Automatic transmission components

1. Torque converter
The front section is called the torque converter. In replacing the traditional clutch, it
performs three functions:
a. It acts as a hydraulic clutch (fluid coupling), allowing the engine to idle even
with the transmission in gear.
b. It allows the transmission to shift from gear to gear smoothly, without
requiring that the driver close the throttle during the shift.
c. It multiplies engine torque making the transmission more responsive and
reducing the amount of shifting required.
The torque converter is a metal case that is shaped like a sphere that has been
flattened on opposite sides and is bolted to the rear of the engine's crankshaft.
Generally, the entire metal case rotates at engine speed and serves as the engine's
flywheel.

The case contains three sets of blades. One set is attached directly to the case forming
the impeller or pump. Another set is directly connected to the output shaft, and forms
the turbine. The third set (stator) is mounted on a hub which, in turn, is mounted on a
stationary shaft through a one-way clutch. Rollers are wedged into slots, preventing
backward rotation. When the rollers are not in the slots, the stator turns in the same
direction as the impeller. The pump, which is driven by the converter hub at engine
speed, keeps the torque converter full of transmission fluid at all times. Fluid flows
continuously through the unit to provide cooling.

A fluid coupling will only transmit the torque the engine develops; it cannot increase
the torque. This is one job of the torque converter. The impeller drive member is
driven at engine speed by the engine's crankshaft and pumps fluid, to its center, which
is flung outward by centrifugal force as it turns. Since the outer edge of the converter
spins faster than the center, the fluid gains speed. Fluid is directed toward the turbine
driven member by curved impeller blades, causing the turbine to rotate in the same
direction as the impeller. The turbine blades are curved in the opposite direction of
the impeller blades.

In flowing through the pump and turbine, the fluid flows in two separate directions. It
flows through the turbine blades, and it spins with the engine. The stator, whose
blades are stationary when the vehicle is being accelerated at low speeds, converts
one type of flow into another. Instead of allowing the fluid to flow straight back into
the pump, the stator's curved blades turn the fluid almost 90° toward the direction of
rotation of the engine. Thus the fluid does not flow as fast toward the pump, but is
already spinning when the pump picks it up. This has the effect of allowing the pump
to turn much faster than the turbine. This difference in speed may be compared to the
difference in speed between the smaller and larger gears in any gear train. The result
is that engine power output is higher, and engine torque is multiplied.

As the speed of the turbine increases, the fluid spins faster and faster in the direction
of engine rotation. Therefore, the ability of the stator to redirect the fluid flow is
reduced. Under cruising conditions, the stator is eventually forced to rotate on its one-
way clutch and the torque converter begins to behave almost like a solid shaft, with
the pump and turbine speeds being almost equal.

In the late 70's, Chrysler Corporation introduced an automatic transmission, featuring

what is called a "lock-up" clutch in the transmission's torque converter. The lock-up
is a fully automatic clutch that engages only when the transmission shifts into top
gear or when needed based on a predetermined demand factor.

The lock-up clutch is activated by a piston. When engaged, the lock-up clutch gives
the benefits of a manual transmission, eliminating torque converter slippage. In the
engaged position, engine torque is delivered mechanically, rather than
hydrodynamically (through fluid). This gives improved fuel economy and cooler
transmission operating temperatures.

In the early 80's, Ford introduced what is known as the Automatic Overdrive
Transmission (AOT). Essentially, this transmission uses a lock-up torque converter,
by offering an additional refinement. The transmission is a four-speed unit, with
fourth gear as an overdrive (0.67:1). Torque is transmitted via a full mechanical lock-
up from the engine, completely bypassing the torque converter and eliminating
hydraulic slippage.

In third gear (1:1 ratio), engine power follows a "split-torque" path, in which there is
a 60% lock-up. Sixty percent of the power is transmitted through solid connections
and 40% of the engine power is delivered through the torque converter.

Throughout the 90's, Subaru introduced an Electronic Continuously Variable

Transmission (ECVT) and Honda introduced their version (CVT). This transmission
uses a metal belt and two variable-diameter pulleys to keep smooth, uninterrupted
range of gearing. Size of the pulleys is controlled through the use of hydraulics. This
unit produces a miles per gallon closer to a manual transmission, while attaining a
smoother shift than an automatic transmission.
Figure 5 The torque converter housing is rotated by the engine crankshaft and turns
the impeller. The impeller spins the turbine, which gives motion to the turbine
(output) shaft to drive the gears.

Figure 6 Sectional view of operations of a typical "lock-up" clutch and torque

converter.

Torque converter clutch control

See Figures 7 and 8
Electrical and vacuum controls
The torque converter clutch should apply when the engine has reached near normal
operating temperature in order to handle the slight extra load and when the vehicle
speed is high enough to allow the operation of the clutch to be smooth and the vehicle
to be free of engine pulses.
When the converter clutch is coupled to the engine, the engine pulses can be felt
through the vehicle in the same manner as if equipped with a clutch and standard
transmission. Engine condition, engine load and engine speed determine the severity
of the pulsation.
The converter clutch should release when torque multiplication is needed in the
converter, when coming to a stop, or when the mechanical connection would affect
exhaust emissions during a coasting condition.

The typical electrical control components consist of the brake release switch, the low
vacuum switch and the governor switch. Some vehicle models have a thermal
vacuum switch, a relay valve and a delay valve. Diesel engines use a high vacuum
switch in addition to certain above listed components. These various components
control the flow of current to the apply valve solenoid. By controlling the current
flow, these components activate or deactivate the solenoid, which in turn engages or
disengages the transmission converter clutch, depending upon the driving conditions
as mentioned previously. The components have the two basic circuits, electrical and
vacuum.

Figure 7 Using electrical and vacuum controls to operate the torque converter clutch.

Figure 8 Typical diesel engine vacuum and electrical schematic for the torque
converter clutch.

2. Electrical current flow

All of the components in the electrical circuit must be closed or grounded before the
solenoid can open the hydraulic circuit to engage the converter clutch. The circuit
begins at the fuse panel and flows to the brake switch and as long as the brake pedal
is not depressed, the current will flow to the low vacuum switch on the gasoline
engines and to the high vacuum switch on the diesel engines. These two switches
open or close the circuit path to the solenoid, dependent upon the engine or pump
vacuum. If the low vacuum switch is closed (high vacuum switch on diesel engines),
the current continues to flow to the transmission case connector, into the solenoid and
to the governor pressure switch. When the vehicle speed is approximately 35-50 mph
(56-80 kph) , the governor switch grounds to activate the solenoid. The solenoid, in
turn, opens a hydraulic circuit to the converter clutch assembly, engaging the unit.

It should be noted that external vacuum controls include the thermal vacuum valve,
the relay valve, the delay valve, the low vacuum switch and a high vacuum switch
(used on diesel engines). Keep in mind that all of the electrical or vacuum
components may not be used on all engines at the same time.

3. Vacuum flow

The vacuum relay valve works with the thermal vacuum valve to keep engine vacuum
from reaching the low vacuum valve switch at low engine temperatures. This action
prevents the clutch from engaging while the engine is still warming up. The delay
valve slows the response of the low vacuum switch to changes in engine vacuum.
This action prevents the low vacuum switch from causing the converter clutch to
engage and disengage too rapidly. The low vacuum switch deactivates the converter
clutch when engine vacuum drops to a specific low level during moderate
acceleration just before a part-throttle transmission downshift. The low vacuum
switch also deactivates the clutch while the vehicle is coasting because it receives no
vacuum from its ported vacuum source.

The high vacuum switch, when on diesel engines, deactivates the converter clutch
while the vehicle is coasting. The low vacuum switch on the diesel models
deactivates the converter clutch only during moderate acceleration, just prior to a
part-throttle downshift. Because the diesel engine's vacuum source is a rotary pump,
rather than taken from a carburetor port, diesel models require both the high and the
low vacuum switch to achieve the same results as the low vacuum switch on the
gasoline models.

4. Computer controlled converter clutch

See Figure 9

With the use of microcomputers governing the engine fuel and spark delivery, most
manufacturers change the converter clutch electronic control to provide the grounding
circuit for the solenoid valve through the microcomputer, rather than the governor
pressure switch. Sensors are used in place of the formerly used switches and send
signals back to the microcomputer to indicate if the engine is in its proper mode to
accept the mechanical lock-up of the converter clutch.
Normally a coolant sensor, a throttle position sensor, an engine vacuum sensor and a
vehicle speed sensor are used to signal the microcomputer when the converter clutch
can be applied. Should a sensor indicate the need for the converter clutch to be
deactivated, the grounding circuit to the transmission solenoid valve would be
interrupted and the converter clutch would be released.

Figure 9 Typical computer controlled clutch

5. Hydraulic converter clutch

Numerous automatic transmissions rely upon hydraulic pressures to sense and

determine when to apply the converter clutch assembly. This type of automatic
transmission unit is considered to be a self-contained unit with only the shift linkage,
throttle cable or modulator valve being external. Specific valves, located within the
valve body or oil pump housing, are caused to be moved when a sequence of events
occur within the unit. For example, to engage the converter clutch, most all automatic
transmissions require the gear ratio to be in the top gear before the converter clutch
control valves can be placed in operation. The governor and throttle pressures must
maintain specific fluid pressures at various points within the hydraulic circuits to aid
in the engagement or disengagement of the converter clutch. In addition, check valves
must properly seal and move to exhaust pressured fluid at the correct time to avoid
"shudders" or "chuggles" during the initial application and engagement of the
converter clutch.
 6. Centrifugal torque converter clutch
See Figure 10

A torque converter was used that locks up mechanically without the use of electronics
or hydraulic pressure. At specific input shaft speeds, brake-like shoes move outward
from the rim of the turbine assembly, to engage the converter housing, locking the
converter unit mechanically together for a 1:1 ratio. Slight slippage can occur at the
low end of the rpm scale, but the greater the rpm, the tighter the lock-up. Again, it
must be mentioned, that when the converter has locked-up, the vehicle may respond
in the same manner as driving with a clutch and standard transmission. This is
considered normal and does not indicate converter clutch or transmission problems.
Keep in mind if engines are i
n need of tune-ups or repairs, the lock-up "shudder" or "chuggle" feeling may be
greater.

Figure 10 Exploded view of the centrifugal lock-up converter

7. Mechanical converter lock-up

Another type of converter lock-up is the Ford Motor Company's AOD Automatic
Overdrive transmission, which uses a direct drive input shaft splined to the damper
assembly of the torque converter cover to the direct clutch, bypassing the torque
converter reduction components. A second shaft encloses the direct drive input shaft
and is coupled between the converter turbine and the reverse clutch or forward clutch,
depending upon their applied phase. With this type of unit, when in third gear, the
input shaft torque is split, 30% hydraulic and 70% mechanical. When in the overdrive
or fourth gear, the input torque is completely mechanical and the transmission is
locked mechanically to the engine.

8. Overdrive units
See Figure 11

When the need for greater fuel economy stirred the world's automakers into action,
the automatic transmission/transaxles were among the many vehicle components that
were modified to aid in this quest. Internal changes have been made and in some
cases, additions of a fourth gear to provide the over direct or overdrive gear ratio. The
reasoning for adding the overdrive capability is that an overdrive ratio enables the
output speed of the transmission/transaxle to be greater than the input speed, allowing
the vehicle to maintain a given road speed with less engine speed. This results in
better fuel economy and a slower running engine.

The overdrive unit usually consists of an overdrive planetary gear set, a roller one-
way clutch assembly and two friction clutch assemblies, one as an internal clutch
pack and the second for a brake clutch pack. The overdrive carrier is splined to the
turbine shaft, which in turn, is splined into the converter turbine.

Another type of overdrive assembly is a separation of the overdrive components by

having them at various points along the gear train assembly and utilizing them for
other gear ranges. Instead of having a brake clutch pack, an overdrive band is used to
lock the planetary sun gear. In this type of transmission, the converter cover drives
the direct drive shaft clockwise at engine speed, which in turn drives the direct clutch.
The direct clutch then drives the planetary carrier assembly at engine speed in a
clockwise direction. The pinion gears of the planetary gear assembly "walk around"
the stationary reverse sun gear, again in a clockwise rotation. The ring gear and
output shafts are therefore driven at a faster speed by the rotation of the planetary
pinions. Because the input is 100% mechanical drive, the converter can be classified
as a lock-up converter in the overdrive position.
Figure 11 Exploded and sectional views of direct drive and overdrive power flows.

9. The planetary gearbox

See Figures 12, 13 and 14

The rear section of the transmission is the gearbox, containing the gear train and
valve body to shift the gears.

The ability of the torque converter to multiply engine torque is limited, so the unit
tends to be more efficient when the turbine is rotating at relatively high speeds. A
planetary gearbox is used to carry the power output from the turbine to the driveshaft
to make the most efficient use of the converter.

Planetary gears function very similarly to conventional transmission gears. Their

construction is different in that three elements make up one gear system, and in that
the three elements are different from one another. The three elements are:
An outer gear that is shaped like a hoop, with teeth cut into the inner surface.
A sun gear mounted on a shaft and located at the very center of the outer gear.
A set of three planet gears, held by pins in a ring-like planet carrier and meshing with
both the sun gear and the outer gear.
Either the outer gear or the sun gear may be held stationary, providing more than one
possible torque multiplication factor for each set of gears. If all three gears are forced
to rotate at the same speed, the gear set forms, in effect, a solid shaft.

Bands and clutches are used to hold various portions of the gear-sets to the
transmission case or to the shaft on which they are mounted.

Figure 12 Planetary gears are similar to manual transmission gears, but are composed
of three parts.

Figure 13 Planetary gears in maximum reduction (low). The ring gear is held and a
lower gear ratio is obtained
Figure 14 Planetary gears in the minimum reduction (Drive). The ring gear is allowed
to revolve, providing a higher gear ratio.

10. Shifting gears

See Figures 15 and 16

Shifting is accomplished by changing the portion of each planetary gear set that is
held to the transmission case or shaft.

A valve body contains small hydraulic pistons and cylinders. Fluid enters the cylinder
under pressure and forces the pistons to move to engage the bands or clutches.
The hydraulic fluid used to operate the valve body comes from the main transmission
oil pump. This fluid is channeled to the various pistons through the shift valves.
There is generally a manual shift valve that is operated by the transmission selector
lever and an automatic shift valve for each automatic upshift the transmission
provides. Two-speed automatics have a low-high shift valve; while three-speeds will
have a 1-2 shift valve, and a 2-3 shift valve; whereas four-speeds have a 1-2 shift
valve, a 2-3 shift valve, and a 3-4 shift valve.

Two pressures affect the operation of these valves. One (governor pressure) is
determined by vehicle speed, while the other (modulator pressure) is determined by
intake manifold vacuum or throttle position. Governor pressure rises with an increase
in vehicle speed, and modulator pressure rises as the throttle is opened wider. By
responding to these two pressures, the shift valves cause the upshift points to be
delayed with increased throttle opening to make the best use of the engine's power
output. If the accelerator is pushed further to the floor the upshift will be delayed
longer, (the vehicle will stay in gear).

The transmission modulator also governs line pressure, used to actuate the servos. In
this way, the clutches and bands will be actuated with a force matching the torque
output of the engine.

Most transmissions also make use of an auxiliary circuit for downshifting. This
circuit may be actuated by the throttle linkage or the vacuum line that actuates the
modulator or by a cable or solenoid. It applies pressure to a special downshift surface
on the shift valve or valves, to shift back to low gear as vehicle speed decreases.

Figure 15 Servos, operated by pressure, are used to apply or release the bands, either
holding the ring gear or allowing it to rotate.
Figure 16 The valve body, containing the shift valves, is normally located at the
bottom of the transmission. The shift valves (there are many more than shown) are
operated by hydraulic pressure.

Automatic Transmission and Transaxle, Page 2 of 3

Links to topics on this page

How the automatic transmission works

Electronic transmission controls
Links to topics on page 2

Automatic transmission components

Links to topics on page 3

Automatic transmission maintenance

Servicing the transmission
Special section:Automatic transmission service intervals
Special section:Troubleshooting basic automatic transmission problems

11. Transaxles

When the transmission and the drive axle are combined in one unit, it is called a
"transaxle." The transaxle is bolted to the engine and has the advantage of being an
extremely rigid unit of engine and driveline components. The complete engine
transaxle unit may be located at the front of the vehicle (front wheel drive) or at the
rear of the vehicle (rear wheel drive).

The power flow through the transmission section of the transaxle is the same as
through a conventional transmission