Documentos de Académico
Documentos de Profesional
Documentos de Cultura
(vehicle stream)
1
Adigrat university school of mechanical engineering department of mechanical engineering
(vehicle stream)
Torque converter
The torque converter is mounted on the input side of the transmission gear train and is bolted to
the rear end of the engine crankshaft via the drive plate. The torque converter is filled with
automatic transmission fluid, and either multiplies the torque generated by the engine and
transmits the increased torque to the trans-mission, or it functions as a fluid coupling which
transmits the engine torque to the transmission.
In automatic transmission vehicles, the torque converter also serves as the engine flywheel. Since
a heavy flywheel like that in the manual transmission vehicle is unnecessary, an automatic
transmission vehicle uses a drive plate whose outer circumference forms the ring gear required
for engine starting by the starting motor.
As the drive plate revolves at high speeds with the torque converter, its weight is distributed with
good balance to prevent vibration during high-speed revolution.
2
Adigrat university school of mechanical engineering department of mechanical engineering
(vehicle stream)
housing the impeller, stator, and turbine. The housing is filled with transmission fluid.
Inside a Torque Converter
As shown in the figure below, there are three components inside the very strong housing of the
torque converter:
Pump impeller
Turbine runner
Stator
3
Adigrat university school of mechanical engineering department of mechanical engineering
(vehicle stream)
Fig. Stator
Torque converter stator one-way clutch
A one-way clutch (inside the stator) connects the stator to a fixed shaft in the transmission. The
4
Adigrat university school of mechanical engineering department of mechanical engineering
(vehicle stream)
one-way clutch locks the stator when the impeller is turning faster than the turbine. This causes
the stator to route oil flow over the impeller vanes properly. Then, when turbine speed almost
equals impeller speed, the stator can freewheel on its shaft so not to obstruct flow.
which piece plays which role determines the gear ratio for the gear set.
By holding or releasing the components of a planetary gear set, it is possible to do the
following:
Reduce output speed and increase torque (gear reduction).
Increase output speed while reducing torque (overdrive).
Reverse output direction (reverse gear).
Serve as a solid unit to transfer power (one to one ratio).
Freewheel to stop power flow (park or neutral).
1. Neutral
As we mentioned above, the parts of the planetary gear set can serve as input, output, or reaction
members to provide different gear functions. To interrupt the power flow and create a neutral
condition in a planetary gear set, the reaction member is released and allowed to rotate freely.
The input is turning but without the reaction member to rotate against power will not transfer to
the output member. The only action that will occur is the rotation of the reaction member.
2. Gear Reduction
Any combination of planetary gear members that uses the planet carrier as the output will cause a
gear reduction. Two combinations of members are possible, but only one is used because it
provides a desirable gear ratio. With the ring gear as the input member and the planet carrier as
the output member, the sun gear is held to become the reaction member.
As the input ring gear rotates, it causes the planet gears to rotate on their shafts and walk around
the stationary sun gear. This forces the planet carrier to rotate in the same direction as the input
ring gear, but at a slower speed, causing gear reduction.
6
Adigrat university school of mechanical engineering department of mechanical engineering
(vehicle stream)
Fig. With the ring gear as input and the sun gear as the stationary reaction member, the planet
carrier is driven at a reduced rate, causing a gear reduction.
3. Direct Drive
Direct drive is easy to achieve. Whenever any two members of a planetary gear set are driven at
the same speed or are connected to the same input shaft, the third member will rotate at the same
speed.
RING GEAR = INPUT
PLANET CARRIER = OUTPUT
SUN GEAR = INPUT
4. Reverse
There are two combinations of gears that provide reverse, one giving overdrive (speed increase)
and the other giving gear reduction. To obtain reverse, the planet carrier must be the reaction
member and be held stationary. For reduction mode, the sun gear is the input member, with the
ring gear being the output member. As the input sun gear is turned in a clockwise direction, the
planet gears are driven in a 'counterclockwise direction because the planet carrier is being held
stationary.
PLANET CARRIER = FIXED
RING GEAR = OUTPUT
SUN GEAR = INPUT
Fig.To achieve reverse, the sun gear is input, the ring gear is output, and the planet carrier is
held stationary as the reaction member.
7
Adigrat university school of mechanical engineering department of mechanical engineering
(vehicle stream)
5. Overdrive
A gear train is said to be in overdrive when the output shaft is turning faster, or at a higher rpm
level, than the input shaft. The planetary gear set can provide two overdrive ratios. The most
widely used ratio is achieved by using the planet carrier as the input member, the ring gear as the
output, with the sun gear held as the reaction member.
Fig.The most widely used overdrive ratio is achieved by having the planet carrier as input, the
ring gear as output, and the sun gear held as the reaction member.
Automatic transmission clutches and bands are friction devices that drive or lock planetary gear
set members. They are used to cause the gear set to transfer power
The multiple-disc clutch is used to transmit torque by locking elements of the planetary gear sets
to rotating members within the transmission.
Each clutch is actuated by pressurized hydraulic fluid that enters a piston inside the clutch.
The pressure for the clutches is fed through passageways in the shafts. The hydraulic system
controls, which clutch and bands are energized at any given moment.
8
Adigrat university school of mechanical engineering department of mechanical engineering
(vehicle stream)
Discs and plates - The active components of the multiple-disc clutch are the discs and the plates.
The discs are made of steel and are faced with a friction material. They have teeth cut into their
inner circumference to key them positively to the clutch hub. The plates are made of steel with
no lining. They have teeth cut into their outer circumference to key them positively with the
inside of a clutch drum. By alternately stacking the discs and plates, they are locked together or
released by simply squeezing them.
Clutch drum and hub.- The clutch drum holds the stack of discs and plates. The clutch hub fits
inside the clutch discs and plates.
Pressure plate.- The pressure plates are thick clutch plates that are placed on either end of the
stack. Their purpose is to distribute the application pressure equally on the surfaces of the clutch
discs and plates.
Clutch piston.- The clutch piston uses hydraulic pressure to apply the clutch. Hydraulic pressure
is supplied to the clutch piston through the center of the rotating member.
Clutch piston seals.- The clutch piston seals serve to prevent the leakage of hydraulic pressure
around the inner and outer circumferences of the clutch piston.
Clutch springs.- The clutch springs ensure rapid release of the clutch when hydraulic pressure to
the clutch piston is released. The clutch springs may be in the form of several coil springs
equally spaced around the piston or one large coil spring that fits in the center of the clutch drum.
Some models use a diaphragm-type clutch spring.
9
Adigrat university school of mechanical engineering department of mechanical engineering
(vehicle stream)
10
Adigrat university school of mechanical engineering department of mechanical engineering
(vehicle stream)
anchor.
Servo. - The servo uses hydraulic pressure to squeeze the band around the drum. The servo
piston is acted on by hydraulic pressure from the valve body that is fed through an internal
passage through the case. The servo piston has a seal around it to prevent leakage of hydraulic
pressure and is spring loaded to allow quick release of the band. Some servos use hydraulic
pressure on both sides of their pistons so that they use hydraulic pressure for both the release and
the application of the band.
The counter drive gear is splined to the intermediate shaft and meshes with the counter-driven
gear. The front and rear sun gears rotate together as one unit. The front planetary carrier and the
rear planetary ring gear are each splined to the intermediate shaft.
1. “D” range 1st gear
The forward clutch (C 1) operates in 1st gear. The rotation of the input shaft is therefore
transmitted to the front planetary ring gear, causing the front planetary pinion gears to walk
around clockwise around the front sun gear while rotating clockwise. This causes the front and
rear sun gears to turn counterclockwise, so they attempt to turn the rear planetary pinion gears
clockwise and cause them to revolve counterclockwise around the rear sun gear. However, the
rear planetary carrier (the axis of the rear planetary pinion gears) is prevented from revolving
counterclockwise by the No.2 one-way clutch (F 2), so the rear planetary pinion gears turn
clockwise, causing the rear planetary ring gear to turn clockwise.
11
Adigrat university school of mechanical engineering department of mechanical engineering
(vehicle stream)
12
Adigrat university school of mechanical engineering department of mechanical engineering
(vehicle stream)
13
Adigrat university school of mechanical engineering department of mechanical engineering
(vehicle stream)
14
Adigrat university school of mechanical engineering department of mechanical engineering
(vehicle stream)
15
Adigrat university school of mechanical engineering department of mechanical engineering
(vehicle stream)
Pump Types
There are three major types of oil pumps used in automatic transmission. These are:
– Gear
– Rotor
– Vane
Gear and rotor pumps are positive displacement pump designs. Positive or constant
displacement pumps deliver the same amount of fluid for each revolution of the pump. Even
though transmission operation may not require all of the fluid flow a positive displacement pump
produces, the pump still delivers the same amount of fluid per revolution. Therefore, all positive
displacement pumps require some form of pressure regulation.
The vane pumps used in automatic transmissions are a variable displacement pump designs that
can adjust the amount of fluid delivered per revolution.
Gear pump
A Gear pump consists of two gears installed in a pump body. The inner drive gear is powered by
the torque converter and turns at engine speed. As the gears rotate, they create a low pressure
area at the point where they separate. This is called the suction side of the pump. As the pump
16
Adigrat university school of mechanical engineering department of mechanical engineering
(vehicle stream)
gears continue to rotate, they carry the fluid along in the spaces between the gear teeth, past the
crescent toward the pump out let.
Rotor pump
A Rotor pump operates on the same principle as a gear pump, but it uses inner and outer rotors
rather than inner and outer gears. The inner rotor is driven at engine speed by the torque
converter hub, and it drives the outer rotor in turn. In a rotor pump, the unique meshing action of
the lobes eliminates the need for a crescent to separate the rotors.
Vane pump
Automatic transmissions use a refined version of the vane pump to make it variable
displacement. The pump consists of a rotor, vanes, vane ring, slide, priming spring, and pump
body. Rather than sealing against the pump body directly, the vanes seal against the inside of a
slide. The rotor is located within the slide, and the slide mounts inside the pump body.
17
Adigrat university school of mechanical engineering department of mechanical engineering
(vehicle stream)
18
Adigrat university school of mechanical engineering department of mechanical engineering
(vehicle stream)
Fig. Pressure regulator valve forms variable restriction to control mainline pressure
Fig. Open exhaust port-valve shifts position when system reaches maximum pressure
19
Adigrat university school of mechanical engineering department of mechanical engineering
(vehicle stream)
20
Adigrat university school of mechanical engineering department of mechanical engineering
(vehicle stream)
Governor pressure and throttle pressure work together to control transmission shifting.
Hydraulically shifted transmissions develop governor pressure using a governor valve housed in
a centrifugally operated mechanical governor assembly driven by the transmission output shaft.
21