HOW AUTOMATIC GEARBOXES WORK IN BASICS.

TORQUE CONVERTOR.
Cut-away view of a torque converter showing the impeller, turbine and reactor.

Most modern automatic gearboxes have a set of gears called a planetary or epicyclic
gear train.

A planetary gear set consists of a central gear called the sun gear, an outer ring
with internal gear teeth (also known as the annulus, or ring gear), and two or
three gears known as planet gears that rotate between the sun and ring gears.

The drive train is coupled to a mechanism known as a torque converter, which acts
as a fluid drive between the engine andtransmission.

If the sun gear is locked and the planets driven by the planet carrier, the output
is taken from the ring gear, achieving a speed increase.

If the ring gear is locked and the sun gear is driven, the planet gears transmit
drive through the planet carrier and speed is reduced.

With power input going to the sun gear and with the planet carrier locked, the ring
gear is driven, but transmits drive in reverse.

To achieve direct drive without change of speed or direction of rotation, the sun
is locked to the ring gear and the whole unit turns as one.

HOW A TORQUE CONVERTOR WORKS.

At high revs the reactor starts to turn. When turbine, impeller and reactor are
running at the same speed, oil is not deflected.

At low revs the reactor is stationary and deflects the oil back to the impeller.
This increases the torque applied to the turbine.

A torque converter is a fluid coupling that acts like a clutch, except that drive
is by hydraulic pressure.

The converter has three main components - the impeller, bolted to the flywheel; the
turbine, connected to the gearbox input shaft; and the central reactor between the
two, which has a one-way clutch called a freewheel.

As the engine speed is increased, the centrifugal force acting on the hydraulic
fluid via the impeller vanes transmits the torque, or turning effort, to the
turbine.

The central reactor converts this turning effort by redirecting the flow of fluid
back to the impeller to give higher torque at low speeds.

Once the engine speeds up and develops more power, the need for this torque
amplification decreases and the reactor freewheels. The torque converter then acts
as a fluid flywheel, connecting engine to gearbox.

The main components of a torque converter are shown in the diagram - the impeller,
reactor (or stator) and turbine.

The smaller diagrams show the direction taken by the hydraulic fluid under
centrifugal forces.

The same effect can also be achieved by locking the planet gears to the planet
carrier.

Most automatic gearboxes have three forward speeds, and use two sets of epicyclic
gears.

The locking sequences of the epicyclic gear train are achieved by hydraulic
pressure operating brake bands or multi-plate clutches.

The bands are tightened round the ring gear to prevent it turning, and the clutches
are used to lock the sun gear and planets.

The correct sequence of pressure build-up and release is controlled by a complex

arrangement of hydraulic valves in conjunction with sensors that respond to engine
load, road speed and throttle opening.

A mechanism linked to the throttle - known as a kickdown - is used to effect a

change-down for rapid acceleration. When you press down the accelerator suddenly to
its full extent, a lower gear is selected almost instantly.

Most automatic gearboxes have an override system so that the driver can hold a low
gear as required.

EPICYCLIC GEARING MADE SIMPLE.

With central sun gear locked, planets turn round it; carrier and outer ring turn
same way.

If sun gear is locked to outer ring gear, planets cannot turn, so carrier turns
whole unit.

With planet carrier locked, sun gear turns planets to drive ring gear opposite way.

DRIVE ONE (FIRST GEAR)

The forward-drive clutch is engaged and the engine turns the first ring gear.

This causes the planet gears to drive the common sun gear in the opposite
direction.

The second planet carrier is held by a brake band, so the planets drive the second
ring gear and output shaft thus producing two reductions in the speed of the
engine.

DRIVE TWO (SECOND GEAR)

Drive two provides an intermediate ratio. The forward-drive clutch is engaged so

the engine drives the first ring gear.

The sun gear is braked and the planet gears revolve around it. This causes the
carrier to be driven in the same direction.

The carrier shaft is the output shaft, so one reduction is used. The second planet
gears and their carrier freewheel.

DRIVE (TOP GEAR)

The forward-drive clutch is engaged and the engine drives the first ring gear.

The reverse clutch is also engaged, which locks the ring gear to the sun gear and
both turn at the same speed.
The planet gears cannot turn, so the carrier also turns at engine speed. Output is
taken from the carrier shaft, which turns at engine speed (direct drive).

REVERSE.
Reverse gear is usually marked 'R' on the selector. The forward-drive clutch is
disengaged and the first ring gear freewheels.

The reverse clutch is engaged and the engine drives the sun gear.

The second planet carrier is braked and the sun gear causes the planet gears to
drive the second ring gear in the opposite direction to give reverse drive.

#Klain_Auto_Solutions.