Professional Documents
Culture Documents
Global Fundamentals
Curriculum Training TF1010014S
Automatic Transmission
Student Information
The goal of the Global Fundamentals Training is to provide students with a common knowledge base of the
theory and operation of automotive systems and components. The Global Fundamentals Training Curriculum
(FCS-13203-REF) consists of nine self-study books. A brief listing of the topics covered in each of the self-study
books appears below.
l Shop Practices (FCS-13202-REF) explains how to prepare for work and describes procedures for lifting
materials and vehicles, handling substances safely, and performing potentially hazardous activities (such as
welding). Understanding hazard labels, using protective equipment, the importance of environmental policy,
and using technical resources are also covered.
l Brake Systems (FCS-13201-REF) describes the function and operation of drum brakes, disc brakes, master
cylinder and brake lines, power-assist brakes, and anti-lock braking systems.
l Steering and Suspension Systems (FCS-13196-REF) describes the function and operation of the power-
assisted steering system, tires and wheels, the suspension system, and steering alignment.
l Climate Control (FCS-13198-REF) explains the theories behind climate control systems, such as heat transfer
and the relationship of temperature to pressure. The self-study also describes the function and operation of the
refrigeration systems, the air distribution system, the ventilation system, and the electrical control system.
l Electrical Systems (FCS-13197-REF) explains the theories related to electricity, including the characteristics
of electricity and basic circuits. The self-study also describes the function and operation of common
automotive electrical and electronic devices.
l Manual Transmission and Drivetrain (FCS-13199-REF) explains the theory and operation of gears.
The self-study also describes the function and operation of the drivetrain, the clutch, manual transmissions
and transaxles, the driveshaft, the rear axle and differential, the transfer case, and the 4x4 system.
l Automatic Transmissions (FCS-13200-REF) explains the function and operation of the transmission and
transaxle, the mechanical system, the hydraulic control system, the electronic control system, and the transaxle
final drive. The self-study also describes the theory behind automatic transmissions including mechanical
powerflow and electro-hydraulic operation.
l Engine Operation (FCS-13195-REF) explains the four-stroke process and the function and operation of the
engine block assembly and the valve train. Also described are the lubrication system, the intake air system,
the exhaust system, and the cooling system. Diesel engine function and operation are covered also.
l Engine Performance (FCS-13194-REF) explains the combustion process and the resulting emissions.
The self-study book also describes the function and operation of the powertrain control system, the fuel
injection system, the ignition system, emissions control devices, the forced induction systems, and diesel
engine fuel injection. Read Engine Operation before completing Engine Performance.
To order curriculum or individual self-study books, contact Helm Inc.
Toll Free: 1-800-782-4356 (8:00 am 6:00 pm EST)
Mail: 14310 Hamilton Ave., Highland Park, MI 48203 USA
Internet: www.helminc.com (24 hours a day, 7 days a week)
Service Training 1
Contents Introduction
Introduction.................................................................................................................................. 1
Preface ...................................................................................................................................................................... 1
Global fundamentals training overview .......................................................................................................... 1
Contents .................................................................................................................................................................... 2
Lesson 1 Automatic transmissions ........................................................................................... 5
General ..................................................................................................................................................................... 5
Objectives ........................................................................................................................................................ 5
At a glance ................................................................................................................................................................ 6
Automatic transmissions ................................................................................................................................. 6
Theory ....................................................................................................................................................................... 7
Torque converter .............................................................................................................................................. 7
Gear train ......................................................................................................................................................... 8
Powerflow ................................................................................................................................................................. 9
Basic powerflow .............................................................................................................................................. 9
Lesson 2 Torque converter ..................................................................................................... 10
General ................................................................................................................................................................... 10
Objectives ...................................................................................................................................................... 10
At a glance .............................................................................................................................................................. 11
Torque converter overview ............................................................................................................................ 11
Components............................................................................................................................................................ 12
Three-element converter ............................................................................................................................... 12
Operation................................................................................................................................................................ 16
Fluid flow reversal......................................................................................................................................... 16
Torque multiplication .................................................................................................................................... 16
Lock-up ................................................................................................................................................................... 19
Hydraulic and mechanical coupling .............................................................................................................. 19
Centrifugal clutch .......................................................................................................................................... 20
Hydraulically applied torque converter clutch .............................................................................................. 22
Lesson 3 Hydraulic principles ............................................................................................... 25
General ................................................................................................................................................................... 25
Objectives ...................................................................................................................................................... 25
At a glance .............................................................................................................................................................. 26
Hydraulics overview...................................................................................................................................... 26
Oil pump ................................................................................................................................................................. 28
Oil pump purpose .......................................................................................................................................... 28
Typical pump operation ................................................................................................................................. 30
Pressure regulation ........................................................................................................................................ 31
Fluid ........................................................................................................................................................................ 35
Fluid flow ...................................................................................................................................................... 35
Flow control .................................................................................................................................................. 36
Valve body ..................................................................................................................................................... 41
Fluid circuit diagrams ................................................................................................................................... 42
Control valves ........................................................................................................................................................ 44
Governor valve .............................................................................................................................................. 44
Throttle valve circuit ..................................................................................................................................... 45
Vacuum modulator ........................................................................................................................................ 46
Throttle valve ................................................................................................................................................ 48
2 Service Training
Introduction Contents
Service Training 3
Contents Introduction
4 Service Training
Lesson 1 Automatic transmissions General
Objectives
l Describe the functions of the three major transmission systems: torque converter, gear train, and hydraulic
control system.
Service Training 5
At a glance Lesson 1 Automatic transmissions
Automatic transmissions
The purpose of a transmission is to modify the Automatic transmissions have many design
engines rotational force, or torque, and transfer it to variations. However, they are all similar in that they
the vehicles drive axle. Through its torque converter use three basic systems:
and gear sets, the transmission provides the necessary
force to move the vehicle. The transmission also l Torque converter
allows the vehicle to be operated in reverse. This
l Gear train
section introduces the basic operating principles of
automatic transmissions.
l Hydraulic control system
6 Service Training
Lesson 1 Automatic transmissions Theory
Torque converter
ATX002-A/VF
1 Engine crankshaft
2 Flex plate
3 Torque converter
Service Training 7
Theory Lesson 1 Automatic transmissions
Gear train
ATX003-C/VF
l A typical gear train includes the input shaft; Hydraulic control system
planetary gear set, and output shaft.
l The hydraulic control system controls the clutches
l Two different types of gear trains are used. A and bands needed to provide gear ratios and shift
simple, or Simpson, gear train and a compound from one gear to another.
or Ravigneaux gear train.
l This system also distributes oil to the torque
l A planetary gear set has three members: the ring converter and the transmissions lubrication and
gear, the sun gear, and the pinion (or planet) cooling systems.
gears.
l The hydraulic control system consists of a sump
l These members are driven or held by friction (oil pan), oil pump, valves to regulate pressure and
(hydraulic) clutches, one-way (mechanical) redirect flow, and pistons to actuate the friction
clutches, and brake bands. clutches or bands.
8 Service Training
Lesson 1 Automatic transmissions Powerflow
Basic powerflow
1 2 3
4
6 7
5
9
10
ATX004-A/VF
Typical powerflow
1 Engine crankshaft 6 Friction clutch hub or drum
2 Transmission turbine 7 Planetary gear set
3 Torque converter impeller 8 Output shaft
4 Oil pump 9 Valve body
5 Input shaft 10 Sump
l Power flows from the engine crankshaft through l The input shaft is connected to a friction clutch
the torque converter, which turns the transmission hub or drum.
input shaft. The planetary gear set transfers power
from the input shaft to the output shaft. l The clutch drum transfers power to the planetary
gear set. A gear set member can be coupled to
l The torque converter impeller, which is attached to (driven by) the input shaft through a friction
the engine, spins at engine speed and drives the oil clutch. In some cases, a gear set member is held to
pump. the case by a friction clutch, one-way clutch, or
band.
l The oil pump draws automatic transmission fluid
from the sump and sends pressurized oil to the l The output member of the planetary gear set
valve body and torque converter. transfers engine power to the output shaft.
Service Training 9
General Lesson 2 Torque converter
Objectives
l Identify the major components in a torque converter and explain their functions.
l Describe how the impeller and turbine provide a fluid coupling between the engine and transmission.
l Explain how a centrifugal converter clutch provides a direct mechanical link between the engine and
transmission.
l Explain how a hydraulically applied piston clutch provides a direct mechanical link between the engine and
transmission.
10 Service Training
Lesson 2 Torque converter At a glance
The rotational force, or torque, of the engine is The automatic transmission fluid (ATF) in the torque
transferred to the automatic transmission through the converter transfers the spinning motion of the
torque converter. This section describes how the crankshaft to the transmission input shaft. Whenever
torque converter assembly components provide a fluid the engine is running, the torque converter is
coupling, multiply torque at low speeds, and establish spinning.
a direct mechanical link to the engine at high speeds.
A simple torque converter has three basic elements:
The torque converter provides a fluid coupling an impeller, a stator and a turbine. Most modern
between the engine crankshaft and the transmission. torque converters also have a clutch to lock the torque
A flex plate is bolted to the rear of the crankshaft, and converter at the proper vehicle operating conditions.
the torque converter is bolted to the flex plate.
Service Training 11
Components Lesson 2 Torque converter
Three-element converter
12 Service Training
Lesson 2 Torque converter Components
Impeller
Service Training 13
Components Lesson 2 Torque converter
Turbine
3
2
1
4
5
ATX009-A/VF
The turbine in a torque converter is similar in The force of the fluid striking the turbine blades is
construction to the impeller. That is, the turbine is a related to engine speed. The faster the crankshaft
round part with vanes, or blades. This construction rotates, the more force the fluid transfers from the
makes sense when you consider that the turbine impeller to the turbine. When the engine is idling, the
catches the fluid thrown off by the impeller. fluid does not have enough force to turn the turbine
against the holding ability of the brakes. The fluid is
As the fluid is thrown off the impeller, the blades on merely circulated from the impeller to the turbine,
the turbine capture it, forcing the fluid to the center of and back again.
the turbine. This force turns the turbine before the
fluid flows back through the center of the turbine to The fluid leaves the impeller in a clockwise direction
the impeller. and returns from the turbine in a counterclockwise
direction.
14 Service Training
Lesson 2 Torque converter Components
Stator (reactor)
The stator, or reactor, is positioned between the The clutch assembly has an inner and outer race, or
turbine and impeller. The purpose of the stator is to ring, with the two races separated by spring-loaded
change the direction of fluid flow as it moves from rollers. The inner race is mounted on a splined, or
the center of the turbine to the center of the impeller. grooved, stator support, which extends from the
transmission into the torque converter. Because the
The fluid flows from the impeller to the turbine in a inner race is splined to the stator support, it is fixed
clockwise direction. However, as the fluid flows and cannot turn.
through the turbine, its direction is reversed to a
counterclockwise direction. The outer race is placed over the inner race. The inner
and outer race are separated by spring-loaded rollers.
If the fluid were allowed to return to the impeller in a The rollers are positioned against the low end of
counterclockwise direction, it would enter the ramps machined into the outer race. When the springs
impeller as an opposing fluid flow, which would are installed, the rollers are held against the ramps.
reduce the pumping efficiency of the impeller. The
impeller would have to spend part of the rotational The rollers, ramps, and races allow the outer race to
force, or torque, it receives from the engine to redirect turn in only one direction. When the stator turns
the fluid flow. clockwise, each roller moves down the ramp against
the spring, allowing the stator to turn. If the stator is
When the stator redirects the fluid to enter the rotated in the opposite direction, the spring pushes
impeller in a clockwise direction, no torque is wasted. each roller up the ramp, where it becomes wedged
In fact, the redirected fluid actually helps push the between the two races. With the rollers wedged, the
impeller, thus multiplying torque. stator is locked to the inner race and cannot rotate.
Service Training 15
Operation Lesson 2 Torque converter
ATX008-A/VF
Torque multiplication
16 Service Training
Lesson 2 Torque converter Operation
Torque multiplication
1 2
3
4
ATX010-A/VF
The stators one-way clutch plays an important role in As centrifugal force reduces vortex flow, torque
multiplying torque. The fluid circulating between the multiplication is also reduced. Finally, when the
impeller and the turbine is called vortex flow. This turbines speed reaches about 90 percent of the
flow exists only when there is a difference in impellers speed, the torque converter reaches
rotational speed between the impeller and turbine. coupling phase. In this phase, the torque converter
simply transmits engine torque through the fluid
The greatest speed difference between these two coupling to the transmission input shaft.
components occurs when a vehicle first accelerates
from a stop. At this point, the impeller is spinning, but Coupling does not necessarily occur at a specific road
the turbine is not. Because of the great difference in speed. For example, a vehicle may be moving at a
speed, vortex flow and torque multiplication are at steady speed with the torque converter coupled to the
maximum. The vortex flow passing through the stator transmission. If the driver suddenly accelerates to
blades tries to turn the stator counterclockwise. When pass another vehicle, the higher engine rotation
this happens, the clutch rollers move down the ramps increases the speed of the impeller, causing it to turn
and lock the stator to its support. faster than the turbine. With a significant speed
difference between the impeller and the turbine,
As the vehicle accelerates, the turbine gradually gains torque multiplication (and vortex flow) again occurs,
speed in relation to the impeller. Eventually, the until the turbine catches up with the speed of the
turbine speeds up to the point where the fluid begins impeller.
to flow in one direction (clockwise).
Service Training 17
Operation Lesson 2 Torque converter
4
1 2
3
ATX011-A/VF
18 Service Training
Lesson 2 Torque converter Lock-up
Because the torque converter lacks a direct A lock-up converter is one of the most common ways
mechanical link to the engine, it loses some engine of providing this mechanical link. A lock-up converter
torque to fluid slippage. The speeds and loads mechanically links the turbine to the converter cover
imposed on the fluid cause the impeller and turbine at various operating speeds, depending on vehicle
blades to shear, or slip, through the fluid to a certain model and driving conditions. The cover is
degree. mechanically bolted to the engine. At lock-up, the
converter cover drives the turbine. The hydraulic link
This fluid slippage causes some inefficiency, is eliminated, and the engine and turbine are
especially at higher vehicle speeds. The engine can mechanically locked together, directly driving the
run faster than the turbine or output shaft, thus transmission input shaft.
wasting fuel. To eliminate this inefficiency, many
torque converters provide a direct mechanical link A lock-up converter requires a clutch to engage and
(called lock-up) between the engine and transmission. disengage the mechanical link between the engine and
At lock-up, the turbine and impeller turn at exactly the torque converter cover. Two major types of
the same speed. There is no fluid slippage, which converter clutches are the centrifugal clutch and the
helps to reduce heat build-up. hydraulically applied torque converter clutch.
Service Training 19
Lock-up Lesson 2 Torque converter
Centrifugal clutch
ATX005-B/VF
A centrifugal clutch is splined to the turbine by a When the turbine and lock-up clutch are turning fast
one-way clutch. As vehicle speed increases, the enough, centrifugal force causes the clutch shoes to
hydraulically driven turbine and the lock-up clutch move outward until they contact the inside surface of
splined to it turn with increasing speed. The the converter cover. The face of each shoe grabs the
centrifugal force on the clutch shoes increases as the cover and locks it to the turbine.
clutch assembly turns faster and faster.
20 Service Training
Lesson 2 Torque converter Lock-up
As vehicle speed drops, turbine speed and centrifugal The damper assembly one-way clutch ensures smooth
force are reduced. The return springs retract the clutch operation of the torque converter. The dampener
shoes, the cover is released, and the turbine again springs also contribute to smooth operation. These
becomes hydraulically driven. springs absorb engine vibrations and cushion the
shoes as they engage the converter cover.
A one-way clutch drives the clutch assembly. With the
clutch engaged, the driver may release the accelerator When torque demand during acceleration exceeds the
pedal slightly, allowing the vehicle to coast. This holding ability of the friction shoes, some slip occurs.
allows the engine and input shaft to turn at different This slippage reduces torsional vibration during
speeds. higher engine load.
Service Training 21
Lock-up Lesson 2 Torque converter
1 2
ATX012-A/VF
22 Service Training
Lesson 2 Torque converter Lock-up
Signals from the control module control the Hydraulic pressure is applied to the area between the
application and release of the hydraulic converter converter cover and the clutch piston plate. A
clutch. The control module applies and releases the converter feed circuit in the valve body provides the
hydraulic clutch by turning the converter clutch hydraulic pressure.
solenoid on or off. A solenoid is a type of electric
switch that includes a wire coil. When current is When the converter clutch solenoid is not activated by
applied, the coil is magnetized. The magnetic field the control module, the solenoid remains open. Line
moves a rod that opens and closes a hydraulic pressure bleeds through the solenoid. The fluid is
passage. routed through the converter front chamber, between
the TCC and the converter cover.
Service Training 23
Operation Lesson 2 Torque converter
1
2
6
7
ATX013-B/VF
The converter clutch engages only when the control Hydraulic force pushes the TCC piston against the
module energizes the converter clutch solenoid. The converter cover. This coupling directly transfers the
solenoid seals the bleed passage, allowing line engine torque through the damper assembly to the
pressure to build in the circuit. Fluid is routed to the transmission input shaft. Since the impeller and
rear chamber, and the fluid drains from the front turbine are turning at the same speed, torque
chamber. multiplication is canceled, and the converter is in
lock-up.
24 Service Training
Lesson 3 Hydraulic principles General
Objectives
l Identify the components in a transmission oil pump and describe how they provide fluid flow and pressure.
l Describe how the pressure regulator valve operates to maintain a desired system pressure.
l Describe a spool valve with multiple lands and explain how it opens and closes various hydraulic passages.
l Describe how the governor circuit operates to send road speed information to the hydraulic main control.
l Describe how the throttle valve (TV) can be connected to the engine to read throttle position or engine
performance.
Service Training 25
At a glance Lesson 3 Hydraulic principles
Hydraulics overview
26 Service Training
Lesson 3 Hydraulic principles At a glance
1 2 3
ATX015-A/VF
ATX016-A/VF
Compressing hydraulics
1 29,029 Kg (32 tons)
2 6.45 cubic centimeters (one cubic inch of water)
3 Compressed 10 percent
Service Training 27
Oil pump Lesson 3 Hydraulic principles
Types of pumps 3
l Rotary type 5
4
l Gear type
l Vane type
ATX017-B/VF
All pumps have an inlet and outlet port. The inlet port
is attached to the transmission oil filter, which is Gear type pump
submerged in the oil pan. Oil is pushed into the inlet
1 Driven gear
port by atmospheric pressure and by the low pressure
2 Crescent
created by the rotating rotor, gear, or vane in the
3 Drive gear
pump. The outlet (or discharge) port leads to the
4 Fluid squeezed out
valve body.
5 Inlet (low pressure)
28 Service Training
Lesson 3 Hydraulic principles Oil pump
A rotary type pump uses an inner rotor and an outer A vane type pump uses centrifugal force to push fluid
rotor to create a low pressure. As fluid is drawn into through the pump. As the fluid enters the inlet port, it
the pump, it is squeezed between the rotor lobes, is picked up by the rapidly spinning vanes.
which carry the fluid around the pump housing to the Centrifugal force slings the fluid off the end of the
outlet port. vanes and through the outlet port.
Gear type
Service Training 29
Oil pump Lesson 3 Hydraulic principles
30 Service Training
Lesson 3 Hydraulic principles Oil pump
Pressure regulation
Service Training 31
Oil pump Lesson 3 Hydraulic principles
The pressure regulator valve has three distinct stages Immediately after the vehicle is started, the lines are
of operation: filled with fluid. At this stage, there is little resistance
to flow in the system, so pressure does not build up.
l Filling the lines
The spring below the regulator valve holds it in the up
(or closed) position.
l Converter supply
l Sump supply
32 Service Training
Lesson 3 Hydraulic principles Oil pump
Converter supply
6 4
ATX020-A/VF
Service Training 33
Oil pump Lesson 3 Hydraulic principles
Sump supply
Balanced valve
34 Service Training
Lesson 3 Hydraulic principles Fluid
Fluid flow
In an automatic transmission, fluid is routed through An automatic transmission has an oil circuit for each
passages and bores. Although many of these are hydraulic function. In fact, the pressure regulator
located in the case and pump housing, most bores and valve described in the previous section is an oil circuit
passages are in a master flow control device called the that controls pump pressure.
valve body. Fluid flow through these passages is
controlled by either a single valve or a series of valves When you study an oil circuit, you are looking at a
working in combination. schematic, or kind of map, that shows the fluid path
and valves for performing a specific function.
With the exception of two valves, all the control
valves in the valve body operate automatically to
direct the fluid to perform certain functions. For
example, the shift from first to second gear, called the
1-2 shift, is a specific hydraulic function. When this
shift happens, the fluid flows through specific bores,
passages, and valves. This fluid flow is called an oil
circuit.
Service Training 35
Fluid Lesson 3 Hydraulic principles
Flow control
2 4 5
3
8 7
ATX022-A/VF
To demonstrate basic principles of flow control, we With the engine running, fluid flows from the
will examine a hypothetical valve bore. This bore is pressure regulator circuit to the valve bore and stops.
connected to the fluid flow from the pressure It cannot pass through the bore because the valve is
regulator valve. blocking the inlet port.
36 Service Training
Lesson 3 Hydraulic principles Fluid
2
3 4
5
ATX023-B/VF
If the valve is manually opened, fluid flows into the When the fluid reaches the cylinder, it pushes on the
inlet port, through the bore, and out the exit port on its piston surface, forcing it to move the length of the
way to the cylinder. cylinder bore. The force generated by the pump is
transferred to the piston.
Service Training 37
Fluid Lesson 3 Hydraulic principles
3
4
ATX025-B/VF
The oil circuit is functional, but it lacks one important Now the valve can open the inlet port from the pump,
feature: automatic reset. When the pressure is as well as the exit port to the cylinder. At the same
released, the piston does not automatically return to time, the valve seals the exhaust port to the sump,
the top of the bore, ready for another stroke. To make preventing any pressure loss.
the piston reset automatically, a spring is added
behind the piston. When the valve closes the inlet port, it also opens the
cylinder passage to the exhaust port. The fluid drains
With the valve closed and the fluid flow stopped, the out of the exhaust port as the spring pushes the piston
spring tension should push the piston back to the top back through the cylinder.
of the cylinder. However, the spring cannot move the
piston as long as pressurized fluid is trapped in the
cylinder circuit. The spring cannot move the piston
until the fluid is drained from the cylinder.
38 Service Training
Lesson 3 Hydraulic principles Fluid
Spool valve
3 5
6
ATX026-B/VF
Service Training 39
Fluid Lesson 3 Hydraulic principles
The spool valve closes the pump inlet port and opens
the exhaust port. This releases pressurized fluid from
the cylinder and allows it to drain through the exhaust
1
port back to the sump.
l pistons in a cylinder.
ATX027-B/VF
40 Service Training
Lesson 3 Hydraulic principles Fluid
Valve body
2
3
5 6
7
ATX028-A/VF
Service Training 41
Fluid Lesson 3 Hydraulic principles
4 3
ATX029-A/VF
42 Service Training
Lesson 3 Hydraulic principles Fluid
2 3
ATX030-B/VF
If you follow the pump flow away from the pressure The line pressure stops at the manual valve because it
regulator, you find the manual valve. This valve is is trapped between two lands. In other gear ranges,
connected through a mechanical linkage to the shift the valve lands move to redirect the flow to various
selector in the vehicles passenger compartment. The valves, clutches, and servos.
manual valve moves in or out of its bore depending
on the position of the shift selector (for example:
P, R, or D).
Service Training 43
Control valves Lesson 3 Hydraulic principles
Governor valve
2 5
3 4
7
8
6
9
10
ATX031-A/VF
When the driver moves the shift selector lever to one The governor assembly consists of a separate small
of the drive positions, another important oil circuit valve body with three passages: one for line pressure,
becomes active. The governor valve circuit is used to one for governor pressure, and one for exhaust to the
time the shifts in an automatic transmission. sump.
The governor valve takes the line pressure directed When the vehicle is stopped, the fluid directed to the
from the manual valve and transforms it into a governor is blocked. As the vehicle begins to move,
pressure signal. This signal tells the shift control the governor rotates, and centrifugal force causes the
valves how fast the vehicle is moving. (The shift weights to move outward. Depending on the rotation
control valves direct the fluid flow that shifts gears, speed, the outward movement of the weights pushes
for example from first to second gear, or from third to the valve, allowing regulated pressure to enter the
second gear.) governor valve, where it is directed to the shift control
valves.
In most cases, the governor valve is mounted on the
output shaft, where it rotates with the shaft. In front- On electronic controlled transmissions, the governor
wheel drive vehicles, the governor is usually driven is replaced by a solenoid controlled by the control
by gears at the final drive. module.
44 Service Training
Lesson 3 Hydraulic principles Control valves
To properly time a shift, the automatic transmission Throttle pressure also modifies line pressure. At idle,
has to know more than just road speed. It also has pressure is minimal to reduce shift shock when the
to know what load the engine is under. Load refers to gears engage. At full throttle, pressure is maximum so
the amount of force the engine must overcome to that clutches are squeezed tightly, preventing
generate power. For example, a vehicle going up a slippage.
steep hill at 64 km/h (40 mph) places a heavier load
on the engine than the same vehicle going down the Two types of throttle valve circuits are used in most
hill at 40 miles per hour. In addition, running the air vehicles. The first type reads engine load via a
conditioning system at full power can also place a vacuum modulator. Vacuum is negative pressure
heavy load on the engine. generated by the engine when the pistons move down
in their cylinders during the intake stroke. Vacuum
In an automatic transmission, the throttle valve (TV) decreases with the load placed on the engine. The
circuit determines the engine load, transforms it into a second type of throttle valve circuit determines engine
pressure signal, and directs the signal to the shift load through a mechanical linkage to the accelerator
control valves. Governor pressure could be used to pedal.
signal all shifts, but the shifts would always occur at
the same road speed and would not vary according to On electronic controlled transmissions, the throttle
engine load. value is replaced by solenoids and controlled by the
control module.
For example, during rapid acceleration, the engine is
under a heavy load, and the transmission should
remain in first gear longer to take advantage of the
extra pulling power available in the lower gear ratio.
If the governor circuit alone were controlling the
shifts, the transmission would shift into second at a
pre-determined road speed, and acceleration would
slow dramatically. With the throttle valve and
governor circuits working together, the transmission
matches gear shifts to engine speed and load.
Service Training 45
Control valves Lesson 3 Hydraulic principles
Vacuum modulator
3 2
ATX032-A/VF
46 Service Training
Lesson 3 Hydraulic principles Control valves
1 2
3
6
5
4
ATX033-A/VF
The vacuum modulator contains two chambers As engine load varies, so does the vacuum in the
separated by a spring-loaded diaphragm. A hose or intake manifold, and the diaphragm moves in and out
tube connects one side of the diaphragm to the with these variations. The movement of the
engines intake manifold. The other side of the diaphragm is transferred to the rod, which moves a
diaphragm is connected to a rod that extends into the valve in the throttle valve circuit. This valve
valve body case. constantly alters the pressure in the throttle valve
circuit, which redirects pressure to the shift control
valves.
Service Training 47
Control valves Lesson 3 Hydraulic principles
Throttle valve
1
2 3
5 4
ATX034-A/VF
In a throttle valve circuit controlled by mechanical As throttle pressure rises, it causes the spring to
linkage, a throttle cam transfers the motion of the compress, moving the throttle valve back to the left.
accelerator pedal to the throttle valve. The line pressure port is closed, and throttle pressure
drains. When throttle pressure falls, the spring again
The throttle cam is mechanically linked to the pushes the throttle valve to the right, opening the line
accelerator pedal. When the pedal is pressed, the cam pressure port and increasing throttle pressure. By
turns, moving the spring. The spring pushes the repeating this cycle, the throttle valve constantly
throttle valve to the right, opening the line pressure adjusts throttle pressure.
passage. This increases pressure to the throttle
modulator valve. When the accelerator pedal is released, the cam turns
in the opposite direction, releasing the spring. The
throttle valve moves back to the left, closing the line
pressure port, which decreases throttle pressure.
48 Service Training
Lesson 3 Hydraulic principles Control valves
Pressure from two separate circuits influences shift Working with line pressure, the modified pressures
timing: throttle pressure, which is based on engine from the governor and throttle circuits control the
load; and governor pressure, which is based on road valves that automatically shift gears to match engine
speed. load and road speed. The valves in the valve body
control fluid flow through circuits that connect line
Each of these circuits receives line pressure from the pressure to the various bands and clutches that control
pump and modifies it into a pressure signal. The shifting.
modified pressures developed in the throttle and
governor circuits exert force on the shift control
valves, just as fluid forced the piston to move in the
sample circuit described previously in this section.
Service Training 49
General Lesson 4 Apply devices
Objectives
l Identify the components in a hydraulic multiple-disc clutch and describe their functions.
l Identify the components of a band and servo assembly and describe their functions.
l Describe the purpose of accumulator and modulator valves in the hydraulic control system.
50 Service Training
Lesson 4 Apply devices At a glance
Clutch overview
Service Training 51
Clutches Lesson 4 Apply devices
Multiple-disc clutch
2
1
ATX035-A/VF
52 Service Training
Lesson 4 Apply devices Clutches
2
1
3
4
6
ATX036-B/VF
To provide hydraulic flow to the clutch housing, a The valve body controls fluid flow to the clutch
passage connects line pressure from the valve body to housing. When the engine is running, fluid from the
the housing. pump flows through the valve body into the clutch
housing, where it pushes on the piston.
Service Training 53
Clutches Lesson 4 Apply devices
1 2
4
3
ATX037-A/VF
54 Service Training
Lesson 4 Apply devices Clutches
ATX038-B/VF
Service Training 55
Clutches Lesson 4 Apply devices
Clutch pack
4
1
2
3 5
8 6
9
7
ATX039-A/VF
To make the clutch functional, a clutch pack is The tabs on the steel plates fit into grooves machined
installed behind the spring assembly. A clutch pack is into the inside diameter of the clutch housing. So
a set of discs made up of two different types of plates. when the clutch housing rotates, the steel plates also
One set of plates is made of steel, with tabs on the turn. The friction plates, on the other hand, are not
outer diameter. The other plates are covered with a directly connected to the clutch housing. They do not
friction material similar to brake lining. These friction rotate with the clutch housing unless they press
plates also have splines on their inner diameters. tightly against the steel plates.
56 Service Training
Lesson 4 Apply devices Clutches
1 2
ATX040-B/VF
The clutch pack alternates steel plates and friction The clutch assembly mounts on the transmission
plates. The last plate in the stack is the pressure plate. input shaft, where splines on the inside diameter of
It is thicker than the other steel plates so it strengthens the clutch housing mesh with splines on the input
the clutch pack. The pressure plate also keeps the shaft. Since the input shaft is linked to the crankshaft
clutch pack from bending when the piston is applied. through the torque converter, the clutch housing
The snap ring on the end of the clutch pack holds the rotates when the engine is running.
plates in the clutch housing.
Service Training 57
Clutches Lesson 4 Apply devices
Clutch hub
4
1 2
3 5
9
7 6
8
ATX041-A/VF
58 Service Training
Lesson 4 Apply devices Clutches
1 3
2 4
5 5
ATX042-A/VF
Service Training 59
Bands Lesson 4 Apply devices
ATX043-A/VF
The hydraulic system either holds or drives gear train The held member of a gear set is mechanically
components to provide the different gear connected to a drum, with the band surrounding the
combinations required in an automatic transmission. drum. Friction material covers the inside surface of
While clutches drive gear train components, bands are the band, allowing the band to grip the drum surface
used to hold them. and prevent it from turning.
60 Service Training
Lesson 4 Apply devices Bands
Band operation
5
1 2
10
9
ATX044-A/VF
A case contains the servo, its springs, and hydraulic passage on the applying side of the piston. This
passages. A rod extends from the servo piston to the additional force, or boost pressure, holds the drum
free end of the band. To squeeze the ends of the band against the stronger torque generated by lower gears.
together, hydraulic pressure pushes the servo piston
through the bore. This motion forces the piston rod To release the band quickly, hydraulic pressure and
against the end of the band, squeezing the band spring tension work together. A shift valve in the
around the drum. When pressure is released, the valve body moves to open a release port. This port
return springs move the piston back into the bore, and allows fluid to push against the release side of the
the band releases the drum. piston while fluid is also present on the apply side.
Because the release pressure side has a larger surface
When the servo has to provide an extremely tight grip area than the apply side, it can overcome the apply
on the band, the hydraulic system opens an additional pressure.
Service Training 61
Accumulators and modulators Lesson 4 Apply devices
If the various oil circuits are traced, accumulator The transmission regulates apply pressures in three
pistons, modulator valves, and accumulator valves are different ways. First, modulator valves control, or
connected to the clutch and band circuits. These modulate, line pressure by restricting flow (and
hydraulic controls fine-tune fluid flow to the pressure) through their outlet ports. Second,
various circuits so the amount of apply pressure accumulator valves cushion the amount of apply
matches the amount of torque directed through the pressure. Finally, accumulator pistons absorb some of
transmission. the fluid pressure applied to servo pistons.
When the engine is operating with light throttle, a Accumulator and modulator valves are located in the
small amount of torque passes through the valve body. Accumulator pistons may be part of the
transmission, so the apply pressures can be reduced. servo piston assembly, or they may reside in their own
With heavy throttle, engine torque increases greatly, bores.
so the hydraulic apply pressures are also increased.
62 Service Training
Lesson 5 Planetary gear sets General
Objectives
l Identify the components in a basic planetary gear set and describe their operation.
l Describe the basic differences between a simple (Simpson) gear train and a compound (Ravigneaux)
gear train.
Service Training 63
At a glance Lesson 5 Planetary gear sets
ATX003-C/VF
The gear train in an automatic transmission transmits The planet gears connect the sun gear to the ring gear.
engine torque from the input shaft to the output shaft. The teeth on the planet gears mesh with both the sun
The gear train includes a planetary gear set that gear and the ring gear. The planet gears are mounted
provides the gear ratios required to move the vehicle. on shafts that are interconnected through the planet
This section describes how planetary gear sets work, carrier.
and describes two different types of planetary gears.
Therefore, a planetary gear set includes three
A planetary gear set gets its name from the members: the sun gear, the planet carrier, and the ring
arrangement of the gears in the set. The gears revolve gear. By holding or driving the members in various
around a central gear in the same way that the planets combinations, a planetary gear set can produce three
in the solar system revolve around the sun. In fact, the basic types of gear ratios:
revolving gears are called planet gears (or pinion
gears), and the central gear is called the sun gear. l Reduction (low gear)
A typical planetary gear set has the sun gear at the l Direct drive (high gear)
center. Around the sun gear is a ring with gear teeth
l Reverse
cut into its inside diameter. This ring is the ring (or
internal) gear. A compound, or Ravigneaux, gear set can produce an
additional gear ratio called overdrive, which is
described later in this section.
64 Service Training
Lesson 5 Planetary gear sets Operation
Reduction
ATX046-A/VF
Reduction refers to the operation of lower gear ratios, When the sun gear is held and the planet carrier drives
where the output shaft turns slower than the input the ring gear, rotation of the ring gear makes the
shaft. A vehicle accelerating from a stop begins in low planet gears walk around the sun gear in the same
gear so that engine speed can be transferred smoothly direction the ring gear is turning. However, the planet
to the drive wheels of the vehicle. gears turn slower than the ring gear, reducing the
rotation speed of the output shaft.
Service Training 65
Operation Lesson 5 Planetary gear sets
Direct drive
1
2
ATX047-A/VF
66 Service Training
Lesson 5 Planetary gear sets Operation
Reverse
ATX048-B/VF
To produce reverse output, the planet carrier is held For example the sun gear rotates clockwise, while the
and the sun gear is driven. In this situation, the planet planet carrier is held. This forces the planet gears to
gears simply turn on their shafts, acting as idler gears. turn counterclockwise, which also causes the ring
An idler gear reverses the direction of rotation. gear to turn counterclockwise.
Service Training 67
Types Lesson 5 Planetary gear sets
1
2
3
4
5
12
13 6
11
10
9
8
7
ATX049-B /VF
Two different types of planetary gear sets are used in The compound gear train uses two planet carriers and
most vehicles: the simple, or Simpson gear train; and two ring gears with a common sun gear.
the compound, or Ravigneaux, gear train.
68 Service Training
Lesson 5 Planetary gear sets Simpson gear train
Powerflow
Neutral
ATX051-B /VF
1 Input shaft
2 Forward clutch
The simple gear train produces the following gear In neutral, the converter turbine drives the input shaft,
ranges: which drives the clutch housing. Because no clutch is
applied, there is no further transfer of engine power.
l Neutral
l Direct drive
l Reverse
Service Training 69
Simpson gear train Lesson 5 Planetary gear sets
Powerflow (continued)
2
3
4
5
8
7
6
ATX050-B /VF
70 Service Training
Lesson 5 Planetary gear sets Simpson gear train
In first gear, powerflow is as follows: l The sun gear drives the reverse planet gears
clockwise.
l The converter turbine drives the input shaft
clockwise. l A one-way clutch holds the reverse planet carrier
stationary.
l The input shaft drives the forward clutch housing
clockwise. l The reverse planet gears drive the output shaft ring
clockwise.
l The forward clutch is applied, locking the input
shaft to the front planetary ring gear. The input l The output shaft ring gear drives the output shaft
shaft drives the forward clutch ring gear clockwise.
clockwise.
Service Training 71
Simpson gear train Lesson 5 Planetary gear sets
Powerflow (continued)
9 2
7
6
5
4
3
ATX052-B /VF
72 Service Training
Lesson 5 Planetary gear sets Simpson gear train
In second gear, powerflow is as follows: l The forward ring gear drives the front planetary
gears clockwise. The planetary gears walk
l The converter turbine drives the input shaft around the stationary sun gear.
clockwise.
l The front planet gears force the front planet carrier
l The input shaft drives the forward clutch housing to turn clockwise.
clockwise.
l The front planet carrier turns the output shaft
l The forward clutch is applied, driving the forward clockwise.
ring gear clockwise.
Service Training 73
Simpson gear train Lesson 5 Planetary gear sets
Powerflow (continued)
8 2
6
5
4
ATX053-B /VF
74 Service Training
Lesson 5 Planetary gear sets Simpson gear train
In third gear (high), powerflow is as follows: l The reverse/high clutch drives the input shell and
sun gear clockwise.
l The converter turbine drives the input shaft
clockwise. l The forward clutch drives the forward ring gear
clockwise.
l The input shaft drives the forward clutch housing
clockwise. l The forward ring gear drives the front planet gears
clockwise.
l The forward clutch housing also forms the hub of
the reverse/high clutch. l Because the front planet gears are being driven by
both the sun gear and the forward ring gear, a
l The forward and reverse/high clutches are both lock-up occurs. The front planet gears drive the
applied. front planet carrier.
l The forward clutch drives the applied reverse/high l The front planet carrier is splined to the output
clutch clockwise. shaft and drives it clockwise.
Service Training 75
Simpson gear train Lesson 5 Planetary gear sets
Powerflow (continued)
Reverse gear
1
2
3
4
5
10 6
ATX054-B /VF
76 Service Training
Lesson 5 Planetary gear sets Simpson gear train
In reverse gear, powerflow is as follows: l The reverse/high clutch drives the input shell and
sun gear clockwise.
l The converter turbine drives the input shaft
clockwise. l The low/reverse band holds the low/reverse drum
and reverse planet gear carrier stationary.
l The input shaft drives the forward clutch housing
clockwise. l The sun gear drives the reverse planet gears
counterclockwise.
l The forward clutch housing also forms the hub of
the reverse/high clutch. l The reverse planet gears drive the output shaft
counterclockwise.
l The forward and reverse/high clutches are applied.
The forward clutch drives the applied reverse-high
clutch clockwise.
Service Training 77
Operation Lesson 5 Planetary gear sets
Any time the planetary gear set members are driven Another advantage of the planetary gear set is the
or held, the gears are always in mesh. Therefore, they compact size of the gear train. Unlike a manual
never clash or grind as gears sometimes do in a transmission, which uses a cluster gear and separate
manual transmission. In addition, the arrangement of shafts, the automatic transmission has planetary gear
the planetary gear set allows several gear teeth to be shafts mounted on a common centerline.
in contact at any time. This means the gear set
distributes torque loads over a wider area, resulting in
a stronger gear set.
78 Service Training
Lesson 5 Planetary gear sets Operation
1
2
3
4
ATX055-A/VF
Service Training 79
General Lesson 6 Transaxle
Objectives
l Identify the components of a transaxle chain drive and describe their functions.
l Identify the components of a transaxle final drive unit and describe their functions.
l Describe the differences between idler gear systems and chain drive (in-line) systems.
l Identify the components of a transaxle differential assembly and describe their functions.
l Describe how the transaxle differential assembly operates with the wheels straight and with the wheels turned.
80 Service Training
Lesson 6 Transaxle At a glance
Transaxle theory
4
5
7 6
ATX071-A/VF
Transaxle cut-away
1 Output gear 5 Pinion shaft
2 Idler gear 6 Differential gear case
3 Side gear 7 Ring gear
4 Pinion gear
A transaxle is a transmission for a front-wheel drive In a rear-wheel drive vehicle, power flows from front
vehicle. Most of the principles that apply to rear- to rear from the engine to the torque converter and
wheel drive transmissions also apply to transaxles. input shaft, through the gear train to the output shaft,
This section describes the differences that are unique and through the rear axle to the rear wheels.
to transaxles.
Service Training 81
At a glance Lesson 6 Transaxle
In front-wheel drive vehicles, however, power must be By definition, transaxles must change the direction of
redirected to the front wheels. To accomplish this, a powerflow inside the unit. In most transaxles, either
transaxle has a final drive/differential built inside the an idler gear system or a chain drive alters the
transaxle case. Placing the final drive unit in the case direction of powerflow.
allows for a smaller package, which fits in the limited
space of the engine compartment. In addition, an
internal final drive allows the rotation of the transaxle
planetary units to match the rotation of the wheels.
82 Service Training
Lesson 6 Transaxle Systems
8
5
7
4 6
2
3
1 10
11
ATX072-A/VF
In a chain drive system, the transaxles final drive is in The reverse/overdrive ring gear is an integral part of
line with the planetary gear train. the drive sprocket. The final drive sun gear and
parking gear are integral parts of the driven sprocket.
A chain drive transfers torque from the planetary gear
sets to the final drive. The chain drive includes:
l Drive sprocket
l Driven sprocket
Service Training 83
Final drive Lesson 6 Transaxle
84 Service Training
Lesson 6 Transaxle Components
3
4
ATX073-A/VF
Transaxle cut-away
1 Output gear 3 Ring gear
2 Idler gear 4 Differential case
Final drive components vary with the type of A final drive input gear (ring gear) connects to the
transaxle drive. A typical idler gear final drive planet carrier. The carrier drives this gear in the same
assembly includes the final drive output gear, direction and at the same speed as the carrier.
differential case, side gears, and pinion gears.
An idler gear transmits input gear torque to the output
In an idler gear system, the final drive of the transaxle gear, so the direction of rotation is the same. The idler
is parallel to the planetary gear train. The idler gear gear rests on two tapered roller bearings on the idler
system changes the direction of power output. gear shaft. This shaft is supported by the transfer gear
housing and transaxle case.
Service Training 85
Components Lesson 6 Transaxle
86 Service Training
Lesson 6 Transaxle Components
1
3
6
7
ATX074-A/VF
The final drive of a typical in-line chain drive system A differential case holds the side gears, the governor/
includes a planetary gear set that transfers and speedometer drive gear, and the final drive pinion
multiplies torque from the drive chain to the gears.
differential.
Two differential pinion gears (and washers) mount on
The final drive includes a: the pinion shaft. A pinion pin retains the shaft in the
differential case. Two side gears (with washers) mesh
l Sun gear (integral with the driven sprocket) with the differential pinion gears. The right gear is
splined to the right halfshaft assembly, and the left
l Carrier (integral with the differential case)
gear is splined to the transaxle output shaft.
l Ring gear
Service Training 87
Differential assembly Lesson 6 Transaxle
3
4
ATX075-A/VF
88 Service Training
Lesson 6 Transaxle Differential assembly
1 2
ATX076-A/VF
Service Training 89
Differential assembly Lesson 6 Transaxle
7
4
6 5
ATX077-A/VF
When one wheel is turning faster than the other, l The differential pinion gears walk around the
power flows through the differential. slower moving side gear, rotating on the pinion
shaft.
l The final drive gear set turns the differential case.
l The pinions drive the side gear on the outer wheel
l The pinion shaft and differential pinion gears drive faster than the inner wheel side gear.
the side gears.
The torque is split proportionally between the two
l The side gear driving the inner wheel rotates wheels. For example, the inner wheel may rotate at
slower than the outer wheel (or not at all). 80 percent of the speed of the differential case, while
the outer wheel rotates at 120 percent of case speed.
90 Service Training
Lesson 7 Electronic controls General
Objectives
l Describe how an electronic control system directs the operation of an automatic transmission.
l Identify the input sensors used in an electronic control system and describe how they operate.
l Identify the output solenoids used in an electronic control system and describe how they operate.
Service Training 91
At a glance Lesson 7 Electronic controls
Control systems
l Self-diagnosis
92 Service Training
Lesson 7 Electronic controls System inputs
The brain of the electronic control system is a Other inputs are based on the drivers demands. For
module that contains electronic circuit boards, example, the throttle position sensor relays
microprocessor chips, and input and output information about the position of the accelerator
connectors. pedal. Still other inputs come from the transmission
itself. For example, sensors provide information about
Using the information the control module receives output shaft speed, transmission fluid temperature,
from the input sensors, the control module computes and gear range selection.
engine load, vehicle speed and conditions, and
transmission conditions. The control module then Using all these input signals, the control module
controls the output solenoids by selectively grounding determines when the time and conditions are right for
or applying voltage to certain electrical circuits. a shift or a converter clutch application. The control
module also determines the line pressure needed for
Input and output signals the smoothest shift operation (also called shift feel).
Some input signals come from engine-related sensors, To accomplish these functions, the control module
such as the mass air flow sensor, intake air typically controls four electronic solenoids: two for
temperature sensor, and engine coolant temperature shifting, one for modulating the converter clutch, and
sensor. These sensors give the control module one for controlling line pressure.
information about the engines current operating state.
Service Training 93
System inputs Lesson 7 Electronic controls
9
3
10
ATX078-B/VF
94 Service Training
Lesson 7 Electronic controls System inputs
There are two basic types of control module input These input signals are described on the following
signals: pages. The descriptions assume you are familiar with
terms related to automotive electrical systems.
l Inputs related to items outside the transmission,
such as the engine coolant and air conditioning
clutch. These inputs include sensors that measure
engine and driver demands.
Service Training 95
System inputs Lesson 7 Electronic controls
4 2
3
ATX079-A/VF
96 Service Training
Lesson 7 Electronic controls System inputs
ATX080-A/VF
Output shaft speed (OSS) sensor and input shaft speed (ISS) sensor
Service Training 97
System inputs Lesson 7 Electronic controls
ATX081-A/VF
The vehicle speed sensor (VSS) is a magnetic pickup Some vehicles use a vehicle speed signal from a
mounted near the rear of the transmission. Driven by different system such as the ABS system.
a small gear, the VSS sends a voltage signal to the
control module that is proportional to the rotation
speed of the output shaft. The control module uses
this signal as auxiliary input for modifying upshift
scheduling only. (The OSS sensor provides the
primary vehicle speed information to the control
module.)
98 Service Training
Lesson 7 Electronic controls System inputs
2
1
ATX083-B/VF
A pulse-width modulated (PWM) solenoid controls The control module signals this solenoid to allow an
the application and release of the torque converter appropriate amount of fluid into the converter clutch
clutch. When applied, this clutch locks the turbine and control valve. The amount of pressurized fluid
converter cover together, forming a mechanical link controls the movement of the clutch piston. This
between the engine and the transmission input shaft. solenoid is also called the torque converter clutch
control (TCC) solenoid.
Service Training 99
System inputs Lesson 7 Electronic controls
Solenoid types
1 2 3
ATX082-A/VF
The transmission fluid temperature (TFT) sensor is a The control module uses the TFT sensor signal to
temperature-sensitive thermistor located on the determine whether or not a cold-start shift schedule
transmission control valve body. Its resistance value is required. When the transmission fluid is cold, the
varies with the temperature of the transmission fluid. control module modifies normal shift scheduling and
The control module measures the voltage across the prevents the converter clutch from engaging.
TFT sensor to determine fluid temperature.
The control module also uses the TFT sensor signal to
lock-up the torque converter to reduce oil
temperature.
ATX084-A/VF
On/off solenoid
1 Shift solenoid one 2 Shift solenoid two
5
3
ATX085-B/VF
Solenoid operations
ATX086-A/VF
The torque converter clutch control (TCC) solenoid The TCC solenoid can also supply partial flow to the
supplies the clutch with full pressure, no pressure, or clutch for slip lock. During slip lock-up, the control
varying amounts of pressure. When the ball valve is module rapidly turns the solenoid on and off for
closed, no pressurized fluid flows to the clutch control varying lengths of time. The ball valve opens and
valve, and the clutch is released. When the ball valve closes, sending fluid in brief pulses to the clutch
is fully open, full pressure flows to the clutch, and it control valve. In this way, the TCC solenoid
applies. modulates pressure to the clutch, which enhances
transmission smoothness and fuel economy.
2
1
3
5
6 4
9
10
ATX087-A/VF
The control module controls automatic shift points by The shift control solenoids are normally off unless
sending signals to the on/off shift control solenoids. electrically activated by the control module. When the
solenoid is off, the ball valve opens and fluid flows
The solenoids can be turned on or off in different back to the sump. When the solenoid is on, the ball
combinations. These combinations determine which valve closes, and fluid flows to the shift valves.
shift valves operate. For example, SS1 is on and SS2 Unlike the TCC solenoid, the electronic shift control
is off in manual first gear. In second gear, only SS2 is solenoids have only two states, open or closed. They
on. cannot provide partial flow.
1 3
4
2
8 7
5
ATX088-A/VF
Objective
Diagnosis requires a complete knowledge of the For example, if a torque converter clutch is damaged
system operation. As with all diagnosis, a technician because of a bad torque converter solenoid, replacing
must use symptoms and clues to determine the cause the torque converter assembly may correct the
of a vehicle concern. To aid the technician when problem. However, if the solenoid that caused the
diagnosing vehicles, the strategies of many successful torque converter clutch failure is not corrected at the
technicians have been analyzed and incorporated into same time, the torque converter clutch will certainly
a diagnostic strategy and into many service fail again.
publications.
Symptom-to-system-to-component-to-cause
diagnostic process
1
Using the Symptom-to-System-to-Component-to-
Cause (SSCC) diagnostic process provides you with a
logical method for correcting customer concerns:
Workshop literature