Lecture Notes On Automatic Transmission System e D

Lecture notes on AME 106 – Engine Mechanics & Transmission Line Systems e duodu
This module OR lecture notes is meant to provide students with transmission line
repairs and maintenance competences.
Activities
• Identifying components
• Inspecting components
• Dismantling and assembling components
• Interpreting test results
• Describing the maintenance aspects of the Automatic transmission system.
Assignment:
With reference from the teaching module (Servicing Vehicle), students should perform
the following task.
1. Identify the purpose and types of friction clutch
2. Clarify construction and operational features of conventional clutch.
3. Compared the merits and demerits of the clutch.
4. Manual Gearboxes, their constructional features and operations.
5. Identify transmission line, steering and braking systems
6. Suspension and wheel and tyres
The Practical challenges covers Over- hauling of Engines and Repairs on

the Transmission systems, however, in the discussions much emphasis
will be made on Transmission Line system.
Engine: A fuel air mixture enters through an inlet manifold and is fired in each cylinder
in turn Figure 1. This expands and pushes down on the piston. The spent gases leave
through the exhaust system. The power is applied to the crankshaft. The pulses of
power from each piston are smoothed out by a heavy flywheel. Power leaves the engine
through the flywheel which is fitted on the rear of the rotating crankshaft and passes to
the clutch.
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Figure 1 Engine cylinder.

Assignment
Power leaves the engine through the flywheel which is fitted on the rear of the
rotating crankshaft and passes to the clutch; ‘discuss’.
Power train: There are various groupings of engine, clutch, gearbox and final drive.
One of the most common is figure 2 shown below. The basic power flow, meaning the
way in which energy is passed through the system, is as follows:
As fuel and air mixture is ignited above the pistons, they push on connecting rods which
are on cranks, just like a cyclists legs driving pedals. This makes the crankshaft rotate.
Power is passed through the clutch and then through a gearbox. The output of the
gearbox is linked to the final drive. This then applies the power to the front wheels
through drive shafts. These shafts have joints so they can move with the steering and
suspension.
Figure 2 Power train / path.
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TRANSMISSION LINES
Transmission System Overview
Introduction: Transmission is a general term used to describe all the components
required to transmit power from the engine to the wheels. The requirement is to convert
the power from the relatively high velocity and low torque of the engine crankshaft, to
the variable, usually lower speed and higher torque, needed at the wheels.
Types of Transmission: The two basic types of transmission use either a manual
gearbox, figure 3 in which the gears are selected by the driver, or an automatic gearbox,
figure 4 in which the gears are changed automatically.
Figure 3 Manual selected. Figure 4 Automatic selected.
Front Wheel Drive Transmission: Working from the engine to the wheels, the main
components of a typical front wheel drive transmission system, are as follows:
Clutch; Gearbox; Final drive; Differential and Drive shafts.
Rear Wheel Drive Transmission: Working from the engine to the wheels, the main
components of a typical rear wheel drive transmission system are as follows:
Clutch; Gearbox; Propshaft; Final drive; Differential and Half shafts.
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Clutch: Fitted between the engine and gearbox the clutch allows the drive to be
disconnected when the pedal is depressed. It allows a smooth take up of drive and
allows gears to be changed. The clutch (figure 5) is to allow the driver to disconnect
drive from the engine and move the vehicle off from rest. The engine flywheel and
clutch cover are bolted together so the cover always rotates with the engine. A pressure
plate and clutch springs are mounted on the cover.
Figure 5 the clutch

A gearbox shaft is fixed so that it rotates with the clutch driven plate but it can slide
slightly. The clutch, or driven plate has friction linings.
The clutch is engaged when the pedal is up because the clutch springs and pressure
plate hold the driven plate against the flywheel. This makes the drive pass to the
gearbox.
To disengage the clutch, the pedal is pressed down. A release bearing makes the
pressure plate move back away from the flywheel, and frees the driven plate from the
flywheel. No drive is now passed to the gearbox.
Assignment
The main duty of clutch is to connect the drive OR disconnect the drive from
engine? ‘Discuss’
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Gearbox: A gearbox (fig. 6) is needed

because an engine produces power only
when turning quite fast. The gearbox allows
the driver to keep the engine at its best
speed. When the gearbox is in neutral, power
does not leave it. When the gearbox is in first
gear, power is transferred from a small to a
larger gear, and then out to the final drive.
Different stages of speed reduction (second. third gear etc.) are created using different
sizes of gear. Less speed out of the gearbox has a higher turning force (torque)
because the engine is running faster. Fourth (if highest) gear normally makes the output
shaft turn at the same speed as the engine. Fifth/over drive) gear makes the output
shaft run faster than the engine for economical higher speed driving. Most boxes
contain about thirteen gear cogs, which allow five forward gears and one reverse.
Figure 6 A gearbox
Gears and Components

Introduction: There is a wide range of gearboxes in use. However, although the
internal components differ, the principles remain the same. The examples in this section
(fig. 7) are, therefore, useful for learning the way in which any gearbox works.
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Figure 7 Gearbox components
Input Shaft: The input shaft ( fig.8) transmits the torque from the clutch, via the
countershaft to the transmission output shaft. It runs inside a bearing at the front and
has an internal bearing, which runs on the mainshaft, at the rear. The input shaft carries
the countershaft driving gear and the synchroniser teeth and cone for fourth gear.
Figure 8 Details of Input shaft

Mainshaft or Output Shaft
The mainshaft (fig. 9) is mounted in the transmission housing at the rear and the input
shaft at the front. This shaft carries all the main forward gears, the selectors and
clutches. All the gears run on needle roller bearings. The gears run freely unless
selected by one of the synchronizer clutches.
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Figure 9 Details of Main-shaft
Countershaft: The countershaft (fig 9) is sometimes called a layshaft. It is usually a

solid shaft containing four or more gears. Drive is passed from here to the output shaft,
in all gears except fourth. The countershaft runs in bearings, fitted in the transmission
case, at the front and rear.
Reverse Idler Gear: An extra gear has to be engaged to reverse the direction of the
drive. A low ratio is used for reverse, even lower than first gear in many cases. The
reverse idler (fig. 10) connects the reverse gear to the countershaft.
Fig.9 Details of countershaft Fig.10 Details of reverse idler gear
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Selector Mechanism: An interlock (fig. 11) is used on all gearboxes, to prevent more
than one gear being selected at any one time. If this were not prevented, the gearbox
would lock, as the gears would be trying to turn the output at two different speeds - at
the same time. The selectors are ‘U’ shaped devices that move the synchronisers.
Figure 11 Interlocking device
Synchromesh Mechanisms
Introduction: A synchromesh mechanism is needed because the teeth of dog clutches
clash if they meet at different speeds. Shown here is part of a synchronizer (fig 12). The
dog clutch and cone clutch are highlighted. A synchromesh system synchronises the
speed of two shafts before the dog clutches are meshed – hence the name.
Figure 12 Parts of a Synchroniser
Synchromesh: The figure 13 shows Synchroniser component, the unit or the system
works like a friction type cone clutch. The collar is in two parts and contains an outer
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toothed ring, which is spring loaded to sit centrally on the synchromesh hub. When the
outer ring, or synchronizer sleeve, is made to move by the action of the selector
mechanism, the cone clutch is also moved because of the blocker bars.
Figure 13 Synchronizing components
Neutral Position: In the neutral position (fig 14) the shift ring and blocker bars are
centralised. There is no connection between the shift ring and the gear wheel. The gear
wheel can turn freely on the shaft.
Figure 14 Neutral position
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Synchronising Position: When the shift fork is moved by the driver, the shift ring is slid
towards the gear wheel. In the process, the shift ring carries three blocker bars, which
move the synchroniser ring (fig. 12/15) axially and press it onto the friction surface
(cone clutch) of the gear wheel. As long as there is a difference in speed, the shift ring
cannot move any further. This is because the frictional force turns the synchroniser ring
causing the tooth flanks to rest on the side of the synchroniser body.
Figure 12 synchronization
Shift Position: Once the shift ring and gear are turning at the same speed,
circumferential force no longer acts on them. The force still acting on the shift ring turns
it until it slides onto the teeth of the gear wheel (fig.13). The gear wheel is now locked to
its shaft.
Figure 13 Locked or Engaged position
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Reverse Gear An extra shaft carries the reverse gear cog (fig.14 “2”). Because reverse
gear is selected with the car at rest and low engine speed, some earlier gearboxes did
not have a synchroniser on reverse.
Figure 14 Reversed position

Assignment
 State the reasons why gearbox is employed in the transmission system?
 What is meant by Synchronization and how does this achieved?
 Explain why reverse gear may not have synchromesh
Overdrive: On earlier vehicles, a four-speed gearbox was the norm.
Further improvements in operation could be gained
by fitting an overdrive (fig.15). This was mounted on
the output of the gearbox (RWD). In fourth gear, the
drive ratio is usually 1:1. Overdrive would allow the
output to rotate faster than the input, hence the
name. Most gearboxes now incorporate a fifth gear,
which is effectively an overdrive but does not form a
separate unit.
Figure 15 an overdrive
Speedometer Drive: The drive for the speedometer
(fig.16) is taken from the gearbox output shaft on most
vehicles. This shaft rotates at a speed proportional to
road speed. Some manufacturers still use speedometer
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cables but many now opt for speed sensors, which provide a signal for an electronic
gauge.
Figure 16 Speedometer unit
Summary For two rotating shafts to mesh using a dog clutch, they should ideally be
rotating at the same speed. Early motorists had to be skilled in achieving this through a
process known as double-declutching. However, all modern gearboxes make life much
easier for us by the use of synchromesh systems!
Assignment
 What is meant by Over-drive?
 Explain double declutching and which of the gearboxes needed the
application of the double declutching?
Final Drive and Differential

Introduction: Because of the speed at which an engine runs, and in order to produce
enough torque at the road wheels, a fixed gear reduction is required. This is known as
the final drive. It consists of just two gears. The final drive is fitted after the output of the
gearbox on front wheel drive vehicles. On other development, it is fitted in the rear axle
after the prop-shaft on rear wheel drive vehicles. The gear ratio is normally between
about 2:1 and about 4:1. In other words, at 4:1, when the gearbox output is turning at
4000 rev/min, the wheels will turn at 1000 rev/min.
Final drive: The final drive assembly of a front wheel drive vehicle has two main tasks:
 Further speed reduction of about 3:1. This is output gear to pinion ratio which will
vary with different types of vehicles and engines.
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 Different speeds to the drive shafts must be possible by a unit called the
differential. This is needed because when the vehicle is cornering the road
wheels turn at different speeds (fig. 17).
Figure 17 final drive and differential unit

Front Wheel Drive: Most cars now have a transverse engine, which drives the front
wheels. The power of the engine therefore does not have to be carried through a right
angle to the drive wheels. The final drive contains ordinary reducing gears rather than
bevel gears (fig.18).
Bevel Gears, The crown wheel and pinion are types of bevel gears because they mesh
at right angles to each other. They carry power through a right angle to the drive
wheels. The crown wheel is driven by the pinion, which receives power from the
propeller shaft.
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Figure 18 Front engine, front wheel drive
Rear Wheel Drive: The final drive gears turn the drive through 90 0 on rear wheel drive
vehicles (fig.19). Four-wheel drive vehicles will also have this arrangement as part of
the rear axle.
Figure 19 Rear wheel drive
Locking differential
The fact that the differential enables the wheels to have different rotational speeds can
also be a large disadvantage under certain conditions. If one of the driven wheels loses
its grip on the road, total drive will fall away:
 the wheel that looses grip will be driven by the differential, with the double
rotational speed of the crown gear
 the wheel that still has grip will no longer be driven and will thus stand
Driving off with a car, which has one wheel on a slippery surface or loose gravel, can
cause problems. It can therefore be necessary to switch off the operation of the
differential under certain circumstances. This is called locking.
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Differential Locks: Differential locks (fig. 20) are used on many off-road type vehicles.
A simple dog clutch or similar device prevents the differential action. This allows far
better traction on slippery surfaces. An electric, hydraulic or pneumatic mechanism is
used to lock the two output pinions together.
Figure 20 Locking mechanism

Differential Lock Control This mechanism is usually activated manually by switch,
and, when activated, both wheels will spin at the same speed. If one wheel ends up off
the ground, the other wheel will continue to spin at the same speed.
Switching off the differential has the result of giving both wheels the same rotational
speed. This allows the wheel that does have grip to move the car.
Locking provides a limited or no rotational speed difference between the driven wheels
on the same axle. Various systems have been developed to make locking possible.
These include; 1. Clutch coupling, 2. Multi-plate clutch or 3. Viscous coupling
Operation can be manual or automatic.
Locking devices with a multi-plate clutch or viscous coupling are also referred to as
Limited Slip Differential (LSD).
 Manual operation simply involves pressing a button.
 An electromagnetic coupling engages the locking device.
 The automatic locking device consists of:
o an electronic control system
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o a hydraulic unit
o a differential with hydraulic plates
Locking device with clutch coupling

It follows from the operation of the differential (Fig. 21)
– when driving straight on a level road, both drive shafts (1 and 2) have the same
rotational speeds.
– the sun gears (3 and 4) then have the same rotational speed as the crown gear (5)
and the planet carrier (6).
Figure 21 Locking device with clutch coupling
– the crown gear (5), the planet carrier (6) and the planet shaft (7) turn as one unit,
without the planet gears (8 and 9) turning around the planet shaft (7).
– The function of the planet components in this situation: the locking of the two sun
gears.
The differential is disengaged in the above situation. This situation is created artificially
by a locking device with clutch coupling. The clutch coupling connects one of the drive
shafts (1 or 2) to the planet carrier (6).
The sun gear that is connected to the drive shafts can in this case no longer rotate in
relation to the planet carrier. The differential is in effect locked and thus disengaged.
This is also called a full lock (100% lock).
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The rotational movement of the crown gear (5) is transmitted via the planet carrier (6),
the planet shafts (7), the planet gears (8 and 9) and the sun gears (3 and 4) to the drive
shafts (1 and 2).
Figure 22 shows a locking differential with clutch coupling.
Figure 22 Locking with clutch coupling
In this arrangement, a sliding clutch coupling is fitted around one of the driving axles.
The planet carrier is also fitted with a clutch coupling. By sliding both couplings into one
another, a fixed connection is created between drive shaft 1 and the carrier.
Locking with limited slip

A differential with limited slip has been developed for:
– driving off from slippery or unpaved road surfaces
– prevent the car from slipping when the driven wheels are on different surfaces (in
other words: on wheel is, e.g., on a paved and the other wheel on an unpaved surface)
– extending the life of the tyres.
Drive shafts: The two drive shafts each have two constant velocity (CV) joints. They
are heavy duty steel shafts and simply pass the drive to the wheels (fig. 23). The joints
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are needed because the movement of the steering and suspension changes the
position of the wheels.
Figure 23 Drive shaft (front wheel drive)

The load borne by driven axles depends on the bearings fitted. The constructions
applied are as follows:
 load-bearing driven axle (Fig. 24): is subjected to bending strain, shearing strain
and torsion.
 semi-floating driven axle (Fig. 25): is subjected to bending strain and torsion
 floating driven axle (Fig.26): is subjected to torsion; this axle construction (used
on lorries) enables the half-shaft to break, while the driven axle continues to bear
the load.
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Axle bearings
In the case of axles, a distinction is made between non-driven and driven axles.
Examples of non-driven axles are the back axles on front-wheel drive cars and the
axles on trailers and caravans. These axles are subjected to shearing and bending
strain (Fig. 27 and 28).
Figure 27 Shearing Figure 28 Bending
Rolling bearings
Cars rest on wheel bearings. The applied wheel bearings are of the type rolling bearings
(Fig. 29). Rolling bearings consist of an inner and an outer ring. A roll body is fitted
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between the inner and the outer ring. In case of bearings that are used as wheel
bearing, this usually takes the form of a ball or a roller.
Figure 29 Rolling bearings
In ball bearings, contact exists between the balls and the ball races. In roller bearings,
the rollers have rolling butt contact with the ball racers. The load-bearing capacity of a
roller bearing is therefore greater than that of a ball bearing.
Single-row groove ball bearings (Fig. 29a) can only accommodate forces in radial
direction. They are not adjustable. If they show too much play, they must be replaced.
Conical roller bearings (Fig. 29c) can accommodate forces in radial and axial direction.
Conical roller bearings are adjustable.
The bearing in Figure 30 is an angular contact bearing. This type of bearing can, just
like a conical bearing, accommodate forces in radial and in axial direction.
Figure 30 Angular contact bearing
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Figure 31 shows a double-row angular contact bearing. Rolling bearings that are used
as wheel bearing are lubricated by means of grease. A hubcap and/or oil catcher
provide for a seal (Fig. 32). This prevents grease from getting into the brake drums, for
example.
Fig. 31 double-row angular contacts bearing and Fig. 32 Seal by cap and oil catcher
Assignment
Distinguish between speed and torque
State at least THREE advantages of Floating driven axle as compared to Semi-
floating driven axle
Explain the differences between three-quarter and semi-floating driven axles
Braking system: Hydraulic brakes are used to slow down or stop the vehicle. The hand
brake uses a mechanical linkage to operate parking brakes. The main brakes work on
all four wheels and the hand brake usually just on the rear.
The hydraulic principle is that foot pressure on the brake pedal pushes fluid under
pressure to all four wheels. Braking materials (friction linings) are pressed against
rotating surfaces, slowing them down thereby slowing down the vehicle. Discs,(fig 33)
normally on the front, are gripped between pads of friction lining. Drums, normally on
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the rear, are gripped on their inside surfaces by shoes covered with friction lining. This
is the most common arrangement but some vehicles have all drums or all discs.
Figure 33 Disc braking system.
Steering system: Both front wheels are linked mechanically and must turn together to
provide steering control. The image here shows a rack and pinion. The steering wheel is
linked to the pinion and as this is turned it moves the rack to and fro. This moves both
the wheels. Many vehicles have power assisted steering which uses a pump driven by
the engine to make turning the steering wheel easier. Some very modern systems use
small electric motors for this task.
Suspension system: The main reasons for the suspension system are as follows:
 Absorb road surface faults (shocks) to give a comfortable ride
 Keep the tyres in contact with the road surface
 Resist braking and steering forces
 Allow for different loads of passengers and luggage
A single trailing arm with coil springs and damper on the rear and strut with a coil spring
and built in damper on the front are shown here.
Many variations of design are used but the principle is the same.
Tyres also absorb road shock and play a very important part in road holding. Most of the
remaining shocks and vibrations are absorbed by springs in the drivers and passengers
seats.
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Electrical system The electrical system covers many aspects such as lighting, wipers
and instrumentation. A key aspect is the production of a spark to ignite the fuel (unless
the engine is diesel of course). An alternator, driven by the engine, produces electricity
to run the electrical systems and charge the battery.
Summary Layouts of a vehicle vary as do body styles and shapes. However, the main
systems of a light vehicle are very similar. These are the:
Power train; Braking system; Steering system; Suspension system and Electrical
system
These systems are covered in more detail in AME 105 Module. Enjoy!
Assignment
 The electrical system covers many aspects such as lighting, wipers and
instrumentation. What are Instrumentations, discuss the importance of
those items.
 Tyres also absorb road shock and play a very important part in road
holding; ‘discuss’
 What could happen to a vehicle without a steering system?
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AUTOMATIC TRANSMISSION SYSTEM
This module is meant to provide the student with transmission line repair and
maintenance competences.
Activities
• Identifying components
• Inspecting components
• Dismantling and assembling components
• Interpreting test results
• Describing the maintenance aspects of the Automatic transmission system.
Assignment:
With reference from the teaching module (Servicing Vehicle), students should perform
the following task.
7. Identify the purpose and types of friction clutch
8. Clarify construction and operational features of conventional clutch.
9. Compared the merits and demerits of the clutch.
FLUID COUPLING
INTRODUCTION:
A conventional clutch is a cushioned disc (connected to the transmission gears), which
takes power from the engine when it is forced against a disc on the face of the engine's
spinning flywheel. In fluid drive the flywheel is equipped not with a disc, but with a sort
of wet (fluid) wheel. Facing the blades of this wet wheel is a similar set of blades on the
transmission shaft. A hydraulic automatic transmission consists of the following parts:
Fluid Flywheel and Torque converter.
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FLUID FLYWHEEL
INTRODUCTION:
Fluid flywheel is a type of fluid coupling, hydraulically connecting the engine to the
transmission (gearbox). It takes the place of a mechanical clutch, allowing the
transmission to stay 'in gear' and the engine to remain running while the vehicle is
stationary, without stalling.
CONSTRUCTIONAL FEATURES
Two sets of blades, figure 34(Pump or Impeller and Turbine) are enclosed in a sealed
compartment filled with light oil. As the flywheel gathers speed, the blades (Impeller)
attached to it set the oil in motion, and the moving oil drives the opposite set of blades
(Turbine). These in turn rotate the transmission gears and, through them, drive the shaft
and the wheels. A fluid drive automobile can be braked to a stop in high without bringing
the motor to end. It can be started in high without bucking or stalling.
Figure 34 Fluid flywheel
Generally the only problem associated on this coupling may be Over-heating, due to
excessive slip, which may be caused by low oil level or noise, due to bearing wear,
which allows the faces of the members to touch. The use of this coupling also relieve
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the vehicle driver of the job of clutching and shifting gears in ordinary stop-and-go
operation, making less harassed the task of driving.
TORQUE CONVERTER
INTRODUCTION:
The torque converter is the coupling device between engine and transaxle. It is bolted to
the engine crankshaft and operates as fluid coupling transferring the engine power to
the apply device. The automatic gearbox supplies the fluid for the torque converter. The
fluid is generally a low-viscosity mineral oil, which contains additives to improve
lubrication and resist frothing. The fluid within the torque converter is pressurized to
about 138 kN m 2 (20 Ibf / in 2), pressuring the fluid minimizes cavitation’s noise which is
caused by air circulating in the converter.
A torque converter (fig. 35) differs from a fluid flywheel coupling, in that it provides a
variable amount of torque multiplication at low engine speeds, increasing "breakaway"
acceleration. This is accomplished with a third member in the "coupling assembly"
known as the stator, and by altering the shapes of the vanes inside the coupling in such
a way as to curve the fluid's path into the stator. The stator captures the kinetic energy
of the transmission fluid, in effect using the leftover force of it to enhance torque
multiplication.
Figure 35 Exploded view of a single-stage Torque Converter
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Torque Converter Operations
The fluid coupling uses the spinning motion of a fluid (ATF- Automatic Transmission
Fluid), to transfer the rotational force from the crankshaft to the transaxle during
acceleration. During engine idle the fluid flow is low and engine and transaxle are
uncoupled. Within a certain range of vehicle speed the torque converter multiplies the
engine torque up to three times.
The torque converter is usually equipped with an additional clutch, the TCC (Torque
Converter Clutch) fig.36, which provides direct mechanical drive (lock-up) of engine and
transaxle under certain operating conditions.
Figure 36. Assembled Torque Converter
Now let us consider the operations of each component.

Pump Impeller (Fig.36)
When the ATX (Transaxle shaft) is installed the torque converter housing is bolted to
the crankshaft via the drive plate. Because the pump impeller is welded to the torque
converter housing, it rotates at the same rotation speed as the engine, setting the ATF
in motion with several blades on the inside. The pump impeller hub is welded to the
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central area of the pump impeller and on the opposite side connected to the inner rotor
of the ATX oil pump.
Figure 36 the pump impeller stage
Turbine Runner (Fig. 37)
The turbine runner is positioned opposite the pump

impeller and is also equipped with blades on the
inside. It is not connected mechanically with the
pump impeller so the power transmitted from the
engine to the pump impeller is transmitted to the
turbine runner through the moving ATF. The turbine
runner that is mounted on the splined turbine shaft
transmits the rotational force via the shaft to the
shifting components of the transaxle.
Figure 37 (Turbine) the runner stages
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THE STATOR
The stator figure 38, consists of several blades attached to a hub and is mounted on a
one-way clutch between turbine runner and pump impeller. The purpose of the stator is
to change under certain operating conditions the direction of fluid flow as it moves from
the centre of the turbine runner to the centre of the pump impeller.
Figure 38 Stator placed in-betweens the impeller and the Turbine
TORQUE MULTIPLICATION
To obtain a torque multiplication, the braking action the fluid must be eliminated, which is
achieved by the stator (stationary member fitting between the turbine and the pump) in this
case the fluid returning to the pump is redirected such that it now enters the pump at a suitable
speed and direction. If the path of the oil returning to the pump is considered, the system can
be shown diagrammatically as in Figure 39.
Fluid from the pump acts on the turbine T, but if the turbine is turning slower than the oil, the
oil will be deflected in the path marked A. The stator acts as a reaction member and
redirects the fluid from path B to path C, a suitable direction for the pump to receive the fluid.
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When the turbine speed increases, the fluid taking-path A will gradually change until it is
taking path I). Fluid attempting to flow along path I) will now be obstructed by the stator
vanes. The disturbance caused by the obstruction of the stator vanes would give a
considerable drop in efficiency. To limit this drawback, a unidirectional clutch (free-wheel) is
fitted between the stator and the extension of the gearbox casing. As soon as the fluid strikes
the back of the stator vanes, the clutch will unlock and the fluid pass along path D to the
pump. Once the stator has no effect on the fluid, the units will act similarly to a fluid
coupling.
Figure 39 Torque multiplication.
One-Way Clutch
One-way clutches are bearings that allow shafts or other rotating components to be
turned in only one direction. There are two different types of one-way clutches:
 Roller type one-way clutch or
 Sprag type one-way clutch
Roller Type One-Way Clutch (Fig.40)
The clutch assembly has an inner and outer race separated by spring-loaded rollers.
The inner race is mounted on a splined stator support, which is bolted to the transaxle
housing. The outer race is placed over the inner race and connected to the stator. The
rollers are pushed by springs against the narrow end of ramps machined into the outer
race.
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When the stator and the outer race turn counterclockwise, each roller moves down the
ramp against the spring, allowing the
stator to turn. If the stator rotates in
the opposite direction, the spring
pushes each roller up the ramp,
where it becomes wedged between
the two races. With the rollers
wedged, the stator is locked to the
inner race and cannot rotate.
Fig.40 1.Stator unlocked 2. Stator locked
Sprag Type One-Way Clutch
The sprag type one-way clutch has sprags built between the inner and outer races as
shown in the figure 41. When the outer race rotates counterclockwise, the rotation is
not restricted because the diagonal length of the sprags (b) is shorter than the gap
between the outer and inner races. When the outer race attempts to rotate clockwise,
the rotation is restricted because the diagonal length of the sprags (a) is longer than the
gap between the outer and inner races, causing the sprags to work as brake between
outer and inner race.
Fig. 41 the sprags type
Let us see the actions of the converter when lock up or unlock to the transmissions
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Torque converter lock-up clutch
A torque converter has a slight drawback; when the impeller and the turbine are
rotating together with a ratio of approximately 1:1, a small percentage of slip
(approximately 4%) occurs between the pump impeller and the turbine wheel. The
torque converter will therefore consume some of the energy from the engine, which
results in a slightly higher fuel consumption.
To reduce this energy loss and to reduce fuel consumption a lock-up clutch is fitted
to the torque converter. During cruise conditions, the lock up clutch is engaged which
connects the impeller to the turbine; the impeller is therefore locked to the turbine, which
prevents torque converter slip occurring.
The clutch used is similar to that of the single plate clutch employed with a manual
gearbox. The clutch is splined to the hub of the turbine, the frictional surface of the clutch
acting on the impellor casing.
Operation
When the lock-up clutch is disengaged (Figure 42), the fluid, which is under pressure
within the torque converter, flows on either side
of the clutch. Equal pressure on each side of the
clutch plate disengages the clutch, allowing
normal operation of the torque converter.
When the vehicle reaches a predetermined

speed and engine load (usually cruise
conditions), the automatic gearbox hydraulic
circuit provides a path, which allows the fluid to
exhaust from between the clutch plate and the
impeller casing Figure42 Lock-up clutch - disengaged
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Note: The lock-up clutch will normally only operate when the automatic gearbox is in
top gear (direct drive) or overdrive.
The hydraulic circuit for the lock-up clutch is normally controlled by a hydraulic
governor, or by the electronic control unit (F.CU) on electronically controlled
gearboxes. The volume of fluid is returned to the
transmission sump via a hydraulic control valve.
The fluid pressure behind the clutch plate

increases, forcing the clutch plate to contact the
impeller casing. The impeller casing and
turbine are locked together with the use of the
clutch plate, preventing slip between the impeller
and the turbine (Figure 43).
Figure 43 Clutch lock-up
When the speed of the vehicle reduces or the engine load is increased, the control
valve supplies fluid (under pressure) between the clutch plate and the impeller casing,
which equalizes the pressure on both sides of the clutch. The frictional surface of the
clutch is forced away from the impeller casing, disengaging the lock-up clutch, allowing
the torque converter to function normally.
Fluid Flow
The fluid flow in the torque converter, which is created by the turning pump impeller to
drive the turbine runner, is called vortex (oil) flow (fig. 44). This clockwise directed fluid
flow, and consequently the fluid coupling function can only be created when there is a
difference in rotational speed between pump impeller and turbine runner.
The greatest speed difference or slip between these two components occurs just before
the vehicle starts moving. At this point, the pump impeller is spinning, but the turbine
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runner is not. Because of the great slip, vortex flow is at a maximum just as the torque
multiplication by means of the stator.
Figure 44 (oil) Vortex flow
NOTE: The transferred engine torque and speed are very small during engine idle, so
that engine and transaxle actually are disconnected. Whenever the transaxle is shifted
into driving range ‘D’, the vehicle starts to creep indicating that the converter transmits
little of torque to the transaxle.
The oil (vortex) flow from the turbine runner to the stator blades tries to turn the stator
counterclockwise. If the fluid were allowed to return to the pump impeller via the stator
in a counterclockwise direction, it would enter the pump impeller as an opposing fluid
flow, which would reduce the pumping efficiency of the impeller. The result would be a
waste of engine torque for redirecting the fluid flow.
To avoid this, the one-way clutch locks the stator to its support and the blades redirect
the fluid to the clockwise direction, when the counterclockwise-directed ATF flow hits
the curved stator blades. Thus, the ATF flow enters the pump impeller in a direction
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along the impeller blades and no torque is wasted. In fact, the redirected fluid actually
helps pushing the pump impeller, thus increasing the force acting on the turbine runner.
Through this construction, the torque transmitted to the shifting components becomes
up to 3 times higher than the engine torque (fug. 45).
1. Turbine runner 4. Direction of rotation and Stator

2. Pump impeller 5. (Vortex) oil flow
3. Rollers wedged between ramp and inner race (bearing) clutch locked-up
Figure 45 Increase in fluid pressure (vortex flow)
As the vehicle accelerates, the turbine runner gradually gains speed in relation to the
pump impeller. Eventually, the turbine runner speeds up to the point where the fluid
begins to flow in one direction (clockwise).
At a turbine runner speed of approx. 85% of the impeller pump speed, the ATF flow hits
the stator blades from the back causing the one-way clutch to unlock and the stator
rotate to the clockwise direction. At this so called coupling point no torque is multiplied
anymore and the torque converter only operates as a fluid coupling fig. 46).
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1. Turbine runner 3. Rollers moved away from ramp (clutch unlock)

2. P ump impeller 4. Clockwise direction of force and stator
Figure 46
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AUTOMATIC GEARBOX
INTRODUCTION:
The rationale of any transmission is to modify the engine speed and torque, and
transfer it to the vehicle’s drive axle. Thereby, the speed of the drive wheels must match
the engine speed range (and vice versa) in any driving situation. Otherwise the engine
could either stall because of torque overload or even be destroyed by excessive engine
speed.
Unlike the manual transmission, the automatic transmission modifies engine speed and
torque automatically so that the driver does not have to care which gear he should
select matching the respective driving situation.
In this lecture we shall discussed the operation of powertrain mechanism components

and the operation of hydraulic system components. Description and operation of
electronic control system components shall be taught during electric and electronic
management control systems
Automated Gearshift
When a manual transaxle is equipped with the automated gearshift it provides full
automatic shifting. A separate lecture may be prepared for this training manual which
describes the components, function and control system of the automated manual
transaxle in future.
System Overview
Once the driver has selected a driving range, the automatic transmission shifts gear
ratios without any further driver input, except operation of the accelerator pedal. The
automatic shifting is enabled by the interaction of basically three systems (fig.47).
– Electronic control system (A)
– Hydraulic system (B)
– Powertrain mechanism (C)
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Electronic Control System
Depending on the input signals from various sensors (1), the Powertrain Control
Module (PCM) (2) actuates the line pressure solenoid valve (4), the shift solenoid valves
‘A’, ‘B’, ‘C’ (5) and the shift solenoid valves ‘D’ and ‘E’ (7) to control the gear shifting
according to each driving condition.
Hydraulic System
According to the actuation of the shift solenoid valves by the control module, the
corresponding clutches and brakes are operated with pressurised Automatic
Transmission Fluid (ATF) routed through hydraulic channels in the valve body and the
transaxle components.
• The hydraulic pressure created by the oil pump (3) is determined by means of the line
pressure solenoid valve controlling the line pressure regulator valve in the valve body
(6).
• The hydraulic pressure to the clutches and brakes is determined by means of the shift
solenoid valves ‘A’, ‘B’, ‘C’.
• The hydraulic valves that open or close passages for the hydraulic circuits are
operated according to the application of the shift solenoid valves ‘D’ and ‘E’.
Powertrain System
• The engine torque (8) is multiplied and transmitted via the torque converter (9) to the
transaxle input shaft and from there via the engaged clutches and brakes (10) to the
planetary gear sets (11). To engage the clutches and brakes these are supplied with the
required ATF pressure by means of the shift solenoid valves.
• The planetary gear sets transmit the torque to the differential (12) with the
corresponding transmission ratio for the individual gears.
• From there the torque is transmitted via the halfshafts to the driving wheels (13).
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Figure 47 System Overview Automatic Transmission System

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Components /Items
A. Electronic control system B. Hydraulic system C. Powertrain mechanism
1. Sensor input signals 2. Powertrain Control Module (PCM) 3. Oil pump

4. Line pressure solenoid valve 5. Shift solenoid valves (Duty cycle type)
6. Valve body 7. Solenoid valves (On/Off type) 8. From crankshaft
9. Torque converter 10. Clutches and brakes 11. Planetary gear sets
12. Differential 13. Output to the wheels
Summary
In summary an automatic transmission comprises:
– clutch converter with transmission clutch
– (automatic) gearbox section, containing:
Planetary cog wheel systems as well as clutches and brake pads
– hydraulic section which houses special transmission oil and possibly an oil cooler.
The clutch converter connects, via a fluid flow, the crank shaft of the engine with the
ingoing shaft of the automatic gearbox.
The transmission clutch connects the turbine wheel with the house of the clutch
converter. The clutch converter is in that sense ‘bridged’ and thus disconnected.
The hydraulic section
The hydraulic section ensures the changes of the various gears. The hydraulic section
steers by means of a complicated system of fluid channels (Fig. 48) the service of the
clutches and brake pads. In this respect the speed of the car is taken into account, the
engine revolutions, the pressure of the engine and the position of the gear stick. An oil
pump ensures the oil pressure for the hydraulic section.
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Figure 48 the Hydraulic section of the ATS
The used hydraulic fluid - Automatic Transmission Fluid (ATF) – is a special fluid to
which high demands are attached. The oil cooler is adjusted to prevent the ATF
becoming overheated.
Planetary Gear Set

With the planetary gear set (cog wheel systems) (Fig. 49) the various transmissions can
be made.
Figure 49 The planetary gear system
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The clutches and brake pads ensure the engagement and disengagement of the
planetary systems. The clutches and brake pads are necessary to employ the different
gears. They are hydraulically operated.
Planetary cog wheel system (Epicyclic trains)

The various transmission ratios in an automatic gearbox are achieved by means of
planetary cog wheel systems. A planetary cog wheel system (Fig. 50) is a set of cogs
that are integrated into each other and comprise:
– a sun gear
– a few satellite wheels ie. Planetary gears
– a carrier for the satellite wheels (planetary carrier)
– a ring wheel (Annulus).
The ring wheel, the sun gear and the carrier can be separately installed. By fixing
another element various transmission ratio are achieved.
Figure 50 Planetary gears “a” dramatical system “b” exploded view.
For a transmission ratio (i) the following applies:

i = number of revolutions driving cog wheel per number of revolutions driven cog wheel
but also:
i = number of teeth in driven cog wheel per number of teeth driving cog wheel
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Epicyclic Gearbox: Operation Epicyclic gears (fig. 51) are a special set of gears that
are part of most automatic gearboxes. In their basic form they consist of three main
elements:
A sun gear, located in the centre. The carrier that holds two, three, or four planet gears,
which mesh with the sun gear and revolve around it. An internal gear or annulus, which
is a ring with internal teeth; it surrounds the planet gears and meshes with them.
Planetary Gears: Any part of a set of planetary gears can be held stationary or locked
to one of the others. This will produce different gear ratios. Most automatic gearboxes
have two sets of planetary gears that are arranged in line. This provides the necessary
number of gear ratios.
Figure 51 Epicyclic gearing
Planetary Gear Set
•The gear train in an automatic transaxle is located between input shaft and output
shaft. It transmits and modifies engine speed and torque by the planetary gear set that
provide the gear ratios required to move the vehicle. The gear ratio required for the
respective driving situation is basically determined by vehicle speed and engine load
conditions.
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• The planetary gear set is the core piece of every automatic transaxle. It is designed
with gears that are concentrically arranged and remain in constant mesh. Compared to
spur gears used in a manual transaxle, the planetary gear set needs less space and
provides powerflow without interruption during the gear changes.
To achieve the different gear ratios each automatic transaxle uses various combinations
of planetary gear set.
Delay:- If the number of revolutions of the driven cog wheel is lower than the number of
revolutions of the driving cog wheel, we refer to a delay.
Gear: - We refer to a gear as the driven cog wheel has a higher number of revolutions
than the driving cog wheel.
In the case of a planetary cog wheel system the satellite wheels function as
intermediate cog wheel. They therefore have no influence on the transmission ratio.
The transmission ratio is defined as the number of teeth in the sun gear, the number of
teeth in the ring wheel and the carrier. Because the carrier has no teeth, an approximate
number of teeth need to be calculated.
The formula for this is:
Number of teeth in the carrier = number of teeth in sun gear + number of teeth in ring
wheel
This means that the carrier is the ‘cog’ with the largest number of teeth.
(We will examine the various transmission ratios for a planetary cog wheel system).
Neutral position: - In the neutral position the planetary cog wheel system does not
transfer energy. Though the sun gear is driving while the ring wheel rotate freely, the
carrier for the satellite wheels not driven.
Biggest delay: - The biggest delay comprises the sun gear as driver (smallest number
of teeth).The ring wheel is fastened, and the carrier for the satellite wheels ensures
outgoing energy stream (largest number of teeth).
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Smaller delay: - A smaller delay is caused if the sun gear is fastened and the ring
wheel is driving. The carrier for the satellite wheels ensures the outgoing energy stream.
Direct driving: - The transmission ratio is 1:1 if the sun gear is driving and the ring
wheels as well as the carrier for the satellite wheels are connected to each other.
Acceleration: - Acceleration takes place if the sun gear is engaged. The ring wheel
ensures the outgoing energy stream, while the carrier for the satellite wheels is driving.
Greater acceleration: - Greater acceleration occurs if the sun gear ensures outgoing
energy stream and the ring wheel is fastened. The carrier for the satellite wheels is
driving.
Reverse: - In reverse the rotation direction of the element that ensures the outgoing
energy stream turns around. This is the case when the sun gear is driving. The ring
wheel ensures the outgoing energy stream and the carrier for the satellite wheels is
fastened. The satellite wheels then serve as interim cog wheel, so that the rotation
direction turns around.
(Before we study the Power-flow let us consider the following illustrations)
Simple epicyclic drive (planetary set) arrangement

The term 'simple' in this context means that the gearing system is based on one epicyclic
unit comprising a sun, planet set and annulus.
Another type of commonly used epicyclic drive arrangement is a 'compound' gear train;
the term is used to describe one epicyclic unit driving another.
Figure 52 A, B, C and D illustrates how different gear ratios together with forward and
reverse gears can be obtained from a simple Epicyclic unit. These are achieved by
altering either the brake position or the input drive point. By using a number of
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clutches and brakes with this simple unit, various interconnections can be made to
achieve a gearbox speed range such as first, second, direct drive, reverse and neutral.
In applications other than a transmission gearbox, the appropriate arrangement is

selected from the illustrates A,B,C figure 52 and figure 53. A neutral position is not
needed when a fixed ratio is required, so in this case the 'braked' element is often an
integral part of the housing.
Figure 52, Illustrations A,B and C - Various methods of connecting a single epicyclic
gearing. (Automatic gearbox)
Figure 53 complete assembled single epicyclic gear set
Powerflow
The following pages describe an example, explaining the actions of the power-flow for
all gears in the Mazda FN4A–EL Automatic Transaxle (ATX). The clockwise and
counterclockwise direction refers to the view from the torque converter side.
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• Depending on the shifted gear the powerflow in the transaxle uses the components
listed in the table below. Table 1
st
1 Gear (D-Range)
• The clockwise turning input shaft (1) transfers the power via the actuated forward
clutch (2) to the front sun gear (5).
• The front sun gear drives the planet gears (6) causing them to rotate counterclockwise
on the pivots of the front planetary carrier.
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• Because the front internal gear (7) is locked however, by means of the one-way clutch
(3), the planet gears orbit clockwise around the sun gear, thus driving the front
planet carrier (4) also clockwise.
• At the output end the drive power is transferred via the front planet carrier to the
primary gear (8) and from there via the intermediate stage (9/10) to the differential (11)
(fig.54).
st
Figure 54 Power flow 1 Gear (D-Range) Exploded view and diagrammatic view
NOTE: The relative movements in the rear planetary gear set have no effect on the
gear ratio.
NOTE: There is no engine braking under overrun conditions in selector lever position
‘D’, because the one-way clutch does not lock the internal gear to the clockwise
direction.
Page 48 of 74
st
1 Gear (L-range and M-range)
• If the selector lever is in position ‘L’, or in manual shift mode, the reverse gear brake
(4) is actuated. Thus, the clockwise rotation of the front internal gear (8) is prevented
and engine braking is obtained under overrun conditions (55).
st
Figure 55 Power flow 1 Gear (L-range and M-range), exploded view and
diagrammatic view.
nd
2 Gear (fig.56)
clutch (2) to the front sun gear (9). By the front sun gear drive, the front planet gears
(10) rotate and orbit around the sun gear thus driving the front internal gear (11)
clockwise.
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• Because the front internal gear and the rear planetary carrier (6) are designed as one
part, the drive power is transferred to the rear planet gears (5). The rear planet
gears rotate clockwise around the rear sun gear (4), which is fixed by the 2-4 brake
band (3). As a result the rear internal gear (7) does also rotate clockwise.
• Because the rear internal gear and the front planetary carrier (8) are designed as one
part, the drive power is transferred to the primary gear (12) and from there via the
intermediate stage (13/14) to the differential (15).
Figure 56 Power flow 2 ng Gear (D-Range), exploded view and diagrammatic view.
rd
3 Gear (fig. 56)
clutch (2) to the front sun gear (9). At the same time the input shaft (1) transfers the
power via the 3-4 clutch (3) to the rear planetary carrier (6). From there the power
flows to the front internal gear (10).
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• Now the front sun gear and the front internal gear drive the front planet gears and
accordingly the front planetary carrier, which is connected with the primary gear (11).
This results in the same speed of input and output components, the direct gear.
Figure 56 Power flow 3rd Gear ,exploded view and diagrammatic view.
th
4 Gear (fig. 57)
• The clockwise turning input shaft (1) transfers the power via the actuated 3-4 clutch (3)
and the rear planetary carrier to the rear planet gears (5).
• Because the rear sun gear is hold by the 2-4 brake band, the clockwise orbiting rear
planet gears drive the rear internal gear also clockwise (6).
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• At the output end the drive power is transferred via the front planet carrier (7) to the
primary
gear (8) and from there via the intermediate stage (9/10) to the differential (11).
Figure 57 Power flow 4th Gear exploded view and diagrammatic view
Reverse Gear (fig. 58)
• The clockwise turning input shaft (1) transfers the power via the actuated reverse
clutch (3) to the rear sun gear (4).
• Because the rear planetary carrier is hold by the low and reverse brake, the rear
planet gears (5) can only rotate on the pivots of the carrier and function as idler
gears, thus driving the rear internal gear (6) counterclockwise.
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• From the front planetary carrier (7) then the drive power is counterclockwise
transferred via the front planet carrier (7) to the primary gear (8) and from there, via the
intermediate stage (9/10) to the differential (11).
Figure 58 Power flow Reverse, exploded view and diagrammatic view
PUMP
 Pump, (not to be confused with the impeller inside the torque converter), is
typically a gear pump mounted between the torque converter and the planetary gear-
set. It draws transmission fluid from a sump and pressurizes it, which is needed for
transmission components to operate. The input for the pump is connected to the torque
converter housing, which in turn is bolted to the engine's flywheel, so the pump provides
pressure whenever the engine is running and there is enough transmission fluid
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 Planetary gearset: A compound epicyclic planetary gearset, whose bands and

clutches are actuated by hydraulic servos controlled by the valve body, providing two or
more gear ratios.
 Clutches and bands: to effect gear changes, one of two types of clutches or
bands are used to hold a particular member of the planetary gearset motionless, while
allowing another member to rotate, thereby transmitting torque and producing gear
reductions or overdrive ratios. These clutches are actuated by the valve body (see
below), their sequence controlled by the transmission's internal programming.
Principally, a type of device known as a sprang or roller clutch is used for routine
upshifts/downshifts. Operating much as a ratchet, it transmits torque only in one
direction, free-wheeling or "overrunning" in the other. The advantage of this type of
clutch is that it eliminates the sensitivity of timing a simultaneous clutch release/apply on
two planetaries, simply "taking up" the drivetrain load when actuated, and releasing
automatically when the next gear's sprag clutch assumes the torque transfer. The bands
come into play for manually selected gears, such as low range or reverse, and operate
on the planetary drum's circumference. Bands are not applied when drive/overdrive
range is selected, the torque being transmitted by the sprang clutches instead. Bands
are used for braking; the GM Turbo-Hydramatics incorporated this.
 Valve body: hydraulic control center that receives pressurized fluid from the main
pump operated by the fluid coupling/torque converter. The pressure coming from this
pump is regulated and used to run a network of spring-loaded valves, check balls and
servo pistons. The valves use the pump pressure and the pressure from a centrifugal
governor on the output side (as well as hydraulic signals from the range selector valves
and the throttle valve or modulator) to control which ratio is selected on the gearset; as
the vehicle and engine change speed, the difference between the pressures changes,
causing different sets of valves to open and close. The hydraulic pressure controlled by
these valves drives the various clutch and brake band actuators, thereby controlling the
operation of the planetary gearset to select the optimum gear ratio for the current
operating conditions. However, in many modern automatic transmissions, the valves are
controlled by electro-mechanical servos which are controlled by the electronic engine
control unit (ECU) or a separate transmission control unit (TCU). Hydraulic & lubricating
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oil: called automatic transmission fluid (ATF), this component of the transmission
provides lubrication, corrosion prevention, and a hydraulic medium to convey
mechanical power (for the operation of the transmission). Primarily made from refined
petroleum, and processed to provide properties that promote smooth power
transmission and increase service life, the ATF is one of the few parts of the automatic
transmission that needs routine service as the vehicle ages.
The multitude of parts, along with the complex design of the valve body, originally made
hydraulic automatic transmissions much more complicated (and expensive) to build and
repair than manual transmissions. In most cars (except US family, luxury, sport-utility
vehicle, and minivan models) they have usually been extra-cost options for this reason.
Mass manufacturing and decades of improvement have reduced this cost gap.
ENERGY EFFICIENCY
H
ydraulic automatic transmissions are almost always less energy efficient than
manual transmissions due mainly to viscous and pumping losses; both in the
torque converter and the hydraulic actuators. A relatively small amount of
energy is required to pressurize the hydraulic control system, which uses fluid pressure
to determine the correct shifting patterns and operate the various automatic clutch
mechanisms.
Manual transmissions use a mechanical clutch to transmit torque, rather than a torque
converter, thus avoiding the primary source of loss in an automatic transmission.
Manual transmissions also avoid the power requirement of the hydraulic control system,
by relying on the human muscle power of the vehicle operator to disengage the clutch
and actuate the gear levers, and the mental power of the operator to make appropriate
gear ratio selections. Thus the manual transmission requires very little engine power to
function, with the main power consumption due to drag from the gear train being
immersed in the lubricating oil of the gearbox.
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The energy efficiency of automatic transmission has increased with the introduction of
the torque converter lock-up clutch, which practically eliminates fluid losses when
engaged. Modern automatic transmission also minimize energy usage and complexity,
by minimizing the amount of shifting logic that is done hydraulically. Typically, control of
the transmission has been transferred to computerized control systems which do not
use fluid pressure for shift logic or actuation of clutching mechanisms.
The on road acceleration of an automatic transmission can occasionally exceed that of

an otherwise identical vehicle equipped with a manual transmission in turbocharged
diesel applications. Turbo-boost is normally lost between gear changes in a manual
whereas in an automatic the accelerator pedal can remain fully depressed. This
however is still largely dependent upon the number and optimal spacing of gear ratios
for each unit, and whether or not the elimination of spooldown/accelerator lift off
represent a significant enough gain to counter the slightly higher power consumption of
the automatic transmission itself.
An automatic gearbox is one type of motor vehicle transmission that can automatically
change gear ratios as the vehicle moves, freeing the driver from having to shift gears
manually. Most automatic transmissions have a defined set of gear ranges, often with a
parking pawl. feature that locks the output shaft of the transmission.
Similar but larger devices are also used for heavy-duty commercial and industrial
vehicles and equipment. Some machines with limited speed ranges or fixed engine
speeds, such as some forklifts and lawn mowers, only use a torque converter to provide
a variable gearing of the engine to the wheels.
Besides automatics, there are also other types of automated transmissions such as
continuous variable transmissions (CVTs) and semi-automatic transmissions, that free
the driver from having to shift gears manually, by using the transmission's computer to
change gear, if for example the driver were redlining the engine. Despite superficial
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similarity to other automated transmissions, automatic transmissions differ significantly

in internal operation and driver's "feel" from semi-automatics and CVTs.
An automatic uses a torque converter instead of clutch to manage the connection

between the transmission gearing and the engine. In contrast, a CVT uses a belt or
other torque transmission schema to allow an "infinite" number of gear ratios instead of
a fixed number of gear ratios. A semi-automatic retains a clutch like a manual
transmission, but controls the clutch through electro-hydraulic means.
A conventional manual transmission is frequently the base equipment in a car, with the
option being an automated transmission such as a conventional automatic, semi-
automatic, or CVT. The ability to shift gears manually, often via paddle shifters, can also
be found on certain automated transmissions (manumatics such as Tiptronic ), semi-
automatics (BMW SMG), and continuous variable transmissions (CVTs) (such as
Lineartronic).
Conventionally, in order to select the transmission operating 'mode', the driver moves a
selection lever located either on the steering column or on the floor (as with a manual).
In order to select modes, or to manually select specific gear ratios, the driver must push
a button in (called the shift lock button) or pull the handle (only on column mounted
shifters) out. Some vehicles position selector buttons for each mode on the cockpit
instead, freeing up space on the central console. Vehicles conforming to standards
must have the modes ordered P-R-N-D-L (left to right, top to bottom, or clockwise). Prior
to this, quadrant-selected automatic transmissions often used a P-N-D-L-R layout, or
similar. Such a pattern led to a number of deaths and injuries owing to unintentional
gear selection, as well as the danger of having a selector (when worn) jump into
Reverse from Low gear during engine braking maneuvers.
Automatic transmissions have various modes depending on the model and make of the
transmission. Some of the common modes include
Park (P)
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This selection mechanically locks the output shaft of transmission, restricting the vehicle
from moving in any direction. A parking pawl prevents the transmission from rotating,
and therefore the vehicle from moving, although the vehicle's non-driven roadwheels
may still rotate freely. For this reason, it is recommended to use the hand brake (or
parking brake) because this actually locks (in most cases) the rear wheels and prevents
them from moving. This also increases the life of the transmission and the park pin
mechanism, because parking on an incline with the transmission in park without the
parking brake engaged will cause undue stress on the parking pin. An efficiently-
adjusted hand brake should also prevent the car from moving if a worn selector
accidentally drops into reverse gear during early morning fast-idle engine warm-ups. It
should be noted that locking the transmission output shaft does not positively lock the
driving wheels.
If one driving wheel slips while the transmission is in "park," the other will roll freely as
the slipping wheel rotates in the opposite direction. Only a (properly adjusted) parking
brake can be relied upon to positively lock both of the parking-braked wheels. (This is
not the case with certain 1950's Chrysler products that carried their parking brake on the
transmission tailshaft, a defect compounded by the provision of a bumper jack). It is
typical of front-wheel-drive vehicles for the parking brake to be on the rear (non-driving)
wheels, so use of both the parking brake and the transmission park lock provides the
greatest security against unintended movement on slopes. Unfortunately, the rear of
most front-wheel-drive vehicles has only about half the weight on the rear wheel as is
on the front wheels, greatly reducing the security provided by the parking brake as
compared to either rear-wheel-drive vehicles with parking brake on the rear wheels
(which generally have near half of the total vehicle weight on the rear wheels, except for
empty pickup and open-bed trucks) or to front-wheel-drive vehicles with the parking
brake on the front wheels, which generally have about two-thirds of the vehicle's weight
(unloaded) on the front wheels.
A car should be allowed to come to a complete stop before setting the transmission into
park to prevent damage. Usually, Park (P) is one of only two selections in which the
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car's engine can be started, the other being Neutral (N). In many modern cars and
trucks, the driver must have the foot brake applied before the transmission can be taken
out of park. The Park position is omitted on buses/coaches with automatic transmission
(on which a parking pawl is not practical), which must be placed in neutral with the
parking brakes set.
Advice is given in some owner's manuals [example: 1997 Oldsmobile Cutlass Supreme
owner's manual] that if the vehicle is parked on a steep slope using the park lock only, it
may not be possible to release the park lock (move the selector lever out of "P").
Another vehicle may be required to push the stuck vehicle uphill slightly to remove the
loading on the park lock pawl.
Most automobiles require P or N to be set on the selector lever before the internal
combustion engine can be started. This is typically achieved via a normally open
'inhibitor' switch, which is wired in series with the starter motor engagement circuit, and
is only closed when P or N is selected, thus completing the circuit (when the key is
turned to the start position)
REVERSE (R)
This engages reverse gear within the transmission, giving the ability for the vehicle to
drive backwards. In order for the driver to select reverse in modern transmissions, they
must come to a complete stop, push the shift lock button in (or pull the shift lever
forward in the case of a column shifter) and select reverse. Not coming to a complete
stop can cause severe damage to the transmission Many modern automatic
transmissions have a safety mechanism in place, which does to some extent prevent
(but does not completely avoid) inadvertently putting the car in reverse when the vehicle
is moving forwards. This mechanism usually consists of a solenoid-controlled physical
barrier on either side of the Reverse position, which is electronically engaged by a
switch on the brake pedal. Therefore, the brake pedal needs to be depressed in order to
allow the selection of reverse. Some electronic transmissions prevent or delay
engagement of reverse gear altogether while the car is moving.
Page 59 of 74
Some shifters with a shift button allow the driver to freely move the shifter from R to N or
D, or simply moving the shifter to N or D without actually depressing the button.
However, the driver cannot put back the shifter to R without depressing the shift button
to prevent accidental shifting, especially at high speeds, which could damage the
transmission.
NEUTRAL/NO GEAR (N)

This disengages all gear trains within the transmission, effectively disconnecting the
transmission from the driven roadwheels, so the vehicle is able to move freely under its
own weight and gain momentum without the motive force from the engine (engine
braking). This is the only other selection in which the vehicle's engine can be started.
DRIVE (D)
This position allows the transmission to engage the full range of available forward gear
trains, and therefore allows the vehicle to move forward and accelerate through its
range of gears. The number of gear 'ratios' a transmission has depends on the model,
but they initially ranged from three (predominant before the 1990s), to four and five
speeds (losing popularity to six-speed autos, though still favored by Chrysler and
Honda/Acura). Six-speed automatic transmissions are now probably the most common
offering Toyota Camry V6 models, the Cheyrolet Malibu LTZ, Corvette, GM trucks,
Pontic G8, Ford Falcon BF 2005-2007 and Falcon FG 2008 - current in Australia with 6
speed ZF, and most newer model Ford/Lincoln/Mercury vehicles). However, seven-
speed autos are becoming available (found in Mercedes 7G gearbox), as are eight-
speed autos in the newer models of Lexeus and BMW cars.
OVERDRIVE (D, OD, OR A BOXED [D])

This mode is used in some transmissions to allow early computer-controlled
transmissions to engage the Automatic Overdrive. In these transmissions, Drive (D)
locks the Automatic Overdrive off, but is identical otherwise. OD (Overdrive) in these
cars is engaged under steady speeds or low acceleration at approximately 35–45 mph
(56–72 km/h). Under hard acceleration or below 35–45 mph (56–72 km/h), the
Page 60 of 74
transmission will automatically downshift. Vehicles with this option should be driven in
this mode unless circumstances require a lower gear.
THIRD (3)
This mode limits the transmission to the first three gear ratios, or sometimes locks the
transmission in third gear. This can be used to climb or going down hill. Some vehicles
will automatically shift up out of third gear in this mode if a certain RPM range is
reached in order to prevent engine damage. This gear is also recommended while
towing a caravan.
SECOND (2 OR S)
This mode limits the transmission to the first two gear ratios, or locks the transmission in
second gear on Ford, Kia, and Honda models. This can be used to drive in adverse
conditions such as snow and ice, as well as climbing or going down hills in the winter
time. Some vehicles will automatically shift up out of second gear in this mode if a
certain RPM range is reached in order to prevent engine damage.
Although traditionally considered second gear, there are other names used. Chryster
models with a three-speed automatic since the late 1980s have called this gear 3 while
using the traditional names for Drive and Low.
FIRST (1 OR L [LOW])
This mode locks the transmission in first gear only. It will not change to any other gear
range. This, like second, can be used during the winter season, or for towing.
As well as the above modes there are also other modes, dependent on the
manufacturer and model. Some examples include
D5
In Hondas and Acuras equipped with five-speed automatic transmissions, this
mode is used commonly for highway use (as stated in the manual), and uses all
five forward gears.
Page 61 of 74
D4
This mode is also found in Honda and Acura four- or five-speed automatics, and
only uses the first four gear ratios. According to the manual, it is used for "stop
and go traffic", such as city driving.
D3 or 3
This mode is found in Honda, Acura, Volkswagen and Pontiac four-speed
automatics and only uses the first three gear ratios. According to the manual, it is
used for "stop & go traffic", such as city driving.
S or Sport
This is commonly described as 'Sport mode'. It operates in an identical manner
as 'D' mode, except that the upshifts change much higher up the engine's rev
range. This has the effect on maximising all the available engine output, and
therefore enhances the performance of the vehicle, particularly during
acceleration. This mode will also downchange much higher up the rev range
compared to 'D' mode, maximising the effects of engine braking. This mode will
have a detrimental effect on fuel economy. Hyundai has a Norm/Power switch
next to the gearshift for this purpose on the Tiburon.
Some early GM's equipped with Torque flute transmissions used (S) to indicate Second
gear, being the same as the 2 position on a Chrysler, shifting between only first and
second gears. This would have been recommended for use on steep grades, or slippery
roads like dirt, or ice, and limited to speeds under 40 mph. (L) was used in some early
GM's to indicate (L)Low gear, being the same as the 2 position on a Chrysler, locking
the transmission into first gear. This would have been recommended for use on steep
grades, or slippery roads like dirt, or ice, and limited to speeds less than 15 mph.
Page 62 of 74
TORQUE CONVERTER AND AUTOMOTIC TRANSMISSION TROULESHOOTING
A
Torque converter does the job of the clutch in a vehicle with manual
transmission. It transfers the rotating power generated by a vehicle's engine to
the transmission mechanism in order for it to shift gears automatically. There
are three major torque converter parts—the pump, the turbine, and the stator.
The pump is attached to directly to the engine, and spins at the same speed as the
motor. Inside the pump are many fins, which, as the pump spins, direct hydraulic fluid
outward to the turbine. The turbine then spins at close to the same speed as the engine,
but in the opposite direction. The spinning of the turbine causes the transmission torque
converter to rotate and drive the wheels. The hydraulic fluid exits the turbine at its
center, moving in the direction opposite to how it was forced in by the pump.
The beneficial part of a torque converter is that it is able to enhance torque when there
is a difference between the input and output speed of rotation, which then provides
about the same torque as a reduction gear. A converter can be, and is often, used not
only in automobiles but also in boats and in buses used for public transportation.
A converter, like any vehicle part, gets worn out and requires the occasional torque
repair or torque converter part replacement. You can also opt to upgrade your converter
for a high performance driving experience. When you know the limits of your converter,
you can spare yourself from torque repair woes, which is more common than you might
think. Of course, most of the problems can be avoided by simply knowing the limitations
and capabilities of your converter.
Overheating is probably the most common converter problem encountered by users.

There is more than one reason for overheating your converter. There could be a defect
on the spark plugs; the distributor timing might be off, or there is continuous high level of
slippage. Torque repair shops would have to control this situation by checking for the
seals, to make sure they haven't melted away.
Page 63 of 74
Due to sudden loading or excessive heating of the converter, the pump and/or turbine
blades may get deformed, separated from their hubs or annular rings. On worse cases,
they may even break into fragments. At the least, this type of transmission torque
converter will result in a significant loss of efficiency, producing symptoms similar to
those seen in stator clutch failure. In extreme cases, you might have to undergo total
torque rebuild mode. Replacement of torque converter parts like the turbine and the
stator is an expensive process. This problem can be rooted to plain bad and careless
driving.
A converter problem called ballooning is also commonly seen among units. What
happens is, pressure and stress put on the converter's housing causes it to distort and
eventually break. Hot oil and converter parts will automatically spew out. This is a very
serious problem that is caused by prolonged operation under excessive loading, very
abrupt application of load, or operating a torque converter at very high RPM. For
efficient and high performance of your converters, make it a habit to regulate speed and
load. The occasional check up is also helpful.
For converter repair, adjustments, and purchase of new or remanufactured torques,

check out Tampa Converter. They service the areas of Tampa, Brandon, St Petersburg,
Clearwater, Lakeland, Hillsborough, Pinellas, Pasco, and Polk.
Page 64 of 74
PRACTICAL CHALLENGE
REMOVE AND REFIT AUTOMATIC TRANSMISSION.

Tools and Equipment: Vehicle body protection kit, standard tool kit, service manual, etc.
Procedure:
Remove: Fit car protection kit as required. Disconnect the battery earth/ground cable.
Drain the fluid from the transmission. Disconnect the throttle valve/kick down cable if
fitted. Remove the transmission fluid dipstick and any other components, which may
impede movement or be damaged, as the box is removed. Raise the vehicle on a hoist
and remove, if required, the exhaust system.
Disconnect and label all electrical connections on the transmission (inhibitor switch,
reverse switch and sensors/actuators for example).
Disconnect the shift control/gear selector mechanism. Remove the lower cover to
access the torque converter. Scribe a line on the drive-plate and converter so that they
can be reassembled in their original positions.
Remove the converter to drive-plate nuts and/or bolts. Turn the engine over by hand to
do this. Remove the propshaft/driveshaft and associated support bearings as required.
Position a suitable transmission jack underneath and secure it to the transmission.

Raise the jack slightly and then remove the transmission support beam. Lower the
transmission slightly to allow access to any other components. In particular, the
transmission fluid cooler pipes and the throttle valve/kick down cable if fitted.
Support the engine, if necessary, using an axle stand underneath or a support bar from
above. Remove the engine to transmission bolts. Double check that all cables and wires
are disconnected.
Separate the transmission from the engine and lower it. Make sure the torque converter
stays in the transmission housing. Secure this with a support bar if necessary. Remove
the transmission from the vehicle. Inspect, replace and align powertrain mounts. Refit:
Refitting is a reversal of the removal process. However, a few pointers may be
necessary. Make sure the converter rotates freely before securing it to the driveplate.
Page 65 of 74
Ensure all nuts/bolts are tightened to the recommended torques. Adjust the shift
mechanism and the throttle valve/kick down cable. Fill the transmission with the
recommended quantity and type of fluid. Follow the ‘fill’ procedure outlined on the
‘servicing’ worksheet to do this.
Finally, road test the vehicle and then return to the workshop for a final inspection for
security and leaks.
In vehicles with an automatic gearbox there is often a transmission clutch fitted. This has
the following task:
ASSIGNMENT
1. Using simple sketches, explain the principle of operation of a fluid fly

wheel and the Torque converter.
2. Describe the arrangement for lock and unlock stages of a torque covert
3. State the importance of the hydraulic section of automatic transmission system.
4. Give two advantages of a fluid flywheel over a friction clutch.
5. State the reasons and the purpose of a stator in a Torque converter
6. With aid of illustration explain how torque multiplication is achieved in the Torque
converter
7. Write the full meaning of the following;
i. TCC ii ATX iii ATF
8. Make a label sketch of a Planetary gear set
Maintenance, Regulations and Information

Reasons for Maintenance and Inspections
Vehicle Protection Clearly, it is important to keep a customer’s vehicle in a clean
condition. To do this there are a number of methods as outlined here:
 Seat covers to keep the seats clean
 Floor mats to protect the carpets from dirt
 Steering wheel covers to keep greasy hand prints off the wheel
 Wing covers to keep the paintwork clean and to prevent damage.
Page 66 of 74
Maintenance The purpose of routine maintenance is simple; it is to keep the vehicle in

a good working order and in a safe condition.
Manufacturers specify intervals and set tasks that should be carried out at these times.
It is usually a condition of the warranty that a vehicle should be serviced according to
the manufacturers’ needs.
Inspections The main purpose of regular inspection is to check for the following:
 Malfunction of systems and components
 Damage and corrosion to structural and support regions
 Leaks and Water ingress
 Component and system wear and security
Inspections are usually:
 Aural – listening for problems
 Visual – looking for problems
 Functional assessment – checking that things work!
Types of Inspection The main types of inspection you may have to carry out are:
 Pre-work / Post-work
 Pre-delivery inspection (PDI)
 Used vehicle inspection
 Special inspection (maybe after an accident for example)
A pre-work inspection is used to find out what work needs to be carried out on a vehicle.
Post-work inspections are done to make sure the repairs have been carried out
correctly and then no other faults have been introduced.
A PDI is carried out on all new vehicles to check certain safety items and to, for
example, remove any transport packaging such as suspension locks or similar. A used
vehicle inspection is done to determine the safety and sale ability of a vehicle as well as
checking that everything works.
After gaining experience you may be asked to carry out an inspection of a vehicle after
an accident to check the brakes condition for example.
In all cases, a recommended checklist should be used and careful records of your
findings should be kept.
Page 67 of 74
Timescales Working to timescales, or reporting to a supervisor that timescales cannot

be met, is essential for two reasons.
Firstly, when a customer books a car in for work to be done they expect it to be ready at
the agreed time. Clearly if this time can’t be me the customer needs to be informed.
Secondly, in order to make the running of a workshop efficient and profitable, a
technician will have jobs allocated that will take a certain amount of time to complete. If
for any reason the allotted time can’t be met then action will need to be take by the
workshop manager of supervisor.
Summary There are more details on the maintenance and inspection requirements in
the main subject area sections. As a summary, remember the following:
 Maintenance and inspections should be carried out at the times and in the way
specified by the manufacturers
 Vehicle protection kits should always be used
 Keep to set time scales or, if this is not possible, inform your supervisor.
Information Sources, Recording and Regulations

Information Sources Having the latest and correct information available when working
on vehicle is essential. The main sources of information are:
 technical manuals
 technical bulletins
 servicing schedules; job card instructions
 inspection records and check lists
Documentation and Records It is essential that proper documentation is used and that
records are kept of the work carried out. For example:
 job cards / stores and material records
 manufacturers warranty systems
These are needed to ensure the customer’s bill is accurate and also so that information
is kept on file in case future work is required or warranty claims are made.
Recording Results of Diagnostic Tests Results of diagnostic tests will be recorded in
a number of different ways. The actual method will depend on what test equipment was
used.
Page 68 of 74
Some equipment will produce a printout for example.

However, results of all other tests should be recorded on the job card. In some cases
this may be done electronically but the principle is the same. Remember to make sure
that the records are clear and easy to understand. This is so that they can be explained
to a customer or another technician.
Regulations The three main regulations that cover the repair and service of motor
vehicles are as follows:
Road Traffic Act – this covers things like road signage and insurance requirements. It
also covers issues relating to vehicle safety. For example, if a car suspension was
modified it may become unsafe and not conform to the law.
VOSA regulations – the main one of these being the annual MOT test requirements.
VOSA stands for: Vehicle and Operator Services Agency
Highway code – which all drivers must follow and forms part of the driving test.
Summary To be able to carry out your work correctly and to the required standard it is
important to use up to date and relevant information.
Keep proper records of work done and parts used. This is to both keep customers
informed and so the invoice can be prepared correctly. Further, it is important to protect
yourself in the event of a claim being made against you or your company.
CLASS Exercise phase 1

Coil Spring Clutch
Coil Spring Pressure Plate: Coil spring pressure plate assemblies use helical
springs that are evenly spaced around the inside of the pressure plate cover.
These springs exert pressure to hold the pressure plate against the flywheel.
Release Levers: During clutch disengagement, release levers release the
holding force of the springs and the clutch disc no longer rotates with the pressure plate
and flywheel. Usually, these pressure plates have three release levers. Each lever has
two pivot points.
Page 69 of 74
Pivot Point: One pivot point attaches the lever to a pedestal cast into the
pressure plate. The other attaches the lever to a release yoke that is bolted to the cover.
The levers pivot on the pedestals and release lever yokes. This moves the pressure
plate through its engagement and disengagement operations.
Disengagement: To disengage the clutch, the release bearing pushes the inner
ends of the release levers toward the flywheel. The outer ends of the release levers
move to pull the pressure plate away from the clutch disc. This action compresses the
coil springs and disengages the clutch.
Engagement When the clutch is engaged, the release bearing moves and allows
the springs to exert pressure. This holds the pressure plate against the clutch disc,
which in turn forces the disc against the flywheel. The engine power is therefore
transmitted to the gearbox through the clutch disc.
Describe how a clutch is disengaged.
Training – © Tom Denton
Diaphragm Clutch
Basic Functions: A clutch is a device for disconnecting and connecting rotating
shafts. In a vehicle with a manual gearbox, the driver pushes down the clutch when
changing gear to disconnect the engine from the gearbox. It also allows a temporary
neutral position for, say, waiting at traffic lights and a gradual way of taking up drive
from rest.
Clutch Location: The exact location of the clutch varies with vehicle design.
However, the clutch is always fitted between the engine and the transmission. With few
exceptions, the clutch and flywheel are bolted to the rear of the engine crankshaft.
Main Parts: The clutch is made of two main parts, a pressure plate and a driven
plate. The driven plate, often termed the clutch disc, is fitted on the shaft, which takes
the drive into the gearbox.
Engagement: When the clutch is engaged, the pressure plate presses the
driven plate against the engine flywheel.
Page 70 of 74
This allows drive to be passed to the gearbox. Depressing the clutch moves the
pressure plate away, which frees the driven plate.
Coil Springs: Earlier clutches, and some heavy-duty types, use coil springs instead
of a diaphragm. However, the diaphragm clutch replaced the coil spring type because it
has the following advantages:
 It is not affected by high speeds (coil springs can be thrown outwards).
 The low pedal force makes for easy operation.
 It is light and compact.
 The clamping force increases or at least remains constant as the friction lining on
the plate wears.
Movement of the Diaphragm Clutch; The method of controlling the clutch is quite
simple. The mechanism consists of either a cable or hydraulic system.
Clutch Shaft: The clutch shaft, or gearbox input shaft, projects from the front of
the gearbox. Most shafts have a smaller section or spigot,
which projects from its outer end. This rides in a spigot
bearing in the engine crankshaft flange. The splined area of
the shaft allows the clutch disc to move along the splines.
When the clutch is engaged, the disc drives the gearbox
input shaft through these splines.
Clutch Disc: The clutch disc is a steel plate covered with frictional material. It fits
between the flywheel face and the pressure plate. In the centre of the disc is the hub,
Page 71 of 74
which is splined to fit over the splines of the input shaft. As the clutch is engaged, the
disc is firmly squeezed between the flywheel and pressure plate.
Power from the engine is transmitted by the hub to the gearbox input shaft. The width of
the hub prevents the disc from rocking on the shaft as it moves along the shaft.
Frictional Facings: The clutch disc has frictional material riveted or bonded on
both sides. These frictional facings are either woven or moulded. Moulded facings are
preferred because they can withstand high pressure plate loading forces. Grooves are
cut across the face of the friction facings to allow for smooth clutch action and increased
cooling. The cuts also make a place for the facing dust to go as the clutch lining material
wears.
Friction material
Health Hazards: The frictional material wears as the clutch is engaged. At one
time asbestos was in common use. Due to awareness of the health hazards resulting
from asbestos, new lining materials have been developed. The most commonly used
types are paper-based and ceramic materials. They are strengthened by the addition of
cotton and brass particles, and wire. These additives increase the torsional strength of
the facings and prolong the life of the clutch.
Wave Springs: The facings are attached to wave springs, which cause the
contact pressure on the facings to rise gradually. This is because the springs flatten out
when the clutch is engaged. These springs eliminate chatter, when the clutch is
engaged. They also help to move the disc away from the flywheel, when it is
disengaged. The wave springs and facings are attached to the steel disc. These springs
eliminate chatter
Types of Clutch Disc: There are two types of clutch discs: rigid and flexible. A
rigid clutch disc is a solid circular disc fastened directly to a
centre splined hub.
The flexible clutch disc has torsional dampener springs that
circle the centre hub.
Page 72 of 74
Shock Absorbing: The dampener is a shock-absorbing feature built into a

flexible clutch disc. The primary purpose of the flexible disc is to absorb power impulses
from the engine that would otherwise be transmitted directly to the gears in the
transmission. A flexible clutch disc has torsion springs and friction discs between the
plate and hub of the clutch. Damping springs
Sudden Loading; When the clutch is engaged, the springs cushion the sudden
loading by flexing and allowing some twist between the hub and plate. When the loading
is over, the springs release and the disc transmits power normally. The number, and
tension, of these springs is determined by the amount of engine torque and the weight
of the vehicle. Stop pins limit this torsional movement to a few millimetres.
Pressure Plate Assembly: The pressure plate squeezes the clutch disc onto the
flywheel when the clutch is engaged. It moves away from the disc when the clutch is
disengaged. These actions allow the clutch disc to transmit, or not transmit, the engine's
torque to the gearbox.
Spring Loading: A pressure plate is a large spring-loaded clamp, which is bolted
to, and rotates with, the flywheel. The assembly includes a metal cover, heavy release
springs and a metal pressure ring that provides a friction surface for the clutch disc. It
also includes a thrust ring or fingers for the release bearing, and release levers.
Pressure plate
Release Levers: The release levers release the holding force of the springs
when the clutch is disengaged. Some pressure plates are of a 'semi-centrifugal' design.
They use centrifugal weights, which increase the clamping force on the thrust springs as
engine speed increases.
Diaphragm Spring: The diaphragm spring assembly is a cone shaped
diaphragm spring between the pressure plate and the cover. Its purpose is to clamp the
pressure plate against the clutch disc. This spring is normally secured to the cover by
rivets. When pressure is exerted on the centre of the spring, the outer diameter of the
spring tends to straighten out. When pressure is released, the spring resumes its
normal cone shape.
Clutch Release; The centre portion of the spring is slit into a number of fingers
that act as release levers. When the clutch is disengaged, these fingers are depressed
Page 73 of 74
by the release bearing. The diaphragm spring, pivots over a fulcrum ring. This makes its
outer rim move away from the flywheel. The retracting springs pull the pressure plate
away from the clutch disc, to disengage the clutch.
Clutch Engagement: As the clutch is engaged, the release bearing is moved
away from the release fingers. As the spring pivots over the fulcrum ring, its outer rim
forces the pressure plate tightly against the clutch disc. At this point, the clutch disc is
clamped between the flywheel and pressure plate.
Clutch Assembly: The individual parts of a pressure plate assembly are
contained in the cover. Most covers are vented to allow heat to escape and air to enter.
Other covers are designed to provide a fan action to force air circulation around the
clutch assembly. The effectiveness of the clutch is affected by heat. Therefore, by
allowing the assembly to cool, it works better. Clutch cover
Describe the shock absorbing features of a clutch disc.
REFERENCE:
1. Transmission systems © Uitgeverij, Innovam, 2007.

2. V.A.W. Hillier & Peter Coombes (2004) Hillier’s Fundamentals of Motor vehicle
Technology 5th Edition. Nelson Thornes Ltd. Cheltenham – UK.
3. 2007 INNOVAM Publishing, Nieuwegein, the Netherlands
4. http://www.time.com/time/magazine/article/0,9171,772127,00.html#ixzz1HFBBr6YM
Page 74 of 74

Lecture Notes On Automatic Transmission System e D

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Lecture notes on AME 106 – Engine Mechanics & Transmission Line Systems e duodu

The Practical challenges covers Over- hauling of Engines and Repairs on

Figure 1 Engine cylinder.

Figure 2 Power train / path.

Figure 3 Manual selected. Figure 4 Automatic selected.

Figure 5 the clutch

Gearbox: A gearbox (fig. 6) is needed

Gears and Components

Figure 7 Gearbox components

Figure 8 Details of Input shaft

Figure 9 Details of Main-shaft

Countershaft: The countershaft (fig 9) is sometimes called a layshaft. It is usually a

Fig.9 Details of countershaft Fig.10 Details of reverse idler gear

Figure 11 Interlocking device

Figure 12 Parts of a Synchroniser

Figure 13 Synchronizing components

Figure 14 Neutral position

Figure 13 Locked or Engaged position

Figure 14 Reversed position

Figure 16 Speedometer unit

Final Drive and Differential

Figure 17 final drive and differential unit

Figure 18 Front engine, front wheel drive

Figure 19 Rear wheel drive

Figure 20 Locking mechanism

Locking device with clutch coupling

Figure 21 Locking device with clutch coupling

Figure 22 Locking with clutch coupling

Locking with limited slip

Figure 23 Drive shaft (front wheel drive)

Figure 27 Shearing Figure 28 Bending

Figure 29 Rolling bearings

Figure 30 Angular contact bearing

Figure 33 Disc braking system.

AUTOMATIC TRANSMISSION SYSTEM

Figure 34 Fluid flywheel

Figure 35 Exploded view of a single-stage Torque Converter

Torque Converter Operations

Figure 36. Assembled Torque Converter

Now let us consider the operations of each component.

Figure 36 the pump impeller stage

Turbine Runner (Fig. 37)

The turbine runner is positioned opposite the pump

Figure 37 (Turbine) the runner stages

Figure 38 Stator placed in-betweens the impeller and the Turbine

Figure 39 Torque multiplication.

 Roller type one-way clutch or

 Sprag type one-way clutch

Roller Type One-Way Clutch (Fig.40)

Fig.40 1.Stator unlocked 2. Stator locked

Sprag Type One-Way Clutch

Fig. 41 the sprags type

Torque converter lock-up clutch

When the vehicle reaches a predetermined

The fluid pressure behind the clutch plate

Figure 43 Clutch lock-up

Figure 44 (oil) Vortex flow

1. Turbine runner 4. Direction of rotation and Stator

1. Turbine runner 3. Rollers moved away from ramp (clutch unlock)