Turbo 400 Transmission Hydramatic Turbine 400 Service Manual – PDF Download

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TURBO HYDRA-MATIC TURBINE "400"

OVERHAUL

SERVICE GUIDE

TURBO HYDRA-MATIC- TURBINE "400" TRANSMISSION REM OVAL OF MAJOR COMPONENTS FRO M THE TRANSMISSION CASE ~

After removal of the transmission from the vehi cl e , while the unit is still on the j a c k , remove the torque converter by pulling straight out.

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~ The converter contains a ~I,(J.H, : large quantity of transmission oil. ~

If a holding fixt u r e i s a vailable, in-

stall it on the transmission. The modulator asse m b l y must be located on the side of the fixture nearest the workbench. ~

Figu r e 2

Install the fixt u r e and transmission into the holdin g tool base. Rotate the transmis s i o n so that the bottom pan is up. (Fig. I) .

. Figu r e 3

~

Remove the modu l a t o r valve fro m the transmiss ion case.

Figure I

Governor. Speedometer Driven Gear, Oil Pan. Strainer and Intake PipeRemoval

~

Loos en and re m o v e the modulator assembly attac h i n g screw and retainer. (Fig. 2).

AJ_ ~ â&#x20AC;˘ The followin g steps can b e ac /rCJ4,B. complish ed with the transmission in the vehicle .

~

Remove the modulator assembly and "0" ring seal from the transmission case . (Fig. 3).

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Loosen and remov e the attaching screws , governor cover and gasket.

(Fig. 4).

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SERVICE GUIDE ~

Remove the speedomet e r dr iven gear assembly from th e transmission case. (Fig. 7).

Figur e 4 ~

Slide t h e governo r assembly fr om the t ran s m i s s i o n case. (Fig. 5) .

Figure 7 ~

Loosen and remove th e bottom pan attaching screws. (Fig . 8).

Figu r e 5 ~

Lo o sen and remove the speedometer drive n gear atta c h i n g screw and retain er. (Fig. 6).

Figure 8 ~

Remove the bottom pan and gasket .

(Fig. 9) â&#x20AC;˘

.--------- - - -- - - - - , I

REAR SERVO COVER

Figure 9 Figur e 6

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TURBO HYDRA.MATle TURBINE "400"

SERVICE GUIDE

OVERHAUL

Remove the pump intake pipe and strainer ass e m b l y . (Fig. 10).

Figur e 12

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Use care that the manua l t,Q.ItI,: valve doe s not fall out o f the control valve a s s e m b l y .

Figure 10 ~

Remove the intake p ipe to case "0" ring seaL

~

Control Valve Assembly. Governor Pipes and Detent Spring Assembly - Removal

Remove the governo r pipes from the control valve a s sembly . (Fi g . 13).

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The foll ow i n g steps can be acwith the transmission in t h e vehicle.

NCJ4,e: compli s h e d ~

Loosen and r e m ov e the control valve body attachin g screws. Remove the control valve body and detent roller and spring a s s e m b l y . (Fig. 11).

Figure 13 ~

Remove the control valve assemb ly to spacer gasket . (Fig. 14).

Figu r e 11

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Do not remove the solenoid screws.

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Remove the control valve body assembly and governor pipes. (Fig. 12).

Figur e 14

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SE RVICE GUIDE Rear Servo. Sole noid. Connector. Valve Body Spacer. Gasket. Front Servo.

Manual Detent and Park LinkageRemoval ~

SERVO SPRING & RETAINER ASSEMBLY

Loosen and rem o v e the rear servo attaching screw s . Remove the servo cover and gasket. Discard the gasket. (Fig. 15).

REAR SERVO COVER

Figure 17

Figu r e 15 ~

Remove the re ar servo assembly from the trans m i s s i o n case. (Fig. 16).

Figure 18

Figu r e 16 Figure 19

~ Remove the serv o accumulator

spring. (Fig. 17 ) . ~ Disconnect the solenoid lead from

the connector terminal. (Fig. 18). ~ Compress the fingers on the con-

nector and rem ov e the connector and "OIl ring s e a l. (Fig. 19). ~

Loosen and re m ov e the solenoid attaching screws. Remove the solenoid assembly a nd gasket. (Fig. 20).

Figure 20

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TURBO HYDRA.MATI C TURBINE "400"

SERVICE GUIDE

OVERHAUL

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Remove the c o nt r ol valve assembly spacer plate and gasket. (Fig. 21).

Remove the detent lever from t h e manual shaft. (Fi g . 24) .

Figure 24

Fi gu r e 21 ~

Remove the f o u r (4) check balls from the fou r passages in the transmission case . (Fig. 22) .

~

Remove the manual shaft from t h e transmission case .

Not

If replacement is necessar y ,

e: pry the

manua l shaft seal ou t of the case. (Fig . 2 5 ).

Figure 22 ~

R emove the front servo assembly.

~

L o o s e n and remove the jam nut h olding t he detent lever to the manual shaft. (Fi g . 23).

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Figure 25

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Use care not to lose the jam nut as it bec om e s free from the manual shaft.

l8J Remove the parking actuator rod and detent lever a s s e m b l y .

Figure 23

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~

Remove the detent lever retaining "E'I ring and detent lever, if necessary. (Fig . 26).

~

Loosen and remov e the attaching screws and parking bracket. (Fig . 27).

~

Remove the parking pawl return spring. (Fig. 28).

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DETENT LEVE R

Figur e 26

Figure 29

ATIACHI NG SCREWS

Figur e 27 Figure 30

REAR SEAL

Figur e 28 ~

Remove the parki n g pawl shaft retainer. (Fig. 29).

~

Remove the parkin g pawl shaft "0" ring seal and par k ing pawL (Fig. 30).

Rear Oil Seal and Extension HousingRemoval ~

Figure 31 ~

Loosen and remove t h e extension housing to case attac hin g bolts.

(Fig. 32).

m Remove

the extension housing and extension housing to case seal.

(Fig. 33).

If replacement i s ne cessary, pry

the rear oil seal f 'r orn the extension housing. (Fig. 3 1) .

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TURBO HYDRA¡MATIC TURBINE "40 0"

OVERHAUL

SERVICE GUIDE

Figur e 35 F igure 32

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Install the 5/16 - 18 thread e d slide hammer s into the bolt hole s in the pump body . Rem ov e the p ump as sembly from th e transm i s sian case.

See Fig. 36 for location of t h e threaded hole s .

Fi gu r e 33

Oil Pump ~

Removal

If replacement is neces sary, pry the front seal from the front pump.

(F ig. 34).

F i g u r e 36 ~

Remove and d is c a r d the pum p to case seal ring . (Fig . 3 7 ).

GASKET

SEAL RIN G

Figure 34 ~

Fi gur e 37

Laos en and remove the pump attaching bolts. (Fig . 35).

~

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Remove the pump to cas e gas k e t.

llui~ <7.~~~ SERVICE GUIDE Turbine Shaft. Forwa rd Clutch. Direct Clutch. Front Band. Sun Gear Shaft.

Intermediate Clutch. Center Support - Removal ~

R emove the tur bin e s haft from the transmission. (F i g. 38 ).

Figure 40

Figur e 3 8 ~

R emove the for w a r d Clutc h A ss embly (Fig . 39).

Figure 41 ~ Remove the sun gear s h aft . (Fig. 42 ).

Fi g u r e 3 9 ~

Remove the for w a r d clutc h h ub to direct clutch h o u s in g b r o n z e thrust washer.

AJ_ ~ The thru s t wa she r may have .IJ0ÂŁ8: been remov e d with the forward clutch housing ass e m b l y. ~

Remove the dir e c t clu t c h assembly .

(Fig. 40).

~

Remove the fr o n t b and assembly.

(Fig. 41).

Figure 42 ~

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Remove the case c ent e r s u p p o r t t o case bolt and center suppo r t loc ating screw. (Fig. 43) .

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TURBO HYDRA¡MATIC TURBINE "400"

OVERHAUL

SERVICE GUIDE

Figure 43 ~

~

Remove th e intermediate clutch backing plat e to case snap ring.

(Fig. 44).

Figure 46 Remove the errti r e gear train assembly by lifting the gear assembly with the installing and removing tool.

(Fig. 47) .

Figure 44 ~

Remove the intermediate clutch backing plate, 3 composition and 3 steel clutch plates. (Fig. 45).

Figure 47 ~

Remove the output shalt to case , thrust washer fro m the rear of the output shalt or ins i d e the case.

(Fig. 48).

Figure 45 ~

Remove the center support to case retaining s n a p ring. (Fig. 46).

Figure 48

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Position the g e a r t rain assembly, with the output shalt down, in a hole in the workben c h . (Fig. 49).

Figure 52

Fi gu r e 4 9 ~

~

Remove the r e a r unit select ive washer from th e tran s m i s sio n case .

(Fig. 50).

Fig u r e 50 ~

Remove the case cent e r sup p o r t assembly. (Fig. 52).

Remove the center s u p p o r t to reaction carrier bronz e t h rust washer.

(Fig. 53).

Figure 53

Remove the r e a r band assembly.

(Fig. 51).

~

Remove the center s u p p o r t to sun gear races and thrus t bear i n g s .

(Fig . 54).

F igure 51

Disasse mbly of the Gear Train Assembly 10-P

Figure 5 4

TURBO HYDRA¡MATIC TURBINE "400"

SERVICE GUIDE AJ _ J.

One of the r ac e s m.ight have out with the center sup-

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~

Turn the as sembl y over so that the main shaft is i n the hole in the workbench.

~

Remove the outpu t shaft to rear carrier snap ring . (Fig. 58) .

port. ~

Remove the reaction carrier and sprag assem.b l y . (Fig. 55).

Figure 55 ~

Remove the sun gear. (Fig . 56).

Figure 56 ~

Remove the reaction carrier to output carrier thrust washer. (Fig. 57).

OVERHAUL

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Figure 58 Rem.ove the output shaft. (Fig . 5 9) .

Figur e 59 AJ- J. If replaceme n t of the speedo,rNe: m.eter drive gear is necessary, rem.ove in the follow i n g manner : 1. Install the speedometer gear installi n g tool on the output shaft. Rem.ove the speedometer drive gea r . (Fig. 60) .

2. Install a new speedom.eter dr i v e gear. Use the dr iver tool to drive the gear to approxim.ately 5. 6 inche s from. the end of the output shaft.

(Fig. 61).

Figure 57 ll-P

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SERVICE GUIDE

Figure 6 3 Figur e 6 0

THRUST BEARING

1.0 . FLAN GED RACE

. Figure 6 4 Figur e 61 ~

~

Remove the outp u t shaft to r e a r i n ternal gear thrus t bear ing and two (2) races. (Fig. 62).

If r e qui r e d , remove t h e rear internal gear to main shaf t snap ring to remove the main shaft. (Fig . 65 ).

MA IN SHAFT

I

Figure 6 5

Governor Assembly

Figur e 62 ~

Remove the rear intern a l gear and main shaft. (Fig . 63 ) .

~

Remove the re a r int ern a l gear to s u n gear thrust bearin g and two (2) races. (Fig. 64).

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The governor is s e r v i c e d as an assembly w ith the exception of the driven gear. Gov e r n o r parts are of a select fit and e a c h assembly is calibrated.

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TURBO HYDRA.MATIC TURBINE "400"

OVERHAUL

SERVICE GUIDE Inspection ~

Thoroughly w ash the governor assembly in cl e a n solvent . Blowout all passages with compressed air.

~

Inspect the g ov e r n o r sleeve for nicks , burrs, score s or damage.

~

Check the gove r n o r sleeve for free movement in the bore of the transmission case.

~

Inspect the gov e r n o r valve for nicks, burrs, score s or damage .

~

Try the governo r valve for free operation in the bor e of the governor sleeve .

~

Using special p li e r s , remove the piston retaining snap ring .

Inspect the go v e r n o r driven gear for nicks, burrs or other damage.

~

Remove the asse m b l y from the vise .

Figur e 66

~

~

Check the gov e r n o r driven gear for looseness in the governor sleeve.

~

Remove the front servo piston, spring and washer.

~

Inspect the gov e r n o r weights springs for distortion or damage.

~

Remove the snap ring and spring retainer from the s e r v o pin.

~

Check the gov e r n o r weights for free movement in their retainers.

~

Remove the o il r i n g from the servo piston.

Front Servo Disassembly. Inspection and Reassembly

Inspection

Disassembly ~

Position the servo assembly in a vise so that th e piston and pin compress the sprin g. (Fig. 66) .

SNAP RING

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PISTON

OIL SEAL RING

~

PISTON SPRING

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Figure 67 13-P

Check the servo pin for a damaged snap ring groov e . (Fig. 67) .

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Inspect the pisto n f o r damaged oil ring groove. Che c k for freedom of the ring in the groov e.

Rear Servo Disassembly, Inspection and Reassembly

~

Check the pisto n for cracks or porosity.

~

~

Check the fit of the s e rv o pin in the piston.

Disassembly

Remove the snap ring r e tai n i n g the servo piston to the b and apply pin.

(Fig. 68).

Reassembly ~

Position the sma ll end of the spring retainer over t h e tap e r e d end of the piston pin.

~

Install the retain i n g snap ring next to the spring ret a i n e r .

~

Install the oil rin g on t h e servo piston.

~

~

~

~

RETAINING SNAP RING

Figure 68

Install the washe r on t h e piston pin end opposite the s p r i n g retainer.

~

Remove the servo p isto n a n d washer from the band apply p i n . (Fig. 69).

Install the sprin g a g ain s t the spring retainer.

~

Remove the second w a s h e r from the band apply pin.

Install the piston , large end over the spring.

~

Remove the accumul a t o r piston from the band apply p i n .

~

Remove the thrust w a s h e r from the band apply pin.

Position the assemb l y in a vise.

Compress the p iston pin against the piston. Ins t a ll t h e snap ring.

SNAP RING

OIL SEAL

LOWER SERVO W ASHER

j ACCUMULATOR PISTON

/ SERVO PISTON WASH ER

OIL SEAL RING

Figure 69

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ACCUMULATOR WASHER

REAR BAND APPLY PIN

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TURBO HYDRA.MATIC TURBINE "400"

SERVICE GUIDE

OVERHAUL

Inspection ~

~ ~

Remove the oil seal from the servo piston.

Remove the oil rings from the accumulator piston.

Check for freedo m of the accumulator ring in the pis ton.

~

Check the fit of the band apply pin in each piston.

~

Check the band apply pin for scores, cracks and ob str u c t i on s in the drilled passages.

~

Check the accum u l a t o r piston f o r open bleed pas sage.

~

Check the band apply pin for proper identification as determined by the pin selection c heck.

Reassembly ~

Install the ring on the accumulator piston.

~

Install the seal on the servo piston.

~

Install the wa s h e r with the lar ge inner diameter over the piston pin.

~

Remove t he manu a l valve from the upper bore.

~

On the right s ide from the next bore, remove the retaini n g pin, 1 - 2 bushing, 1 - 2 modulat o r valve and 1 - 2 spr ing .

~

Remove the 1 - 2 shift valve.

~

From the nex t bo r e , remove the retaining pin and 2 - 3 bushing, 2 - 3 modulator valve a n d 2 - 3 spring .

~

Remove the 2 - 3 shift valve.

~

From, t h e ne x t bo r e , remove the retaining pin, bore plug, 3 - 2 spring and valve.

~

At the other end of the assembly, from the top bo re remove the retaining pin and bo r e plug.

~

Remove the detent valve, detent regulator valve , spring and spacer.

~

In the next bore , check the operation of the 1 - 2 accum u l a t o r valve by moving the valv e against the spring.

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The 1 - 2 accumulator

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Install the ac c u m u l a t o r piston, cupped end first, ove r the band apply pin.

~

Install the flat washer over the band apply pin.

~

Install the se r v o piston with the large end fir s t over the band apply pin.

~

Install the thir d washer and snap ring.

~

1ÂŁ removal is nec e s s a r y , back out the adjusting scr e w EXACTLY 4 TURNS. Remove the bore plug, spring and 1 - 2 accumulator valve.

(Fig . 71).

Control Valve Assembly. Disassembly.

Inspection and Reassembly Disassembly ~

Place the cont r o l valve assembly on the workbench with the cored face up and the servo pocket nearest the operator.

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Figur e 71

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PLUG PIN

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SPRING......

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Figure 70

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Il~ <'f.~<W'J'N0GMl~ SERVICE GUIDE Inspection ~

~

Inspect all v a l v e s for scores, cracks and free op e r ation in their respective bores.

~

Check the bus h i n g for cracks, scratches or distortion.

~

Inspect the b o dy for cracks and scores.

~

Check all spr i n g s for distortion or collapsed coil s .

TURBO HYDRA-MATIC TURBINE "400"

OVERHAUL

Compres s the bushi n g against the spring. Install th e retaining pin.

~

In the next bore , install the 1 - 2 shift valve, small end first. Install the 1 - 2 spring. ~

Install the 1 - 2 mod u l a t o r valve into the bushing . Ins t a ll both parts into.fhe valve bore .

~

Compress the bu s h i n g against the spring. Install th e retaining pin.

~

Install the manual valve with the detent pin groove to the right.

Reassembly ~

1ÂŁ the 1 - 2 a c currrulato r valve was

removed, inst a ll it in the lower left bore, sma ll end first . ~ ~

Oil Pump Disassembly. Inspection and Reassembly

Install the 1 - 2 accumulator spring.

Disassembly

Install the b o r e plug over the spring.

Compress the bore plug and tighten the adjusting screw EXACTLY 4 TURNS. (Fig. 71).

~

In the next b o r e up, install the detent spring and spacer .

~

Install the det e n t regulator valve as \ shown in fig . 70.

~

Install the d e t e n t valve, small end first.

~

Install the b o r e plug with the hole out. Install the retaining pin.

~

Install the 3 - 2 valve, with the stern out, in the l ow e r right hand bore.

~

Place the pump ass e m b l y in a hole in the workbench.

~

Compress the regul a t o r boost valve bushing against the pre s sure regulator spring. Remov e the snap ring using the special p li e r s . (Fig. 72).

SNAP RING REGULATOR BOOST VALVE BUSHING AND VALVE REGULATO R RING

~ ~

~

~

Install the 3 - 2 spr i.ng and bore plug (with the hole out) . Install the retaining pin.

Figure 72 Remove the regulat o r boost valve bushing and valve .

~

Remove the press u r e regulator spring.

In the next b o r e up, install the 2 - 3 shift valve a n d spring, with the straight end first .

~

Remove the regulato r valve, spring retainer and spacer or spacers , if present . (Fig . 73) .

Install the 2 - 3 modulator valve into the bushin g . Install both parts into the valve bore.

~

Loosen and remoye the pump cover to body attaching bol t s . (Fig. 74).

17-P

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SPRING RETAINER WASHER PRESSURE REGULATOR SPACER PRESSURE REGULATOR VALVE

PUMP ASSEM& Y

Figur e 73

Figure 76

Figure 77 Figur e 74 ~

R em.ove the pum.p cover from. the b o d y. (Fig. 75).

~

Rem.ove the pum.p to fo r w a r d clutch housing fiber selective washer.

AJ_ J.

Do not rem.ove t he cooler by-

/r~e: pass seats, unles s replacem.ent

of the seats, valves or springs is necessary. ~

If necessary, rem.ove the by-pass valve seats using the s p e cia l tool attached to a slide h arnrn e r , (Fig . 78).

Figur e 75 ~

Rem.ove the retaini n g pin and bore p l u g from. the pre s s u r e regulator b o re . (Fig . 76).

~

Rem.ove the ho ok t yp e oil rings from. the pum.p cover. (Fig. 77).

Figure 78

18-P

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SERVICE GUIDE ~

Remove the b y - p a s s valves and springs .

~

With marking blue, mark the drive and driven ge a r s for reassembly.

Remove the d r i v e gear. (Fig . 79).

~

TURBO HYDRA-MATIC TURBINE "400"

OVERHAUL

Place the pump gear s in the pump .

Check the follow ing clearances while holding eac h gear towards t he crescent: 1. Dr iven gear outer dia meter to body clearanc e .

The clearan c e should b e .0045 to .0 1 1" . (F i g. 82) .

Fi gu r e 79 ~

Remove the driven gear from the pump body. (F i g . 80).

Figure 8 2 2 . Driven g ear inner diameter to cr e s c e nt clearance. Cl ear a n c e should be . 000 t o . 005". (Fi g . 83 ) .

F i g u r e 80 Inspection of the Pump Body and Pump Cover ~

Check the gea r pocket and crescent for scores, g a lli n g or damage.

(F i g . 81) .

Figure 83 3 . Drive gea r to cresc ent .

Clearanc e should b e . 0 0 4 to . 0 19 1 1 • (Fig . 84) .

4 . Pump body face to g ear face clear a n c e . Clearance should be .0008 to .0015 1 1 • (Fi g . 85).

Figure 81 19-P

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5ERVICE GUI DEr=--_---::::==:::::--_ --,

Figu r e 84 Figure 86 ~

Check for scores o r da m a g e at the pump gear face.

~

Inspect the stator shaft for damaged splines or scored bu s h i n g s . If replacement of the bus hin g is require d, proceed as follows : 1 . Thread the remov e r into the stator s h aft bushing .

Thread the sli d e hammer into the remov e r . Clamp the slide hamm e r handle into a vise . G ra s p the stator shaft and r e m o v e.

Figur e 8 5 ~

Check the face of the p ump body for scores or nicks.

~

Check all oil p a s s a g e s .

~

Inspect for dam a g e d cover bolt attaching threads .

~

Check for over a ll flatness of the pump body face .

~

~

Check the bushin g for scores or nicks.

Inspect the pump att ach i n g bolts seals for dama g e. Replace, if necessary.

2. U sing the sp e ci a l installer tool , in stall a new bushing . ~

Check the oil ring gr o o v e for damage or wear.

~

Check the cooler by- p a s s valve for free operation and sealin g qualities.

~

Check the selective w a s h e r thrust face for wear, scores or damage.

Check the pressure re g u l a t o r and boost valve for free op e r a t i o n .

~

Check the pUIllp cove r face for overall flatness. (Fig . 86).

~

~

Check for score s or c hip s in the pressure regul a t o r bore .

Reassembly

~

Inspect that all pa s s a g e s are open and not interconn e c t e d .

~

20-P

Install the drive and d riv e n pump gears into the pump b o d y with the alignment marks up. (F ig s . 87 & 88).

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TURBO HYDRA·MATIC TURBINE "400"

OVERHAUL

SERVICE GUIDE

r - - - -- - - - - - - ...,

F igur e 89

Fi gu r e 87 ~

Install the previou sly selected front unit selective thr u s t washer (fiber ) over the pump cov e r delivery sleeve .

(Fig. 90).

F i gu r e 88

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Make certain the drive gear Ins t a lle d with the drive tangs up.

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Figure 90

Install the pr e s s u r e regulator spacer or spacers, i f required, and the retainer and s pr i n g into the pressure regulator b or e.

~

Install the pr e s s u r e regulator valve, stern end fir s t , from the oppo site end of the b o r e .

~

Install the b o o s t valve into the bushing, stern end out. Install both parts into the pump cover by compressing the bushing against the spring.

~

Install the ret a i n i n g snap ring.

~ Install the p r e s s u r e ~egulator valve bore plug and retaining pin into the opposite end of the bore. (Fig. 89).

~

Install two (2) hook type oil seal rings.

~

If removed, install the by-pass valve spring with the la r g e end first , v a l v e and seat, using t h e special tool.

Drive the seat to t he stop. (Fig . 91).

Figur e 91 2l-P

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SERVICE GUIDE ~ As semble the p ump cover to the pump

body with the atta c h i n g bolts. (Fig. 92).

PUMP COVER

Figure 94 Figur e 92

/Vot . Leave the b o l t s e.

~

one turn loose

at this time.

Position the pump aligning strap over the pump b o dy and cover .

Tighten the tool. (Fig. 93).

Figure 95

Figur e 93 ~

Securely tighten the pump cover bolts, install the pump to case "0" ring seal.

Figure 96

Forward Clutch Disasse mbly. Inspection and Reassembly

~

Remove five (5) compo s it i o n and five (5) steel clutch p l a t e s . (Fig. 97).

Disassembly ~

With a screwdr iv e r , remove the forward clutch hous ing to direct clutch hub snap ring. (Fig " 94).

~

Using a clutch spring compressor, compress the spring retainer. Remove the snap ring . (F i g . 98).

~

Remove the dir e ct clutch hub .

(Fig. 95).

~

Remove the tools, s n a p ring, spring retainer and sixteen (16) clutch release springs. (Fig . 99).

~

Remove the forw a r d clutch hub and thrust washer. (F i g . 96).

~

Remove the clutch p ist o n . (Fig. 100).

22-P

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TURBO HYDRA-MAT IC TURBINE "400"

OVERHAUL

SERVICE GUIDE

FORWARD CLUTCH HOUSING

<, FORWARD CLUTCH HOUS ING

Fi gu r e 97 Figu r e 100

!

CLUTCH OUTER SEAL

FORW ARD CLUTCH PISTO N

Fi g u r e 98 F igu r e 101 PISTO N RElEASE SPRING (16)

Fi gu r e 99

\

FORW ARD CLUTCH PISTON

~

~

Remove the i n n e r and outer clutch piston seals. (Fig . 101) .

Figur e 102

Remove the c ent er piston seal from the forward clu t c h housing . (Fig . 102) .

Inspection ~

Check the dr iv e and driven clutch plates f or i n di c a t i o n s of burning, scores or w e a r . (Fig . 103) .

23-P

~

Check the sixte en (1 6 ) springs f or collapsed coils o r distortion.

~

Inspect the clut c h hub for worn splines , prop e r lubrication hol es and thrust faces .

~

Check the p iston fo r cracks.

~-----

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SERVICE GUIDE

FOtlWAJtO aUTCH ASSEMBLY-PART #

SNAP RING

1

DIRECT aUTCH HUB

\ STEEL PLATES (5 )

THRUST WASHERS

Figure 103 ~

I n s p e c t clutch h ou s i n g for wear, s c o r e s, open oil passages and free o p e r a t i o n of the ball checks .

FORWARD CLUrH HOUSING

Reassembly ~

P lace new inner and outer oil seals o n the clutch pi s t o n , with the lips f a cin g away fro m. the spring pocket .

(F i g . 104) .

Figure 105, ~ Position the seal prot e c t o r tool over

the clutch hub. Install the outer clutch piston seal prot e cto r into the clutch drum.. Install t h e piston.

(Fig. 106). ~

Install the clutch relea s e springs into the pockets in the p i s ton . (Fig. 107).

~

Position the spring reta ine r and snap ring on the spring .

fORW ARD CLUTCH PISTO N

Figu r e 104 ~

Position a n ew center seal on the clutch housing, lip faces up. (Fig. 105).

24-P

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TURBO HYDRA·MATIC TURBINE "400"

SERVICE GUIDE

OVERHAUL COMPOSITION PLATES

Fi gu r e 106

F'rgu.re 109 ~

PISTON RELEASE SPRING (1 6)

Install the forwa r d clutch hub was he r s .

Retain with pet.r o l eurn jelly .

(Fig. 110) .

Fi gu r e 107 ~

Compress t h e springs using the clutch comp r e s sor tool. Install the snap ring . (F i g . 108).

Figur e 110 ~

Position the forw a r d clutch hub i n to the forward clu t c h housing and clutch plates .

~

Install the direct clutch hub and retaining snap ring . (Fig. Ill).

Figure 108 ~

Lubricate and install five (5) composition a n d five (5) steel clutch plates. Sta r t with a steel and alternate steel and composition.(Fig. 109).

25-P

Figu r e III

SERVICE GUIDE ~

Position the f o r w a r d clutch housing on the pump d elive ry sleeve . Air check the clut ch o pe rat ion . (F ig. 112) .

FO~WA~ D

~

Turn the unit over . R e m ov e the backing plate to clut c h h ousing snap ring . (Fig. 115).

CLUTCH

ASSEMBLY

_\ ---

DIRECT CLUTCH HOUSING

Figur e 1 12

Direct Clutch and Inte rme diate Sprag Disassembly. Inspec tion and Reassembly

~

Disassembly ~

Remove the s p r a g retaining snap ring and retaine r. (Fig. 113) .

DIRECT CLUTCH BACKING PLATE

Figur e 1 15 Remove the direct clu t c h backing plate , fiv e (5) compo s iti on and five (5) steel clutch plates . (Fig. 116).

CO MPO SITIO N j:;::;;;;;;;;;;;~~~ PLATES (5)

Figure 11 6 Figu r e 1 13 ~

~

Remove the spr a g o uter race , bushings and sprag asse m b l y . (Fig . 114).

Using a clutch compr e s s o r tool, compress the spring re t a i n e r . Remove the snap ring. (F i g . 117).

SPRAG OUTER RACE

Figure 1 17

Figu r e 114 26-P

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TURBO HYDRA-MATIC TURBINE "400"

OVERHAUL

SERVICE GUIDE ~

Remove the retain e r and sixteen (16) piston rele a s e springs.

(Fig. 118) .

RELEASE SPRING RETAINER

F igu r e 121

Fi gu r e 118 ~

Remove the di r e c t clutch piston.

(Fig. 119).

F i gu r e 122 Inspection ~

Inspect the spr a g assembly for popped or loos e sprags. (Fig. 123) .

F igure 119 ~

Remove the outer seal from the piston. (Fig. 12 0 ) .

INTERMEDIATE CLUTCH OUTER RACE

INTERMfDIATE CLUTCH SPRAG ASSEMBLY

DIRECT CLUTCH HOUSING AND RACE ASSEMBLY

F i gu r e 123 ~

Inspect the sprag bushings for wear or distortion.

~

Inspect the i nner and outer races for scratches , burr s or wear .

~

Check the clutc h housing for cracks, wear, proper o pen i n g of the oil passages or wear on the clutch plate drive lug s .

CLUTCH OUTER SEAL

Figure 120 ~

~

Remove the i n n e r seal from the piston. (Fig . 121).

Remove the center piston seal from the direct clutc h housing. (Fig. 122) .

27-P -

-

-

-

-

-

-

-

-

-

-

-

-

-

-

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-

-

-

-

-

- - - - - -- - --

-

-

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â&#x20AC;˘ Il~ ff/.~(IMf4~US SERVICE GUIDE

~

Inspect the driv e a nd driven clutch plates for sign of we a r or burning .

~

Check the backi n g plat e for scratches or other damag e .

~

Check the clutch pi sto n for cracks and free operatio n o f the ball c hecks.

Reassembly ~ Install a new inn e r clu tch pis ton

seal on the p i sto n w ith the lips facing away from t h e clut c h poc kets.

(Fig. 124).

Figure 126

Figu r e 1 24 ~

Figure 127

Install a new outer clutch piston seal. (Fig. 12 5 ).

RELEASE SPRING RETAINER

CLUTCH OUTER SEAL

Figure 128 Figu r e 125 ~

~

~

Install a new cente r seal on the clutch housin g with the lip of the seal facing u p. (Fig . 126).

Place s eal p rotect o r s over the hub and clutch h ou s i n g. Install the clutch piston. (Fi g . 127) .

~

Position the spring reta i n e r a nd snap ring on the retainer .

~

U sing the clutch compr e s s o r t ool, install the snap ring. (F i g . 129).

~

Install five (5) compos i t i o n and five (5) steel clutch plates . Start w i th a steel plate and alternat e steel and compo sition.

Install s ixte e n (1 6 ) springs into the pisto n . (Fi g. 128).

28-P

1I~.:t~~~

TURBO HYDRA-MATIC TURBINE "400"

SERVICE GUIDE

OVERHAUL

18)

Turn the unit o ver . Install one sprag bushing, cupped s i d e up, over t h e inner race.

18)

Install the sprag as s e m b l y into the outer race .

18)

With the ridge on the inner cage facing down, start the sprag at the outer race over t he inner race w it h a clockwise rot a t i n g motion.

(Fig . 132).

Fi gu r e 129

A/Ott Ifl

The stee l plates must be aswith the notches in the drive lug s one above the other.

(Fig. 130) .

e: semble d

DIRECT CLUTCH BACKING PLATE COMPOSITION

~ii~~~ PLATES (5 ) STEEl

I

~

r-

PLATES (5 1

~

Figur e 132

/Vat . The e.

18)

Figure 130 18)

Install the clu t c h backing plate.

18)

Install the backing plate retaining snap ring. (Fig. 131).

outer ra c e should not t u r n countercloc k w i s e .

Install the sprag r e t a in e r o ver t he sprag, cupped s ide down. (Fig . 1 33) .

SPRAG RETAINE R

I

Figure 133

DIRECT CLUTCH HOUSING

DIRECT CLUTCH BACKING PLATE

18)

Install the sprag retainer and the snap ring . (Fi g . 134).

18)

Position the d irect clutch assembly over the center s u p p o r t . Air check operation of the d i r e c t clutch.

(Fig. 135).

Figure 131 29-P

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SERVICE GUIDE ~ SNAP RING

Using a clutch compr e s s o r , compress the spring retain e r . Remove the snap ring. (Fig. 13 7 ).

Figure 134

Figure 137 ~

Remove the spring ret a i n e r and twelve (12) clutch rele a s e springs.

(Fig . 138).

Figure 135

AI_ J.

If the air is applied to the r e-

.lrCJ4,e: verse

passage , it will escape from the direct clutc h passage.

This is normal.

Center Support and Intermediate Clutch Disassembly. Inspection and Reassembly Disassembly ~

Figure 138 ~

Remove the intermediat e clutch piston. (Fig. 139) .

R emove four (4) h o o k type oil seal rings from the cen t e r support.

(Fig. 136) .

INTl:RMEDIATE CllJTCH PISTON

Figure 13 9 ~

Figur e 136 30-P

Remove the inner piston seal.

(Fig. 140).

---------~

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----~

TURBO HYDRA·MATIC TURBINE "400"

OVERHAUL

SERVICE GUIDE ~

- - -

Check the bushing for scores, wear or galling. If repla c e m e n t is required' proceed as follows: 1. Using the special remover too l , remove the bushing .

2. From the s p r a g side of the support, install the bushing using the special tool.

Install the bushing flush to . 010" belo w the counter bore.

INTERMEDIATE CLUTCH PISTON

Fi g u r e 140

AI_ J. Do not r e m o v e the three (3) /Jo-£e: screws retaining the sprag

~

inner race t o the center support.

~

Remove the outer piston seal.

(Fig. 141).

Check the oil ring grooves for damage or wear .

~

Air check the oil p a s s a g e s to make certain they are op e n and not interconnected. (Fig. 143) .

INTERMEDIATE CLUTCH OUTER SEAL

1

INTERMEDIATE CLUTCH PISTON

Figure 141

Inspection Check the s p r a g inner race for scratches, wear or indentation.

Make certain the lubrication hole is open. (F i g . 142).

Figur e 143

~

~

Check the piston s e a lin g surfaces for scratches or imperfections.

~

Check the piston s e a l grooves for nicks or other dama g e .

'a

~

Inspect the piston for cracks or porosity.

~ 'NT"~~'" ~~:: e.:

~

Check the releas e spring for distortion.

CfNTU SUPPORT l OW a UTat A$SEMaLY SPUG ASSfMalY

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\

ClUTCH

-,

OUTfit SEAL

INTERMfOtAn

CLUTCH PISTON

Reassembly ~

Figure 142 3l-P

Install a new i nner seal on the piston with the lip of the seal facing away from the poc k e t . (Fig. 144).

-------.---~---~------------ --

-

lIut~ <f.'UUI"",,"~us SERVICE GUIDE

--~------------, INTERMEDIATE CLUTCH RELEASE SPRING (12)

INTERMEDIATE CLUTCH PISTON

~

Figure 144 Install a new out e r seal. (Fig . 145) .

~

INTERMEDIATE CLUTCH OUTER SEAL

~

Figure 147 Using the clutch spr i n g compressor, compress t he spr ing s . Install the snap ring .

Install four (4) hook typ e oil rings .

(Fig . 148).

INTERMEDIATE aUTCH PISTON

Figur e 145 ~

Install the inner s e a l protector tool on the center sup p o r t hub. Install the piston. (Fig . 146) .

Figure 14 8 ~

Air check operation of the intermediate clutch piston . (Fig . 149).

Figur e 146 ~

Install twelve (12 ) relea s e sp rings into the piston. (Fig. 147).

~

Position the sprin g reta ine r and snap ring over t h e spring s.

Figure 14 9

Inspection of the Reaction Carrier. Rear Sprag and Output Carrier Assembly 32-P

--

~

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TURBO HYDRA·MATIC TURBINE "400"

SERVICE GUIDE

OVERHAUL

Check the ban d surface on the reaction carrier for indications of overheating o r scoring.

~

Check the spr a g outer race for scores, wear or damage.

~

Inspect the t h r u s t washer surfaces for scores or wear.

~

Inspect the b u s h i n g for damage.

AJ_.J

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~

Check the parking pawl lugs for cracks or damage .

~

Inspect the output locating spline s for damage.

1£ bushin g is damaged, the reaction c a r ri e r must be replaced.

Che ck the pini o n s for damage, rough bearings or exc e s s i v e tilt.

Figure 1 5 1

~

Check pinion end play. Pinion end play should be . 009 to . 024".

(Fig. 150).

Pinion Replacement Procedur e ~

Position the carri e r assembly on i t s front face .

~

With a tapered pun c h , drive or press the pinions out of the carrier.

(Fig. 152).

F i g u r e 150 ~

Check the sp r a g for worn or damaged members.

~

Inspect the s p r a g cage and retaining spring for we a r or damage.

~

~

Check the fr o nt internal gear for damaged tee th.

Figur e 152 ~

Remove the pinions , thrust washers and roller needle b e a r i n g s .

~

Check the pinion poc k e t thrust faces for burrs. Remov e if present.

~

Install n ineteen (1 9 ) needle bearings into each pinion. Use petroleum jelly to retain the bearings in place.

Use a pinion pin as a guide. (Fig . 153).

Check the pini o n s for damage, rough bearings or e x c e s s i v e tilt.

~ Check pinion end play.

Pinion end play should be . 009 to . 024'·.

33-P

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SERVICE GUIDE

PINION PIN BRONZE WASHER STEEL WASHER

NEEDLE BEARINGS

HEADED END

BRONZE WASHER - - - - - -

Figure 153 ~

~

Position a bronz e and steel thrust washer on each side of the pinions so that the steel washer is against the pinion. Reta i n them. in position w ith petroleum. j e lly .

~

P lace the pinio n assem.bly in position in the carrier. Install a pilot shaft through t he re ar face of the assem.bly t o retain the part s in position .

Drive a new pinion pin into place by turning the pinion from. the front.

Make certain that the headed end is flush or below the face of the carrier.

(Fig. 154).

Figure 155 ~

Figur e 154 34-P

Place a heavy punch i n a bench vis e to be used as an anvil while str iking the opposite end of the pinion pin in three (3) places. (Fig . 155) .

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Both e n d s of the pinion p ins I,(J.H,: must b e below the face of the carrier or i n t e r f e r e n c e and damage may re s u lt .

Check the bus hin g for wear, scores or galling. If replacement is necessary. procee d as follows :

Inspect the bushing s for scores or galling .

~

Inspect the machi n e d bushing jour nals for damage .

~

Make certain the oil lubr ication h o le i s open.

Inspection of the Turbine Shaft

1. Thr ead the tool in t o the bu s h i n g. Remove the bu s h i n g with a slide h amm e r.

2. Using t h e installer tool , install a new bushing .

Check the bearin g and thrust washer surfaces for d ama g e.

~

Check the gove r n o r dr ive gear for worn or dama g e d teeth .

~

Check the splin e for damage.

~

Inspect the orific e cup plug i n the lubrication pa s s a g e .

~

Check the drive lugs for damage .

AUL

~

Inspection of the Output Shaft

~

V

SERVICE GUIDE

aMtt.

~

TURBO HYDRA¡MATIC TURBINE "400"

~

Check for open lub r i c a t i on pass ag es in each e n d .

~

Inspect the splin e s for damage .

~

Inspect the mac h i n e d bushing journals for dama g e .

~

Check the shafts for cracks or d isto rtio n .

Inspection of the Mainshaft ~

Check the shaft for cracks or distortion.

~

Inspect the spline s for damage .

~

Check the m achi n e d bushing journals for damage .

~

Inspect the s nap ring groove for damage .

~

Insp ect the or ifi c e d cup plug pr essed in t o one end of the main shaft .

Make certain i t is not obstr ucted .

Inspection of the Rear Internal Gear ~

Check the gear teeth for damage or wear .

~

Inspect the s plin e s for damage .

~

Check the ge a r for cracks.

Inspectioll of the Front and Rear Bands ~

Inspect the lini n g for cracks, fl a k ing , burning or loosen e s s . (Fig . 15 6) .

Inspection of the Sun Gear ~

FRO NT BAND

Check the ge a r teeth for damage or wear .

~

Inspect the s p lin e s for damage .

~

Make certain the oil lubrication hole is open.

REAR BAND

I

Inspection of the Sun Gear Shaft ~

Check the s h a f t for cracks or damage.

~

Inspect the splines for damage.

Figu r e 156

35-P

~

~

~ ~-------------------------~

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SERVICE GUIDE ~

Check the band f o r cracks or dist o rti o n .

~

Check for freeness of the valv e in the case bore.

~

Ch eck the end f o r darna ge at the a ncho r lugs or s upply lugs .

~

Check the rno dul ato r bellows . The rnodul.ato r plunger is under pressure (16 lbs.). If the bellow s is daznaged, the plunger will have very lit t le pressure.

Inspection of the Case Extension ~

I n s p e c t the bushing for exces sive we a r or daznage. If replaceznent is required, proc e e d as follows:

Inspection of Manual and Parking Linkage ~

Check the parking ac t u a t o r rod for cracks, darna g ed snap ring groov e or broken spring retai n e r lugs .

(Fig . 158).

~

Inspect the actuator s p r i n g for darna.g e.

~

Check the actuator fo r fre e fit on the actuator rod.

~

Check the parking pawl for cracks, wear or darna g e ,

~

Inspect the rnariua.l shaf t for daznaged threads, rough oil seal journal, or loose lever.

~

Check the inside dete n t lever for cracks or a loose p in.

~

Inspect the parking paw l shaft for darrra g e d oil seal or re t a i n e r grooves .

~

Check the parking pawl retainer spring for distorted c o il s or ends.

~

Check the parking brac k e t for cracks or wear.

~

Inspect the detent roll e r and spring a s s ernbly,

1. U sing the driver handle and driv e r , r ernove the bushing.

2. Install a new bushing using the driver tool. ~

Check the seal rin g groove for dama.g e,

~

Check the housing for cracks or porosity.

~

Make certain the r e a r seal drain port is open.

Inspection of the Modulat or Valve ~

Check the znodulato r as s ernb ly for indi c a t i o n s of bend i n g or distortion.

(Fig. 157).

Inspection of the Case Assembly

Figure 157 C h e c k the 11 0 " ring seal seat for d a rna g e.

A p p ly s uction to the v a cuurn tube .

Check the diaphr agm for leakage.

Insp ect the rnodul a to r valve for nicks, burrs or darna.g e ,

~

Check the case asseznb l y for cracks , porosity or interconne c t e d passages .

~

Check for good retentio n of t h e band anchor pin.

~

Inspect all threaded hol e s for crossed or pulled out threads .

36-P

Ilut~~~~~

TURBO HYDRA·MATIC TURBINE "400"

SERVICE GUIDE .----- - - - - - - - - - - - - - PARKING - - - BRAKING - - - - - - - - -- ---,OVERHAUL ACTUATOR ASSEMBLY

OIL SEAl

/

~

SPRIN G

\

1\- SPRING RETAINER

»<: '

~

,

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d _

-

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PARKING BRAKE PAWL PARKING PAWL BRAKE SHAFT OI L SEAL

F igure 158 ~

Inspect the i n t e r m e d i a t e clutch driven plate lug s for damage or wear .

~

~

Check the sna p ring grooves for damag e .

~

Inspect the b or e of the governor assembly for s c r a t c h e s , scores or damage.

~

Check the m o d u l a t o r valve for scores or damage .

~

Inspect the c u p p e d plug ins ide the case for go o d staking and sealing .

F i g u r e 159

Assembly of the Rear Unit

Inspection of the Torque Converter ~

Check t h e conve r t e r hub surfa c e s for indications of scores or we ar .

~

Install t he r e a r u n i t internal ge ar a t the end of the m a in shaft with t h e snap ring groov e .

1 . Inst a ll the tool and tight e n securely.

~

Install the int e r n a l gear retainin g snap ring . (Fi g . 16 0 ) .

2 . Fill th e converter with a i r at 80 Ibs , per square inc h.

~

Install the sun ge a r to internal g e a r thrust races and b ea r i n g s against the inner face of t h e rear internal gear as follows :

Check the c o nv e r t e r for leaks as follows : (Fig . 159) .

3. Subme r g e in water and check for air bubbles ind i c a t in g leaks.

Nole: Retain with p e t r o l e um jelly .

37-P

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SERVICE GUIDE

r - - - -- - - --,.:;:,......,...,,.........___

AJ _ J, â&#x20AC;˘ Retain in plac e w ith petroleum

JrCUB. jelly.

1. Position the s m a ll diameter race aga i n s t the internal gear with the center flange facing up.

2 . Place the bearin g on the race .

MAINSHAFT

3. Position the se c o n d race on the bear ing with the outer flange cup p e d over the bearing .

Figur e 160 1. Position t h e large race a gainst t he internal gear with the fl a n g e facing forward or u p. (Fig . 16 1) .

~

Install the output shaf t into the output carrier assembly. (Fi g . 162).

Figur e 161 Figure 16 2

2. Place t h e t h r u s t bearing against t h e race.

3. Position t h e small race against t h e bearing with the inner flange facing into the bearing or down.

~

Install the output shaf t to output carrier snap ring. (Fig . 16 3) .

~

Install the output sha f t to case thrust washer with the tabs in the pockets.

(F ig. 164).

~

Install the outpu t c a r ri e r over the mainshaft meshin g the p inions with the rear interna l gear .

~

Pl ace the above p o r t i o n of the gear t rain through a ho l e in the workbench so t h a t the main s h a f t hangs downward.

~

Install the rear i n t er n a l gear to output shaft thrusf r a c e s and bearings as follows:

Figure 16 3

38-P

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TURBO HYDRA¡MATIC TURBINE "400"

SERVICE GUIDE ~

OVERHAUL

Install the sun ge a r shaft.

~ Install the reactio n carrier. (Fig. 167).

THRUST WASHER

Fi gu r e 164 l8)

~

Turn the assemb l y over and support the as sembly so that the output shaft hangs downwar d.

Figur e 167

Install the reac t i o n carrier to output carrier thrust washer with the tabs facing down i n the pockets. (Fig. 165) .

~

Install the cent er support to sun gear thrus t races a nd bearing as follows : 1 . Install the large race with th e c e n t e r flange up over the sun gear shaft.

2 . Install t h e thrust bearings ag a i n s t the race .

3 . Install the second race with the center flange up .

(Fi g . 1 6 8 ) .

Figure 165 ~

Install the sun gear splines with the chamfer down . (Fig. 166).

Figur e 168 ~

Figure 166

39-P

Install the bronz e center support to reaction carrier thrust washer into the recess of the center support .

Retain with petr o l e u m jelly. (Fig . 169).

llui~ et.'UUI~d44Ci~ SERVICE GUIDE THRUST WASHER

Fi g u r e 169 ~

Figure 17 1

U sing the spe cia l t o o l as a pilot, install the re ar s p r a g assembly on the case center s u p p o r t i nn e r race with the bronze drag strip up. (F ig. 170).

Figure 17 2

Assembly of Units Into the Transmission Case

Figu r e 170 ~

Install the ca se cente r support and sprag as sembly as f o llo w s : 1. Place a rub b er band on the sp r a g a s sembly outer d iamet e r to hold the s p r a g s i n position.

(Fig. 1 7 1) .

~

Install the 110" ring s e a l o n the pa rk ing pawl shaft.

~

Install the parking p a w l , w i t h the tooth toward the ins ide of the ca se and the parking pawl shaft . (Fig. 17 3) .

2. Start the sp rag assembly into th e oute r race. Remove the rub b e r band and finish t h e insta lla t i o n by pressing on t h e case support.

(Fig. 17 2).

A/oJ, . With t he reac t i o n carrier held e. stationar y , the case support

I"~

Figure 173

should only tur n c ou n t e r c l o c k w i s e .

40-P

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TURBO HYDRA¡MATIC TURBINE "400"

OVERHAUL

SERVICE GUIDE jg)

Install the parkin g pawl shaft retaine r clip . (Fig. 17 4 ).

~

Install t h e r e a r b a n d a ss e m b l y so that the two (2) lugs i nd e x with th e tw o ( 2) a nc ho r pins . (F i g . 177) .

Figur e 174 ~

Install the pa rkin g pawl return spr i n g wit h the square end hooked on the p a w l. (F i g. 175) . ~

Figu r e 177 Install the rear selectiv e washer into the slots prov i d e d i n side the rear of the transmis s i o n cas e . (Fig. 178) .

F i gu r e 175 ~

I n stall t he parkin g brake bracket g u i de s over the parking pawl, using t w o (2) a ttaching bolts. T ighten to 15 to 2 0 ft . l b s . torque. (Fig . 176).

Figu r e 178 ~

Install the compl e t e gea r train unit assembly into t h e transmis s i o n case .

(Fig. 179).

~

Lubricate and i n s t a ll th e c e n t e r sup port to case re t a i n i n g snap ring with the bevel facing the top of the trans miss ion. Make absolut e l y certain the ring is prope rly seat ed in the case .

AloJ /f' Figure 176

4l-P

The ring i s tapered. T h e flat insta lle d toward the inner support . (Fig. 180) .

e: side is

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SERVICE GUIDE

Figure 18 2

Figur e 179 ~

Install the backing p l a t e to case snap r ing . The gap in t he s n a p ring should b e opposite the ancho r pin. (Fig . 183) .

Figure 18 0 ~

Install th e center sup p ort loc a ting s cr ew . Install th e ca se to c enter s upport screw. (Fig . 181) .

Figure 18 3 ~

Check t h e rear end pla y a s follows: (F ig. 184) .

Figur e 181 ~

~

Install three (3) compo sit i o n interm ediate clutch p l a t e s. Start with a st eel plate and alt e r n a t e the plates .

(F ig. 182) .

Figure 184 1 . Install a dial indi cat o r support into an ex t e n s ion hous ing a tt a c hing bolt hole.

Install the interm e d i a t e clutch backing plate .

42- P

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TURBO HYDRA¡ MATIC TURBINE "400"

SERVICE GUIDE 2. M oun t the dial indicator on the support. Index the ind i c a t o r with the end of the output shaft.

~

3. A pply air pressure to apply the intermediate clutc h (center oil passage ) while moving the outpu t shaft in and out to re a d the end play.

End p l a y should be from .003 to . 0 1 9 " .

OVER'HAUL

Install the direct clu t c h and intermediate sprag ass e m b l y . It will be neces sary to tw i s t the housing to allow the sprag outer race to index with the clutch drive plate. The housing hub will bot t om on the sun gear shaft. (Fi g . 18 6 ).

~~

Not

The sele c t i v e washer controllthis play is the steel washer having three (3) lugs that is located between the t h r u s t washer and the rear face of the transmission case.

e : ing

Figure 186

If a different washer thicknes s is

required to bring the end play within specificatio n , it can be selected from the fo llo w i n g chart.

~

-

.0 82 .0 90 .0 98 . 106 . 114 . 122

Removal of t h e direct clutch and driv e n plates may be helpful.

Notches

Thickness .078 .086 . 094 .102 .110 .118

AI_ ./.

/r04-e: drive

None 1 Tab Side 2 Tabs Side 1 Tab a.D. 2 Tabs a.D. 3 Tabs a.D.

Install the f r o n t band with the band anchor h ole placed over the band anchor pin and the apply lug facing the servo h o l e. (Fig. 185).

~

Install the forward clutch hub to direct clutch hous i n g bronze thrust washer to the forw a r d clutch hub .

Retain in position with petroleum jelly.

~

Install the forward clutch assembly , indexing the direct clutch hub so the end of the mainshaft will be flush with the end of the forward clutch hub. Use the turb i ne shaft as an installer tool. (Fig. 186A).

-- ~---,

Figure 185

Figure 186A

43-P

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SERVICE GUIDE

,.......,I:'T'T--.....,.,..------,-~.....,..,---.

:csl Install the t u r b i n e shaft end with the

short spline into the f o r w a r d clutch housing. (Fig. 187).

Figure 18 9 1 . Remove one front p ump attaching bolt and b o lt seal.

Figure 18 7 2 . Install a slide hamm er into the bolt h ole .

(Fig. 189).

:csl Position the pump to cas e g a sket

against the c a se face. :csl Install the f r o n t pump as sem b l y and

all but one ( 1) attaching bolt and seal.

Not . 1£ the turbin e

s haft cannot e. be turn e d while the p ump is being tighte n e d into p l ace , t he forward o r dire c t clutc h housings have not been prope r l y insta lle d to index with all clutc h plates. This condition must b e correct e d before the pump is pull e d fully i n to place.

3. Mount the dial indic ator on the rod. Inde x the in dicator to regi s t e r with the end of th e turbin e shaft.

4. Hold the output shaf t forward whil e pushi n g the turbine shaf t rearward to its s top .

:csl 1£ neces sary, i n s t a ll a new front seal,

using the driver too l t o drive the seal into p o siti o n. (Fig . 188).

5 . Set the dial indi c a t o r to zero.

6 . Push the for wa r d clu tc h housing forwar d us ing a rod or screwdr i v e r inserted through the ex haust port in the tr a ns mission case . :csl Read the resulting travel or e n d p lay.

It should be . 003 to . 024 1 1 • WASHER THICKNESS CHART Thickness .060 .071 . 082 .093 . 104

Figure 18 8 :csl C h e c k the fr o n t unit end playas

follow s : (Fig. 189).

44-P

-

.064 . 075 . 086 .097 .108

. 115 - . 119

Color Yellow Blue Red

Brown Green Black

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TURBO HYDRA.MATIC TURBINE "400"

OVERHAUL

SERVICE GUIDE AJ -

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~

The se l e c t i v e washer controllrcu,e: ing thi s e n d play is the phenolic resin washer l o c a t e d between the pump cover an d the forward c lutch housing. If m o r e or les s washer thicknes s is ne c e s sary to bring the end play withi n specification, select the proper w a s h e r from the chart.

~

Install the a ctuato r rod retaining " E " ring .

~

Install t he actu a t o r rod plung er unde r the parking br a c k e t and ov er th e bracket paw l.

~

Install the manu a l lever and sha ft assembly throu g h the case and det e n t lever. (Fig . 1 9 1 ) .

AJ_ ~

An o il s oak e d washer may tend d i sc o l o r, so that it will be necessary t o use a micrometer to measure wa s h e r for its actual thickness.

/r04-e: to

~

Install the r e m a i n i n g front pump attaching bolt and seal. Tighten the bolts to 1 5 to 20 ft. Ib s , torque .

Rear Extension Housing Assembly ~

Install the exte n s i o n housing to case "0" ring s e a l on the extension housing .

~

Attach the ext e n s i on housing to the case using t h e attaching bolts .

Tighten the b o l t s to 20 to 25 ft. Ib s , torque .

~

F igur e 191 ~

Install the retai n i n g hex lock nut o n the manual s haft . (Fig. 192) .

If necessar y , i n s t a ll a new rear seal, using th e s e a l installer tool. (Fig. 190).

F i g u r e 192 REAIl: SEAl

AJ _ ~

Start the h e x nut on the manual engagi n g the manual valve with the d e t e n t pin. Tighten the detent r e tai n i n g nut .

/rcu,e: shaft, F i g u r e 190

Insta llation of Manual Linkage ~

Installation of Check Balls. Front Servo.

Gaskets. Spacer and Solenoid

Install a new manual shaft seal into the transmi s s i o n case, if neces sary .

~ ~

I nsert t he a c t u a t o r rod into the manual d e t ent lever from the side opposite th e pin.

45-P

Install the front se r v o assembly in to the transmiss i o n case. Make certain the oil se a l ring is start e d in the case bore . (Fig. 193).

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SERVICE GUIDE - - - - - --

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Figur e 193 ~

Figure 19 5

Install the valve b o d y spacer to case gasket. (Gasket w i t h the tab) .

(Fig. 194).

Figure 1 9 6 Figur e 194 ~

Install four (4) c h e c k balls into the transmission ca s e pockets.

~

Install the valve b o d y to case spacer .

~

Install the solen o i d gasket. (Fig. 195) .

~

Install the solenoid assembly w i t h the connector fa cin g the outer edge of the case. In s t a ll the attaching bolts.

Figure 19 7

AJ_.J. • D,o not tight e n t h e bolts at this /rCJ4-e. t irne , ~

Install the "OIl r ing s eal on the solenoid connector .

~

Install the c onn e c t o r with the lock tab facing into t h e case. (Fig. 196).

~ e •.._

_

Connect the sol e n o i d lead to the connector term i n a l. (Fig. 197) .

'-'SI............

-''--

Installation of Rear Servo Assembly

/Vat . Before installin g the

rear servo assembly, chec k the band apply pin using the special too l as follows:

e.

46-P

1. Attach the band a pply pin selection g a u g e to the transmis s i o n case with the attac h i n g screw. _

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TURBO HYDRA¡MATle TURBINE "400"

OVERHAUL

SERVICE GUIDE

r - - - - - - -- - - - --,

2. Apply 15 ft. Ib s , torque .

Sele c t the proper servo pin t o be us ed from. the scale on the tool.

(Fig. 198).

____ REAR SERVO ASSEMBLY

TORQUE WRENCH ¡

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Figure 199 Install the rear s erv o gasket an d cover. (Fig. 200) .

REAR SERVO COV ER

Fi gu r e 198 3 . Rem.o v e the tool and m.ake note of the proper pin t o be us ed during assem.b l y of the transm.issio n . ~

There a r e thr e e (3) selective pins identified as follows: Pin Identification Two

One Ring No Rings ~

~;:

t

Short

~

n

Long Med.- -

Figure 2 00 ~

.

Install the attaching screws . T i ght e n the bolts to 15 t o 2 0 Ib s , t o r q u e.

(Fig. 201) .

The identificati o n ring is located on the band lug e n d of the pin.

Al _ .J.

Selecting the proper pin is the of adjusting the band.

/ rCJ4.e: equivale n t ~

Install the re a r accum.ulator spring .

~

Install the re a r servo spring assem.b1y . The side of the retainer having the long ears faces up or out of the case. (Fig. 199).

~

Install t h e se r v o assem.bly, being certain to a lig n the relieved pockets in the piston over the tab on the spring retain e r . (Fig. 199) .

Figure 201 ~ Air check the piston to m.ake certain

the seal has not be e n dam.aged .

(Fig. 202) .

47-P

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SERVICE GUIDE

Figure 205 Figur e 2 0 2

~

Installation of t he Control Valve Assembly and Gover nor Pipes ~

~

Install the cont r o l v a lv e t o spacer gasket. (Fig . 203 ) .

Install the control valv e a s s e :mb l y and governor pipes to t h e trans:mission.

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Be sure the :manu a l valve is index e d with the pin on the :manual detent lev e r .

e: correctly

~

Re:move the guide p ins .

~

Install the control v a lv e asse:mbly, attaching bolts and t he :manual detent and roller as se:mbly. C e n t e r the the roller on the dete nt . (Fig. 206).

Figu r e 2 0 3 Install the gove r n o r pipes into the asse:mbly. (Fig. 2 04 ).

Figure 2 0 6

/Vote: One bolt has ~

Tighten the solenoid a n d control valve attaching bolts . T i g ht e n the bolts to 6 to 10 ft . lb s . torque .

Installation of the Modulat or Valve and Vacuum Modulator

Figu r e 204 ~

a copp e r washer.

Install two (2 ) gu i d e pins (control valve asse:mbly attaching screws with the heads r e rno v e d }, (Fig. 205).

~

48-P

Install the :modulator v a lv e into the case with the ste:m e nd o u t. (Fig. 208).

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TURBO HYDRA¡MATIC TURBINE "400"

OVERHAUL

SERVICE GUIDE

~~~

~

Install the governo r assembly int o the case . (Fig. 2 1 0).

~

Secure the governor cover and g a s ket with four (4) a t t a c h i n g bolts .

Tighten the bolts to 15 to 20 ft. lbs . torque. (Fig . 211) .

I'

VACUUM MODULATOR

Fi g u r e 208 ~

Install the " 0 1 1 ring seal on the vacuum modul a t o r .

~

Install the v a c u um modulator into the transmissio n case.

~

Install the m o d u l a t o r retainer and attaching bolt . Tighten the bolt to 15 to 2 0 ft . l b . torque. (Fig . 209).

Figure 2 1 1

Installation of the Spe edome te r Driven Gear Assembly ~

Fi gu r e 209

Insta llation of the Governor Assembly .

-------

Figure 210 ~-

-

Install the speedom e t e r driven gea r. assembly. (Fig. 212).

Figur e 212 ~

Install the speedom e t e r driv en gear retainer and atta chi n g bolt. (Fig . 2 13) .

Figur e 213

49-P

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SERVICE GUIDE OPERATION OF THE TURBO HYDRA¡MATle TURBINE "400" TRANSMISSION

~

The vacuum modulator automatically senses any change in the torque input to the transmission and directs this signal to the pres s u r e regulator .

The pres sure regulato r l imits line pressure so that all to r qu e requirements of the unit are a c h i e v e d and smooth shifting is prov i d e d at any throttle opening .

~

An electrical switch on the carburetor activates the detent solenoid.

When the accelerator pedal is fully depressed, the switch on the carburetor is closed. The closed switch activates the d e t e n t solenoid and causes the transmi s s i o n to downshift at vehicle speeds under 70 miles per hour .

~

The selector quadrant provides 5 selector positions; P-( p a r k ) R(reverse) N -(neutral) D - (d r i v e ) L (low) .

Description and Mechanical Operation ~

~

The T urbo Hydra - M a t i c - Turbine "40 0 " transmis sio n, a fully autom atic unit, is c o m p r i s e d of a 3 eleme n t hydraul i c torque converter and a compound p l a n e t a r y gear train.

Three multiple disc clutch packs, 2 s p r ag clutch as s emblies and 2 bands are r equir ed to e n g a g e the friction e le me n t s to achiev e the desired f u n c ti o n of the c o m p o u n d planetary gear train.

The t o r q ue conve r te r conn ects the e ng i n e to the p l a n e t a r y gear trains throu g h o il. In a d d i t i o n, the torque co nve r t e r provide s h ydraulic torque m ultiplication w hen necessary . The co m p o u n d planeta r y gear train provi de s 3 forward sp eeds and reverse.

~

The hydraulic s y s t e m, with oil pressure provided by an internal - exter n a l g e a r (cre s cen t ) type pump sup p li e s the nece s s a r y pressures re q u i r e d to engag e the friction elem ents and automat i c controls.

~

The ext e r n a l con t r o l s for operation of t h e transmis sio n are:

P . - Park position pos i tiv e l y locks the output shaft of the transmission case by means of a loc k in g pawl thereby preventing the vehicle from rolling forward or back w a r d . Park position should be sele c t e d when,ever the operator leave s the car.

The engine can be star t ed in park position.

a . Manual lin k a ge - To select t he desired operating range.

R . - Reverse provides a means for the vehicle to be operat e d in a reverse direction.

b . Engine v a c u u m - To operate the vacuum modulato r unit .

N. - Neutral position a llo w s the engine to be started and r u n without moving the vehicle.

c. 12 volt el ectrical signal. - T o operate the electric a l detent solenoid.

D. - Drive position is used for all normal forward driving . It permits the unit to automatically upshift and downshift to the variou s gear ratios.

50-P

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TURBO HYDRA¡MATIC TURBINE "400"

SERVICE GUIDE

OPERATION

L. - Low r a n g e prevents the transmis sion from upshifting out of first speed. Low range should be used where maximum turning effort is desired, such as pulling a heavy load or descen di n g a very steep grade. The selector can be moved to the low ran g e position at any vehicle speed. The transmission will drop down to second speed and remain in sec o n d speed until vehicle speed is redu c e d to the normal 2 1 downshift s p e e d .

Neutral ~

In neutral, a ll clutches and bands are released. No power is transmitted through the planetary gear train to the o u t p u t shaft.

~

~

First Speed

When the sel e c t o r lever is moved to drive range, the forward clutch engages. This delivers turbine turning effort to the main shaft and rotates the rear internal gear in a clockwise di r e c t i o n . (Converter torque ratio - 2 - 1) .

Clockwise r o t a t i o n of the rear internal gear cau s e s the rear pinions to rotate clockw i s e . This action drives the sun gear counterclockwise. The sun gear in t u r n , drives the front pinions clockw i s e , turning the front internal gea r , output carrier, and output shaft clockwise at a reduction ratio of 2.48 1 5 to 1. The reaction of the front pinions against the front internal gea r is absorbed by the reaction carri e r and sprag ass embly to the trans m i s s i o n case . (Maximum torque multi p li c a t i o n at stall 4.963 to 1) .

Second Speed

~

In second speed the intermediate clutch is engaged allowing the intermediate sprag to hold the sun gear against counterclo c k w i s e rotation.

Turbine turning effort through the forward clutch is now directed through the main shaft to the rear internal gear in a clockwi s e direction.

~

Clockwise rotatio n of the rear internal gear rotates the rear pinions clockwise agains t the stationary sun gear . This caus es the output carrier and output shaft t o rotate clockwise at a reduction rat i o of 1. 4815 to 1.

~

In second speed, overrun braking is provided by the f ro n t band as it holds the sun gear stat ion a r y . Without the band engaged, the sun gear would overrun the in t e r mediate sprag.

(Fig. 215).

Engine Running

Low Range ~

Low Range -

Drive Range ~

Third Speed

In direct drive, bot h the forward clutch and direct clutch are engaged to couple the mai n shaft and sun gear to the convert er turbine. Turbine turning effort i s thereby split ; a portion being direct e d through the main shaft to the rear internal gear, the remainder throug h the sun gear shaft to the sun gear . This action causes the planetary gea r set to lock up and rotate as a singl e unit in direct drive at a ratio of 1 - 1. (Fig. 216).

Reverse ~

Braking on steep grades is provided in Low Rang e by engaging the rear band. This prevents the reaction carrier fro m overrunning on the sprag. (Fig . 214).

In reverse rang e , the direct clutch i s engaged to dire c t turbine turning effort to the sun gear shaft and sun gear. The rear b a n d is also engaged, holding the react ion carrier stationary .

5l-P

- - - - - - - - - - - - - - - - - - - - - ------ -

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REAR BAND DIRECT CLUTCH OFF INTERMEDIATE CLUTCH OFF

APPLIED IN LOW ONLY

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Figur e 214

- Low Range First Speed

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Figur e 215t-Low Range-Second Speed

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INTERMEDIATE CLUTCH ON REAR BAND OFF FRONT BAND OFF DIRECT CLUTCH ON '-L,. :

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Figure 216-Drive Range-Third Speed

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SERVICE GUIDE

TURBO HYDRA-MATiC TURBINE "400"

OPERATION

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SERVICE GUIDE ~

Clockwise tur n i n g e ffo r t to the sun gear causes th e fr o n t pinions and front inter n a l gea r to rotate counterclockwise i n r e du c t i o n . The front internal is g e a r c o n n e c t e d directly to the output shaft, thus providing a reverse outp ut ge a r ratio of 2.0769 to 1. The t ota l rev e r s e torqu e multiplication at s t all (c o nv e r t e r and gear ratios) is 4.1 5 38 t o 1. (Fig. 217).

~

Oil leaving the conve r t e r , called converter return oil , is routed to the transmission coo l e r . Oil leaving the cooler, is d ir e c t e d to the lubrication system and the cooler by-pass v a l v e. The coo l e r by- pas s valve allows oil to b e fed directly from the converte r to t he lubricatio n circuit if the cooler b e c o m e s obs tructed . To insure the flow through the cooler and the co n v e r t e r , lubri cation oil is routed t h r o u g h a check valve where excessiv e l ubrication pressure is exhaust e d .

~

Line pr essure works o n the manual valve, detent valve, d e t e n t solenoid and the 2 - 3 modula t o r valve. L in e pressure also works o n the modulator .

Neutral ( Engine Running ) ~

When the engi n e is operating, line pressure is route d to the follow ing points: 1. Press u r e r egulator valve.

2. Torque converte r. a. Co o l e r .

HYDRAULIC OPERATIO N Pressure Control

b. Co o le r by - p a s s v alv e .

~

c . T r ansmi s s i o n lubr i c a t i o n . d. Lub r i c a t i o n c he c k v a lve.

3. Manua l valve .

4. Detent v a l v e .

5. Detent solenoi d .

6. Vac u u m m o d u l ato r valve.

Automatic control of th e t r a n s m i ss io n is accomplished by the hydraulic system. Hydraulic 'pr e s sur e is pro vided by the transmi s s ion internale xternal type oil p ump , d r i v e n by the engine. Line pr e s s u r e is limited by a pres sure regulat o r valve t rain located in the front p ump . The pre s sure regulator contr o l s line pressure automatically, as d e t e r m i n e d by a pressure signal from the modulator valve, in such a ma n n e r t h a t the torque requirements of the transmission are provide d and smooth shifts are achieved in a ll throttle positions. (Fig. 21 8) .

7. 2 - 3 shift v a lve . ~

Oil is dire cted fr o m the pump t o the pres sure regu l a t o r valv e . The regulator valve limit s the pressure output of the pump to line pressure .

~

When pump output i s in exc ess of the demands of line pr essure, oil from the pre s s u r e r egul a t o r is routed to the conv e r te r feed passage to fill the t o r q u e c o nv e r t e r .

56-P

Figur e 2l8-Pump and Pressure

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OPERATION

SERVICE GUIDE ~

To maintain a c c u r a t e line p ressure control, m odu lat o r pres sure is provided which var i e s in accordance with the t or qu e input to the transmission. Be c a u s e torque input i s the product o! e n g in e torque and converter m u l t i p li c a t i o n , modulator pressure m u s t take into account changes in e i t h e r or both of these .

~

To conform to engine torque and converte r r a t i o requirements, modulator pressur e is regulated by engine vacuum. Eng i n e vacuum is an indicator of e n g i n e torque and throttle opening, an d w i ll decrease with an increase of ve h i cl e speed. Torque converter r a t i o functions in the same manner.

the engine. It would be accurate at all altitudes becau s e it would be determined by eng i n e vacuum only , and not be affected b y a t m o s p h e r i c pressure. It h a s b e e n discovered in practice, howe ver , that such a vacuum modulator wou l d l ow e r shift points more than is d e s i r a b l e at high altitudes. This wou l d have an adverse effect on perform a n c e , particularly when operating in h igh altitude . ~

To reduce the e ff e c t of altitude on s hift po ints , the effective area of the diaphragm is m a d e somewhat larger than that of th e b ello w s . Atmospheric pressure than ac t s on the resulting d iffer ential ar e a to reduce modulator pressur e .

Governor Assembly ~ The vehicle sp e e d signal to the modu lator valve is pr o v i d e d by the transmission governo r . The governor is driven by the tran s m i s sion output shaft, and is com p r i s e d of 2 flyweights and a r e g u l a t o r valve.

Centrifugal for c e of the flyweights is impos ed on the r e gu l a t o r valve, causing it to re gu l a t e a pressure signal that incr e a s e s or decreases with vehicle spe e d . (Fig. 220).

Vacuum Modulator Assembly ~

TURBO HYDRA¡M ATIC TURB INE "400"

The engine va c u u m signal is provided by the v a c u u m modulator.

The vacuum modulator consists of an evacuate d me tal bellows , a diaphragm and a spring. These components are so assembled that when installed, t h e bellows applies a force which a cts on the modulator valve to increase m o du l a t o r pr es sure.

(Fig. 219).

VACUUM MODULATOR l SSlMllY

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Figur e 2l 9 - Vacuum Modulator Engine v ac u um and the spring acts in the o ppo s i t e direction to decrease modulat or p ressure.

GOVlIHOI lSSlMItY

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P r o v i d ing the area of the diaphragm were e xac tly equal to the area of the b e llo w s , t h e resulting force would match the torque characteristics of

57-P

Figure 220 -Governor Assembly Centrifugal forc e is in direct proportion to the s'qu a r e o f vehicle speed. This me a n s that a given change in ve h icl e spe e d results in a smaller chang e in governor pressure at lower spe e d s than at higher

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SERVICE GUIDE speeds. Becaus e of this characteri s t i c , a governo r with a single we i g h t only is le s s accurate at low sp eed than at high speed. ~

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Low as selected by the car's operator throu g h the manual selector lever. (Fig. 222) .

T o increase the accuracy of the go v e r n o r at low speeds, the flywe igh t s are so designed that their effe c tiv e mass i s greater at speeds b elow approxima t e l y 720 output RPM tha n i t i s above thi s speed. This is don e by dividing e a c h flyweight into 2 p a r t s and arran g i n g them so that t h e primary weig h t s act through p r eloaded spring s on the secondary we i g h t s , which, i n turn, acts on the valv e. At approxi m a t e l y 720 RPMs, t h e centr ifugal f o r c e on each primary wei g h t exceeds t he spring force, the p rimary weights move to a grounded s top . With the p rim a r y weights g rounded, the fo r c e on the governor r e gulator valve i s equal to the spring f orces plus the c e n t r ifu ga l force on t he secondary we i g h t s .

Figur e 2 2l-Pressure Regulator

Go vernor pressure acts on the modul ator v a l v e to cau s e modulator pressur e to decrease as vehicle speed inc reases.

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Functions of Valve and Hydraulic Control Units 1 . P r es sure Regu l a t o r . a . Functions t o regulate line pres sure in accordance with a v a r i a b l e s p r in g force which is controlle d by modulator and reverse pressure.

(F i g . 221).

Figure 222-Manual Valve

b . Controls th e flow of oil t h a t fills the torque converter .

2 . Manual Valve. a. Functions t o determine the range of t r a n s m i s s i o n operation i n Park, Reverse, Neut r a l , Drive and

GOVIRNOI .unMln

Figure 223 -Governor Assembly

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TURBO HYDRA¡MATIC TURBINE "400"

OPERATION

SERVICE GUIDE 3 . Gove rnor Assembly.

5. 1 - 2 Shift Valv e s .

a. Functio n s to provide a speed s e n s i t i v e oil pressure th a t increases as vehide s p e e d increases.

Governo r pre s sure is provided t o control the shift point a n d modulator pressure re gu l a t i o n . (Fig. 223) .

a. Functions to control oil pressure that causes the transmission to shift from first to secon d or second to first. 1 - 2 shift valve operation is c o n t r o ll e d b y governor pre s s u r e , detent pres sure, mo du l a t o r pressure, Low p r e s s u r e and spring force . (Fig. 225).

4 . Modulato r Valve. a. Functio n s to regulate line pressur e to modulated pressure tha t varies in accordance wit h the torque supplied to the tr a n s m i s s i on. (F i g . 224) .

The m o du l a t o r valve senses forces created by the following: 1 . T h e vacuum modul a t o r bellows that i n c r e a s e s modulator p r e s sur e.

Figure 225-:-1-2 Shift Valve and 1-2 Modulator Valve

2 . Engine vacuum acti n g on a diaphragm t o decrease modulator pressure.

6. 1 - 2 Modulato r Valve. a. Functions as a buffer to control the mo du l a t o r pressure forces w h i c h tend to keep the 1 - 2 shift valve in the downshi f t position.

(Fig. 225) .

3. Governor pressure w h i c h is provided by the governor assembly. Governor p r e s s u r e tends to dec r e a s e modulator pressur e.

7. 2 - 3 Shift Valv e . a. Functions t o control the oil pressure that causes the transmiss i on to shift from 2 - 3 o r 3 - 2. Operation of the 2 - 3 shift valve is controlled by line, modulator, inter m e di a t e , governor and d e t e n t pressure, plus sp r i n g force.

VACUUM

MODULATOR 'SSEMllY

8. 2 - 3 Modulator Valve . a. Functions to s e n s e modulator pressure , which ap-

F igure 224-Vacuum Modulator Valve

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SERVICE GUIDE plies a varia b l e force proportional to modulator

10. 1 - 2 Accwnulator Valve. a. Functions to regula t e drive oil to a proportion a l less er value. Is also use d in the rear accwnulator to compensate for variat i o n s in engine torque dur i n g the 1 2 shift. Detent p r e s sures and Low oil caus e higher pressure to become available.

pressure, w h i c h tends to hold the 2 - 3 shift valve downshifted. (Fig. 226).

11. Detent Valve. a. Shifts when line o i l is exhausted at the end of the valve when the sol e n o i d is energized. This blocks modulator pressure from the 1 - 2 and 2 - 3 m o d u l a t o r valves. The dete n t valve also allows the deten t regulator valve to regulat e .

(Fig. 228) .

Figure 226 - 2-3 Shift Valve and 2-3 Modulator Va lve

9. 3 - 2 Valve. a. Functions to cut off modulator pressure f r o m acting on the shift valve t r a i n s after the direct clutc h has been applied. The 3 - 2 valve shifts when direc t clutch pres sure is 26 psi g r e a t e r than modulator pre s s u r e . This provides fairly heavy throttle operation in third without downshiftin g . In third speed, detent pres s u r e can be directed to th e shift valve to provide the downshift fo r c e s .

(Fig. 227).

DOINT VALVE

Figure 228 -Detent Val ve and Detent Regulator Va lve

12. Detent Regulator Valve. a. When the detent valve shifts, the detent regula t o r is freed to allow drive o il to enter the detent pas sag e and thus become regulate d to a value of 56 psi. Detent pressure will also flow into the modulator passa,.ge w hich flows

DIRECT ClUTCH MODULATOR

Figure 2 2 7- 3-2 Valve

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TURBO HYDRA-MATIC TURBINE "400"

SERVICE GUIDE

OPERATION

b. The accum.u l a t o r piston provides t h e band apply force for o v e r r u n band apply in Low range, first sp eed. (Fi g . 230).

to the s hif t valve. Low oil holds the detent regulator agains t line oil, allowing drive oil to enter the m.odulator a n d detent passages .

(Fig. 2 2 8 ) .

c. The accum.ula t o r piston in conjunc t ion with 1 - 2 accum.ulato r oil provides the accum.u l a t o r function for i n t e r m.ediate clutch apply . Du r i n g the stroke of the acc um.u l a t o r piston, a quantity of interm.ediate clutch oil is a.Ll.ow e d to bleed to e x h a u s t through the orific e and accum.ulator to funct i o n a lly appear as thoug h i t could absorb a larger vo l u m.e . (Fig. 231) .

13. Rear Servo and Accum.ulator Assem.bly.

The rear servo and accum.ulator as s e m.b l y serve a 3 fold purpo s e: a . The l a r g e reverse band apply p iston proyides the band apply force to hold the re a r band in reverse.

(Fig. 229).

REAR SfRVO

REAR SERVO

Figur e 231

F igure 229

14. Front Servo .

The front se r v o serves 2 functions : a . Int erm.edia t e clutch oil ap plies the f r o n t servo to apply the fr o n t band in second speed. (Fi g . 232) . b . During a 2 - 3 shift , direct clutch o il releases the front band and utilizes the servo as an acc u m.u l a t o r for direct clutch appl y . (Fig. 233).

Figure 230

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Figure 232

F igure 233

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DIAGNOSIS CHART Cause and Cor r e c t i o n

Complaint

No M o v e m e n t in Drive Range

1 - 2 - 3 - 9 - 12

Fir st Speed Only - Will Not Shift To 2nd

6 - 7 - 8 - 9 - 10 - 13

N o 3r d Speed - Will Not Shift Above 2nd

8 - 9 - 11 - 14

Moves Forward in Neutral

3 - 12

W ill No t Move In R ev e r s e

1 - 2 - 3 - 9 - 1 0 - 14 - 15

Slippage In All Ran g e s

1 - 2 - 6 - 8 - 9

S lip p a g e When Shifti n g From 1st To 2nd

1 - 2 - 6 - 9 - 1 0 - 11

Rou gh Shift From 1 st To 2nd

2 - 4 - 5 - 6 - 7 - 9 - 10 - 13

Slippage When Shiftin g From 2nd To 3rd

1 - 2 - 6 - 9 - 11

Roug h Shift From 2nd To 3rd

2 - 4 - 5 - 6 - 7 - 9 - 14

No E ngine Braking In Low Range, 2nd Speed

9 - 11 - 15

N o E n gin e Braking I n Low Range, 1st Speed

9 - 10 - 15

W ill Not Part Thr ottl e Downshift

1 - 2 - 6 - 8 - 9

Will N ot Detent Dow n s h ift

5 - 6 - 7 - 9

Shi ft Points High Or Low

1 - 2 - 5 - 6 - 7 - 8 - 9

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TURBO HYDRA-MATIC TURBINE "400"

SERVICE GUIDE

DIAGNOSIS

DIAGNOSIS OF THE TURBO HYDRA.MATICTURBINE "400" TRANSMISSION Diagnosis Procedur e ~

A thorough kno w l e d g e of normal transmission operation is es sential to accurate dia g n o s i s of the transmission comp l a i n t . Most important, it is necessar y to know exactly which transmission units are engaged in the various gear ratios or shifts so that specific circu i t s or units can be designated for further investigation.

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transmission should downshift to first speed. An i ncrease in eng ine RPM and braking effect should b e noted immediately .

Diagnosis Sequence ~

One of the pr o b l e m s of diagnosis is to determine exactly the nature of the cus tomer ' s complaint. It is therefore suggest e d that a short ride with the customer would permit him the opportunity t o describe as well as demonstrate what he considers to be a transmis sio n fault.

The following seque n c e is recommended to check out a complaint.

In most instances i t will provide the necessary diagn o s i s informat ion.

In many instances the trouble w ill be corrected w ithout unnecessa r y removal of the tran s m i s s i o n from the vehicle .

1. FLUID LEVEL 2. OIL PRESSURE

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Bear i n mind, that the customer I s knowlede of transmission operation is very limite d. His so called complaint may b e entirely normal operation and the transmission should not be altered in any manner to suit his moods or co nv e n i en c e .

3. MANUAL LINKAGE 4. ENGINE IDLE AND DASHPOT ADJUSTMENT 5. VACUUM LINE

When perform i n g a road test, determine that all shifts are being obtained in the follo w i n g manner:

6. VACUUM MODU LAT OR ASSEMBLY 7 . DETENT SWITCH AND SOLENOID

3 - 2 CHECK 8. GOVERNOR ASSEM B L Y ~

Move the s ele c t o r lever to Drive position. D r i v e the car at a steady 35 m iles per hour. While gradually pressing the accelerator pedal down, mov e the sel e c t o r lever to Low range.

The transmi s s i o n should downshift to s econd sp e e d and an increase in engine RPM and engine braking effect should be noted immediately.

9. CONTROL VALV E ASSEMBLY 10. REAR SERVO AS SE M B L Y 11. FRONT SERVO ASSEMBLY 12. FORWARD CLUT C H 13 . INTERMEDIATE CLUTCH

2 - 1 CHECK 14. DIRECT CLUTCH ~

Leave the sel e c t o r lever in Low range and c o a s t down to approximately 18 miles per hour. The

15 . FRONT AND REAR BANDS

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SERVICE GUIDE 1. Fluid Level

b. Full Thro t tl e Pres-

18)

Before making any att empt to diagnose or correct a tr ans mi s s i o n condition, it is ext r e m e l y i m p o r t a n t that fluid leve l be checked. Correct if neces sary. Fluid l ev e l e i t h e r too high or too l ow can c a u s e slippage in all ranges, no i s e and various other complaints .

18)

To accurately che c k the fluid lev el, the followin g pro ce d u r e is recommended: a. Start the engine . The flui d sho u l d be at normal oper a t i n g temperature.(l 7 0 0 ) .

sure Chec k - R emove the vacuum line from the carburet o r . Move the range s e l e c t o r to Ne utral. C h e c k e n gine speed at a p proximately 700 to 1 00 RPM. (Fast idle) . T he pressure reading s hou l d be 145 psi.

18)

In some instances , to c ompletely diagnose a specific s h ift complaint , it may be necessary to c h e c k line pressure at full thro t tl e at 1 - 2 and 2 - 3 shift points . Should this be necessary, driv e t o an uncongested area to make t h e test . The pressure at the 1 - 2 full throttle s hif't -po int is 120 ps i. The pre ssure at 2 - 3 full throttle s h ift point is 100 psi. This check will point out any problems in gov e r n o r feed oil to the modulator.

18)

1£ the test shows low o il pressure,

- J. With a c old e n gine and transNG£S: mission, driv e for approximately 5 miles with f r e qu e n t s tarts and stops. b. With t h e engine idling , move the selector lever to the P (p a r k ) position. c. Remove t h e dipstick and check the fl uid level.

check the following: a. The vacuum m odu l a t o r assembly fo r a lo o s e attaching bolt, collapsed bellow s , stuck modulator valve .

d. Add or dr a i n oil as require d t o br ing the fluid level to the " Full" mark on the dip s ti c k.

b . The pressur e r egulator valve a n d spring for sticking , a plugged orifice or a c o lla p s e d spring.

e. 1£ oil l ev e l i s low, refer to t h e O il L eaks section.

Oil Pressure 18)

Check and corr e c t fl u i d level. Before performin g a road test, connect an oil pr e s s u r e gauge . Check the pressures as f ollow s:

c . The boost valv e for sticking.

18)

1£ the engine idle p r e s s u r e was high,

check the following : a. Engine Idl e Pressure Check - Drive at 30 mile s per hour in Driv e rang e. Release the a ccel e r a t o r pedal.

Line pres s u r e should be 70 psi.

a. The vacuum line .

(See item 5 ) . b. The vacuum modu lator for l eak s .

(See item 6) .

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TURBO HYDRA¡MATIC TURBINE "400 "

DIAGNOSIS

SERVICE GUIDE c . The modulator valve for sticking.

c. High shift points d. Low shift points

c. The p r e s s u r e regulator valve for sticking.

e . Rough shiftin g

f. Slippage when shifting e. The boost valve for stickin g .

7./Detent Switch and Solenoid ~

3. Manual Linkage ~ The manual lin k a g e adjustment and the neutral saf e t y switch are important for saf e t y reasons. The neutral safety switch should be adj u s t e d so that the engine can be started only i n P (park) or N (neutral). ~

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a. Che ck t h e detent switch a n d adjus t .

Place the sele c t o r lever in Park pos ition. The parking pawl should prevent the c a r from moving. The pointer on the indicator quadrant should line up properly with the range indicato r s in every position.

b . Inspect t he elec tr i cal conne c t i o n . c . Remove a n d replace the detent solenoid.

4 . Engine Idle Speed and Dashpot Adjustment ~

Specific instr u c t i o n s for adjusting var ious cars and models may be found in the m a n ufa c t u r e r s I service manuals.

The detent switch and sol eno id can be checked by car e f u lly list e nin g for the detent sol e n o i d t o " click" while operating th e switch by h and.

The ignition sw itc h should be "on" but the engine not ope r attrig . If the soleno id did not engage, check t h e following :

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If the solenoid d i d engage , but the shift points were late (detent shifts) check the followi n g :

5 . Vacuum Line Check ~

a . Loose so l e n o i d at tach ing screw s .

Inspect the va c u u m line for the following: a . Leaka g e

b. Misposit ion e d sol eno i d gasket.

b . Obstr u c t i o n s

c. Solenoid for obstructed orifice .

c . Crimp e d d. Obstru c t e d carburetor orific e

6.

Vacuum Modulator Assembly ~

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d. Leakage bet w e e n t h e control v a lv e assemb l y spacer pla t e and t rans miss ion case .

The v a c u u m modulator controls t r a n s mi s s i o n line pressure. A defect ive v a c u um modulator assembly; a leaking diap h r a g m , bellows or stuck modulato r valve may cause the following:

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a . High line pressure b . Low line pressure

For a leak betwe e n the contro l valve assembly spacer plate and transmission cas e , look for the following conditio n s : a. Bent space r .

67-P

b. Blown ga s k e t .

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SERVICE GUIDE brasive stone . Do not round off the s h a r p edges on the val v e ends.

8. Governor Assembly ® The governor ass ern. b l y controls the transrn.ission s h ift points . A faulty governor can c a u s e the following conditions:

d. Porosity. - Po r o s ity or leakage betw e e n channels or passag e s can be detected by us i n g a solvent and obs e r v i n g if any leakage o c c u r s .

a. Will n ot up shift . b. Starts in s e c o n d or third s p e e d . c. Low o r hi gh line pressur e .

9. Control Valve Asse mbly Check ® The control valv e assern.bly inspection entails di s a s s e rn.b l y and corn. plete inspectio n of the control valve assembly with parti c u l a r attention to the followin g it e rn. s: a. Bolts - Che c k that all bolts a r e t i g h t e n e d . If loose, e xc e s s i v e leakage will o c c u r between adj ac e n t channels. Ove r t i g h t e n i n g the bo lt s can cause distort i o n or warpage which c a n result in leakag e and sticking valves. b. Distorte d or rn.isposition e d springs in the valv e body. - The positio n a n d condition of the sprin g s is irn.portant. T h e exact nurn.ber of springs and their locati o n is out lined i n the overhaul sectio n. c. Sticky valv e s . - Valves can b e co n s i d e r e d free in their r e s p e c t iv e bores if th e y will drop of their own w e i g h t. Burrs and srn.all dent s can be re rn.ove d with a fine a-

e. Bodies or pla t e s out of flat. - The valv e body case and spa c e r plate rn.ust be abso lu t e l y flat.

A rough or une v e n surface can cau s e le akage.

Careful lappi n g of the valve body sealin g faces will frequently c orrect an out of fla t c o n d i t i o n . lO.Rear Servo ® The rear servo appli e s the rear band in Reverse and i n L o w ran g e, first speed. It al so is the accurn.ulator for the 1 - 2 s h ift . A defective rear servo, such as a l eaking accurn.ulator or servo p i s t o n oil seal, a stuck piston, or a wron g piston pin can cause the follow i n g : a . Slippage durin g the 1 - 2 shift . b. Rough 1 - 2 s h ift . c . Slippage i n R e v e r s e . d . Will not rn.o v e in Reverse . e . No overrun b r a k i n g in Low range .

11 . Front Servo ® The front servo app li e s the front band in second speed fo r overrun braking. It also acts a s an accurn.u lator for the 2 - 3 shift. A defe ctiv e servo , such as a brok e n o il seal ring, or stuck piston, rn.ay cau s e the f ollowing:

68-P

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c. No thi r d speed. d. No e n g i n e braking in se c o n d speed.

The direct clutch is applied in thi rd speed and Reverse to rotate the sun gear clockwise. A slipping 2 - 3 shift, slipping Re v e r s e , no thir d speed, or no reve r s e can be cau sed by the following : a . Leakage a t t h e pis ton seal. b. Stuck che c k ball.

e. Rough 2 - 3 shift .

c . Broken o r missing case suppo r t oil seal ring .

12. Forward Clutch !8) The forward clutch is the connection between the t o r qu e converter and the transmission gear train. The forward clutch i s applied in all forward driving rang e s .

d. Worn clutch plates. e . Loose case to case center s upp o r t bolt.

No forward drive or slippage in first speed can b e caused by the following: 15. Front and Rear Bands ~ Front and rear ban d s are used i n conjunction with the sprags for o vera. Mi s sing or broken run braking . A brok e n , burned or pump oil seal ring. worn front band w i ll cause no second b . A le a k i n g inner or speed overrun brak i n g . A burned or oute r piston seal. worn rear band w i ll cause no fi rst speed overrun brak i n g in Low range c . A stu c k check ball. and no Reverse.

Oil Leaks

d . Wor n clutch plates .

1 3. Int ermediat e Clutch ~ The interme d i a t e clutch is applied in second sp e e d . This makes the sprag effectiv e in holding the sun gear shaft a n d sun gear from turning counterc l o c k w i s e . ~

DIAGNOSIS

l4.Direct Clutch

b. Slippa g e during the 2 - 3 shift.

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TURBO HYDRA-MATIC TURBINE "400"

~

When a transmis sio n is found to be consistenly low on oil an inspection should be performe d fo find and correct the source of oil leakag e .

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External oil leaks should be traced to their original sou r c e . Due to air flow past the trans m i s s i o n , a leak at one point could f o r m streaks at tan entirely different place. Use care in determining the source of oil leakage.

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The vacuum modulat o r must be checked to determin e that the dia phragm has not rupt u r e d . A ruptured diaphragm w ould permit transmission oil to be draw n into the intake manifold. Unde r this condition

A slipping 1- 2 shift or no second speed can b e caused by the following: a . Leak a g e at the piston seal. b . Wo r n clutch plates. c. A l o o s e case to case cent e r support bolt.

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the exhaust will be excessively smokey, due to tr a n s m i s s i o n oil added to the com b u s t i o n.

K - Manual lever seal.

L - Pump to case

"0" r rng . .

Possible Points of Externa l Oil Leaks

M - Vacuum modulator a s s e m b l y to case "0" ring.

A - Bottom pan gas k e t .

B - Bottom pan bolt s.

N - Filler pipe.

C - Porosity of the transmission case.

o -

D - C a s e extension to case.

P - Front pump to case bolt " 0" ring.

E - Rear oil seal.

Q - Converter weld.

F - Front oil seal.

R - Vent pipe.

G - Governor cover plate.

S - Cooler fittings .

H - Speedometer gear housing 1'0" ring.

I - Speedometer sha ft -to housing seal.

Parking pawl shaft "0" r ing .

T - Pressure take-off plu g .

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Vacuum modulator dia p h r a g m .

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BASIC FUNDAMENTALS

PLANETAR Y GEAR PRINCIPLES

GENERAL: Planetary Gea r s are used in the automatic transmission to p rov i d e the correct g.ea r rati o fo r all of the automobile I s power requirements.

The use of P l a n e t a r y Gears in automotive transmissions is not a ne w development as many me c h a n i c s seem to think. For many years this type o f gea r train was used quit e s u c c e s s f u lly in the Model T Ford and other cars o f b y g o n e years. Many repairme n c a n still remember the 30 minute bands in the Model T , and real "old timers" i n t h e business can recall several other makes o f cars t h at used this same principle.

One of th e r e a s o n s for the popularity of the Model T Ford wa s the f act that the driver of the veh i cl e needed no particular skill to shift gears. There were disadvantages, however, chi e fl y that this type of transmission needed frequent t rips to the repair shop for the relining of the bands. Then, too any major work o n t h e transmis sion neces sita t e d removal of the engine and transmis sion from the chass i s . Other makes of cars, us ing the sliding gear transmission , at this time , d id not h ave these disadvantages. C o n s e q u e n tly , the car owner purchased the car that ne e d e d fewer trips to the repai r sho p .

Having o v e r c o m e the problem of replacement of bands by using a d iff e r e n t friction material and overcome the various other disadvantages, the ca r man ufa c t u r e r s today have onc e ag a in returned to the use of planetary gears in all of the v arious types of fully autom a t i c transmissions. The principle reasons are: 1.

P l a n e t a r y Gear transmissions no longer require the fre q u e n t servicing that w a s s o necessary years ago.

2.

P l an e t a r y Gears can be more readily adapted to the pr i n c i p l e s of automatic c o n t r o l s than can the sliding gear type of gear train us e d w ith the standard tr a n s m i s s i on ,

3.

M o s t automotive engineers agree that from a design stand p o i n t , the improved Planet a r y Gear train is far superior to the sliding gea r t ype s i n c e it assures lo n ge r trouble-free service.

Specifically , the following are some of the more important adva n t a g e s of planetary gears as c o m p a r e d to sliding gears: 1.

A Plane t a r y Gear Train is always in mesh. In a sliding gear train, engaging th e clut c h before the gear s are fully meshed may cause brok e n gear teeth.

T hi s c a n n o t happen with Planetary Gears.

2.

In a P l a n e t a r y Gear Train, the load is distributed equally o ve r many gears.

In the sliding gear train, two gears carry the complete loa d .

-1- .

- --

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

- ,-- -

3.

A Plane t a r y G ear train has many teeth in mesh at the same time. T her e f o r e , the loa d on e a c h gear tooth is comparatively small. Since the sliding g ear train has only a few teeth in mesh at anyone time, the load on each to o t h is far great e r. As a result , Planetary Gears last considerably longe r t h a n sliding gear s.

4.

All gears in a Planetary Gear train rotate around a common axis. The r e f o r e , . the thru st load i s not a factor such as it is with sliding gears. Thi s , of course, means a l o n g e r trouble free life. As an example, consider the we a r o n cluster gear bushi n g s and the counter shaft , normally found in a standard tran s m i s s i o n .

This we ar i s caus e d b y the thrust load. While the gears are in me s h a n d in motion, t h e y exe r t a force against each other which tends to force them apart.

As the bu s h i n g and shaft wear, the gears are allowed to work farth e r a n d farther apa r t. This eventually leads to les s tooth area in contact. Sinc e the strength of any gear tooth is at the root of the tooth, separation of t h e teeth puts the l o a d on the thinner part of the tooth. Broken teeth and no i s e a r e the result. T h i s d o e s not and cannot happen with a Planetary Gear tra in .

To full y understan d how an automatic transmission operates, a knowledge of Planetary Gear operation i s abs olu t e l y essential. This knowledge is important for suc c e s s fu l diagnosis and ove r h a u l of any automatic transmission.

I

PLANETARY GEAR TRAI NS A.

Descripti on : 1.

A Planetary Gear train is composed of three membe rs :

A center or " Su n Gear " (Fig . # 1). this ge a r .

All gears in the train re vol v e around

2.

A "c a r ri e r " with three or more pinion gears which are free t o rot a t e on their p ins . (Fig. # 1)

3.

An "int e r n a l gear" so called because the teeth are machined o n th e inside circumf e r e n c e . (Fig .l # 1)

INTERNAL GEAR

Fig . # 1 Planetary Gear Train

-2-

B.

Ope r a t i o n :

1.

With any Planetary Gear tra in it is poss ible to accom p li s h several actions by the application of bands o r clutch e s .

R e du ct ion :

(Accomplished by band application)

EXPLANA T I O N : a . If the i nt e r n a l gear is held stationary and tur n i n g effort is applied to the center g ea r , the planet pinion gears which a re in mesh with the center gear will b e forced to turn on their pins. The planet pinion gears are also in me s h with the internal gear.

Therefo r e , t h e y will "walk" around i n s i d e t h e i nt e r n a l gear and around the cent e r gear. This action moves the car ri e r in the same direction as the cent e r gear at a reduced speed but inc r e a s e d power. (See Fi g. # 2) Fig. # 2 Planeta r y Gea r in Mesh Demons t r a t i o n :

# 2.

(1)

As s e m b l e the planetary unit as shown in Fig.

(2)

Pla c e a mark on the upper part of the mainshaft.

(3)

Pla c e another mark on the upper part of the output shaft (pinio n carrier) in line with previous mark.

(4)

Hold th e i n t e r n a l gear while you turn the mainshaft and center gear o n complet e revo l u t i o n .

(5)

Note that the mark on the output shaft no longer coinci de s w ith the mark on the main s h a ft .

(6)

Cont i n u e t o turn the rna in shaft while counting the turns neces s a r y to bring the mark on the output shaft back to its original position . The number of tur n s ne c e s s a r y to rotate the rna iris haft and b ring the ou t pu t shaft mark up to it s ori g in a l position is the gear ratio. Your answer therefo r e to the first de m o n s t r a t i o n should be approximately 2.75 to 1.

Summar y : (1)

Pow e r is applied at the center gear.

(2)

The inter n a l gear is held stationary.

(3)

The carri e r is turned in the same direction as the cent e r gear at a reduced spe e d w h il e power is increased.

-3-

- - - - - -- - - - - - - - - - - - -- - - - --

~

--

EXPLANA TION: b. If the center g e a r i s held stationary and turning effor t i s applied to the internal gear, t h e pla n e t pinion gears which are in m esh with the internal gear will be forced to turn on their pin s. The planet pinion gears are a l so in m e s h with the center gear. Theref o r e , they will "walk" aroun d the c ent e r gear and inside the int e r n a l gea r . This action move s the car r i e r in the same direction as the internal gear at a reduced speed but increased power. (See Fig. # 3)

D crn o n s t r at i ori:

# 3.

(1)

Assemble t h e pl aneta r y unit as shown in Fig.

(2)

Place a mark on the upper part of the internal gear .

(3)

Place ano t h e r ma r k on the upper part of the output shaft (pinion carrier ) in line with pre vious mark.

(4)

Hold the mainshaft and center gear while you turn the internal gea r one c o m pl ete revolut i o n.

(5)

Note that th e mar k on the output shaft no longer coincides with the ma r k on the inter na l gear .

(6)

Continue t o turn t he internal gear while counting the turns necess a r y to bring the mark on the output shaft back to its original position .

(7)

The numb e r of turns necessary to bring the mark back is approx im a t e l y 1. 6 r evoluti o n s. Ther efo r e, the gear ratio of the planetary unit is a p p r o x im a t e l y 1.6 to 1. when h ol d ing the center gear and turning the internal g e a r .

Summary: (1)

Power is applied t o the internal gear .

(2)

The center gear i s he l d s tationary.

(3)

The carr i e r is turn e d in the same direction as the internal gear at a reduce d speed w h i l e powe r i s increased .

-4-

2. COUPLI NG OR DIRECT DRIVE Explanat i o n : a.

Whe n a n y two members are locked t o g e t h e r . a direct drive or coup li n g will re sult . (F ig . # 4) (Thi s is done by applying the clutch).

Demonst r ati o n : (1)

Ass e m b l e the planetary unit as shown in Fig. # 4.

(2)

We d g e a pencil between a planetary pi ni o n g e a r and the internal gear.

(Thi s act i o n is normally accomplishe d b y application of a clutch).

F ig . # 4 I nter n a l G e a r & Planet Carrie r L o c k e d

(3)

Note t hat i f turning effort i s applied to the cent er ge ar . no movem e n t of the pini o n gea r s will take pla ce. The compl ete planeta r y gear train w i ll turn a s one c o m p l e t e unit.

(4)

The output shaft turns exactly the same numb e r o f rev oluti o n s as t h e center.

This is a direct drive or 1 to 1 g ear ratio .

Summary: (1)

The cente r gear and the carrier may be loc ked tog e t h e r .

(2)

The inte r n a l gear and t he carrier may b e lo cke d t o gether .

(3)

The cent e r gear and the internal gear may b e lo c k e d tog ethe r .

(4 )

In e a ch i n s t a n c e . as long as any two m ember s a r e locked together t h e r e will be n o re d u c t i o n .

(5 )

The same turning effort (usually call ed "torque ") a pplied to the dr i v e memb er will b e de liv e r e d to the output member.

(6)

The output member will turn a t the same s pee d a s the dri v e memb e r .

3. REVERSE: PlANET CARRI ER HELD

Explanati o n: a.

A rev e r s e act ion w ill result when t he c ar r i e r is h eld stati o n a r y and power is applied to eithe r th e center gear or the inter n a l ge a r . In either case. the o u t p u t mem b e r will turn LU a dir e ct i o n opposite to t he dri ve m e m b e r . (F ig. # 5)

-5------- -

-

~

-

Fig. # 5 Plan e t Carri e r Held

Demonstrati on:

# 5.

(1)

Assemb l e the planetary unit as shown in Fig.

(2)

Place a mark on the upper part of the mainshaft and a mark on the upp e r part of t h e inte r n a l gear in alignment with each other.

(3)

While hol d i n g the output shaft (pinion carrier), turn the center ge a r .

(4 )

Note that the i nt e r n a l gear revolves in the opposite direction, as indi c a t e d b y your m a r k s .

(5)

Hold the carri e r and output shaft and turn the internal gear.

(6 )

Note that the center gear will once again turn in the opposite dire c t i o n as indic ate d by the two marks.

Summary: ( 1)

When the carri e r is held stationary, turning effort applied to the c e nter gear will force the internal gear in the opposite direction.

(2)

When the carr i e r is held stationary, turning effort applied to the i n t ernal gear will f o r c e the center gear in the opposite direction.

4. NEUTRAL: Explanation: a.

When none of t he units are held or locke d togethe r , the Planetray Gear train is i n Neutral and cannot tr a n s m it torque.

(Fig. # 6. )

Demonstrati on : Since it i s imp o s s ib l e to support the Planetar y Gea r tr ain while turning one unit , a pr oj e c t to demonstrate Neutral is n o t pra c t i c a l. When the gear trains are as s e m b l e d inside None t h e transmi s s i on c a s e, the units are suspended in the case. It is necessary that you realize ot two units are n o t coupled together , the engine cannot effort) thr oug h t he transmission to the propeller shaft.

Fig . # 6 of the Units Held that when no unit is held transmit torqu e (t u r n i n g

Summary: When the cente r gea r , internal gear and carrier are free to turn, t he Pla n e t a r y Gear train i s in N e u t r a l.

-6-

TEST QUESTIONS A p lane t a r y gear train is always in mesh.

T

F

2.

A planet a r y gear train cannot transmit torque in Direct Drive

T

F

3.

A plane t a r y gear train is in reduction when a band and clutch a r e app li e d .

T

F

A planeta r y gear train is composed of a center gear, a s u n gea r and an inte r n a l gear.

T

F

If t h e in t e r na l gear is held stationary and power is applie d to t h e cent e r gear, the carrier will turn in the same direction as the center gea r at a reduced speed.

T

F

6.

A c o u p lin g or direct drive may be achieved by applicatio n ofa clutch.

T

F

7.

Reve r s e may be obtained by holding the center gear .

T

F

8.

All gear s in a planetary gear train revolve inside t h e ce nt e r g e a r .

T

F

9.

In r e du c t i o n , the carrier turns in a direction oppos ite to the c e n t e r gea r .

T

F

Whe n the carrier and the center gear are locked togethe r , the inter nal gea r retu r n s at a reduced speed.

T

F

When the carrier is held stationary, the driven member will turn in the same direction as the drive member.

T

F

12.

A band i s used to lock two members together for direct d r i v e .

T

F

13.

In d i r ect drive, the gear ratio is 1 to 1.

T

F

14.

A clut c h is used to hold the internal gear f o r reduction.

T

F

15.

If the inte r n a l gear, carrier and center gear are not held , and no' two memb e r s are locked together, the planetary gear train canriot transmit torqu e .

T

F

1.

4.

5.

10.

11.

-7 -

STUDENT NO .

NA M E

_

- - - - - - --

DATE: STREET

---- - - - - - - - - - - - - - - - - -

CITY

GRADE

- - - -- - - - - -

_ P r int N a m e & Address PLAI NLY in ink

CORRECTED B Y

Complete t he exam in a t i o n by answering the questions in the spaces p ro v id e d be low.

Remove t his An sw e r Sheet carefully, fold neatly and mail immediate l y to you r Instructor f or proce s sin g and gr ading .

USE THE FOLLO W ING PROCEDURE IN DOING TRUE-FALSE QUESTIO N S .

1.

READ EAC H QU ESTION AT LEAST THREE (3) TIMES.

2.

MAKE SURE THAT YOU UNDERSTAND COMPLETELY WHAT IS A SK E D , AS SOME Q U E S T IO N S ARE DEFINITELY "CATCH'I QUESTIONS.

3.

REVI E W T H E QUESTION FOR THE LAST TIME: REMEMBER THA T ON E WORD CAN CHANGE THE ENTIRE MEANING OF THE SENTENC E .

4.

MAKE Y O U R FINAL DECISION AND CIRCLE EITHER "Til FOR T R U E O R "F" FOR F ALSE.

5.

YO UR E SSA Y QUESTION IS WORTH 400/0.

IS WO R T H 4 %.

ESSAY QUEST I O N :

EACH TRUE-FALS E Q U E ST IO N

State the reasons why a planetary gear train is supe r i o r to a s l id i n g g e ar train.

-8-

HYDRAULIC PRINCIPLES

A FLUID IS NOT COMPRESSIBLE Apply Force

Apply Piston A

-----------

Figure 1

When an Apply Force is exerted against Apply Pis t on "A, " Piston "AN wil l not move.

Incr e as i ng the Apply Force will not make Piston "AU mo ve beoause a f l u i d is not compressible.

-9-

MOTION CAN BE TRANSMITTED BY FLUIDS Appl y Piston A

+-

Output Piston B

1"-+

+-

1"'"

Apply Piston A

Output Pisto n B

Figure 2

When an apply force is exerted against Apply Piston "A," Piston

Since a flui d is not compressible, Piston "B" will also move .

- 10 -

MOTION CAN BE TRANSMITTED FROl..~ ONE CYLINDER TO ANOTHER

App l y Pi s t on A

--

B

---~--

3

App l y Piston A

Figure 3 The t wo cylinders shown are connected by a pipe .

The spac e between the Apply Piston "A" and the Output Piston "B" i s completely filled with a fluid.

When an apply force is exerted against Apply Pi s t on "A," Output Pi s t on "B" is forced to move.

Thi s demons t r at e s that motion may be transmit t e d from one cyl in :ler to anothe r .

-11-

- --

-

-

-

-

-

-

-

-

-

-

-

-

-

-

- - -- -

OF THE APPLY PIS1DN WILL MOVE THE OUTPUT PISTON IN DIRECT PROPORTION TO THE VOLUME OF FLUID DISPLACED

I.~OVEMEN T

Cylinder C

Cylinde r D

App l y Pi s t on A

Output Piston B

-----r In

Figure 4

When an appl y force is exerted against Apply Piston nA , " App l y Piston "An wi l l move 1 in.

Thi s will for c e a definite volume of fluid into Cylinde r " D" which will c au s e Output Piston "B" to move 1 in. becau s e Cyli nde r s "C" and "D" are of equal size.

-12 -

MOVEI!LENT OF THE APPLY PIS1DN WI LL I.-rOVE THE OUTPUT PIS1DN IN DIRECT PROPORTION 1D THE VOLUlI':E OF FLUID DISPLACED

Cylinder D

CyLi n de r C

2 Sq.

=::"r

-----1- -

Figure 5 When an apply force is exerted against Apply Pis t o n "A/ " Apply Piston "A" will move 1 inch.

This will force a definite volume of fluid into Cyl i nde r "D" which will cause Output Piston "B" to move 1/2 inch becaus e Cylinde r "D" is twice the size of Cylinder "C".

-13 -

MOVEMENT OF TrlE APPLY PISIDN \'lILL nOVE THE OUTPu'r PISTON I N DIRECT PROPORTION TO THE VOLUME OF FLUID DISPLACED

Cylinder D

Cylinder C Apply Pis to n A ,..---f' --+--

1/2 sq. in.

Output Piston B

Figure 6 When an app l y force is exerted against Ap.Ply Piston "A, " Apply Piston "A" will move 1 inch.

This will force a defini t e volume

of fluid int o Cylinder "D" which will cause Output Pis t on "B" to move 2 i nches because Cylinder "D" is 1/2 the size of Cylinder "C."

-14-

PASCAL'3

LA~l:

"A FLUI D UNDER PRESSURE 'WILL EXERT PRESSURE EQUiiLLY AT EVERY POI NT"

Apply Force

--- ----t=-

Appl y Pis t on A

-~--=-~-= ------ - -- ---~ -- - ---~

~~--

--

Figure 7

When a f o r c e is exerted against Apply Piston "A," liqui d pressure will be exerted equally in all parts of the system as shown by pre s sur e gauges.

- 15 -

PitESSURE I H THE SYSTEl.l IS THE APPLY FORCE DIVIDED DY THE A.':{EA OF TdE APPLY PISIDN

100 Lbs. App l y Fo r ce 100 Lbs .

.

-

Apply Piston A

-- -- - -

- --

Figure 8

When a fo r c e of 100 Ibs. is exerted against the 1 sq. in. are a of Apply Piston "A," this force will create a pressure in the system of 100 I b s . for each square inch.

100 Ibs. appl f or ce -_ -1 sq. in. app y piston area

r

100 Ib,so sq. 1n. . sys t em pre s sur e

-16-

PRESSURE IH THE SYSTEI,: IS THE APPLY FORCE DI VI DED

BY THE &"{EA OF THE APPLY PISID N

100 lbs.

Apply Force

50 l bs . ·

Appl y Pis t on A

- - - -- - -

-

_ - -.J. -SQ.,1&1 IV,_ _

Figure 9

\Vhen a f o r c e of 100 lbs. is exerted against the 2 sq. in. area of App l y Piston "A," this force will create a pres s u r e in the system of 50 lbs. for each square inch because the appl y force is di vi de d oyer 2 square inches • ..:;il~O~O.....=. l ;:;. b.;;. s .:.. . _a=-p~pl;;;,,;l~y~f;;..;o;.,;;rp..;c~e

2 sq. in. apply piston area

: 5 a lbs. sq. in. syst em p res su r e .

-17 -

--

-

-

-

-

-

-

-

-

-

-

- - --

------

PRESSURE IN TI1E SYST8~ IS THE APPLY FORCE DIVIDED

BY TI-fE Al~EA OF THE APPLY PISWN 1 00 I bs.

Appl y Fo r c e

200 Ibs .

----------Apply Piston A

-

-1-_---"----

Figure 10 When a for c e of 100 Ibs. is exerted against the 1/2 s q . in. area of Apply Piston "A," this force will create a pre s sur e in the sys t em of 200 Ibs. for each square inch becaus e th e apply force i s concentrated on 1/2 sq. in.

100 Ibs . app l y f or c e 1 72 sq. in . app ly p iston area

= 200 Ibs. sq. in. s y s t em pressure.

-18-

FORCE EXERTED BY THE OUTPUT PISTON IS SYSTEM PRESSURE TllvffiS TIIE AREA OF THE OUTPUT PISTON

100 Ibs .

Output Force

100 Ibs. Apply Force

Ou t put Pis t on B

Appl y Pi s t on A

--=-'~iQ. '_No=.

Cyl. C

L-.

--- --- "---'

-------J- _ _ _

Figure 11 When an apply force of 100 Ibs. is exerted agains t the 1 sq. in. area of Apply Piston "A," a system pressure of 100 Ibs. sq. in. is create d .

This sys t em pressure of 100 Ibs. sq. in. is exert e d agai ns t the 1 s q . in . area of Output Piston "B" which result s in an Output Force of 100 Ibs. because Cylinder "c" and Cylinde r "D" are of equal si ze .

100 Ibs. sq. in. system pressure x 1 sq. in area output piston

= 10 0

Ibs . output force.

(100 x 1

-19 -

= 100)

FOlcCE EXERTED BY TIIE OUTPUT PISIDi,I IS SYSTEi 1 PRESS UIcE T:u.:ES THE 11£E11 OF T'rlE OUTPUT PISIDN

200 lbs.

Output Force

100 lbs.

App l y Force

B

- - -2-5Q. ---IN. J Sq.IN.

~-~='---II" - - -

-

------~ - -

-

'-----r---

--=-----~ I ~---

Figure 12 ~fu e n

an App l y Force of 100 lbs. is exerted against the 1 sq. in .

are a of Apply Piston "A," a system pressure of 100 lbs. sq . i n. is c r e a t ed .

This s ystem pressure of 100 lbs. sq. in. is exerted ag a i ns t th e 2 sq. in . a r e a of Output Piston "B" which results in an Ou t pu t Force of 200 l bs. because the system pressure is exerted against each sq . i n of Output Piston "B." 100 lbs . sq . in. system pressure x 2 sq. in. area outpu t p i s t on

= 200

l bs. ou t pu t force.

(100 x 2

-20-

= 200)

FORCE EXERTED BY THE OUTPUT PISTON 13 PRESSURE Tn.1ES THE

A.~EA

SYST8~

OF THE OUTPUT PISTON

100 Ibs. Apply Force

50 Ibs. Output Force

Apply Pi s t on B

Appl y Pis t on A

- ISq. 'N- - --

-:I-=..-

_ _~

---:=

_ _ I-

--J

Figure 13 When an Apply Force of 100 Ibs. is exerted agai ns t t h e 1 sq. in. are a of Apply Piston "A," a system pressure of 100 Ibs. sq. in. is cre at e d .

Thi s system pressure of 100 Ibs. sq. in. is exe r t ed against the 1/ 2 sq . in. area of Output Piston "B" which resul t s in an Output For c e of 50 Ibs. sq. in. because system pressure is exerted ag ain s t only 1/2 sq. in. of Output Piston "E." 10 0 I bs . sq. in. system pressure x 1/2 sq. in. area Out put Piston â&#x20AC;¢ 50 l bs . Output Force

(100 X 1/2

=

50)

-21-

-

- --

-

-

-

-

-

-

-

-

-

-

-

-

------

-

- - - - - -- -

The hydr aul i c principles which we have now completed can be summarized by the following statements: 1.

Figure #1, a fluid cannot be compressed.

2.

Figure #2, motion can be transmitted by fl u i ds .

3.

Figure #3, motion can be transmitted from one cylinder to another.

4.

Figures #4, #5, and #6, the degree of moveme nt bf the output piston is determined by the vol ume of fluid displaced by the apply piston.

5.

Figure #7, Pascal's Law states "If pressure i s applied at any point to a fluid in a clos e d container, this pressure is transmitted withou t change to every part of a container.

6.

Figures #8, #9, and #10, the smaller the appl y piston, the higher the pressure in the sy s t em.

The larger the apply piston, the lower the p r e s sure in the system.

7.

Figures #11, 12, and 13, the larger the ou t put pisto n, the higher the output force.

The smal -

ler the output piston, the lower the output f or ce .

- 22 -

RETUKN PAG E S 23, 24 and 25 for grading.

NAME

G RADE

STUDENT NUMBER

CORREC TED BY:

~

60 lbs.

Apply Force

90 lbs.

Apply Force

,

~

~ -V

~

V

V

"'

.-, '\.'\. '\.

...

~---- --.,:. ...... - - -

J~9·JN.- - -

- - --

--- - -- - -- -- -- - --- --- - -- - -- --- ---- - -- -- - -- - - -- --

SYSTillIl PRESSURE IS

--

--"'-

~

~~

[/

~

--- -- -- - -- -- - - --I-- - - - I -

-

\.. \..

~=

'=...-

-- '- ---.-

I--

LBS. SQ. IN.

-

-

-

-

"'!' - - . .

i~9.~~

---

--

-

--

SY3TEI,i PRE3SlmE IS

-

-

-

-

-

-

-- --

- - -- - -

--

<.. . .,-, r .R::> • '-'><.

I N.

-

60 l bs.

Apply Forc e

20 lbs.

Apply Force

J

---------- -- --- -

~-----

-' -

-

'=~~-~~

--

SYSTEI-'l PRESSURE IS _

.

L-

t\..'"" """""-" '" - - - I4-I3t:Sl,1 IN-:-~ 1--- -

--

-

SYSTEVI E~ ESSlJR E IS __ LD3. 3Q . I:L

LBS. SQ. DJ.

~

'----------- - - - - - - - - - ..,1

-23-

I J

-

HYDRAULICS - PROJECT SHEET

5lbs.

Apply Force

'--- - - - OUTPUT FORCE IS

50 lbs.

Apply Force

--

-- -LBS.

OUTPUT FORCE IS

-

LBS.

s.

Apply Force

50 lbs.

Apply Force

-

- - ..._----'

-'-== --== -==

OUTPUT FORCE IS

OUTPUT FORCE IS

LBS.

-24-

LBS.

-----

HYDRAULICS - PROJECT SHEET

s.

45 lbs.

Ap p ly Force

--

L...-

Apply Fo r c e

....I

OUTPUT FORCE IS

OUTPUT FORCE IS ---. LBS â&#x20AC;¢

LBS.

60 lbs.

12 lbs.

Apply Forc e

Apply Fo rc e

-_ _ ~"LJ..I -'-"4' S o. IN. -

::__ -

- - '------' OUTPUT F01<CE IS

LBS.

OUTPUT FORCE IS

-25-

LBS .

THE TWO -SPEED TRANSMISSIO N

The fo llowing co mpone nts make up th e two spee d tra nsmission.

FOOT

PEDAL

RELEASE SPRING

1. A sing le plane ta ry gea r train.

2. A band and servo for band applica ti on .

3.

4.

5.

6.

7.

A clutch to lock tw o members together.

An oil pump an d pressure regulator.

A ma nual va lve.

A sh ifter va lve.

A go vern or.

8. A reg ula to r plug .

Fig. 26- B and Applied by Foot Pedal

Hydraulic application of th e ban d will be used to co in cid e with th e meth od used in th e H ydra-Marie transmi ssion ( Fig. 27 ) .

Th e two pi ston s are m ounted on a common stem. The p iston and stem asse mb ly is in stall ed in a cy linder or

Fig. 25-Planetary Gear Train of Simple Two S peed Transmission The pla neta ry gea r train in th e two speed transmission is arranged as shown in Fi g. 25.

The in tern al gea r is part of th e input shaft. The planet p inion ge a rs a nd ca rrier ar e part of th e output shaft.

The ce nter gea r is a ttached to th e d ru m which is encirc led by a band.

In th e multi ple di sc cl utch one set of plates is splined to the plane t ca rr ier, th e othe r set is attach ed to the d rum. The a nnula r pisto n is also attach ed to the drum and when ap pli ed , locks th e center gear to the planet ca rr ier.

A band is used to hold th e drum which is attached to th e center gear. At one tim e, so me ca rs used planetary tr a nsm ission s in whi ch the band was applied by a foot pedal (Fig. 26 ).

-26-

Fig. 27- Servo for Band Application

Operation of Servo

When hydraulic force. 8reater than th e spr ing pressure is applied at point A (Fig. 28) the piston stem will be forced against the band, applying the band on the drum.

When hydraulic force equal to that applied at point A is applied at both points Band C the pi ston stem will be forced away from the band because in th is case "release" force is greater than "apply" force (Fig. 29 ) .

Fig. 28-Se rvo Applying Band

servo body with a div isio n in the body between the pistons. A retracting sp r ing is positioned behind one of th e pistons to ho ld th e servo in the released position when no fluid pressure is applied. When the piston stem acts on one end of the band th e anchor holds the other end to facilitate band applicatio n.

CLUTCH

PlATES

Fig. 30-Mechanical Clutch App lication

Clutch to Lock Two Members Together

A multiple plate clutch is used to lock th e planet carrier and output shaft to the center gear. The clutch could be applied mechanically and released b y sp r ing pressure (Fig. 30).

Hydraulic application will be used to coi ncide with the method used in the Hydra-Matic tr an smission. An annular piston is located in the drum whi ch surrounds the gear train (Fig. 31) . When no hydraulic for ce is applied to the piston the clutch is released by the release springs.

Fig. 29-Servo Releasing Band

-27 -

With the pump in ope ra tion oil is drawn up fro m the pan and for ced int o th e system and against the reg ulator valve. When pressure is sufficient to force the reg ulato r valve off its seat, th e valv e will bypass oil to the pa n.

When pressure in th e system falls below that required to hold th e valve open, it will close. This cycle is repeated continuously and consta nt regul at ed "main line" pressure results.

CLUTCH RELEASE SPRING OIL PRESSURE FROM PUMP

Manua l V al ve A manually operated valv e is placed in the main line be yond th e pressure regulator valve to permit shutting off oil to th e hydraulicall y oper ated components (Fig. 33).

Fig. 31- H yd raulic Clutch Application

When hydraulic force is applied on the piston it compresses the multi ple plates locking th e planet carrier and output shaft to th e center gea r.

Oil P ump and Pressure Regulator A gear type oil pum p driven by th e input shaft, and a spring loaded pressure regulator val ve are required to provide hydraulic pressure for operation of the transmission. (Fig. 32) .

Fig. 33-Manual V alve Open

Sh ifte r Valve A shifter valve is required to make th e automatic shi ft from low to d irect dri ve. T he valve is held in the closed position by a spring (Fig. 34 ). The valve is opened hydraulicall y when oil pressure on th e end of the valve is greater than spring pressu re.

Gover n or The shift from reduct ion to direct drive must be made at the correct time in relation to vehicle speed so that th e engine will be neither racing excessively nor overloaded.

This can be accomplished by means of a simple cent rifugal or flyweight governor (F ig. 35) driven by the transmission output shaft.

SUMP Fig. 32-0 il Pump and Pressure Regulator

- 28-

W hen th e vehicle is sta nding, th e governor weight, to whi ch a va lve is attached, is " In", closing off the oil pa ssage. As th e vehicle starts to move, the output shaft r otates th e gove rno r assem bly. As th e vehicle sp eed in cre ases, the gove rno r weight moves outwa rd moving the val ve and un covering th e oil pa ssage to th e shifter valve.

Oil goi ng th ro ug h th e valve exerts for ce against th e large area of the valve, acting against centrifugal force. The valve th en regulates press ure to th e shi fte r valve, var iable w ith vehicle spee d ( Fig. 36 ) .

OIL LINE

~ TO SHIFTER

VALVE

GOVERNOR WEIGHT IN

As veh icle speed co ntinues to in cr ease, centr ifugal for ce increases, moving th e valve furth er outward thus in cr easin g th e var ia ble regulated pressure to the shifter va lve. This press ure is known as govern or pressure.

MAIN LINE OIL PRESSURE

Fi g. 35-Cen tri fug al Governor with V alve Closed

Th e need for a high er shi ft point thu s co r respo nds closely with the need for increased power output of th e engine. Since eng ine power outp ut is controlled by throttl e ope ning, wh ich in turn is controlled by th e accelerato r pedal, th e ti mi ng of th e shi ft ca n be regulated with th e posit ion of th e accelerator pedal.

'.y:- VARIABLE

d

I~ â&#x20AC;˘

REGULATED PRESSURE TO SHIFTER VALVE

Fig. 34- S h ifter Va lve Closed

R egulator Plu g

With th e shi fter valve, shifter valve spring, and gove rno r desc ribed ab ove , th e shift from low to di rect drive will always occ ur at the same veh icle sp eed .

MAIN LINE OIL PRESSURE

Th is a rra nge ment is undesira ble in a vehicle because many ci rc umsta nces a r ise when a shift at higher or lower speeds is desired. Examples of this are when rapid getaway is desired or when climbing a hill.

Fig. 36-Centrifugal Gov ernor w ith Valve Open

-29-

SHIFTER VALVE

OIL PASSAGE FROM GOVERNOR

REGULATOR PLUG

_

One wa y of ac com plish ing this, is shown in Fig. 37.

Assume that th e shi fter valve sp r ing is seated against a mo vable regulator plug whi ch is connected to th e accelera to r pedal. As th e accelerator pedal is depress ed , th e plu g is m oved inward compressing th e spr ing a nd th er eb y in cr ea sing its tension . Beca use of this increa sed ten sion , m or e governor pressure is required to move the shi fte r valve and consequently th e sh ift will occ ur at higher vehicle speeds, determined by th e accelerator pe da l posit ion .

With thi s arran gement, th e transmission will up shift at a ve ry low vehicle speed wh en the throttle is ne arly closed, and at a mu ch higher speed when th e th rott le is wide ope n.

OIL PRESSURE

OP ERATION In orde r to simplify the ex pla na tion of th e two speed transmi ssion th e components descr ibed will be illustrated schematically.

Fi g. 37-Sh if ter V alve R egulated Ma n ually Le gend for Sche m a tic Illust r ations

1. So lid lines with a rr ows represent p ass ages filled with oil at co nsta nt regula ted m ain line pressure.

2. So lid lines without arrows represen t passages in which no pressure ex ists .

3. Bro ken lin es with arrows represen t pa ssa ges filled with oi l at variable pressur e.

SHIFT VALVE ~ SPRING-

-I

I

4 . Br ok en lin es without a rrows represent passages in which no va riab le pressur e ex ists .

I

I I

I

I I

MAIN LINE

I

Fig. 3B-Neu tral ( E ngine Running) Band Released-Clutch R el eased

Neutral-Engine Runnin g In neutral th e manual val ve is closed . The oi l p ump, driven fr om th e input shaft whi ch turns with th e engin e, deli ver s oil to the pressure regulator a nd th e shi fter valve. The .reg ulator returns excess oil to t he sump ( Fig. 38) .

The band is there is n o oil The cl utch is there is no oi l

piston.

-30-

rel ea sed by th e sp r ing beca use pressure on th e servo pi sto n. relea sed by sp r ings beca use pressu re to ap ply th e an nul ar

SHIFT VALVE

~

SPRItHr

-I

!

I I

1

MANUAL VALVE

I

PRESSURE REGULATOR

I MAIN LINE

I I

lOW GEAR Band applied - Shift Valve has not moved.

Fig. 39-L ow Gear

Low Gear

I. Red uc tion )

The manual valve is mo ved to di rect oil pressure to

Wh en vehicle spee d is such that th e govern or pressure overco mes th e shifter valve spring, th e valve will open

the servo piston and gove rno r. Oil p ressure is present on

automaticall y and allow oil to flow through th e oil line

the land of the closed shi ft va lve. Th e servo applies the

to apply th e clutch and release th e servo. This places the

band and the clutch is released by sp ri ngs (Fig. 39) .

plan etary unit in direct drive.

-31 -

SHIFT VALVE 'i SPR.ING

c:::iJ- -,

I

â&#x20AC;˘I I t I

GOVERNOIl

.1

PRESSU IlE

I I

_I

HIGH GEAR. Shift Valve has moved due to effect of Governor pressure. Clutch is applied. Band rele~se d due to pressure operating against t!2 areas ("8 and ¡C..).

Fi g. 40- Di rect Drive

H ig h Gear (Di rect Drive )

Th e manual valve continues to direct oil pressure to the servo piston at A, and to the shifter valve and gover no r. Governor pressure, due to vehicle speed , has overcome the shi fter valve spring pressure and moved the valve so that the main line regulated pressure is directed

to th e servo at Band C, releasing the band, and to the plan eta ry un it to apply the clut ch (Fig. 40 ).

Th e transmission will stay in direct drive as long as vehicle speed is sufficient to maintain govern or pressure high enough to hold th e shifter valve spring compressed.

When speed is reduced to a point wher e the spring overcomes governor pressure the transmission will autom atic ally downshift to low (F ig. 39 ).

- 32 -

----

-

-

VALVE

r. SMINc;.

..

I

â&#x20AC;˘I I t I

VIRNO..

PRISSUIU

.J

I I

_I

THROTTLE VALVE ASSEMBLY AND REGULATOR PLUG Fig. 41-Thrott le Pr essure to Del ay the Upshift

Regulator Plug

Th e need for a regul ator plug has been exp lained. In that case th e reg ulato r plug was moved mechanically to increase spring tension to delay the upsh ift. To coincide with the H ydra-Matic Drive the regu lat or plu g in the simple two speed tran smission is move d by a va ri able

reg ulated hydrau lic press ure called " thro ttle pressu re."

T hrottle p ress ure is obtained by the use of a throttl e va lve assembly which is moved b y mechan ical linkage fro m the acce lerator ped al. T he val ve ass embly is so designe d th at " thro ttle pressure" incr eases with car buretor throttl e opening . Ther efor e, the fur th er th e accelerator pedal is depressed the mo re th e shifter val ve spring tension is increased to dela y th e upsh ift ( Fig .41 ).

- 3 3-

TEST QUESTIONS

1.

T h e regulator plug is used to delay the upshift.

T

F

2.

T h e oil pump is used to regulate system pres sure.

T

F

3.

T h e clutch is used to place the planetary gear train in reduc t i o n .

T

F

4.

T h e p r e s sure regulator is used to maintain the correct tran s m i s s i o n oil leve l.

T

F

A p p l i c a t i o n of the servo and band places the planetary gea r tra i n in re d u c t i o n .

T

F

The shi ft e r valve makes the change from reduction to d ire c t d r i v e p o s s ib l e .

T

F

The g o v e r n o r is used to regulate oil pressure which move s the shifter va lv e .

T

F

8.

The m a n u a l valve is used to shift from reduction to direct drive .

T

F

9.

A p lane t a r y gear train is used to provide the correct gea r rati o for all d ri v i n g conditions.

T

F

10.

P o w e r to the planetary gear train is delivered through the cente r gear .

T

F

1 1.

One s e t of clutch discs is splined to the pinion carrier . t h e oth e r set is atta c h e d to the drum.

T

F

Whe n t h e annular piston is applied the planetary gear set is in reducti on .

T

F

13 .

W h e n the band is applied the internal gear is held stationa r y .

T

F

14.

R e l e a s e oil pressure to the servo is the same as apply o il pre s s u r e .

T

F

15.

The ann u l a r piston is released by oil pressure.

T

F

5.

6.

7.

12.

-34-

STUDENT NO .

NA M E

---- - - - - - - - - - - - - - - - - STREET ---- - - - - - - - - - - - - - - - - CITY

DATE: GRADE

- - - -- - - - - - -

_ Print N a m e & Address PLAI NLY in in k

- - - - - - - -

CORRECTED B Y

Complete the e xami n a t i o n by answering the questions in the spaces p r o v id e d b el ow .

Remo ve this A n sw e r Sheet c arefully , fold n eatly and mail immedi at e l y to your Instru ctor for proce s s i n g and gr ading .

USE THE F O L L O W IN G PROCEDURE IN DOING TRUE-FALSE QUESTIO N S .

1.

READ E A C H Q U ES T ION AT LEAST THREE (3) TIMES.

2.

M A K E SU RE T HA T YOU UNDERSTAND COMPLETELY WHA T I S ASKED , AS SOM E QU EST ION S ARE D EFI NITELY " C A T C H" QUESTIO NS .

3.

REVIEW T H E Q U E S T ION FOR THE LAST TIME: RE MEM B ER T HAT O NE WORD CAN C H AN G E THEENTIRE MEANING OF THE SENT E N C E .

4.

M A K E Y OU R FI NAL DEC ISIO N A ND CIRCLE EITHER " T " FOR T RUE OR " F" F O R FAL S E .

5.

YOUR ESSA Y QUESTION IS WORTH 20%.

IS WOR T H 4 %.

ESSAY QUES T I O N:

EACH TRUE-EALS E QU E S T IO N

What is th e exact purpose of throttl e pressur e ?

-35-

HYDRA-MA TIC FUNDAMENTALS

PLANE T A R Y GEARS The Hyd r a - M a t i c transmission contains two planetary gear tra i n s f or forward speeds. E a c h planetary gear train is capable of achieving two speeds . When a band i s a p p li e d , the unit is in reduction. When a clutch is app li e d , the unit is in di r e c t drive. Used in conjunction with each other, four fo r w a r d speeds are pos sible .

The fron t p l a n e t a r y unit differs from the rear planetary unit in the following ways : 1.

The gear reduction of the rear unit is greater than the gear reduction of the front unit.

2.

The rear unit contains more clutch plates than the front unit .

3.

The rear band is normally applied by spring pressure , wher e a s the fr ont band is applied by hydraulic pressure .

BAND A P P L I CA T I O N The front se r v o is applied by oil pressure and released by oil p r e s s u r e . When the selective leve r is in Dr, Lo, or R and the engine is running , app l y p re s s u r e is always p r e s e n t at the front servo. This does not mean necessa r ily t h a t the band is applie d. Release pressure may also be present. Both apply and r e l e a s e pressure are equa l. However, the area of the pistons upon which the rel e as e pressure works is la r g e r than the area upon which the apply pressure wo r k s ; w h i c h mea n s, that relea s e pressure can overcome apply pressure and release the b a n d . Ther efore, whe n o nl y , apply pressure is present, the band is applied . Whe n both the apply pre s s u r e and the release pressure are present at the front ser v o , the band is releas e d.

The rear serv o is applied by spring pressure and released by o il pre s s u r e . A heavy spr i n g contained in the rear servo applies the band. This pressu r e is always present. How e v e r , release oil pressure is sufficient to move t h e ser v o piston rearward and rel e a s e the band. Where the car is standing with the e n g i n e not running, the rear servo applies the band due to spring pressure. When the eng i n e is started with the select i v e lever in neutral, the rear band is released.

When the selective lever is plac e d in Dr. or Lo, release pressure is cut off and the band applies automatically beca u s e spring pressure is always present.

It is impo r t a n t that you realize that the band and the clutch are never applied at the s ame time in the same planetary gear train.

FRONT UNIT

REDUCTION

~ I

A clear picture of h ow reduction in the Hydra-Matic tr a n s m i s s i o n is achieved can best be illust r a t e d by percentages.

Although the foll ow i n g figures are not accurate, you c a n bette r . visualize reduction in the tran s m i s s i on by using them. The front planet a r y unit is capable of 40% re d u c t i on . The rear planetary unit i s capabl e of 60% reduction. Fig. # 1 i llu s t r a t e s clutch and band application percenta g e w i s e .

REA R UNIT

FIRST SPEED-REDUCTION 100,"

G LUTCH ON

BAND orr

SECOND SPEED-REDUCTION """

1. In first spe e d , the greatest reduc tion is nec e s s a r y . This is 100% reduction, therefo r e , both bands are appli e d .

G G G LUTCH ON

2. The next greates t reduction is

THIRD SPEED-REDUCTION

rre c e s sary in sec o n d speed. This is 60% reduc ti o n . The rear band is applied . The fr on t clut c h is applied p u t t in g the front unit in direct dr ive.

FRONT

UNI T

REAR

LUTCH ON

BAND orF

BAND OFF

FOURTH SPEED-REDUCTIO N 0%

4. No reducti o n is necessary in 4th speed, T h i s is 0% reduction .

Neither b and is a p p li e d . Both clutches a r e appli e d putting both units in d irect d riv e .

SMALL REDUCTION

~

LUTCH ON

3. The next gr e a t e s t reduction is neces sary in 3rd speed. This is 40% reducti o n. T h e front band is applied . The r e a r clutch is also applie d putting the rear unit in direct d rive.

BAND OFF

REVERSE

Fig. # 1 Applicat i o n s of Bands and Clutc h e s The importance of b e i n g able to memorize clutch and band application cannot be ove r l y st r e s s e d .

Although it is good policy to refer to the book occas iona lly when road testing a car, the m e c h a n i c rarely has the book w ith h i m . Re fer to this lesson tim e aft e r time until clutch and band appli c a t i o n becomes second nat u r e .

VNIT

LARGE RE DUCTION

NEUTRAL .. Both bands and clutches released.

1ST. SPEED·· Front ~ rear units-in reduction.

ZM.. SPlED·· Front unit in direct drive··rear in reductit>n.

3RD.SPEE~··Front unit in reduction rear in direcr drive.

4T1lSPEED··Front and rear units in direct drive.

Re d u c t i o n & Dir ect D rive

.l

IMPORTANT: To be capa b l e of diagnosing slippage , gea r no i s e , er rati c shifting etc , , you m u s t b e able t o visualize the action t a k in g place in each planetary unit . The r e fore , it is advisable that you memo r ize clutch and band appli c a t i on . Fig. # 2 i llu s tr ates clutch and band ap-plication .

C i akC F

STUD E N T NO.

h

Ie?

S T REET.....,.~L.:~=c...L, ~"c.... '/-._l...:::..L......: . . . . . .~. .L. : : . . _~_£._..../..___ ~ /;

CIT Y

L ~- 0 /\/

P= c:A

DATE:

- - - - - - --

OCr /k //'C:Z

GRADE

------ - ----

CO" / 0 '

I

J

Print N a TI1 e & Address PLAI NLY i n i nk

CORREC T E D BY

Corn p l et e t h e e x arn in at i on by ans wering the questions in the sp a c e s provid e d b elow, R emov e th is Answer Sheet c arefully , fold neatly and mail i rnrn e d i at e lv to your Instruc tor fo r p rocessing and gr ading .

USE THE FO L L O W ING PROCEDURE IN DOING TRUE-FALS E QUES T IO N S .

1.

REA D E A C H QU ESTION AT LEAST THREE (3) TIMES .

2.

M A K E S U R E THAT YOU UNDERSTAND COMPLETELY WHAT IS ASKED , AS SOME Q U E ST IO N S ARE DEFINITELY "CATCH " QUEST ION S .

3.

R EVIE W THE QUESTION FOR THE LAST TIME: RE ME M B E R THAT O NE WORD C AN CHANGE THE ENTIRE MEANING OF THE S E N T E N C E .

4.

M A K E Y O U R FINAL DECISION A ND CIRCLE EITHER "T " FOR TRUE OR "F" FOR FALSE.

5.

YOUR P R O J E C T SHEET IS WORTH IS W OR T H 5%.

50%.

EACH TRUE - F A L S E QUESTION

TEST QUESTIONS 1.

Redu c t i o n of the front unit is the same as the rear unit.

T

(il

2.

The fron t planetary unit contains more clutch plates than the rea r plane t a r y unit.

T

@

The rear servo is applied by spring pressure and released by o il pre s s u r e .

{T

F

Whe n the transmission is in third speed, the front clutch a n d rea r band are applied.

T

(iJ

The clut c h and band are never applied together on the same plan e t a r y unit.

@

F

6.

Two plan e t a r y gear trains provide four forward speeds .

6)

F

7.

Whe n a clutch is applied, the planetary gear train is in redu c t i o n .

T

@

8.

The front servo is applied by spring pressure and released by o il pres s u r e .

T

@

Y

I.:

3.

4.

5.

9.

With the engine running and the selective lever in Dr range , appl y pres s u r e is always present at the front servo.

10.

Whe n a pply pressure is directed to the front servo, the band is alw a y s appli e d.

-38-

~--

-

- ----~----------------------'-

{l7 / F

/

PROJECT SHEET (Hydra-Matic Fundam ental s) Compl et e t he following exe r c i s e s from m emory.

Underline ONLY the unit whi c h is applied

FR ON T PLANETAR Y UNIT

REAR PLA NETAR Y UNI T

3 r d Spe ed

B an d

Clutch

Band

C l ut c h

1s t Spe ed

B an d

Clutch

Clutch

Ba nd

-

-=---

4th Spe ed

C lutc h

Band

Band

Clut c h

R e v ers e

B and

Clutch

Clutch

Ban d

Neutral

Clutc h

Band

Clutch

Band

2nd Speed

B an d

Clutch

Band

C l ut c h

3rd Spe ed

Cl.~ch

Band

Clutch

B a nd

1st Spe ed

Clutch

Band

Band

C l ut c h

4 thSpeed

Band

Clutch

Clutch

B and

Reverse

Clutch

Band

Band

C l ~h

Neutral

Band

Clutch

Band

Clut c h

2nd Speed

Clutch

Band

Clutch

Band

4th Speed

Band

Clutch

Band

Clut ch

Neutral

Band

Clutch

Band

Cl ut c h

2nd Speed

Band

Clutch

Band

Clut c h

1st Speed

Band

Clutch

Band

C l ut c h

Reverse

Band ....-

Clutch

--

Band

C lut~ h

3rd Speed

Band

Clutch

Band

C l.u t c h

2nd Speed

Clutch

Band

Clutch

Ba nd

Reverse

Clutch

Band

Clutch

Ba nd

3rd Speed

Clut ch

Band

Clutch ...........

Ba nd

4th Speed

Clut ch

-

Band

Clutch

Band

Lst Speed

C l~h

B~

Clutch

B and

Neutral

Clutch

Band

Clutch

Band

..--

...--=-

-

---

----

-

-

..-

»r:

--

-

~

--

-39-

--

--

<:»

FLUID COUPLINGS

PURPOSE The flui d cou p lin g transm.its engine torque to the transm.is si on . Ju s t as th e clutch of the stand a r d transm.ission delivers the power developed by the eng i n e to th e transm.ission, so does the fluid coupling. However, the fluid coupli n g do e s the job autom.atically . Therefore , the clutch pedal is unnecessary. B ecau s e a ll parts w o r k in an oil-fi ll e d housing, the engagem.ent is far sm.oother than wou l d be p o s s ib l e with the standard clut c h .

The flui d coup li n g is not to be confused with the torque conve r t e r us e d with the various other aut o m.a t i c transm.issions. The fluid coupling will delive r only t h e engine output nothing rn o r e , A torque conv erter will m.ultiply engine output . Torqu e converters will be full y c ove r e d when the other transm.issions are studied.

The fluid coup lin g consists of four m.ajor assem.blies : 1. Flyw h e e l

2.

Driven Torus

3. Drive T o r u s

4.

Torus Cover

Flywhe e l

Drive Torus

Driven Torus

Torus Cover Fig. # 1

Major Units of the Fluid Coupli n g

The Flywh ee l is bolted to the engine crankshaft. A ring gea r , which is engaged by the starter , is f a s t e n e d to the outer circum.ference of the flywhee l.

Pick up a n d exa m.i n e the following units as they are described : The Toru s C ove r : - - - - - -- - - - - tight com.p a r t m. e nt.

a heavy m.etal housing which bolts to the flywhe e l form.ing an oil

A splined hub m.ounted on springs to the torus cover housing d ri v e s th e internal gear of the fro n t pla n e t a r y unit of the transm.is s i on , (Fit the torus cover internal splines over the exte r n a l splines of the front planetary unit internal gea r ) .

-40----~--

.!!:~~::i~~~~d_~i~e~.-!~~u~ _r::~r::~e-.:~ are identical

LU

construction except for the size

of their splined hub s.

A torus member i s made up o f an outer shell , an inner shell , and v a n e s whic h interconnect the outer and inne r shell. The dr ive torus is splined to the int e r m e d i a t e shaft; the driven tor us is spline d to the mainshaft. A spring loaded che c k v a lve is a t t a c h e d to the driven tor u s m emb er to pre v ent the fluid in the coupling from draining b ack into the transmi s s i o n . (Pr ess down on check valve. Check to se e i f the r e is any bind). A schematic cros s s ection of the torus ~embers, installed in a fl u i d fi ll e d housing is illustr a te d in Fig . # 3.

DRIVE TORUS OUTER SHELL \

INNER SHELL

,

\

COMPARTMENT

DRIVEN TORUS

VANES

Fig. # 2

T o r u s Membe r s

Fig . # 3

Cross Sect io n show i n g Torus Memb e r s i n Housing

O PERATION of t h e FLUI D COUPLING To better illustr at e the a c t i o n which tak es plac e inside the oil-filled hou s i n g , a comparison with water will be m a de . If one inch of water is put in a shallow sauc e p a n and the saucepan i s floate d i n a t u b e of water, spinning the saucepan w ill forc e the water from the cent e r of the pan. This , of course , i s du e to c e n t r ifug a l forc e . Increasing the speed o f the spinning pan w ill force the water outward and up the sides of the pan. A further increa s e i n speed will send the water up the sides o f the p a n and over the edge into the tub.

Let us suppose, n o w, that w e suspend another saucepan, identical to the firs t one, to the ceiling by a s tr ing in an inverted position . The two pans are very cl o s e to each o t h e r but are not t o u c h i n g . Spinning t h e lower pan at a great enough spe e d w i ll cause the water to go o u t ward fr o m t h e center and up the sides, striking the upp e r p a n . The f orce of the water striking the upper pan w ill cause this pan to rotate . Eventu a lly , b ot h pans will spi n at the same rate of speed. This is, in effect , a fluid coupli n g . Not

-41-

a very effi ci e n t one, certainly, but still a fluid coupling. Thes e same principles apply equally to the Hydra-Matic fluid coupling. The principle differ e n c e is that the saucepans are on a horizontal plane while the torus members are on a vertical plane .

As you hav e perhaps noted, a considerable quant ity of water will be lost with the water coup li n g . For this reason the rotating u nit s , as used with the HydraMatic flui d c o u p l i n g , are contained in an oil-filled comp a r t m e n t made up of the flywheel a n d t o r u s cover. The drive torus is s p lin e d on the intermediate shaft and may be compared to the lower saucepan. T h e driven torus is splined on the mai n s h a ft and be may compared to the uppe r p a n. In operation, rotation of the drive t o r u s forces a volume of oil forward w hic h strikes the driven torus causing it to r ot a t e in the same direction .

Efficiency o f t h e coupling is improved because of t h e vanes. Fluid circulation is illustrat e d i n Fig. # 4 .

DRIVE

TORUS

F ig . # 4

T o r us Members in Operation

How the Flui d Coupling Operates in the Car: To illus t rat e how the fluid coupling operates in the car, the follo w in g example is given: A v e h i cle approaches a red light. The ope nato r r e l eas e s the accelerator pedal and bra k e s the car to a stop. Although the selectiv e le v e r is still in Dr range, t he engine does not stall.

The reason for this is that t h e engine at idle speed turn s t h e drive torus member slowly. There fore, t h e v olume of fluid forced outwa r d toward the driven torus is very small. The light changes to green.

The dri v e r of the car steps down on the accelerator pedal, engine speed increases rotating the flywheel and the torus cover. The torus cove r is s p lin e d to the front planetary i nt e r n a l gear causing the drive torus to rotate rapi dl y . A volume of oil is force d r a d i a ll y outward striking the driven torus causin g it to r otate. The driven t o r u s i s splined to the mainshaft of the tra nsmiss ion . Pow e r is delivered by the m ain s h a ft which is splined to the driven torus , to the rea r planetary unit and thenc e t o the output shaft of the transmission. The car is in motion .

Fluid Coupli n g Efficiency: A fluid c oup l i n g is:

1.

V ery e ff i ci e nt at high speed.

2.

Le s s e ff i ci e n t at intermediate speeds .

3.

Ineffi c i e nt at idle.

An engine c a n turn over with the selective lever in Dr range be c a u s e a fluid coupling is inefficie n t at idle. At higher speeds the amount o f slippag e in a fluid coupling is neglible .

-42-

Location of the Flu i d Coupling: The flu id coupli n g is located directly behind the engine, just forward o f the transmission. How e v e r , in the power train the location of the fluid coupling i s between the front and the re a r planetary units. This is illustrated in Fig. # 5 s chem a t i c a lly .

ENGINE

FRONT PLANETARY

TORUS COVER

Fig .

# 5

REVERSE PLANETARY

TORUS MEMBERS

Location of Transmission Units Schematically

SPEED REDUC T I O N OF THE DRIVE TORUS MEMBER With the e n g i n e idli n g and the selective lever in Dr, Lo , or R , the speed at which the drive torus rotate s is approximately 7/10 engine speed since the front p l a n e t a r y unit is in reduction. (F i g. # 6). The transmis s i on was so designed to allow a n i d l e s pe e'd of 375 rpm withou t t h e car "creeping" forward when in Dr range.

A s the drive tor u s rotat e s , a volume of oil is forced forwa r d i n t o the driven torus.

As has b e e n stated, a fluid c oupling i s ineffici e n t at idle.

The slower the rotati o n of the drive member, the l e .. s tendency ther e is for the car to creep forward.

DRIVEN TORUS FLY.

WHEEL

CRANK. SHAFT

Placing the selectiv e l eve r in the Dr position applies both b a n d s putting the planetary gear t r ains in t o reduction.

Therefore , the s p e e d a.t which the c arrier and pinio n s w a l k around the center gear is re d u c e d . The shaft on which the drive t o r u s i s mounted (the intermediate shaft ) i s the carrier for the front planetary unit . When vehicle speed increases t o a p oin t where reduction is not neces sar y , t h e front planetary unit will shift to di r e c t drive. The drive torus will t hen t u r n at engine s peed.

'x

DRIVEN TORUS

Fig.

-43-

# 6

Drive Torus Spe e d Reduced

TEST QUESTIONS

1.

A fl u i d coupling multiplies engine torque.

T

F

2.

The tor u s cover is splined to the flywheel.

T

F

3.

The drive torus rotates 'a t 7/10 engine speed in 1st to enab l e the engine to idl e with o u t the car creeping.

T

F

4.

A flu i d coupling is inefficient at low engine RPM.

T

F

5.

The dr ive torus member is larger in outer diameter than the dr i v e n toru s m e m b e r .

T

F

Use of a fluid coupling on a Hydra-Matic transmission elimi n a t e s the clutch p e d a l .

T

F

The d r ive torus member differs from the driven torus mem b e r in the size of the splined hubs.

T

F

8.

The f r on t planetary internal gear is splined to the drive tor u s m e m b e r

T

F

9.

Whe n a v e h i cle comes to a complete stop the selective leve r mus t be move d t o Neutral to prevent the engine from stalling.

T

F

When the engine is idling, the drive torus moves only a sma ll v olume of oil into the driven torus.

T

F

11.

The t o r u s cover always rotates at the same speed as the fly w h e e l.

T

F

12.

The dr ive n torus member is splined to the mainshaft.

T

F

13.

The mai n s h a ft drives the rear planetary unit.

T

F

14.

A flui d c o u p lin g is very efficient at low speed.

T

F

15.

In the pow e r train, the fluid coupling is located in back of the rea r planet ar y unit.

T

F

The drive torus member rotates at 7/10 engine speed when the front planetary unit is in direct drive.

T

F

6.

7.

10.

16.

17.

The s l ow e r the drive torus member rotates the greater the tenden c y for the ca r to creep.

18.

The d rive torus is splined to the intermediate shaft.

T

F

19.

The d r i v e torus member turns at engine speed when reducti o n i s no longe r nec e s s a r y .

T

F

The d ri v e torus member is held in place by a snap ring.

T

F

20.

-44-

STUDENT NO. NA M E

_

- - - - - ---

DATE: STREET

_

CITY

_ Pr int N a m e 8. Ad dr ess PLAI NLY i n ink

GRADE

- - - -- - - - --

CORRECTED B Y

Complete t he e x a m i n a t i on by answering the questions in the spaces p ro v i d e d be low.

Remove this An s w e r Sh eet carefully , fold neatly and mail immediate l y to your Instructor for proce s si ng and gr ading .

USE THE F O L L O W IN G PROCEDURE IN DOING TRUE-FALSE QUESTIO N S .

1.

READ EA C H Q U ES T IO N AT LEAST THREE (3) TIMES.

2.

M A K E SU RE THAT YOU U NDERSTAND COMPLETELY WHAT IS A SK ED , A S SOM E QUEST IO N S AR E D EFI NITELY "CATCH " QUESTIONS .

3.

REVIE W THE QUESTION FOR THE LAST TIME: REMEMBER THA T ON E WORD CAN C H A N G E THE E NTIRE MEA NI NG OF THE SENTEN C E .

4.

MAKE Y O U R FINAL DECISION AND CIRCLE EITHER "T" FOR T R U E OR "F" F O R FA L S E.

5.

YOUR ESSA Y QUESTION IS WORTH 20 % .

IS WO R TH 4 0/0 .

ESSAY QUES T I O N :

EACH TRUE-FALS E Q U E S T ION

Why is the fluid coupling designed to rotate at 7 /1 0 engine speed ?

POWER-FLOW OF THE HYDRA-MATIC TRA NS M IS SI O N

This le s s o n wi ll be illustrated b y a series of diagrams. Follow the a r r o w s carefully .

Assembl e th e t r a n s m i s s i o n and work out the problem. Fig. # 1 illus t rat e s assemb ly o f the t r a n s m i s s i o n .

Examine thi s diagram carefully. Make sure you know the nam e s of t h e component pa r t s . Pick up each part from the disassembled transmissio n and ide n t i fy it. Try to name each part without referring to the diagrams or text.

P O W E R -FLO W IN NEUTRAL - Engine Running

,

-1

L-j-------' REAR PLANETARY

./

ยง

4 YWHEEL

NEUTRAL ENGINE RUNNING

Fig.

# 1

Power-Flow in Neutral

(Engine Run n in g )

W it h the e n g i n e running and the selective lever in the N position , both b ands are relea sed, b o t h clutche s are released. Therefore, the transmis s i on is in n eut r a l and no tor que c an be tr a n s m it t e d

-45-------

~

The path of power is fr o m the flywheel, to the torus cover, to the front int ern a l gear.

Since neither band nor clutch is applied in the front planetary unit, the pinion gears rotate on their pins and no power is transmitted to the carrier and intermedi a t e shaft.

SUMMARY:

Front b a n d released Front clut c h released Rear ban d released Rear clut c h released The tr an s m i s s i o n is in NEUTRAL

POWER-FLOW IN FIR S T SPEED

...

.. .... IJ ·

.,.

1.45-1

REDUCTION TOT AL REDUCTION 3.82-1

FIRST SPEED DRIVEN TORUS

Fig. # 2

Power-Flow in First Speed

-46-

•

.

The selective l e ver is moved to Dr or La range. Automatically the t r a n s rn i s s i o n is in 1st spe e d. Both bands are applied, both clutches ar e r el ea s e d . As the accelera t o r is de p re s sed , the path of power is from the flywheel , to the tor u s cover , to the front inte r n a l g e a r . The front band is applied , holding the fro n t plan e ta r y unit center gear , cau si n g t h e pinions and carrier to rotate in th e sam e d ir e c t i o n at a reduced speed.

P o w e r is t r a ri s rn i tt e d along th e interm ediat e shaft , which i s p a r t of the front carrier as s emb ly , to the dri ve torus m emb er , to the dri v e n to r u s rne mb e r , to the rna i n s haft , Alo ng the mainshaft, wh ich is the center ge a r of t h e re ar p l a n e t a r y unit to the pini ons . The rear band is applied , holding th e rear u n i t inte r n al g e a r , The carrier tu r ns, therefor e , at a r educed spe ed . The c a r r ier f or th e rear unit is the output shaft o f th e transm is s i o n , SUMMARY :

F r o n t band applied F r ont clutch r eleas ed R ear band applied R ear clutch r eleased T h e transmission is in FIRST SPEED

FRONT CLUTCH ENGAGED

FRONT BAND OFF REAR BAND ON REAR CLUTCH RELE A SED

OUTPUT SHAFT

SECOND SPEED

Fig. # 3

Power Flow in Second Speed -47 -

POWER-FLOW IN SECOND SPEED As the vehicle g a i n s momentum. governor pressure will move the 1-2 s h ift e r valve, and the transmi s s i o n will shift to 2nd speed . The front clutch will appl y a s the front servo r eleases t h e b an d . The front unit is now in direct drive, the rea r un i t is in reduction .

The path of powe r is fr o m the fl ywheel , to the torus cover, to the front un i t internal gear . Since th e clutch is applied, the front planetary rotates as one un i t . Power travels along the i nt e r rn edi a t e shaft to the drive torus, to the driven to r u s , along the rn a i n s haft to the ce n t e r ge a r . The rear band is applied , therefore the r ear unit is i n reduction . The carrie r rotat es inside the rear unit internal gear at a r e d u c e d speed carr ying the out put shaft i n the same direction.

SUMMARY :

F r o n t band released Fr o n t clutch applied Re a r b a n d applied Rea r c l ut c h released Th e t ran s m i s s i o n is in SECOND SPEED

POWER-FLOW IN THIRD SPEED

RS

FRONT BAND ON BAND OFF

1.45-1

REDUCTION

THIRD SPEED

Fig.

#4

Power-Flow in Third Speed

-48-

REAR CLUTCH ENGAGED

Before sta r ti n g power -flow in 3rd speed, pick up th e carrier as s e m b l y of th e front planetary u n it. Note that the intermediate shaft e xtends forwa r d a n d rearward of the carrie r. Keep this po int in m ind.

Increased gove r n o r press ure mo v es the 2-3 shifter val ve . Th e fro n t band applies as th e clut ch re le a s e s . The r ear clutch applies as the band r el e a s e s . The front unit is now in re d u c t i o n, the r ear unit is in direct dri v e .

The path of powe r is from th e flywheel to the torus cover to the fro n t i n te r n al g e a r .

The front planeta r y is in reduction , therefo re the carrier an d in termediate s h a ft turn at a re d u c e d speed. At the carrier the path of power spl it s . Pa r t of the torqu e is applied f orw a r d along the i n t e r me d i a t e shaft, to t h e dr i v e t orus , to th e dri ven torus , al o ng the mainshaft to the center gear of the r ear unit. The remainin g t o r q u e is applied r earw a r d along the intermediate shaft to t h e hub w h i c h i s s plined to it.

The hub h a s spli ne s on the outer circumf erence to w h ic h a r e splin e d the composition clutch d isc s. Since th e r e a r clutch is applied, the d rum a nd inter nal gear ar e driven in the same dire c t i o n as the ¡:.. e n t e r gear. Both the r ea r u n it cent er gear and th e rear unit internal gea r rotate at the same speed and dri v e th e p i n ion car r i e r and output shaft.

SUMMARY :

F r o n t band applied F r o n t clutch released Rear band rel eased Re a r clutch applied The transmission is rn THIRD SPEED

The r easo n w h y t he Hy dra-Matie t r a n s m i s s i o n w as d esi g n ed w ith a s p li t torque is b e s t e xplained by compa r in g the Hydra-Matic t r a n s rn i s s i o ri and fl u i d coup li n g to t.1C standard transmis s i o n and clutch . Most repairmen are familiar wi th t h e fact t hat a s ~ i p p i ;l g clutch will rare ly slip in 1st gear . No r-rriaIl y this condit ion b ec o m e s appar ent i r, .3rd gear w he n a ccele r a t in g . This proves that there is alw ays a greate r tendenc y toward s l i p p a g e at a hig h speed than at a low speed.

The fluid c o u p l i n g , as used w ith the H ydra -Matic t r an srn i s sion per fo r m s exactl y the same funct i o n as th e standard clutch. However, it does the job automa t i c a ll y . To relieve the fl u i d c oup l i n g, to prevent slippage at the higher speeds , onl y part of the torque passes thr o ug h the coupling. The remainder is deli vered b y the rea r clutch to the internal gear o f the rear planetary unit.

POWER-F L O W IN FOURTH SPEED Additional speed creates greater governor pres sure , whic h mov e s th e 3 -4 shifter v a l v e .

Movement of t h e 3-4 shifter val ve causes the front band to relea s e as the front clutch is applied . B o th p l a n e t a r y units are then in direct dr i ve.

The path of powe r is from the flywheel to the torus cover to the front in t e r n a l gear . The front clutch i s a p p lie d, therefore the complete planetary gear train w ill rotate as one unit. The torque splits at the intermediate shaft . Part going f orward to the drive torus , driven tor u s, m a i n s h a ft and center gear. Part going rearwa rd to the hub, through the applied rea r clutc h to the internal gear of the rear unit. The ce nt e r gear and the intern al gear both rota t e at the same speed in the same direction , mov in g t he carrier and out put shaft at the same speed.

-49-

S UMMARY:

F r o n t band released Fr o n t clutch applied Re ar band released Rea r clutch applied T he transm.is sian is in FOURTH SPEED

REAR CLUTCH ENGAGED

FRONT CLUTCH ENGAGED

~

,

:

DIRECT

FOURTH SPEED

Fig . # 5

Power-Flow in Fourth Speed

Before attem.p t ing t o understand power-flow in reverse, it is suggeste d that you first review the rev e r s e action in the lesson on planetary gears.

-50-

POWER- FLO W IN REVERSE

FRONT CLUTCH RELEASED

-,

FRONT BAND ON REAR BAND OFF .. REVERSE ANCHOR APPLIED

............

1.45-1 REDUCTION

TOTAL REDUalON 4.30-1

REV ERSE PLA NETA RY

REVERSE

Fig. # 6

Power-Flow in Re verse

Move.rn e n t o f the selective le ver to the R position will appl y the front band an d r el ease the front clut c h . Both the rear band and the rear clutch are r e l e a s e d . The reverse anchor is app l i e d .

The path o f p o w e r is from the flywheel to the torus co v er , to t h e f ront internal g ear.

The front u n i t i s i n r eduction. Power travels forward alon g the i nt e r m e di at e shaft to the dr ive tor u s, to the driv en torus, along the rna i n s ha.ft to t h e c e n t e r g ear of th e rear unit. T he b a n d is not appli ed, the clutch is not applied , how e v e r , t h e w ei ght of the v e h i cle h o l d s the output shaft fr orn turning.

The output shaft i s p a r t of the pinion carrier, t h er efo re, th e carrier is held . While the carrier is h el d and power is applied to the ce nte r gear, the internal gear is dri ven in the re verse d ir e ct i o n . The reverse action t akes place in the rear planetary unit.

-51-

-

-

-------------------~---

A fl ange is bolte d to the rear unit internal gear. The flange is splined to the center gear of the reve r s e unit. An anchor holds the reverse internal gear. T h e center gear forces the pini on s of the carrier, which is splined to the output shaft , to rotate inside the held int e r n a l gear at a reduced speed. The output shaft turns i n a reverse direction, at a r e du c e d speed .

SUMMARY:

Fr o n t band applied Fr o n t clutch released Rear b a n d released Rear cl ut c h released Reve r s e anchor engaged T h e tr a n s m i s s i o n is in REVERSE

It must be note d that in reverse , the rear unit provides the reverse mot i o n while the reverse unit con t r ib u t e s further reduction. The reverse unit serves n o fun c t i o n , whatever, in any spe e d but reverse.

-52-

TEST QUESTIONS 1.

The re a r band is applied in 1fit and 2nd speeds .

T

F

2.

When t h e rear band is applied in 1st speed, the rear unit center gear is held.

T

F

When t h e rear band is applied in 2nd speed, the rear unit internal gear is held

T

F

4.

The fr o n t band is applied in 1st and 3rd speeds.

T

F

5.

When t h e front band is applied in 1st speed, the front un it center is held.

T

F

When t h e front band is applied in 3rd speed, the front unit internal gear is held.

T

F

When t h e front unit clutch is applied, the drive torus memb e r rotates at flyw h e e l speed.

T

F

With the selective lever in the Reverse position, the re ve r s e action takes pla c e at the rear planetary unit.

T

F

The cen t e r gear of the rear planetary unit is part of the m a i n s h a f t .

T

F

10.

The re a r unit carrier is part of the output shaft .

T

F

11.

In 3rd and 4th speeds, the path of power splits at the front planetary unit to prevent slippage at low speeds.

T

F

In 3rd arid, 4th speeds, the rear clutch delivers power to t h e rear unit center gear.

T

F

The reve r s e anchor holds the internal gear of the reverse planetary unit.

T

F

The reve r s e unit center gear is splined to a flange which is bolted to the c ent e r gear of the rear planetary unit.

T

F

15.

In all f o r w a r d speeds, the reverse unit performs no func t ion .

T

F

16.

In Neutra l the front planetary unit rotates the drive torus member.

T

F

17.

The fro n t unit internal gear is driven by the torus cover.

T

F

18.

In 3rd s p e e d the front unit is in direct drive , the rear unit in reduct ion.

T

F

19.

The inte r m e d ia t e shaft is part of the front planetary unit.

T

F

20.

In 3rd speed, the torque splits at the front unit, part going forward to rotat e t h e drive torus , the remainder going rearward to d r i v e the rear unit int e r n a l gear through the rear unit clutch.

T

F

3.

6.

7.

8.

9.

12.

13.

14.

-53-

STUD E N T NO .

NA M E

- - - - - - - - - - - - - - - - - - - - -

ST R E E T

- - -- - - - - - - - - - - - - - - - - -

C ITY

DAT E:

GRADE

_ Print N a m e & Address P LAI NL Y in in k

- - - - - - --

- - - - - - - - - -

CO RR E C T E D B Y

Compl ete the exam i n a ti o n by a n sw e r i n g the questions in the sp a c es pro v id e d b e l ow .

R emov e t h i s An swe r Sheet c arefully, fold n eatly and m ai l drnrn e d i a t e lv t o yo u r Instructor f o r proce s s i ng and g ra d i n g .

U S E THE FOLLOW ING PROCEDURE IN DOING TRUE-FALSE QU E S T IO N S .

1.

REA D EAC H Q U ESTIO N AT LEAST THREE (3) TIMES.

2.

MA K E SU RE T HA T YOU U NDERSTA ND COMPLETELY WH A T I S A SK E D , A S SOM E Q U E ST IO N S AR E D EFI NITEL Y " C AT C H" q U E ST IONS.

3.

R EV IE W THE QUE S T ION FOR THE LAST TIME: REMEM BER THA T O NE WORD CAN C H AN G E THE E N T IRE MEA NI NG OF THE SENT E N C E .

4.

M A K E Y O U R FI NAL D EC ISIO N A ND CIRCLE E ITHER " T" FOR TR U E OR "F" F O R FALSE.

5.

YOU R ESS A Y Q U E S T IO N IS WORTH 20% .

IS WO R T H 4 % .

ESS A Y QU E S T I O N :

EACH TRUE -F.ALS E QU E S TIO N

Why, in your optnion, is it nec essary to und e r s t a n d th e powerflow of the transmission ?

__

PLA T E- -TRANSMISSION ----N E- TA - - R- Y - - GEARS - - - - - -and - - POWERFLOW - - - - --- - - ---of- _the ._- POWERF - - - - _ . L ..I_- - ---- --- PLANETA R Y GEAR TRAINS A pl a n et a r y gear train is compris e d of the following components: (Fig. 58) a. An annulus gear (internal gear), b.

c.

A pla n e t a r y pinion carrier with t h r e e or more planetary pinion gear s .

A s u n gear (center gear).

The annulus gea r e n cir cl e s the planeta ry p in i o n gears and is meshed with them. The p lan e t a r y pinions are free to rotat e o n the planetary pinion s hafts whi c h are anchored in the pinion carr i e r . The sun gear rotates inside and i s al so meshed with the planeta ry p i n i on s .

ANN ULUS GEAR

PLANET PINIO N GEAR

53x95

Fig. 58 - Planetary Gear Set How the Pla n et a r y Gear Train Works o:ยง

The planet a r y gear train can be used to inc r e a s e torque (turning effort ) and reduce speed. This can b e d on e by holding the sun gear statio n a r y and driving the annulus gear . (F i g. 59)

\

The annulus gea r w ill rotate the planetary p in i o n s on their shafts. At the same time. it will c a u s e e-r' the planetary p i n i on s to "walk" -. around the sun gea r. The planetary pinion carrier will therefore be

I

-55-

-'

planetary pinion carrie r s t ationary and driving the sun gea r , pl a n et a r y pinion gears will turn o n the i r shafts since the planetary pini o n s operate as idlers and transmit the to r q u e to the annulus gear. (Fig . 60 )

forced to rot a t e in the sam e d i re ct ion as the annul u s gea r but at a reduced speed.

The gear t r a i n in thi s instanc e operates a s a spee d reducing torque increasing unit.

This rotates the annulu s gea r in the reverse direction at a reduced speed with increa s e d torque.

The directi on of r ot a t i o n may be reversed b) use of a planetary gear train. When holding the

~ LAN ET PINION CARRIER HELD

Fig. 60 - Planetary Gear Set (Planet Pinion Carrier Held) - Reverse

When any two memb e r s of a planetary 18l gear train a r e locke d t o g e t h e r, a direct or 1 to 1 dri v e is obtained.

(Fig. 61) There is no movement between the gears.

-56-

If no two members are l ocked together and no two m e m b e r s are held stationary, torqu e w ill not be transmitted. Thi s perm it s neutral operation of the g e a r train.

- -- - - - - - - -

~

"

/ANNULUS GEAR AND SUN GEAR LO C KED TOGETHER

:~

\

I .1 Fig. 61- Planetary Gear Set (Annulus and Sun Gear locked) - Dire ct

i

j TRANSMI SSIO N POWERF LOW

Drive R a n g e (Breakaway) the kickdown plan et a r y gear train stationary. (F ig . 62) Powerflow is from the torqu e converter turbine, to the input shaft , to the annulus gear of the front planetary and to the sun gear of t h e rear planetary gear train.

As the v e h i cl e is started or is being dri v e n slowly, with the gear shifts ele ct o r i n Drive (D) the transmis sion is in reduction. The kickdown band is applied at this time. Thi s holds the sun gear of KICKDOWN ANNULUS GEAR

When the front s u n gear i s held stationary and the annulus gear is the driving memb e r , the front planetary carr i e r rotates at a slower speed tha n the annulus gear.

The rotative spe e d of the rear sun gear is further r educed by the rear planetary gear s e t before the power is transmitted t o the output shaft.

REVERSE BAND DRUM

:E72 ~

Yi1~~~=~7 REVERSE SUN .

L GEAR

KICKDOW N SUN GEAR STATIONARY

Since both the fro nt planet carrier and the rear planet a r y carrier are splined to the rea r band dr um , the rear planetary car r i e r is rotated slower than the r e a r sun gear. which turns at input shaft speed.

45~2061

Fig. 6 2 -PowerFlow in Transmission (Brea ka w a y, Kickdown or Low)

-57 -

front sun gear is locked to the input shaft. Both rotate at the s a m e speed. (Fig. 63)

The rear pl aneta ry gears, therefore, rotate backwa r d on thei r s hafts and the rear annulus gear which is the driven memb er and is splined to th e output shaft, rotates forward mor e slowly than the planetary carrier s ,

~---

KICKDOWN BAND

PLANET CARRIERS ~

~~~=~

The front plan e t a r y g e a r train coupled with t he rea r planetary gear train pr ovi d e s a starting gear ratio of 1. 72 to 1 at the output shaft of the tr a n s m i s s i o n.

The 1. 72 to 1 gear t r a i n ratio in the trans mi s sion multiplied by the 2. 6 to 1 torque multiplication of the torque c o n v e r t e r provides an over -all starting rat io of 4.47 to 1 at the tran s m i s s i o n output shaft.

KICKDOWN SUN GEAR

(

45 )(2062

Fig . 63 -PowerFlow in Tra nsm issio n (Direct Drive)

The front annulus gea r is s plin e d to the input shaft. Si n c e th e annulus and sun gears are lock e d to g e t h e r the complete front plan e t a r y gear train rotates as a unit.

Drive Rang e (Kickdo wn )

,

REVERSE BAND

When in dir e ct drive, depressing the acceler a t o r pe da l to the ÂŁloor downshift s t h e tra n s ~ i s s i o n fro~ direct driv e to r-e.du c t i on , As thi s takes plac e the direct clutch is released a n d the fr o nt band is applied . P o w e r ÂŁlo w through the transmissi o n is the same as it is for brea k a w a y . (Fig . 62)

The front planetary ca r r i e r and rear planetary carr i e r als o rotate at the same spe e d , sin c e both are locked together b y the s plin es in the reverse band d r um ,

When the s e l e c t o r con t r ol is placed in Low (L) the trans m i s s i o n remains in reduction at all t i m e s and will not upshift into dir e c t drive. When driving in L ow , only the front band is applied. Powerfl o w is the same as for brea k a w a y . (Fig. 62)

The rear sun gear is spline d to the input shaft. Since the rear sun gear is locked to the rear planetary carrier , t h e rear planetary gear tra in rotat e s as a solid unit. With bot h th e front and rear planetary g e a r t r a i n s locked together, powe r fl ow is straight through the trans . mission resulting in a 1 t o 1 r atro ,

Drive Rang e - Dir e ct

Reverse

When the tr a n s m i s s i on upshifts from redu cti on , the unit is in direct d rive . A s t h e upshift occurs, the dire ct clutch is engaged, both the front band and rear band are rel e a s e d. When th e d i re ct clutch is applied, the

When the selector con t r o l is placed in a reverse p o s it i o n the rear band is applied locki n g the front and rear planet carr i e r stationary. (Fig. 64 ) The d ire ct clutch and front band are relea s ed.

Low Range

-58" - -'-:' -_

-=='L-_ _

~

_

;

reverse d i r e c t i on at a reduced speed . Th e transmission gear rat io in Re v e r s e is 2. 39 to 1 .

PLANET CARRIERS STATIONARY

Neutral When a sel e ct o r control is placed in Neut r a l (N) positon , the direct clutch , fro nt and rear bands are rel e a s e d . Since the gears of the p l a n e t a r y gear train are not locke d together, and the other units a r e in the released position , power can not be transmitted to the outpu t shaft. All gears are fre e to rot a t e .

KICKDOWN SUN GEAR IDLING

45x2063

Fig . 64 -

KICKDOWN PLANET GEAR IDLING

Pow erFlow in Transmission (Reverse)

Sinc e t h e rear planetary carrier is hel d stationary, the rear annulus gear a n d output shaft are driven b y t he r e a r planetary gears in a

Sounds caused by the units rotating m a y be audible .

Noie:

-59-

TEST QUESTIONS

1.

The te r m annulus gear is another name for the center gear .

2.

When any two members of the gear train are locked togethe r train is in reduction.

3.

J

th e gear

When t he k ickdown band is applied , the sun gear of the k i ckdo w n planetary gear t r a i n is held stationary.

T

@

&

F

The ki c k d ow n annulus gear is the driven member of the kickd o w n p l a n e t a r y gear t r ai n .

T

(j)

5.

With th e ki c k d o w n band applied the rear sun gear turns at i npu t s h a ft speed.

IT;

F

6.

The re ar unit annulus gear is the driven member.

&

F

7.

The re a r band is the kickdown band.

T

8.

Powerflow i n Low Range is the same as in breakaway.

9.

When t h e t r a n s m i s s i o n is in direct drive, the rear band is app li e d to lock the fron t s u n gear to the input shaft.

4.

10.

11.

12.

13.

14.

~-

T

F

T

The front planet carrier always rotates at the same speed a s t he rear planet c ar r i e r .

The re a r u n i t sun gear is attached to the front unit annulus g e a r and is splined to the input shaft.

F

T

When in d i r e c t drive the input shaft rotates at the same spe e d as the output shaft.

(j;

F

When t h e sel e c t o r is in the Low Range position , the kickdown ban d remains applied.

(j)

F

When s h ift i n g to direct drive, the clutch releases and the k i c k d o w n band applies.

15.

When the s e l e c t o r is moved to Reverse the rear band applie s .

16.

When in R e v e r s e the rear carrier is held stationary while the f ron t carrier rotates in a reverse direction.

T

~

F

T

i)

(11 (j)

17.

When in re v e r s e the rear annulus gear is dr iven in a reve rse d i r e c t i o n .

18 .

In Neutr al both bands and the clutch are released.

19 .

When th e t r a n s m i s s i o n is in Neutral , both the input and output s haft s rotate at the same speed.

T

With the se l e c t o r in Reverse. the front planetary sun gear rotat e s in a reverse d ir e c t i o n .

T

20 .

-60-

@

F F

@

STUDENT N O .

NA M E -=-.!=::.....l.<:1..."'--~~_........::::...J..:===:...:::::.........;:.--

_

DA T E:

8J2~A'L e~ / S--~ ede?

STREET~ CIT Y

et

-------c1: ~ >.

c

i

GRADE~C;. 6 ..~_-==:-:::~_

Print N a m e &: Add ress PLAI NLY in ink

CORRECTED

~9./ '/ B ~., c::.2'f.

~

Complete the exam i n a t i o n by ans wering the questions in the spa ces p rovid ed below .

Remo ve this A n sw e r Sheet c arefully, fold neatly and mail immedi a t e l y to your Instructor for p r oc e s s i n g and gr ading .

USE THE F OLLO W ING PROCEDURE IN DOING TRUE-FALSE QUES T IO N S .

1.

READ EA C H QUESTIO N AT LEAST THREE (3) TIMES.

2.

M A K E SU RE THAT YOU U NDERSTAND COMPLETELY WHA T IS A SK E D, A S SOME QU EST ION S ARE DEFI NITELY "CATCH" QUESTIO NS.

3.

REVIEW T H E QUESTIO N FOR THE LAST TIME: REMEMBER THAT O NE WORD CAN CHA NGE THE ENTIRE MEANING OF THE SEN T E N C E .

4.

MAKE Y O U R FI NAL DECISIO N AND CIRCLE EITHER "T" FOR TRUE OR "F " FOR FALSE.

5.

YOUR ESSA Y QUESTION IS WORTH 20% .

IS WOR T H 4 0/0 .

EACH TRUE-FALS E QUESTIO N

ESS A Y QUES TION: State the clutch and band applications for the follo w i n g gear r a t i o s Ne u t r a l:

~ ~ ~ f:?~

R educ t i on:~ Direct

~ Driv e :/ ~ ~.£1cLL.

R e verse :

~

i

.L>

PLANE T AR Y GEARS and POWERFLOW of the POWERGLI D E T RA N SM I SSIO N

THE PLANE T A R Y GEAR TRAIN AND CLUTCH The four plates a r e i nternally splined to the clut c h h u b . The clutch hub in tur n is splin e d to the input shaft. The pa r t s are retained inside the drum by a clutch flange, fla n g e re t a i n e r and retainer r ing . The clutch flange is splined to the low sun gear.

The plane t a r y gear tra in and clutch of the Powe r glide transmission (Fig. 67) provide the following selector leve r positions: Drive, Reve r s e , Low and Neutral. The hydra ulic clutch assembly is containe d in a clutch drum, which includ e s a clutch piston, clutch sprin g and piston seals, five steel plate s externally splined to the clut c h flange and four plate s fac e d on both sides.

1 2

3

4 8 6 7

B 9

Inp ut Shaft Clutch Drum Clutch Piston Ou ter Ring Seal Clutch Piston Inne r Ring Seal Law Brake Band Clutch Drive n Plates Clutch flange Retai ne r Clutch flange Retaine r Ring Planet Pinion Pin Planet Short Pinion Planet Pinio n Need le Bear ings 12. Reverse Sun Gear 13. Reverse Brake Band 14. Output Shaft 1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

II.

10 11' 12 13

15.

16.

17.

18.

19.

20.

21.

22.

23.

24.

25.

26.

27.

28.

14

When oil pressur e is d i r e ct e d to apply the clutch piston , the clutch plates are compr e s s e d tightly together . This c o n n e c t s the clutch drum to the clutch hub and the Lnpet shaft caus i n g the low sun gear to rotate with the input shaft.

18

em

When oil pressur e is n ot directed to apply the clutch piston, the clutch is relea s e d a n d the clutch spring retu r n s the piston to release the clutch plates.

em

The outer circumf e r e n c e of the clutch drum is u s e d fo r application of the low band. Application of the low band holds the low sun gear stationar y .

The planetary g e a r set is comprised of the re v e r s e s un gear, low sun gear, s h o r t and long pinion gears, a revers e ring gear and drum and a pl a n e t carrier.

Governor Drive Gear Governor Driven Gear Planet Carrier Low Sun Gear Thrust Washer Planet Lang Pinion Law Sun Gear Reverse Drum and Ring Gear Planet Pinion Shaft Lock Plate Clutch flange Clutch Hub Thrust Washer Clutch Hub Clutch Drive Plates Clutch Spring Clutch Piston Fig. 67

There are two s u n gea r s in the planetary carrie r as sem b l y , the reverse sun gea r and t h e low sun gear. The reverse sun gear is splined to, and rotate s with, the input shaft. The low sun gear may rotate free l y until the low band or the clutch is applie d .

- bl -

LOW 1.82 TO 1

The revers e sun gear is meshed with three l o n g pini o n s . The long pinions ar e meshe d with three short pinions . The short pinions are mes h e d w i t h the low sun gear an d r e v e r s e ring gear.

Both the long prm.ons and the short pinions are s u p p o r t e d on, and ro tate about pl a n e t p inion pins which are securely ancho r e d to the planet ca.rrier. The planet carrier is part of th e output shaft.

all

all

The reverse sun g e a r and short pinions alwa y s rota t e in the same direction. The a p p li c a t i on of band or clut c h , h ow e v e r , determine wheth e r the output shaft will turn in a forwa r d or a reverse direct i on .

all

The gear train will autom a t i c a lly shift to Direct Drive b e t w e e n 12 to 50 mph depending on how fully the accelerator pedal is depres sed. When the s h ift takes place, the brake band rel e a s e s and the clutch applies. This locks up the planetary t r ain causing it to rotate as a unit .

all

With the clutch applied, the clutch hu? which is splined to t he input shaft is secured to the clu t c h flange through the clutch plates . The clutch flange is splined to the l o w sun gear. The low sun gear is in mesh with the short pin ion s , the short pinions are in mesh with the long pinions, and the long pinions are in mes h with the reverse sun gear. T h e reverse sun gear is spline d to the input shaft. Powerflow is then through the input shaft t o the r ever s e sun gear, to the l o n g p inions, to the short pinions, to the low speed sun gear. Sin c e the low speed sun gear is lo c k e d to the input shaft through t h e clutch flange, the clutch plates and the clutch hub, the entire u n i t will rotate at turbine speed (Fig. 69).

This is known as Direct Drive.

O p e r a t i on Automatic Drive all

all

Movement of the s e l e c t o r lever to "D I ' r a n g e , t i g h t e n s the low band ar o u n d the drum.

This action holds the drum stationary, w h i c h i n turn holds the clutch fl a n g e and low sun g e a r statio n a r y . The clutch i s r e l e a s e d . When the accel era t o r p e d a l is depressed, the car will move forward wit h the t r a n s m i s sion in re du ct i on or Low range (Fig. 68).

Powerflow i s through the input shaft,to the re vers e sun gear, to the long pin i o n gea r s , to the short pinion gears w h i c h are in mesh with the low sun gear . Since the low sun gea r is held stationary with the b and appli e d , the short pinions "wa l k arou n d " the low sun gear. As they " w a l k around" the low s u n gear, they carry the output s h aft , to w h i c h they are anchored w i t h them at a reduction of 1. 82 to 1.

-62-

DRIVE

REVERSE

1 TO 1

1.8 2 TO 1 \

Fig. 69 Low Rang e In Low ran g e , as when starting for w a r d i n automatic Drive,(Fig. 68) th e clutch is released and the band is a p p li e d to the outer circumf e r e n c e of the clutch drum. There fore, the clutch action t a ke s place as when starting in aut om a t i c drive. However, h ydr a uli c action differs in that the m a n u a l valve in the main valve body i s p o s it i on e d so that it blo ck s off the passages to the low and d r ive valve body. This elimin at e s the po s s ib ili t y of an automa ti c shift into Direct Drive.

Reve r s e It is n e c e s s a r y in Reverse to rotate t he planet carrier, which is part "of the output shaft, in the di r e c t i o n opposite that of norma l r ot a t i o n (Fig. 70).

Powerflow is t h e n throu g h the input shaft, to t h e re v e r s e sun . gear, to the lon g p i n i o n s , to the short pinion s . S inc e the short pinions a r e in mesh with the reverse int e r n a l g e a r which is held stationar y when the band is applied, t he s ho r t p i n i o n s " w a I k around " in s i d e t h e internal gear in a r eve r s e d i r e c t i on carrying the outp u t shaft to which they ar e an c h o r e d with them at a re d uctio n of 1. 82 to 1.

Neutral In Neutral posit i o n , the output shaft does not rota t e . W i t h the selector lever in the ne u t r a l position, t he clut c h and the low and reverse ban d s are released.

Therefore, th e r e is no reaction member to prov i d e a po s i t i. v e drive. All gear s are f r e e to rotate around t h e i r own axis.

No motion is impar t e d t o the planet carrier in any dir e c t i o n .

With t h e s e l e c t o r lever in the Reve r s e p o s i t i o n , the clutch and low ban d a r e released. The reverse ban d is applied to the outer sur fac e o f t he drum. With the band appli e d to the drum. the reverse inte r n a l gear which is part of the dr um is held stationary.

-63_._~--~--- ~----------~--------------

TEST QUESTIONS

1.

The clut c h hub is splined to the transmission input shaft.

T

F

2.

When t he clutch is applied, the low sun gear is driven at inpu t shaf t speed.

T

F

3.

The clu t c h piston is applied and released by oil pressure.

T

F

4.

Applica ti o n of the front band holds the Reverse sun gear stat i o n a r y .

T

F

5.

The l ow s u n gear is splined to the input shaft.

T

F

6.

The c a r r i e r assembly contains six pinion gears which are i n mes h with the rever s e s u n gear.

T

F

The s h o r t pinion gears are in mesh with both the reverse r i n g gea r and the rever s e s u n gear.

T

F

8.

The s h o r t pinions and reverse sun gear always rotate in the same direction.

T

F

9.

The out p u t shaft is firmly attached to the reverse ring gear .

T

F

When t h e l ow band is applied the short pinions "walk" around the low sun gear.

T

F

11.

The sho rt pinions always rotate in the same direction as the long p i n i o n s .

T

F

12 .

When t h e clu t c h is applied the carrier rotates at the same spe e d as the input sha ft .

T

F

13.

In direct dr i v e the turbine rotates at the same speed as the ou t p u t shaft.

T

F

14.

The clu t c h i s applied in low range and the transmission will n ot s h ift to direct drive .

T

F

With th e s e l e c t o r is Reverse position, the output shaft rotate s i n a direction opposite th e carrier.

T

F

When t h e r e a r band is applied the reverse sun gear is held stationa r y and the outp ut shaft rotates in a direction opposite to the input s haft .

T

F

When the t r a n s m i s s i o n is in Reverse range the clutch drum rotates in a directi o n o p p o s it e to the input shaft.

T

F

Reducti o n i n Reverse is the same as in Low Range, however , t h e ou t p ut shaft r ot ate s in a different direction.

T

F

In redu c t i o n the front band is applied, in reverse the rear ban d i s a p p li e d , in direct dr i v e the clutch is applied.

T

F

In Neut r a l t h e r e is no reaction member to provide a positive dr ive.

T

F

7.

10.

15.

16.

17.

18.

19.

20 .

-64-

NA M E

_

STR E ET

_

STUDENT NO.

- - ------

DATE:

CITY

_ P r i nt N a m e & Address PLAI NLY in i n k

GRADE

- - -- - - - - - -

CORRECTE D B Y

Complete t h e examin a t i on by answering the questions in the spaces pro v id e d b el ow .

Remove thi s Answe r Sheet c arefully, fold neatly and mail immedi a t e l y to your Instructor fo r p roces s i ng and g rad in g.

USE THE F O L L O W IN G PROCEDURE IN DOING TRUE-FALSE QU E S T IO N S .

1.

REA D EACH Q U ES T I O N AT LEAST THREE (3) TIMES.

2.

MAKE S U R E THA T YO U UNDERSTA ND COMPLETELY WHA T IS A SK E D , AS SOME Q U E ST IO N S AR E D E FINITEL Y "CATCH " QUESTIONS .

3.

REVIEW THE Q U E STION FOR THE LAST TIME: RE MEMB E R THA T O NE WORD CA N CHAN GE THE ENTIR E MEA NI NG OF THE SENT E N C E .

4.

MAKE Y O U R F INAL DECISION AND CIRCLE EITHER "T" FOR TR U E OR "F" F O R FALS E .

5.

YOUR ESSA Y Q U E ST ION IS WORTH 20%.

IS WO RT H 4 % .

ESSAY QUE S T IO N :

EACH TRUE-F.ALS E Q U E ST IO N

In your own words, describe powerflow in di re c t d r i v e .

PLA N E T A R Y GEARS and POWERFLOW o f the FORDO MA T I C TRA NSMISSION

---- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - --------------PLA NETARY GEAR TRAIN

FRONT CLUTCH REAR

The construction and operation of the planetary gear train is explained in the following paragraphs.

INPUT

FRONT BAND

CLUTCH~

~m

INTERNAL GEAR

REAR BAND "

~

~ I

OUTPUT SHAFT

.---'-~-'\

a. Construction.

The compound planetary gear system used in both transmissions provides neutral, low, intermediate, high,

PRIM ARY SUN G EAR SHA FT SECON DARY SUN GEAR SHAFT

Fig. 8-Planeta ry Gear Train-Neutral Position

the same time the rear band is applied, holding the plan etary carrier.

Fig. 7- " a ne ta ry Gear Train

and reverse ranges depending on the application of the bands and clutches. The gear train (fig. 7) consists of a primary sun gear (A), secondary sun gear (E) , primary pinions (B), and secondary pin ions (C) held in a common carrier and an internal gear (D) which is integral with the transmission output shaft.

The primary sun gear drives the primary pmions around their stationary pinion pin s and the primary pinions drive the secondary pinions whic h in turn cause the internal gear, fast ened to the output shaft, to turn in the same direction as the sun gear, in reduction. The rear band, being applied, prevents the pinion carrier

....-

FRONT BAND ' \ RELEASED ~

b. Operation.

REAR BAN D APPLIED HOLDING PLAN ET CARRIER STATIONARY

The operation of the gear train members held or driven to provide the various ranges for smooth and efficient operation is described herein.

(1) NEUTRAL.

When the transmission is in the neutral position, none of the gear train mem bers are held or driven. Therefore, no power is tra nsmitt ed to the output shaft ( fig. 8).

(2) LOW RANGE.

POWi:R INPU T

Low range is accomplished with the front clutch applied to drive the primary sun gear (fig. 9) and at

•

POWER INPUT

•

RATIO liIICREASE

ill RATIO

I

REDUCTION

REAR'C LUTCH RELEASED FRONT CLUTCH APPLIED DRIVING PRIM ARY SUN GEAR

Fig . 9-'ow e r Flow- Low Range

- 65-

POW ER OUTPUT

FRONT BAND APPLIED HOL DIN G SECONDARY SUN GEAR STATIO N ARY

( 4) HIGH RANGE.

To accomplish high range, both the front. and rear clutches are applied whil e both bands are released ( fig.

11). With both clutches applied and both bands releas ed , th e pinions cannot rotate. Therefore, the entire planetary gear train revolves as a un it, causing the output shaft to rotate at the sam e speed as th e input shaft thus obtaining direct drive.

FRONT BAND ""-.

RELEASED ""'" i "

lI)

POWER INPUT

•

RATIO INCREASE RATIO REDUCTION

D

HOLDING PINIO N CARRIER REAR BAN D APPLIED

FRO NT CLUTCH APPLIED DRIVING

...

PRIM ARY SUN GEAR

fig. 10-Power flow- Interm ed i ate Range

from rotating.

(3) INTERMEDIATE RANGE.

To provide intermediate ra nge, the front clutch is applied to drive the primary sun gear. At the same time, the front band is applied to prevent the secondary sun gear from rotating (fig. 10 ). Thus, th e primary pin ions drive the secondary pinions and cause them to "walk" around the secondary sun gear, carry ing the internal gear and output shaft around with them.

FRONT BAND RELEASED

"ItI

•

POWER INPUT

•

RATIO INCREASE

Ei.I

RATIO REDUCTION

FRONT CLUTCH RELEASED

Fig. 12-Power Flow-Re ve rse Ra n g e

REAR BAND RELEASED

I

(5) REVERSE RANGE.

I

Reverse range is accomplished by the rear clutch being -applied to drive the secondary sun gear while the rear band is applied to prevent the pinion carrier from rotating ( fig. 12) . The secondary pinions drive the internal gear in the reverse direction. The primary sun gear and the primary pinions rota te freely and have no effect on the gear train.

POWER INPUT

Fig. ll-Po w e r Flow - Hig h Range

- 66 -

TEST QUESTIONS 1.

The r e a r clutch drives the priInary sun gear.

T

F

2.

The f r on t band holds the secondary sun gear stationary .

T

F

3.

The r e a r band holds the carrier as sembly stationary.

T

F

4.

The front clutch drives the secondary sun gear.

T

F

5.

The i n t e r n a l gear is held stationary by application of t h e re a r band.

T

F

6.

The prim a r y sun gear shaft is splined to the front clutch hub .

T

F

7.

The fr o n t band encircles the front clutch cylinder .

T

F

8.

Whe n t h e rear clutch is applied the carrier is always d r i v e n at the same spe e d as the output shaft.

T

F

Whe n b o t h clutches are applied the transmission operate s at a 1 to 1 rat io.

T

F

Whe n the rear band and rear clutch are applied the tran s m i s s i o n is in redu c t i o n .

T

F

1 1.

The f ront clutch is applied in all forward speeds and re v e r s e .

T

F

12.

The fr o n t band is applied only in the intermediate range .

T

F

13.

Whe n the f ront clutch and front band are applied the t r ansmiss i o n i s i n inte r m e d i a t e .

T

F

14.

Both t h e f r on t clutch and rear band are applied in low range .

T

F

15.

The prima r y pinions are meshed with the secondary pini o n s .

T

F

9.

10.

-67 ~~~~~~~-~~~~~~~~~~~~~~~~-

-- --

-

-

-

-

-1-I

STIUDENT NO. NA M E

_ DATE:

STREET

_

I

I

GRADE CIT Y

----- - - - - -

_ Print N a m e & Address PLAI NLY in ink

CORRECTED BY I

Complete the e x a m i n a t i on by answering the questions in the spaces p r o v id e d below.

Remov e thi s An s w e r Sheet carefully, fold neatly and mail l immediate l y to your Instructor for p roc e s s i n g and grading .

USE THE FO L L O W IN G PROCEDURE IN DOING TRUE-FALSE QUEST IO N S .

1.

READ EAC H Q U ESTIO N AT LEAST THREE (3) TIMES.

2.

M A K E SU RE T HA T YOU U NDERSTAND COMPLETELY WHAT IS ASK E D , AS SOM E QUESTION S AR E DEF IN ITELY " C A T C H " QUESTIONS .

3.

RE VIEW TH E Q U E S TIO N FOR THE LAST TIME: RE MEMBER THA T ONE WORD CAN CH AN G E THE E NTIRE MEANING OF THE SENTEN C E .

4.

MAKE YO U R F IN A L DECISION A ND CIRCLE EI THER "T" FOR TR U E OR " F " FOR FALSE.

5.

YOUR ESSA Y Q U E ST ION IS WORTH 2 0% .

IS WO R TH 4 %.

I

I

EACH TRUE-FALS E QU E S T IO N

ESSAY QUES T I O N : Give the clutch and band application~ for thr e e f or w a r d s peeds , R evers e and Neutral.

_

SPRAG CLUTCHES

A s p r a g clutch is a device having irregular members wedge d betw e e n two concentric m e m b e r s . It allows rotation of a unit in one direction a n d lo c k s the unit from rot a t i n g in the opposite directions. Sprag clutches are us e d in the StratoFlight H y d r a - M a ti c to lock one member of each planetary gear set for reduction.

In direct driv e the sprag clutches allow free rotation.

The spra g clutch consists of three parts, the inner race , the spr a g assembly, and the o u t e r race. The inner race is connected to the part whi c h is to be held for reduction, o r allowed to rotate for direct drive. The outer race is fastened to the transmi s s i o n case and is stationary.

Sprag Clutch

I

When t o r q u e is applied to the inner race in a counterclockw i s e d i r e c ti o n s as indicated by t h e dotted arrows , the sprags will b e wedged b e t w e e n t h e inner and outer races . T h i s wedgin g [a c ti o n , shown by the dotted arrow s lo ck s the inner race from turning.

When t o r q u e is applied to the inner race in a clockwise di r e c t i o n as indicated by the solid a r r o w s , the Is p r a g s will fall free . When t he spra gs fall free as indicated by the solid sprags , the inner race is allowed to rotate fre e l y i n a clockwi se direction.

-68-

2~~~~~~~~~~_~~~~~~9~~_~~~~s~~~~ The T o r q u e Converter is a device which multiplies e l g i n e torqu e wh e n require d and provides a direct drive when multiplication is not r e q u i r e d .

The conve r t e r assembly consists of the following thr Je m emb er s : (a ) A driving member, called the converter pump. (b ) A d r i v e n member, called the turbine. (c ) A s t a t o r , located between the pump and turbine.

The thr e e c o m p o n e n t s are enclosed in an oil filled compartm e nt ma d e up of the pump cover and engine flywheel.

The c o n v e r t e r pump is mechanically connected to the engine. When the engine is running, oil w i t h i n the converter cavity is mainta i n e d under pressure by the front oil pump . Oil is then picked up at the inner sect ion of the converter pump and directe d to i t s outer edges where it is thrown again s t the curved blades of the turbine. Thi s action causes the turbine to rotate d rivin g the transmis s ion input shaft.

As the oil leave s the turbine it is traveling in a d i rection opposite to pump rotation.

The bla d e s o f the stator (curved in the opposite d ire ct i o n to those in the turbine) change the di r e c t i o n of oil flow so that the oil strike s the back side of the converter pump b l a d e s helping to drive the pump.

Therefo r e , the total torque transm.itted to the drive line is the combination of engine t o r q u e plus the additional torque suppli e d by the redirected oil striking the back side of the converter pump blades.

The stato r i s m.ounted on a sprag clutch, which holds the stator from. moving in a revers e dir e c t i o n when the unit is acting to mult i ply t o r q u e . As the turbine speed approac h e s p ump speed there is progressively less t o r q u e m.ultiplication.

The sta t o r w h i c h in the beginning was standing still, is picked up by the rapidly rotating oil and accel e r a t e s until the pump, turbine and sta t o r ar e turning at alm.ost the same speed. Whe n the stator rotates, inte rfe r erice in the oil flow be t w e e n the turbine and pump is m.inim.ized. When all three m.einbers are turni n g togethe r the r e is no torque m.ultiplication in the con~erter and it is acting as a fluid c o u p lin g .

-69-

BASIC RULES OF A SIMPLE PLANETARY GEAR TRA IN

1.

When the internal gear is h e l d s t a t i o n a r y and power is applied to the cente r gear, the carrier will rotate in th e sam e direction as the center gear but at a r e d u c e d speed.

2.

When the center gear is held stat i o n a r y and power is applied to the intern a l gear, the carrier will rotate in t he same direction as the internal gear but at a reduced speed.

3.

When the band is applied, th e gea r train is in reduction.

1.

When any two members of a plan e t a r y gear train are locked together, t h e gea r train will function as coupling for d irect drive.

2.

When the clutch is applied, the ge a r train is in direct drive.

R EVERS E :

1.

When the planetary carrier i s held stationary and power is applied to one m e m b e r , the opposing member will rot a t e in a reverse direction.

NEU T R A L:

1.

When no member is held stat i on a r y and no two members are locked togeth e r , the gear train is in neutral and c ann o t transmit torque.

R E D U C T ION:

DIR E C T DRIVE:

-

- --

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

--j - - - -- - - - -

TRANS MISS I ON I DE NTIFICATI ON CHART Ye a r

Car . Mod el and E ng i ne Displacement

BUI CK & BUICK SPECIAL 1964-65 Al l (E x. Speco) 1 9 64-6 5 Spe c ial & LaSabr e _______()...;E::£x::..l.a.....:L~e:::;.S:=_:::: a.::::.: b~;,.,;e ~S ~ t.::: a~._ · . ;.W;,a::.;; .: g..:..::..,;)~ 196 1 -63 Spec i a l 1948 -63 Al l (Exo 61-63 Spec .. ) 1958-59

Al l

CADILLAC 1965 1964

. Al l Al l (Ex. Series 62, 75 Commer c ial Chassis) Serie s 62, - 75 -Commercial 1964 Chass i s 195..6:-6.3 .. Al l 1946-55 Al l

Name a n d Code No.

Tr ansmissio~

Su per Turbine 400 Su per Tu r b ine~:;..;...:...,...~ 30 0 ~~;:=.,~~..::;..;;;..;;:.:

Dual Pat h ( Spe c i a l ) Dyn a flow, Turb i ne Drive, Twin Turb ine Flightpitch, ' Tr i ple Turblne Turbo

_

H ydro~atic

Tu r bo Hydr a ma t i c Controll e d Controll e d Hydramatic Standar d &

Cou pling Coupling Dual Range

.' .

.---.....

CHEVROLET PASSENGER ( see Co r vai r ) 1963 -65 Al l Al l Pas seng er w/ 32 7 C.I ..

1962 En g ..

19 50 -62 Al l Pa s se nge r (Ex .. '62 w/ 3 2 7 C .. l o Eng" ) '1 9 5 7- 61 Al l

Po werglide (Alu minu m Cas e) Powerg l i de

( ~ l u m i nu m

Cas e)

Powerg l ide ( Ca s t I r o n Case) Turboglid e '

TRUCK 1/2 To n , 3L4 Tori~ 1/ 2 Ton Al l ( Ex .. 60-62 1/2 Ton) CHRYSLER & I MP ERIAL ' T orqu~f l i te ( Alu mi riu m Cas e) 1 962-65 Al l Torqu efl i t e (C ast Iron C""a se ) Al l 1956-6;1.

195 3 _~ ·76~~:;=--------------i~~~.:rr~~:::.:::::.:::'..::...-=..::...:::.:.::..-::::::.:::..::.:.... . Po we r f 1 i t e Al l COME T 1964-65 . -1 9 6 4 1 96 0- 6 3

Al l (E x o " 6 4 w/PCY Se r i e s Tran s .. ) Al l w/PCY Ser ie s Trans" Al l

'C~4 C~4

( Alu minum Ford 3-Spe e d) ( Al u mi num Fo rd 3-S pe e d) Mercomatic ( Fo r d 2-Spe"ed) _.

Mer ~om at ic {P or a 2 -S"peear

CORVA IR 1960 -65

Al l '

Corvair P6werg lid e

DESOTO 1957-61 1954 -60

Al l Al l

P owerfl i t e -

DODGE . 1 962..::.§ 5 1960-61 1960 -61 1957"':59 1954-61

Al l Al l ' 8 Cylo ' .

Al l 6 C.Yl ..

Al l Al l

Tor queflite ( Ca s t I ron Cas e)

' T o rq~ e f l i t e ' ( A l u m i nu m

Cas e) Torqu efI i t e ( Ca s t Iron LaseT ...T orquef lit eo (Al uffil nu m Cas e) Tor qu e f ll te '. ( Cast Iron C as~­ Powerfll t e .

-

_H. -

EDSEL 1 95 9-60 1 95 8-60

~-

Al l w/ PBP , PBR, PBS Ser ie s Tr ans" Al l ( Ex ~ 59-60PDPP BR, PBS Ser ie s Tr ans,,)

(Fordomatic 2-Sp e e d ) Fordomatic 3-S pe e d

F 85 1 964-65

Al l

1 961-63

Al l

J et away - Turbine Dr i v e 2...,S pe ed Roto Hydramatic ( Models 5-240)

FALCON 1 965 1 960 -6 4

Al l Al l

C-4 ( Aluminum 3-Spe e d ) Fordomatic 2-'Spe e d

FORD PA SSENGER (Se ~ F alcon"Thund erbird) 1 9 65 Al l (Ex " Cus tom & Gal a xi e w/ PCT , PCD, PCE- Tr a n s . ) Al l Cu s t o m & Ga lax ie wi .... PCT , PCD , PCE .Tr -a n s " 1 9 64 Al l Fair lane w/ 289 Eng,,; Cu s tom & Gal a x i e wi PCV-D, PCW-V Tr ans F a i r lane (E x" w/2 8 9 Eng ,, } ; Cu s tom & Ga lax ie wi PCH-C Tr ans" .

Al l Cus to m & Ga lax ie ( ~ ~. w/PC H-C , PCV- D, PCW- V 'Pr a n s , ) 1 9 63 'Al l Fair lan e ; Custom ' & Ga lax i e w/ PCH, PCP Tr ans"

,"

. C-4 ( Aluminum 3-S pe e d ) Cruis eomatic ( For d 3-Spe ed) C-4 (Aluminum 3-Sp e e d ) For d omatic (F ord 2-Spe ed) Cruis e omatic (F or d

3~Sp e ed)

Fordomatic (F ord 2-Sp e ed) Cruis eom atic ( F or d 3-Spee d)

1 9 62

1 96 0 - 61

1 95 9 1 951-5 8

Al l F ai r lane ; Cus tom & Gal axi e 6 & 8 Cyl. wi PCJ , PCK Tr ans" Cu s t om & Galaxie (E x" 6 & 8 Cyl " w/ PCJ, PCK Tran s ,, ) , .

Al l 6 Cy l " w/P BP-B-C, PCH-A Tr a ns. & 8 Cyl. w/PBR , PCJ ? PBS Tr anso Al l 6 Cyl o w/ PAY- R , PAY-M; 8 Cy l o w/ PAZ, PBL , PBM , PBR ? pas , PCJ, P CK Tr ans.

Al l w/ RBP , PBR , PBS Trans" Al l ( Ex s w/P BP, .,PBR , PBS Tran s o) Al l

FORD TRUCK 1 965 EI OO, FIOO, F 2506 Cyl" w/P CS ? p cw ~ . PCZ Tr a n.so F l OO, F250, 8 Cylo wi PDB- C Tr ans" F35 0 , P 35 0 , P5 00 6 Cyl" wi PDB:'.-A Tr ans.

1 9 64EIO O ~ 6 Cyl " FIOO , F 250,F350,P350, P500 w/PAU, PBC,P BW ,P BY Tran s o

Fordomatic (For d 2-Spe ed ) Cruis eom atic (F or d 3-Spe ed) For d omatic (F or d 2-Spe ed ) Fordb matic - Cru i s e oma t i c (Ford 3-Speed) , - F or d oma t i c (Ford 2-Speed) For domatic (F o r d 3- Spe e d )

C- 4 ( Alu minum 3 - Spe e d ) Cruis e omatic (F or d 3 -Speed) Cruis e omatic (F or d 3-Speed) 3-S p e e d )

C~4( Aluminum

Cruiseomatic (F or d 3-Spe ed) (/ --

"

TRANS MISSION

' I D E N T ~ F I CA T I O N

Car :Model and Engine Displacement

Year

BUI CK & BUI CK SPECIAL 19 64 -65 Al l (Ex. Spec.)

1964-65 Spe c i a l & LaSabre . Lf:.-x . Le Sab.re StaG Wa g . ) . 196 1 -6 3 Spe c i a l " ' 1948:-63 Al l (E x .. . 61-63 Spec.)

19 58 -5 9 CAD ILLAC .

1965 ·· 1964 · 1964

Al l Al l Al l (Ex. Serias 62, 75 Commer c i a l Ch~ssis) Ser ie s 62, 75 Commercial Ch a s s i s

12.56 :&L.-.8.:?1 "?1 19 46~55

.--,.-

Al l

CHEVROLET PASSENGER ( see Corvair) 1 96 3-6 5 Al l Al l P asseng er :w/327 C~Jo 1962 Eng .

1950-62 -Al l Pas s e ng e r ( Ex . '62w/327 CoT.. Eng .. ) 1957-6 1 Al l

-

,--

CHEVROLET TRUCK 1 963 -65 1 /2 Ton, 3L1.-Ton 1 960-62 1 /2 Ton 195 1 -62 Al l (E x. 60-62 1/2 Ton) CH RY SLER & 1962-65 1956-61 1953-56 COMET 1964 -65 1964 1960-63

~-

CHART

Transmission Name and Code No .

Super Turbine 400 Su p er Turbi n e 300 Dual Path TSpeci a r } Dynafl ow, Tu r b i ne Drive, Twin Turbine Flightpitch, Trip l e TurE~ne Turbo Hydroma t i c Turb o .Hy d r a ma t i c Controll e d Cou p li n g Contr oll e d Cou pling ..,.-_...;;;::.:;.:::::..:;;.;:;.;:;:..;..::-:::..~:.=:...:::.::;;:.~ Hydr a matic 'Standar d & Dua l Rang e

_

Po we r glide ( Al u mi nu m Ca s_e_ o

)

Powe r g l i d e

( ~ l u rn i nu m

_

CQs e)

Powe r g l ide (C a s t Iron Ca se) Turboglid e ~owe rg l ide ~ ( Alu m i nu m Ca s e) Po wer q l ide { C a s t I r o n ~a~s~e~T~ · Hy dramat i c - ,

I MPERIA L Al l Al l Al l

· Powerfli t e

Al l (Ex. '64 w/ PCY ' Ser ie s Trans.)

Al l w/PCY Ser ie s Trans.

Al l

C- 4 ( Aluminum F ord 3-Spe e d) C-4 (Alu'i ninum Ford3- Spe e d) · MercQm at i~ { F o r d 2-:<:rpeear--·Me r co ma t i c · ( F ora · 2 ~ Sp ee d)

CORVAIR 1960-65

Al l

DESOTO 1957-61 1954-60

Al l Al l

DODGE 1 9 6 2- 6 5 1960-61 1 9 60-61 1957-59 1954-6 1

Al l Al l 8 Cyl. Al l 6 Cyl. Al l Al l

Corva ir

Pow erg~? e

- - ------

Tor qu efli t e (C a s t Iron Ca s e) ' Powe r f l i t e Tor ~eflit e ( Al u mi nu m Ca se ) Torque f lite CCa s t l r o n-~seT' Torqu efl ite TAl um~num Cas e) Torque fl~ te ~ C as t Ir on Ca se;-PowerfTl t e

--------------_--.:._'------------------ - ~ - - ---~

EDSEL 1959-60 1 958 - 60

Al l w/ PBP , PBR, PBS Ser ie s Tr a n s " Al l ( Ex " 59-60 PDPPBR, PBS Ser ie s Trans,,)

(Fordomatic 2-Spe e d ) Fordomatic 3-S pe e d

F85 1 96 4-65

Al l

1 961 -63

Al l

J etaway - Tur bine Drive 2-S peed Rot o Hydramatic ( Mo d els 5-240)

FALCON 1965 1 96 0 - 6 4

Al l Al l

C-4 ( Aluminum ·3-S pe e d ) Fordomatic 2- Spe e d

FORD PASSENGER (Se e F alcon, Thund erbird) 1965 Al l (E x " Cus tom & Gal axi e w/ PCT , PCD, PCE Tr ans~) Al l Cus tom & Galax i e wi PCT , PCD, PCE Tra n s " 1 964 A l~ Fa i r l a n e 0 /2 89 Eng .; Cu s tom & Gal ax i e wi PCV- D, PCW-V Tr a n s .

Fai r l a n e ·( Ex . ~/ 2 89 Eng.); Cu s t o m & Galax ie wi PCH-C Tr ans.

Al l Cu s to m & Ga l a x ie ( Ex ~ ~ /P C H - C , PCV- D, PCW- V Tr a n s " ) 1963 Al l ·F a i r l a n e ; Custom & Ga lax ie w/ PCH, PCP Tr a ns.

Cus tom & Ga l ax ie ( Ex. wi PCH, PCP Tr a ns . ) 196 2 Al l F a i r l a ne ; CustOill & Galax ie 6 & 8 Cyl. wi PCJ , PCK Tr ans.

Cu~to m & Ga l ax ie ( Ex" 6 & 8 Cyl o w/P CJ , PCK Tr a n s . ) 1960 -6 1 Al l 6 Cy l o w/PBP -B - C , PCH- A Tran s . & 8 Cyl. w/ PBR , PCJ, PBS Tr ans.

Al l 6 Cy l " w/ PAY- R , PAY- M; 8 Cy l o w/P AZ, PBL , PBM, PBR , PBS , PCJ, PCK Transo 1959 Al l w/ PBP , PBR , PBS Trans o Al l ( Ex. w/PBP , PBR , PBS Tran s 0) · .

1951 -58 Al l F ORD TRUCK 1965 EI OO, F 100 , F 2 50 6 Cy l . w/ PCS , PCW , PCZ Trans" F I OO, F250, 8 Cylo wi PDB- C Tran s " F35 0 , P35 0 , P5 00 6 Cylo wi PD&';"'A Trans 1964 E1 00 6 Cy l o F 1 00 , F 250, F 3 50 , P 3 50 , P500 w/PAU, PBC , PBW , PBY Tr an s o ----- --_. -- - - - 0

C-4 ( Aluminum

3~ S p e e d )

Cruis eomatic ( F or d 3 -Speed) C- 4 ( Aluminum 3- S pe e d ) For domatic (F or d 2-Speed ) C ru ~s eom atic ( F or d 3- Spe e d) Ford o mitic(~ or d 2-Sp e e d)

Cruis e omatic

( ~or d 3 - S p e e d )

Fordomatic (F or d 2-S pe e d) Cruiseomatic ( F or d 3 - Spe e d) F or doma t i c (F ord 2-Speed ) F ord o matic - Crui s e o ma t i c · (For d 3 ,;..Spe ed) Fordomatic (F ord 2-spe e cD Fordomatit (F o r d 3- Spe e d) Fordomatic ( F or d 3-Spe e d)

C-4 ( Alu minum 3 - Sp e e d ) Cruis eom atic ( F or d 3-Spee d ) Cruis eomatic(F or d 3-Speed ) C-4 ( Alumin~m3-S p e e d ) Cruiseomatic ( F or d . 3-Speed )

~UT O MA TI C

.r>

LI NCOLN TECHIU CAL U JST I TUTE TRANSMI SSION CLUTCH AND BA Nb .l>.DPI.TC':A'I'T-ON CHART

"A " JETAlrJAY LO .

S.

NoC .

Bo

1st

So

NoC .

So

" D" DYNAFLOW "E" FORD-O-MATI C " F " p m 'IERGLI DE " CAST I RON" LOo F .C . -R oB o "K" FORDOMATIC 2 SPEED POvvER1:'LITE " N" 2 n d F .Co -FoB ..

2nd

COUP

NoCo

So

LO.

Fo Bo

3rd

3r d

So

NoC .

RoCo

HIGH

FoC.

Rev. R oC o- RoB o

4 th

COUP

NoC o

R.Co

REVo

R oB o

Rev.

S.

F .C o-R oC .

RoCONE

"B" TORBOGLI DE

"P" TURBI NE " 4 0 0 "

LOo

1 s t Turb i n e Phas e NoC .

FoC.

LOo

f" oC o

loCo

R oB o

2 nd

2nd Turb i ne P h ase NoC o

FoCo

1st

F oC o

lo Co

S

3 rd

3rd Tu r b i n e P h as e NoC o

FoCo

2 nd

F.C o

lo Co

F oB o

GR .

1 st Turb ine P has e Gr ade Retar d C

. 3r d

F oC o

I.Co

D. C .

Re-r o

1 s t Tu r b i n €

Rev o DoC o

R. B o

F h B. s~

NoC o

RoCo /

" C" TORQUEFLI TE tt ~ f1

~

HY0 RA- l'fU\ TI C

CRUI SE-O - MATI C

LOo

FoC o

R oB o

'::' s t

F oC o

So

2n d

F' C o

F oBo

3rd

F.C o

R oC o

Rev .

RoC o

Ro B .

0

PGI1 DUl'.L RANGE ...HYD ..RA- l'fJATI C

-_ __

LO o

COUP

1st

COUP

3rd

COUP F oC o

Re v ,

COUP

" H" TORQU EFLITE " 8" " ,-T " TORQUEFLI TE 11 6 " " @t il C- 4 DUAL RA NGE

·I-"~ B o

R oB o

2nd

FoC o

R oB o

LO.

R oC .

HoB o

3 rd

F . B.

R oC o

1st

R oC .

S.

4th

Fo C.

R oC o

2 nd

F . C.

F .B.

Fev .

F .B o

R . CONE

3rd

RoCo

F. C o

Re v o

F oC .

R oB o

LOo - 1st g ear wi t h mBilll a l l 1 st - 1 s t g ear wi t h ma n u al l Coup - F l u i d Coupli ng C S - Sprag F B - Band R

Denver , Co l o r a d o

)

OVERRUN B .

So

S.

2 nd (Drive r i g ht) . F oC o 2nd (DriyE(' le f t) F oCo

1 st

No B o

r--

THREE SP EED

OVERRU N B o

So

Rev . Co n e "I" TE IVIPE ST " L" CORV!\I R "F " PO\"ERGLI DE ' A' " 0" TURBI NE "3 00" La .

F oB

HIGH

F oC o

REVo

R. Co

0

e v e r i n LO ra nge ever in DR . r ang e - CL u t.c h N- - Ne u t r al F r o nt 0 Dir e c t - Re a r I - I n t e r me d i a t e

9 -·22-6 6

T o Gra ce