Chapter 41

Automatic
Transmissions and
Transaxles
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Automatic
Transmissions and
Transaxles
Selects gear ratios according to
engine speed, power train load,
vehicle speed, and other operating
factors
Most have four speeds with an
overdrive fourth gear
Many have five, six, and up to
eight speeds

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Torque Converter
A fluid clutch or coupling that
transfers torque from the engine to
the transmission
Automatically engages and
disengages power from the engine
in relation to RPM

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Torque Converter (Cont.)

At idle, there is not enough fluid
flow for power transfer
As RPM increases, fluid flow is
sufficient to transmit engine power

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Torque Converter Internal

Parts

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Torque Converter
Components
Impeller or Pump
Assembly
Receives power
from the engine

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Torque Converter
Components
Turbine
Transfers power
to the
transmission
main shaft

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 Stator

Torque Converter
Components

Is the torque
multiplier

Overrunning
clutch
Allows the stator
to turn in only
one direction

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Basic Operation
Transmission fluid is the medium to
transfer energy
The faster the impeller rotates, the
greater energy the fluid has to
transfer
The fluid leaving the impeller acts on
the turbine
The turbine drives the transmission
input shaft
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Types of Oil Flow

Rotary Flow
Oil flow around the circumference
caused by rotation of the torque
converter on its axis

Vortex Flow
Oil flow from the impeller to the turbine
and back to the impeller

Coupling point is when turbine speed

approaches impeller speed
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Overrunning Clutch
Keeps the stator
from rotating
when driven in
one direction
The stator is
locked when the
there is a
difference
between the
turbine and

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Lockup Torque Converter

Eliminates the 10% slip between the
impeller and turbine
Improves fuel economy
Reduces operational temperature
Most torque converter clutches (TCC)
use electronically controlled
hydraulic pistons

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Lockup Clutch

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Knowledge Check
Technician A says the overrunning
clutch is part of the stator. Technician
B says the overrunning clutch is part
of the lockup clutch. Who is correct?

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Planetary Gears
Used to transfer power and multiply
torque
Compound gearsets spread the load
over more teeth for increased
strength and to obtain the largest
number of gear ratios
Planetary carrier may be cast iron,
aluminum, or steel
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Planetary Gears (Cont.)

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Planetary Gear Components

Ring Gear (Annulus)
Has internal teeth

Sun Gear
Is located in the center of the assembly

Planetary Carrier
Holds the planetary pinion gears

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Planetary Gearset

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Planetary Gear Operation

When the planetary carrier is the
input, an overdrive condition is
produced
When the planetary carrier is the
output, an underdrive condition is
produced
When the planet carrier is held,
reverse gear is produced
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Types of Compound
Gearsets
Simpson
Has two separate planetary gearsets
with a common sun gear

Ravigneaux
Has two separate sun gears, two
separate planetary gears, and a
common ring gear

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Simpson Gearset

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Ravigneaux Gearset

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Planetary Gearsets in
Tandem
Some transmissions use two simple
planetary gearsets in series
Gearset members are not shared
Each member has a holding device

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Lepelletier System
Used on some six, seven, eight, and
nine speed transmissions
Many are more compact than most
four- and five-speed automatics
Connects a simple planetary gearset
to a Ravigneaux gearset
The simple gearset is used as the
input
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Other Transmission Designs

Nonplanetary Gearset Type
Uses constant mesh gears similar to a
manual transmission

Continuously Variable Type (CVT)

Has no fixed forward speeds
Uses belts and pulleys to provide
variable ratios

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Honda Nonplanetary
Transaxle

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CVT Transmission

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CVT Controls
Controls consist of the TCM, input
sensors, and solenoids
A shift control valve controls pressure
applied to the drive and driven
pulleys

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Planetary Gear-Based CVTs

Used in Toyota and
Ford hybrid
vehicles
Contains the
motor/generators
and planetary
gearset
Used in the 2Mode
HEV transmission
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Knowledge Check
What are the three gears the make
up a planetary gearset?

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Planetary Gear Controls

Certain planetary components must
be held while others must be driven
Planetary control refers to
transmission bands, servos, and
clutches

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Apply Devices
Bands
Are typically used as a holding device

Servos
Are used to apply the band

Multiple Friction Disc Assemblies

Are used to hold or apply

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Transmission Bands
A braking
assembly
positioned
around a
stationary or
rotating drum
or carrier

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Transmission Servos
Covert hydraulic pressure into a
mechanical force that applies a band
Simple servos are released by spring
pressure
Compound servos are released and
held by fluid pressure

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Typical Simple Servo

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Transmission Clutches
Able to hold and drive planetary gear
members
Overrunning clutches are used to
hold or drive members of the gearset
Both sprag and roller overrunning
clutches are used

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Apply Devices (Cont.)

Overrunning Clutches
Can be used to hold or apply
members of the gearset
Are typically used as a holding device

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Multiple-Disc Clutches
A series of friction discs and steel
plates used to transmit torque or
apply braking force
Internal teeth mesh with clutch hub
External teeth mesh with internal
splines in transmission housing or
clutch drum

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Bearings, Bushings,
and Thrust Washers
Bearings are used to reduce wear
and friction
Most either slide or roll against the
surface

Bushings are pressed into place

Support rotating parts, guide parts,
and control fluid flow

Thrust washers may act as a bearing

and a spacer to control endplay

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Bearing Types
Sliding Bearings
Thrust washers
Bushings

Roller Bearings
Torrington
Tapered

Ball Bearings

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Typical
Bearing
Locations

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Bushing Locations

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Torrington Bearing

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Snaprings
Both internal and external types are
used
Internal snaprings hold servo and
clutch assemblies together
May also be used to adjust
clearances

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Gaskets and Seals

Gaskets
Seal two parts together or prevent fluid
flow
Classified as either hard or soft gaskets

Seals
Used to seal fluid around valves, shafts,
and other moving parts

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Seal Classifications
Static

Positive

Is used between
two parts that do
not move

Prevents all fluid

leakage

Non-positive

Dynamic
Is used between
two parts that move
with either rotating
or reciprocating
motion

Allows a controlled
amount of leakage
Is used to
lubricate a moving
part

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Typical
Seal and
Bearing
Locations

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Metal Sealing Rings

Used where some leakage is
acceptable
Made of cast iron, nylon, or Teflon

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Final Drive Assemblies

Transmit transaxle output to the
differential section
Four common configurations:
Helical gear
Planetary gear
Hypoid gear
Chain drive

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Chain Final Drive

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Knowledge Check
Which of the following is NOT a type
of apply device?
Overrunning clutch
Band
Multidisc clutch
Thrust bearing

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Hydraulic System
The fluid operates, lubricates, and
cools the transmission
The pump is the source of all fluid
flow
Pressure - regulating valves change fluid
pressure to control shift quality and shift
points
Flow - directing valves send to fluid to
the correct apply device for gear
changes

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Hydraulic System Elements

Fluid reservoir

Transmission
cooler

Oil pan

Pressure source
Pump
Vent
Necessary to
draw fluid into
the pump

Removes
excessive heat

Control valves
Valve body

Output devices
Apply devices

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Functions of ATF
Cools the
transmission
Cleans internal
parts
ATF under pressure
forces valves to
move
Used to operate
clutches and other
apply devices
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Reservoir
Stores the ATF
The oil pan
stores fluid in
the automatic
transmission

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Venting
The case must
have a vent to
atmospheric
pressure
The vent allows
pressure to
dissipate from
heat buildup
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Transmission Coolers
Remove heat from
the ATF
May be
incorporated into
the radiator
May have separate
cooler
Lines connect the
transmission and
cooler
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Valve Body
Distributes and controls pressurized
fluid throughout the transmission
Made of two or three main
components
Valve body
Separator plate
Transfer plate

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 Check ball
valves
Poppet valves

Spool valves

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Oil Pump
Driven by the drive
hub of the torque
converter
Gear and vanetype pumps are
common
Variable
displacement
pumps used in
some
transmissions

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Governor Assembly
Used to signal
upshift or downshift
Engine load may
delay governor
signal

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Pressure Boosts
Under heavy loads, fluid pressure
must be increased to increase
holding capacity
Engine load can be monitored
electronically or by throttle valve
pressure
Older systems used a vacuum
modulator to sense engine vacuum
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MAP Sensor
Used to monitor engine load
Increased engine load requires
changes in transmission operation

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Kickdown Valve
Downshifts when the driver quickly
presses the throttle wide open
Older vehicles use a kickdown cable
Modern vehicles use TP sensor input

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Shift Quality
Shift feel is controlled by the
pressure at which each hydraulic
member is applied or released
Timing between band and clutch
application to prevent engine flareup or clutch and band slippage

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Shift Timing
Determined
by throttle
pressure and
governor
pressure
acting on
opposite
sides of the
shift valve
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Gear Changes
Gear changes occur either
automatically or at the command of
the driver
The transmission cannot shift into
park, reverse, or neutral by itself

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Park/Neutral
When park is selected, the park pawl
or lever engages the park gear
The manual shift valve blocks fluid
flow to the clutches and bands
Fluid flows to cool the transmission

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Reverse
The manual shift valve allows fluid to
flow to the low/reverse band
The front clutch locks, the sun gear
becomes the input
The ring gear becomes the output

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Drive Range
Front clutch engages
The shift valve controls upshifting
into higher gears
Once governor pressure is great
enough, upshifting will occur

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Automatic Downshifting
Downshifting occurs when governor
pressure decreases
Can also occur with throttle pressure
overcomes governor pressure

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