3 Topic: Gear and Shaft

3.1 Planetary Gear Sets

Planetary gear sets are able to provide the following conditions:
• Neutral
• One or more gear reductions
• Direct-drive ratio (1 :1)
• Reverse
• Overdrive

The exact ratio for reduction and overdrive are achieved by varying the number of teeth on
the sun and ring gears.

3.1.1 Simple Planetary Gear Set

A simple planetary gear set consists of three primary components.

• Sun gear
• Planet carrier (including planet pinion gears)
• Ring (annulus) gear

The sun gear gets its name from its position at the centre of the gear set. The planet carrier
holds the pinion gears, also known as planet gears, which revolve around the sun gear. The
planet carrier assembly is commonly referred to simply as "the carrier." The outermost
member of the gear set is the ring gear, an internal gear with teeth on the inside. The ring
gear is sometimes called an annulus or internal gear. The pinion gears are in constant mesh
with both the sun gear and the ring gear (Figure 3-1).

Figure 3-1: A typical planetary gear set showing the terms that used to describe each member.

The pinion gears are free to rotate on pins that are pad of the carrier, and the entire assembly
rotates to direct torque flow. Most transmission gear sets use three, four, or even five planet
pinions. The pinions are fully meshed with both the sun gear and internal ring gear at all times.

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 The planetary gears never disengage to change gear ratios, but torque is redirected. Both
input and output torque flow through a planetary gear set occurs along a single axis.

3.1.2 Planetary Gear Set Torque Flow

ln a planetary gear set, the following operations are executed in order to achieve the various
gear ratios and reverse.

• One of the members is being driven (input).

• One of the members is being held (reaction member).
• One of the members is the output.

Therefore, driving one element will cause all of the other gears to rotate as well. This allows
the gear set to provide different gear ratios, depending upon how torque is transmitted through
the assembly (Figure 3-2). Each member of a planetary gear set can play any one of these
three roles (drive, held, or driven) to transmit torque. The various combinations of drive, held,
and driven members result in the number of gear ratios available and change the direction of
rotation as well for reverse.

The held member can also be allowed to move in one direction or another as it is being held
and does not necessarily need to be to zero RPM to create a variable gear ratio. This is done
in hybrid electric vehicle transmission.

Figure 3-2: A typical planetary gear set showing the planet carrier which supports all of the pinion gears (also
called planet pinion gears).

Torque flows through a planetary gear set in several steps to get from the drive action of the
first member to the driven action of the last member.
• The terms "drive" and "driven" describe how any two gears work together.
• When three or more gears are involved, the second gear is a driven gear in relation to
the first, but it becomes a drive gear in relation to the third gear (Table 3-1 and Figure
3-3).

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 Table 3-1: Planetary gear set fundamental

Neutral,
Reduction,
Forword
Overdrive or Direct Planetary Gear Action
or
Drive
Reverse
When there is no driving member or reaction member,
Neutral
neutral results.
When there are two driving members, direct drive
Forward Direct drive, 1:1
occurs.
When the carrier is the output, a forward reduction
Forward Reduction
occurs.
Forward Overdrive When the carrier is the input, an overdrive occurs.
When the carrier is the reaction member, a reverse
Reverse Reduction or OD
occurs.
F or R OD When the sun gear is the output, an overdrive occurs,
F or R Reduction When the sun gear is the input, a reduction occurs.
When one external gear drives another, reverse
Reverse Reduction or OD
rotation occurs.
When an external gear drives an internal gear or
Forward Any
vice versa, same direction rotation occurs.

Figure 3-3: A typical planetary gear set showing the components and the action/reaction that occurs.

3.1.3 Compound Gear Sets

There are several different designs of planetary gear sets. The most popular compound
planetary design is the Simpson gear set. This gear set was named for its inventor, Howard
Woodwot4h Simpson (1892-1963), who was an American automotive engineer.

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 • Simpson gear set (Figure 3-4). Combines one sun gear with two carriers with planet
gears and two ring gears. A simple planetary gear set and a Simpson gear set can be
combined to provide four- and five-speed transmissions.
• Ravigneaux gear set (Figure 3-5). Combines one carrier that has two sets of planet
gears with two sun gears, and one ring gear.
• LePelletier gear set (Figure 3-6). A Ravigneaux gear set and a simple planetary gear
set can be combined to get six, seven, and eight speeds and is known as the
LePelletier gear set (pronounced "la-plet-e-ay").

Figure 3-4: A Simpson planet gear set is composed of two rings and two planet carrier assemblies
that share one sun gear.

Figure 3-5: A Ravigneaux gear set is comprised of two sun gears, one planet carrier that supports two sets of
pinion gears and a single ring gear.

Figure 3-6: A Lepelletier gear set is consist of a Simpson front-planet set and a Ravigneaux rear planet
set. It can provide six forward speeds while using only five clutch packs.

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3.1.4 Calculating Gear Ratios

A simple planetary gear set can produce seven different gear ratios, plus neutral (Table 3-2
and Figure 3-7). The gear ratio is changed by changing the input (driving) and the reaction
(held) members. The various conditions that can be achieved are as follows:

A If the ring gear is held and the sun gear is driven, the planet gears are forced to
rotate as they move around inside the ring gear. The result is an increase in torque
and a decrease in speed. The formula for calculating the gear ratio is (sun + ring) +
sun.
B If the ring gear is held and the carrier is driven, the planet gears are forced to rotate
as they move around inside the ring gear. This is the reciprocal, or inverse
(opposite), of A. The opposite of a reduction ratio is an overdrive ratio. The formula
for calculating the gear ratio is sun + (sun + ring).
C If the sun gear is held in reaction and the ring gear is driven, the planet gears are
forced to rotate as they move around the sun gear. The result is an increase in torque
and decrease in speed. The formula for calculating the gear ratio is (sun + ring) +
ring.
D If the sun gear is held and the carrier is driven, the planet gears are forced to rotate
as they move around the sun gear. The result is an increase in speed and a decrease
in torque. The formula for calculating the gear ratio is ring + (sun + ring). This ratio
is the reciprocal of C.
E If the carrier is held and the sun gear is driven, the planet gears will rotate and act
as idlers and the planet gears drive the ring gear in a direction opposite to the sun
gear. The result is a reverse with an increase in torque and a decrease in speed.
The formula for calculating the gear ratio is ring + sun.
F If the carrier is held and the ring gear is driven, the planet gears will rotate and act
as idlers, driving the sun gear in a direction opposite to the ring. The result is a
reverse with an increase in speed and a decrease in torque. The formula for
calculating the gear ratio is sun + ring. This ratio is the reciprocal of "E" above.

Table 3-2: If any two members are locked together. then the resulting output is 1:1 ratio in the same
direction as the input. If no member is held (locked), then there is not output (neutral)

Planet
Sun Gear Ring Gear Speed Torque Direction
Carrier
Output Maximum
Input (Drive) Held Increase Same as input
(Driven) reduction
Output Minimum Same as input
Held Input (Drive) Increase
(Driven) reduction
Output Maximum Same as input
Input (Drive) Held Reduction
(Driven) increase
Output Minimum Same as input
Held Input (Drive) Reduction
(Driven) increase
Output Reverse of
Input (Drive) Held Reduction Increase
(Driven) input
Output Reverse of
Held Input (Drive) Increase Reduction
(Driven) input

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Figure 3-7: The gear ratio through a planetary gear set depends on which part is driven, which part is held, and
which part is the output. The formula used to calcite the ratio is included with each figure. Each gear set uses a 40-
tooth sun gear and a 77-tooth ring gear.

Manufacturers usually provide clutch and band application charts (Figure 3-8 and 3-9) for their
transmissions, and these charts show which apply devices are used for each gear range. Each
apply device drives a particular gear set member or holds it in reaction. Clutch and band charts
are very helpful in understanding the power flow through a transmission. They are also very
helpful when diagnosing transmission failures.

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Figure 3-8: Model F4A2 (Mitsubishi) series automatic transaxle

Figure 3-9: Model 4L60E automatic transmission.

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3.2 Park Position
Every automatic transmission and transaxle includes a park position. A shift into park prevents
the transmission's output shaft from turning, thus holding the vehicle stationary. The parking
gear has large gear-like teeth and is mounted on the output shaft of the transmission. The
park pawl (sometimes called a lever) moves on a pivot pin in the case (Figure 3-10).

Figure 3-10: The paring pawl engages and locks the output shaft to the transmission case.
When the control rod is moved, the locking cam pushes the pawl into engagement with the
parking gear.

ln all gear positions except park, the park pawl is held away from the park gear teeth by a
spring. When the gear selector is moved to park, a circular cam on the end of the park
actuating rod pushes the pawl to mesh with the gear teeth. This holds the gear and output
shaft stationary. The actuating cam is spring loaded. If the gear teeth and pawl are not aligned,
the gear selector lever can still be shifted into the park position, but the vehicle will not be held
until the output shaft rotates slightly, then the spring moves the cam, which in turn moves the
pawl into engagement. The shift into park is a mechanical connection that should be made
with the driveshaft stopped.

3.3 Automatic Transmission and Transaxle Schematics

Transmission pads and their operations are often illustrated using pictures and cutaway
drawings. They show the bare essentials of the transmission gear train in the simplest way
possible. When viewing a typical cutaway view of a gear train, the transmission is usually split
lengthwise through the middle. This shows the relationship of the parts, but in many cases, it
is difficult to tell where one pad stops and another begins, making it difficult to trace the path
of the power flow. Many exploded views of the internal pads show the front or back of a clutch,
carrier, or gear, but it is difficult to tell what the backside connects to unless a separate view
is given. Exploded views are typically used by parts personnel to identify parts.

3.3.1 Reading Schematics

An easier way to view transmission operation is by using schematics. Automatic transmission

schematics resemble stick drawings. Schematics use symbols for the parts and a line shows
the link between the parts. Similar to electrical schematics, the major objective is to simplify
the transmission as much as possible. A schematic is most useful when tracing the power
flow. At present, there is no industrywide standard for automatic transmission symbols and
manufactures can use different formats for their transmission schematics (Figure 3-11).

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 Figure 3-11: Common symbols used in the transmission schematics to illustrate the various parts.

3.4 Simpson Gear Train Types

The Simpson gear set consists of a double sun gear that is meshed with the planet gears of
the two carriers and is a compound gear set commonly used in many three-speed
transmissions/transaxles. Most of the automatic transmissions used in domestic vehicles
during the 1960s and 1970s used this gear train. The better-known Simpson gear train
transmissions are as follows:

Aisin Warner Three-speed models

36 and 37 RH (Torqueflite A-727 and 4-904) transmissions
Chrysler Corporation
and the 31TH (4-404, A-413, A-4.15, and 4470) transaxles
Ford Motor Company Cruisomatic C3, C4, C5, and C6 and JATCO transmissions
The 3180 (THM 400), THM 200, 250, 350, 375, and 425
General Motors
transmissions and 3T40 (THM 125) and THM 325 transaxles
JATCO Three-speed models
Toyota A40, A41, A130, A131, and A132

Although transmissions using a Simpson gear train are similar, they are not identical. The
power flow through the gear set is essentially the same. They all have two input or driving
clutches and a one-way reaction clutch, but the reaction members vary.

The major difference between these transmissions is the type of reaction member. A multiple-
disc clutch can handle more torque than a band. It has a much larger friction area and multiple
case connections. A clutch is more complex than a band and requires more space. To help
understand these different arrangements, they are grouped into similar types, as follows:

Type 1 transmissions use a band for both reaction members (Figure 3-12).
Type 2 transmissions use a multiple-disc clutch for the reaction carrier and a band to
hold the sun gear.
Type 3 transmissions use a multiple-disc clutch, a one-way clutch, and an overrun band
for the sun gear reaction member and a multiple-disc clutch to hold the reaction

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 carrier. (When a one-way clutch is used for a reaction member, an overrun band
or clutch is applied to hold the reaction member during deceleration.)
Type 4 transmissions use a multiple-disc clutch, a one-way clutch, and an overrun band
for the sun gear reaction member and a band to hold the reaction carrier.

Figure 3-12: Type 1 gear set is a three-speed Simpson gear train that uses bands to
hold the sun gear and reaction carrier. Note that the reaction carrier can also be held
by a one-way clutch.

Type 3 and 4 units are nonsynchronous (asynchronous) designs. A nonsynchronous

transmission is a unit that uses a one-way clutch to allow an upshift that requires only the
application of the next driving or reaction member. All four types use a nonsynchronous 1-2
shift in drive. The 2-3 upshift timing is less critical because the disc clutch is used with a one-
way clutch and the clutch stays applied while the one-way clutch simply overruns as the upshift
occurs.

A synchronous design transmission means that during an upshift, the new driving or reaction
member must be timed or synchronized with the release of a driving or reaction member. The
band used in synchronous designs must be released at an exact time for the upshift, and it
must reapply at the exact time during a downshift (Figure 3-13).

Figure 3-13: The one-way clutch of this type 1 gear set serves as he reaction member in
first gear with the gear selector in Drive (D1). The low-reverse band is applied in manual
first (M1) to allow engine compression braking.

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The nonsynchronous arrangement is great for upshifts but is ineffective during deceleration.
Similar to the one-way clutch in first gear, the one-way clutch overruns during deceleration.

3.4.1 Neutral

Neutral is achieved by not applying the input clutches. Power enters the transmission from the
torque converter but travels only as far as the released clutches. When shifted into neutral,
some transmissions apply one of the clutches needed for first or reverse to prevent a harsh
engagement when the vehicle is shifted into gear.

3.4.2 First Gear

The Simpson gear set has two slightly different first gears-drive-1 and manual-1-the difference
being in how the reaction carrier is held. ln both gear ranges, power flows through the gear
set when the front ring gear is driven, and the reaction carrier is held. All Simpson gear sets
use a clutch to drive the front (input) ring gear. Automatic transmission types 1 and 4 use a
one-way clutch and a band and types 2 and 3 use a one-way clutch and a holding clutch to
hold the reaction carrier. ln drive-1, the one-way clutch is used, and it provides self-application
and release. ln manual-1, a band or holding clutch is applied to provide engine compression
braking during deceleration (Figure 3-14).

Figure 3-14: (a) In drive low (D1), the front ring gear is driven while the rear carrier is
held by the one-way clutch. A reverse reduction occurs in both (b) the front unit and
(c) the rear unit.

When manual-1 (low) is selected, the one-way clutch is assisted by either a band (types 1 and
4) or a multiple-disc clutch (types 2 and 3). The band is called the tow and reverse or low
reverse band. The multiple-disc clutch is called a low-reverse clutch. The power flow is

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exactly the same as in drive-1 except that power can be transmitted from the drive shaft to the
engine during deceleration. This provides engine (compression) braking as the vehicle slows.
Engine braking is easily noticed by comparing the deceleration of a vehicle in drive-1 and
manual-1. For simplicity, this holding member will be called either a low-reverse band or a low-
reverse clutch.

ln drive-1 (low), the following occur:

1) The forward clutch is applied to drive the input ring gear in a clockwise direction.
2) The output/front carrier will not rotate because it is connected to the driveshaft.
3) The front planet gears are driven clockwise.
4) The sun gear is driven in the reverse direction (counterclockwise) at a reduced speed.
5) The reaction carrier is held from turning counterclockwise by the one-way clutch (or
the low-reverse band or clutch in manual-1).
6) The rear planet gears are driven clockwise.
7) The rear ring gear is driven clockwise at a reduced speed.
8) The output shaft and driveshaft are driven clockwise at a reduced speed.

The gear set is producing two reverse reduction ratios, and the result is a forward (clockwise)
rotation of the driveshaft. The overall ratio will be about 2.45:1 to 2.74:1 depending on the size
of the gears used in a specific transmission.

3.4.3 Second Gear

The sun gear must be held stationary in second gear. This is done by a band in type 1 and 2
transmissions or a multiple-disc clutch plus a one-way clutch in type 3 and 4 transmissions.
Type 3 and 4 transmissions use an intermediate clutch and an intermediate one-way clutch.
When the intermediate clutch is applied, it holds the outer race of the intermediate roller clutch
stationary. The one-way clutch locks, holding the sun gear from rotating counterclockwise.
Because the one-way clutch will only hold in one direction, these units have two slightly
different power flows in second gear: drive-2 and manual-2. Manual-2 applies an intermediate
overrun band to provide engine compression braking during deceleration. This reaction
member is called an intermediate band or intermediate clutch.

ln drive-2 (intermediate), the following occur:

1) The forward clutch stays applied to drive the input ring gear clockwise (Figure 3-15).
2) The intermediate band or clutch applies to hold the sun gear stationary (reaction
member).
3) The front planet gears are driven clockwise and walk around the sun gear.
4) The front carrier is driven clockwise.
5) The front carrier drives the output shaft clockwise at about a 1.5:1 ratio.

3.4.4 Third Gear

Third gear in this gear set is direct drive with a 1;1 ratio. It is produced by applying both driving
clutches (forward and high-reverse) and either releasing the intermediate band in synchronous
transmissions (types 1 and 2) or allowing the intermediate roller clutch to overrun in
nonsynchronous transmissions (types 3 and 4). The gear set locks up because the ring gear
is trying to turn the planet pinions clockwise while the sun gear is trying to turn them
counterclockwise.

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 Figure 3-15: In second gear, the ring gear is driven while the sun gear is held, and the
planet gears walk around the sun gear and force the carrier to revolve at a reduced speed.

Figure 3-16: In third gear, both driving clutches are applied so two members (the ring
and sun gears) of the same gear set are driven. This locks the gear and produces a
1:1 gear ratio.

ln drive-3 (high), the following occur:

1) The forward clutch stays applied to drive the input ring gear clockwise,
2) The high-reverse clutch applies to drive the sun gear clockwise.
3) The front planet gears become locked in the carrier.
4) The front carrier is driven clockwise at the same speed as the ring and sun gears.
5) The front carrier drives the output shaft clockwise at a 1:1 ratio (Figure 3-16).

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3.4.5 Reverse

Reverse in a Simpson gear train occurs when the high-reverse clutch and the low-reverse
band or clutch are applied. The high-reverse clutch drives the sun gear (input member) while
the carrier (reaction member) in the rear gear set is held stationary by the low-reverse band
or clutch. The planet gears act as idlers, reversing the power flow as they transfer power from
the smaller sun gear to the larger ring gear. A reverse reduction is produced at the output ring
gear of about 2.07:1 to 2.22:1 (Figure 3-17).

Figure 3-17: In reverse, the sun gar is driven while the carrier is held. The planet gears act as idlers
and cause the ring gear to revolve in a reverse direction at a reduced speed.

3.5 Example Shift Timing

As a vehicle accelerates from a stop to cruising speed, the driving and reaction members have
to apply and release in an exact operating sequence. When they apply, they must come on at
a precise rate. Here is what happens during hard acceleration with shift points occurring at
4,800 RPM:
• ln first gear, the ratio will be 2.5:1, so the vehicle driveshaft will be revolving at 1920
RPM (4800 + 2.5) when the 1-2 upshift occurs. The second gear has a ratio of 1.5:1,
so the engine speed will drop from 4800 to 2800 RPM (1920 x 1.5) during the shift
(Figure 3-18).

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Figure 3-18: The full-throttle shift sequence for a type 1 automatic transmission showing the apply devices and
the output shaft speed at the 1-2 and 2-3 upshifts. Reverse is also shown.

3.6 Ravigneaux Gear Sets

The Ravigneaux gear set uses:
• a single carrier that has two sets of intermeshed planet gears,
• two sun gears, and
• a single ring gear.

The planet gears are different lengths. The two sun gears have different diameters and are
independent of each other. On one side of the Ravigneaux gear set, the sun gear meshes
with the short pinion gears, which in turn mesh with the longer pinion gears, which are meshed
with one of the ring gears. On the other side of the gear set, the long pinion gears mesh with
the other ring gear and sun gear. ln some transmissions, the ring gear is in mesh with the
short pinions.

The Ravigneaux gear set is used in the following:

Two-speed transmissions Chrysler Powerflite, the Ford two-speed, and the General
Motors Powerglide, and THM 300
Three-speed transmissions Ford FMX and General Motors 3L30 (THM 180)
Three-speed transaxles Ford ATX, KM 171 to 175 versions
Four-speed transmission Ford 4R70W (AOD)
Four-speed transaxles Ford 4EAT, KM 1751o 177, and ZF-4

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The exact arrangement of the gear set varies depending on the usage (Figure 3-19).

Figure 3-19: Gear train arrangement that use a single Ravigneaux gear set.

3.6.1 Four-Speed Ravigneaux Arrangement and Operation

The Ford 4R70W (AOD)(type 12 gear set) uses a four-speed version of the Ravigneaux gear
train. The first version of this transmission, the AOD, has an additional input shaft (the direct
driveshaft) and an additional clutch (the direct clutch). These are arranged so the carrier can
be an input member in third and fourth gears as well as a reaction member in first and reverse.
The direct driveshaft is driven by a damper assembly at the front of the torque converter, so it
is a purely mechanical input into the gear set. Newer versions use a more conventional torque
converter with a converter clutch and connect the direct clutch to the forward clutch by a short
stub shaft.

The first, second, and reverse-gear power flows in the 4R70W are the same as those in the
old FMX unit used by Ford, with the exception that the intermediate clutch is used to hold the
carrier for a reaction member in second gear. ln third gear, the direct-drive clutch is applied to
drive the carrier while the forward clutch remains applied to drive the small, forward sun gear.
This locks the planet gears and drives the ring gear in direct drive. The intermediate clutch
remains applied, but it becomes ineffective because the intermediate one-way clutch overruns
(Figure 3-20).

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Figure 3-20: The full throttle shift sequence showing the apply devices and the output shaft speed at the 1-2, 2-3
and 3-4 upshifts and reverse.

3.7 Lepelletier Gear Train

The LePelletier gear train combines a simple planetary gear set with a Ravigneaux gear set
providing six forward speeds. The combination is fairly simple, using only five multiplate
clutches and, in some transmissions, a one-way clutch. Three of the clutches are driving
members and the other two are used in reaction. This gear set is used in the Ford 6R60 and
6R80 and General Motors 6L80E transmissions, and transmissions produced by Aisin and ZF
Figure 3-21).

Because the ring gear is always an input and the sun gear is always a reaction member (it is
splined to the back of the pump), the simple gear set is always in reduction. The C1 and C3
clutches can provide a reduced speed input to the Ravigneaux gear set. The Ravigneaux gear
set is arranged like a type 12 gear set, with three possible inputs and two reaction members.

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Figure 3-21: (a) A schematic view of a type 13 LePelletier six-speed gear set (b) and a clutch application chart.

Ravigneaux gear set. The Ravigneaux gear set is arranged like a type .1 2 gear set, with three
possible inputs and two reaction members.

This gear set has four reduction ratios and two overdrive ratios, with a gear ratio spread of
over 6:1. Compared to current five-speed transmissions, these six-speed transmissions have
fewer control devices and weigh about 13% less. Because of the close gear ratios and lighter
weight, they also promise fuel mileage increases of 5% to 7% and provide faster acceleration
(Figure 3-22).

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 Figure 3-22: A type LePelletier gear sequence.

3.8 Eight, Nine-, and Ten-Speed Automatic Transmissions / Transaxles

ln an effort to achieve improved fuel economy and reduced exhaust emissions, many vehicle
manufacturers are using eight, nine- or ten-speed automatic transmission/transaxles. By using
more gear ratios, the flowing occurs:

1. Improved vehicle performance due to a lower first gear ratio for faster acceleration
from a stop.
2. Improved fuel economy because the higher gear ratios are overdrive, which results in
the engine speed being reduced at highway speeds.
3. Reduced exhaust emissions due to less engine speed at highway speed due to the
overdrive ratios.

The gear sets used in eight, nine- and ten-speed automatic transmissions are not straight
forward, so it difficult to classify these units into precise planetary gear set types. Most use
more than one compound gear set and in combinations to achieve the desired ratios. Always
refer to service information for the detailed description for the transmission or transaxle being
serviced.

Table 3-3: Notice that gear ratio spread is closer together with the eight, nine and ten speeds compared to the six-
speed automatic transmission. This means that the engine can be kept at tis most efficient speed under most
conditions and speeds.

Six Speed Eight Speed Nine Speed Ten Speed

Gear
(GM 6L80 (GM 8L80) (ZF9HP) (GM/Ford)
First 4.03 4.56 4.71 4.70
Second 2.36 2.97 2.84 2.99
Third 1.15 2.08 1.91 2.15
Fourth 0.85 1.69 1.38 1.80
Fifth 0.67 1.27 1.00 1.52
Sixth N.A 1.00 0.81 1.28
Seventh N.A 0.85 0.70 1.00
Eighth N.A 0.65 0.58 0.85
Ninth N.A N.A 0.48 0.69
Tenth N.A N.A N.A 0.64

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The overall ratio spread, the ratio of the shortest gear to the tallest gear, is as follows:

• Six speed - (4.03 first gear divided by 0.67 sixth gear) = 6.0 gear spread
• Eight speed - (4.56 first divided by 0.65 eighth gear) = 7.0 gear spread
• Nine speed transaxle - (4.71 first gear divided by 0.48 ninth gear) = 9.8 gear spread
• Ten speed - (4.70 first gear divided by 0,64 tenth gear) = 7.3 gear spread

The higher the gear spread, the easier the engine speed can be kept within its most efficient
RPM (torque band) resulting in the best overall performance with the lowest possible fuel
consumption and exhaust emissions.

3.9 Nonplanetary Gear Sets

Several automatic transmission designs do not use planetary gear sets. These designs are
attempts to produce a smaller, simpler, lighter, and less expensive transmission that will
produce better fuel mileage with lower exhaust emissions.

The Hondamatic and the Saturn transaxle automatic transmission (TAAT) use constant-mesh
helical gears, much like those in a manual transmission. The major difference is that manual
transmissions use a mechanical clutch and synchronizer assemblies that are shifted through
manual linkage, and the automatic transmissions use a torque converter and hydraulically
applied clutch packs. The power flow for each gear range goes through a pair of gears and
each gear range uses a different gear set.

A garage shift into first or reverse is made by applying that particular clutch pack. Upshift and
downshift timing and ratio changes are made by applying the next clutch pack while releasing
the previous one. All shifts, with one exception, occur with the application of a single clutch
pack. The exception is reverse, which requires the movement of the reverse selector and the
engagement of the fourth clutch (Figure 3-23).

Figure 3-23: The shift sequence for a type 19, four -speed transmission showing the apply
devices.

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3.10 Continuously Variable Transmission (CVT)
A continuously variable transmission (CVI) is usually found on some front-wheel drive vehicles
that use a transaxle. A CVT varies the gear ratio in a continuous manner instead of in a series
of steps or fixed gear ratios. The power flow is through a steel belt between two pulleys that
change their width and effective diameter' When the vehicle accelerates from a standing start,
the driving pulley is small, and the driven pulley is large. This gives a gear reduction identical
to a small gear driving a large gear, which provides an increase in torque and a decrease in
speed. CVTs are more efficient than either manual or automatic transmissions while still
providing the driving ease of an automatic transmission (Figure 3-24).

Figure 3-24: A typical CVT transaxles cutaway showing the torque converter and CVT belt.

A CVT offers the following advantages over a planetary-gear automatic transmission:

• Compact, very short
• Lighter weight
• Constant, stepless acceleration with engine staying at the RPM for maximum power
• Efficient fuel use and emissions, cruise with engine staying at the RPM for maximum
efficiency
• Lower internal Power loss

One method used to compare transmissions is the engine revolutions for a specific driving
cycle. A test vehicle using a 3.0-L engine and a CW showed 3% fewer revolutions than the
same vehicle with a five-speed transmission and 11 % less than with a four-speed
transmission. This should equal a gain of about 12% in fuel economy' These transmissions
are used by Audi, Dodge, Ford, Honda' Subaru' Toyota' and Nissan.

The disadvantages of a CVT compared to conventional automatic transmission include:

• High and constant engine speed when accelerating rapidly.
• Requires special fluid that may not be readily available.
• Often not repaired but instead replaced as an assembly if the unit fails.

As the speed increases, the diameter of the driving pulley increases as the sides of the pulley
move together. While this happens, the driven pulley is made wider, and therefore, smaller in
diameter. At cruising speeds, the driving pulley is larger than the driven pulley, which produces
an overdrive ratio.

The pulleys change size smoothly and evenly, which produces a somewhat odd sensation
when the vehicle accelerates from a stop. When the throttle is depressed, the engine speed
increases to the point of good torque output and the gear ratio selected by the CVT causes
the engine to stay at this RPM while the vehicle accelerates' The pulleys move to higher ratios
as vehicle speed increases. This is a different sensation than the familiar engine speed
increase in each gear and the engine speed decrease after an upshift (Figure 3-25 and 3-26).

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 Figure 3-25: A belt and pulley VT uses variable width pulleys to provide an infinite number of speed ratios.

Figure 3-26: Engine speed and vehicle speed of a CVT transaxle compared to
a typical six-speed conventional automatic transaxle.

3.10.1 Construction

Instead of using three or more gears, a continuously variable transmission uses two variable-
width pulleys, sometimes called variators, to change the gear ratio. The pulleys used in CW
design can vary their width by varying the hydraulic pressure applied to them. Each pulley has
a movable face and a fixed face.
• The movable face for each pulley is attached to a piston that has hydraulic control
pressure applied to it.
• Higher application pressure on the movable face causes the pulley to become narrow
and this makes the steel belt ride closer to the outside diameter of the pulley. A lower
application pressure will allow the pulley to become wider and the belt will ride closer
to the pulley axis.

If a low hydraulic pressure is applied to the drive pulley and a high hydraulic pressure is applied
to the driven pulley, a low-speed ratio is achieved.

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A CVT (continuously variable transmission) has an infinite number of gear ratios between its
lowest ratio (about 3.7:1) and highest ratio, which is a 0.27:1 overdrive. A CVT improves
efficiency by changing ratios from underdrive/reduction to overdrive in a gradual, continuous
manner. The primary/drive pulley is attached to the input shaft. The secondary/driven pulley
is on the output shaft and drives the final drive gears. Each pulley, also called a sheave, has
two sides:

1) One is fixed so it cannot move.

2) The other can float sideways to change pulley width.

When the vehicle is at rest, the primary pulley is wide, so the belt sits low on the pulley, and
the secondary pulley is narrow, so the belt sits high. This produces the lowest underdrive ratio
(Figure 3-27).

Figure 3-27: The drive pulley is wide while the driven pulley is narrow for a low ratio vehicle
start (left). The ratio changes by making the rive pulley narrow and the driven pulley wider.

The secondary pulley is spring loaded to force it to a narrow position. The primary pulley is
adjusted to control the gear ratio, and the secondary pulley is adjusted to maintain tension on
the belt. The belt must never be loose between the pulleys.
• At start, the pulley halves/discs on the input (primary) shaft are spread apart, and the
pair of pulley halves on the output (secondary) shaft are pushed together. This
produces a small pulley driving a large pulley, which produces the lowest drive ratio.
• As the vehicle moves, the floating side of the primary pulley moves inward, making the
pulley narrower and forcing the belt to move out to a wider diameter. This produces a
higher gear ratio.
• Both pulleys must maintain enough pressure on the drive belt to transfer the required
torque. Fluid pressure is used to force the drive piston/pulley to a narrower position
and the driven pulley to a wider position. The secondary pulley is spring loaded to force
it to a narrow position. The primary pulley is adjusted to control the gear ratio, and the
secondary pulley is adjusted to maintain tension on the belt. The belt must never be
loose between the pulleys.

A reverse gear set, controlled by a multi-plate clutch pack, is used to produce reverse.

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Two different styles of fixed-length steel belts are used.

1) Push belt - It is made up of about 400 wedge-shaped segments that are held together
by two steel bands. Each band is made of multiple layers to allow flexibility. The
segment sides contact the pulley sides. A push belt is often called the Van Doorne
design. This style of belt is directional and is usually marked with an arrow to show belt
direction (Figure 3-28).

Figure 3-28: A typical push-type CVT belt construction.

2) Pull chain - It is made up of links and link pins, much like a silent chain. The ends of
the link pins contact the pulley sides. This style is also called a Luk chain drive (Figure
3-29).

Figure 3-29: The pull chain looks similar to a silent chain.

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3.11 Dual Clutch Automatic Transmission/Transaxles
A dual clutch automatic transmission or transaxle uses a manual-type transmission and two
clutches that engage either the inner or outer transmission shaft. This type of transmission is
designed to achieve the following goals, compared to a conventional automatic transmission
or transaxle equipped with a torque converter and planetary gear sets.
1) Improve fuel economy.
2) Reduce the cost of assembly by using manual transmission components.
3) Improve the speed of gear changes.
4) Provide smoother operation.

A dual clutch automatic transmission/transaxle can also be referred to as:

• Direct shift gearbox (DSG). Most commonly used by the VW/Audi Group (VAG) of
vehicles.
• Porsche Doppelkupplung (PDK). The Porsche term used to describe their dual
clutch automatic.
• Automated manual transmission (AMT). Original term no longer commonly used.
• Twin clutch transmission. Another variation of the term used for a dual clutch
automatic transmission.

3.11.1 Parts and Operation

A dual clutch automatic transmission/transaxle uses two clutches (Figure 3-30) that are
mounted together. One clutch drives the odd number gears (first, third, fifth, and seventh). The
other clutch drives the even number gears (second, fourth, and sixth).

Figure 3-30: Dual clutch automatic transaxles that use two dry/wet clutches. The larger clutch drives the odd number
gear ratio (1st, 3rd, and 5th) and the smaller clutch drives the even numbered gear ratio (2 nd, 4th, and 6th)

The shifts occur without interrupting the torque from the engine by applying torque to the clutch
while at the same time disconnecting the other clutch. These actions result in a rapid shift
without the slight delay usually associated with an automatic transmission.

There are two types of clutches used depending on the application:

1) Dual dry clutches are used in low-powered vehicles, such as small front-wheel-drive
vehicles.
2) Dual wet clutches are often used in higher-powered vehicles.

Vehicles that use a dual-clutch automatic-type transmission /transaxle include certain models
of Audi, Nissan, Mercedes, BMW, Porsche, Ford, Ferrari, VW, and Mitsubishi.

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The advantages of a dual clutch automatic transmission/transaxle compared to a conventional
automatic transmission include:

1) Quicker throttle response

2) No drop in engine speed when the driver releases the throttle
3) Instant gear changes
4) Improved fuel economy

The disadvantages of a dual clutch automatic transmission/transaxle compared to

conventional or continuously variable automatic transmissions include:

1) No torque multiplication advantage of a torque converter

2) Not as fuel efficient as a continuously variable transmission (CVT) or transaxle

A dual clutch transaxle is essentially two transmissions built into one case. Each portion is
driven by one of the clutches, and these clutches are applied, one at a time, to transfer power.
A dual clutch transmission is essentially an automatic transmission that uses manual
transmission-style gear layout and synchronizers with two countershafts. The shifts can occur
vary rapidly, being controlled by how fast each clutch can be applied and with partially
engaging one clutch while slipping the other during shifts.

There are two basic wet clutch (Figure 3-31) designs used in dual clutch automatic
transmissions:

1) A concentric clutch (also called a nested-type clutch) is a design where both plates
share the same vertical plane and provides a shorter assembly.
2) A parallel clutch design is used in a side-by-side arrangement.

Figure 3-31: (a) A concentric (nested) clutch design, the assembly is shorter in length but taller in height.
(b) A parallel clutch design is longer but has a smaller diameter drum assembly.

The 1-3 and s synchronizer assemblies are driven by clutch 1 and the 2-4 and 6-reverse
synchronizers are driven by clutch 2. Vehicle movement begins with the 1-3 synchronizer
shifted to first gear and clutch 1 applied. The 2-4 synchronizer is then shifted into second gear
by a hydraulic servo, and the 1-2 upshift will occur when clutch 1 is released and clutch 2 is
applied. The remaining upshifts occur in the same manner, with the synchronizer preshifted
or shifted early, and the actual shift occurring when the clutches are cycled (Figure 3-32).

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Figure 3-32: Notice the two concentric input shafts. Each shaft is splined to a clutch.

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