~--

AT THE END O~ THIS SECTION, YOU WILL BE ABLE TO:

• Describe the operation of a torque converter

• Explain how planetary gear sets are used in an automatic

transmission .

• List the major components of an automatic transmission

• Describe the basic operation of an automatic transmission

• Describe the differences between an automatic rear-wheel-drive

- transmission and an automatic transaxle assembly

All types of transmissions have the
same goal: to transfer engine power to the
driving wheels in the most efficient
manner. This can be accomplished by
many devices: manual clutches and gears,
hydrostatic transmissions, even electricity.
The most common type of transmission
used 'on modern automobiles and trucks is
the hydraulically operated automatic
transmission.
INTRODUCTION
The modern automatic transmission
was not invented all at once, but was the re-
sult of a gradual combination of existing
technology. For instance:
Fluid couplings first appeared on ships,
and were first used on Chrysler Corpora-
tion automobiles in 1935. The modern-day
torque converter was not used on cars until
the 1948 Buick Dynaflow. The lockup con-
verter was first used on the 1949 Packard.
Planetary gears were used in factories
by 1890. The first automotive use was on
the Model T Ford. These planetary gears
were manually operated by bands con-
trolled by a foot pedal.
The hydraulic control system was first
used on the 1938 Oldsmobile. This transmis-
sion had planetary gears and a manual
clutch. It was not until 1940 that a fluid cou-
pling was added, creating the first modern
4
automatic transmission, the Hydramatic.
Automatic transmissions have the
same purpose as manual transmissions: the
efficient transfer of engine power to the
driving wheels. In the automatic transmis-
sion, however, most of the shifting deci-
sions are made by the transmission instead
of by the driver.
The automatic transmission differs
from the manual transmission in three
ways:
1. A fluid coupling or torque converter
replaces the manual clutch.
2. Planetary gears in constant engage-
ment replace sliding gears.
3. A hydraulic control system, instead
of the driver, controls shifting.
TORQUE CONVERTERS
A fluid coupling is a device that trans-
mits power through hydraulic fluid. The
hydraulic fluid used in automatic trans-
missions is usually called transmission
fluid. In an automatic transmission, the
fluid coupling is called a torque converter.
The torque converter has two functions.
First, it acts as a hydraulic clutch or fluid
coupling to connect the engine to the drive-
train. In this function, it also provides the

39
necessary slip when the engine is running
with the transmission in gear and the auto- CONVERTER TURBINE THRUST
mobile is stopped. The converter also ab- HOUSING HALF WASHERS
sorbs shock that occurs in the driveline of
the 'automobile,
Second, the converter multiplies torque
'automatically when driving conditions de-
mand it, Most converters actually provide
the equivalent of about 2 to 1 gear reduction
A
or torque multiplication at full stall. "Full STATOR

stall" is that condition in which the vehicle THRUST

WASHER
is in gear but not moving and the engine is CONVERTER HOUSING HALF
operating at maximum output. When the en- AND IMPELLER
gine is not under load, the converter reverts
to a direct coupling between the engine and FIGURE 39....- A typical torque conver-
the gear train. Converters are basically sim- ter consists of three major components:
ilar in construction and operation. the impeller, the turbine, and the
stator.
A torque converter consists of three ma-
jor parts inside of a sealed, fluid-filled
<

housing: transmitting its motion to the turbine, caus-

ing it to rotate. Engine power has now been
-1. An impeller made up of vanes
transferred from the rotating fluid to the
welded to the coupling housing so
turbine.
that they turn when the engine turns
This process is what transmits power
2. A turbine made up of vanes welded to
from the engine. The power goes from the
a separate housing, which is free to
impeller to the fluid to the turbine. Fig-
turn in relation to the coupling
ure 41 demonstrates with two electric fans
housing
how this power transfer occurs. Moving air
3. A stator made up of vanes that direct from the fan that is turned on turns the
the fluid inside the housing blades on the fan that is turned off. The
principle is the same in a torque converter.
Figure 39 shows the relationship of the
The impeller moves the fluid, which then
impeller, turbine, and stator inside the
moves the turbine.
torque converter. The impeller of a torque
converter is attached to the engine flywheel
and therefore rotates at engine speed. The
turbine is attached to the transmission in- ENGINE FLYWHEEL
put shaft. DRIVING MEMBER
(IMPELLER)
IV\..<;P___....
Since the entire assembly is filled with
transmission fluid, the turning impeller
vanes, Figure 40, turn the fluid that is
caught between them. Centrifugal force
tries to throw the fluid outward, but the
fluid is redirected by the impeller vanes and
is thrown toward the turbine. The impeller
vanes also force the fluid to rotate at the
same speed as the impeller. The fluid, there-
COVER
fore, leaves the impeller in a direction that
is both outward and sideways. VANES

In effect, the power from the engine has

been transferred from the impeller to the ro-
tating fluid. The fluid then hits the turbine FIG URE 40 - The vanes of a typical
vanes. The vanes on the turbine are curved impeller can be seen in the cutaway
so that the fluid striking them is reversed, view.

40

FIGURE 41 - The principle of a fluid
coupling can be illustrated by using
two fans. The fan at (a) is plugged into
an electric outlet. The fan at (b)faces
the fan at (a), but is not plugged in.
When the fan in (a)is turned on, it .
blows air against the blades of the fan
in (b), causing the blades to revolve.
The major advantage of the fluid cou-
pling is that the engine can continue to run
when the vehicle is stopped and the trans-
mission is in gear. The impeller turns, and
the rotating fluid hits the turbine, but the
turbine does not move.
Fluid flow has to be reversed in the tur-
bine in order to transfer power. When the
fluid leaves the turbine, it is rotating in the
direction opposite impeller rotation. The im-
peller must waste engine power re-reversing
the fluid before it can be used again to trans-
mit power. To overcome this problem,
another part, called a stator, is installed in
the coupling. The addition of a stator is
what changes a fluid coupling into a torque
converter. The stator turns the fluid around
so that it hits the impeller in the direction
of rotation. Instead of wasting power revers-
ing the direction of the fluid, the impeller is
now assisted in rotating. This has the effect
of multiplying the force of the engine.
Let us use the example of the two elec-
tric fans, Figure 42, to demonstrate this
principle. In this example, the stator re-
directs the air from the unplugged fan back
to the operating fan. The redirected air
causes the blades of the operating fan to
turn faster than they would if powered only
by the fan's electric motor. Therefore, the
turning effort (torque) of the fan has been
multiplied.
The same effect occurs within the
torque converter. The stator redirects the
flow of the fluid so th~t contacts the im-
peller in the same dir~ in which it is ro-
tating. Therefore, as in tHe fan example, the
turning effort (torque) of the impeller is
multiplied.
The stator is mounted on a one-way
clutch. At low speeds, reversed fluid flow
from the turbine causes the one-way clutch
to lock so that the stator can function. At
cruising speeds, when turbine speed ap-
proaches roughly 90 percent of impeller
speed, the fluid flow from the turbine is no
longer reversed. Fluid flow causes the stator
to unlock and freewheel without restricting
the movement of the fluid through the im-
peller and turbine. Note the action of the
one-way clutch in Figure 43.
As previously mentioned, the advan-
tage that torque converters have over ordi-
nary fluid couplings is that they can
multiply engine power due to redirection of
fluid by the stator. The torque increase can
be as much as 2.5 to 1, although it is usu-
FIGURE 42 - Two fans can be used to
multiply torque by adding a tunnel-like
object called a stator. The stator
redirects the air from the fan in (b)
back to the blades of the fan in (a).
41

STATOR
STATOR
REVERSES
FLOW
FIGURE 43 - Most stators are mounted to a one-way clutch that allows the stator to
freewheel when turbine speed reaches approximately 90 percent of impeller speed.
ally closer to 2 to 1. This improves accelera-
tion and mileage with no other modifica-
tions. As with any transmission, the torque
increase is a trade-off with rpm, so at maxi-
mum torque output the output rpm is about
one-half of input. As vehicle speed in-
creases, rpm and torque multiplication
change in stages to about 1 to 1.
Lockup Torque Converter
There is always some slippage in any
coupling or converter, causing a loss of en-
gine efficiency. This slippage can be elimi-·
nated by using a clutch to lock the turbine
to the impeller. This is a hydraulically or
electrically applied clutch similar to a man-
ual transmission clutch. It is used to im-
prove gas mileage in late-model cars.
The lockup clutch engages or disen-
gages automatically. In general, the lockup
clutch is engaged when the vehicle is travel-
ing more than approximately 30 mph (miles
per hour). The lockup clutch is normally dis-
engaged when the vehicle is traveling less
than 30 mph, when the transmission is
downshifting, or when the vehicle is
coasting.
TRANSMISSION COOLING
Some form of transmission fluid cool-
ing must be provided because of the intense
42
DIRECTION OF
FLUID FLOW FORCE
- __
-WAY CLUTCH
PERMITS CLOCKWISE
ROTATION
heat generated by the torque converter.
Fluid temperatures should be kept below
275 F (degrees Fahrenheit). A few trans-
0
missions are air cooled, but most automatic
transmissions are cooled by pumping fluid
from the converter into a heat exchanger
mounted in the radiator. This is illustrated
in Figure 44.
Add-on cooling units are frequently in-
stalled for heavy-duty work, such as trailer
towing. They are usually mounted ahead of
the vehicle radiator.
PLANETARY GEARS
Like the standard transmission, the au-
tomatic transmission must be able to pro-
duce several different gear ratios. In a
standard transmission, this is accom-
plished by engaging various gear sets. Auto-
matic transmissions use a different type of
gear set to vary the gear ratio. This type of
gear set is called a planetary gear set.
Planetary gears have an advantage
over sliding gears in that they are con-
stantly engaged. Since they do not go in or
out of engagement, there is no gear clash or
broken teeth. They are called planetary
gears because they resemble the solar sys-
tem in their design. The complete assembly
is a planetary gear set and always contains
three different gears.
 OIL COOLER
(
TRANSMISSION TO REAR LUBE
SUMP
FIGURE 44 - Most vehicles equipped
with automatic transmissions contain
a heat exchanger mounted in the radia-
tor. The transmission fluid is pumped
through the heat exchanger, which
cools the fluid.
1. The middle or inside gear is called
the sun gear.
2. Rotating around the sun gear are the
planet gears, which are held by a
planet carrier. The planet pinions
can rotate inside the planet carrier.
3. The outer gear is called a ring gear.
PINION CARRIER
FIr"';""'R 45 -The three gears of a
pl;~ gear system are the sun
gear, the planet gear, and the ring
gear.
A diagram of a simple planetary' gear
set is shown in Figure 45. Automatic trans-
missions have either three or four planet
pinions in each gear set. These pinions are
mounted on shafts on a pinion carrier,
which allows them to turn either on their
own axes or around the sun gear when the
carrier is free to turn.
Gear ratios are obtained by holding one
gear (such as the sun gear), and driving
another gear (such as the planet gear assem-
bly), causing the third gear (such as the
ring gear) to rotate. Which gear is held and
which is driven can be varied to produce dif-
ferent gear ratios.
A typical reduction situation is shown
in Figure 46. The sun gear is held station-
ary. The ring gear is driven clockwise, as
the arrows indicate. As viewed from the
front, the transmission input shaft turns in
the clockwise direction at a different speed.
Reverse reduction occurs anytime the
pinion carriers are held stationary and
another member is driven. The third
member is driven in reverse and represents
the output. A reverse reduction condition is
shown in FIgure 47, with the input to the
sun gear and the output through the ring
gear.
When any two members of the plane-
tary gear set are locked together, the whole
set is automatically locked up. Then, if any
one member is driven, the complete setwill
turn as a unit, Figure 48.
43
 RING SUN
GEAR GEAR
PLANET PINION CARRIER
PII'IIONS
FIGURE 46 - In this typical gear-
reduction situation, the ring gear turns
clockwise, forcing the planet pinions to
turn clockwise and literally "walk"
around the stationary sun gear. The
reduced-speed, increased-torque output
is from the pinion carrier.
FIGURE 47 - In a typical reverse re-
duction situation, the pinion carriers
are held so that the planet pinions can
only turn on their shafts. Driving the
sun gear clockwise turns the pinions
counterclockwise. The pinions then
make the ring gear also turn
counterclockwise.
In neutral, none of the members are
locked together or held in any way. The en-
gine may be running and the wheels may
be turning, but the gears are just "going
along for the ride."
HOLDING MEMBERS
For a sun gear, planet carrier, or ring
gear to be held stationary, something must .
44
LOCKED
TOGETHER
AND DRIVEN
FI E 48 - In this example, the sun
gear a the ring gear are locked to-
gether. The input shaft is driving the
ring gear, and the output is from the
pinion carriers.
lock it to the transmission case. For a sun
gear, planet carrier, or ring gear to have en-
gine power driven through it, something
must lock it to engine input. This is the job
of holding members.
The most common holding members
used in automatic transmissions are bands
and clutch packs. Figure 49 illustrates a typ-
ical band, and Figure 50 illustrates a clutch
pack.
Clutch packs are used to lock parts of
the planetary gear train to the input shaft,
to the case, or to each other. A clutch pack
is composed of two types of clutch plates,
steel plates and friction material plates.
Figure 51 shows a simple diagram of a
piston-operated clutch. One set of clutch
plates, usually of friction material, is exter-
nally splined to the clutch cylinder drum. A
FIGURE 49 - Shown here is a typical
band used as holding members inside
the transmission.
 EXTERNALLY CLUTCH
SPLINED STEEL PLATES CYLINDER
:\ I
\

c::::::..-
PRESSURE- HUB
c:::;-
- I- - I- f---r"-----i

i:l -

/
/ I
SEALING RING 1/ BACKING PLATE

INTERNALLY
SPLINED FRICTION PLATES

FIGURE 51 -A holding clutch normal-

ly contains two types of clutch plates.
The two types are friction material
plates and steel clutch plates.
FIG URE 50 - Clutch packs, like the
one shown here, are used to lock parts bly in Figure 52 goes together so that the
of the planetary gear train to the input drum, shell, and sun gears are splined to-
shaft, to the case, or to each other. gether. When the band stops the drum, it
also stops the sun gear. Some bands are
second set of plates, usually of steel, is inter- used in more than one gear, and are usually
nally splined to the clutch hub. The plates so named (such as low-reverse band).
are installed alternately, and the clutch The operation of a typical band and
pack is flanked by a hydraulic piston and a servo is shown in Figure 53. The band is
backing plate. tightened around a drum and holds the
drum stationary. Tightening force is ap-
When fluid under pressure is forced in
plied to one end of the band by the servo,
behind the piston, the piston moves to
squeeze the entire clutch pack against the
backing plate. This locks the clutch cylin-
der and hub together. The parts of the gear
train to be locked together are then con-
nected to the hub and the cylinder.
Release springs are provided in the
clutch assemblies to return the piston when
the pressure is released.
Some clutches can work in more than
one gear, and are usually named to reflect DRUM
BAND
this (such as reverse-high clutch).
FIGURE 52 - Transmission holding
Band and Servo Operation
bands are wrapped around the outside
Bands are applied by servos that are hy-> of a clutch drum and are used to lock
draulically activated. Notice how the assem- the drum to the transmission case.

45

RETURN
SPRING
SERVO
RELEASE
PRESSURE APPLY
PRESSURE
FIGURE 53 - The internal compo-
nents ora typical band and servo can
be seen in this cutaway view.
which is either built into the case or bolted
to it. The other end of the band is anchored
to the case.
When the apply side of the servo piston
is pressurized, the band is squeezed around
the drum, holding the drum stationary. A re-
turn spring is provided to release the band
when the pressure is released. Some servos,
however, are released by pressurizing the
opposite side of the piston.
One-Way Clutches
Many automatic transmissions also de-
pend on one-way clutches that lock when
power is applied in one direction, and un-
lock when the power is reversed. On some
transmissions, certain bands and clutches
are used only as backups for the one-way
clutch to provide engine braking when de-
scending long hills. Since the one-way
clutch will overrun when the vehicle is go-
ing downhill, these backup bands or
clutches are engaged to provide engine brak-
ing when the shift lever is moved to manual
second or low. I
TRANSMISSION CONSTRUCTION
Now that you have a basic understand-
ing of how a planetary gear system oper-
ates, let us take a closer look at how this
gear system is used in an automatic trans-
mission. The placement of the planetary
gears in a transmission will vary from man-
ufacturer to manufacturer, but the opera-
tion of the planetary gear system is the
46
same. Cutaway views of a typical automa-
tic transmission are shown in Figure 54.
Even when the gear train is removed
from the transmission case and assembled
on the bench, it's difficult to see the inner
working parts or to study its operation.
Therefore, we will discuss the planetary
gear systems of the gear train as if we were
putting the transmission together. That is,
we will use cutaway views to show how
each unit goes together. Alongside each cut-
away view, where necessary, we will show
the parts d out in their assembly se-
quence. e mk this is the best way to get
acquainted with an automatic transmis-
sion, other than actually taking one apart
yourself. .
To begin our buildup of the gear train,
let us install an input and an output shaft,
Figure 55. The input and output shafts are
obviously not connected to each other. Both
are independently supported. The input
shaft is supported by two bushings in the
stator support. Back-and-forth movement
(end play) of the input shaft is limited by
the input shaft splines bottoming in the con-
verter turbine hub and in the forward
clutch cylinder hub.
A bushing in the transmission main
case supports one end of the output shaft,
and a bushing in the extension housing sup-
ports the other end.
With the input and output shafts prop-
erly supported, we can begin to add gear
train components.
Forward Clutch Assembly
The forward clutch cylinder, Figure 56,
is splined to the input shaft. Notice that
grooves, or teeth, are machined in the in-
side surface of the forward clutch cylinder
to hold externally splined clutch drive
plates. The hub portion (not shown) has
teeth to hold the internally splined driven
plates.
Let us add a sun gear and a planet
carrier to the output shaft, as shown in Fig-
ure 57. We must stress that this buildup pro-
cedure is strictly for teaching purposes. If
we were to continue our buildup in this
manner, we would have to remove more and
more pieces before we could add the next
piece.
 Let us add the forward clutch piston
and plates, Figure 58. Having a forward
clutch that operates, all we have to do to
have a planetary gear connection between
the input and output shafts is to add a hub
and ring gear. We now have a ring gear,
which can be locked to the input shaft, in
mesh with planet gears whose carrier is
splined to the output shaft. The planet
gears are also in mesh with a sun gear,
which is free to turn on the output shaft.
When we add the reverse-and-high
clutch cylinder and the input shell to the
gear train,Figu;re 59, we are approaching a
workable co;mbination. With the forward
clutch applied, engine power can flow to the
ring gear of the front unit. Applying the
reverse-and-high clutch connects power to
the sun gear.
Intermediate Band
To get our gear train to work, we have
to hold the reverse-and-high clutch cylinder.
We have added an intermediate band, Fig-
ure 60, which tightens around the reverse-
and-high clutch cylinder to hold the com-
mon sun gear stationary through the input
shell.
In second gear, the forward clutch and
the intermediate band are applied. Power
from the engine flows from the turbine of
the torque converter to the transmission in-
put shaft, to the forward clutch cylinder,
across the forward clutch plates to the front
planetary unit ring gear hub, and then to
the front unit ring gear. Input power flow
from the engine stops at the front unit ring
gear. The power flows to the transmission
output components from the ring gear.
The ring gear rotates the planet gears
and forces them to walk around the station-
ary sun gear. As the planet gears walk
around, they take the planet carrier with
them and the planet carrier drives the out-
put shaft. You will remember that the
planet carrier is splined to the output shaft ..
The sun gear is prevented from rotating
by the intermediate band, which is applied
to hold the reverse-and-high clutch cylinder.
The reverse-and-high clutch cylinder is
locked to the input shell, and the input shell
is locked to the sun gear. The gearing ar-
rangement in second gear is that of a sim-
ple planetary gear set in reduction. The ring
gear drives, the sun gear is held, and the
load is on the planet gear carrier.
Compound Planetary Gear Set
In our second-gear operation just dis-
cussed, we had half of the sun gear left
over. Weare going to use this to make our
gear train into a compound planetary gear
set. We will add a planet carrier and ring
gear, Figure 61. These additions will give us
two simple planetary gear systems locked
into a compoun system by a common
sun gear.
In the past, many types of planetary ar-
rangements were used by Hydramatic,
Berg-Warner, Ford, Studebaker, Packard,
4
Buick, Chevrolet, and Chrysler. Most of the
more unusual ones had disappeared by
1965.
Planetary systems in modern automo-
biles are of the compound type in that two
planetary gear sets are combined into one
unit. The most common type of compound
gear set is the Simpson gear train; This
gear train is really two gear sets with a com-
mon sun gear. Simpson gear train combina-
tions can be held or driven to produce
various gear ratios. Most modern three-
speed automatic transmissions require at
least two holding members to be applied in
any gear to move the vehicle. Most four-
speed automatics require three holding
members to move.
Reverse Gear
In Figure 62, we have added a low-and-
reverse band to our gear train. We will now
be able to back the vehicle up. In reverse
gear, the reverse-and-high clutch and low-
and-reverse band are applied. Engine power
flows through the torque converter to the
transmission input shaft, to the forward
clutch cylinder, across the reverse-and-high
clutch plates, to the reverse-and-high clutch
cylinder, to the input shell, to the sun gear.
Input power flow ends at the sun gear.
The sun gear rotates the reverse planet
gears, which in turn rotate the reverse ring
gear in a direction opposite to that of the
sun gear rotation. Reversal of direction oc-
curs because the planet carrier is held sta-
tionary by the low-and-reverse cylinder.
47
48
 FORWARD CLUTCH
SUN GEAR DRIVE SHEll
INTERMEDIA TE
LOW-AN"f)-REVERSE CLUTCH SUPPORT
(1-21 CLUTCH
LOW-AND-REVERSE CLUTCH
INTERMEDIATE REACTION CARRIER
OVERRUN BAND 9UTPUT RING GEAR
DIRECT (2 -31 ~['" ~?W-AND-REVE RSE ClU. TCH PI STON
CLUTCH •• "~-l . EXTENSION
':1 ) '-. ~:: HOUSING
;;;,:,~, "" " ~, . SlEEVE-
. ~---~"YOKE SEAL
~ASSEMBlY
~OUTPUT
SHAFT
~~SPEEDOMETER
~ -DRIVE GEAR

SPEEDOMETER
DRIVEN GEAR
GOVERNOR
ASSEMBL Y
io W-AND-REV ERSE
OVERRUN ROllER
INPUT SHAFT
CLUTCH
COO l ER B Y - PAS S
e'~
<;J.g PARKING PAWL
VALVE
PRIMING VALVE
INTERMEDIATE OVERRUN SUN GEAR
ROLLER CLUTCH OUTPUT CAR

INPUT RING

MANUAL SHAFT
STA TOR SHA FT

FIGURE 54 - The location of the planetary gears and other internal components can
*"
~ be seen in these cutaway views of a typical transmission.
 FLYWHEEL HOUSING

EXTENSION HOUSING

FIGURE 55 - The input shaft brings engine power into the transmission. Power
leaves the transmission by way of the output shaft.

PISTON SEAL RING (STEEL)

\ FORWARD
FORWARD PISTON DISC SPRING PRESSURE
CLUTCH CYLINDER PLATE DRIVEN PLATES

FIGURE 56 - The components of a typical forward clutch can be seen in this ex-
ploded view.

FRONT PLANET
CARRIER

SUN GEAR

(I~ ~)@) ~
V OUTPUT SHAFT
FRONT PLANET CARRIER
SUN GEAR JOURNALS

FIGURE 57 - The output shaft has splines on its forward end. A planet gear train
can be mounted to these splines.

50

~~--------------------------"'-.---~-------~-=~-~--~~~- ....
------
 The cylinder is held by the low-and-reverse
FORWARD CLUTCH PISTON AND PLATES
band. Output power flow begins at the re-
verse ring gear, which is splined to the out-
put shaft.

First-Gear Drive
In first-gear drive, we can utilize a one-
way clutch, Figure 63. The one-way clutch
is a relatively simple device. When force is
applied to the inner race in a clockwise di-
rection, the rollers move to the right and al-
FRONT RING GEAR AND HUB
low the inner race to revolve in a clockwise
direction. When a counterclockwise rota-
PRESSURE PRESSURE tional force is applied to the inner race, the
PLATE PLATE
rollers are pushed in a counterclockwise di-
DRIVEN
rection. This squeezes the rollers between
the inner and outer races, locking the races
together, and stops the inner race from re-
volving. The springs tend to hold the rollers
toward the larger ends of their cavities,
where freewheeling takes place. The one-
way-clutch inner roller race is splined to the
low-and-reverse cylinder. The outer roller
4
race is fastened to the transmission case.
In first-gear drive (D1), the forward
clutch and one-way clutch are applied.
Power developed by the engine flows
through the torque converter to the trans-
SNAP RING FORWARD CLUTCH HUB . mission input shaft, to the forward clutch
cylinder, across the forward clutch plates,
to the front-unit ring gear hub, and finally
FIGURE 58 - The forward clutch is to the ring gear, as shown in Figure 64. In-
used to hold various gears of the plane- put power flow stops at the front ring gear.
tary gear system.

SPRING DRIVEN
PLATES PRESSURE
PLATE

~~~~jij;IDI r
~'0\.\JAVA\JAYA\J~O 09
~ =,........--'f'~~. PISTON

SEALS PISTON
RETURN SPRING
SNAP
RING DRIVE
PLATES
SNAP
RING

~{I@110-
SUN GEAR THRUST WASHER NO.5

~NNT:pR~~LG-O EXTERNAL
~' SNAP RING
INPUT SHELL

FIGURE 59 - The reverse-and-high clutch locks the input shaft to the common sun
gear through the input shell.

51
 INTERMEDIATE BAND APPLIED
FORWARD CLUTCH APPLIED

REVERSE-AND-HIGH CLUTCH RELEASED REVERSE-AND-HIGH CLUTCH RELEASED

PISTON STEM
APPLY SIDE LOW-AND-REVERSE DRUM
OF PISTON
REVERSE UNIT PLANET CARRIER

RING GEAR FLANGE

RELEASE PRESSURE
@~Q
REVERSE UNIT RING GEAR SNAP RING

FIG URE 60 - To get the engine power

through the transmission, a band is
added to the exterior of the reverse-
and-high clutch drum. When hydraulic
pressure is applied to the piston, the
band is squeezed around the cylinder,
preventing the cylinder from turning.
The front planet gears are rotated by
the ring gear. The planet carrier, which is
splined to the output shaft, has a tendency
to remain stationary. Because the planet
carrier is not moving, the front planet pin-
ions rotate clockwise and the sun gear ro-
tates counterclockwise. Counterclockwise
rotation of the sun gear causes clockwise ro-
tation of the planet pinions in the reverse
planet carrier. With the low-and-reverse
planet carrier held by the one-way clutch,
the output shaft ring gear is forced by the re-
verse planet pinions to rotate clockwise at a
reduced speed. Output shaft ring gear rota-
tion is transferred to the output shaft be-
cause the ring is splined to the output shaft.
TRANSMISSION OPERATION
Low Gear
Low gear (L on the selector lever) in-
volves both planetary gear sets in what
FIGURE 61 - A compound gear system
has two sets of planetary gears that
have a common sun gear.
could be called a double-reverse reduction.
As shown in Figure 65, input to the forward
unit is reversed to the sun gear, which is the
output. However, it is also the input to the
reverse planetary unit, where a second re-
verse reduction is obtained. The output
shaft ends up turning in the same direction
as the input shaft, with the combined reduc-
tion of the two units.
The forward clutch is applied so that
the input shaft drives the forward unit ring
gear. The forward unit planet carrier is
splined tothe output shaft. Since the output
shaft is turning slower than the input shaft,
the carrier is, in effect, being held. The
planet pinions thus act as idlers, and the
sun gear is driven in reverse, or
counterclockwise.
In the reverse unit, the pinion carrier is
locked to the case. Pinion idler action is
again obtained. The counterclockwise input
of the sun gear is changed to clockwise out-
put ofthe ring gear, which drives the output
shaft.

52
 REVERSE-AND-HIGH CLUTCH APPLIED
other words, the output shaft can overrun
the input. In the low, or L, range, however,
the low-and-reverse band prevents the car-
rier from turning either way, thus providing
engine braking.

Intermediate, or Second, Gear

Second-gear reduction in drive, or the 2
range on the selector lever, takes place in
the forward planetary gear set. The reverse
unit is not involved; it just "goes along for
the ride."
As shown in Figure 66, the forward
clutch is applied and drives the forward
unit ring gear. The sun gear is locked to the
SERVO PISTON case by the intermediate band. As the ring
gear turns, it causes the planet pinions to
"walk" around the sun gear. The pinion car-
rier, which is splined to the output shaft, is
PISTON STEM driven clockwise at reduced speed.

LOW-AND-REVERSE
FIGURE 62 - The low-and-reverse
band fits around the outside of the low-
and-reverse cylinder.
In Dl range, the reverse unit pinion
carrier is held in one direction only by a
one-way clutch. This arrangement lets the
transmission freewheel in first gear. In
BAND
High Gear
In high gear, the forward planetary
unit is locked up by applying two clutches,
as shown in Figure 67. The reverse-and-
high clutch locks the sun gear to the input
shaft through the input shell. The forward
clutch locks the forward ring gear to the in-
put shaft. With two of its members locked to
the input shaft, the forward unit must re-
volve as a solid part. Since the output shaft

OUTER RACE
INNER RACE (BOLTED TO CASE)
(SPLINED TO.LOW-
AND-REVERSE DRUM)
SNAP ROLLER-B
RING
LOW-AND-
REVERSE CLUTCH

SPRING

f~.f1
~ ASSEMBLY

~ .•.•, I '
;:.. ,
SPRING
ASSEMBLY ROLLERS /
DIRECTION OF ROTATION IN
SECOND AND HIGH GEARS BUSHING
SNAP RING

FIGURE 63 - The components of a typical one-way clutch can be seen in this ex-
ploded view.

53

FORWARD CLUTCH APPLIED
ONE-WAY CLUTCH HOLDING REVERSE
PLANET CARRIER AGAINST ROTATION
FIGURE '64 - In first-gear drive (Dl),
the one-uiav clutch is used. The power
flow through a typical transmission in
first-gear drive is shown by the arrows
in this illustration.
THE FORWAR'D CLUTCH IS APPLIED. THE FRONT
PLANETARY UNIT RING GEAR IS LOCKED TO THE
INPUT SHAFT.
THE LOW-AND-REVERSE ••
BAND (LOW RANGE) OR
THE ONE-WAY CLUTCH (01 RANGE) IS HOLDING
THE REVERSE UNIT PLANET CARRIER
STATIONARY.
FIGURE 65 - This is a cutaway view
showing the operation of the planetary
gears of a typical transmission operat-
ing in low gear.
is splined to the forward planet carrier, this
shaft, too, turns with the planetary unit.
Though the reverse planetary unit is
not really involved, it "gets in the spin,"
too. Since the sun gear is turning with the
output shaft and the reverse ring gear is
splined to the output shaft, the reverse
planetary unit is also locked up.
Reverse Gear
Reverse gear is handled by the reverse
planetary unit, as shown in Figure 68.
54
THE INTERMEDIATE BAND IS APPLIED. THE
REVERSE-AND-HIGH CLl:ITCH DRUM, THE IN-
PUT SHELL, AND THE SUN GEAR ARE HELD
STATIONARY.
t
THE FORWARD CLUTCH IS APPLIED. THE FRONT
PLANETARY UNIT RING GEAR IS LOCKED TO THE
INPUT SHAFT.
FIGURE 66 - In second gear, the in-
termediate band is applied and the sun
gear is held stationary. This changes
the gear reduction to the output shaft.
BOTH THE FORWARD CLUTCH AND THE
REVERSE-AND-HIGH CLU:rCH ARE APPLIED. ALL
PLANETARY GEAR MEMBERS ARE LOCKED TO
EACH OTHER AND TO THE OUTPUT SHAFT.
FIGURE 67 - The whole assembly is
normally combined as a single unit in
high gear. The gear ratio in the exam-
ple is 1 to 1.
The reverse unit planet carrier is locked
to the case by the low-and-reverse band.
The reverse-and-high clutch is applied, and
drives the sun gear clockwise. The planet
pinions act as idlers again and drive the
ring gear counterclockwise. The ring gear is
splined to the output shaft, which also must
turn counterclockwise.
When the transmission selector lever is
placed in the neutral or park position, the
forward clutch and the reverse-and-high
clutch are released. Power cannot reach the
output shaft at this time.

THE REVERSE-AND-HIGH CLUTCH IS APPLIED
DRIVES THE SUN GEAR CLOCKWISE.
Park
AND
When the transmission is shifted into
park, the transmission is in the same config-
uration as it is in neutral. The difference be-
tween park and neutral is that in park a
lever, called a parking pawl, is used to lock
the output shaft. This prevents the vehicle
from moving anytime the vehicle is in park.
This system, along with the emergency
brake, is responsible for keeping the vehicle

THE LOW-AND-REVERSE
••
BAND IS HOLDING
stationary while it is unattended .
THE REVERSE UNIT PLANET CARRIER
STATIONARY. TRANSAXLES

FIGURE 68 - In reverse gear, the Automatic transaxles perform the same

reverse-and-high clutch and the low- basic functions as manual transaxles. The
and-reverse band are applied. The sun main difference between a manual and auto-
gear rotates the reverse planet gears, matic trans axle is in the transmission com-
which, in turn, rotate the reverse ring ponents. The differential unit is identical to
gear in the direction opposite that of that in a manual transaxle.
the sun gear. An automatic trans axle operates in the
same manner as an automatic rear-wheel-
A summary of the clutch and band ap- drive transmission. In fact, many of the in-
plications for a typical automatic transmis- ternal components are interchangeable.
sion is given in Figure 69. The major difference between the rear-
wheel-drive transmission and the trans axle
is in the layout of the internal components.
In an automatic transaxle, the torque con-
Band and Clutch Applications
verter and pump assembly are mounted to
the back of the engine, just like a rear-
Gear Clutch Band Gear
Applied Applied Ratio wheel-drive transmission.
Neutral None None None But, unlike a rear-wheel-drive transmis-
*Low
sion, where the gear train is mounted di-
First Forward 2.46:1 rectly behind the converter and pump, the
and reverse
gear train of a trans axle is mounted along-
Intermediate
Second Forward 1.46:1 side of the converter and pump, as shown in
band
Figure 70. A trans axle unit uses either a
Forward
chain and set of sprockets or a set of spur
High (third) and reverse None 1.00:1
and high
gears, Figure 71, to transfer the power from
the converter to the gear train. The valve
Reverse and Low and
Reverse 2.20:1 body and fluid reservoir are located under
high reverse
the torque converter and pump assembly.
*In first-gear drive range, the reverse planet The operation of the components is the
carrier is held against rotation by the one-way
same as in a rear-wheel-drive automatic
clutch.
transmission.
FIGURE 69 -Here is a summary of the
band and clutch applications for the Operation
different gear positions of a typical au- The operation of an automatic trans-
tomatic transmission. Of course, all au- axle unit is basically the same as that of a
tomatics do not have these same gear rear-wheel-drive automatic transmission. In
ratios. The exact ratio will depend on a trans axle unit, the torque converter is
the vehicle manufacturer's decision on mounted to the engine flywheel. The im-
how to obtain the best performance peller shaft from the torque converter is
and fuel economy. then used to drive the pump assembly. At

55
 this point, the power from the impeller
shaft must be transferred to the gear train,
which is mounted alongside. As mentioned
previously, a chain-and-sprocket set or a
spur gear set is used to transfer this power.
This links the impeller shaft to the input
shaft of the gear train. ~
The gear train, which contains the
planetary gears, holding clutches, and
bands, is identical to that used in an auto-
matic rear-wheel-drive transmission. The op-
eration of the gear train is also identical.
The output of the gear train is used to drive
RIGHT the differential unit, which in turn drives
LEFT OUTPUT GEAR OUTPUT the wheels of the vehicle.
SHAFT TRAIN SHAFT

FIGURE 70 - In a typical automatic

trans axle unit, the gear train is mount-
ed alongside the torque converter and
pump.

-: FIGURE 71 - Transaxle units often

contain spur gears to transfer the pow-
er from the converter to the gear train.

56