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3.2. Automatic transmission overview

Just like that of a manual transmission, the automatic transmission's primary job is to allow the
engine to operate in its narrow range of speeds while providing a wide range of output speeds.
The transmission uses gears to make more effective use of the engine's torque, and to keep the
engine operating at an appropriate speed.

Comparison between Manual Clutch and Torque converter

If you've read about manual transmissions, you know that an engine is connected to transmission
by way of a clutch. Without this connection, a car would not be able to come to a complete stop
without stalling the engine. But cars with an automatic transmission have no clutch that
disconnects the transmission from the engine. Instead, they use an amazing device called a
torque converter.
In addition to the very important job of allowing your car come to a complete stop without
stalling the engine, the torque converter actually gives your car more torque when you accelerate
out of a stop. Modern torque converters can multiply the torque of the engine by two to three
times. This effect only happens when the engine is turning much faster than the transmission.
There are very interesting things going on inside the torque converter. The details will be
discussed latter.
Major components of the automatic transmission:
The automatic transmission/transaxle is comprised of the following major components: torque
converter, planetary gear unit, hydraulic control system, and shift linkage (shown above).
The hydraulic control system consists of the oil pan, which acts as the fluid reservoir; the oil
pump, which generates the hydraulic pressure; various valves having various functions; and fluid
passages and tubes, which deliver the transmission fluid to the clutches, brakes, and other
components of the hydraulic control system.

Advantages of automatic transmission

• Interruption free acceleration (uniform, rapid and smooth acceleration)
• It reduces driver fatigue by eliminating the necessity of clutch operation and constant
shifting of gears.
• It automatically and smoothly shifts gears at speeds appropriate to the driving conditions,
thus relieving to the driver of the need to master difficult and troublesome driving

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techniques such as clutch operation.

• It prevents the engine and drive line from becoming overloaded, because it connects them
hydraulically (via the torque converter) rather than mechanically.

Torque converter

The torque converter is mounted on the input side of the transmission gear train and is bolted to
the rear end of the engine crankshaft via the drive plate. The torque converter is filled with
automatic transmission fluid, and either multiplies the torque generated by the engine and
transmits the increased torque to the trans-mission, or it functions as a fluid coupling which
transmits the engine torque to the transmission.
In automatic transmission vehicles, the torque converter also serves as the engine flywheel. Since
a heavy flywheel like that in the manual transmission vehicle is unnecessary, an automatic
transmission vehicle uses a drive plate whose outer circumference forms the ring gear required
for engine starting by the starting motor.
As the drive plate revolves at high speeds with the torque converter, its weight is distributed with
good balance to prevent vibration during high-speed revolution.

Roles of torque converter

 Multiplying the torque generated by the engine.
 Serving as an automatic clutch, which transmits (or does not transmit) the engine torque to the
transmission.
 Absorbing the torsional vibration of the engine and drive train. Serving as a flywheel to smooth
out engine rotation. Driving the oil pump of the hydraulic control system.

Torque converters construction

The torque converter consists of the pump impeller, which is driven by the crankshaft; the
turbine runner, which is connected to the transmission input shaft; the stator, which is fixed to
the transmission case via the one way clutch and the shaft; and the converter case which contains
all of these components.
The converter is filled with automatic transmission fluid, which is supplied by the oil pump. This
fluid is thrown out from the pump impeller in a powerful stream, and turns the turbine runner.
1. Converter case- normally made of two pieces of steel welded together in a doughnut shape,

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housing the impeller, stator, and turbine. The housing is filled with transmission fluid.
Inside a Torque Converter
As shown in the figure below, there are three components inside the very strong housing of the
torque converter:
 Pump impeller
 Turbine runner
 Stator

Fig. The parts of a torque converter

Pump impeller- driving member that produces oil movement inside the converter whenever the
engine is running. The impeller is also called the converter pump.
As it spins, fluid is flung to the outside, much as the spin cycle of a washing machine flings
water and clothes to the outside of the wash tub. As fluid is flung to the outside, a vacuum is
created that draws more fluid in at the center. The pump section of the torque converter is
attached to the housing.

Fig. Pump impeller

Turbine runner
A driven member lined to the input shaft of the automatic transmission. Placed in front of the
stator and impeller in the housing. The turbine is not fastened to the impeller but is free to turn
independently.
Oil is the only connection between the two. You can see in the graphic below that the blades of
the turbine are curved. This means that the fluid, which enters the turbine from the outside, has to
change direction before it exits the center of the turbine. It is this directional change that causes

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the turbine to spin.

Fig. The torque converter turbine

Stator
The stator is located in the very center of the torque converter (between the pump and the
turbine). It is mounted on a one-way clutch that allows it to rotate only in the direction of engine
rotation. However, if the stator attempts to rotate in the reverse direction, the one-way clutch
locks the stator to prevent it from rotating.
Therefore, the stator is rotated or locked depending on the direction from which the fluid strikes
against the vanes. Its job is to redirect the fluid returning from the turbine before it hits the pump
impeller again. This dramatically increases the efficiency and torque of the engine.
The fluid exits the turbine at the center, moving in a different direction than when it entered. If
you look at the arrows in the figure, you can see that the fluid exits the turbine moving opposite
the direction that the pump (and engine) are turning. If the fluid were allowed to hit the pump, it
would slow the engine down, wasting power. This is why a torque converter has a stator.
The stator vanes catch the fluid as it leaves the turbine runner, and redirect the fluid so that it
strikes the back of the vanes of the pump impeller, giving the impeller an added boost and thus
increasing torque.
The stator sends the fluid returning from the turbine to the pump. This improves the efficiency of
the torque converter. Note the spline, which is connected to a one-way clutch inside the stator.

Fig. Stator
Torque converter stator one-way clutch
A one-way clutch (inside the stator) connects the stator to a fixed shaft in the transmission. The

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one-way clutch locks the stator when the impeller is turning faster than the turbine. This causes
the stator to route oil flow over the impeller vanes properly. Then, when turbine speed almost
equals impeller speed, the stator can freewheel on its shaft so not to obstruct flow.

Planetary gear unit

When you look at inside a transmission case made of aluminum alloy, you find many parts in a
fairly small space. Among other things, you see: Planetary gear set sets, band and wet-plate type
brakes to lock parts of a gear set, a set of wet-plate clutches to lock other parts of the gear set, an
incredibly odd hydraulic system that controls the clutches and bands, and shafts and bearings.

Planetary gear set

This one part creates all of the different gear ratios that the transmission can produce. Everything
else in the transmission is there to help the planetary gear set to do its job.
To be able to understand and diagnose an automatic transmission fully, you must first understand
how a simple planetary gear set works. You must learn the five basic gear functions of a simple
planetary gear set and how they are achieved. What a driving, driven, or reaction member is.
Construction
A simple planetary gear set consists of the following parts:
 Sun gear
 Ring gear/Internal gear
 Planetary pinion gears with their carrier
The planet gears' carrier holds the planetary gears in proper relation with the sun and ring gear.
The planetary gears are free to rotate on their own axis while they "walk" around the sun gear or
inside the ring gear.

Fig. The single planetary gear set

Principle of operation
Each of these three components can be the input, the output or can be held stationary. Choosing
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which piece plays which role determines the gear ratio for the gear set.
By holding or releasing the components of a planetary gear set, it is possible to do the
following:
 Reduce output speed and increase torque (gear reduction).
 Increase output speed while reducing torque (overdrive).
 Reverse output direction (reverse gear).
 Serve as a solid unit to transfer power (one to one ratio).
 Freewheel to stop power flow (park or neutral).

1. Neutral
As we mentioned above, the parts of the planetary gear set can serve as input, output, or reaction
members to provide different gear functions. To interrupt the power flow and create a neutral
condition in a planetary gear set, the reaction member is released and allowed to rotate freely.
The input is turning but without the reaction member to rotate against power will not transfer to
the output member. The only action that will occur is the rotation of the reaction member.

2. Gear Reduction
Any combination of planetary gear members that uses the planet carrier as the output will cause a
gear reduction. Two combinations of members are possible, but only one is used because it
provides a desirable gear ratio. With the ring gear as the input member and the planet carrier as
the output member, the sun gear is held to become the reaction member.
As the input ring gear rotates, it causes the planet gears to rotate on their shafts and walk around
the stationary sun gear. This forces the planet carrier to rotate in the same direction as the input
ring gear, but at a slower speed, causing gear reduction.

RING GEAR = INPUT

PLANET CARRIER = OUTPUT
SUN GEAR = FIXED

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Fig. With the ring gear as input and the sun gear as the stationary reaction member, the planet
carrier is driven at a reduced rate, causing a gear reduction.
3. Direct Drive
Direct drive is easy to achieve. Whenever any two members of a planetary gear set are driven at
the same speed or are connected to the same input shaft, the third member will rotate at the same
speed.
RING GEAR = INPUT
PLANET CARRIER = OUTPUT
SUN GEAR = INPUT
4. Reverse
There are two combinations of gears that provide reverse, one giving overdrive (speed increase)
and the other giving gear reduction. To obtain reverse, the planet carrier must be the reaction
member and be held stationary. For reduction mode, the sun gear is the input member, with the
ring gear being the output member. As the input sun gear is turned in a clockwise direction, the
planet gears are driven in a 'counterclockwise direction because the planet carrier is being held
stationary.
PLANET CARRIER = FIXED
RING GEAR = OUTPUT
SUN GEAR = INPUT

Fig.To achieve reverse, the sun gear is input, the ring gear is output, and the planet carrier is
held stationary as the reaction member.

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5. Overdrive
A gear train is said to be in overdrive when the output shaft is turning faster, or at a higher rpm
level, than the input shaft. The planetary gear set can provide two overdrive ratios. The most
widely used ratio is achieved by using the planet carrier as the input member, the ring gear as the
output, with the sun gear held as the reaction member.

RING GEAR = OUTPUT

PLANET CARRIER = INPUT
SUN GEAR = FIXED

Fig.The most widely used overdrive ratio is achieved by having the planet carrier as input, the
ring gear as output, and the sun gear held as the reaction member.

Multiple disc Clutches

Automatic transmission clutches and bands are friction devices that drive or lock planetary gear
set members. They are used to cause the gear set to transfer power
The multiple-disc clutch is used to transmit torque by locking elements of the planetary gear sets
to rotating members within the transmission.
Each clutch is actuated by pressurized hydraulic fluid that enters a piston inside the clutch.
The pressure for the clutches is fed through passageways in the shafts. The hydraulic system
controls, which clutch and bands are energized at any given moment.

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Discs and plates - The active components of the multiple-disc clutch are the discs and the plates.
The discs are made of steel and are faced with a friction material. They have teeth cut into their
inner circumference to key them positively to the clutch hub. The plates are made of steel with
no lining. They have teeth cut into their outer circumference to key them positively with the
inside of a clutch drum. By alternately stacking the discs and plates, they are locked together or
released by simply squeezing them.
Clutch drum and hub.- The clutch drum holds the stack of discs and plates. The clutch hub fits
inside the clutch discs and plates.
Pressure plate.- The pressure plates are thick clutch plates that are placed on either end of the
stack. Their purpose is to distribute the application pressure equally on the surfaces of the clutch
discs and plates.
Clutch piston.- The clutch piston uses hydraulic pressure to apply the clutch. Hydraulic pressure
is supplied to the clutch piston through the center of the rotating member.
Clutch piston seals.- The clutch piston seals serve to prevent the leakage of hydraulic pressure
around the inner and outer circumferences of the clutch piston.
Clutch springs.- The clutch springs ensure rapid release of the clutch when hydraulic pressure to
the clutch piston is released. The clutch springs may be in the form of several coil springs
equally spaced around the piston or one large coil spring that fits in the center of the clutch drum.
Some models use a diaphragm-type clutch spring.

One way clutches/Overrunning Clutches

Another type of holding or coupling device widely used in today’s automatic transmissions is the
one-way or overrunning clutch.
It is used to lock a planetary gear set to the transmission case so that it can act as a reactionary
member. The overrunning clutch for the planetary gears is similar to the one in a torque converter
stator or an electric starting motor drive gear. Its operation is fully automatic, requiring no
control devices to apply or release.
Brakes
The brakes hold one of the planetary gear components (sun gear, ring gear, or carrier) immovable
in order to obtain the necessary gear ratio. It is operated by hydraulic pressure. Two types of
brakes, wet multiple disc brake and band brake, are commonly used.

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Wet multiple-disc brake

In this type of brake, the plates, which are fitted to the transmission case, andthe discs, which
rotate integrally with each planetary gear set, are forced.

Fig.Wet multiple-disc brake

Band type brake
In this type of brake, a brake band encircles the brake drum, which is integrated with one of the
planetary gear components. The brake band is used to lock a planetary gear set element to the
transmission case so that the element can act as a reactionary member.
When hydraulic pressure acts upon the piston, which contacts the brake band, the brake band
squeezes the brake drum to hold the planetary gear component immovable.

Fig. Band type brake

The brake band is made up of the following elements

Band. - The brake band is a circular piece of spring steel that is rectangular in cross section. Its
inside circumference is lined with a friction material. The brake band has bosses on each end so
that it can be held and compressed.
Drum. - The drum fits inside of the band and attaches to the planetary gear-set element and is to
be locked by the band. Its outer surface is machined smoothly to interact with the friction surface
of the brake band. By pulling the open ends of the band together, the rotation of the drum stops.
Anchor. - The anchor firmly attaches one end of the brake band to the transmission case. A
provision for adjusting the clearance between the band and the drum is usually provided on the

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anchor.
Servo. - The servo uses hydraulic pressure to squeeze the band around the drum. The servo
piston is acted on by hydraulic pressure from the valve body that is fed through an internal
passage through the case. The servo piston has a seal around it to prevent leakage of hydraulic
pressure and is spring loaded to allow quick release of the band. Some servos use hydraulic
pressure on both sides of their pistons so that they use hydraulic pressure for both the release and
the application of the band.

Operation of the AT mechanical unit

The counter drive gear is splined to the intermediate shaft and meshes with the counter-driven
gear. The front and rear sun gears rotate together as one unit. The front planetary carrier and the
rear planetary ring gear are each splined to the intermediate shaft.
1. “D” range 1st gear
The forward clutch (C 1) operates in 1st gear. The rotation of the input shaft is therefore
transmitted to the front planetary ring gear, causing the front planetary pinion gears to walk
around clockwise around the front sun gear while rotating clockwise. This causes the front and
rear sun gears to turn counterclockwise, so they attempt to turn the rear planetary pinion gears
clockwise and cause them to revolve counterclockwise around the rear sun gear. However, the
rear planetary carrier (the axis of the rear planetary pinion gears) is prevented from revolving
counterclockwise by the No.2 one-way clutch (F 2), so the rear planetary pinion gears turn
clockwise, causing the rear planetary ring gear to turn clockwise.

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Fig. “D” range 1st gear

2. “D” range 2nd gear
As in 1st gear, the forward clutch (C 1) also operates in 2nd gear. The rotation of the input shaft
is therefore transmitted to the front planetary ring gear, which turns the front planetary pinion
gears clockwise, causing them to revolve around the front sun gear. This turns the front planetary
carrier clockwise. At the same time, the turning of the front planetary pinion gears attempts to
turn the front and rear sun gears counterclockwise. However since the front and rear sun gears
are prevented from turning counterclockwise by the 2nd brake (B 2) and the No.1 one-way
clutch (F 1),the rotational speed of the front planetary pinion gears around the sun gears is
greater than in 1st gear. This rotation is then transmitted to the counter drive gear via the front
carrier and the intermediate shaft.

Fig. “D” range 2nd gear

3. “D” range 3rd gear
The forward clutch (C 1) and direct clutch (c2) operate in 3rd gear. The rotation of the input shaft
is therefore transmitted directly to the front planetary ring gear by C1, and to the front and rear
sun gears by C 2 respectively. This causes the front planetary ring gear and front and rear sun
gears to turn in the same direction and at the same speed. Therefore, the front planetary pinion
gears are locked and the front planetary gears turn integrally with the input shaft. As in 1 stand
2nd gears, the rotation of the front planetary carrier is transmitted to the counter-drive gear.
The 2nd brake (B 2) also operates at this time, but since the No.1 one-way clutch (F1) is
operating, the front and rear sun gears continue to rotate clockwise.

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Fig “D” range 3rd gear

4. “2” Range 2nd gear
When the vehicle is decelerating in 2nd gear with the shift selector in "2",the 2 nd coast brake (B
1) operates in addition to the mechanisms that operate when the vehicle is running in 2nd gear
with the selector in “D” (i.e., the forward clutch [C 1], the No.1 one-way clutch [F 1], and the
2nd brake [B 2]).
This causes engine braking to be carried out. The power transmission route when the
transmission is driving the wheels with the selector in "2" is the same as that when the selector is
in "D". However, when the transmission is being driven by the wheels (engine braking taking
place), the input from the counter-drive gear is transmitted from the intermediate shaft to the
front carrier, causing the front planetary pinion gears to revolve clockwise around the front and
rear sun gears.
The pinion gears therefore attempt to rotate counterclockwise while the front and rear sun gears
attempt to rotate clockwise, but since the sun gears are prevented from turning by the 2nd coast
brake (B,), the front planetary pinion gears rotate clockwise, causing the front planetary ring gear
to also rotate clockwise. The rotational force is therefore transmitted to the input shaft, causing
engine braking to take place.
Note: When the vehicle is decelerating in 2 nd gear with the shift selector in"D", since the No. 1
one-way clutch (F 1) does not prevent the front and rear sun gears from I turning clockwise, so
the sun gears rotate idly and engine braking does not take place.

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Fig“2” Range 2nd gear

5. “L” Range 1st gear (Engine braking)
When the vehicle is running in 1st gear with the shift selector in "L", the 1 streverse brake (B3)
operates, in addition to the mechanisms that operate when the vehicle is running in 1st gear with
the selector in “D" or "2" (i. e., the forward clutch [C 1] and the No. 2 one-way clutch [F2]). This
causes engine braking to take place.
The power transmission route when the transmission is driving the wheels with the shift selector
in "L" is the same as when the selector is in "D" or "2".However, when the transmission is being
driven by the wheels (engine braking taking place), the rotation of the counter drive gear is
transmitted from the intermediate shaft to the rear planetary ring gear, causing the rear planetary
pinion gears (rear carrier) to try to revolve clockwise around the front and rear sun gears.
However, since the rear carrier is prevented from turning by the 1st and reverse brake (B3), the
rear planetary pinion gears rotate clockwise while the front and rear sun gears rotate
counterclockwise.
As a result, the front planetary pinion gears revolve clockwise around the front and rear sun
gears while rotating clockwise around their own axis, thus transmitting clockwise rotation to the
front planetary ring gear and input shaft.
At the same time, the rotation of the counter-drive gear causes the front carrier to rotate
clockwise and the front planetary ring gear and input shaft to turn clockwise while the front
planetary pinion gears also turn clockwise. This causes engine braking to take place when the
vehicle is decelerating in1st gear with the selector in "L".
Note: When the vehicle is decelerating in 1st gear with the selector lever in"D" or "2", the No. 2
one-way clutch (F2) does not prevent the rear carrier from turning clockwise, so the rear carrier
turns idly, and engine braking does not take place.

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Fig. “L” Range 1st gear (engine braking)

6. “R” Range
Since the direct clutch (C2) operates when the vehicle is running in reverse, the clockwise
rotation of the input shaft is transmitted directly to the front and rear sun gears, which therefore
rotate clockwise. The rear planetary pinion gears therefore try to revolve clockwise around the
front and rear sun gears while rotating counterclockwise, but because the rear carrier, which is
the axis of the rear planetary pinion gears, is prevented from moving by the 1st and reverse
brake(B3), the rear planetary pinion gears cannot revolve around the front and rear sun gears and
therefore rotates counterclockwise, thus causing the rear planetary ring gear to also rotate
counterclockwise.
As a result, the counter-drive gear rotates counterclockwise, driving the wheels in reverse.

Fig. “R” range

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Transmission hydraulic systems

Pressure development and control
Pressure development in automatic transmission begins at the oil pump. Typically driven by
either a drive shaft or drive hub of the torque converter, the front pump delivers fluid to the
transmission whenever the engine is turning over. A transmission oil pump must be capable of
monitoring the operating demands of the engine and meeting the fluid flow and pressure
requirements of the transmission.
Transmission oil pump- driven by torque converter hub

Pump Types
There are three major types of oil pumps used in automatic transmission. These are:
– Gear
– Rotor
– Vane
Gear and rotor pumps are positive displacement pump designs. Positive or constant
displacement pumps deliver the same amount of fluid for each revolution of the pump. Even
though transmission operation may not require all of the fluid flow a positive displacement pump
produces, the pump still delivers the same amount of fluid per revolution. Therefore, all positive
displacement pumps require some form of pressure regulation.
The vane pumps used in automatic transmissions are a variable displacement pump designs that
can adjust the amount of fluid delivered per revolution.
Gear pump
A Gear pump consists of two gears installed in a pump body. The inner drive gear is powered by
the torque converter and turns at engine speed. As the gears rotate, they create a low pressure
area at the point where they separate. This is called the suction side of the pump. As the pump

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gears continue to rotate, they carry the fluid along in the spaces between the gear teeth, past the
crescent toward the pump out let.

Rotor pump
A Rotor pump operates on the same principle as a gear pump, but it uses inner and outer rotors
rather than inner and outer gears. The inner rotor is driven at engine speed by the torque
converter hub, and it drives the outer rotor in turn. In a rotor pump, the unique meshing action of
the lobes eliminates the need for a crescent to separate the rotors.

Vane pump
Automatic transmissions use a refined version of the vane pump to make it variable
displacement. The pump consists of a rotor, vanes, vane ring, slide, priming spring, and pump
body. Rather than sealing against the pump body directly, the vanes seal against the inside of a
slide. The rotor is located within the slide, and the slide mounts inside the pump body.

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Fig. Slide in maximum out put position

Fig. Slide in minimum output position

Pressure Regulation
Because total pump delivery volume increases with pump speed, pressure will also increase with
pump speed if left unchecked. In such a system, the pressure would quickly reach a level high
enough to damage the transmission components. Therefore, a pressure regulator valve is used to
monitor and control pressure.
Pressure regulator valve

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Transmission hydraulic pressures

Hydraulic pressures control all transmission shifting and shift operations. The main control
pressures are as follows:
• Mainline
• Throttle
• Governor
Mainline Pressure
Mainline pressure is the source of all other hydraulic pressures used in the transmission. The
pump develops mainline pressure, which is controlled by the pressure regulator valve at the
pump outlet. Mainline pressure is used to apply the clutches and bands that control planetary
gear set members and provide the hydraulic pressure used to up shift or downshift the
transmission.
Regulated Mainline pressure
The pressure regulator valve controls the high and low limits of mainline fluid pressure to meet
various transmission operating conditions. The pressure regulator valve begins to operate when
the engine starts. As the output fluid passes through the regulator valve, it fills the torque
converter and mainline circuits.

Fig. Pressure regulator valve forms variable restriction to control mainline pressure

Fig. Open exhaust port-valve shifts position when system reaches maximum pressure

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Boosted Mainline Pressure

Certain conditions, such as low speed operations under heavy engine load, require a mainline
pressure above the level delivered by the normal action of the pressure regulator valve. Higher
mainline pressure increases the holding force of the apply devices. This prevents clutch and band
slippage due to the increased torque output. To increase main line pressure, transmissions use a
boost valve located in the pressure regulator valve bore, or one or more independent boost
valves in a separate bore of the valve body.

Fig. Boosted throttle pressure

Fig. Boosted reverse pressure

Throttle Pressure
Throttle pressure is the hydraulic pressure signal that indicates engine operating load. It is
derived from mainline pressure and increases with engine load or throttle opening. Throttle
pressure works against governor pressure to control transmission shifting. Transmissions without
electronic shift controls develop throttle pressure through a throttle valve. Electronic
transmissions use computer controlled solenoid instead of a throttle valve.
Governor Pressure
Governor Pressure is a hydraulic pressure signal that indicates vehicle road speed. Like throttle
pressure, governor pressure is derived from mainline pressure and increases with vehicle speed.

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Governor pressure and throttle pressure work together to control transmission shifting.
Hydraulically shifted transmissions develop governor pressure using a governor valve housed in
a centrifugally operated mechanical governor assembly driven by the transmission output shaft.

Torque converter pressure

A portion of the pump output flow is used immediately at start –up to fill the torque converter
circuit. The torque converter works best when completely full of slightly pressurized fluid.
Oil Cooler flow and pressure
Automatic transmissions create a great deal of heat during normal operation, and the
transmission fluid must be cooled to prevent overheating, excess component wear, and shortened
fluid life. To cool the transmission, portions of the fluid are continuously passed through external
tubing to the oil cooler. Fluid from the transmission is usually taken from the torque converter
circuit because this is where the most heat is generated.
Lubrication Flow and pressure
A portion of the pump output continuously flows through the circuits and passages in the case,
valve body and gear train to lubricate the moving parts of the transmission. Most transmissions
also use the fluid returning from the oil cooler for lubrication. Fluid flows through orifices and
drilled shafts to reach parts of the transmission.
Bands and clutch Apply pressure
The shift valves are calibrated to up shift and down shift at a preset balance of governor pressure
and throttle pressure. To accomplish a gear change, the shift valves pass mainline fluid to the
appropriate apply devices (clutches and bands), which apply or release gear set members and
shift gears.

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