.333 NAS(USA) QKBD LB
TD59 45000-39811 4500 GDI GDI 2WD 2.824 DOM RHAD

LZ F5AH1
TD38 45000-39800 4500 GDI GDI 2WD 2.824 EXP RHMD
Without O.W.C : No more production in A/T plant
With O.W.C : No more production in A/T plant
With O.W.C : Current production in A/T plant
For KMC
Ass'y ENG CAM WHEEL T/M marking
PART-NO Vehicle Eng. Model FGR Area T/C
CODE TYPE SHAFT BASE ID-No.
TD81 45000-39925 MS 2000 MPI DOHC F4A42-1 2WD 4.042 EXP MNFD JB
TD82 45000-39940 2400 MPI DOHC F4A42-2 2WD 3.770 EXP NMGD YC

TD83 45000-39980 2500 MPI DOHC 2WD 3.770 DOM/EXP NMHD YB
TD84 45000-39980 2500 MPI DOHC 2WD 3.770 NAS(USA) NMHD YB
TF81 45000-39926 2000 MPI DOHC F4A42-1 2WD 4.042 EXP MNKD JB
TF82 45000-39441 2400 MPI DOHC 2WD 3.770 EXP NMND YC
TF83 45000-39981 MS 2500 MPI DOHC 2WD 3.770 DOM/EXP NMOD YB

F4A42-2
TF84 45000-39981 2500 MPI DOHC 2WD 3.770 NAS(USA) NMOD YB
TF60 45000-39985 2700 MPI DOHC 2WD 3.770 EXP NMQD YB
MPI
TD56 45000-39150 2.4/2.5 D/SOHC 2WD 4.324 DOM/EXP SQBD YD
/FBM F4A51-2
GQ
TD99 45000-39155 2500 MPI DOHC 2WD 4.018 EXP(EU) SNED YD
TD90 45000-39560 3500 MPI DOHC F5A51-3 2WD 3.333 NAS(USA) QKBD LB
With O.W.C : No more production in A/T plant
With O.W.C : Current production in A/T plant

Product Line-Up
Model: A163
Comments:
A163 model is a 3-speed electronic
controlled front wheel driven automatic
transaxle produced by AISIN, Japan
and there are two divisions as follows.
- A163-A is for 0.8 Engine (DOM
only)
- A163-B is for 1.0 Engine
Application:
MX (Atos, Visto, Atos Prime)
Model: A4AF3
Comments:
A4AF3 model is a most recent one
among the alpha automatic transaxle
(advanced alpha A/T).
4-speed electronic controlled front
wheel driven transaxle produced by
HMC.
Application:
X-3,LC(Accent),TB(Getz),LD,C-car
(The vehicles equipped an alpha
engine)
Model: AW30-40LE
Comments:
AW30-40LE model is a 4-speed
electronic controlled rear wheel driven
automatic transmission produced by
AISIN, Japan .
Application:
HP(Terracan), BL(Sorento)

Model: AW50-40LE
Comments:
AW50-40LE model is a 4-speed
electronic controlled front wheel driven
automatic transaxle produced by AISIN,
Japan.
Application:
Clarus(Credos), Carnival(DSL)
Model: F3AL
Comments:
F3AL model is a 3-speed mechanically
controlled front wheel driven transaxle
produced by KMC.
Application:
Pride
Model: F4A51
Comments:
F4A51 model is a kind of HIVEC 4-
speed electronic controlled front wheel
driven automatic transaxle produced by
HMC and installed on the vehicle that
has the engine volume of 2.0L or more.
Application:
Santafe, Trajet, Carnival (Sedona)

Model: F4AEL-K
Comments:
F4AEL-K model is a 4-speed electronic
transaxle produced by KMC.
Application:
Sephia,Spectra,Shuma,Carens,Rio
Model: F5AH1
Comments:
F5AH1 model is a kind of 5-speed
HIVEC electronic controlled front wheel
HMC, and this is most big one among
HIVEC 5-speed A/T.
Application:
LZ(Centennial)
Model: FRA
Comments:
FRA model is a 3-speed electronic
transaxle produced by JATCO, Japan.
Application:
MX(Atos, Visto, Atos Prime), SA

Model: KM175
Comments:
KM175 model is a kind of Kyoto Model
4-speed electronic controlled front wheel
HMC and there are two divisions as
follows.
- KM175-5 is for 2.0SOHC Engine
- KM175-6 is for 2.0DOHC Engine
Application:
Y-3(Sonata), Santamo, Joice
Model: W4A51
Comments:
W4A51 model is a 4-speed electronic
transaxle produced by HMC and 4-
wheel drive mechanism were added on
the F4A51 HIVEC 4-speed A/T.
Application:
Santafe

Variation of electronic solenoid valves
On / Off VFS-Bleed
Hydraulic Module
PWM
VFS-Spool
- On/Off Solenoid, 3-port, normally open

The Bosch 3-port On/Off Solenoid provides several advantages due to its full plastic design, such
as an inherently clean and repeatable moulding process, reduced weight and low costs at a high
quality level. Filters for supply and outlet ports are optionally available. Normally low and normally
high types are available
* Characteristics
Supply pressure : 500 -1200kPa
Flow rate (550kPa) : Over 2.5 l/min
Operating voltage : 9-15 V
Coil resistance : 28 Ohm
Dimension : Diameter of 30 mm, protrusion reach 35 mm

- On/Off Solenoid, 3-port, normally closed

This self sealing On/Off Solenoid provide low contamination sensitivity due to its hydraulic circuit
separated from the magnetic flux and an additional supply filter. A simple highly integrated design with
only a few parts lead to low cost for high quality and durability.
* Characteristics
Supply pressure : 400 - 600kPa
Operating voltage : 9 - 15 V
- PWM 3-port, standard flow, normally low

The pressure balanced valve element of the Bosch PWM operates with low masses due to its tube
design. This results in fast switching times, low noise and high durability. Good linearity and a wide
duty-cycle range even at low temperatures are further advantages for the customer
* Characteristics
Operating frequency : 40 - 50 Hz

- PWM 3-port, high flow, normally low

The pressure balanced valve element of the Bosch PWM provides a high flow rate and low
sensitivity of supply pressure variation. Flat seats and hydraulic damping ensure its high durability.
High precision is achieved by adjusted air gap. This PWM is suitable for simple TCUs without peak-
and hold function.
* Characteristics
Operating frequency : 40 - 50 Hz
- Variable Force Solenoid, spool type, normally high

The diaphragm bearing of the Bosch VFS, combined with a Teflon-coated bearing bushing ensure
lowest hysteresis of the characteristic curve and an optimal accuracy. The spool design makes it
insensitive to the environmental influences such as system leakage, feed pressure variation and
temperature. Normally low and normally high types are available.
* Characteristics
Supply pressure : 700 - 1600 kPa
Control pressure : typ. 600 - 0 kPa
Current range : typ. 0 - 1000 mA
Dither frequency : up to 600 Hz
Dimension : Diameter of 32 mm,
protrusion reach 42 mm

- Variable Force Solenoid, bleed type, normally high

The Bosch bleed type solenoid is optimised towards low hysteresis and narrow tolerance band
for its characteristic curve by use of advanced materials and manufacturing processes.
It provides high repeatability and durability. Normally low and normally high types are available.
* Characteristics
Dither frequency : 600 -1000 Hz
- Variable Force Solenoid, bleed type, normally low

The new Bosch bleed type VFS is cost optimised due to advanced plastic moulding technology.
It provides high accuracy and needs little space due to its diameter of only 20 mm.
Normally low and normally high types are available.
* Characteristics
Chopper frequency : 600 -1000 Hz
External oriface : typ. 0.8 -1.0 mm
Dimensions : Diameter of 20 mm, protrusion reach 42 mm

Unit Conversion Table

Units of Length
Unit pm nm m mm cm dm m km
-2 -3 -6 -9 -10 -11 -12
1 pm 1 10 10 10 10 10 10 10 -
1 102 1 10-1 10-4 10-7 10-8 10-9 10-10 -
3 -3 -6 -7 -8 -9
1 nm 10 10 1 10 10 10 10 10 10-12
1 m 106 104 103 1 10-3 10-4 10-5 10-6 10-9
1 mm 109 107 106 103 1 10-1 10-2 10-3 10-6
1 cm 1010 108 107 104 10 1 10-1 10-2 10-5
1 dm 1011 109 108 105 102 10 1 10-1 10-4
1m 1012 1010 109 106 103 102 10 1 10-3
1 km - - 1012 109 106 105 104 103 1
Unit in ft yd mile mm m km
1 in 1 0.08333 0.02778 - 25.4 0.0254 -
1 ft 12 1 0.33333 - 304.8 0.3048 -
1 yd 36 3 1 - 914.4 0.9144 -
1 mile 63,360 5,280 1,760 1 - 1,609.34 1.609
1 mm 0.03937 0.003281 0.001094 - 1 0.001 10-6
1m 39.3701 3.2808 1.0936 - 1000 1 0.001
6
1 km 39,370 3,280.8 1,093.6 0.62137 10 1000 1

Units of Area
Unit in2 ft2 yd2 mile2 cm2 dm2 m2 a ha km2
1 in2 1 - - - 6.4516 0.06452 - - - -
1 ft2 144 1 0.1111 - 929 9.29 0.0929 - - -
2
1 yd 1,296 9 1 - 8,361 83.61 0.8361 - - -
2
1 mile - - - 1 - - - - 259 2.59
1 cm2 0.155 - - - 1 0.01 - - - -
2
1 dm 15.5 0.1076 0.01196 - 100 1 0.01 - - -
1 m2 1550 10.76 1.196 - 10,000 100 1 0.01 - -
1a - 1,076 119.6 - - 10,000 100 1 0.01 -
1 ha - - - - - - 10,000 100 1 0.01
1 km2 - - - 0.3861 - - - 10,000 100 1
Units of Volume
Unit in3 ft3 yd3 gal (UK) gal (US) cm3 dm3 () m3
1 in3 1 - - - - 16.3871 0.01639 -
1 ft3 1,728 1 0.03704 6.229 7.481 - 28.3168 0.02832
3
1 yd 46,656 27 1 168.18 201.97 - 764.555 0.76456
1 gal (UK) 277.42 0.16054 - 1 1.20095 4,546.09 4.54609 -
1 gal (US) 231 0.13368 - 0.83267 1 3,785.41 3.78541 -
3
1 cm 0.06102 - - - - 1 0.001 -
1 dm3 () 61.0236 0.03531 0.00131 0.21997 0.26417 1000 1 0.001
6
1 m3 61023.6 35.315 1.30795 219.969 264.172 10 1000 1

Units of Energy
Unit J kW.h kgfm PS.h kcal ft.lbf Btu
-9 -6
1J 1 277.810 -9
0.10197 377.6710 238.8510 0.73756 947.810-6
1 kW.h 3.6106 1 367098 1.35962 859.85 2.6552106 3412.13
-6 -6 -3
1 kgf.m 9.80665 2.724310 1 3.70410 2.34210 7.233 9.29510-3
1 PS.h 2.6478106 0.735499 270000 1 632.369 1.9529106 2509.6
1 kcal 4186.8 1.16310-3 426.935 1.58110-3 1 3088 3.9683
1 ft.lbf 1.35582 376.610 -9
0.13826 512.110 -9
323.810 -6
1 1.28510-3
1 Btu 1055.06 293.110-6 107.59 398.510-6 0.2520 778.17 1
* 1 Btu : Quantity of heat required to raise the temperature of 1 lb of water 1.
Units of Power
Unit W kW kgf.m/s PS kcal/s hp Btu/s
1W 1 0.001 0.10197 1.359610-3 238.810-6 1.34110-3 947.810-6
1 kW 1000 1 101.97 1.35962 238.810-3 1.34102 947.810-3
1 kgf.m/s 9.80665 9.80710-3 1 13.3310-3 2.34210-3 13.1510-3 9.29510-3
1 PS 735.499 0.735499 75 1 0.17567 0.98632 0.69712
1 kcal/s 4186.8 4.1868 426.935 5.6925 1 5.6146 3.9683
1 hp 745.70 0.74570 76.0402 1.0139 0.17811 1 0.70678
1 Btu/s 1055.06 1.05506 107.586 1.4345 0.2520 1.4149 1
Temperature Units
o
= degree Celsius, K = kelvin, = degree Fahrenheit, R = dgree Rankine
Temperature Conversion
TK = (273.15 + tC) K / = 5/9 TR, TR = (459.67 + tF) oR / = 1.8 TK
TC = 5/9 (tF - 32) / = (TK - 273.15K) /K
TF = (1.8tC + 32) / = (TR - 459.67oR) /oR
( TC, TF, TK and TR denote the numerical values of a temperature in , , K and oR.)
Temperature difference
1 K = 1 = 1.8 = 1.8oR
Zero Points
0 = 32, 0 = -17.78, Absolute zero : 0K = -273.15 = 0oR = -459.67


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Automatic Transaxle Basic

Automatic Transaxle Basic

1 Chonan Technical Service Training Center

2 Chonan Technical Service Training Center

1. Fundamentals of automatic transaxle 3.6 Simpson type planetary gear set

1.1 General 4. Holding units

1.3 Force and pressure relationship 4.1.1 General information

1.4 Pressure On a Confined Fluid 4.1.2 Structure

1.5 Force Multiplication 4.1.3 Rear clutch

1.6 Piston Travel 4.1.4 Low & reverse brake

1.7 Hydraulic System 4.2 HIVEC model

1.8 The Fluid Reservoir 4.2.1 Structure

1.9 The Pump 4.2.2 Case

1.10 Valve Mechanism 4.2.3 Under drive clutch

2. Torque Converter 4.2.5 Direct clutch & OWC

2.2 Connection with oil pump 4.3 F4AEL-K model

2.3 Three elements of torque converter 4.3.1 Structure

2.4 Torque converter pump impeller 4.3.2 Clutches

2.5 Turbine 4.3.3 2-4 brake

2.6 Stator assembly 4.3.4 Low & reverse brake

2.8 Fluid Flow at Coupling Stage 4.4.1 Structure

2.9 Torque converter performance 4.4.2 Functions

2.10 Optimal design of torque converter 4.5 AISIN models

2.11 Lock-up converters 4.5.1 Overhauled parts

2.12 Fluid Couplings All slip a Little 4.5.2 Oil pump

2.13 Piston Locks Turbine to Impeller 4.5.3 Over drive clutch

3. Planetary gear 4.5.6 Direct clutch

3.2 Operation 4.5.8 Direct clutch and forward clutch

3.4 Gear ratios 4.5.10 Overdrive brake

3 Chonan Technical Service Training Center

5. Power flow 7.5. Reducing valve

5.1.1 General information 7.7 Damper clutch control valve

5.1.2 Power flow 7.8 Damper clutch control solenoid valve

5.2 HIVEC model 7.9 Throttle valve/Kick-down valve

5.2.1 Operating element chart 7.10 Governor

5.2.2 Power flow 7.11 1-2 shift valve

5.3 F4AEL-K model 7.12 2-3 shift valve

5.3.1 Gear train 7.13 N-D, N-R accumulator valve

5.3.2 Operating element chart 7.14 Accumulator

5.3.3 Power flow

5.4 FRA (JATCO) model

5.4.1 Operating element chart

5.4.2 Power flow

5.5 AISIN models

5.5.3 Operating element chart

5.5.4 Power flow

6. The test on the vehicle

6.2 Neutral and parking

6.3 Drive (All stages of operation)

6.4 Checking for slippage

6.5 Gear, planetary gear and bearing noise

7.2 Manual valve

7.3 Regulator valve

7.4 Line relief valve

Variation of electronic solenoid valves

Unit conversion table

4 Chonan Technical Service Training Center

1. Fundamentals of automatic transaxle

5 Chonan Technical Service Training Center

1.2 PASCALs Law

1.3 Force and Pressure Relationships

6 Chonan Technical Service Training Center

1.4 Pressure On a Confined Fluid