CHAPTER V

AUTOMATIC TRANSMISSION

Introduction: An automatic gearbox provides simplified and improved gear shifting. The
entire ranges of gears are operated automatically as per the pre-selected s range. It is difficult to
make the correct choice of ratio for each and every condition. Moreover automatic
transmissions offer safer and more enjoyable driving. A transmissions or transaxles use a
torque converter, clutch and bands, and a hydraulic system to transmit engine power to the
drive wheels. A manually operated shift lever allows the driver to select the drive range
desired. Up shifts and downshifts occurs automatically. Automatic shifting may be computer
controlled or hydraulically controlled. The automatic transaxle contains a final drive gear and
differential unit which are not included in automatic transmissions. Automatic transaxles are
used in front wheel drive cars. Automatic transmissions are used in rear wheel drive cars.
Automatic control systems are usually based on propeller shaft speed, which is related to roads
speed, and on the engine throttle position, which gives an indication of the load on the engine.
The response to speed is usually given by a mechanical governor driven from the gearbox
output shaft. As the throttle position is a fair indication of the load on the engine the governor
movement is modified by placing a spring in the linkage in such a way that when the throttle is
open, the spring tension is increased and resists the movements of the governor. On the other
hand, when the throttle is not fully open there is less load on the spring and the governor has
greater freedom to act.
Functions of Automatic transmission / transaxle:
The functions of an automatic transmission or transaxles are:
1) To provide several gear ratios (power and speed combinations) to allow the driver to
obtain the acceleration and fuel economy desired.
2) To provide a reverse gear to move the car backward.
3) To provide the means for the driver to select the gear operating range desired for all
operating conditions.
4) To provide automatic up shifts and downshifts as required by operating conditions.

Automatic transmissions are used in rear wheel drive and four wheel drive vehicles with the
engine mounted longitudinally in front. Automatic transaxles are used in front wheel drive and
all wheel drive vehicles with the engine in front and in some central engine and rear engine
rear wheel drive cars.

Advantages of Automatic transmissions:

1) It reduces drivers fatigue by eliminating the necessity of clutch operation and constant
shifting of gears.
2) It automatically and smoothly shifts gears at speeds appropriate to the driving
conditions, thus relieving the driver of the need to master difficult and troublesome
driving techniques such clutch operation.
3) It prevents the engine and driveline from becoming overloaded, because it connects
them hydraulically rather than mechanically.

Components of Automatic transmission:

The major components of an automatic transmission are very similar and operate on the same
principles. The major difference is that the automatic transaxle incorporates a final drive gear
reduction and differential unit into the assembly. The following are major components of a
typical automatic transmission.
 2

Torque converter: Hydraulic fluid coupling that transmits and multiplies torque from the
engine to the transmission or transaxle input shaft. The converter cover drives the hydraulic
pump.
Hydraulic pump: Circulates and pressurizes Automatic Transmission Fluid (ATF) to operate
clutches, bands, and valves in transmission.
Clutch pistons and cylinders: Hydraulic actuators that operate clutches.
Clutches (driving type): Hydraulically operated to connect or disconnect planetary gear
components to input shaft.
Clutches (holding type): Hydraulically operated to hold (prevent from turning) or release
planetary gear components by connecting or disconnecting them from the transmission or the
transaxle case.
Bands: operated by hydraulic servos, they can hold (prevent from turning) or release (allow to
turn planetary gear components.
Servo: Hydraulic cylinder and piston applies and releases bands.
Valve body: Contains hydraulic control valves that are operated by the shift lever, hydraulic
pressure, and electronically controlled solenoids. Valves control fluid flow to clutches arid
servos.
Planetary gears: Transmit torque to output shaft. Provide several gear ratios and reverse.
Automatic transmission fluid (ATF): Transmits torque from torque converter impeller to torque
converter turbine. Operates clutches, servos, and valves, provides lubrication and cooling to
transaxle and transmission components.

CONSTRUCTIONAL DETAILS OF AUTOMATIC TRANSMISSION COMPONENTS

HYDRAULIC PUMPS:
 3

The hydraulic pump is the source of fluid flow and operating pressure. Fluid flow is needed to
lubricate and cool internal pans. Hydraulic pressure is needed to operate transmission /
transaxle pumps operate on the same basic principle. Rotation of the pump drive member
creates expanding intake chambers and contracting outlet chambers. The pump intake is
connected to the fluid reservoir through a filter or screen. The pump outlet is connected to the
transmission / transaxle hydraulic system. The intake outlet chambers are isolated from each
other to prevent backflow from outlet chambers to the-inlet chambers. Filtered oil is drawn into
the pump intake and forced .out of the pump outlet On the rear wheel drive vehicles with the
engine in the front, the pump is driven by flats or notches on the torque converter hub. These
fiats or notches fit into the pump drive member. On front wheel drive transaxles, a pump drive
shaft is used. One end of the shaft is splined to the center of the torque converter cover. The
other end fits into the pump drive member. Gear pumps, rotors pumps and variable
displacement vane pumps are used for this purpose.
Variable displacement vane pump: Such pumps vary the output to meet the changing
requirements of the transmission / transaxle. It provides a large volume of fluid when required
(as required in large speed operation) and reduces output when demands are low (as when
operating at high speeds). This reduces the load on the engine at higher speeds and reduces fuel
consumption.
The pump consists of a drive rotor with vane positioned radially around the outer
circumference. The vanes are positioned in slots and are able to slide in and out. This assembly
fits inside a circular oil pump slide. The slide is able to move in relation to the rotor and can
change the size of the intake and outlet areas of the pump. The slide is held in the maximum off
center position by a priming spring at the startup. As the rotor turns, the area between the vanes
is increased at the pump intake, creating a low pressure area. Atmospheric pressure forces fluid
from the reservoir into the area between the vanes. The fluid is carried around to the pump
outlet area where the vanes are pushed back into their slots due to the reduced clearance
between the slide and the rotor. During maximum pump output, this forces the fluid out of the
pump outlet and into the hydraulic System. Fluid pressure from the pressure regulator valve is
directed to the back of the oil pump slide. This moves the slide to a more centered position
over the pump rotor. Slide position is balanced between spring pressure on one side and
hydraulic pressure on the other. The more centralized position on the slide reduces the
difference in space between the vanes in the inlet and outlet areas of the pump, thereby
reducing the pump output.
Some hydraulic pumps are designed with several pressure regulators and flow control valves
incorporated into the pump body. This may include the main pressure regulator valve,
converter regulator valve, converter clutch control valve, and reverse boost valve. Oil passages
in the pump body connect these valves to passages in the transmission / transaxle case or to the
main control valve body.
Pressure regulator valve: A pressure regulator valve controls maximum system pressure (line
pressure) and usually also torque converter, lubrication and cooling circuit pressures. As
pressure builds up in the system, the spool type of pressure regulator valve is forced back
against spring pressure. When pressure reaches a predetermined maximum (determined by
spring pressure), the valve moves far enough to allow some fluid to bypass and return to the
sump. The torque converter control valve controls pressure to the torque converter.
Throttle valve:
The throttle valve is operated mechanically through the accelerator linkage or vacuum operated
by a vacuum diaphragm modulator connected to intake manifold vacuum. In either case, the
throttle valve modifies line pressure to produce throttle pressure. The valve of throttle pressure
is directly proportional to the carburetor throttle opening in the linkage operated model and
directly proportional to the level of intake manifold vacuum in the case of the of the vacuum
modulator operated throttle valve. As the throttle opening increases, throttle pressure increases.
 4

Throttle pressure is directed at one end of the first to second and second to third shift valves
and is a force that tries to keep these valves in the downshift position Throttle pressure is aided
by spring pressure in both shift valves.

The engine torque message to the transmission throttle valve assembly control is relayed by
several methods:
Manifold vacuum control
Mechanical linkage control
Mechanical cable control
Combined mechanical linkage and cable control
The function of the vacuum unit is to respond to instant changes in manifold vacuum and
convert the manifold vacuum signal to a proper spring force on the throttle valve. To balance
the valve action against the spring force, an exhaust port is provided at the valve to bleed off
excess pressure. The exact spring force working against the throttle valve is determined by the
atmospheric pressure and manifold vacuum working on opposite sides of a flexible diaphragm.
With the spring located in the airtight vacuum chamber, manifold vacuum acts to decrease the
effective spring force and reduce throttle pressure. The atmospheric pressure flexes the
diaphragm against the spring force. At engine idle, the throttle pressure is at zero or close to
zero.
When the engine is under load the vacuum drops, offsetting the atmospheric pressure. This
permits a higher effective diaphragm force to the left, causing an increase in throttle pressure.
Throttle pressure usually peaks below 3-inch of vacuum. In this range, it is equal to full
mainline pressure unless a limit valve is used to either cap the mainline feed to the throttle
valve or cap the maximum TV output. (Throttle pressure is usually abbreviated as TV
pressure.) The regulated throttle oil output is inversely proportional to the manifold vacuum.
High engine vacuum produces a low throttle oil pressure, and low vacuum causes a high
throttle oil pressure.
The vacuum throttle unit just described is generally referred to as a vacuum modulator control
unit. It is non-compensated for the effects that high altitudes have on its operation. With an
increase in altitude, atmospheric pressure, as well as the engine manifold pressure (vacuum), is
lower.
To compensate for the high-altitude effect, an altitude-compensated vacuum diaphragm is used
for some transmissions. This unit incorporates an evacuated spring bellows that is sensitive to
barometric pressure. The left side is anchored to a rigid backing plate and the other end to the
 5

flexible diaphragm. A box frame that works through two openings in the backing plate relays
the spring force to the pushrod.
Governor valve
Governor is a device that senses vehicle speed and generates a hydraulic oil pressure. As
vehicle speed increases, governor oil pressure rises.

Figure shows a case-mounted governor assembly. When the transmission output shaft drives
the governor assembly, the governor weights fly outward and exert a centrifugal force on the
governor valve. Drive oil, which is actually regulated mainline oil from the manual valve,
feeds the governor valve until sufficient reaction pressure buildup on top of the valve balances
the centrifugal force of the weights.
The governor valve provides a modified line pressure known as governor pressure in direct
proportion to vehicle road speed. As vehicle speed increases, governor pressure also increases.
Governor pressure is directed to the shill valves in opposition to the throttle pressure acting on
the shift valves. When Vehicle speed has reached a point where the governor pressure acting on
the shift valve is greater than throttle pressure, the spring pressure acting on the shift valve, an
up shift takes place. On electronically controlled transmissions / transaxles, the vehicle speed
sensor provides speed signal to the computer. A hydraulic governor is not needed.
The greater the vehicle speed, the greater the centrifugal force of the weights, and hence the
greater the governor pres sure necessary to balance the centrifugal force. Eventually, vehicle
speed reaches a point at which the governor valve cannot balance itself against the centrifugal
force of the weights. When this happens, the governor valve is permanently in the open
position, and governor pressure equals the mainline supply pressure.
 6

Centrifugal force: The outward pull of a rotating object, away from the center of revolution.
Centrifugal force increases with the speed of rotation.

The governor weight assembly is made up of two sets of weights, primary and secondary, plus
two springs. These parts are combined to produce a two-stage output curve. The primary
(heavy) and secondary (light) weights have their own independent action. The primary
weights, however, are arranged to work together initially with the secondary weights. The
springs hold the secondary weights against the primary weights. The weights are arranged so
that the lighter secondary weights act directly on the regulating valve.
At low speeds, the heavy mass is needed to generate regulated governor oil for the 1-2 shift.
The weights move in and out together as the governor valve regulates. Since the centrifugal
force of a rotating mass increases by the square of the speed, it becomes difficult to schedule a
2-3 shift with good spacing.

Shift valves:

On non-electronic transmissions and transaxles, the shifts valves respond to governor pressure
and throttle pressure to provide the automatic up shifts and downshifts at the desired speeds.
 7

These valves are simply on/off valves controlling the flow of line pressure to the first to
second, second to third and third to fourth shift circuits.
There are three kinds of downshifts possible:
1) Coasting downshift
2) Forced / kick down downshift
3) Manual lever selected downshift.
In a coasting downshift, throttle pressure is reduced, allowing the transmission to remain in the
higher range until road speed has dropped sufficiently to cause enough drop in governor
pressure to occur and allow the springs to cause the shift valves to downshift. This occurs at
low road speeds.
In a forced downshift, the accelerator pedal is suddenly depressed. This causes a sudden rise in
throttle pressure, and if road speed is not too high, a forced downshift will occur. Forced
downshifts or kick down can occur from fourth to third, third to second, second to first, or from
fourth or third to first,, depending on transmission design, selector lever position, road speed
and degree of throttle depression. If the road speed is high enough, forced downshift is not
possible. Most transmissions provide for two types of forced downshifts: part throttle or full
throttle downshift.
A manual selector lever downshift is also possible. This occurs when the driver moves the
selector lever to the next lower shift lever position. This result in the manual valve being
moved and directing hydraulic pressure to the appropriate clutches and bands. A manual lever
selected downshift should not be attempted unless recommended by the vehicle manufacturer.

Multiple disc clutch:

Multi-disc clutches are used in automatic transmissions and transaxles to:
1) Connect planetary gear members to the input shaft.
2) Lock planetary gear members to the case to prevent them from turning.
3) Lock the torque converter unit.
 8

The multiple-disc clutch is the favored clutch unit used in automatic transmissions. It offers the
following features:
Multiple discs give the clutch a sufficient area of frictional or torque-holding capacity
in an overall small diameter drum. The number of contacting surfaces is a factor in
determining holding torque.
Unlike bands, disc clutches can easily be used as rotating engagement members.
Once the proper running clearance has been established during factory or field service
assembly, there is no adjustment requirement for wear.
The disc clutch can be used as a reaction or holding member by connecting a planetary
component to the case ground. It performs the same function as a band. The low-
reverse clutch used in a variety of transmission designs is a classic example. The clutch
connects the rear planet carrier to the case.
A typical rotating clutch drive unit is made up of the following components and is illustrated in
Figure.
o Friction plates or drive discs with internal splines that fit on a torque-
transmitting hub.
o Steel discs or plates that mate with the friction plates. The external drive lugs of
the steel plates fit into a torque- transmitting drum or cylinder.
o A reaction or pressure plate at the end of the clutch pack.
o A hydraulic apply piston to engage the clutch pack.
o A spring-loaded piston release.
o A retainer or drum that houses the complete assembly.
When the piston is applied, it squeezes the clutch pack together against the pressure plate and
snap ring. The snap ring fits in front of the pressure plate and into a snap-ring groove in the
clutch drum.
To return or release a clutch piston, several spring designs are used:
o A large single coil spring
o A series of small coil spring
o A Belleville or disc spring
Notice the cross-sectional view of the disc spring in the front clutch shown in Figure. The
spring acts as a lever arm to gain additional apply force as it moves about the pivot ring, or
fulcrum point, of the inner pressure plate. This arrangement requires the piston to take a longer
apply stroke, which results in cushioning the clutch apply. Some clutch units may use a steel-
waved plate or waved snap ring to cushion the clutch apply.
In rotating clutch units, a problem usually arises when the clutch is not engaged. With the
clutch OFF, the clutch drum or housing still spins. As a matter of fact, the spin-up may be at an
overdrive speed. The high-speed rotation could create sufficient centrifugal force in the
residual or remaining oil in the clutch apply cylinder to partially engage the clutch. This creates
an unwanted drag between the clutch plates. To prevent this problem, a centrifugal check ball
relief is built into the clutch drum or clutch piston.
The steel check ball operates in a cavity with a check ball seat. A small hole or orifice is tapped
from the seat for pressure relief. In the clutch drum example, when the clutch unit is applied,
oil pressure holds the ball on its seat and blocks the orifice. In the released position, the
centrifugal force created by the rotating clutch drum moves the ball off its seat, allowing the
residual oil behind the clutch piston to be discharged.

Bands and Servos:

A servo unit provides the method of application and disengagement of bands. The band is
energized hydraulically by the piston force acting on one end of the band while the other end is
 9

anchored to the transmission case and absorbs the reaction force of the gear ratio. The servo
unit consists of a piston in a cylinder and a piston return spring. It may be a separate cylinder
assembly bolted to the transmission case, or the cylinder can be designed as an integral part of
the case. Through suitable linkage and lever action, the servo is connected to the band it
operates. The servo force acts directly on the end of the band with an apply pin or through a
lever arrangement that provides a multiplying force.

Servo and band arrangement for single acting and double acting type
The servo unit band application must rigidly hold and ground a planetary gear member to the
transmission case for forward or reverse reduction. To assist the hydraulic and mechanical
apply forces, the servo and band anchor are positioned in the transmission to take advantage of
the drum rotation. When the band is applied, it becomes self- energized and wraps itself around
the drum in the same direction as drum rotation. This self-energizing effect reduces the force
that the servo must produce to hold the band. The principle is the same one used to describe the
action of self-energized drum brakes.
To release the servo apply action on the band, the servo apply oil is exhausted from the circuit
or a servo release oil is introduced on the servo piston that opposes the apply oil. The servo
piston shown in Figure is in the apply position. When servo release oil is introduced on a 2-3
shift, the hydraulic mainline pressure acting on the top side of the piston plus the servo return
spring will overcome the servo apply oil and move the piston downward.
Band Design
Band designs in automatic transmissions use a flexible contracting band and are classified as
single wrap or double wrap. The double wrap offers the advantage of having the greater
holding force should the drum rotation provide for a self-energizing effect. The composition of
the friction lining is either semi-metallic or organic. The semi-metallic materials can withstand
high unit pressures but have a tendency to scrape away the drum surface. Semi-metallic
applications, therefore, are limited to conditions that require a high static torque and a
minimum of dynamic service. This explains why the semi-metallic band is usually confined to
use as a reverse band. A favored organic material is paper pulp-based or cellulose-based
compound, which is a soft material that has very little wear effect on a drum and shows better
uniform contact to the drum surface. Grooving of the friction surface provides for a controlled
escape of fluid and vapor during engagement.
 10

Controls in automatic transmissions:

The various gear trains in the transmission are brought into use by engaging clutches and
applying brake bands. The effort required to activate these components is supplied by the
engine oil pump, which is made large enough to accept these tasks in addition to the primary
one of supplying lubricant to the engine, converter and transmission running gear. To ensure
that each component receives oil at the correct pressure when required, the system has a
spring-loaded regulator and relief valves. Successful operation of these and other valves
requires components with very fine clearances, and to protect these parts an adequate filtration
system is necessary.
Hydraulic rams are used to apply the brake bands and force the clutch plates together. In the
reverse clutch there is an additional ram, which comes into use to apply extra force to the
clutch plates, as the torque to be handled in reverse may be as much as five times what it is in
top gear.
 11

Provision is made for both hand and automatic control. The manual control is by means of a
shuttle valve connected by cable to the control lever so that the oil is directed to the required
combination of clutches and brake bands. In the earlier versions of the t there were seven
possible positions for the control lever PRND 123. Now a day, oftenly five positions are
available PRNDL. Position D gives automatic control over the forward ratios.
When the automatic drive is in use the shuttle valve attached to the control lever directs oil to
the governor valve, the position of which dictates the components to be activated. A
mechanical ball type governor driven by the gearbox out put shaft, and therefore running at a
speed related to that of the vehicle, determines the position of the shuttle inside the governor
valve. The action of the governor is modified by the linking it to the throttle to give control
based on speed and on engine load. The valve position depends on the balance struck between
the force set up by the governor and that provided by a spring in the e throttle linkage. When
the pedal is moved beyond the full throttle position the spring is overcome and the valve is
moved to a position giving an immediate change to the next lower gear.

Construction and operation of Hydromatic gear system

The hydromatic transmission consists of three sets of constant mesh helical planetary gears
placed in series. Two planetary near sets provide the four forward gear changes, while another
is used for the reverse. The fluid flywheel acts to cushion the impact of the automatic shifts as
well as to reduce the torque reactions of the engine.
I gear: engine flywheel-torus cover- I internal gear- I planet cage-intermediate shaft-impeller-
sun gear-planet cage-output shaft
II gear: flywheel-torus cover-front unit direct drive-intermediate shaft-impeller-turbine-II sun
gear- planet cage-output shaft
 12

III gear: engine flywheel-torus cover-I internal gear-I planet cage-intermediate shaft-impeller-
turbine- rear direct drive-output shaft.
IV gear: flywheel-torus cover-front unit direct drive-intermediate shaft-impeller-turbine-rear
direct drive-output shaft.
Reverse gear: engine flywheel-torus cover-I internal gear-I planet cage-intermediate shaft-
impeller- turbine-rear direct drive-II planet cage-III sun gear-III planet-III internal gear-out put
shaft
Neutral: all clutches and bands released.
The planetary gear sets of the automatic transmission are placed in series so that power may be
transmitted through either or both of the sets to produce any of the forward speeds or reverse. A
centrifugal governor incorporated in the transmission selects the proper gear for each speed and
throttle position. The change from one gear to another is accomplished through hydraulically
operated pistons, some cases assisted by springs, which control brake bands on the planetary
gear sets and clutches with the planetary unit. The speed at which the various shifts occur is
governed by throttle position as well by the centrifugal governor so that as the throttle is
opened, the gear shift at higher and higher speeds. This feature permits maximum power and
acceleration when most needed.
In the front unit of the system, the internal gear is driven by shaft linkage to a torus cover that
is bolted to the engine flywheel. This cover also encloses the fluid flywheel that is part of the
gear train. The sun gear is attached to a drum that is surrounded by a brake band, for locking
purpose when the front unit is used for gear reduction. This makes the planet carrier as the
driven member when the sun gear is held stationary with the internal gear as the driving
member. The planet cage is splined to a hollow intermediate shaft, whose front section
connects with the driving member (impeller) of the fluid flywheel. The rear section of the
hollow shaft is splined to the clutch hub of the rear unit. When t planet cage receives the power
from the internal gear of the front unit, it transmits it forward through the intermediate shaft to
the impeller of the fluid flywheel. There it is transmitted to the driven member (turbine), which
is splined to the main shaft, which turns inside the intermediate shaft and transmits power
rearward to the sun gear of the rear unit. In the rear unit the internal gear is fastened to a drum
and brake hand assembly for locking it when the unit is in reduction. The sun gear is the
driving member (receiving its power from the main shaft) and the planet cage is the driven
when the internal gear is held stationary. Both units contain hydraulically operate multiplate
disc clutches for locking various gears to when the units are in direct drive. In the front set the
clutch can lock the planet cage and the sun gear: in the rear unit the clutch connects the rear
section of the intermediate shaft when it is applied.
First gear: In this gear b the brake bands are applied to hold the drums stationary, which keeps
both the units in reduction to obtain maximum gear ratio. When the sun gear of the front unit is
locked, the power is transmitted from the flywheel to the torus cover, from there to the internal
gear; to the planet cane which runs around the stationary sun gear at a reduced speed. The cage
transmits the power to the impeller of the flywheel by means of the front section of the
intermediate shaft. From the turbine the power is transmitted to the sun gear of the rear unit
through the main shaft.. In the rear unit planet cage is driven by the sun gear which in turn
drives the out put shaft. The gear reduction obtained in first gear is the product of front unit
reduction and rear unit reduction. (If front unit is having a reduction of 1.45: 1 and rear unit is
having reduction of 2.63:1 then the first gear reduction is 1.45x2.63=3.82: 1)
Second gear: In this gear the front brake band is released and front clutch is applied to place
the front unit in direct drive. The power is transmitted from the flywheel to the torus cover
bolted to the front unit. From the front unit it is transmitted directly to the impeller through the
intermediate shaft. The power from the turbine of the fluid flywheel is transmitted to the sun
 13

gear of the rear unit. Since the rear unit remains in reduction by the application of band similar
to the first gear application. Hence the reduction achieved here is only the reduction of rear
unit. (For the given example only 2.63:1)
Third gear: During this period the front clutch is released and band is applied, placing the
front unit back in reduction. At the same time the rear unit is kept in direct drive by engaging
the clutch and releasing the band. This provides reduction that is equal to the reduction of only
front unit (Which is 1.45:1 as per the given example)
Fourth gear: In this the controls locks the clutch of the front unit and releases its band shifting
it into direct drive, leaving the rear unit in direct drive. The power is then transmitted through
the two units without any reduction and thereby providing direct transmission to the output
shaft. (Direct drive of 1:1)
Reverse gear: To obtain the reverse gear a third set of planetary gears is used in conjunction
with rear unit. This reverse unit consists of a sun gear fastened to the internal gear of the rear
unit; internal gear is splined to the output shaft. In all forward speeds the reverse unit turns
freely and transmits no power since none of the gears are locked. When the selector lever is
placed in reverse position the rear unit planet cage is locked placing the third unit in reduction.
During this period the front unit is in reduction and rear unit is in direct drive. Hence the
reduction obtained is the product of front unit reduction and reverse unit reduction (If the front
unit reduction is 1.45:1 and reverse unit reduction is 2.966:1 then the reverse gear reduction is
4.3: 1)
Neutral: In this position the control release front band and clutch and releases the rear clutch.
This action completely disengages the flywheel from the output shaft so that no power is
transmitted.

Four speed automatic transmission system:

The working of four speed automatic transmission at different gear position is described below:
Neutral: When the engine is not running, there is no oil pressure present both in the clutches
and the front band being released by spring action. The rear band is applied by the spring
action. With the selector lever is the neutral position and with the engine running, oil pressure
is directed by the manual valve to release the rear band. With both bands and clutches released,
power can be transmitted.
First speed: When the selector lever is moved to the drive position, the manual valve shuts off
the oil pressure that was releasing the rear band and directs pre to apply the front band. This
places both units in reduction for first speed. Oil pressure is also sent to the governor, to the
shifter valves, to the throttle valve and to the compensator valve.
Second speed: As the throttle is opened the vehicle moves forward in first speed. Compensator
pressure is sent to each servo to increase the pressure on the bands in proportion to the throttle
opening. The throttle valve assembly produces a variable pressure that is related to throttle
opening which goes to the regulator plug of the 1-2 shifter valve. As the vehicle gains speed,
governor pressure increases to a value great enough to force the governor plug to move the 1-2
shifter valve against the action of the throttle pressure and the shifter valve spring. The
movement of the shifter valve opens a port which allows main line pump pressure to flow to
the front servo-release port to release the front band and to the front clutch to apply the clutch.
This places the front unit in direct drive leaving the rear unit in reduction, which is the gear
system for second speed. If the throttle is opened more than one-third, throttle pressure is great
enough to move the regulator plug, allowing throttle pressure to act directly against the shifter
valve. This modulated throttle pressure holds the shifter valve closed until a greater governor
pressure can force it open. This will cause the shift to second gear to take place at a higher
vehicle speed on an open throttle than at a light throttle. The shift to second takes place at
different vehicle speeds on light throttle and wide-open throttle depending on the model.
 14

First speed

Second speed
 15

Third speed

Third speed: As the vehicle gains speed, the increased governor pressure becomes great enough
to move the 2-3 shifter valve against the variable throttle pressure at the regulator plug and
spring force, or at wide throttle opening against modulated throttle pressure. The movement of
the 2-3 shifter valve directs main line pressure to the rear unit to release the band and apply the
clutch and to the double transition valve. The movement of this latter valve cuts off the
pressure to the front unit clutch and front band release, which action changes the front unit
from direct drive to reduction. With the rear unit in direct drive and the front unit in reduction,
the transmission is in third speed.

Fourth speed
 16

Manual lever in Lo range

4-3 downshift (forced)

 17

Fourth speed: Direct drive is attained when the vehicle speed is high enough to produce a
governor pressure that will move the 3-4 shifter valve through the governor plug, against the
action of the spring and the throttle pressure acting against the shifter valve. The movement of
the 3-4 valve sends main-un pressure to another face of the double transition valve which shifts
so as to direct pressure to release the front band and apply the front clutch. This places the front
unit in direct drive. With the rear unit remaining in direct drive, the transmission is now in
fourth speed.
Reverse: This shift is made when the selector lever is moved to the reverse position. This
causes a mechanical linkage to move the anchor pin. It also moves the manual valve so as to
direct oil pressure to apply the front band and release the rear band. This places the front unit in
reduction and permits the rear unit to act in conjunction with the reverse unit. The manual
valve also shuts off the oil supply to the governor so that no upshift can take place in reverse
gear.
Low range: To prevent the transmission from shifting above second speed and to make the
shift from first to second at a higher vehicle speed than in drive range, the control lever is
moved to the low position. This gear is particularly designed when descending steep hills in
order to utilize the braking effect of the engine. It is also helpful in pulling out of mud or snow
or in ascending very steep inclines. In shifting to this range the lever moves the manual valve
so that the main-line pump pressure is directed through the Low-range line to the regulator
plug of the 1-2 shifter valve and to the lame area of the 2-3 valve. This pressure locks the 2-3
valve to prevent shifts above second speed, and raises the speed at which the governor can
develop enough pressure to move the 1-2 valve
Downshift: For rapid acceleration, it is sometimes desirable to shift from fourth to third speed
at a vehicle speed higher than that at which the normal 4-3 shift takes place. This is done by
depressing the accelerator pedal past the full-throttle position. This movement of the throttle
valve contacts a detent plug, which moves to open a port at the throttle valve, thus allowing
pump pressure to flow to the large area of the 3-4 valve by bypassing regulator plug. This
pressure closes the 3-4 valve, an action which cuts off the pressure to the front unit clutch and
front band release, and directs pressure to apply the front band. The 4-3 valve in the front servo
delays the applications of the front band that produces the shift to third speed.
Full-throttle 3-2 downshift: When the vehicle is in third gear and is ascending a grade where a
lower gear would provide more speed, the transmission will shift to second if the throttle is
held open. The decrease in speed lowers the governor pressure so that it cannot keep the 2-3
upshift by placing the rear unit back in reduction and shifting the front unit into direct drive.
This calls for a rapid application of rear band.
Full-throttle 2-1 downshift: Further reduction in vehicle speed closes the 1-2 shifter valve as
the governor pressure is reduced to a value where it can no longer balance throttle pressure and
spring action. This directs pressure to apply the front band and release the front clutch as
required for the first speed.
Closed throttle downshifts: Closing the throttle while in fourth speed reduces the throttle
pressure to zero and causes the vehicle to slow down. The shift to third speed takes place when
the spring is able to close the 3-4 shifter valve against the reduced governor pressure. A further
decrease in speed closes the 2-3 shifter valve in the same way. This causes the rear unit to be
shifted into reduction and cuts off the pressure to the double transition valve leaving in the
third gear position. There the valve blocks off the passage leading to the front clutch and front
band release, and it allows the front band apply pressure to apply the front band. Thus the shift
on closed throttle is from third to first speed (both units in reduction). In some late models the
valve system operates to produce a 3-2 and 2-1 downshift on both full and closed throttle.