1/

INFORMATIONSHEET 25
Training Instructors Training(CVTI)
Course Motor vehicleMechanic Code: V2-1.1.1
Module Maintenance of Automatic Transmission
Prepared by
Task/concept Introduce Automatic Transmission
Date of
Detail Introduction and Layout ofAutomatic
Execution
Transmission

TYPES OF AUTOMATIC TRANSMISSION

Automatic transmissions can be basically divided into two types, those used in FF ( Front –
engine, Front – wheel – drive) vehicles and those used in FR ( Front – engine, Rear –wheel –
drive) vehicles.
Transmissions used in FF vehicles are designed to be more compact than transmissions used in
FR vehicles because they are mounted in the engine compartment. Transmissions for FR
vehicles have a final drive unit (differential) mounted externally, but those for FF vehicles have
an internal final drive unit. The type of automatic transmission used with FF vehicles is called a
transaxle. When automatic transmissions are described in this manual, the explanation will
include automatic transaxles for FF vehicles unless otherwisespecified.
 2 / 25
INFORMATION SHEET Code 1-2-1

MAJOR COMPONENTS AND THEIR BASIC FUNCTIONS

. There are various types of automatic transmissions, and they are constructed in somewhat
different ways, but their basic functions, and principles upon which they operate, are basically
the same
.
The automatic transmission is basically comprised of several major components. To make the
most of the functions of the automatic transmission, these components must operate correctly
with good coordination. A full understanding of the operation of the automatic transmission,
it is important to understand the basic roles of the majorcomponents.
The automatic transaxle is comprised of the following major components:
 Torqueconverter
 Planetary gear unit
 Hydraulic control unit
 Final driveunit
 Manual linkage
 Automatic transmissionfluid
AUTOMATIC TRANSAXLE
 3 / 25
INFORMATION SHEET Code 1-2-1

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 toque to the transmission, 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 necessary, an automatic
transmission vehicle uses a drive plate whose outer circumference forms the ring fear 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
speeds of revolution.
Roles of torque converter
- Multiplying the torque generated by theengine
- Serving as an automatic clutch which transmits ( or does not transmit) the engine torque
to thetransmission.
- Absorbing the torsional vibration of the engine and drivetrain
- Serving as a fly wheel to smooth out enginerotation
- Driving the oil pump of the hydraulic controlsystem.
 4 / 25
INFORMATION SHEET Code 1-2-1

1. PLANETARY GEARUNIT
The planetary gear unit is housed in a transmission case made of aluminum alloy. It changes the
transmission output rpm and / or the direction of the output rotation, and transmits it to the final
drive unit.
The planetary gear unit consists of the planetary gears , which change the out put rpm: clutches
and brakes, which are operated by hydraulic (fluid) pressure to control the operation of the
planetary gears; shafts for transmitting the engine power: and bearings for facilitating the
smooth rotation of eachshaft.

Roles of planetary gear unit

- Providing several gear ratios to obtain proper torque and rotational speed in accordance
with the driving conditions and driver’sdesires.
- Providing reverse gear for reversetraveling.
- Providing a neutral gear position to allow the engine to idle while the vehicle isstopped.

PLANETARY GEAR SET

A planetary gear set is a series of interconnecting gears consisting of a sun gear, several pinion
gears, the carrier connecting the pinion gears and a ring gear. These gears are called “ planetary”
gears because the pinion gears (also called planetary pinions) resemble planets revolving around
the sun.
 5 / 25
INFORMATION SHEET Code 1-2-1

BRAKES
The brakes hold one of the planetary gear components ( sun gear, ring gear, or carrier)
immovable in order to obtain the necessary gear ratio. It is operated by hydraulic pressure.
There are two types of brakes. One is the wet multiple disc brake. In this type of brake, the
plates which are fitted to the transmission case, and the discs, which rotate integrally with each
planetary gear set, are forced against each other to hold one of the planetary gear components
immovable.

The other is a band type of brake. In this type of brake, a brake band encircles the brake drum,
which is integrated with one of the planetary gear components. When hydraulic pressure acts
upon the piston, which contacts the brake band, which in turn squeezes the brake drum to hold
the planetary gear components immovable.
 6 / 25
INFORMATION SHEET Code 1-2-1

CLUTCHES AND ONE WAY CLUTCHES

The clutches connect the torque converter to the planetary gears to transmit engine torque to the
intermediate shaft, and they disconnect the converter from the planetary gears to stop the
transmission of torque.
Wet multiple disc clutches consisting of several alternately arranged discs and plates are
generally used in modern day Toyota automatic transmissions. Hydraulic pressure is used to
connect and disconnect the clutches.
A one way clutch consists of an inner race and an outer race, with sprags or rollers placed in
between. It transmits torque only in one direction.
Differences between clutches and brakes
Clutches are integrated with two different planetary gear components (for example, in put shaft
and sun gears, over drive sun gear and over drive planetary carrier etc.) and are there fore always
revolving with them.
Their function is to bring the rotational speeds of the two components up or down to the same
speed, and to cause them to rotate in the same direction.
Brakes do not move, they are fixed to the transmission case and serve only to halt the rotation of
the planetary gear components.
 7 / 25
INFORMATION SHEET Code 1-2-1

HYDRAULIC CONTROL SYSTEM

The hydraulic control system consists of the oil pan, which acts as the fluid reservoir: the oil
pump, which generates the hydraulic pressure: various valves having various functions: and
fluid passages and tubes, which deliver the transmission fluid to the clutches, brakes, and other
components of the hydraulic control system are housed in the valve body assembly under the
planetary gears.

Roles of hydraulic control system

- Supplying transmission fluid to the torqueconverter.
- Regulating the hydraulic pressure generated by the oilpump
- Converting the engine load and vehicle speed into hydraulic“signals”
- Applying hydraulic pressure to the clutches and brakes to control planetary gear
operation.
- Lubricating rotating parts withfluid.
- Cooling the torque converter and transmission withfluid.
 8 / 25
INFORMATION SHEET Code 1-2-1

SHIFTING CONTROL
The hydraulic control system converts the vehicle speed and engine load into hydraulic “signals”.
On the basis of these signals, hydraulic pressure is applied to the planetary gear clutches and
brakes to automatically vary the gear ratio in accordance with driving conditions. The hydraulic
control unit carries out shifting in the following way:

VEHICLE SPEED ENGINE LOAD

The governor valve regulates the The throttle valve in the hydraulic
hydraulic pressure generated by the oil control unit regulates the hydraulic
pump in proportion to the speed of the pressure generated by the oil pump in
vehicle: this pressure (called “governor proportion to the amount that the
pressure”) acts as a vehicle speed “signal” accelerator pedal is depressed; this
to the hydraulic controlunit pressure (called “throttle pressure”)
acts as a throttle opening “signal” to
the hydraulic control unit.

HYDRAULIC CONTROL
UNIT
Governor pressure and throttle pressure
cause the shift valves in the hydraulic
control unit to operates; the lengths of
these pressures control the movements of
these valves, and these valves control the
hydraulic pressure to the clutches and
brakes in the planetary gear unit, which in
 9 / 25
INFORMATION SHEET Code 1-2-1

MANUAL LINKAGE
The automatic transmission up shifts and downshifts automatically. However, two linkages
allowing manual operation by the driver are connected to the automatic transmission. These
linkages are the selector lever and cable, and the accelerator pedal and throttle cable.

SHIFT SELECTOR LEVER (SHIFT LEVER)

The shift selector lever corresponds to the gearshift lever of the manual transmission. It is
connected to the transmission via a cable or linkage. The driver can select the driving mode
forward or reverse travel, neutral, and park by operating this lever. In almost all automatic
transmissions, the forward mode consists of three ranges: “D” (drive), “2” (second) and “L”
(low).

For safety, the engine can be started only when the shift selector lever is at the “N” (neutral) or
“P” (park) position; that is, when the transmission cannot transmit power from the engine to the
drive train.
CAUTION
- Never move the shift selector lever to “R” (reverse) when the vehicle is traveling
forward, as this may damage thetransmission
- Never move the shift selector lever to “P” (park) while the vehicle is moving as this may
damage thetransmission
- Do not depress the accelerator pedal while the brake pedal is depressed with the
transmission in a forward or reverse gear, as this will over load the transmission and may
damageit.
- To park the vehicle temporarily with the engine running move thru shift selector lever to
“P” or “N” and apply the parking brake. If the shift selector lever is at a position other
than “P” or “N” , the vehicle may start to move. (this tendency is especially strong when
the air conditioner is operating, because the engine idling speed is increased above the
ordinary idling speed by an idle updevice.
 10 / 25
INFORMATION SHEET Code 1-2-1

ACCELERATOR PEDAL
The accelerator pedal is connected to the throttle valve of the carburetor (or to the throttle body
in an EFI engine) by the accelerator cable. The degree of accelerator pedal depression that is, the
throttle valve opening is correctly transmitted to the transmission by thiscable.

The automatic transmission up shift and down shift speeds depend on the engine load (the
throttle valve opening), and the driver can vary these by controlling the amount of accelerator
pedal depression. When the accelerator pedal is depressed a little, transmission up and down
shifting occur at relatively low vehicle speeds.

When the accelerator pedal is depressed further, shifting occurs at relatively high speeds. The
accelerator and throttle cables must be adjusted correctly to the specified lengths because
correctly timed transmission shifting requires conversion of the amount of accelerator pedal
depression into the correct engine throttle valve opening angle and correct transmission of that
valve opening angle to the transmission.

5. FINAL DRIVEUNIT
 11 / 25
INFORMATION SHEET Code 1-2-1

FINAL DRIVE UNIT

In the transversely mounted automatic transaxle, the transmission and the final drive unit are
housed integrally in the same case. The final drive unit consists of a pair of reduction gears (the
drive and driven gears), and the different gears.
The function of the final drive unit is the same as that of the same as that of the same unit in rear
wheel drive vehicles, but helical spur gears are used as the final reduction gears (drive pinion
and ring gear). In the final drive unit of the automatic transaxle, therefore, the same fluid as that
used in the automatic transmission is used in place of hypoid gearoil.
NOTICE
The differential unit and transmission unit in the A13#, A14# and A54# series automatic
transaxles are separated by an oil seal, so when replacing the automatic transmission fluid,
both units must be filled with transmission fluid separately.
REFERENCE

Final Drive Unit For A24# Series

Since there is no oil seal which separates the transmission unit and differential unit in the A24#
series automatic transaxles, a portion of the transmission fluid which is thrown up by the ring
gear escapes into the transmission. To prevent this, fluid is pumped under pressure to the tapered
roller bearings and differential case from the oil pump (driven by the torque converter
 12 / 25
INFORMATION SHEET Code 1-2-1

6. AUTOMATIC TRANSMISSION FLUID(ATF)

a special high grade petroleum based mineral oil mixed with several special additives is used to
lubricate the automatic transmission. This oil is called automatic transmission fluid (abbreviated
“ATF”) to discriminate it from other types of oil.

The specified type of ATF must always be used for the automatic transmission. Use of a non –
specified ATF, or use of the proper ATF mixed with a non – specified ATF, will degrade
automatic transmission performance.

To ensure the correct functioning of the automatic transmission, the fluid level is also import.
Use the dipstick for fluid level inspection, making sure that the engine is running at an idle
speed and that the ATF is at normal operatingtemperature.
Roles of ATF
- Transmission of torque in the torqueconverter.
- Control of the hydraulic control system, as well as of clutch and brake operation in the
transmissionsection.
- Lubrication of the planetary gears and other movingparts.
- Cooling of moving parts.

7. TRANSMISSION CASE
The transmission case assembly consists of: the transmission housing, which houses the torque
converter; the transmission case, which houses the transmission gear train and most of the
hydraulic control system; and the extension housing, which house the out put shaft, (the
automatic transaxle case.) a breather plug is installed at the top of the transmission case to
prevent an excessive rise in the internal case pressure.
 13 / 25
INFORMATION SHEET Code 1-2-1

8. POWERTRANSMISSION

The torque converter both transmits and multiplies the torque from the engine using the
transmission fluid as the medium. The torque converter consists of the pump impeller, which is
driven by the crankshaft; the turbine runner, which is connected to the transmission input shaft;
the stator, which is fixed to the transmission case via the one way clutch and stator shaft; and the
converter case, which contains all of these components. The converter is filled with automatic
transmission fluid, which is supplied by the oil pump. This fluid is flung out from the pump
impeller in a powerful stream, and turns the turbine runner.

CONSTRUCTION
1. PUMP IMPELLER
 14 / 25
INFORMATION SHEET Code 1-2-1

The pump impeller is integrated with the converter case, and many curved vanes are radically
mounted inside it. A guide ring is installed on the inner edges of the vanes to provide a path for
smooth fluid flow. The converter case is connected to the crank shaft via the drive plate

Note: The pump impeller is connected to the crankshaft, and rotates with it at
all times.

Note: the turbine runner is connected to the transmission in put shaft, and rotates with it
when the vehicle is moving with the transmission in the “D”, “2”, “L”, or “R” range.
However, it is prevented from rotating when the vehicle is stopped with the transmission in
the “D”, “2”, “L”, or “R” range, and it rotates freely with the rotation of the pump
impeller when the transmission is in the “P” or “N”range.
 15 / 25
INFORMATION SHEET Code 1-2-1

3. STATOR
The stator is located between the pump
impeller and the turbine runner. It is
mounted, via a one-way clutch, on the
stator shaft, which is fixed to the
transmissioncase.
The stator vanes catch the fluid so that it
strikes the back of the vanes of the pump
impeller, giving the impeller an added
boost and thus increasing torque.
The one-way clutch allows the stator to
rotate in the same direction as the engine
crankshaft. However, if the stator attempts
to rotate in the reverse direction, the one-
way clutch locks the stator to prevent it
from rotating. Therefore, the stator is
rotated or locked depending on the
direction from which the fluid strikes
against vanes.

ONE WAY CLUTCH OPERATION

When the outer race attempts to rotate in the direction shown by the arrow A in the illustration
below, it pushes against the tops of the sprags. Since distance l1 is shorter than the distance l the
sprags tilt over, allowing the outer race to rotate.
 16 / 25
INFORMATION SHEET Code 1-2-1

However, when the outer race attempts to rotate in the opposite direction B, the spags cannot tilt
over because distance l2 is greater than the distance l. as a result, the sprags act as wedges,
locking the outer race to keep it from moving. To assist them in doing this, a retainer spring is
installed, which keeps the sprags slightly tilted at all times in the direction, which will lock the
outer race.

REFERECE
The sprag type one-way clutch is also used for control of the planetary gear train.
 17 / 25
INFORMATION SHEET Code 1-2-1

PRINCIPLES OF POWER TRANSMISSION

If we set two electric fans A and B so that they face each other at a distance of a few centimeters,
then switch on fan A, fan B will start to rotate in the same direction even its switch is off. This is
because the rotation of the fan A generates an air flow between the two fans, so the air blown by
fan A strikes the vanes of fan B, causing fan B to rotate. In other words, transmission of power
between fans A and B is effected with the air as the medium. The torque converter works in the
same way, the pump impeller playing the part of fan A and the turbine runner playing the part of
fan b. the medium in this case is the transmission fluid rather than the air .

TRANSMISSION OF POWER
When the pump impeller is driven by the engine crankshaft, the fluid in the pump impeller
rotates with the impeller in the same direction. When the pump impeller speed increases,
centrifugal force causes the fluid to start flowing outward from the center of the pump impeller
along the vane surfaces and the inside surface of the pump impeller. As the pump impeller speed
rises further, the fluid is forced out away from the pump impeller. The fluid strikes the vanes of
the turbine runner, causing the turbine runner to begin rotating in the same direction as the pump
impeller.
After the fluid dissipates its energy against the vanes of the turbine runner, it flows inward along
the vanes of the turbine runner. When it reaches the interior of the runner, the runner ‘s curved
inner surface redirects the fluid back toward the pump impeller and the cycle begins again.
As stated above, transmission of torque effected by the circulation of fluid through the pump
impeller and turbine runner.
 18 / 25
INFORMATION SHEET Code 1-2-1

PRINCIPLE OF TORQUE MULTIPLICATION

As explained in the principle of power transmission, the transmission of torque in a fluid
coupling was explained using two electric fans as an example. It was said that a coupling
consisting of two electric fans can transmit torque but cannot multiply torque. However, if a duct
is added, the air will pass through fan B (the driven fan) and back through fan A (the driven fan)
from behind via the duct, as illustrated below.
This will intensify the flow of the air blown by the vanes of fan A because the energy remaining
in the air after passing through fan B will assist the rotation of the vanes of fan A.

TORQUE MULTIPLICATION
Returning the fluid to the pumpm impeller by means of the stator vanes, after it has passed
through the turbine runner, as explained previously effects torque multiplication by the torque
converter.
In a torque converter, the stator plays the role of this air duct. In other words, the torque from the
engine, to which is added the torque fluid returning from the turbine runner, rotates the pump
impeller. That is to say, the pump impeller multiplies the original input torque for transmission
to the turbine runner.
 19 / 25
INFORMATION SHEET Code 1-2-1
STATOR ONE – WAY CLUTCH FUNCTION
WHEN VORTEX FLOW IS LARGE
The direction of the fluid entering the stator from the turbine runner depends on the difference in
the rotational speeds of the pump impeller and turbine runner.
When this difference is great, the speed of the fluid (vortex flow) circulating through the pump
impeller and the turbine runner is high, so the fluid flows from the turbine runner to the stator in
a direction that prevents the pump impeller from rotating, as illustrated below.

Here the fluid strikes the front surface of the stator vane, causing the stator to rotate in the
direction opposite that of the direction in which the the pump impeller rotates. Since the stator is
locked by the one way clutch, it does not rotate, but its vanes cause the direction in which the
fluid flows to change to that which will help the pump impeller to revolve.

WHEN VORTEX FLOW IS SMALL

As the rotational speed of the turbine runner approaches that of the pump impeller, the speed of
the fluid (rotary flow) rotating with the turbine runner in the same direction increases.
On the other hand, the speed of the fluid (vortex flow) circulating through the pump impeller
and the turbine runner decreases. Therefore, the direction of the fluid flow from the turbine
runner to the stator is the same as the direction in which the pump impeller revolves. Since the
fluid strikes the rear surfaces of the stator vanes at this time, the stator vanes obstruct the fluid
flow. In this case, the one way clutch lets the stator rotate in the same direction as the pump
impeller, thus allowing the fluid to return to the pumpimpeller.
As stated above, the stator starts to rotate in the same direction as the pump impeller when the
rotational speed of the turbine runner reaches a given proportion of the rational speed of the
pump impeller. This is called the clutch point or coupling point. After the clutch point is reached,
no torque multiplication occurs, and the torque converter functions as an ordinary fluidcoupling.

Turbine
Pump runner
impeller

Rotary flow
Rotary flow is the flow of fluid inside the torque converter in the same direction as the torque converter as it rotates.
This flow is great when the difference in speed between the pump impeller and turbine runner is small, as when the
vehicle is being driven at a constant speed and becomes smaller in proportion to the difference in speed between the
pump impeller and the turbine runner.

TORQUE CONVERTER PERFORMANCE

1. TORQUE RATION
 20 / 25
INFORMATION SHEET Code 1-2-1
Torque multiplication by the torque converter becomes greater in proportion to the vortex flow,
as mentioned earlier. That is, it is at this maximum when the turbine runner is stopped.

Torque converter operation is divided into two operating ranges: the converter range, in which
torque multiplication takes places; and the coupling range, in which simple torque transmission
but no torque multiplication occurs. The
clutch point is the dividing line between
these two ranges.

Where,
Torque ratio (t)
= Turbine runner output torque
Pump impeller in put torque
Speed ratio (e)
= Turbine runner rpm
Pump impeller rpm

STALL POINT
When the speed ratio (e) is zero, that is, when the turbine runner is not rotating at all for example,
when the engine is run with the shift selector set to “D” while the vehicle is prevented from
moving), the difference between the rational speed of the pump impeller and that of the turbine
runner is maximized.

The stall point refers to the situation in which the turbine runner is motionless. The maximum
torque ratio of the torque Converter is at the stall point. It is generally in a range between 1.7 and
2.5.
REFERENCE
In the stall test described later, the performance of the torque converter and engine out put are
tested by the engine being run at full throttle (full load) at this stall point

CLUTCH POINT
As the turbine runner starts to rotate and the speed ratio increases, the difference in rational
speed between the turbine runner and pump impeller starts to decrease. When the speed ration
reaches a given level, the vortex flow is minimized, so the torque ratio is almost 1:1. Since the
fluid flowing out from the turbine runner strikes the rear surfaces of the stator vanes at a higher
speed ratio, the one – way clutch causes the stator to rotate in the direction of rotation of the
pumpimpeller.
In other words, the torque converter starts to serve as a fluid coupling at the clutch point to
prevent the torque ratio from falling below 1.
 21 / 25
INFORMATION SHEET Code 1-2-1
CLUTCH POINT
As the turbine runner starts to rotate and the speed ratio increases, the difference in rational
speed between the turbine runner and pump impeller starts to decrease. When the speed ration
reaches a given level, the vortex flow is minimized, so the torque ratio is almost 1:1. Since the
fluid flowing out from the turbine runner strikes the rear surfaces of the stator vanes at a higher
speed ratio, the one – way clutch causes the stator to rotate in the direction of rotation of the
pumpimpeller.
In other words, the torque converter starts to serve as a fluid coupling at the clutch point to
prevent the torque ratio from falling below 1.

TRANSMISSION EFFICIENCY
The transmission efficiency of the torque converter indicates how effectively the energy
imparted (give) to the pump impeller is transmitted to the turbinerunner.
The energy here refers to the engine out
put itself and is proportion to the engine
speed (rpm) and torque.
Power = k x T x R
Where,
K: Coefficient
T: Torque
R: rpm

Where,
Transmission efficiency (n)
= Turbine runner out put x 100 (%)
Pump impeller in put

= Turbine runner out put torque

Pump impeller input torque

X speed ratio (e) x 100 (%)

Speed ratio (e)
= Turbine runner rpm
Pump impeller rpm

At the stall point, the pump impeller is rotating but the turbine runner is stopped. Maximum
torque is therefore transmitted to the turbine runner but the transmission efficiency is zero
because the turbine runner is not rotating.

When the turbine runner starts to rotate, the turbine runner out put, which is proportional to the
rpm and torque of the pump impeller causes a sharp rise in the transmission efficiency, which is
maximized at a speed ratio a little before the clutch point. After the point of maximum efficiency,
the transmission efficiency, starts to fall because a part of the fluid flowing from the turbine
runner starts to flow to the rear surfaces of the stator vanes.
 22 / 25
INFORMATION SHEET Code 1-2-1

At the clutch point, at which most of the fluid from the turbine runners strikes the
rear surfaces of the stator vanes, the stator begins rotating preventing a further
decrease in the transmission efficiency, and the torque converter starts to function
as a fluid coupling.

Since the torque is transmitted at nearly 1:1 in a fluid coupling the transmission
efficiency in the coupling range increases linearly in proportion to the speed ratio.
However, the circulation of the fluid causes a part of the kinetic energy (energy of
motion) of the fluid to be lost as the fluid temperature rises due to friction and
collision. Therefore, the transmission efficiency of the torque converter does not
reach 100%, but is generally no more than about 95%.
 23 / 25
INFORMATION SHEET Code 1-2-1

CONVERTER OPERATION
A general description of torque converter operation with the shift selector in a “D”, “2” , “L” or
“R” is given bellow
VEHICLE STOPPED, ENGINE IDLING
When the engine is idling, the torque generated by the engine itself is at a minimum. If the
brakes (parking brake and / or foot brake) are applied, the load on the turbine runner is great
because it cannot rotate.
Since the vehicle is stopped, however, the speed ratio of the turbine runner to the pump impeller
is zero while the torque ratio is at maximum. Therefore, the turbine runner is always ready to be
rotated with a higher torque than the torque generated by the engine.

VEHICLE STARTING OFF

When the brakes are released, the turbine runner is able to rotate with the transmission input
shaft. Depressing the accelerator pedal therefore causes the turbine runner to rotate with a
torque greater than that generated by the engine, so the vehicle begins moving.
VEHICLE RUNNING AT A LOW SPEED
As the vehicle speed increases, the rotational speed of the turbine runner quickly approaches that of the pump
impeller. The torque ratio therefore quickly approaches 1.0. When the ratio of the speed of the turbine runner to that
of the pump impeller speed reaches a certain value (clutch point), the stator begins rotating, and torque
multiplication deceases. In other words, the torque converter starts to operate as a fluid coupling. Therefore, the
vehicle speed increases almost in linear proportion to the engine speed.
 24 / 25
INFORMATION SHEET Code 1-2-1

VEHICLE RUNNING AT MEDIUM HIGH SPEEDS

The torque converter functions only as fluid coupling. The turbine runner is rotating at a
speed almost identical to that of the pump impeller

REFERENCE
During normal vehicle starting, the torque converter reaches the clutch point 2 to seconds
after starting. However, if the load is heavy even while the vehicle running at a medium or
high speed, the torque converter may operate in the converter range.

LOCK UP CLUTCH MECHANISM

In the coupling range (no torque multiplication taking place), the torque converter transmits the
input torque from the engine to the transmission at a ratio of almost 1:1. Between the pump
impeller and the turbine runner, however, a difference in rotational speed of at least 4 to 5%
exists. Therefore, the torque converter is not transmitting 100% of the power generated by the
engine to the transmission, so there is an energy loss.

To prevent this, and to reduce fuel consumption, the lock up clutch mechanically connects the
pump impeller and the turbine runner when the vehicle speed is about 60 km/h or higher, so that
almost 100% of the power generated by the engine is transmitted to the transmission.
 25 / 25
INFORMATION SHEET Code 1-2-1

1. CONSTRUCTION
The lock up clutch is installed on the turbine runner hub, in front of turbine runner. The damper
spring absorbs the tensional force upon clutch engagement to prevent the generation of shock.
A friction material (the same type that is used in the brakes and on the clutch disc) is bonded to
the converter case or lock up piston of the torque converter to prevents slippage at the time of
clutch engagement.
 W0RK SHEET
Training: Instructors Training (CVTI)
Course: Motor VehicleMechanic Code: V2-4.4.5

Module: PetrolEngine Prepared by:

Task/concept; Disassemble AutomaticTransmission
Detail Hydraulic Pump Disassembly andInspection Date of Execution:

Loosen the bolts a little at a time though

several passes.

Remove the bolts and detach the front body

from lower one.

Crescent

Internal gear

Outer ring gear

Body

Front body

In the case of quoting the writings and the pictures from reference books, the name of books, authors and the
publishers should be recorded on the sheets.
 WORK SHEET Code: V2-4.4.5

Measuring Side Clearance

Use a try square and thickness

gauge.
S.T.D: 0.02—0.05mm

Maximum Clearance: 0.1mm

Measurement of body clearance

Use a thickness gauge to measure

clearance between the outer ring
gear and pump body

S.T.D : 0.07—0.15mm
Limit : 0.3mm

Measurement of tip clearance

Measure the gap between the

crescent and the gear lip.

S.T.D : 0.11—0.14mm
Limit : 0.3mm

In the case of quoting the writings and the pictures from reference books, the name of books, authors and the
publishers should be recorded on the sheets.
 WORK SHEET Code: V2-4.4.5

The internal gear lobes meshes on

to the torque converter shaft to
pick the drive.

Gear lobes

Check the movement of the pump

gear.
The gear should move freely.

Set the standard diameter using the

micrometer screw gage and the dial
gauge.

In the case of quoting the writings and the pictures from reference books, the name of books, authors and the
publishers should be recorded on the sheets.
 W0RK SHEET
Training: Instructors Training (CVTI) Code: V2- 4.4.5
Course: Motor Vehicle Mechanic
Module t: Four Petrol Engine Prepared by:
Task/concept: Dismantle Automatic Transmission
Detail Control Valve disassembly andinspection Date of Execution

Loosen the bolts fixing the valve

body and covers a little at a time.

Solenoid valve

Remove the solenoid valve.

The bolts have different sizes and

types.
For example: bolts length, bolts size
and materials
Lift the plate together with the bolts
in their respective positions

In the case of quoting the writings and the pictures from reference books, the name of books, authors and the
publishers should be recorded on the sheets.
 WORK SHEET Code: V2-4.4.5

Remove the plate.

NB: This type of valve body doesn’t
have control balls. However
other types have control balls
on either side of the valve body.

Upper valve body side

Note
Do not mix-up the bolts
Of the upper and lower body

Lift and invert the valve body.

To gain the access to the lower
body

Remove the bolts and arrange them as shown for

easy replacement.

In the case of quoting the writings and the pictures from reference books, the name of books, authors and the
publishers should be recorded on the sheets.
 WORK SHEET Code: V2-4.4.5

DISASSEMBLY OF VALVE BODY

Loosen the bolts that fix the upper valve
body and cover, a little at a time

Lift with the plate and with gasket.

NOTE: Don’t open the valve body.
Because Check balls fall out from
valve body.

Lift with the plate and with gasket

Because the upper valve bodyhave
check balls.
If check balls all fall out, it is very
difficult to put them back in
correct position

In the case of quoting the writings and the pictures from reference books, the name of books, authors and the
publishers should be recorded on the sheets.
 WORK SHEET Code: V2-4.4.5

Place the lower valve body

carefully on flat surface.
Hold the plate to the lower body,
and lift off the lower valve body.
Be careful not loose the check
balls.

Location of check balls

Remove the plate from lower valve body the check balls can located.

In the case of quoting the writings and the pictures from reference books, the name of books, authors and the
publishers should be recorded on the sheets.
WORK SHEET Code: V2-4.4.5
Glass or Plastic material

Place a glass on top upper valve body.

Use the magic pen (marker) and locate the check balls positions.

NOTE: Some makes have different ball size and types.

Hence Note that 1- when marking , start with the out side map of the valve body so
that if the glass slides it is possible to put it back to the write position
2- When marking the location of the check ball , the line should stop at the check
ball