Figure 3.

2 This simple hydraulic system

provides two gear ranges - neutral and
drive. By manually moving the shift valve
piston to the right, fluid pressure generated
by the pump will move the servo piston to
the right, tightening the band on the
planetary gear set. When the pump
generates excessive pressure, the pressure
regulator spring is compressed and excess
pressure is returned to the fluid reservoir.

Figure 3.3 This

schematic of an automatic transmission hydraulic system is simplified to show basic functions.

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Some other components of the hydraulic system include servos, which operate the bands, clutch
pistons which operate the multiple disc clutches, and accumulators which reduce the application of
the holding members. Another important part of the hydraulic system is the filter, which removes
dirt and metal from the transmission fluid. Many of the valves and other components are installed
in a valve body attached to the bottom of the transmission case. Figure 3.1 gives a typical hydraulic
system layout. Figures 3.2 and 3.3 show the layout of a simple automatic transmission hydraulic
system. Note the relationship of the valves just discussed. Other valves are used to reduce shifts,
provide detent shift for passing, and control the lockup torque converter.
More and more, the hydraulic control system of modern automatic transmissions and transaxles are
computer-controlled. Shift points, system pressures, and the operation of the lockup torque
converter are operated by computer-controlled solenoids. The modern automatic transmission also
contains speed sensors and pressure switches, which produce input signals to the control module.
On many modern automatic transmissions and transaxles, the hydraulic system is completely
controlled by a body computer or power train control module.

3.1 Transmission oil pump

Construction and operation of oil pump

The oil pump is located at the front of the
transmission just behind the torque converter. The
oil pump is driven by the engine and is the gear (or
crescent) type, as shown in figure 3.4. As the gears
rotate, the spaces between the teeth first become
larger so that oil is drawn into the spaces. Actually,
atmospheric pressure pushes the oil into the
increasing spaces between the teeth. Then, when
the teeth approach each other and mesh, the
oil between them is forced out into the line. Figure 3.4 Gear-type oil pump.

Now this pump pressure varies greatly according to engine speed.

At high engine speed, the pump pressure would be very high if it
were not for the pressure-regulating valve train. This valve reduces
the pressure as necessary to meet the operating conditions.
Figure 3.5 shows a rotor-type pump. And in figure 3.6 a vane-type
pump is shown.

Figure 3.5 Rotor-type pumps work by the same principle as gear- Figure 3.6 Vane-type pump.
type pumps; the only difference is the shapes of the components.

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3.6 Multiple-disc clutches

There are clutches in automatic

transmissions. However, the clutches are
of much smaller diameter than the big
clutch plate in a manual-transmission
vehicle, and the clutches in automatic
transmissions consist of multiple friction
plates (or discs). They are often referred
to as "clutch packs." These clutches are
very similar to motorcycle multiple-plate
clutches, having a set of friction plates
sandwiched together with a set of plain steel plates. The friction plates are made of an asbestos-type
friction material. The friction plates are attached to one driving member while the steel plates are
attached to another. When the clutch piston applies force to squeeze the sandwich of plates together,
the clutch applies and the two members are locked together. When the piston releases force, the
clutch return springs force the piston up, allowing the plates to freely rotate, releasing the two
members from each other (see figure).
Like other components in automatic transmissions, the clutch packs operate in an environment of
transmission fluid, which prevents excessive wear to the friction plates, rinses away worn clutch
material and cools the clutch assembly so it does not overheat and become less effective.

There are two types of multiple-disc clutches, as follows:

• Holding
• Driving

Holding clutch
An example of a holding clutch is shown in figure on the
right. In this arrangement, splines on the inner edge of the
friction discs engage matching splines on the outside of
the clutch drum. The steel discs, alternated with the
friction discs, have splines on their outer edge that engage
matching splines machined into the transmission case.
As long as there is running clearance between the friction
and steel discs, the drum can rotate in either direction.
However, applying the clutch eliminates any clearance as
the two sets of discs are pressed together with great force.
This locks the discs together to stop the rotation of the
drum. The drum is held as long as hydraulic apply
pressure to the clutch piston is maintained.
A holding clutch is an open design and usually fits into
either a machined area of the case or in a special support
that bolts to the case. Internal passages in the case route
fluid to the apply piston.

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Driving clutches
There are two types of multiple-disc driving clutches
and both types are commonly used in automotive
transmissions. In one configuration, splines connect a
set of friction discs to the transmission input shaft so
that these discs function as the driving member (figure
above on the right). The alternating set of steel discs
splines to the inside of the clutch drum and serves as the
driven member. When the clutch is released, the drive
discs rotate with the input shaft, but they do not drive
the driven discs that spline to the drum.
When the clutch applies, the piston takes up clearance
and forces both sets of discs firmly together. Now, the
input shaft and drum rotate together at the same speed
and torque transfers from one gearset member to another
(figure on middle right). A passage inside the input shaft
carries fluid to the clutch apply piston.
With the second driving clutch configuration, the drum
connects directly to the input shaft so the drum always
rotates with the shaft (figure below). Splines connect the
steel discs to the inside of the drum and the friction discs
to the outside of a clutch hub. When the clutch applies,
hydraulic pressure compresses the clutch pack to lock the
drum and clutch hub together. The input shaft then drives
the output shaft and both turn at the same speed.

Clutch hydraulic circuit:

(A) clutch
apply-
hydraulic
pressure on
piston
compresses
return spring
and clamps
discs together;
(B) clutch
release-
hydraulic
pressure
exhausts,
return springs
pull in the
piston to free
discs.

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The two most common types of return piston springs
are coil and Belleville. The type of spring that is
used depends on clutch piston size, shift
programming, and transmission load rating.

Belleville spring
Also called a diaphragm spring or over-center spring, a
Belleville spring acts as both a piston return spring and
clutch apply assist device, see figure on the right.
The outer circumference of a Belleville spring is held
in place by a snapring that fits into a machined groove
inside the drum. As the clutch piston applies, it
contacts the inner ends of the fingers of the spring and
bends them into contact with the pressure plate to
apply the clutch. Because the spring fingers contact the pressure plate near their outer edge, they act as
levers to increase the clutch apply force.

3.7 Brake bands

Bands, like clutches, use a friction surface

of an asbestos-type material that's attached
to the inside surface of a thin, flexible
steel shell. As its name implies, the band
encircles the drum of a planetary drive
assembly. When a servo piston applies
force to one of the ends of the band (the
other end is held stationary), the drum is
clamped securely by the band and held
stationary (see illustration). When the
piston force is released, the band expands
and the drum is allowed to rotate freely.

The accumulator
In a transmission hydraulic system, when fluid under pressure is
sent to a servo piston, it arrives with great force. If allowed to
act directly against the servo piston, a phenomenon known as
fluid shock would occur. Fluid shock is the same phenomenon
sometimes found in household plumbing systems that causes
pipes to rattle when a valve is opened. Since liquid is not
compressible, the entire force of the pressurized liquid hits the
pipes (or, in a transmission, the servo piston) all at once. In a
household plumbing system, this force causes the pipes to rattle.
In an automatic transmission, it causes vibration and harsh
shifting. To prevent this from happening, accumulators are used.
In automatic transmissions, accumulators are either separate or
integral piston types.
The operation of a separate piston-type accumulator is relatively self-evident (see illustration). When
fluid pressure is applied to the circuit, the accumulator piston absorbs much of the force . The

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accumulator piston spring will absorb force until the
spring behind it is fully compressed, when full
pressure will act against the servo piston. By the time
the spring is compressed, there will be no
engagement shock. In some applications, applying a
lower auxiliary pressure to the spring side of the
servo to help supplement spring pressure can further
reduce fluid shock.
The integral piston-type accumulator operates
similarly to the separate piston-type, except that both
the accumulator piston and the servo piston occupy
the same cylinder bore in the transmission (see
illustration).

3.8 Manual control system

Construction and operation of manual control system

Automatic transmissions have a selector lever,
which is comparable to the shift lever used in
manual transmissions. However, the selector
lever selects a driving range. The automatic
transmission does the rest: up shifting or
downshifting automatically as car speed and
throttle position require.
The selector lever is located either on the
steering column (figure above on the right) or
on the console or floor (figure below on the
right). With either arrangement, movement of
the selector lever causes the manual valve
inside the transmission to move. This action selects
the driving range.
A pointer on the selector quadrant indicates the
driving range selected. If the driver selects D or
drive when first starting out, the transmission will
shift to low or first gear. Then as car speed increases
or the accelerator pedal position changes, the
transmission will upshift through intermediate or
second gear to high or direct gear. The transmission
will remain in direct gear until the driving situation
changes. If the driver slows or stops the car, the
transmission will downshift through intermediate to
low. Also, if the driver wants an increase of speed
to pass another car, pressing the accelerator pedal to
the floor will cause the transmission to downshift to second gear.
If the selector lever is moved to 2, the transmission will shift to second. It will not upshift to direct. If
the selector lever is moved to 1, or low, the transmission will stay in low gear. This gear position is
used for pulling heavy loads or going down a steep grade. In the low-gear position, the engine helps to

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slow the car through engine-compression braking. This saves the car brakes from long periods of use
when going down a long hill.
Some automatic transmissions have overdrive. In overdrive, the output shaft turns faster than, or
overdrives, the input shaft. On these, the D on the quadrant has a circle, or O, around it, which means
overdrive. At highway speed, the transmission automatically shifts from direct drive to overdrive.
In R, or reverse, the car is reversed. In N, or neutral, the transmission is unlocked and no power can
flow through it. N can be used for pushing or pulling the car if it must be moved. However, most cars
with automatic transmissions cannot be “push-started”.
P is park. In park, the transmission is locked. A lever with a parking pawl on it moves into teeth in a
gear splined to the transmission output shaft. This locks the output shaft to the transmission case so the
car cannot be moved.

Starting the engine

When a vehicle is equipped with an automatic transmission, the engine can only be started when the
selector lever is in N or P. The reason for this is to prevent accidents. If the engine could be started
with the selector lever in a driving range, the car would suddenly start to move. This could result in an
accident.

The manual valve

Simply put, the manual valve in an
automatic transmission is a spool valve
connected by linkage or a cable to the
shift lever inside the passenger
compartment. The manual valve, which
is connected to the manual lever on the
side of the transmission (see
illustration), directs fluid flow within the
transmission to provide the correct type
of operation for the selected range. For example, when Neutral or Park are selected, fluid is directed to
an exhaust port that sends pressure back to the transmission pan so no apply devices are engaged.
When Drive is selected, fluid is directed to the Low gear clutch piston and to the 1-2 shift valve.

The throttle valve

When climbing a hill, a driver finds he has press down the accelerator farther to maintain the same
road speed. Also, when the driver needs to accelerate quickly, she will press the accelerator down
farther. Both of these actions require a downshift, but the operation of the transmission, as
discussed up to now, will not provide it. The throttle valve provides this function by monitoring
engine throttle position and allowing lower-speed shifts when the vehicle speed is relatively low
compared with the engine throttle opening.
The throttle valve in the transmission provides a fluid pressure that also acts against the shift
valves, but in opposition to it. To understand operation of the throttle valve, we'll first examine the
simplest type of throttle valve: the mechanical valve. Basically, the mechanical valve in the
transmission is operated through a cable that attaches to the throttle linkage on the engine's
carburettor or throttle body. The valve itself is a spool-type valve that uses a spring and plunger to
oppose mainline pressure acting through its inlet port. When the engine throttle valve is opened,
the cable pulls the lever arm and compresses the spring, applying pressure to the throttle valve in
the transmission. This causes the valve to move to the left and open the outlet port (see illustration).
The throttle pressure outlet port is connected to many parts of the transmission. Some of the fluid

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pressure is sent to the other side of the throttle valve to act
against the opening pressure, preventing the valve from
opening all at once and also permitting the valve to
stabilize at various positions between fully open and fully
closed, depending on position of the engine throttle valve.
Fluid pressure from the throttle valve outlet is also routed
to the opposite side of the shift valves to balance governor
pressure against throttle position and allow shifts to occur
at the correct time. Throttle pressure is also routed to the
apply devices that are in operation (bands, accumulators
and/or pistons) to supplement apply pressure, thus
preventing slippage, since the transmission is under much
higher load during hill climbing and acceleration than it is during normal cruising.

3.9 Governor control system

The governor
The governor's purpose is to vary transmission
fluid pressure based on output shaft rotational
speed (road speed). The governor's output
pressure is then delivered to one side of the
automatic shift valve to affect the point at
which a shift takes place. The higher the
governor's rotational speed, the higher the
pressure delivered to the automatic shift valve,
so, as vehicle speed increases, a shift into the
next higher gear becomes more likely.
A shaft-mounted governor uses centrifugal
force acting on weights to vary outlet pressure
(see illustration). Two sets of weights and
springs are installed on one side of the
transmission output shaft, while a spool valve,
connected to the weights, is on the other side of the shaft.
When the vehicle is not moving, but in gear with the engine running, the spool valve closes the
port that would normally allow pressurized fluid from the pump into the valve. Any small amount
of fluid that does get through the valve inlet will flow out the exhaust port, which is fully open at
this time. At this point, there is no pressure delivered to the outlet port.
As the vehicle begins to move and the output shaft turns, centrifugal force begins to act upon the
weights, causing them to move away from the output shaft. This in turn pulls the spool valve,
moving it closer to the output shaft. As this happens, the pressure inlet port begins to open and the
exhaust port begins to close. This causes pressure to begin building between the lands of the spool
valve, where the governor pressure outlet is located, and pressurized fluid begins to flow through
the outlet. As output shaft speed increases, the weights are thrown farther away from the shaft by
centrifugal force, pulling the spool valve closer to the shaft. This causes the inlet to be opened
more and the exhaust port to close more, thus increasing pressure delivered to the outlet. As output
shaft speed continues to increase, the weights continue to pull the spool valve toward the shaft
until the inlet is fully open and the exhaust port is fully closed, at which point governor output
pressure is the same as pump outlet pressure. When output shaft speed decreases, spring pressure

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causes the weights to move toward the output shaft. The spool valve begins closing the inlet and
opening the exhaust port, thus lowering governor outlet pressure.
Two centrifugal weights are used in the governor to precisely control outlet pressure. The large
weight allows quick response at low speeds. This weight begins moving at very low output shaft
speeds to move the spool valve and also to compress the spring. When the spring is compressed,
the small weight begins moving at the same speed as the large weight, increasing the centrifugal
force that moves the spool valve, thus causing the spool valve to move at a faster rate.

3.10 Valve body

The valve body is the hydraulic "brain" of the automatic transmission. The valve body houses most
of the hydraulic valves - the shift valves, manual valve, throttle valve, converter lock-up valve, etc. -
used in the transmission. Additionally, the valve body has many passages that connect together the
drilled galleries within the transmission.

4 Servicing planetary gear assembly

4.1 Disassembling planetary gear assembly

4.2 Inspecting sun gear
4.3 Inspecting front planetary gear
4.4 Inspecting planetary ring gear
4.5 Inspecting rear planetary gear
4.6 Inspecting first, second and reverse brake band visually
4.7 Reassembling planetary gear assembly

5 Servicing over drive unit

5.1 Disassembling over drive unit
5.2 Inspecting over drive direct clutch
5.3 Inspecting overdrive sun gear visually
5.4 Inspecting over drive planetary gear
5.5 Inspecting over drive one way clutch
5.6 Inspecting overdrive ring gear
5.7 Reassembling overdrive unit
5.8 Reassembling the automatic transmission
5.9 Installing automatic transmission

6 Trouble shooting and adjustment of automatic transmission

6.1 Automatic transmission preliminary inspection
6.2 Preliminary engine inspection
6.3 Adjusting throttle cable
6.4 Adjusting transmission shift linkage
6.5 Stall testing automatic transmission
6.6 Road testing automatic transmission

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