34145601-4L30E

4L30-E      C      I      T      A      M        A      R      D      Y      H

CONTENTS

INTRODUCTION INTRODUCTIO N . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 HOW TO U SE THIS BOOK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 UN DER DERSTAN STANDING DING THE T HE GRAPHICS GRAPHICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 TRANSM TRA NSM ISSION CUTAWAY V IEW (FOLDOUT) (FOLDOUT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 GENERAL GENER AL DESCR DESCRIPTION IPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 PRINCIPLES OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9A M AJOR MECHANICAL MECHANICAL CO COM M PONE PONENTS NTS (FOLDOUT) . . . . . . . . . . . . . . . . . . . 10 RANGE REFERENCE CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 TORQUE CONVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 APPLY APP LY COM COM PONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

PLANETARY GEAR SETS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 HYDRAULIC HYDR AULIC CONTROL CONTROL COM COM PONENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

ELEC EL ECTRONIC TRONIC CONT CONTROL ROL COMPON COMPONENTS ENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

POWER FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 COMPLETE HYDRAULIC CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 LUBRICATION POINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 BUSHING, BEARI BEARING NG & WASHER LOCA LOCATIONS TIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . 91 SEAL LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92 ILLUSTRATED PARTS PARTS LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93 BASIC SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 PRODUCT DESIGNATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101

2

PREFACE The Hydra-matic 4L30-E Technician’s Guide is primarily intended for automotive technicians that have some familiarization with an automatic transaxle or transmission. Other persons using this book may find this publication somewhat technically complex if additional instruction is not provided. Since the intent of this book is to explain the fundamental mechanical, hydraulic and electrical operating principles, some of the terminology used is specific to the transmission industry. Therefore, words commonly associated with a specific transaxle or transmission function have been defined as needed throughout this publication. The Hydra-matic 4L30-E Technician’s Guide is intended to assist technicians during the service, diagnosis and repair of this transmission. However, ever, this book is not intended to be a substitute for other service publications that are normally used on the job. Since there is a wide range of repair procedures and technical specifications specific to certain vehicles and transmission models, the proper service publication must be referred to when servicing the Hydra-matic 4L30-E transmission.

 © COPYRIGHT COPYRIGHT 1992 POWER POWERTRAIN TRAIN DIVISION General Motors M otors Corporation Corporation ALL RIGHTS RESERVED

All information contained in this book is based on the latest data available at the time of publication approval. The right is reserved to make product or publication changes, at any time, without notice. No part of any Powertrain publication may be reproduced, stored in any retrieval system or transmitted in any form or by any means, including but not limited to electronic, mechanical, photocopying, recording or otherwise, without the prior written permission of Powertrain Division of General Motors Corp. This includes all text, illustrations, tables and charts.

1

INTRODUCTION The Hydra-matic 4L30-E Technician’s Guide is another Hydra-matic publication from the Technician’s Guide series. These publications provide in-depth technical information that is useful when learning or teaching the fundamental operations of a transaxle or transmission. This book is designed to graphically illustrate and explain the function of the mechanical, hydraulic, and electrical systems that make up the Hydra-matic 4L30-E transmission. The information contained in this book was developed to be useful for both the inexperienced and experienced technician. The inexperienced technician will find the explanations of the basic operating characteristics of this transmission as valuable when learning the function of each component used in this transmission. The experienced technician will find that this book is a valuable reference source when diagnosing a problem with the vehicle. In the first section of this book entitled “Principles of  Operation”, exacting explanations of the major components and their functions are presented. In every situation possible, text describes component operation during the apply and release cycle as well as situations where it has no effect at all. The descriptive text is then supported by numerous graphic illustrations which further emphasize the operational theories presented. The second major section entitled “Power Flow”, blends the information presented in the “Principles of Operation” section into the complete transmission assembly. The transfer of torque from the engine

through the transmission is graphically displayed on a full page while a narrative description is provided on a facing half page. The opposite side of the half  page contains the narrative description of the hydraulic fluid as it applies components or shifts valves in the system. Facing this partial page is a hydraulic schematic that shows the position of valves, checkballs, etc., as they function in a specific gear range. The third major section of this book displays the “Complete Hydraulic Circuit” for specific gear ranges. Foldout pages containing fluid flow schematics and two dimensional illustrations of major components graphically display hydraulic circuits. This information is extremely useful when tracing fluid circuits for learning or diagnosis purposes. The “Appendix” section of this book provides additional transmission information regarding lubrication circuits, seal locations, illustrated parts lists and more. Although this information is available in current model year Service Manuals, its inclusion provides for a quick reference guide that is useful to the technician. Production of the Hydra-matic 4L30-E Technician’s Guide was made possible through the combined efforts of many staff areas within the General Motors Powertrain Division. As a result, the Hydra-matic 4L30-E Technician’s Guide was written to provide the user with the most current, concise and usable information available with regards to this product.

3

HOW TO USE U SE THIS BOOK BOOK First time users of this book may find the page layout a little unusual or perhaps confusing. However, with a minimal amount of exposure to this format its usefulness becomes more obvious. If you are unfamiliar with this publication, the following guidelines are helpful in understanding the functional intent for the various page layouts: •

Read Read the the follo followin wing g secti section, on, “Unde “Underst rstan andin ding g the the Graphics” to know how the graphic illustrations are used, particularly as they relate to the mechanical power flow and hydraulic controls (see Understanding the Graphics page 6).

•

Unfold Unfold the cutaw cutaway ay illu illustr strati ation on of of the the Hydra Hydra-ma -matic tic 4L30-E (page 8) and refer to it as you progress through each major section. This cutaway provides a quick reference of component location inside the transmission assembly and their relationship to other components.

•

•

4

The Pri Princi nciple pless of Oper Operati ation on sec sectio tion n (beg (beginn inning ing on on page 9A) presents information regarding the major apply components and hydraulic control components used in this transmission. This section describes “how” specific components work and interfaces with the sections that follow. The Power Power Flow Flow secti section on (be (begin ginnin ning g on page page 41) 41) presents the mechanical and hydraulic functions corresponding to specific gear ranges. This section builds on the information presented in the

Principles of Operation section by showing specific fluid circuits that enable the mechanical components to operate. The mechanical power flow is graphically displayed on a full size page and followed by a half page of descriptive text. The opposite side of the half page contains the narrative description of the hydraulic fluid as it applies components or moves valves in the system. Facing this partial page is a hydraulic schematic which shows the position of valves, checkballs, etc., as they function in a specific gear range. Also, located at the bottom of each half page is a reference to the Complete Hydraulic Circuit section that follows. •

The Comp The Complet letee Hydr Hydraul aulic ic Circu Circuits its sectio section n (beginning on page 67) details the entire hydraulic system. This is accomplished by using a foldout circuit schematic with a facing page two dimensional foldout drawing of each component. The circuit schematics and component drawings display only the fluid passages for that specific operating range.

•

Finall Finally y, the the Append Appendix ix sect section ion contai contains ns a schema schematic tic of the lubrication flow through the transmission, disassembled view parts lists and transmission specifications. This information has been included to provide the user with convenient reference information published in the appropriate vehicle Service Manuals. Since component parts lists and specifications may change over time, this information should be verified with Service Manual information.

Figur e 1

5

U N DE DER RST STAN ANDIN DING G THE GRAP GRAPHICS HICS

Figure 2

The flow of transmission fluid starts in the bottom pan and is drawn through the filter, main case valve body, main case, adapter case and into oil pump assembly. This is a general route for fluid to flow that is more easily understood by reviewing the illustrations provided in Figure 2. However, fluid may pass between these and other components many times before reaching a valve or applying a clutch. For this reason, the graphics are designed to show the exact location where fluid passes through a component and into other passages for specific gear range operation. To provide a better understanding of fluid flow in the Hydra-matic 4L30-E transmission, the components involved with hydraulic control and fluid flow are illustrated in three major formats. Figure 3 provides an example of these formats which are:

6

•

A thr three ee dimen dimensio siona nall lin linee dra drawin wing g of of the the component for easier part identification.

•

A two two dimen dimensio siona nall line line dra drawin wing g of the the compo compone nent nt to indicate fluid passages and orifices.

•

A graphi graphicc schema schematic tic repr represe esenta ntatio tion n that that displa displays ys valves, checkballs, orifices and so forth, required for the proper function of transmission in a specific gear range. In the schematic drawings, fluid circuits are represented by straight lines and orifices are represented by indentations in a circuit. All circuits are labeled and color col or coded to provide reference points between the schematic drawing and the two dimensional line drawing of the components.

•

Figur Figuree 4 (pa (page ge 7A) 7A) pro provi vides des an illu illustr strati ation on of of a typical valve, bushing and valve train components. A brief description of valve operation is also provided to support the illustration.

•

Figur Figuree 5 (pag (pagee 7A) 7A) provid provides es a colo colorr code coded d chart chart that references different fluid pressures used to operate the hydraulic control systems. A brief  description of how fluid pressures affect valve operation is also provided.

UNDERSTANDING THE GRAPHICS OIL PUMP ASSEMBLY (10) CONVERTER HOUSING SIDE

ADAPTER CASE SIDE     N     E     I     R     Y     V     S     E     X     L     A     E     N     E     L     O     L     O     P     E     C     E     O     P     N     R     C     A     I C       L     O O   N  V       T     X C       E

SOLENOIDSI GNAL

L C   O   N  T   R  O   L 

LINE

CAPILLARY RESTRICTION

       ®

   L    A    N    G    I    S    E    L    T    T    O    R    H    T

PUMP ASSEMBLY (10)

EX

THROTTLESIGNAL ACCUMULATOR ASSEMBLY (214-217)

LINE

SUCTION

BOOST PRESSURE REGULATOR THROTTLESIGNAL    E    S    R    E    V    E    R

THREE DIM ENSIONAL

TWO DIMENSIONAL

   N    E    I    N    R    N    I    E    O    L    T    E    I    N    T    R    I    C    E    V    L    U    S    N    O    C

EX

   N    O    I    T    C    U    S

GRAPHIC SCHEM ATIC REPRESENTATION    G    I    S    E    L    T    T    O

ADAPTER CASE VALVE BODY ASSEM BLY (71)

   G    I    S    E    L    T    T    R    O    H    T    R    H    T

ADAPTER CASE SIDE

   L    A    N

   G    I    S    E    L    T    T    O    R    H    T

   X    E    M    U    M    C    U    C    C    A    C    4      A    3    4      3

FORCE MOTOR SOLENOID (404) FDLIMIT

   X    E

3-4 ACCUM CONTROL    X    E

LINE

FEEDLIMIT

EX

FEED LIMIT EX LINE

   E    N    I    L

   X    E

FEEDLIMIT

FORCEMOTOR SCREEN ( 415)

2NDCL REV EX

CONVERTER CLUTCH SOLENOID (416)

THREE DIM ENSIONAL

TWO DIMENSIONAL

   L    A    N    G    I    S    D    I    O    N    E    L    O    S

   D    E    E    F    D    I    O    N    E    L    O    S

GRAPHIC SCHEM ATIC REPRESENTATION

MAIN CASE VALVE BODY ASSEMBLY (84)

   D    G    E   F    L    R   C    2   -   D    1   R    3

4THCL FEED2

MAIN CASE SIDE EX

SOLENOID (303)

   H    C    T   2      U   1    /    L   2    C    D   3    N   D    2

   L    A    N    G    I    S    E    L    T    T    O    R    H    T

1-2 & 3-4 SHIFT

N.C.

   X    E

   X    E SERVOREL

   C    C    A    2      1

4THCL FEED1

D3 2/1-2

D3 2/1-2

EX

SERVOREL

SOLENOID (307)

CONTROL 1-2 ACCUM    X    X    E    E

2-3 SHIFT

N.O.

   X   1    E   D    F    L    C    H    T    4

EX EX 1-2 REG

D3 2/1-2 1-2 ACCUM

SERVOAPPLY

BAND CONTROL SOLENOID PWM (323)

   X   L   2   X    E   E    E    R   3    O   D    V    R    E    S

   X    E D3 2/1-2 D3 2/1-2

   X    E

D3 2

D3 2

LOW PRESSURE 1-2 REG

   X    E

   2      1

PWM SOLENOID SCREEN (324)

1-2

D3 2 D3 2

MANUAL VALVE

P

THREE DIM ENSIONAL

GASKET (88)

TRANSFER PLATE GASKET (87) (86)

TWO DIMENSIONAL

RND32 1

EX

   E   1    N    I    L   2   2    3      R   1

   2      1

GRAPHIC SCHEM ATIC REPRESENTATION UNRESTRICTED PASSAGE

MAIN CASE VALVE BODY SIDE SPACER PLATE GASKET

®  

ORIFICE IN TRANSFER PLATE

THREE DIM ENSIONAL

   EEX    V    E    1   S    R    R    2   E    V    3   E    R   R

TWO DIMENSIONAL

GASKET ®  

®    

®  

®  

GRAPHIC SCHEM ATIC REPRESENTATION

UNDERSTANDING THE GRAPHICS TYPICAL BUSHING & VALVE

BUSHING SPRING VALVE BORE PLUG RETAINING PIN SPACER PLATE

RESTRICTING ORIFICE

CHECK BALL

®   

VALVE BODY

®

 ®

VALVE BODY

      ®

®       ® ® 

RETAINING PIN

® 

EXHAUST FROM THE APPLY COMPONENT UNSEATS THE CHECKBALL, THEREFORE CREATING A QUICK RELEASE.    ®

SPACER PLATE

®

BUSHING

®          ®

       ®

®

  ® ®

®

®  

SIGNAL FLUID

®

 ®

® 

BUSHING

®

®   ®  

      ®

     ®

TO APPLY COMPONENT ®

®  

 ®       ®

SPRING VALVE BORE PLUG

  ®

® 

       ®

SPRING APPLY ASSIST FLUID FLUID ®

  ®

®

   ®

SPACER PLATE

     ®

       ®

SIGNAL FLUID ®

       ®

  ®

®

®  

®

SPRING APPLY ASSIST FLUID FLUID

     ®

APPLY FLUID SEATS THE CHECKBALL FORCING FLUID THROUGH AN ORIFICE IN THE SPACER PLATE, WHICH CREATES A SLOWER APPLY.

®

     ®

    ® ®

 ®

®

      ®

EX WITH SIGNAL FLUID PRESSURE EQUAL TO OR LESS THAN SPRING A ND SPRING ASSIST FLUID PRESSURE THE VALVE REMAINS IN CLOSED POSITION.

EX WITH SIGNAL FLUID PRESSURE GREATER THAN SPRING AND SPRING ASSIST FLUID PRESSURE THE VALVE MOVES OV ER.

Figur e 4

FLUID PRESSURES SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR

®A

       ®

B

A

B

FEED LIM IT THROTTLE SIGNAL  ® ® ®

       ® ®

     ®

®

®

EXHAUST DIRECTION OF FLOW

WITH EQUAL SURFACE AREAS ON EACH END OF THE VALVE, BUT FLUID PRESSURE "A" BEING GREATER THAN FLUID PRESSURE "B", THE VALVE WILL M OVE TO THE RIGHT.

Figur e 5

WITH THE SAME FLUID PRESSURE ACTING ON BOTH SURFACE "A" AND SURFACE "B" THE VALVE WILL MOVE TO THE LEFT. THIS IS DUE TO THE LARGER SURFACE AREA OF "A" THAN "B".

FOLDOUT ® 7A

HYDRA-MATIC 4L30-E

CONVERTER  HOUSING (6)

3RD CLUTCH PLATE ASSEMBLY CONVERTER (641-643) CLUTCH ASSEMBLY OVERDRIVE CLUTCH  OVERDRIVE COMPLETE  (1) ROLLER ASSEMBLY CARRIER ASSEMBLY 2ND CLUTCH (516) (525) TURBINE  PLATE ASSEMBLY SHAFT (625-627) PRINCIPLE  (506) OIL PUMP SPRAG CAGE OVERRUN ASSEMBLY ASSEMBLY  MAIN CLUTCH PLATE (10) REVERSE CLUTCH (650) CASE ASSEMBLY PLATE ASSEMBLY (36) (520-523) ADAPTER (614-616) CASE (20)

OUTPUT  EXTENSION SHAFT ASSEMBLY (653) (43)

DRIVE FLANGE (49) SPEED SENSOR ASSEMBLY (45)

SPEEDO WHEEL (672) SPEEDO WHEEL GEAR (671) BAND ASSEMBLY (664) PLANETARY CARRIER ASSEMBLY (653) SERVO PISTON (97) SELECTOR LEVER  (60) CENTER SUPPORT (30) MAIN CASE VALVE BODY ASSEMBLY (84)

STATOR TURBINE ASSEMBLY PRESSURE PLATE

8

SOLENOID ASSEMBLY (416) CONVERTER PUMP ASSEMBLY

4TH CLUTCH  PLATE ASSEMBLY (502 & 503)

ADAPTER CASE VALVE BODY ASSEMBLY (71)

Figure 6

HYDRA-MATIC 4L30-E CROSS SECTIONAL DRAWING This illustration is a typical engineering cross sectional drawing of the HYDRA-MATIC 4L30-E transmission that has been used sparingly in this publication. Unless an individual is familiar with this type of drawing, it may be difficult to use when locating or identifying a component in the transmission. For this reason, the three dimensional graphic illustration on page 8 has been the primary drawing used throughout this publication. It also may be used to assist in the interpretation of the engineering drawing when locating a component in the transmission.

These illustrations, and others used throughout the book, use a consistent coloring of the components in order to provide an easy reference to a specific component. Colors then remain the same from section to section, thereby supporting the information contained in this book.

Figure 7

8A

GENERAL DESCRIPTION The Hydra-matic 4L30-E is a fully automatic, four speed, front wheel drive transmission. It consists primarily of a four-element torque converter, two planetary gear sets, various clutches, an oil pump, and a control valve body. The four-element torque converter contains a pump, a turbine, a pressure plate splined to the turbine, and a stator assembly. The torque converter acts as a fluid coupling to smoothly transmit power from the engine to the transmission. It also hydraulically provides additional torque multiplication when required. The pressure plate, when applied, provides a mechanical “direct drive” coupling of the engine to the transmission. The two planetary gear sets provide the four forward gear ratios and reverse. Changing of the gear ratios is fully automatic and is accomplished through the use of  various electronic powertrain sensors that provide input signals to the Transmission Control Module (TCM). The TCM interprets these signals to send current to the various solenoids inside the transmission.

By using electronics, the TCM controls shift points, shift feel and torque converter clutch apply and release, to provide proper gear ranges for maximum fuel economy and vehicle performance. Five multiple-disc clutches, one roller clutch, a sprag clutch, and a brake band provide the friction elements required to obtaain the various ratios with planetary gear sets. A hydraulic system (the control valve body), pressurized by a gear type pump provides the working pressure needed to operate the friction elements and automatic controls. Several electronic solenoids and sensors in the powertrain work in conjunction with the vehicle’s Transmission Control Module (TCM), to control various shift points, shift feel and converter clutch apply and release.

EXPLANATION OF GEAR RANGES accomplished by depressing the accelerator or by manually selecting a lower gear with the shift selector.

  P

R

N

D

3 

2   1  

Figure 8

The transmission can be operated in any one of the seven different positions shown on the shift quadrant (Figure 8).

P – Park position enables the engine to be started while preventing the vehicle from rolling either forward or backward. For safety reasons, the vehicle’s parking brake should be used in addition to the transmission “Park” position. Since the output shaft is mechanically locked to the case through the parking pawl and parking lock wheel, Park position should not be selected until the vehicle has come to a complete stop. R – Reverse enables the vehicle to be operated in a rearward direction. N – Neutral position enables the engine to start and operate without driving the vehicle. If necessary, this position should be selected to restart the engine while the vehicle is moving. D – Drive range should be used for all normal driving conditions for maximum efficiency and fuel economy. Drive range allows the transmission to operate in each of the four forward gear ratios. When operating in the

It is not recommended that the transmission be operated in Drive range when pulling heavy loads or driving on extremely hilly terrain. Typically these conditions put an extra load on the engine, therefore the transmission should be driven in a lower manual gear selection for maximum efficiency.

3 – Manual Third should be used when driving conditions dictate that it is desirable to use only three gear ratios. These conditions include towing a trailer or driving on hilly terrain as described above. Automatic shifting is the same as in Drive range for first, second and third gears except the transmission will not shift into Fourth gear. 2 – Manual Second adds more performance for congested traffic or hilly terrain. It has the same starting ratio (first gear) as Manual Third but the transmission is prevented from shifting above second gear. Manual Second can be selected at any vehicle speed therefore, it is commonly used for acceleration or engine braking as required. 1 – Manual First can also be selected at any vehicle speed, however if the transmission is in third or fourth gear it will immediately shift into second gear. When the vehicle speed slows to below approximately 60 km/h (37 mph) the transmission will then shift into first gear. This is particularly beneficial for maintaining maximum engine braking when descending steep grades.

PRINCIPLES OF OPERATION An automatic transmission is the mechanical component of a vehicle that transfers power (torque) from the engine to the wheels. It accomplishes this task by providing a number of forward gear ratios that automatically change as the speed of the vehicle increases. The reason for changing forward gear ratios is to provide the performance and economy expected from vehicles manufactured today. On the performance end, a gear ratio that develops a lot of torque (through torque multiplication) is required in order to initially start a vehicle moving. Once the vehicle is in motion, less torque is required in order to maintain the vehicle at a certain speed. When the vehicle has reached a desired speed, economy becomes the important factor and the transmission will shift into overdrive. At this point output speed is greater than input speed, and, input torque is greater than output torque. Another important function of the automatic transmission is to allow the engine to be

started and run without transferring torque to the wheels. This situation occurs whenever Park (P) or Neutral ( N ) ranges have been selected. Also, operating the vehicle in a rearward direction is possible whenever Reverse (R) gear range has been selected (accomplished by the gear sets). The variety of gear ranges in an automatic transmission are made possible through the interaction of numerous mechanically, hydraulically and electronically controlled components inside the transmission. At the appropriate time and sequence, these components are either applied or released and operate the gear sets at a gear ratio consistent with the driver’s needs. The following pages describe the theoretical operation of the mechanical, hydraulic and electrical components found in the Hydra-matic 4L30E transmission. When an understanding of  these operating principles has been attained, understanding and diagnosis of the entire system is easier.

9A

MAJOR MECHANICAL COMPONENTS TURBINE SHAFT (506)

ADAPTER CASE (20)

MAIN CASE (36)

4TH CLUTCH ASSEMBLY (501-503,530-534)

SPLINED TOGETHER

REVERSE CLUTCH ASSEMBLY (608-617)

2ND CLUTCH ASSEMBLY (618-629)

3RD CLUTCH ASSEMBLY (634-643)

SPRAG CLUTCH ASSEMBLY (650)

INPUT SUN GEAR ASSEMBLY (646)

OVERDRIVE INTERNAL GEAR (528)

OVERDRIVE CARRIER ASSEMBLY (525)

SOME MODELS SPLINED TOGETHER

PARKING LOCK WHEEL (668)

SPEEDO WHEEL (672)

SPEEDO WHEEL GEAR (671)

REACTION SUN GEAR (658)

OVERDRIVE SUN GEAR (519) BRAKE BAND ASSEMBLY (664)

OVERRUN CLUTCH ASSEMBLY (510-524) RAVIGNEAUX PLANETARY CARRIER ASSEMBLY (653)

SPLINED TO RAVIGNEAUX PLANETARY CARRIER ASSEMBLY (653)

PARKING LOCK ACTUATOR ASSEMBLY (56) REACTION SUN DRUM (659) SPLINED TO PARKING LOCK WHEEL (668)

10

SPLINED TO SPEEDO WHEEL (672)

SERVO ASSEMBLY (90-103)

Figure 9

PARKING LOCK PAWL (54)

TORQUE CONVERTER TURBINE THRUST SPACER (B)

CONVERTER HOUSING COVER ASSEMBLY (A)

PRESSURE PLATE SPRING (E)

THRUST BEARING ASSEMBLY (G)

DAMPER ASSEMBLY (D) PRESSURE PLATE ASSEMBLY (C)

TORQUE CONVERTER: The torque converter (1) is the primary component for transmittal of power between the engine and the transmission. It is bolted to t he engine flywheel (also known as the flexplate) so that it will rotate at engine speed. The major functions of the torque converter are:

TURBINE ASSEMBLY (F)

THRUST BEARING ASSEMBLY (G)

STATOR ASSEMBLY (H)

CONVERTER PUM P ASSEMBLY (I)

TORQUE CONVERTER ASSEMBLY (1)

• to provide a fluid coupling for a smooth conversion of torque from the engine to the mechanical components of the transmission.

F

• to multiply torque from the engine which enables the vehicle to achieve additional performance when required.

RELEASE FLUID

TCC RELEASED

H

® ®  ® 

• to mechanically operate the transmission oil pump (4) through t he converter hub.

®

• to provide a mechanical link, or direct drive, from the engine to the transmission through the use of  the torque converter clutch (TCC), or pressure plate (C). The torque converter assembly consists of  the following five main sub-assemblies:

RELEASE FLUID

STATOR SHAFT (209)

B

• a converter housing cover assembly (A) which is bolted to the engine flywheel and is welded to the converter pump assembly (I). • a converter pump assembly (I) which is the driving member. • a turbine assembly (F) which is the driven or output member.

E

• a stator assembly (H) which is the reaction member located between the converter pump and turbine assemblies. • a pressure plate assembly (C) splined to the turbine assembly to provide a mechanical direct drive when appropriate.

CONVERTER PUMP ASSEMBLY AND TURBINE ASSEMBLY When the engine is running the converter pump assembly acts as a centrifugal pump by picking up fluid at its center and discharging it at its rim between the blades (see Figure 12). The force of this fluid then hits the turbine blades and causes the turbine to rotate. The turbine shaft (506) is splined to the converter turbine to provide the input to the transmission. As the engine and converter pump increase in RPM, so does the turbine assembly and turbine shaft. However, with the pressure plate released, turbine speed does not equal engine speed due to the small amount of slip that occurs in a fluid coupling.

12

TURBINE SHAFT (506)

APPLY FLUID

D        ®

G

 ®  ®

APPLY FLUID

       ®

TCC APPLIED

C

       ®

I A

Figure 11

TORQUE CONVERTER PRESSURE PLATE, DAMPER AND CONVERTER HOUSING ASSEMBLIES The pressure plate is splined to the turbine hub and applies (engages) with the converter cover to provide a mechanical coupling of the engine to the transmission. When the pressure plate assembly is a pplied, the small amount of slippage that occurs through a fluid coupling is eliminated, thereby providing a more efficient transfer of engine torque to the transmission and drive wheels. The bottom half of the cutaway view of the torque converter in Figure 11 shows the pressure plate in the apply position while the top half shows the released position. Refer to Torque Converter Release and Apply on pages 54 and 55 for an explanation of hydraulic control of the torque converter clutch.

To reduce torsional shock during the apply of the pressure plate to the converter cover, a spring loaded damper assembly (D) is used. The damper assembly is splined to the turbine assembly and the damper’s pivoting mechanism is attached to the pressure plate assembly. When the pressure plate applies, the pivoting mechanism allows the pressure plate to rotate independently of the damper assembly up to approximately 45 degrees. The cushioning effect of the damper assembly springs aid in reducing converter clutch apply feel and irregular torque pulses from the engine or road surface.

FLUID FLOW

STATOR ASSEMBLY (H) TURBINE ASSEMBLY (F)

CONVERTER PUM P ASSEMBLY (I)

Figure 12 STATOR ASSEM BLY STATOR

STATOR HELD FLUID FLOW REDIRECTED

CONVERTER MULTIPLYING

FLUID FLOW FROM TURBINE

CONVERTER AT COUPLING SPEED STATOR ROTATES FREELY

Figure 13

The stator assembly (or assemblies, see page 14) is located between the pump assembly and turbine assembly and is mounted on a roller clutch. The roller clutch is a type of one-way clutch that prevents the stator from rotating in a counterclockwise direction. The function of the stator is to redirect fluid returning from the turbine which assists the engine in turning the converter pump assembly, thereby multiplying torque. At low vehicle speeds, when greater torque is needed, fluid from the turbine hits the front side of  the stator blades (converter multiplying torque). The roller clutch prevents the stator from rotating in the same direction as the fluid flow, thereby redirecting the fluid and increasing the fluid force on the pump assembly. Fluid from the converter pump then has more force to turn the turbine assembly and multiply engine torque. As vehicle speed increases, centrifugal force changes the direction of fluid leaving the turbine such that it hits the back side of the stator blades (converter at coupling speed). When this occurs, the stator overruns the roller clutch and rotates freely. Fluid is no longer redirected and torque is no longer multiplied.

13

APPLY COM PONENTS The Apply Components section is designed to explain the function of the hydraulic and mechanical holding devices used in the Hydramatic 4L30-E transmission. Some of these apply components, such as clutches and a band, are hydraulically “applied” and “released” in order to provide automatic gear range shifting. Other components, such as a roller clutch or sprag clutch, often react to a hydraulically “applied” component by mechanically “holding” or “releasing” another member of the transmission. This interaction between the hydraulically and mechanically applied components is then explained in detail and supported with a graphic illustration. In addition, this section shows the routing of fluid pressure to the individual components and their internal functions when it applies or releases.

The sequence in which the components in this section have been discussed coincides with their physical arrangement inside the transmission. This order closely parallels the disassembly sequence used in the Hydra-matic 4L30-E Unit Repair Section of the appropriate Service Manual. It also correlates with the components shown on the Range Reference Charts that are used throughout the Power Flow section of this book. The correlation of information between the sections of  this book helps the user more clearly understand the hydraulic and mechanical operating principles for this transmission.

Figure 14

15

APPLY COM PONENTS OVERRUN CLUTCH: The overrun clutch assembly is located in the overrun clutch housing (510) inside the adapter case (20). The external teeth on the steel clutch plates (521) are splined to the overrun clutch housing while the internal teeth on the fiber clutch plates (522) are splined to the overdrive carrier assembly (525). The overrun clutch is applied as soon as the engine is started and in all gear ranges except Drive Range - Fourth Gear.

OVERRUN CLUTCH HOUSING (510)

OVERRUN CLUTCH CHECKBALL APPLIED RELEASED

® ®        ®

®        ®        ®

OVERRUN CLUTCH APPLY:

EX

To apply the overrun clutch, overrun clutch fluid is fed through the oil pump hub, into the turbine shaft (506) and to the inner hub of the overrun clutch housing. Feed holes in the inner hub allow fluid to enter the housing behind the overrun clutch piston (513). Overrun clutch fluid pressure seats the overrun clutch checkball (located in the housing) and moves the piston to compress the waved release spring (514) which cushions the clutch apply. As fluid pressure increases, the piston compresses the steel and fiber clutch plates together until they are held against the overrun clutch backing plate (523). The increase in fluid pressure forces any air in the overrun clutch fluid circuit to exhaust past the checkball, before it fully seats, to prevent excess cushion during the clutch apply.

OVERRUN CLUTCH PISTON (513)

SNAP RING (524)

OVERRUN CLUTCH HOUSING (510)

When fully applied, the steel plates (521) and fiber plates (522) are locked together, thereby holding the overrun clutch housing and overdrive carrier assembly together. This forces the housing, overdrive sun gear (519) which is splined to the housing’s inner hub, and carrier to rotate at the same speed.

RETAINER (515) CAM (517)

RELEASE SPRING (514)

OVERRUN CLUTCH RELEASE:

OVERRUN CLUTCH APPLY FLUID

To release the overrun clutch, overrun clutch fluid exhausts from the housing and back through the turbine shaft and oil pump hub, thereby decreasing fluid pressure at the overrun clutch piston (513). Without fluid pressure, spring force from the waved release spring (514) moves the overrun clutch piston away from clutch pack. This disengages the steel and fiber clutch plates from the backing plate (523) and disconnects the overrun clutch housing (510) from the overdrive carrier (525).

SUN GEAR (519)

During the exhaust of overrun clutch fluid, the overrun clutch checkball unseats (see illustration). Centrifugal force, resulting from the overrun clutch housing rotating, forces residual overrun clutch fluid to the outside of the piston housing and past the unseated checkball. If this fluid did not completely exhaust from behind the piston there could be enough pressure for a partial apply, or drag, of the overrun clutch plates.

SNAP RING (518) OVERRUN CLUTCH STEEL PLATE (521)

 Note: Some models use a waved plate (520) to help control the overrun clutch apply feel.

OVERRUN CLUTCH LINED PLATE (522)

OVERRUN CLUTCH BACKING PLATE (523)

SOME MODELS 513

16

514

515

517

518

519

520

Figure 15

521

522

523

524

APPLY COM PONENTS

516

504

OVERDRIVE TURBINE OIL SEAL ROLLER CLUTCH SHAFT RING (516) (508) (506)

506

505

OVERDRIVE CARRIER ASSEMBLY (525) LUBE PASSAGE

508

525

526

OVERRUN CLUTCH APPLY FLUID

SNAP RING (526)

OVERDRIVE ROLLER CLUTCH:

OVERRUN CLUTCH PLATE OVERDRIVE ROLLER CLUTCH (521-522) (516) HOLDING

OVERDRIVE CARRIER ASSEMBLY (525)

The overdrive roller clutch assembly (516) is located between the overdrive carrier assembly (525) and overrun clutch housing (510). The outer race of  the roller clutch is pressed into the overdrive carrier while the roller clutch inner cam (517) is splined to the inner hub of the overrun clutch housing. The overdrive roller clutch is a type of one-way clutch that prevents the overrun clutch housing from rotating clockwise faster than the overdrive carrier. This assists the overrun clutch in holding the overrun clutch housing and overdrive carrier together. The overdrive roller clutch is holding, and effective, during acceleration in all gear range except Drive Range EXAM PLE "A" Fourth Gear, the same as the overrun clutch. DIRECT DRIVE

ROLLER CLUTCH HOLDIN G: (EXAM PLE "A") DIRECT DRIVE OVERDRIVE INTERNAL GEAR (528)

 G

  T  I N    T A    R  O

 G    T  I  N

  A     T    O

    R

     ®

    ®

OVERRUN CLUTCH HOUSING AND SUN GEAR (INNER CAM)

(OUTER RACE)

OVERRUN CLUTCH PLATE OVERDRIVE (521-522) ROLLER CLUTCH (516) OVERRUNING

OVERDRIVE CARRIER ASSEMBLY (525)

  I N G

   R  O

(OUTER RACE)

With the sun gear and overdrive carrier rotating at the same speed, the pinion gears do not rotate on their pins but act as wedges and drive the overdrive internal gear. This creates a 1:1 gear ratio through the overdrive planetary gear set. Remember that, as explained above, the roller clutch is assisting the overrun clutch which is also applied and holding the carrier and overrun clutch housing together.

ROLLER CLUTCH RELEASED: (EXAM PLE "B") OV ERDRIVE

  T    T A

     ®

When the 4th clutch is released the overrun clutch housing is free to rotate. The overdrive carrier pinion gears are in mesh with both the overdrive sun gear (519), which is splined to the inner hub of the overrun clutch housing, and the overdrive internal gear (528). Power from the engine drives the overdrive carrier clockwise. Vehicle load holding the overdrive internal gear causes the pinion gears to attempt to rotate counterclockwise on their pins around the internal gear as the travel clockwise with the carrier assembly. Therefore, the pinion gears attempt to drive the sun gear clockwise, faster than the carrier assembly is rotating. However, this causes the rollers to ‘move up the ramp’ on the inner cam (517) and wedge between the inner cam and outer race, thereby locking the overrun clutch housing (510) and overdrive c arrier together.

EXAMPLE "B" OVERDRIVE The roller clutch releases when the overdrive carrier rotates clockwise faster than the overrun clutch housing. This causes the rollers to ‘move down the ramp’ on the inner cam (517) and rotate freely between the inner cam and outer race. This action occurs in Fourth gear when the overrun OVERDRIVE clutch is released and the 4th clutch is applied to hold the overrun clutch INTERNAL housing (510) and overdrive sun gear (519) stationary to the adapter case. GEAR As torque from the engine drives the carrier clockwise, the roller clutch (528) outer race in the carrier overruns the roller clutch. The pinion gears rotate clockwise on their pins and walk around the stationary sun gear, thereby driving the overdrive internal gear (528) in a Fourth gear overdrive gear ratio of approximately .73:1.

Coast Conditions:    L  D    E    H

    ®

OVERRUN CLUTCH HOUSING AND SUN GEAR (INNER CAM)

When the throttle is released and the vehicle is decelerating, power from vehicle speed drives the transmission’s output shaft and gear sets faster than engine torque is driving. In gear ranges when the overrun clutch is applied and engine compression braking slows the vehicle during coast conditions, the overdrive roller clutch is not holding. However, the overdrive carrier does not overrun the roller clutch because the overrun clutch holds the carrier and overrun clutch housing together.

Figure 16

17

APPLY COMPONENTS 4TH CLUTCH: ADAPTER CASE (20)

The 4th clutch assembly is located in the adapter case. The external teeth on the steel clutch plates (502) are splined to the adapter case while the internal teeth on the fiber clutch plates (503) are splined to the outside of the overrun clutch housing (510). The 4th clutch is only applied in Drive Range - Fourth Gear to provide an overdrive gear ratio through the overdrive planetary gear set.

ADAPTER CASE (20)

4TH CLUTCH STEEL PLATE (502)

4TH CLUTCH LINED PLATE ASSEMBLY (503)

SNAP RETAINER 4TH CLUTCH RING & SPRING PISTON (530) ASSEMBLY (532) (531)

4TH CLUTCH RETAINER (501)

SEAL (OUTER) (534)

4TH CLUTCH APPLY: To apply the 4th clutch, 4th clutch fluid is fed from the center support (30) into the adapter case behind the 4th clutch piston (532). 4th clutch fluid pressure moves the piston to compress the retainer and spring assembly (531) which cushions the clutch apply. As fluid pressure increases, the piston compresses the steel and fiber clutch plates until they are held against the 4th clutch retainer (501). The 4th clutch retainer is splined to the adapter case and held in place by the oil pump assembly (10). The retainer functions as a backing plate for the clutch pack.

SEAL (INNER) (533)

When fully applied, the steel and fiber clutch plates are locked together and held stationary to the adapter case. The internal teeth on the fiber clutch plates (503) hold the overrun clutch housing (510) stationary. This prevents the overdrive sun gear (519), which is splined to the overrun clutch housing’s inner hub, from rotating.

4TH CLUTCH RELEASE: To release the 4th clutch, 4th clutch fluid exhaust from the adapter case and back through the center support (30), thereby decreasing fluid pressure at the 4th clutch piston (532). Without fluid pressure, spring force from the piston spring assembly (531) moves the 4th clutch piston away from the clutch pack. This disengages the steel and fiber clutch plates from the 4th clutch retainer (501) and allows the overrun clutch housing and overdrive sun gear to rotate freely.

4TH CLUTCH APPLY FLUID 501

18

502

503

530

531

Figure 17

532

533

534

APPLY COM PONENTS MAIN CASE (36)

MAIN CASE (36)

REVERSE CLUTCH APPLIED:

To apply the reverse clutch, reverse clutch fluid is fed from the center support into the cavity behind the reSEAL verse clutch piston (610). Reverse clutch fluid pressure (OUTER) (609) moves the piston to compress the piston spring assembly (611) which cushions the clutch apply. As fluid pressure increases, the piston compresses the steel and fiber REVERSE clutch plates together until they are held against the CLUTCH selective reverse clutch pressure plate (617). The pres- PISTON (610) sure plate, which is selective for assembly purposes, is held stationary by the main case and functions as a backing plate for the clutch pack. Also included in the SEAL reverse clutch assembly is a steel waved plate (614) that, (INNER) in addition to the spring assembly (611), helps cushion (608) the reverse clutch apply.

REVERSE CLUTCH: The reverse clutch is located in the main transmission case (31) directly behind the center support (604). The external teeth on the steel clutch plates (615) are splined to the main case while the internal teeth on the fiber clutch plates (616) are splined to the outside of the 2nd clutch drum (618). The reverse clutch is only applied when the gear selector lever is in the Reverse (R) position.

CENTER SUPPORT ASSEMBLY (30)

REVERSE CLUTCH WAVED PLATE (614)

REVERSE CLUTCH LINED PLATE (616)

REVERSE CLUTCH STEEL PLATE (615)

REVERSE CLUTCH PRESSURE/SELECTIVE PLATE (617)

SPRING SEAT (612) RETAINING RING (613)

When fully applied, the steel clutch plates (615), fiber clutch plates (616) and waved plate (614) are locked together and held stationary to the main case. The internal teeth on the fiber clutch plates hold the 2nd clutch drum (618) and ring gear (630) stationary.

REVERSE CLUTCH RELEASE: To release the reverse clutch, reverse clutch fluid pressure exhausts from the reverse clutch piston (610) and center support. Without fluid pressure, spring force from the piston spring assembly (611) and waved plate (614) moves the reverse clutch piston away from the clutch pack. This disengages the steel plates, fiber plates and waved plate from the pressure plate (617) and allows the 2nd clutch drum and ring gear t o rotate freely.

30

608

31

609

12

610

OIL SEAL RINGS (32) PISTON CLUTCH SPRING (611)

32

611

612

613

Figure 18

614

615

616

617

19

APPLY COM PONENTS 2ND CLUTCH: The 2nd clutch assembly is located in the 2nd clutch drum (618) inside the main transmission case (31). The external teeth on the steel clutch plate s (626) are splined to the 2nd clutch drum while the internal teeth on the fiber clutch plates (627) are splined to the 3rd clutch drum assembly (634). The 2nd clutch is applied when the transmission is in Second, Third and Fourth gears.

2ND CLUTCH APPLY: To apply the 2nd clutch, 2nd clutch fluid is fed through the center support (604), into the intermediate shaft which is connected to the 3rd clutch drum, and to the inner hub of the 2nd clutch drum. Feed holes in the inner hub allow fluid to enter the drum behind the 2nd clutch piston (622). 2nd clutch fluid pressure seats the 2nd clutch checkball (located in the drum) and moves the piston to compress the piston spring assembly (611) which cushions the clutch apply. As fluid pressure increases, the piston compresses t he steel and fiber clutch plates together until they are held against the 2nd clutch spacer (628). The spacer is splined to the 2nd clutch drum and held in place by the retainer ring (629). The spacer functions as a backing plate for the clutch pack. The increase in fluid pressure forces any air in the 2nd clutch fluid circuit to exhaust past the 2nd clutch checkball, before it fully seats, to prevent excess cushion during the cl utch apply.

2ND CLUTCH DRUM ASSEMBLY (618)

2ND CLUTCH CHECKBALL Also included in the 2nd clutch assembly is a steel waved plate (625) that, in addition to the spring assembly (611), helps cushion the 2nd clutch apply. When fully applied, the steel clutch plates (626), fiber clutch plates (627) and waved plate are locked together, thereby holding the 2nd clutch drum and 3rd clutch drum together. This forces both drums and the ring gear (630), which is splined to the 2nd clutch drum, to rotate at the same speed.

APPLIED

RELEASED

   ®

® ®

EX ® ®  

SEAL (OUTER) (621)

2ND CLUTCH WAVED PLATE (625)

®

2ND CLUTCH STEEL PLATE (626)

SEAL (INNER) (620)

2ND CLUTCH SPACER (628) 2ND CLUTCH LINED PLATE (627)

RETAINING RING (629)

2ND CLUTCH RELEASE: To release the 2nd clutch, 2nd clutch fluid exhausts from the 2nd clutch drum (618) and back  through the intermediate shaft and center support (604), thereby decreasing fluid pressure at the 2nd clutch piston (622). Without fluid pressure, spring force from the piston spring assembly (611) and waved plate (625) moves the 2nd clutch piston away from the clutch pack. This disengages the steel plates, fiber plates and waved plate from the spacer ring (628) and disconnects the 2nd and 3rd clutch drums. During the exhaust of  2nd clutch fluid, the 2nd clutch checkball unseats (see illustrat ion). Centrifugal force, resulting from the 2nd clutch drum rotating, forces residual 2nd clutch fluid to the outside of the piston housing and past the unseated checkball. If this fluid did not completely exhaust from behind the piston there could be enough pressure for a partial apply, or drag, of the 2nd clutch plates.

620

621

622

2ND CLUTCH APPLY FLUID

611

2ND CLUTCH DRUM ASSEMBLY (618) 623

20

613

625

626

627

2ND CLUTCH PISTON (622)

PISTON CLUTCH SPRING (611) 628

Figure 19

SPRING SEAT (623)

629

RETAINING RING (624)

630

RING GEAR (630)

629

APPLY COM PONENTS 3RD CLUTCH: The 3rd clutch assembly is located in the 3rd clutch drum (634) inside the main transmission case (31). The external teeth on the steel clutch plates (642) are splined to the 3rd clutch drum while the internal teeth on the fiber clutch plates (643) are splined to the input sun gear assembly (646). The 3rd clutch is applied when the transmission is in Drive Range - Third and Fourth gears. The 3rd clutch is also applied in First gear when the transmission is operating in Manual Second and Manual First to provide engine compression braking.

3RD CLUTCH DRUM ASSEMBLY (634)

3RD CLUTCH APPLY: To apply the 3rd clutch, 3rd clutch fluid is fed through the center support (604), into the intermediate shaft which is connected to the 3rd clutch drum, and to the inner hub of  the 3rd clutch drum. Feed holes in the inner hub all ow fluid to enter the drum behind the 3rd clutch piston (638). 3rd clutch fluid pressure seats the 3rd clutch checkball (located in the drum) and moves the piston to compress the piston spring assembly (611) which cushions the clutch apply. As fluid pressure increases, the piston compresses the steel and fiber clutch plates together until they are held against the sprag race assembly (647). The sprag race assembly is splined to the 3rd clutch drum and held in place by the sprag retainer ring (648). The sprag race functions as a backing plate for the clutch pack. The increase in fluid pressure forces any air in the 3rd clutch fluid circuit to exhaust past the 3rd clutch checkball, before it fully seats, to prevent excess cushion during the clutch apply. Also included in the 3rd clutch assembly is a steel spring cushion plate (641) that, in addition to the spring assembly (611), helps cushion the 3rd clutch apply. When fully applied, the steel clutch plates (642), fiber clutch plates (643) and spring plate (641) are locked together, thereby holding the 3rd clutch drum and input sun gear assembly (646) together. This forces the 3rd clutch drum and input sun gear to rotate at the same speed.

3RD CLUTCH CHECKBALL APPLIED

RELEASED

   ®

® ®

EX

® ®  

SPRAG RACE ASSEMBLY (647)

®

SEAL SEAL (INNER) (OUTER) (635) (637)

LUBE PASSAGE

3RD CLUTCH APPLY FLUID

SPRAG RACE RETAINING RING (648)

PISTON CLUTCH SPRING (611) SPRING SEAT (639)

3RD CLUTCH RELEASE: To release the 3rd clutch, 3rd clutch fluid exhausts from the 3rd clutch drum (634) and back t hrough the intermediate shaft and center support (604), thereby decreasing fluid pressure at the 3rd clutch piston (638). Without fluid pressure, spring force from the piston spring assembly (611) and spring plate (641) moves the 3rd clutch piston away from the clutch pack. This disengages the steel plates, fiber plates and spring plate from the sprag race assembly (647) and disconnects the 3rd clutch drum from the input sun gear assembly.

LUBE PASSAGE 3RD CLUTCH DRUM ASSEMBLY (634)

3RD 3RD 3RD CLUTCH CLUTCH CLUTCH PISTON SPRING STEEL (638) CUSHION PLATE PLATE (642) (641)

During the exhaust of 3rd clutch fluid, the 3rd clutch checkball unseats (see illustration). Centrifugal force, resulting from the 3rd clutch drum rotating, forces residual 3rd clutch fluid to the outside of the piston housing and past the unseated checkball. If this fluid did not completely exhaust from behind the piston there could be enough pressure for a partial a pply, or drag, of the 3rd clutch plates.

635

637

638

611

639

640

641

642

Figure 20

643

3RD RETAINING RING CLUTCH LINED (640) PLATE (643)

647

648

21

APPLY COM PONENTS SPRAG CLUTCH: The sprag clutch assembly (650) is locate d between the input sun gear assembly (646) and sprag race assembly (647). The input sun gear assembly functions as the inner sprag race and is splined to the short pinions in the Ravigneaux planetary carrier (653). The sprag race assembly functions as the outer sprag race and is splined to the 3rd clutch drum (634). The sprag clutch is a type of one-way clutch that prevents the 3rd clutch drum from rotating clockwise faster than the input sun gear. Therefore, when the sprag clutch is holding it allows the 3rd clutch drum to drive the input sun gear.

INPUT SUN GEAR ASSEMBLY (646)

SPRAG CLUTCH HOLDIN G: In Park, Reverse, Neutral and First gears power flow drives the 3rd clutch drum clockwise such that the sprag outer race pivots the sprags toward their long diagonals. The length of the sprag’s long diagonal (distance A) is greater than the distance between the inner and outer races. This causes the sprags to ‘lock’ between the inner and outer races, thereby allowing the 3rd clutch drum to drive the input sun gear assembly. The sun gear then transfers the power flow to the Ravigneaux carrier and output shaft. The sprag clutch is also holding in Third and Fourth gears, and First gear in Manual First and Manual Second. However, in these gear ranges the 3rd clutch is applied and connects the 3rd clutch drum and input sun gear assembly. In this situation the sprag clutch assists the 3rd clutch in driving the input sun gear. This locks the sprag clutch at all times, during both acceleration and deceleration to provide engine compression braking.

SPRAG CLUTCH HOLDING/ DRIVING

(OUTER RACE) SPRAG RACE ASSEMBLY (647)

     ®

(A)

  Note: Refer to the Power Flow section for a complete description of   power flow and operation of the sprag clutch during each gear range.

     ®

SPRAG CAGE ASSEMBLY (650)

(B)

®  

SPRAG CLUTCH RELEASED:

®    

(INNER RACE) INPUT SUN GEAR (646)

SPRAG CLUTCH OVERRUNNING

(OUTER RACE) SPRAG RACE ASSEMBLY (647)

Coast Conditions: The sprag clutch is also overrun during coast conditions, or deceleration, in Reverse, Drive Range - First Gear and Manual Third - First Gear. This is when power from vehicle speed drives the input sun gear clockwise faster than engine torque drives the 3rd clutch drum (with the 3rd clutch released). In this situation, the sprag clutch inner race on the input sun gear assembly overruns the sprags, thereby allowing the vehicle to coast freely.

SPRAG CAGE ASSEMBLY (650)

(INNER RACE) INPUT SUN GEAR (646)

649

650

The sprag clutch releases when the sprags pivot toward their short diagonals. The length of the short diagonal (distance B) is less than the distance between the inner and outer sprag races. This action occurs when power flow drives the input sun gear clockwise faster than the 3rd clutch drum, thereby allowing the input sun gear and inner race (646) to overrun the sprag clutch. During acceleration the sprag clutch is only overrun when the transmission is in Second gear.

SPRAG CAGE ASSEMBLY (650)

649

RETAINING RING (649)

22

LUBE PASSAGE

Figure 21

INPUT SUN GEAR ASSEMBLY (646)

APPLY COM PONENTS SERVO ASSEMBLY AND BRAKE BAND: The servo assembly, located in the bottom rear of the main transmission case (36), functions to apply the brake band (664) and act as an accumulator to cushion the 3rd clutch apply. The brake band is applied when the transmission is in First and Second gears. The brake band is held stationary in the main case and wraps around the reaction sun drum (659). When compressed by the servo assembly the band holds the reaction drum and reaction sun gear (658) stationary to the main case.

103

BRAKE BAND APPLY: 102

To apply the servo assembly and brake band, servo apply fluid is fed between the servo cover (91) and servo piston (97). Servo apply fluid pressure forces the piston to compress both the servo cushion (99) and servo return (103) springs. This action moves the servo apply rod (102) toward the band. The apply rod compresses the brake band around the reaction sun drum and holds both the drum and reaction sun gear stationary to the main case. During apply, the spring forces (servo cushion and servo return) acting against servo apply fluid pressure help control the apply feel of the brake band.

101

BRAKE BAND RELEASE: The servo assembly and brake band are held in the release position by the spring forces in Park, Neutral and Reverse when servo apply fluid pressure is exhausted. In Third and Fourth gears they are held in the release position by servo release fluid pressure assisting the spring forces. Servo release fluid pressure is fed between the main case and servo piston. This fluid pressure assists the spring forces to move the servo piston and apply rod against servo apply fluid pressure and away from the brake band. Therefore, the brake band rel eases and the reaction drum and reaction sun gear are allowed to rotate freely.

100

99

3RD CLUTCH ACCUMULATION: The servo assembly is also used as an accumulator for 3rd clutch apply. Servo release fluid pressure also feeds the 3rd clutch fluid circuit to apply the 3rd clutch. Therefore, as servo release fluid pressure moves the servo piston against servo apply fluid pressure, some of the initial fluid pressure that applies the 3rd clutch is absorbed. This helps cushion the 3rd clutch apply. Refer to page 32A for a more detailed description of  accumulator function.

98

97

96 BRAKE BAND ASSEMBLY (664)

95 94

ANCHOR PINS

93

92

91 MAIN CASE (36)

90

   E    S    A    E    Y   L    L    E    P   R    P   O    A   V    O   R    V   E    R   S    E    S ®

®

ADJUST SLEEVE (101) CUSHION SPRING SEAT (100) CUSHION SPRING (99)

APPLY ROD (102)

     ®

SERVO PISTON (97)

RETURN SPRING (103)

SERVO PISTON ASSEMBLY (94-103)

RING SEAL (98)

Figure 22

SERVO COVER (91) SERVO SCREW NUT (95)

SERVO PISTON SCREW (96)

MAIN CASE BOTTOM PAN (57)

23

PLANETARY GEAR SETS PLANETARY GEAR SETS

Torque:

Planetary gear sets are used in the Hydra-matic 4L30-E transmission as the primary method of multiplying the torque, or twisting force, of the engine (known as reduction). A planetary gear set is also used to reverse the direction of input torque, function as a coupling for direct drive, and provide an overdrive gear ratio.

When engine torque is transferred through a gear set t he output torque from the gear set can either increase, decrease, or remain the same. The output torque achieved depends on: (1) which member of the gear set provides the input torque to the gear set, (2) which member of the gear set (if any) is held stationary, and, (3) which member of the gear set provides the output torque.

Planetary gears are so named because of their physical arrangement. All planetary gear sets contain at least three main components: • a sun gear at the center of the gear set, • a carrier assembly with planet pinion gears that rotate around the sun gear and, • an internal ring gear that encompasses the entire gear set. This arrangement provides both strength and efficiency and also evenly distributes the energy forces flowing through the gear set. Another benefit of  planetary gears is that gear clash (a common occurrence in manual transmissions) is eliminated because the gear teeth are always in mesh. The Hydra-matic 4L30-E transmission consists of two planetary gear sets, the overdrive and Ravigneaux gear sets. The graphics in Figure 23 show both of  these gear sets and their respective components. Figure 24 graphically explains how the planetary gear sets are used in combination to achieve each of the transmissions five different gear ratios.

If output torque is greater than input torque the gear set is operating in reduction (First, Second and Reverse gears). If output torque is less than input torque then the gear set is operating in overdrive (Fourth gear). When output torque equals input torque the gear set is operating in direct drive (Third gear) and all gear set components are rotating at the same speed.

Torque vs. Speed One transmission operating condition directly affected by input and output torque through the gear sets is the relationship of torque with output speed. As the transmission shifts from First to Second to Third to Fourth gear, the overall output torque to the wheels decreases as t he speed of the vehicle increases (with input speed and input torque held constant). Higher output torque is needed with low vehicle speed, First and Second gears, to provide the power to move the vehicle from a standstill. However, once the vehicle is moving and the speed of the vehicle increases, Third and Fourth gears, less output torque is required to maintain that speed.

Ravigneaux Planetary Gear Set : The Ravigneaux planetary gear set is unique in that it resembles a combination of two gear sets. This gear set consists of two sets of pinion gears (long and short) in one planetary carrier (653), two sun gears - input (646) and reaction (658), and one internal ring gear (630). The short pinion gears are in constant mesh with both the input sun gear and the long pinion gears. The long pinion gears are also in constant mesh with the internal ring gear (630). Also, the output shaft is connected to the Ravigneaux planetary carrier assembly (653).

ADAPTER CASE (20)

OVERDRIVE CARRIER ASSEMBLY (525)

REDUCTION Increasing the output torque is known as operating in reduction because there is a decrease in the speed of the output member proportional to the increase in output torque. Therefore, with a constant input speed, the output torque increases when the transmission is in a lower gear, or higher gear ratio.

OVERDRIVE INTERNAL GEAR (528)

OVERDRIVE CARRIER ASSEMBLY (525)

OVERDRIVE SUN GEAR (519)

OVERDRIVE INTERNAL GEAR (528)

REACTION SUN GEAR (658)

OVERRUN CLUTCH HOUSING (510)

OVERDRIVE SUN GEAR (519)

2ND CLUTCH DRUM ASSEMBLY (618)

INPUT SUN GEAR ASSEMBLY (646)

RAVIGNEAUX PLANETARY CARRIER ASSEMBLY (653)

MAIN CASE (36) INPUT SUN GEAR ASSEMBLY (646)

REACTION SUN GEAR (658)

24

Figure 23

REACTION SUN DRUM (659)

RAVIGNEAUX PLANETARY CARRIER ASSEMBLY (653)

RING GEAR (630)

PLANETARY GEAR SETS Reduction occurs in First, Second and Reverse gears through the Ravigneaux gear set. In ea ch of these gears, power flow through the overdrive planetary gear set is a 1:1 direct drive gear ratio. The overdrive carrier assembly provides the input torque to the overdrive gear set. The overdrive sun gear (519) is splined to the inner hub of the overrun clutch housing (510). Both of these components are held to the overdrive carrier assembly (525) by the overrun clutch and overdrive roller clutch. With the sun gear and carrier rotating at the same speed, the pinion gears do not rotate on their pins but act as wedges to drive the overdrive internal gear (528). Therefore, the entire overdrive planetary gear set rotates at the same speed for a 1:1 gear ratio input to the Ravigneaux gear set. In First gear, torque input to the Ravigneaux gear set is provided by the input sun gear (646) in a clockwise direction. The input sun gear drives the short pinion gears in the R avigneaux carrier counterclockwise. The short pinion gears then drive the long pinion gears in the Ravigneaux carrier in a clockwise direction. The brake band is applied in First and Second gears and holds the reaction sun gear (658) and reac tion sun drum (659) stationary. The long pinion gears walk clockwise around the stat ionary reaction sun gear. This action drives the Ravigneaux carrier and output shaft assembly in an reduction gear ratio of  approximately 2.40:1. In Second gear, the torque input to the Ravigneaux gear set is provided by the ring gear (630) in a clockwise direction. The ring gear drives the long pinion gears clockwise. The long pinion gears walk around the stationary reaction sun gear (658) which is still held by the band. This action drives the Ravigneaux carrier and output shaft assembly in a reduction gear ratio of approximately 1.48:1.

DIRECT DRIVE Direct drive in a planetary gear set is obtained when any two members of the gear set rotate in the same direction at the same speed. This forces the third member of  the gear set to rotate at the same speed. Therefore, in direct drive the output speed of the transmission is the same as the input speed from the converter turbine. Output speed will equal engine speed when the torque converter clutch is applied (see Torque Converter - page 12).

Direct drive occurs in Third gear when input torque to the Ravigneaux gear set is provided by both the input sun gear (646) and ring gear (630). This wedges the short and long pinion gears together, preventing them from rotating on their pins, and causes them to rotate with the input sun gear and ring gear at the same speed. Therefore, the Ravigneaux carrier and output shaft assembly (653) are also driven at the same speed for a 1:1 direct drive gear ratio. This combines with the 1:1 gear ratio through the overdrive gear set for a direct drive 1:1 gear ratio through the entire transmission.

OVERDRIVE Operating the transmission in Overdrive allows the output speed of the transmission to be greater than the input speed from the engine. This mode of  operation allows the vehicle to maintain a given road speed with reduced engine speed for increased fuel economy. Overdrive is achieved through the overdrive gear set and only occurs in Drive Range - Fourth Gear. The 4th clutch holds t heoverrun clutch housing (510) and overdrive sun gear (519) stationary to the main transmission case. Therefore, when input torque drives the overdrive carrier clockwise, the overdrive carrier pinion gears walk clockwise around the stationary sun gear. These pinion gears then drive the overdrive internal gear (528) clockwise in an overdrive gear ratio of approximately .73:1. Power flow from the overdrive internal gear to the output shaft is identical to Third gear, a direct drive 1:1 gear ratio, thereby providing an overall transmission gear ratio of approximately .73:1.

REVERSE The Ravigneaux planetary gear set reverses the direction of power flow rotation when the reverse clutch is applied. In Reverse, input torque to the Ravigneaux gear set is provided by the input sun gear (646) in a clockwise dir ection and the ring gear (630) is held stationary. The input sun gear drives the short pinion gears counterclockwise. With the ring gear held, the long pinion gears travel counterclockwise around the ring gear as they are driven clockwise on their pins by the short pinion gears. This action drives the Ravigneaux carrier and output shaft in a counterclockwise (reverse) direction in a reduction gear ratio of  approximately 2.00:1.

OVERDRIVE PLA NETARY GEARSET (DIRECT DRIVE)

OVERDRIVE PLA NETARY GEARSET (OVERDRIVE)

HELD

REVERSE

FIRST

®

SECOND

HELD

FOURTH

®

   ®

HELD

(REDUCTION)

THIRD

® 

®  

HELD

(REDUCTION)

(REDUCTION)

Figure 24

(DIRECT DRIVE)

25

HYDRAULIC CONTROL COM PONENTS HYDRAULIC CONTROL COMPONENTS The previous sections of this book described the operation of the major mechanical components used in the Hydra-matic 4L30-E. This section provides a detailed description of the individual components used in the hydraulic system. These hydraulic control components apply and release the various clutches, band and accumulators that provide for the automatic shifting of the transmission.

6

9 8

5

CRESCENT DRIVEN GEAR (202)

209 (10)

DRIVE GEAR (201)

PUMP ASSEMBLY (10) ®

®

202

LINE

201 OUTLET SUCTION

    ®

INTAKE BOTTOM PAN (74)

       ®

    ®

FILTER (79)

OIL PUMP ASSEMBLY The oil pump assembly contains a positive displacement internal-external gear type pump located in the oil pump body (209). This spur gear type pump consists of a drive gear (201) that has gear teeth in constant mesh with the teeth on one side of the pump driven gear (202). Also, the notch on the inside of the drive gear is keyed to the torque converter pump hub. Therefore, whenever the engine is cranking, or running, the converter pump hub drives the pump drive gear at engine speed. The drive gear then drives the driven gear at engine speed. On the opposite side of the mesh point between the drive and driven gears the pump gears are separated by the crescent section of the pump body (209). As the gears rotate toward the crescent, the volume between the gear teeth increases and fluid volume is positively displaced, thereby creating a vacuum at the pump intake port. This vacuum allows the higher atmospheric pressure acting on the fluid in the main case bottom pan (74) to force fluid through the filter assembly (79) and into the suction side of the oil pump.

Through the rotation of the gears the gear teeth carry the fluid past the crescent to the pressure side of the oil pump. Past the crescent the gear teeth begin to mesh again and the volume between the gear teeth decreases. Decreasing this volume pressurizes and forces the fluid through the pump outlet and into the line fluid circuit. This fluid is directed to the pressure regulator valve where the fluid pressure is regulated to maintain the required supply and pressure for the various hydraulic circuits and apply components throughout the transmission. As engine speed (RPM) increases, the volume of fluid being supplied by the oil pump also increases because of the faster rotation of the pump gears. At a specified calibrated pressure (which varies with transmission model) the pressure regulator valve allows excess fluid to return to the suction side of the pump gears (see pressure regulation on page 28). The result is a control of the pump’s delivery rate of fluid to the hydraulic system.

Figur e 25

27

HYDRAULIC CONTROL COM PONENTS PRESSURE REGULATION To pressurize pump output there needs to be a restriction in the line pressure fluid circuit. The main restricting component that controls line pressure is the pressure regulator valve (208) which is located in the oil pump assembly (209). Line fluid from the pump is directed to the middle of the pressure regulator valve and is also orificed to one end of  the valve. The larger surface area at the end of the valve allows the force from line pressure to move the valve against throttle signal fluid pressure. EXAMPLE A: MINIM UM LINE PRESSURE (minimum t hrottle) As the pump continually supplies fluid and line pressure builds, the pressure regulator valve moves against the force of the pressure regulator valve spring (207) and throttle signal fluid pressure. This opens the line pressure circuit at the middle of the valve to enter the ‘converter in’ fluid circuit. Line pressure continues to increase until the pressure regulator valve moves against the spring far enough to open line pressure to the suction fluid circuit. Excess line pressure at the middle of the valve then feeds the suction fluid circuit and flows back to the oil pump. When this occurs, pump output capacity is regulated into minimum line pressure.

EXAMPLE B: M AXIM UM LINE PRESSURE (maximum throt tle) The pressure regulator valve is constantly regulating pump volume into the line pressure required to operate the transmission properly. At higher throttle positions greater line pressure is required to hold the clutches and the brake band. Therefore, the Transmission Control Module (TCM) signals the variable force motor (404) to increase throttle signal fluid pressure (see page 40 for a complete description of force motor operation). Throttle signal fluid pressure assists spring force and moves the boost valve (205) against the pressure regulator valve. At maximum throttle, throttle signal fluid pressure moves the pressure regulator valve enough to block line pressure from entering either the suction or ‘converter in’ fluid circuits. Without a fluid circuit to direct line pressure into at the pressure regulator valve, line pressure increases to a maximum. Under normal operating conditions, line pressure is regulated between these minimum and maximum points. Pressure Regulation in Reverse Line pressure is boosted in a similar manner during Reverse (R) gear operation. When Reverse is selected, reverse fluid is routed between the two lands on the boost valve (205). Because the valve land on the side closest to the pressure regulator valve is larger, reverse fluid pressure moves the boost valve against the pressure regulator valve. This assists spring force and throttle signal fluid pressure, thereby increasing line pressure.

PUMP ASSEMBLY (10)

®

®

®

PUMP ASSEMBLY (10)

LINE

®

   N    O    I    T    C    U    S

®

     ®

     ®

   L    A    N    E    S    G    I    R    S    E    E    V    L    E    T    R    T    O    R    H    T

®

EX

       ®

LINE

   N    O    I    T    C    U    S

®

®

     ®

®

   N    I    V    N    O    C

   E    N    I    L

     ®

   N    O    I    T    E    C    N    U    I    S    L

     ®

®

       ®

®

       ®

     ®

       ®

     ®

   N    O    I    T    C    U    S

FORCE MOTOR SOLENOID (404)

   L    A    N    E    S    G    I    R    S    E    E    V    L    E    T    R    T    O    R    H    T

®

EX

       ®

®

   G    I    S    E    L    T    T    O    R    X   H    E   T      ®

®

   E    N    I    L

     ®

   N    O    I    T    C    U    S

®

FORCE MOTOR SOLENOID (404)

       ®

   E    N    I    L

   N    O    I    T    E    C    N    U    I    S    L

     ®

®

       ®

® ®

   G    I    S    E    L    T    T    O    R    X   H    E   T      ®

®

®

   E    N    I    L

®

       ®

FEED LIMIT

®

       ®        ®

®

   N    I    V    N    O    C

       ®

       ®

®

®

     ®

     ®

       ®        ®

®

BOOST PRESSURE REGULATOR

     ®

     ®

FEED LIMIT

EXAMPLE "A": MINIMUM

28

®

     ®

BOOST PRESSURE REGULATOR      ®

®

EXAMPLE "B": MAX IMUM Figu re 26

HYDRAULIC CONTROL COM PONENTS COMPONENTS LOCATED IN THE OIL PUMP ASSEMBLY PRESSURE REGULATOR VALVE TRAIN (203-208) Pressure Regulator Valve (208) The pressure regulator valve regulates line pressure according to vehicle operating conditions. This line pressure is directed into: (a) the ‘converter in’ fluid circuit which is routed to the converter clutch control valve (210) and, (b) to the pump suction fluid circuit as part of the pressure regulation (see page 28). Pressure regulation is controlled by the pressure regulator spring (207), throttle signal fluid pressure and reverse fluid pressure. Boost Valve (205) Acted on by throttle signal fluid pressure from the force motor solenoid (404), it moves against the pressure regulator valve. This action moves the pressure regulator valve to increase line pressure. Therefore, as throttle position increases and the TCM increases throttle signal fluid pressure at the force motor solenoid, line pressure increases. Also, when Reverse (R) gear range is selected, reverse fluid pressure moves the boost valve against the pressure regulator valve to increase line pressure further.

TORQUE CONV ERTER CLUTCH (TCC) CONTROL VALVE (210) TCC Released The converter clutch control valve (210) is held in the release position by the converter clutch control valve spring (211) (as shown). This allows ‘converter in’ fluid to enter the release fluid circuit, flow to the converter and keep the converter clutch released. Fluid exits the converter in the apply fluid circuit. Apply fluid flows through the converter clutch control valve and into the cooler fluid circuit. TCC Apply To apply the converter clutch, solenoid signal fluid moves the control valve (210) against spring force. This blocks ‘converter in’ fluid from entering the release fluid circuit and opens the release fluid circuit to an exhaust passage. At the same time, line pressure flows through the valve and feeds the apply fluid passage. Apply fluid is routed to the converter to apply the converter clutch and fill the converter with fluid.

Throttle Signal Accumulator Assembly (214-217) Throttle signal fluid pressure acts on the throttle signal accumulator piston (214) in all gear ranges. This pressure moves the piston against throttle signal accumulator spring (215) force, thereby dampening any pressure irregularities occurring in the throttle signal fluid circuit. However, this dampening only affects irregular pulses in the fluid circuit and not the normal changes in throttle signal fluid pressure as determined by the TCM at the force motor solenoid (404).

210

211 213 212

    N     E     I     R     Y     V     S     E     X     L     A     E     N     E     L     O     L     P     O     P     C     E     E     O     A     I     N     R     C C       L     O O   N  V       T     X C       E L 

SOLENOID SIGNAL

C   O  N   T  R   O   L 

LINE 214

       ®

   L    A    N    G    I    S    E    L    T    T    O    R    H    T

215

216

CAPILLARY RESTRICTION

PUMP ASSEMBLY (10)

EX

THROTTLE SIGNAL ACCUMULATOR ASSEMBLY (214-217)

LINE

SUCTION

217

BOOST PRESSURE REGULATOR THROTTLE SIGNAL    E    S    R    E    V    E    R

203

204

205

206

   N    I    R    E    T    R    E    V    N    O    C

EX

207

Figure 27

   E    I    N    N L    E    O    I    T    N    I    C    L    U    S

206

   N    O    I    T    C    U    S

208

29

HYDRAULIC CONTROL COM PONENTS VALVES LOCATED IN THE CENTER SU PPORT

OVERRUN LOCKOUT VALVE (705)

REVERSE LOCKOUT V ALVE (706)

This valve controls the apply and release of both the overrun clutch and the 4th clutch.  Note that these two clutches must not be applied at the same time.

This valve prevents the reverse clutch from applying when Reverse (R) gear range is selected and the vehicle is moving forward above approximately 12 km/h (7 mph).  Reverse Lockout is not available on all applications.

Overrun Clutch Applied Spring force keeps the valve normally open, allowing orificed line pressure to feed the overrun clutch fluid circuit and apply the overrun clutch in Park, Reverse, Neutral, First, Second and Third gears. In this position the valve opens the 4th clutch fluid circuit to an exhaust port, thereby preventing 4th clutch apply. In Manual First and Manual Second, 1-2 fluid pressure assists spring force to prevent the overrun lockout valve from shifting into the Fourth gear position under any condition.

Normal Operat ing Conditions

4th Clutch Applied

When the vehicle is moving forward above approximately 12 km/h (7 mph) and Reverse (R) gear range is selected, the TCM energizes the TCC solenoid. With the solenoid ON, solenoid feed fluid flows through the solenoid and fills the solenoid signal fluid circuit. Solenoid signal fluid is routed to the spring end of the reverse lockout valve, thereby assisting spring force to keep the valve closed against reverse fluid pressure. This blocks reverse fluid from entering the reverse clutch fluid circuit and prevents the transmission from shifting into Reverse.

When the vehicle is stationary and Reverse (R) gear range is selected, reverse fluid from the manual valve (326) is routed to the end of the reverse lockout valve. This fluid pressure moves the valve against spring force, allowing reverse fluid at the middle of the valve to enter the reverse clutch fluid circuit. Reverse clutch fluid applies the reverse clutch and Reverse (R) gear range is obtained.

Reverse Locked Out

To obtain Fourth gear, 4th clutch feed 2 fluid is routed to the end of the overrun clutch valve. This fluid pressure moves the valve against spring force to; (1) block line pressure from entering the overrun clutch fluid circuit and exhaust overrun clutch fluid, thereby releasing the overrun clutch, and (2) allow 4th clutch feed 2 fluid to fill the 4th clutch fluid circuit, thereby applying the 4th clutch.

SOME MODELS

702

702

703 703 707

704

705

706

OVERDRIVE LUBE

E   X  

4 T   H  C   L U   T   C   H  

O   V  E   R  R        X U  N        E     2 L O        X   C       1      E      H K   O       C U  T        E      T

     N      U      I      L     C      L    2      N    D      U    F      R    L      R    C      E      V    H     O    T    4

32

   T    U S    O      O L      K    C S       O I    G    R       L E       V V    R       E E       R R    V    E    S    C    L   E   

R    E    V    E    E    X    R    S    E   

   2    D    F    L    C    H    T    4

CENTER SUPPORT ASSEMBLY 30 (701)

SOLENOID SIGNAL

Figure 30

HYDRAULIC CONTROL COM PONENTS CHECKBALL LOCATION AND FUNCTION REVERSE SHUTTLE (85)

2ND CL

®

REVERSE

20f

D 3 2 SHUTTLE (85)

® 

21

®

14l

   D    E    E    F    D    I    O    N    E    L    O    S

REVERSE SHUTTLE VALVE (85)    2      1 ®

D3 2

   f    d    9    6    2    1

 ®

ADAPTER CASE (20) (AUX . VALVE BODY SIDE)

D32 SHUTTLE VALVE (85)

   7    1 ®

QUICK DUMP VALVE (85)

MAIN CASE (36) (TO VALVE BODY)

D 3 2/1-2

       ®

SERVO RELEASE

D32 SHUTTLE VALVE Located in the main transmission case (36), it controls the routing of fluid into the D32/1-2 fluid circuit. Depending on the position of the manual valve, either D32 fluid, 1-2 fluid or both fluids feed the D32/1-2 fluid circuit. When only one of  these fluids is present the checkball seats against the empty fluid circuit. If D32 and 1-2 fluids are both present, the checkball remains in a released state as both of these fluids feed the D32/1-2 fluid circuit.

®

  e    d    2    2    2    2

®

   L    E    R    O    V    R    E    S

3RD CLUTCH CHECK VALVE Located in the main case valve body (84), it controls the routing of fluid into the 3rd clutch fluid circuit. Depending on the gear range the transmission is operating in, either servo release fluid, 3rd clutch feed fluid or both fluids feed the 3rd clutch fluid circuit. When only one of these fluids is present the checkball seats against the empty fluid circuit. If servo release and 3rd clutch feed fluids are both present, the checkball remains in a released state as these fluids feed the 3rd clutch fluid circuit. 3RD CLUTCH QUICK DUMP VALVE Located in the main transmission case (36), it controls the exhaust rate of servo release fluid. When the transmission downshifts from Third to Second gear, servo release fluid pressure exhausts. Exhausting servo release fluid pressure seats the checkball and is forced through the orifice next to the checkball. Forcing exhausting servo release fluid through the orifice helps controls the release rate of the 3rd clutch and the apply of the brake band. To apply the 3rd clutch, servo release fluid unseats, and flows past the #3 checkball, thereby bypassing the orifice opposite the checkball. REVERSE SHUTTLE VALVE (SOME APPLICATIONS ONLY) Located in the adapter case (20), it controls the routing of fluid into the solenoid feed fluid circuit. Depending on the position of the manual valve and the gear range the transmission is operating in, either reverse fluid or 2nd clutch fluid feeds the solenoid feed fluid circuit. If one of these fluids is present it seats the checkball against the other fluid circuit, which would be empty, and fills the solenoid feed fluid circuit in preparation for converter clutch apply (reverse fluid and 2nd clutch fluid are never present at the same time). Remember that converter clutch apply in Reverse (R) is only during a ‘Reverse Lock Out’ condition. CONV ERTER CLUTCH APPLY CHECKBALL Located in release fluid circuit at the end of the turbine shaft (506), it controls the apply feel of the torque converter clutch (TCC). As the TCC applies, exhausting release fluid seats, and is orificed around, the checkball. The orifice slows the exhaust of release fluid and controls the apply feel of the converter clutch. When the TCC is r eleased, release fluid pressure unseats the checkball and flows freely past the ball to keep the pressure plate away from the converter cover.

34

Figure 32

®

3RD CLUTCH QUICK DUMP VALVE (85)

3RD CL FEED   c    3    2

3RD CL

       ®

24

23b      ®

SERVO REL ® 22/23a

®

3RD CLUTCH CHECK VALVE (85)

3RD CLUTCH CHECK VALVE (85)

VALVE BODY (84) (MAIN CASE)

ELECTRICAL COMPONENTS The Hydra-matic 4L30-E transmission incorporates electronic controls that utilize a Transmission Control Module (TCM). The TCM gathers vehicle operating information from the various sensors and controls listed below, sensors both internal and external to the transmission. The TCM processes this information and controls the following: • • • •

‘fail-safe mode’. In fail-safe mode, the following defaults occur: • The Force Motor solenoid is OFF and line pressure is a maximum to prevent any clutch slippage. • The PWM Band Apply solenoid is OFF and servo apply fluid pressure is a maximum to prevent the band from slipping. • The TCC solenoid is OFF and converter clutch apply is prevented. • Both shift solenoids are OFF.

transmission shift points through the shift solenoids, transmission shift feel through the force motor solenoid, TCC apply and release timing through the TCC control solenoid, and the brake band apply rate through the PWM band apply solenoid.

With both shift solenoids OFF (Fourth gear state), the transmission will operate in Fourth gear when the gear selector lever is in the Drive range position. However, the driver has some flexibility in gear selection during fail-safe mode by moving the gear selector lever as follows: (see note)

Electronic control of these transmission operating characteristics provides consistent and precise shift points and shift quality based on the operating conditions of both the engine and transmission.

OPERATING MODES The TCM controls the transmission operation in three modes: Economy mode, Performance mode, and Winter mode. The driver determines the transmission operating mode through the Performance/Economy mode switch and Winter mode switch. Some applications have a Manual mode where the transmission can be shifted manually, similar to a manual transmission. Refer to page 40 for more information on these different operating modes. FAIL-SAFE MODE If a major electrical system failure occurs which could affect vehicle safety or damage the transmission during normal operation, the TCM enters the

D

Gear Selector Lever Position Transmission Gear Operation Drive Range (D) M anual Third (3) M anual Second (2) M anual First (1) Reverse (R) Park, Neutral (P,N)

4th gear 4th gear 3rd gear 1st gear Reverse Park, Neutral

  Note: When the system failure is not due to the TCM, and the TCM is   functioning properly, the transmission will operate in Second gear when the selector lever is in the Manual First position. In this situation the TCM  operates the shift solenoids in a Second gear state. Some applications have different fail-safe operating states. Refer to the appropriate service manual for specific information.

E

D1C

TCM

    ®

J

K

"CHECK TRAN S" LAMP

    ®     ®

®   

®

®   ®  

®  

 ®

 ®  ®

®®

®    

®       

 ®

 ®

 ® ® ®

    ®

 ®

G

I

2

5

3 4

C

INPUTS

1

A

ETCM

H

F

OUTPUTS

INFORMATION SENSORS

ELECTRONIC CONTROLLERS

A. TRANSMISSION OUTPUT SPEED SENSOR B. TRANSMISSION FLUID TEMPERATURE SENSOR C. MODE SWITCH D. THROTTLE POSITION SENSOR (TPS) E. ENGINE SPEED SENSOR F. BRAKE SWITCH G. ENGINE COOLANT TEM PERATURE SENSOR H. KICKDOWN SWITCH I. AIR CONDITIONER INFORMATION SIGNAL J. WINTER MODE PUSHBUTTON SWITCH K. ECONOM Y/PERFORMAN CE PUSHBUTTON SWITCH

•

TRANSMISSION CONTROL MODULE (TCM)

•

DIAGNOSTIC 1 CONNECTOR (D1C)

1. PULSE WIDTH MODULATED (PWM) BAND APPLY SOLENOID

•

SELF DIAGNOSTIC INPUT (" CHECK TRANS" LAMP)

2. FORCE MOTOR SOLENOID

µ

ELECTRONICALLY CONTROLLED TRANSM ISSION COMPONENTS

µ

3. 1-2/3-4 SHIFT SOLENOID 4. 2-3 SHIFT SOLENOID 5. TORQUE CONVERTER CLUTCH SOLENOID

Figure 33

35

ELECTRICAL COMPONENTS ELECTRICAL COM PONENTS (TCM inputs internal to the transmission)

ELECTRICAL CONNECTOR

TRANSM ISSION OU TPUT SPEED SENSOR (39) The transmission output speed sensor is a magnetic inductive pickup that relays information relative to vehicle speed to the TCM. The speed sensor is mounted in the side of the transmission extension assembly (37), opposite of the parking lock wheel (668). The parking lock wheel is splined to the output shaft and has teeth on its outside diameter. Therefore, the parking lock wheel rotates at transmission output speed. The speed sensor assembly consists of a permanent magnet surrounded by a coil of wire. As the output shaft and parking lock wheel rotate, an alternating current (AC) is induced in the coil of wire by the teeth on the parking lock wheel passing by the magnetic pickup. Therefore, whenever the vehicle is moving, the output speed sensor produces an AC voltage signal proportional to vehicle speed. As vehicle speed increases and more teeth pass by the magnetic pickup on the speed sensor in a given time frame, the frequency of the AC signal increases. An increase in frequency of the AC signal is interpreted by the TCM as an increase in vehicle speed (see Figure A).

O-RING ROTOR

MAGNETIC PICKUP

SPEED SENSOR

   S 5.0    T    L    O    V    T    U    P    T    U    O

HIGH SPEED

LOW SPEED

TIME

®

FIGURE A: CONDITIONED SIGNAL

TRANSMISSION FLUID TEMPERATURE SENSOR This sensor is a negative temperature coefficient thermistor (temperature sensitive resistor) that is bolted on the adapter case valve body assembly (401). The temperature sensor is submersed in the fluid in the adapter case bottom pan (50). The internal electrical resistance of  the sensor varies according to the operating temperature of the transmission fluid (see chart). The lower the fluid temperature, the higher the resistance. The TCM interprets this resistance as another input to help control the converter clutch application through the TCC control solenoid. This information is also used to control line pressure through the force motor solenoid. The TCM inhibits TCC apply until transmission fluid temperature reaches approximately 30˚C (86˚F). For some applications if transmission fluid temperature becomes excessively high, above approximately 140 C (284 F), the TCM will apply the converter clutch in Second, Third and Fourth gears regardless of operating conditions. Normally the TCC is only applied in Third and Fourth gears. Applying the TCC serves to reduce transmission fluid temperatures created by the fluid coupling in the torque converter when the TCC is released. °

°

WIRE

RESISTOR

TEMPERATURE SENSOR    )    S    M16,000    H    O    (    E    C    N    A    T    S    I    S    E    R    L    A    M    R 133    O    N

-10

110

TEM PERATURE (°C)

3 MODE SWITCH The mode switch signals the TCM which position the selector lever is in and the gear range the transmission is operating in. The mode switch is bolted to the outside of the main transmission case (36) and splined to the transmission selector shaft (61). Therefore, the digital logic in the mode switch determines which position the selector shaft is in and this information is then sent to the TCM.

WIRE

D

N

R P

2 1

G C B A

  Note: For the mode switch to function properly, it is important to correctly align the mode switch with the selector shaft each time the switch is removed and reassembled. Refer to the appropriate service information for the specific procedure to assemble the mode switch.

MODE SWITCH

36

Figure 34

ELECTRICAL COMPONENTS ELECTRICAL COMPONENTS (TCM inputs/ outputs ext ernal to the transmission) THROTTLE POSITION SENSOR (TPS) Located on the throttle shaft of the TBI unit, the TCM monitors a variable voltage signal from this sensor to calculate throttle position. The TPS is a potentiometer that varies from approximately .48 volts at minimum throttle position to approximately 4.5 volts at maximum throttle position. The TCM measures this voltage and uses the information on throttle position to determine the appropriate shift patterns, shift feel and TCC apply and release timing. In general, with greater throttle angle and higher TPS voltage signal, the TCM delays upshift speeds (through shift solenoid control) and increases line pressure (through force motor solenoid control). Also, the TCM keeps the converter clutch released at minimum throttle positions and during heavy acceleration. ENGINE SPEED SENSOR Monitored as engine RPM by the TCM through the ignition module, this sensor is used to help determine shift patterns and TCC apply and release timing. ENGINE COOLANT TEMPERATURE SENSOR This sensor monitors engine coolant temperature and sends a variable resistance signal to the Engine Control Module (ECM). When the engine is cold, resistance through the sensor is high, and when the engine is hot, resistance is low. The ECM then sends this information to the TCM. The TCM prevents converter clutch apply when engine coolant temperature is below approximately 70˚C (158˚F). BRAKE SWITCH This switch causes the TCM to command TCC release. When the brake pedal is depressed the TCM opens the path to ground for the TCC solenoid electrical circuit. This de-energizes the solenoid and releases the converter clutch. KICKDOWN SWITCH This switch is connected to the accelerator pedal. Whereas the TPS signals throttle position to the TCM, the kickdown switch signals the TCM when the accelerator pedal is fully depressed. The kickdown switch is activated when the accelerator pedal travel is approximately 80%. AIR CONDITIONER INFORMATION SIGNAL When the A/C pressure cycling switch closes, the TCM is signaled that the air conditioning compressor is ON and there is an extra load on the engine. The TCM then adjusts transmission line pressure and shift timing to compensate for the added load on the engine. ECONOM Y/ PERFORMANCE M ODE PUSHBUTTON SWITCH Depressing this pushbutton changes the transmission operating mode between the Economy and Performance driving modes. In Performance mode, the TCM delays part-throttle upshifts for greater acceleration. The TCM also signals the force motor solenoid to increase line pressure for the additional torque requirements in Performance mode. Higher line pressure creates firmer shifts and more holding force for the friction

TORQUE CONV ERTER CLUTCH SOLENOID (416) The converter clutch solenoid is an ON/OFF solenoid connected to the adapter case valve body. The solenoid is normally closed and functions identical to the 1-2/3-4 shift solenoid. When de-energized (OFF), solenoid spring force keeps the plunger against the fluid inlet port. This blocks solenoid feed fluid pressure from entering the solenoid signal fluid circuit. With the plunger in this position the solenoid signal fluid circuit is open to an exhaust port through the end of the solenoid. Without solenoid signal fluid pressure the TCC is kept released.

clutches and the brake band. Economy mode provides better fuel economy by having the TCM initiate earlier part-throttle upshifts. Also, in Economy mode line pressure is lower to provide smoother upshifts and downshifts.

WINTER MODE PUSHBUTTON SW ITCH In Winter mode the TCM changes the shift solenoid states to start the transmission in Third gear. By starting to move the vehicle with the transmission in Third gear, less torque is created, thereby reducing tire slippage on ice and snow. When the driver selects Winter mode the TCM overrides the selection of Economy or Performance modes. The TCM only enters Winter mode when the following conditions are met: • • • •

The selector lever is in the Drive Range (D). Vehicle speed is less than 10 km/h (6 mph). Transmission fluid temperature is less than 130˚C (266˚F). The kickdown switch is off and throttle opening is less than 7%.

Winter mode is cancelled if any of the following conditions are met: • The Winter mode button is depressed. • The selector lever is moved from the Drive Range (D) position (the TCM will remain in Winter mode in Neutral and Reverse). • The ignition key is turned off. • Vehicle speed is greater than 30 km/h (19 mph) for more than one. • Transmission fluid temperature is greater than 130˚C (266˚F). • Kickdown switch is activated. When Winter mode is cancelled by one of these conditions, the TCM returns to operating in Economy mode, regardless of the operating mode before selecting Winter mode.

MANUAL MODE (SOME MODELS ONLY) Some 4L30-E applications can be operated in a Manual mode. When Manual mode is selected the transmission gear state follows the position of the gear selector lever as follows: Gear Selector Lever Position Transmission Gear Operation Drive Range (D) M anual Third (3) M anual Second (2) M anual First (1)

4th gear 3rd gear 2nd gear 1st gear

This allows the driver to operate the transmission similar to a manually shifted transmission.

• Transmission fluid must be above approximately 30˚C (86˚F) bef ore the TCM will signal TCC apply. • Engine coolant temperature must be above approximately 70˚C (158˚F) before the TCM will signal TCC apply. • In the event of an electrical or system failure the TCC solenoid remains OFF and the TCC released.

When energized (turned ON) by the TCM, the magnetic field created in the coil moves the plunger against solenoid spring force, away from the fluid inlet port, and blocks the exhaust port through the solenoid. This allows solenoid feed fluid to flow through the solenoid and fill the solenoid signal fluid circuit. With the exhaust port blocked, solenoid signal fluid pressure increases, thereby moving the TCC control valve into the apply position and initiating the TCC apply.

CONNECTOR

SPRING

O-RING

EXHAUST

The TCC is normally applied in Third and Fourth gears (but will apply in Second gear on some models if transmission fluid temperatures become excessively high). The following conditions will cause the TCM to change the operating state of the solenoid: • The TCC is released prior to all upshifts and downshifts and may reapply after the shift is complete if operating conditions are appropriate. • The TCC is released when the brake pedal is depressed, as signaled to the TCM by the brake switch.

Figure 35

COIL ASSEMBLY

PLUNGER

SOLENOID SOLENOID FEED SIGNAL FLUID FRAME FLUID

37

ELECTRICAL COMPONENTS CONNECTOR

SPRING

O-RING

SHIFT SOLENOIDS The Hydra-matic 4L30-E transmission uses two electronic shift solenoids (the 1-2/3-4 and 2-3 shift solenoids) to control upshifts and downshifts in all forward gear ranges. These shift solenoids work together in a combination of ON and OFF sequences to control the positions of the 1-2/3-4 and 2-3 shift valves. The TCM uses numerous inputs to determine which solenoid state combination, and which gear range, the transmission should be in. The following table indicates the solenoid state combination required for each gear range:

EXHAUST

COIL ASSEMBLY

PLUNGER

GEAR RANGE

1-2/3-4 Solenoid Normally Closed

2-3 Solenoid Normally Open

Park, Reverse, Neutral

OFF

ON

First

OFF

ON

Second

ON*

ON

Third

ON*

OFF*

Fourth

OFF

OFF*

D32/1-2 FLUID

FRAME

1-2 & 3-4 SHIFT SOLENOID (N ORMALLY CLOSED)

CONNECTOR

SPRING

METERING O-RING BALL

The shift solenoids are de-energized (turned OFF) when the TCM opens the path to ground for the solenoid’s electrical circuit. When the TCM provides a path to ground for the electrical circuit, the solenoid is energized (turned ON), current flows through the coil assembly in the solenoid and creates a magnetic field. This magnetic field moves the plunger inside the solenoid to change the operating state of the solenoid.

EXHAUST

COIL ASSEMBLY

PLUNGER

D32/1-2 FLUID

FRAME

2-3 SHIFT SOLENOID (NORM ALLY OPEN) 3RD CL FEED 1-2 REG 4TH CL FEED 2 EX

SOLENOID (303) N.C. OFF

®

2ND CLUTCH D 3 2/1-2

1-2 & 3-4 SHIFT    X    E

     ®

   X    E

SERVO REL D 3 2/1-2 D 3 2/1-2 EX

SOLENOID (307)

4TH CL FD 1 ®

®

2-3 SHIFT

N.O. ON

   X    E   1

   D    F    L    C    H    T    4

   X    E

   X    E    L

   E     ®    R    2    O    V   3    R   D    E    S

EXAM PLE A: FIRST GEAR 3RD CL FEED 1-2 REG 4TH CL FEED 2 EX

SOLENOID (303) N.C. ON

     ®

D 3 2/1-2 SOLENOID (307) N.O. OFF

®

     ®

2ND CL D 3 2/1-2

     ®

1-2 & 3- 4 SHIFT    X    E

   X    E

       ®

     ®

SERVO REL

4TH CL FD 1

D 3 2/1-2

EX

* Denotes the solenoid is open with fluid pressure flowing through the shift solenoid and acting on the shift valve.

®

®

2-3 SHIFT    X    E

®

   X®    E

   X    E

1-2/ 3-4 Shift Solenoid (303) Located at the end of the 1-2/3-4 shift valve (304), the 1-2/3-4 shift solenoid is normally closed and fed D32/1-2 fluid. When de-energized (OFF), solenoid spring force keeps the plunger against the fluid inlet port. This blocks D32/1-2 fluid pressure from acting on the 1-2/3-4 shift valve. Without D32/1-2 fluid pressure, 1-2/3-4 shift valve spring (305) force keeps the shift valve in the First and Fourth gear position (as shown in Example A). With the shift valve in this position the cavity at the end of the valve is open to an exhaust port through the solenoid. When energized (turned ON) by the TCM, the magnetic field created in the coil moves the plunger against solenoid spring force, away from the fluid inlet port, and blocks the exhaust port through the solenoid. This allows D32/1-2 fluid to flow through the solenoid and act on the 1-2/3-4 shift valve. With the exhaust port blocked, D32/1-2 fluid pressure at the end of the shift valve increases, moves the valve against spring force and into the Second and Third gear positions (as shown in Example B).

2-3 Shift Solenoid (307) Located at the end of the 2-3 shift valve (308), the 2-3 shift solenoid is normally open and fed D32/1-2 fluid. When de-energized (OFF), D32/  1-2 fluid pressure moves the solenoid checkball against solenoid spring force. This also moves the plunger in the solenoid to block the exhaust port in the solenoid. D32/1-2 fluid flows past the ball and acts on the 23 shift valve. With the exhaust port blocked, D32/1-2 fluid pressure at the end of the shift valve increases. D32/1-2 fluid pressure moves the shift valve against 2-3 shift valve spring (305) force and into the Third and Fourth gear position (as shown in Example B). When energized (ON - Example A) by the TCM, the magenetic field created in the coil moves the plunger against the solenoid checkball. The force from the plunger assists spring force and seats the ball against the fluid inlet port, thereby blocking D32/1-2 fluid. With the plunger in this position, residual D32/1-2 fluid at the end of the shift valve is open to the exhaust passage through the solenoid. This allows shift valve spring force to move the 2-3 shift valve into the First and Second gear position.

     ®

     ®

SERVO REL D3 2

4TH CL FD 1

EXAM PLE B: THIRD GEAR

38

Figure 36

ELECTRICAL COM PONENTS PULSE WIDTH MODULATED (PWM) BAND APPLY SOLENOID (323) General Operation The PWM solenoid is a normally open solenoid that controls the brake band apply and release. This is accomplished by the TCM varying the solenoid’s duty cycle (percent time energized) in relation to vehicle operating conditions and the various TCM input signals. The brake band is always applied in First and Second gears. Figure A shows an example of the PWM solenoid operating with a 70% negative duty cycle at the constant operating frequency of 32 Hz (cycles per second). The frequency means that when the solenoid is energized it is pulsed with current from the TCM 32 times each second. The 70% duty cycle means that during each cycle (1/32 of a second) the solenoid is energized (ON) and closed 70% of the time (see inset in Figure A). With the solenoid being normally open, a greater duty cycle equates to the solenoid being closed more often and less fluid flowing through the solenoid (closed with respect to D32/1-2 fluid entering the valve and servo apply fluid circuit). The PWM solenoid operates on a negative duty cycle. This means that the ground (negative or low) side of the solenoid circuit is controlled by the TCM. The solenoid is constantly fed approximately 12 volts to the high (positive) side and the TCM controls the length of time the path to ground for the electrical circuit is closed (duty cycle). When the TCM closes the solenoid ground circuit, current flows through the solenoid and the ground circuit is at a low voltage state (0 volts and solenoid energized).

Brake Band Applied When the band is applied, the electrical path to ground for the solenoid is always open and the negative duty cycle is 0%. Therefore, current does not flow through the coil in the solenoid and the PWM solenoid is always OFF (as shown in the drawing). With the solenoid OFF, solenoid spring force holds the ball away from the D32/1-2 fluid inlet port and against the exhaust seat in the solenoid. This allows D32/1-2 fluid to flow through the inlet port, past the ball, and into the two passages leading to the solenoid valve. This D32/1-2 fluid pressure moves the valve completely to the right (with respect to the drawing). With the valve in this position, D32/1-2 fluid flows through the valve and enters the servo apply fluid circuit. Brake Band Application Rate If the solenoid remained OFF and fully open (0% duty cycle) during the band apply, servo apply fluid pressure would increase too rapidly and create a harsh shift. Therefore, to control the band apply rate, the solenoid’s duty cycle is increased from 0%. The TCM sends an electrical current through the solenoid coil at the same rate as the duty cycle which creates a magnetic field that magnetizes the center pole (grey cross hatch area). The magnetized pole repels the ball against spring force, seating the ball against the inlet port. This allows D32/1-2 fluid from the end of the valve to exhaust past the ball and through the solenoid. Without D32/1-2 fluid pressure at the end of the valve, the fluid dynamics acting on the valve shifts it completely to the left (with respect to the drawing). This blocks D32/1-2 fluid from entering the valve and supplying the servo apply fluid circuit. A higher percent duty cycle increases the current flowing through the solenoid, thereby increasing the coil's magnetic field. This keeps the checkball further toward the exhaust seat, and the valve further to the left, to provide a slower increase in servo apply fluid pressure and slower apply of the brake band. Figure B shows an example of the relation between Percent Duty Cycle and Time that controls the brake band apply rate. The TCM immediately increases the solenoid duty cycle to between 0% and 80% (point A). Once the band applies, the duty cycle immediately decreases to 0% and the solenoid is de-energized (turned OFF) to achieve maximum servo apply fluid pressure (point B). The value of the duty cycle controls the brake band apply rate and apply feel as determined by vehicle application and operating conditions.

During a 2-3 upshift at low speed, below approximately 20 km/h (13 mph), the TCM operates the solenoid at 100% duty cycle. With a 100% duty cycle the solenoid valve is positioned completely to the left, with respect to the cutaway view of the solenoid, and blocks exhausting servo apply fluid from entering the valve and the D32/1-2 fluid circuit. This forces the exhausting servo apply fluid pressure through orifice #17/19e. orificing this fluid slows the exhaust and creates a slower band release. At low speeds a slow band release is needed to prevent a harsh release feel. Approximately every 15 seconds the TCM pulses the band apply solenoid to either a maximum or minimum duty cycle. These pulses function to prevent possible contamination from sticking the solenoid valve or plunger in any given position.   Note: The duty cycle percentages in Figure B are only approximate values and do vary with vehicle application and vehicle operating conditions.

30%

70%

       ®

®

12

®

(ON)

   S    T    L    O    V

TIME

0

®

       ®

®

1 CYCLE = 1/32 SECOND

16 14 12    S10    T    L 8    O    V 6 4 2 0

FREQUENCY: 32 HZ

TIME ®

       ®

1 SECOND (32 CYCLES) DUTY CYCLE = 70%

®

FIGURE A: PWM SOLENOID NEGATIV E DUTY CYCLE

HOUSING

O-RING

CENTER POLE FLOW REGULATION (EXHAUST)

®

       ®

METERING BALL

® ® ®

       ®

EXHAUST SEAT

  ®

SPOOL HOUSING

® 

    ® ®

     ®

COIL ASSEMBLY

SNAP RING

®

PRESSURE PRESSURE SUPPLY CONTROL (D32/1-2) (SERVO APPLY)

CONNECTOR

SPRING

PULSE WIDTH M ODULATED (PWM ) BAND APPLY SOLENOID

Brake Band Release The solenoid state during the band release depends on vehicle speed and gear selector lever position. During a shift from a forward Drive Range to Park, Reverse, or Neutral, or a 2-3 upshift at speeds above approximately 20 km/h (13 mph), the TCM operates the solenoid at a 0% duty cycle (solenoid valve to the right - fully open). This allows excess servo apply fluid pressure to exhaust quickly through the solenoid, thereby releasing the band quickly.

Figure 37

     ®

   E100%    L    C    Y    C 80    Y    T 60    U    D    T 40    N    E    C 20    R    E    P 0

BAND APPLY A

®   

B

TIME ®

FIGURE B: BRAKE BAND APPLY

39

ELECTRICAL COMPONENTS FORCE MOTOR (404) The variable force motor solenoid, controlled by the TCM, is a precision electronic pressure regulator that controls line pressure. The force motor operates at approximately 600 Hz (cycles per second) and regulates feed limit fluid pressure into the throttle signal fluid circuit. The TCM controls the pressure that throttle signal fluid is regulated at by varying the current at the force motor coil. The amount of current is controlled by the duty cycle of the force motor. A greater duty cycle creates a higher current at the force motor. Similar to the PWM solenoid, the duty cycle represents the percent time that current flow energizes the coil. The high frequency of the force motor acts to smooth the pulses created by the duty cycle energizing and de-energizing the force motor. The TCM operates the force motor on a positive duty cycle. This means that the high (positive) side of the force motor electrical circuit at the TCM controls the force motor operation. Therefore, the TCM always provides a ground path for the circuit and continually adjusts the force motor duty cycle depending on vehicle and transmission operating conditions. A positive duty cycle is measured as approximately 12 volts on the high (positive) side of the force motor when the force motor is energized (ON). Figure A shows an example of a 60% positive force motor duty cycle. The duty cycle and amount of current flow to the force motor are mainly affected by throttle position. Both current flow and duty cycle are inversely proportional to throttle angle; as throttle angle increases, the duty cycle is decreased by the TCM which decreases current flow. Current flow to the force motor coil creates a magnetic field that attracts the armature, thereby moving the plunger to the right (with respect to the drawing) against spring force. Note that the force motor is assembled with some transmission fluid inside. This fluid assists the damper spring in cushioning the armature movement. At minimum throttle (idle), the duty cycle is a maximum and current flow approaches 1.1 amps (always energized - ON). This keeps the armature forced against the plunger and compressing the spring. Therefore, throttle signal fluid pressure acting on the end of the force motor valve moves the valve towards the armature and blocks the feed limit fluid circuit. The throttle signal fluid circuit is then open to an exhaust port and throttle signal fluid pressure is at minimum.

FEED LIMIT FLUID

®

ARMATURE SPRING

®

     ®

     ® ®

®

®

     ®

THROTTLE SIGNAL FLUID

DAMPER SPRING

COIL ASSEMBLY

PLUNGER

FIGURE A: FORCE M OTOR (OFF)

     ®

12

       ®

0

40%

       ®

60%®

®

(ON)

   S    T    L    O    V

TIME ®

       ®

®

1 CYCLE = 1/292.5 SECOND FIGURE B: FORCE MOTOR POSITIVE DU TY CYCLE

FORCE M OTOR LIN E PRESSURE CONTROL    )    I    S    P    (

240 210

   E    R    U 180    S    S    E 150    R    P    D    I 120    U    L    F 90    L    A    N    I 60    M    O 30    N

0

LINE (DRIVE)

THROTTLE SIGNAL (NOM)

0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

INPUT CURRENT (A M P)

40

FRAME

®

Under normal operating conditions between maximum and minimum throttle positions, the TCM varies the duty cycle which varies current flow to the force motor between approximately 0.1 and 1.1 amps to control throttle signal fluid pressure. This regulates the valve between opening and closing the exhaust port to regulate throttle signal fluid pressure. Throttle signal fluid pressure then controls line pressure at the pressure regulator valve accordingly (see chart). If the electrical system becomes disabled for any reason, current flow will be 0.0 amps and the force motor will regulate maximum throttle signal fluid pressure. This creates maximum line pressure to prevent any apply components from slipping until the condition can be corrected.

Approximately every 20 seconds the TCM pulses the force motor at either maximum (100% duty cycle) or minimum current flow (0% duty cycle) depending on the force motor operating conditions. These pulses function to prevent possible contamination from sticking the force motor valve or plunger in any given position.

EXHAUST

     ®

®

At maximum throttle, the duty cycle is a minimum and current flow approaches 0.1 amps (always de-energized or OFF as shown in the drawing). Therefore, the magnetic field is a minimum and spring force holds the plunger, armature and valve to the left (with respect to the drawing) against throttle signal fluid pressure acting on the end of the valve. This closes the exhaust port and opens the throttle signal fluid circuit to feed limit fluid, creating maximum throttle signal fluid pressure.

Throttle signal fluid pressure also acts on the accumulator valve to increase accumulator pressure, and apply rate of the clutches and bands, as throttle angle increases. Remember that with greater accumulator fluid pressure there is less cushion for clutch apply fluid.

VALVE

Figure 38

0.9

1.0

1.1

POWER FLOW This section of the book describes how torque from the engine is transferred through the Hydramatic 4L30-E transmission allowing the vehicle to move either in a forward or reverse direction. The information that follows details the specific mechanical operation, electrical, hydraulic and apply components that are required to achieve a gear operating range. The full size, left hand pages throughout this section contain drawings of the mechanical components used in a specific gear range. Facing this full page is a half page insert containing a color coded range reference chart at the top. This chart is one of the key items used to understand the mechanical operation of the transmission in each gear range. The text below this chart provides a detailed explanation of what is occurring mechanically in that gear range.

The full size, right hand pages contain a simplified version of the Complete Hydraulic Circuit that is involved for each gear range. Facing this full page is a half page insert containing text and a detailed explanation of what is occurring hydraulically in that gear range. A page number located at the bottom of the half page of text provides a ready reference to the complete Hydraulic Circuits section of this book if more detailed information is desired. It is the intent of this section to provide an overall simplified explanation of the mechanical, hydraulic and electrical operation of the Hydramatic 4L30-E transmission. If the operating principle of a clutch, band or valve is unclear, refer to the previous sections of this book for individual components descriptions.

Figure 39

41

NEUTRAL

NEUTRAL

Engine Running

Engine Running When the gear selector lever is moved to the Neutral (N) position, the hydraulic and electrical systems operate identical to Park (P) range. However, the following changes occur if Neutral is selected when the vehicle is operating in Reverse (R):

TORQUE CONVERTER ASSEMBLY

OVERRUN CLUTCH ASSEMBLY

REVERSE CLUTCH ASSEMBLY

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Reverse Clutch Releases • The manual valve (326) blocks line pressure from entering the R321 fluid circuit.

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• The R321 and reverse fluid circuits are open to exhaust at the manual valve.

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• Reverse fluid exhausts exhausts from the reverse reverse lockout lockout valve (706) and spring force moves the valve to the closed position.

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• Reverse clutch fluid, which was fed by by reverse fluid, exhausts through the reverse lockout valve ( 706).

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   L    C    N    U    R    R    E    V    O

   E    S ®    A    E    L    E    R    Y    L     ®    P    P    A

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REV CL

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   2   -    X    E    N    1   E    I    L    2      ®    D    F    L    C    H    T    4

 Note: If Neutral is selected when ‘Reverse Lock Out’ is in effect  (see page 44B), the TCM will de-energize (turn OFF) the TCC  solenoid. This allows solenoid signal fluid to exhaust through the solenoid, thereby releasing the converter clutch.

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FORCE MOTOR SOLENOID

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FEED LIMIT ®

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   E    N    I    L

FORCE MOTOR SCREEN        ®

EX

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TCC SOLENOID

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SOLENOID FEED®

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   E    E    N    N    N   I    I    L    L    O    I    T    C    U      ®    S      ®

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   L   E    S    C    R    V    E    E    V    R    E    R ®

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REVERSE SHUTTLE VALVE

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L A N

E L

S

L O

P

C A E

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O N E

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L O

P T

L E

E A

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IN L

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      X       E

CONV CL CONTROL

S GI S L

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O S

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LINE

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D3 2

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D3 2 EX

MANUAL VALVE ®

P RND32 1

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Y O

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CONV IN DI

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O

E IG

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R

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   E    N    I    L

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     ®    E   L    S   C    R   D    E   N    V   2    E    R

   E    S    R    E    V    E    R ®

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   G    I    S    L    O    S

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BOOST PRESSURE REGULATOR REGULATOR

LINE (From Pump)

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REV LOCKOUT

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THROTTLE SIGNAL EX ACCUMULATOR

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CONVERTER IN IN

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EX

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   E    S    R    E    V    E     ®    X    R   E

   L    C    V    E    R ®

THROTTLE SIG

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SOL SIGNAL

   L    A    ® ®    N    G    I CAPILLARY    S RESTRICTION    E    L    T    T    O REV®    R    H      ®    T

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N.C.

OFF

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   L    A    N    G    I    S    E    L    T    T    O    R    H    T

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   E    N    I    L

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   E    S    R    E    V    E    R ®

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FEED LIMIT ®

   E    N    I    L

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EX

   X    E

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EX

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LINE ®

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THROTTLE SIG ®

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FEED LIMIT

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46B

   2    D    F    L    C    H    T    4

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   X    E

• Similar Similar to Park (P) (P) and Revers Reversee (R):

COMPLETE HYDRAULIC CIRCUIT Page 72

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THROTTLE SIG ®

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4TH CL

OVERRUN LOCKOUT

• Reverse fluid also exhausts from the boost valve (205) (205) and line pressure returns to the normal operating range.

- the 1-2/3-4 1-2/3-4 shift solenoid solenoid is de-energize de-energized d (OFF). - the 2-3 shift shift solenoid solenoid is is energized energized (ON). (ON). - line pressure pressure remains remains blocked blocked by the manual manual valve, thereby thereby preventing fluid from acting on the shift valves. - the overrun overrun clutch is applied. applied.

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   X    E

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• Solenoid feed fluid, also fed by reverse fluid, exhausts from the TCC solenoid, past the reverse shuttle valve (85), into the reverse fluid circuit and past the manual valve.

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• With reverse clutch fluid exhausted exhausted from the the reverse clutch piston (610), the reverse clutch plates (614- 616) are released.

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Figure 45

   E    V    S    E    R    R    E      ®    V    E     ®        ®    R      ®

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LINE

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     ®E® X      ®      ®

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   2    E    1     N    I    2   1    L   3      ®   R ®

   2      1

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47

M ANUAL THIRD - THIRD GEAR

M ANUAL THIRD - THIRD GEAR POWER FROM TORQUE CONVERTER (1)

OVERDRIVE ROLLER CLUTCH (516) HOLDING

OVERRUN CLUTCH APPLIED

2ND CLUTCH APPLIED

3RD CLUTCH APPLIED

SPRAG CLUTCH ASSEMBLY (650) HOLDING

POWER TO DIFFERENTIAL ASSEMBLY

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ON

OFF

OVERDRIVE ROLLER CL UT CH

L D = LO CK ED I N DR IV E

LD

O VE RRU N CL UT CH

FO URT H C LU TCH

T HI RD CLU TCH

RE VER SE C LU TC H

APPLIED

APPLIED

F W = FR EE WH EE LI N G

N E = NO T EF FE CT IV E

S ECO ND CLU TCH

APPLIED

PRINCIPLE SPRAG ASSEMBLY

BAND ASSEMBLY

NE

Transmission operation in Manual Third (3) is identical to Drive Range (D) except the transmission is prevented from upshifting into Fourth gear when in Manual Third. If the transmission is operating in Drive Range - Fourth Gear when Manual Third is selected, the transmission will immediately shift into Third gear.

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2-3 SO L N .O .

Manual Third (3) gear range is available to the driver when vehicle operating conditions make it desirable to use only three gear ratios. These conditions include city driving [where speeds are generally below 72 km/h (45 mph)], towing a trailer or driving on hilly terrain.

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1-2 / 3-4 SO L N .C .

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 Note: Remember that the power flow shown in Figure 58 is for  acceleration. During deceleration the sprag clutch and roller  clutch are not holding or overrunning, they are ineffective.

Figure 58 shows the mechanical power flow in Manual Third Third Gear, which is identical to that for Drive Range - Third Gear. Also, the power flow in Manual Third - First and Second Gears is identical to the power flow in Drive Range - First and Second gears. Coast Conditions

OVERRUN CLUTCH APPLIED

OVERDRIVE CARRIER ASSEMBLY (525)

TURBINE SHAFT (506)

OVERDRIVE

TURBINE SHAFT (506)

SPRAG CLUTCH ASSEMBLY (650) HOLDING

BRAKE BAND (664) RELEASED

OUTPUT SHAFT

REACTION SUN GEAR (658)

REACTION SUN DRUM (659) INPUT SUN GEAR ASSEMBLY (646)

60

When driving conditions are such that only two gear ratios are desired, or if increased engine compression braking is needed, the Manual Second (2) gear selector position should be selected.

2ND CLUTCH APPLIED

SUN GEAR OVERDRIVE (519) ROLLER CLUTCH (516) HOLDING

3RD CLUTCH APPLIED

RING GEAR (630)

OVERDRIVE INTERNAL GEAR (528)

Coast Conditions in Manual Third are also the same as in Drive Range. Engine compression slows the vehicle in Second and Third gears when the throttl e is released. In First gear the input sun gear assembly overruns the sprag clutch when the throttle is released, thereby allowing the vehicle to coast freely.

RAVIGNEAUX PLANETARY CARRIER ASSEMBLY (653)

Figure 58

® SERVO ASSEMBLY RELEASED

60A

COMPLETE HYDRAULIC CIRCUITS The hydraulic circuitry of the Hydra-matic 4L30E transmission is better understood when fluid flow can be related to the specific components in which the fluid travels. In the Power Flow section, a simplified hydraulic schematic was given to show what hydraulically occurs in a specific gear range. The purpose was to isolate the hydraulics used in each gear range in order to provide the user with a basic understanding of the hydraulic system.

checkballs and orifices within specific components. A broken line is also used to separate components such as the converter housing, pump, valve bodies, adapter case and main case to assist the user when following the hydraulic circuits as they pass between them. The half page of  information facing this foldout identifies the components involved in this gear range and a description of how they function.

In contrast, this section shows a complete hydraulic schematic with fluid passages active in the appropriate component for each gear range. This is accomplished using two opposing foldout pages that are separated by a half page of  supporting information.

The right side foldout shows a two-dimensional line drawing of the fluid passages within each component. The active fluid passages for each gear range are appropriately colored to correspond with the hydraulic schematic used for that range. The half page of information facing this foldout identifies the various fluid circuits with numbers that correspond to the circuit numbers used on the foldout page.

The left side foldout contains the complete color coded hydraulic circuit used in that gear range along with the relative location of valves,

PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE

A B C D E F G H I J K

IS LOCATED IN THE CONVERTER HOUSING (WHITE AREA) IS LOCATED ON THE PUMP WEAR PLATE (DASHED LINE-ALSO REFERENCE NUMBERS TO RIGHT HAND PAGE) IS LOCATED IN THE PUMP ASSEMBLY (LIGHT GREY AREA) IS LOCATED IN THE ADAPTER CASE VALVE BODY (LIGHT GREY AREA) IS LOCATED ON THE A.C. TRANSFER PLATE (DASHED LINE-ALSO REFERENCE NUMBERS TO RIGHT HAND PAGE) IS LOCATED IN THE ADAPTER CASE (WHITE AREA) IS LOCATED ON THE A.C./M.C.TRANSFER PLATE (DASHED LINE-ALSO REFERENCE NUMBERS TO RIGHT HAND PAGE) IS LOCATED IN THE CENTER SUPPORT (LIGHT GREY AREA) IS LOCATED IN THE MAIN CASE VALVE BODY (LARGE LIGHT GREY AREA) IS LOCATED ON THE M.C. TRANSFER PLATE (DASHED LINE-ALSO REFERENCE NUMBERS TO RIGHT HAND PAGE) IS LOCATED IN THE MAIN CASE (WHITE AREA)

PARK

PARK

Engine Running

Engine Running

With the gear selector lever in the Park (P) position and the engine running, line pressure from the oil pump assembly is directed to the following:

PASSAGES

Pressure Regulator Valve (208): Regulates pump output into line pressure in response to throttle signal fluid pressure, orificed line pressure and spring force. It directs this line pressure into both the ‘converter in’ and suction fluid circuits.

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32

Torque Converter Clutch Control Valve (210): Held in the release position by spring force, it directs ‘converter in’ fluid into the release fluid circuit. Also, fluid returning from the converter through the apply fluid circuit is routed through the valve and into the cooler fluid circuit. TCC Apply Checkball (504): Located in the turbine shaft, this ball is unseated by release fluid flowing to the torque converter. Release fluid quickly fills the converter and keeps the pressure plate in a released position. Cooler and Lubrication Circuits (see page 90): Cooler fluid from the TCC control valve is routed through the transmission fluid cooler and into the main case lube circuit. The overdrive lube circuit is fed by ‘converter in’ fluid through an orifice (#3c/6) and provides lubrication for the components in the adapter case.

Spiral Capillary Restriction: Located in the adapter case, it reduces overdrive lube at very low temperatures. Reducing overdrive lube increases the fluid flow to the converter, cooler and main case lube circuits. OVERRUN CLUTCH APPLIED Overrun Lockout Valve (705): Held in the open position by spring force, this valve directs orificed line pressure into the overrun clutch fluid circuit. The orifice in the line pressure circuit (#2h) helps control the apply feel of the overrun clutch. Overrun Clutch Piston (513): Overrun clutch fluid pressure moves the piston to apply the overrun clutch plates.

COMPONENTS ( )

Line Pressure Tap (7): Located in the side of the converter housing, it provides access to monitor line pressure.

(7) (27) (34) (35) (85)

Manual Valve (326): Controlled by the selector lever, it is in the Park (P) position and blocks line pressure from entering any other fluid circuits. Mode Switch: Located on the selector shaft (61), it signals the TCM that the selector lever and manual valve are in the Park (P) position. Shift Solenoids: The 1-2/3-4 shift solenoid is OFF and the 2-3 shift solenoid in ON. However, with the manual valve in the Park position and line pressure blocked by the valve, fluid is not fed to the shift solenoids and they are ineffective.

(306) (317) (324) (415)

Force Motor Screen (415): Located in the adapter case valve body, it filters line pressure that feeds the feed limit valve and force motor solenoid. Feed Limit Valve (412): Limits feed limit fluid pressure to a maximum range of 659 kPa to 765 kPa (96 psi to 111 psi). When line pressure is below this limiting value, feed limit fluid pressure equals line pressure. Force Motor Solenoid (404): Controlled by the TCM, it regulates feed limit fluid into throttle signal fluid pressure in relation to throttle position and other vehicle operating conditions. Throttle Signal Accumulator Piston (214): Controlled by spring force, it dampens any pressure irregularities in the throttle signal fluid circuit. 3-4 Accumulator Valve Train (405-409): Regulates line pressure into the 3-4 accumulator fluid circuit in relation to throttle signal fluid pressure, orificed 3-4 accumulator fluid pressure and, on some models, a 3-4 accumulator valve spring (408). 3-4 Accumulator Piston (18): 3-4 Accumulator fluid pressure fills the accumulator assembly and assists spring force in preparation for a 3-4 upshift. SUMMARY 1-2 / 3-4 SOL N .C.

2-3 SOL N .O.

OFF

ON

OVERDRIVE ROLLER CLU TCH

L D = LO CK ED IN DR IV E

OV ERRU N CLU TCH

FO URT H CLU TCH

TH IRD CLU TCH

REV ERS E CLU TCH

S ECON D CLU TCH

PRINCIPLE SPRAG ASSEMBLY

BAND ASSEMBLY

APPLIED F W = FR EE WH EE LI N G

N E = NO T E FF EC TI VE

68A

SUCTION LINE CONVERTER IN TO COOLER MAIN CASE LUBE OVERDRIVE LUBE RELEASE APPLY FEED LIM IT THROTTLE SIGNAL 3-4 ACCUMULATOR OVERRUN CLUTCH R3 2 1 REVERSE REVERSE CLUTCH D32 D 3 2/1-2 1-2 ACCUMULATOR SERVO APPLY 2ND CLUTCH SOLENOID FEED SERVO RELEASE 3RD CLUTCH FEED 3RD CLUTCH SOLENOID SIGNAL 4TH CLUTCH FEED 1 4TH CLUTCH FEED 2 4TH CLUTCH 1-2 1-2 REG EXHAUST VOID

68B

LINE PRESSURE TAP SPIRAL CAPILLARY RESTRICTION COOLER FITTING COOLER FITTING ASSEMBLY CHECK BALL - REVERSE SHUTTLE - D 3 2 SHUTTLE - 3RD CLUTCH CHECK VALVE - QUICK DUM P VALVE VALVE RETAINER PLUG BALL PWM SOLENOID SCREEN ASSEM BLY FORCE MOTOR SCREEN ASSEMBLY

REVERSE

REVERSE

When the gear selector lever is moved to the Reverse (R) position (from the Park position), the following changes occur in the transmissions hydraulic and electrical systems:

PASSAGES

Manual Valve (326): Moves to the Reverse (R) position and line pressure enters the R321 fluid circuit. R321 fluid is orificed back  through the valve and into the Reverse fluid circuit. This orifice (#13a) helps control the apply rate of the reverse clutch.

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32

Mode Switch: Located on the selector shaft (61), it signals the TCM that the selector lever and manual valve are in the Reverse position. REVERSE CLUTCH APPLIES Reverse Lockout Valve (706): Reverse fluid pressure moves the valve against spring force and into the reverse position. In the this position the valve directs reverse fluid into the reverse clutch fluid circuit (under certain conditions the transmission may not shift into Reverse - see ‘Reverse Locked Out’ below). Reverse Clutch Piston (610): Reverse clutch fluid pressure moves the piston to apply the reverse clutch plates. Reverse Shuttle Valve (85): Located in the adapter case, it is seated against the 2nd clutch fluid circuit by reverse fluid pressure. Reverse fluid fills the solenoid feed fluid circuit. Torque Converter Clutch Solenoid (416): Under normal operating conditions in Reverse the normally closed TCC solenoid is OFF. This blocks solenoid feed fluid from entering the solenoid signal fluid circuit, thereby preventing TCC apply. Boost Valve (205): As in Park range, throttle signal fluid pressure acts on the boost valve and moves it against the pressure regulator valve. This increases line pressure in relation to vehicle operating conditions. In Reverse, reverse fluid pressure also acts on the boost valve. Reverse fluid pressure increases the operating range of line pressure for the additional torque requirements in Reverse.

COMPONENTS ( )

Shift Solenoids: The 1-2/3-4 shift solenoid remains OFF and the 2-3 shift solenoid remains ON. Also, the manual valve continues to block fluid from feeding the solenoids and the solenoids remain ineffective.

(7) (27) (34) (35) (85)

REVERSE LOCKED OUT (SOME MODELS ONLY) If the vehicle is moving forward above approximately 12 km/h (7 mph) when Reverse range is selected, a ‘Reverse Lockout Condition’ will occur. During Reverse Lock Out the reverse clutch does not apply and the transmission shifts into a Neutral condition. The following changes occur when Reverse Lockout is in effect:

(306) (317) (324) (415)

TCC Solenoid (416): Energized by the TCM, the solenoid opens and solenoid feed fluid fills the solenoid signal fluid circuit. Reverse Lockout Valve (706): Solenoid signal fluid pressure assists spring force and moves the valve against orificed reverse fluid pressure. This blocks reverse fluid from entering the reverse clutch fluid circuit and keeps the reverse clutch fluid circuit open to an exhaust port. Therefore, the reverse clutch is prevented from applying. TCC Control Valve (210): Solenoid signal fluid pressure moves the valve against spring force and into the apply position. This opens release fluid to an exhaust port and line pressure fills the apply fluid circuit. Therefore, the converter clutch is applied during ‘Reverse Lockout’.  Note: Refer to “Reverse” on page 44B in the Power Flow section  for a schematic showing the hydraulics during Reverse Lockout.  Also, as in the Power Flow section, the explanation in each gear  range is, for the most part, limited to what changes from the range on the previous page. However, some component descriptions are repeated for clarity and continuity.

SUMMARY 1-2 / 3-4 SOL N .C.

2-3 SOL N .O.

OVERDRIVE ROLLER CLUTCH

OV ERRU N CLU TCH

OFF

ON

LD

APPLIED

L D = LO CK ED IN D RI VE

FO URTH CLU TCH

F W = FR EE WH EE LI N G

THI RD CLU TCH

REV ERS E CLU TCH

APPLIED

S ECON D CLU TCH

PRINCIPLE SPRAG ASSEMBLY

BAND ASSEMBLY

LD

N E = NO T E FF EC TI VE

70A

SUCTION LINE CONVERTER IN TO COOLER MAIN CASE LUBE OVERDRIVE LUBE RELEASE APPLY FEED LIM IT THROTTLE SIGNAL 3-4 ACCUMULATOR OVERRUN CLUTCH R3 2 1 REVERSE REVERSE CLUTCH D32 D 3 2/1-2 1-2 ACCUMULATOR SERVO APPLY 2ND CLUTCH SOLENOID FEED SERVO RELEASE 3RD CLUTCH FEED 3RD CLUTCH SOLENOID SIGNAL 4TH CLUTCH FEED 1 4TH CLUTCH FEED 2 4TH CLUTCH 1-2 1-2 REG EXHAUST VOID

70B

LINE PRESSURE TAP SPIRAL CAPILLARY RESTRICTION COOLER FITTING COOLER FITTING ASSEMBLY CHECK BALL - REVERSE SHUTTLE - D 3 2 SHUTTLE - 3RD CLUTCH CHECK VALVE - QUICK DUM P VALVE VALVE RETAINER PLUG BALL PWM SOLENOID SCREEN ASSEM BLY FORCE MOTOR SCREEN ASSEMBLY

NEUTRAL

NEUTRAL

Engine Running

Engine Running

When the gear selector lever is moved to the Neutral (N) position (from the Reverse (R) position) the following changes occur to the transmissions hydraulic and electrical systems:

PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32

Manual Valve (326): Blocks line pressure from entering the R321 fluid circuit and opens the R321 and reverse fluid circuits to an exhaust port. As in Park, the manual valve also blocks line pressure from entering any other fluid circuits. Mode Switch: Signals the TCM that the selector lever and manual valve are in the Neutral (N) position.

REVERSE CLUTCH RELEASES Reverse Lockout Valve (706): With reverse fluid exhausted, spring force moves the valve out of the Reverse position. This opens the reverse clutch fluid circuit to an exhaust port through the valve. Reverse Clutch Piston (610): Reverse clutch fluid exhausts from the piston, thereby releasing the reverse clutch plates and shifting the transmission into Neutral. Torque Converter Clutch Solenoid (416): Solenoid feed fluid exhausts from the solenoid.  If Reverse Lockout is in effect when  Neutral is selected, the TCM will de-energize the solenoid, exhaust solenoid signal fluid and release the converter clutch. Reverse Shuttle Valve (85): Solenoid feed fluid exhausts past the checkball and through the reverse fluid circuit.

COMPONENTS ( )

Boost Valve (205): Reverse fluid exhausts from the boost valve, thereby returning line pressure to the normal operating range as during Park and Drive ranges.

(7) (27) (34) (35) (85)

Shift Solenoids: The 1-2/3-4 shift solenoid remains OFF and the 2-3 shift solenoid remains ON. Also, with the manual valve continuing to block fluid from feeding the solenoids, the solenoids remain ineffective.

(306) (317) (324) (415)

SUMMARY 1-2 / 3-4 SOL N .C.

2-3 SOL N .O.

OFF

ON

OVERDRIVE ROLLER CLU TCH

L D = LO CK ED IN DR IV E

OV ERRU N CLU TCH

FO URT H CLU TCH

TH IRD CLU TCH

REV ERS E CLU TCH

S ECON D CLU TCH

PRINCIPLE SPRAG ASSEMBLY

BAND ASSEMBLY

APPLIED F W = FR EE WH EE LI N G

SUCTION LINE CONVERTER IN TO COOLER MAIN CASE LUBE OVERDRIVE LUBE RELEASE APPLY FEED LIM IT THROTTLE SIGNAL 3-4 ACCUMULATOR OVERRUN CLUTCH R3 2 1 REVERSE REVERSE CLUTCH D32 D 3 2/1-2 1-2 ACCUMULATOR SERVO APPLY 2ND CLUTCH SOLENOID FEED SERVO RELEASE 3RD CLUTCH FEED 3RD CLUTCH SOLENOID SIGNAL 4TH CLUTCH FEED 1 4TH CLUTCH FEED 2 4TH CLUTCH 1-2 1-2 REG EXHAUST VOID

N E = NO T E FF EC TI VE

72A

72B

LINE PRESSURE TAP SPIRAL CAPILLARY RESTRICTION COOLER FITTING COOLER FITTING ASSEM BLY CHECK BALL - REVERSE SHUTTLE - D 3 2 SHUTTLE - 3RD CLUTCH CHECK VALVE - QUICK DUM P VALVE VALVE RETAINER PLUG BALL PWM SOLENOID SCREEN ASSEM BLY FORCE MOTOR SCREEN ASSEMBLY

DRIVE RANGE - FIRST GEAR

DRIVE RANGE - FIRST GEAR

When the gear selector lever is moved to the Drive range position (D), from either Park or Neutral, the following changes occur to the transmissions hydraulic and electrical systems:

PASSAGES

Manual Valve (326): In the Drive range position line pressure enters the D32 fluid circuit. D32 fluid is routed to the end of the manual valve where it is blocked by a valve land.

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32

Mode Switch: Signals the TCM that the selector lever and manual valve are in the Drive range (D) position. D32 Shuttle Valve (85): Located in the main case, it is seated against the empty 1-2 fluid circuit by D32 fluid pressure from the manual valve. D32 fluid fills the D32/1-2 fluid circuit. BRAKE BAND APPLIES Pulse Width Modulated (PWM) Solenoid Screen (324): Located in the main case valve body, it filters D32/1-2 fluid that feeds the PWM band apply solenoid. PWM Band Apply Solenoid (323): The TCM energizes the solenoid and controls the solenoid’s duty cycle depending on vehicle application and operating conditions. The duty cycle determines the rate at which the solenoid regulates D32/1-2 fluid into the servo apply fluid circuit. Orifice #17 (Between D32/1-2 and Servo Apply): D32/1-2 fluid also feeds the servo apply fluid circuit through this orifice. The orifice allows servo apply fluid to exhaust during a shift from Drive Range (D) to Park, Reverse or Neutral. During this shift the PWM solenoid is at 100% duty cycle (closed). Therefore, exhausting servo apply fluid is blocked at the closed solenoid and must exhaust through this orifice, into the D32/1-2 fluid circuit and past the 1-2 accumulator valve (refer to Drive Range - Third Gear, Low Speed Upshift, on page 52B for more information). Servo Piston (97): Servo apply fluid pressure acting on the piston overcomes the force of both the servo cushion (99) and servo return (103) springs. This moves the piston and apply pin (102) to apply the brake band and obtain First gear. These spring forces help control the apply rate of the brake band.

COMPONENTS ( ) (7) (27) (34) (35) (85)

1-2/3-4 Shift Solenoid (303): De-energized (OFF) as in Park, Reverse and Neutral, the solenoid is closed and blocks D32/1-2 fluid pressure from acting on the solenoid end of the valve. 1-2/3-4 Shift Valve (304): Spring force and D32/1-2 fluid pressure acting on the spring end of the valve keep the valve in the First and Fourth gear position. 2-3 Shift Solenoid (307): Energized (ON) as in Park, Reverse and Neutral, the solenoid is closed and blocks D32/1-2 fluid pressure from acting on the solenoid end of the valve.

(306) (317) (324) (415)

2-3 Shift Valve (308): Spring force and D32 fluid pressure keep the valve in the First and Second gear position. In this position the valve blocks the D32/1-2 fluid circuit at the middle land of the valve. 1-2 Accumulator Valve Train (318-320): D32/1-2 fluid is regulated through the 1-2 accumulator valve (320) and into the 1-2 accumulator fluid circuit. This fluid regulation is controlled by throttle signal fluid pressure, spring force and orificed 1-2 accumulator fluid pressure.   Note: The 1-2 accumulator control valve spring (319) is not used on all models. 1-2 Accumulator Piston (315): 1-2 accumulator fluid pressure assists 1-2 accumulator piston spring (316) force acting on the piston. This keeps the piston in the First gear position in preparation for a 1-2 upshift. Force Motor Solenoid (404): As in Park, Reverse, Neutral and all other gear ranges, the TCM controls the solenoid to regulate feed limit fluid into throttle signal fluid pressure in relation to vehicle operating conditions. SUMMARY 1-2 / 3-4 SOL N .C.

2-3 SOL N .O.

OVERDRIVE ROLLER CLU TCH

OV ERRU N CLU TCH

OFF

ON

LD

APPLIED

L D = LO CK ED IN DR IV E

FO URT H CLU TCH

F W = FR EE WH EE LI N G

TH IRD CLU TCH

REV ERS E CLU TCH

S ECON D CLU TCH

PRINCIPLE SPRAG ASSEMBLY

BAND ASSEMBLY

LD

APPLIED

N E = NO T E FF EC TI VE

74A

SUCTION LINE CONVERTER IN TO COOLER MAIN CASE LUBE OVERDRIVE LUBE RELEASE APPLY FEED LIM IT THROTTLE SIGNAL 3-4 ACCUMULATOR OVERRUN CLUTCH R3 2 1 REVERSE REVERSE CLUTCH D32 D 3 2/1-2 1-2 ACCUMULATOR SERVO APPLY 2ND CLUTCH SOLENOID FEED SERVO RELEASE 3RD CLUTCH FEED 3RD CLUTCH SOLENOID SIGNAL 4TH CLUTCH FEED 1 4TH CLUTCH FEED 2 4TH CLUTCH 1-2 1-2 REG EXHAUST VOID

74B

LINE PRESSURE TAP SPIRAL CAPILLARY RESTRICTION COOLER FITTING COOLER FITTING ASSEM BLY CHECK BALL - REVERSE SHUTTLE - D 3 2 SHUTTLE - 3RD CLUTCH CHECK VALVE - QUICK DUM P VALVE VALVE RETAINER PLUG BALL PWM SOLENOID SCREEN ASSEM BLY FORCE MOTOR SCREEN ASSEMBLY

DRIVE RANGE – SECOND GEAR

DRIVE RANGE - SECOND GEAR

As vehicle speed increases, and when other input signals to the Transmission Control Module (TCM) are appropriate, the TCM energizes the 1-2/3-4 shift solenoid to shift the transmission into Second gear.

PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32

1-2/3-4 Shift Solenoid (303): Energized (turned ON) by the TCM, the solenoid opens and D32/1-2 fluid pressure flows through the solenoid. D32/1-2 fluid pressure acts on the end of  the 1-2/3-4 shift valve. 1-2/3-4 Shift Valve (304): D32/1-2 fluid pressure from the 1-2/  3-4 shift solenoid moves the valve against spring force and into the Second and Third gear position. In this position orificed D32/1-2 fluid at the spring end of the valve is routed into the 2nd clutch fluid circuit. 2ND CLUTCH APPLIES 2nd Clutch Piston (622): 2nd clutch fluid flows through another orifice (#20i) and is routed to the 2nd clutch piston. This fluid pressure moves the piston to apply the 2nd clutch plates and obtain Second gear. 1-2 Accumulator Piston (315): As fluid pressure builds in the 2nd clutch fluid circuit it moves the 1-2 accumulator piston against spring force and 1-2 accumulator fluid pressure. This action absorbs initial 2nd clutch fluid pressure to cushion the 2nd clutch apply. Also, the movement of the accumulator piston forces some 1-2 accumulator fluid out of the accumulator assembly. 1-2 Accumulator Valve Train (318-320): Regulates the exhaust rate of excess 1-2 accumulator fluid past the 1-2 accumulator valve (320) and through an exhaust port. This fluid regulation is controlled by orificed accumulator fluid pressure moving the valve train against throttle signal fluid pressure acting on the 1-2 accumulator control valve (318). Refer to page 32A for a complete description of accumulator control. Reverse Shuttle Valve (85): 2nd clutch fluid pressure seats the checkball against the empty reverse fluid circuit and fills the solenoid feed fluid circuit. The reverse shuttle valve is located in the transmission adapter case. Torque Converter Clutch (TCC) Solenoid (416): Under normal operating conditions the TCM keeps the normally closed solenoid de-energized (OFF) in Second gear. This blocks solenoid feed fluid and keeps the solenoid signal fluid circuit open to an exhaust through the solenoid, thereby preventing TCC apply.

COMPONENTS ( ) (7) (27) (34) (35) (85)

(306) (317) (324) (415)

 Note: On some applications the TCC is applied in Second Gear  if transmission fluid temperatures become excessively high.

2-3 Shift Solenoid (307): Energized (ON) as in First Gear, the solenoid is closed and blocks D32/1-2 fluid pressure from acting on the 2-3 shift valve. 2-3 Shift Valve (308): As in First gear, spring force and D32 fluid pressure hold the valve in the First and Second gear position. D32/1-2 fluid remains blocked by the middle land of the valve. SUMMARY 1-2 / 3-4 SOL N.C.

2-3 SOL N .O.

OVERDRIVE ROLLER CLUTCH

O VERRU N CLU TCH

ON

ON

LD

APPLIED

L D = LO CK ED IN DR IV E

FO URT H CLU TCH

F W = FRE EW HE EL IN G

T HI RD CLU TCH

REV ERS E CLU TCH

S ECO ND CLU TCH

PRINCIPLE SPRAG ASSEMBLY

BAND ASSEMBLY

APPLIED

FW

APPLIED

N E = NO T E FF EC TI VE

76A

SUCTION LINE CONVERTER IN TO COOLER MAIN CASE LUBE OVERDRIVE LUBE RELEASE APPLY FEED LIM IT THROTTLE SIGNAL 3-4 ACCUMULATOR OVERRUN CLUTCH R3 2 1 REVERSE REVERSE CLUTCH D32 D 3 2/1-2 1-2 ACCUMULATOR SERVO APPLY 2ND CLUTCH SOLENOID FEED SERVO RELEASE 3RD CLUTCH FEED 3RD CLUTCH SOLENOID SIGNAL 4TH CLUTCH FEED 1 4TH CLUTCH FEED 2 4TH CLUTCH 1-2 1-2 REG EXHAUST VOID

76B

LINE PRESSURE TAP SPIRAL CAPILLARY RESTRICTION COOLER FITTING COOLER FITTING ASSEMBLY CHECK BALL - REVERSE SHUTTLE - D 3 2 SHUTTLE - 3RD CLUTCH CHECK VALVE - QUICK DUM P VALVE VALVE RETAINER PLUG BALL PWM SOLENOID SCREEN ASSEM BLY FORCE MOTOR SCREEN ASSEMBLY

DRIVE RANGE - THIRD GEAR

(Continued from page 78A)

(Torque Converter Clutch Applied)

TCC Control Valve (210): Solenoid signal fluid pressure moves the valve against spring force and into the apply position. In this position release fluid is open to an exhaust port and line pressure feeds the apply fluid circuit.

As vehicle speed increases further, and when other input signals to the TCM are appropriate, the TCM de-energizes the 2-3 shift solenoid to shift the transmission into Third gear. 2-3 Shift Solenoid (307): De-energized (turned OFF) by the TCM, the solenoid opens. D32/1-2 fluid pressure flows through the solenoid and acts on the end of the 2-3 shift valve. 2-3 Shift Valve (308): D32/1-2 fluid pressure from the 2-3 shift solenoid moves the valve against spring force and into the Third and Fourth gear position. With the valve in this position, D32/1-2 fluid at the middle of the valve fills the 4th clutch feed 1 fluid circuit. Also, orificed D32 fluid is rou ted into the servo release fluid circuit. BRAKE BAND RELEASES 3rd Clutch Quick Dump Valve (85): Servo release fluid pressure unseats and flows past the checkball, thereby bypassing orifice #22d. Servo Piston (97): Servo release fluid pressure assists servo cushion and servo return spring forces acting on the servo piston. These forces overcome servo apply fluid pressure and move the piston and apply pin into the released position, thereby releasing the brake band. As the piston moves, some servo apply fluid is forced out of  the servo. PWM BAND APPLY SOLENOID (323): Low Speed Upshift (Below approximately 20 km/h, 13 mph): The TCM energizes the normally open solenoid to a maximum duty cycle (100%). This blocks D32/1-2 fluid from feeding the servo apply fluid circuit through the solenoid. In this position the solenoid also blocks exhausting excess servo apply fluid pressure. This excess servo apply fluid pressure exhausts through orifice #17, into the D32/1-2 fluid circuit and regulated at the pressure regulator valve.

Torque Converter (1): Apply fluid flows between the converter hub and stator shaft and fills the converter with fluid. This fluid pressure in the converter forces the converter clutch pressure plate against the converter cover. As the pressure plate applies, fluid from the release side of the pressure plate is forced back through the turbine shaft (506). TCC Apply Checkball (504): Located in the end of the turbine shaft, this checkball is seated by exhausting release fluid pressure. This forces release fluid to exhaust through the orifice around the checkball. Orificing exhausting release fluid controls the apply feel of the converter clutch. Cooler and Main Case Lubrication Fluid Circuits: With the TCC control valve in the apply p osition, these fluid circuits are fed by ‘converter in’ fluid through orifice #3.

SUMMARY 1-2 / 3-4 SOL N.C.

2-3 SOL N .O.

OVERDRIVE ROLLER CLU TCH

OV ERRU N CLU TCH

ON

OFF

LD

APPLIED

APPLIED

F W = FR EE WH EE LI N G

N E = NO T E FF ECT I VE

L D = LO CK ED IN DR IV E

REV ERS E CLU TCH

S ECON D CLU TCH

PRINCIPLE SPRAG ASSEMBLY

APPLIED

NE

(Torque Converter Clutch Applied) PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32

 Note: When the band is released and the transmission is operating in Third gear, the PWM solenoid is de-energized (normally open) and D32/1-2 fluid pressure passes through the solenoid.

1-2/3-4 Shift Solenoid (303): Energized (ON) as in Second gear, the solenoid is open and D32/1-2 fluid pressure acts on the solenoid end of the 1-2/3-4 shift valve. 1-2/3-4 Shift Valve (304): As in Second gear, D32/1-2 fluid pressure from the 1-2/3-4 shift solenoid holds the valve against spring force and in the Second and Third gear position. In this position the following occurs: • 4th clutch feed 1 fluid is blocked in preparation for a 3-4 upshift. • Servo release fluid flows through the valve and feeds the 3rd clutch feed fluid circuit. • D32/1-2 fluid at the spring end of the valve continues to feed the 2nd clutch fluid circuit.

3RD CLUTCH APPLIES 3rd Clutch Check Valve (85): Both servo release fluid and 3rd clutch feed fluid are routed to the checkball. The ball remains unseated as both of these fluids feed the 3rd clutch fluid circuit.

SUCTION LINE CONVERTER IN TO COOLER MAIN CASE LUBE OVERDRIVE LUBE RELEASE APPLY FEED LIM IT THROTTLE SIGNAL 3-4 ACCUMULATOR OVERRUN CLUTCH R3 2 1 REVERSE REVERSE CLUTCH D32 D 3 2/1-2 1-2 ACCUMULATOR SERVO APPLY 2ND CLUTCH SOLENOID FEED SERVO RELEASE 3RD CLUTCH FEED 3RD CLUTCH SOLENOID SIGNAL 4TH CLUTCH FEED 1 4TH CLUTCH FEED 2 4TH CLUTCH 1-2 1-2 REG EXHAUST VOID

COMPONENTS ( )

3rd Clutch Piston (638): Orificed 3rd clutch fluid pressure moves the piston to apply the 3rd clutch plates. The 3rd clutch fluid circuit orifice (#23b) helps control the apply feel of the 3rd clutch. Also, remember that the servo assembly acts as an accumulator to help cushion 3rd clutch apply by absorbing initial servo release fluid pressure (see accumulator control on page 32A).

(7) (27) (34) (35) (85)

CONVERTER CLUTCH APPLIES TCC Solenoid (416): Under normal operating conditions the TCC can either be applied or released in Third gear. To apply the TCC the TCM energizes the normally closed TCC solenoid, thereby opening the solenoid. This allows solenoid feed fluid to fill the solenoid signal fluid circuit.

(306) (317) (324) (415)

78A

T HI RD CLU TCH

DRIVE RANGE - THIRD GEAR

High Speed Upshift (Above approximately 20 km/h, 13 mph): The TCM keeps the solenoid de-energized and at 0% duty cycle. In the position the solenoid is open and exhausting excess servo apply fluid pressure flows through the solenoid and into the D32/1-2 fluid circuit. Exhausting through the solenoid and bypassing orifice #17 creates a faster release of the band as needed at higher speeds.

(Continued on page 78B)

FOU RT H CLU TCH

78B

LINE PRESSURE TAP SPIRAL CAPILLARY RESTRICTION COOLER FITTING COOLER FITTING ASSEM BLY CHECK BALL - REVERSE SHUTTLE - D 3 2 SHUTTLE - 3RD CLUTCH CHECK VALVE - QUICK DUM P VALVE VALVE RETAINER PLUG BALL PWM SOLENOID SCREEN ASSEM BLY FORCE MOTOR SCREEN ASSEMBLY

BAND ASSEMBLY

DRIVE RANGE - FOURTH GEAR

DRIVE RANGE - FOURTH GEAR

(Torque Converter Clutch Applied)

(Torque Converter Clutch Applied)

As vehicle speed increases further, and when other input signals to the TCM are appropriate, the TCM de-energizes the 1-2/3-4 shift solenoid to shift the transmission into Fourth gear.

PASSAGES

2-3 Shift Solenoid (307): De-energized (OFF) as in Third gear, the solenoid is open. D32/1-2 fluid flows through the solenoid and acts on the end of the 2-3 shift valve.

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32

2-3 Shift Valve (308): D32/1-2 fluid pressure from the 2-3 shift solenoid keeps the 2-3 shift valve shifted against spring force and in the Third and Fourth gear position. D32/1-2 fluid continues to fill the 4th clutch feed 1 fluid circuit and orificed D32 fluid continues to fill the servo release fluid circuit. 1-2/3-4 Shift Solenoid (303): De-energized (turned OFF) by the TCM, the solenoid is closed and blocks D32/1-2 fluid pressure from passing through the solenoid and acting on the 1-2/3-4 shift valve. D32/1-2 fluid at the solenoid end of the 1-2/3-4 shift valve exhausts through the end of  the solenoid. 1-2/3-4 Shift Valve (304): With D32/1-2 fluid pressure from the shift solenoid exhausted, spring force moves the valve toward the solenoid and into the First and Fo urth gear position. In this position the following changes occur at the shift valve: • 4th clutch feed 1 fluid fills the 4th clutch feed 2 fluid circuit. • Orificed D32/1-2 fluid pressure at the spring end of the valve is blocked from feeding the 2nd clutch fluid circuit and assists spring force on the valve. • Servo release fluid is blocked from feeding the 3rd clutch feed fluid circuit. 3rd clutch feed fluid exhausts through the valve, into the 1-2 regulated fluid circuit and past the low pressure control valve. • Servo release fluid is routed into the 2nd clutch fluid circuit to keep the 2nd clutch and TCC applied in Fourth gear.

OVERRUN CLUTCH RELEASES AND 4TH CLUTCH APPLIES Overrun Lockout Valve (705): 4th clutch feed 2 fluid pressure shifts the valve against spring force and into the Fourth gear position. In this position the following changes occur:

COMPONENTS ( ) (7) (27) (34) (35) (85)

• Line pressure is blocked from entering the overrun clutch fluid circuit and overrun clutch fluid is open to an exhaust port at the valve. • Orificed 4th clutch feed 2 fluid at the middle of the valve fills the 4th clutch fluid circuit. Overrun Clutch Piston (513): Overrun clutch fluid exhausts from the piston, thereby releasing the overrun clutch plates. 4th Clutch Piston (532): 4th clutch fluid pressure moves the piston to apply the 4th clutch plates and obtain Fourth gear. 3-4 Accumulator Piston (18): 4th clutch fluid pressure moves the piston against spring force and 3-4 accumulator fluid pressure. This action absorbs initial 4th clutch fluid pressure to cushion the 4th clutch apply. Also, the movement of the accumulator piston forces some 3-4 accumulator fluid out of the accumulator assembly.

(306) (317) (324) (415)

3-4 Accumulator Valve Train (405-409): Regulates the exhaust rate of  excess 3-4 accumulator fluid past the 3-4 accumulator valve (407). This fluid regulation is controlled by orificed accumulator fluid pressure moving the valve train against throttle signal fluid pressure acting on the 3-4 accumulator control valve (409).   Refer to page 32A for a complete description of accumulator control during a 3-4 upshift. 3rd Clutch Check Valve (85): With 3rd clutch fluid exhausted, servo release fluid pressure seats the ball against the 3rd clutch feed fluid circuit. Only servo release fluid feeds the 3rd clutch fluid circuit in Fourth gear. CONVERTER CLUTCH TCC Solenoid (416): Figure 77 shows the TCC solenoid ON and the converter clutch applied. Under normal operating conditions the TCC will be applied in Fourth gear.   Note: Remember that the TCC releases during all upshifts and downshifts, re-applying after the shift is complete if operating conditions are appropriate.

SUMMARY 1-2 / 3-4 SOL N .C.

2-3 SOL N .O.

OVERDRIVE ROLLER CLU TCH

OFF

OFF

FW

L D = LO CK ED IN DR IV E

OV ERRU N CLU TCH

FO URT H CLU TCH

TH IRD CLU TCH

APPLIED

APPLIED

F W = FR EE WH EE LI N G

REV ERS E CLU TCH

N E = NO T E FF EC TI VE

S ECON D CLU TCH

PRINCIPLE SPRAG ASSEMBLY

APPLIED

NE

BAND ASSEMBLY

80A

SUCTION LINE CONVERTER IN TO COOLER MAIN CASE LUBE OVERDRIVE LUBE RELEASE APPLY FEED LIM IT THROTTLE SIGNAL 3-4 ACCUMULATOR OVERRUN CLUTCH R3 2 1 REVERSE REVERSE CLUTCH D32 D 3 2/1-2 1-2 ACCUMULATOR SERVO APPLY 2ND CLUTCH SOLENOID FEED SERVO RELEASE 3RD CLUTCH FEED 3RD CLUTCH SOLENOID SIGNAL 4TH CLUTCH FEED 1 4TH CLUTCH FEED 2 4TH CLUTCH 1-2 1-2 REG EXHAUST VOID

80B

LINE PRESSURE TAP SPIRAL CAPILLARY RESTRICTION COOLER FITTING COOLER FITTING ASSEM BLY CHECK BALL - REVERSE SHUTTLE - D 3 2 SHUTTLE - 3RD CLUTCH CHECK VALVE - QUICK DUM P VALVE VALVE RETAINER PLUG BALL PWM SOLENOID SCREEN ASSEM BLY FORCE MOTOR SCREEN ASSEMBLY

DRIVE RANGE - 4-3 DOWNSHIFT

DRIVE RANGE - 4-3 DOWNSHIFT

(Torque Converter Clutch Released)

(Torque Converter Clutch Released)

With the transmission operating in Fourth gear, a 4-3 downshift can occur due to coastdown or heavy throttle conditions. Also, increased engine load will cause a 4-3 downshift. Figure 79 shows the transmission during a 4-3 downshift. During a 4-3 downshift the following changes occur to the transmissions hydraulic and electrical systems:

PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32

4TH CLUTCH RELEASES & OVERRUN CLUTCH APPLIES 1-2/3-4 Shift Solenoid (303): Energized (turned ON) by the TCM, the solenoid opens and D32/1-2 fluid flows through the solenoid, acting on the 1-2/3-4 shift valve. 1-2/3-4 Shift Valve (304): D32/1-2 fluid pressure from the solenoid moves the valve against spring force and into the Second and Third gear position, thereby causing the following:

• 4th clutch feed 1 fluid is blocked by the valve and the 4th clutch feed 2 fluid circuit is open to an exhaust port. • Servo release fluid is blocked from entering the 2nd clutch fluid circuit and fills the 3rd clutch feed fluid circuit. • Orificed D32/1-2 fluid at the spring end of the valve feeds the 2nd clutch fluid circuit. Overrun Lockout Valve (705): With 4th clutch feed 2 fluid exhausted, spring force moves the valve out of the Fourth gear position. This opens the 4th clutch fluid circuit to an orificed exhaust circuit and line pressure fills the overrun clutch fluid circuit. The orificed exhaust of 4th clutch fluid helps control the release of the 4th clutch. 4th Clutch Piston (532): 4th clutch fluid pressure exhausts from the piston, thereby releasing the 4th clutch plates. 3-4 Accumulator Piston (18): With 4th clutch fluid exhausting, 3-4 accumulator fluid pressure and spring force move the piston to a Third gear position. 3-4 Accumulator Valve Train: Regulates line pressure into the 3-4 accumulator fluid circuit in relation to throttle signal fluid pressure.  Refer to page 32A for a complete description of the 3-4 accumulator  system during a 4-3 downshift.

COMPONENTS ( ) (7) (27) (34) (35) (85)

Overrun Clutch Piston (513): Overrun clutch fluid pressure moves the piston to apply the overrun clutch and obtain Third gear. 3rd Clutch Check Valve (85): 3rd clutch feed fluid pressure u nseats the checkball and, in addition to servo release fluid, feeds the 3rd clutch fluid circuit. Force Motor Solenoid (404): Remember that the force motor solenoid continually adjusts throttle signal fluid pressure, and line pressure, in relation to TCM input signals. CONVERTER CLUTCH Torque Converter Clutch (TCC) Solenoid (416): During the downshifting from Fourth gear to Third gear the TCM releases the converter clutch by de-energizing the TCC solenoid. When de-energized, the solenoid blocks solenoid feed fluid from entering the solenoid signal fluid circuit. The solenoid signal fluid circuit is open to an exhaust through the solenoid.

(306) (317) (324) (415)

TCC Control Valve (210): With solenoid signal fluid pressure exhausted, spring force moves the valve into the release position. This blocks line pressure from entering the apply fluid circuit and apply fluid returning from the converter enters the cooler fluid circuit. Also, ‘converter in’ fluid fills the release fluid circuit with the valve in the release position. TCC Apply Checkball (504): This retainer & ball assembly, located in the turbine shaft, is unseated by release fluid pressure. This allows release fluid to quickly fill the converter. Torque Converter (1): Release fluid is routed between the converter cover and pressure plate to keep the converter clutch released and fill the converter with fluid. Fluid exits the converter in the apply fluid circuit, flows through the TCC control valve and into the cooler fluid circuit.  Note: The converter clutch will re-apply in Third gear under normal operating conditions.

SUMMARY 1-2 / 3-4 SOL N.C.

2-3 SOL N .O.

OVERDRIVE ROLLER CLUTCH

O VERRU N CLU TCH

ON

OFF

LD

APPLIED

APPLIED

F W = FRE EW HE EL IN G

N E = NO T E FF EC TI VE

L D = LO CK ED IN DR IV E

FO URT H CLU TCH

T HI RD CLU TCH

REV ERS E CLU TCH

S ECO ND CLU TCH

PRINCIPLE SPRAG ASSEMBLY

APPLIED

NE

BAND ASSEMBLY

82A

SUCTION LINE CONVERTER IN TO COOLER MAIN CASE LUBE OVERDRIVE LUBE RELEASE APPLY FEED LIM IT THROTTLE SIGNAL 3-4 ACCUMULATOR OVERRUN CLUTCH R3 2 1 REVERSE REVERSE CLUTCH D32 D 3 2/1-2 1-2 ACCUMULATOR SERVO APPLY 2ND CLUTCH SOLENOID FEED SERVO RELEASE 3RD CLUTCH FEED 3RD CLUTCH SOLENOID SIGNAL 4TH CLUTCH FEED 1 4TH CLUTCH FEED 2 4TH CLUTCH 1-2 1-2 REG EXHAUST VOID

82B

LINE PRESSURE TAP SPIRAL CAPILLARY RESTRICTION COOLER FITTING COOLER FITTING ASSEMBLY CHECK BALL - REVERSE SHUTTLE - D 3 2 SHUTTLE - 3RD CLUTCH CHECK VALVE - QUICK DUM P VALVE VALVE RETAINER PLUG BALL PWM SOLENOID SCREEN ASSEM BLY FORCE MOTOR SCREEN ASSEMBLY

DRIVE RANGE - 3-2 DOWNSHIFT

DRIVE RANGE - 3-2 DOWN SHIFT

Similar to a 4-3 downshift, if the transmission is operating in Third gear a 3-2 downshift can occur due to coastdown, heavy throttle, or increased engine load conditions. A 3-2 downshift occurs when the TCM receives the appropriate input signals to energize (turn ON) the 2-3 shift solenoid. Figure 81 shows the transmission during a 3-2 downshift. During the downshift the following changes occur:

PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32

2-3 Shift Solenoid (307): Energized by the TCM, the solenoid closes and blocks D32/1-2 fluid from acting on the end of the 23 shift valve. D32/1-2 fluid at the end of the valve is open to an exhaust passage through the solenoid. 2-3 Shift Valve (308): Without D32/1-2 fluid pressure from the shift solenoid, spring force moves the valve into the First and Second gear position. In this position the following changes occur: • D32/1-2 fluid at the middle of the valve is blocked from entering the 4th clutch feed 1 fluid circuit.

• 4th clutch feed 1 fluid exhausts past the valve. • D32 fluid is blocked from entering the servo release fluid circuit. • Servo release fluid exhausts past the valve.  Remember that in Third and Fourth gear servo release fluid fed the 3rd clutch  fluid circuit. 3RD CLUTCH RELEASES 3rd Clutch Piston (638): 3rd clutch fluid pressure exhausts from the piston, thereby releasing the 3rd clutch plates. 3rd Clutch Check Valve (85): Exhausting 3rd clutch fluid is orificed (#24) to the 3rd clutch checkvalve, located in the main case valve body. This exhausting fluid keeps the ball unseated and flows through both the servo release and 3rd clutch feed fluid circuits.

COMPONENTS ( ) (7) (27) (34) (35) (85)

Servo Piston (97): Servo release fluid pressure exhausts from the piston. Servo apply fluid pressure overcomes the force from both the servo cushion (99) and servo return (103) springs. This moves the servo piston and apply pin (102 to apply the brake band. 3rd Clutch Quick Dump Valve (85): Exhausting servo release fluid seats the ball and is forced through orifice #22d. This orifice helps control the exhaust of servo release fluid which helps control the 3rd clutch release rate. The orifice also helps control the apply rate of the brake band.

(306) (317) (324) (415)

BRAKE BAND APPLIES Pulse Width Modulated (PWM) Band Apply Solenoid (323): The TCM controls the solenoid’s duty cycle depending on vehicle application and operating conditions. The duty cycle determines the rate at which the solenoid regulates D32/1-2 fluid into the servo apply fluid circuit.  Refer to the Electronic Com ponents Section for a detailed description of the PWM solenoid  operation. CONVERTER CLUTCH Torque Converter Clutch (TCC): As explained on page 82A (4-3 Downshift), the converter clutch releases prior to all downshifts. However, in Second gear the converter clutch will not reapply under normal operating conditions.  Refer to page 82A (43 Downshift) for a complete explanation of the converter clutch hydraulic circuits during TCC release. SUMMARY 1-2 / 3-4 SOL N .C.

2-3 SOL N .O.

OVERDRIVE ROLLER CLU TCH

OV ERRU N CLU TCH

ON

ON

LD

APPLIED

L D = LO CK ED IN DR IV E

FO URT H CLU TCH

F W = FR EE WH EE LI N G

TH IRD CLU TCH

REV ERS E CLU TCH

S ECON D CLU TCH

PRINCIPLE SPRAG ASSEMBLY

BAND ASSEMBLY

APPLIED

FW

APPLIED

N E = NO T E FF EC TI VE

84A

SUCTION LINE CONVERTER IN TO COOLER MAIN CASE LUBE OVERDRIVE LUBE RELEASE APPLY FEED LIM IT THROTTLE SIGNAL 3-4 ACCUMULATOR OVERRUN CLUTCH R3 2 1 REVERSE REVERSE CLUTCH D32 D 3 2/1-2 1-2 ACCUMULATOR SERVO APPLY 2ND CLUTCH SOLENOID FEED SERVO RELEASE 3RD CLUTCH FEED 3RD CLUTCH SOLENOID SIGNAL 4TH CLUTCH FEED 1 4TH CLUTCH FEED 2 4TH CLUTCH 1-2 1-2 REG EXHAUST VOID

84B

LINE PRESSURE TAP SPIRAL CAPILLARY RESTRICTION COOLER FITTING COOLER FITTING ASSEM BLY CHECK BALL - REVERSE SHUTTLE - D 3 2 SHUTTLE - 3RD CLUTCH CHECK VALVE - QUICK DUM P VALVE VALVE RETAINER PLUG BALL PWM SOLENOID SCREEN ASSEM BLY FORCE MOTOR SCREEN ASSEMBLY

M ANUAL SECOND - SECOND GEAR

MANUAL SECOND - SECOND GEAR

(from M anual Third - Third Gear)

(from Manual Third - Third Gear)

  Note: The complete hydraulic circuit for Manual Third gear  range has been omitted. This is because Manual Third operation is identical to Drive Range. However, in Manual Third the TCM prevents the transmission from upshifting into Fourth gear  regardless of operating conditions. Also, in Manual Third the  R321 fluid circuit at the manual valve is fed by line pressure but  does not affect the transmission operation.

PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32

A manual 3-2 downshift can be accomplished by moving the gear selector lever into the Manual Second (2) position when the transmission is operating in Third gear. Figure 83 shows the transmission during a Manual 3-2 downshift. If vehicle speed is below approximately 120 km/h (75 mph) the TCM will downshift the transmission into Second gear. Above this speed the TCM will keep the shift solenoids in a Third gear state and the transmission in Manual Second - Third Gear until vehicle speed decreases appropriately. Also, once in second gear, the TCM prevents the transmission from upshifting to third gear. In Manual Second the transmission upshifts and downshifts normally between First and Second gears. For a complete description of a 3-2 downshift refer to page 84A (Drive Range - 3-2 Downshift). The following text explains what is different during a manual 3-2 downshift (from Drive Range - Third Gear to Manual Second - Second Gear) as opposed to a forced 3-2 downshift in Drive Range. Manual Valve (326): D32 fluid at the manual valve feeds the 1-2 fluid circuit. Mode Switch: Located on the selector shaft (61), it signals the TCM that the selector lever and manual valve are in the Manual Second (2) position.

COMPONENTS ( )

Overrun Lockout Valve (705): 1-2 fluid pressure assists spring force and hydraulically prevents the valve from shifting into the Fourth gear position, thereby preventing Fourth gear.

(7) (27) (34) (35) (85)

D32 Shuttle Valve (85): 1-2 fluid pressure unseats the ball and, in addition to D32 fluid, feeds the D32/1-2 fluid circuit. The D32 shuttle valve is located in the main case. Low Pressure Control Valve (312): 1-2 fluid pressure moves the valve against spring force and orificed 1-2 regulated fluid. This action regulates 1-2 fluid into the 1-2 regulated fluid circuit. 1-2 regulated fluid pressure is approximately one half that of 1-2 fluid pressure and line pressure. This provides for a softer apply of the 3rd clutch when the transmission downshifts to First gear (remember that the 3rd clutch is applied in Manual Second - First Gear).

(306) (317) (324) (415)

1-2/3-4 Shift Solenoid (303): The TCM keeps the solenoid energized (ON) as in Third gear. This keeps the solenoid open and D32/1-2 fluid pressure acting on the end of the 1-2/3-4 shift valve. 1-2/3-4 Shift Valve (304): In the Second and Third gear position the valve blocks 1-2 regulated fluid. This fluid is for use in First gear in Manual Second and Manual First. Otherwise the valve operates the same as in Third gear.

SUMMARY 1-2 / 3-4 SOL N.C.

2-3 SOL N .O.

OVERDRIVE ROLLER CLUTCH

O VERRU N CLU TCH

ON

ON

LD

APPLIED

L D = LO CK ED IN DR IV E

FO URT H CLU TCH

F W = FRE EW HE EL IN G

T HI RD CLU TCH

REV ERS E CLU TCH

S ECO ND CLU TCH

PRINCIPLE SPRAG ASSEMBLY

BAND ASSEMBLY

APPLIED

FW

APPLIED

N E = NO T E FF EC TI VE

86A

SUCTION LINE CONVERTER IN TO COOLER MAIN CASE LUBE OVERDRIVE LUBE RELEASE APPLY FEED LIM IT THROTTLE SIGNAL 3-4 ACCUMULATOR OVERRUN CLUTCH R3 2 1 REVERSE REVERSE CLUTCH D32 D 3 2/1-2 1-2 ACCUMULATOR SERVO APPLY 2ND CLUTCH SOLENOID FEED SERVO RELEASE 3RD CLUTCH FEED 3RD CLUTCH SOLENOID SIGNAL 4TH CLUTCH FEED 1 4TH CLUTCH FEED 2 4TH CLUTCH 1-2 1-2 REG EXHAUST VOID

86B

LINE PRESSURE TAP SPIRAL CAPILLARY RESTRICTION COOLER FITTING COOLER FITTING ASSEMBLY CHECK BALL - REVERSE SHUTTLE - D 3 2 SHUTTLE - 3RD CLUTCH CHECK VALVE - QUICK DUM P VALVE VALVE RETAINER PLUG BALL PWM SOLENOID SCREEN ASSEM BLY FORCE MOTOR SCREEN ASSEMBLY

MANUAL FIRST - FIRST GEAR

MANUAL FIRST - FIRST GEAR

(from Manual Second - Second Gear)

(from Manual Second - Second Gear)

A manual 2-1 downshift can be accomplished by moving the gear selector lever into the Manual First (1) position when the transmission is operating in Second gear. Figure 85 shows the transmission during a Manual 2-1 downshift. If vehicle speed is below approximately 60 km/  h (37 mph) the transmission will shift into First gear. Above this speed the TCM will keep the shift solenoids in a Second gear state and the transmission in Manual First - Second Gear until vehicle speed slows sufficiently. Also, once in first gear, the TCM prevents the transmission from upshifting into second gear. The following text describes the downshift from Manual Second - Second Gear to Manual First - First Gear:

PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32

Manual Valve (326): Line pressure is blocked from entering the D32 fluid circuit and D32 fluid exhausts past the valve. The line pressure fluid circuit is open to feed the 1-2 fluid circuit. Mode Switch: Located on the selector shaft (61), it signals the TCM that the selector lever and manual valve are in the Manual First (1) position. D32 Shuttle Valve (85): 1-2 fluid pressure seats the ball against the empty D32 fluid circuit and continues to feed the D32/1-2 fluid circuit. 1-2/3-4 Shift Solenoid (303): De-energized by the TCM, the solenoid blocks D32/1-2 fluid pressure from passing through the solenoid. Also, the D32/1-2 fluid at the end of the 1-2/3-4 shift valve is open to an exhaust through the solenoid. 1-2/3-4 Shift Valve (304): Without D32/1-2 fluid pressure from the solenoid, spring force moves the valve into the First and Fourth gear position. This blocks D32/1-2 fluid from feeding the 2nd clutch fluid circuit and allows 1-2 regulated fluid to enter the 3rd clutch feed fluid circuit. 2nd clutch fluid exhausts past the valve and through the servo release fluid circuit. 2ND CLUTCH RELEASES 2nd Clutch Piston (622): 2nd clutch fluid exhausts from the piston, thereby releasing the 2nd clutch plates. 1-2 Accumulator Piston (315): 2nd clutch fluid exhausts from the piston. Spring force and 1-2 accumulator fluid pressure move the piston to the First gear position.

COMPONENTS ( ) (7) (27) (34) (35) (85)

1-2 Accumulator Valve Train: Regulates line pressure into the 1-2 accumulator fluid circuit.  Refer to page 32A for a complete description of 1-2 accumulator system during a 2-1 downshift. TCC Solenoid (416): Solenoid feed fluid exhausts from the solenoid, past the reverse shuttle valve (85) and through the 2nd clutch fluid circuit. This prevents the converter clutch from applying under any conditions. 3RD CLUTCH APPLIES 3rd Clutch Check Valve (85): 3rd clutch feed fluid pressure seats the ball against the servo release fluid circuit and is orificed into the 3rd clutch fluid circuit. This orifice helps control the apply rate of the 3rd clutch.

(306) (317) (324) (415)

3rd Clutch Piston (638): 3rd clutch fluid pressure moves the piston to apply the 3rd clutch plates. The 3rd clutch is applied to provide engine compression braking during coast conditions in Manual First - First Gear. Low Pressure Control Valve (312): The regulation of 1-2 fluid into 1-2 regulated fluid pressure helps control the 3rd clutch apply rate. 1-2 regulated fluid pressure is approximately one half that of line pressure to provide a slower apply of the 3rd clutch, as compared to the 3rd clutch apply during a 2-3 upshift where the 3rd clutch fluid circuit is fed by servo release fluid. A slower apply is needed in a manual 2-1 downshift because the apply feel of the 3rd clutch is more noticeable than in a 2-3 upshift. This is due to the brake band being applied during a manual 2-1 downshift.   Note: Third gear is prevented hydraulically by exhausting D32 fluid. Fourth gear is also prevented hydra ulically. This is done by routing 1-2  fluid to the overrun lockout valve. 1-2 fluid pressure prevents the overrun lockout valve from shifting into the Fourth gear position under any conditions.

SUMMARY 1-2 / 3-4 SOL N .C.

2-3 SOL N .O.

OVERDRIVE ROLLER CLU TCH

O VERRU N CLU TCH

OFF

ON

LD

APPLIED

APPLIED

F W = FR EE WH EE LI N G

N E = NO T E FF EC TI VE

L D = LO CK ED IN DR IV E

FO URT H CLU TCH

T HI RD CLU TCH

REV ERS E CLU TCH

S ECO ND CLU TCH

PRINCIPLE SPRAG ASSEMBLY

BAND ASSEMBLY

LD

APPLIED

88A

SUCTION LINE CONVERTER IN TO COOLER MAIN CASE LUBE OVERDRIVE LUBE RELEASE APPLY FEED LIM IT THROTTLE SIGNAL 3-4 ACCUMULATOR OVERRUN CLUTCH R3 2 1 REVERSE REVERSE CLUTCH D32 D 3 2/1-2 1-2 ACCUMULATOR SERVO APPLY 2ND CLUTCH SOLENOID FEED SERVO RELEASE 3RD CLUTCH FEED 3RD CLUTCH SOLENOID SIGNAL 4TH CLUTCH FEED 1 4TH CLUTCH FEED 2 4TH CLUTCH 1-2 1-2 REG EXHAUST VOID

88B

LINE PRESSURE TAP SPIRAL CAPILLARY RESTRICTION COOLER FITTING COOLER FITTING ASSEM BLY CHECK BALL - REVERSE SHUTTLE - D 3 2 SHUTTLE - 3RD CLUTCH CHECK VALVE - QUICK DUM P VALVE VALVE RETAINER PLUG BALL PWM SOLENOID SCREEN ASSEM BLY FORCE MOTOR SCREEN ASSEMBLY

LUBRICATION POINTS

90

Figure 87

BUSHING, BEARING & WASHER LOCATIONS

1 12 36 51 209 510 525 527 529 631 632

CLUTCH ASSEMBLY, CONVERTER WASHER, THRUST SELECTIVE CASE, M AIN BEARING, NEEDLE/EXTENSION PUM P ASSEM BLY, OIL HOUSING, OVERRUN CLUTCH CARRIER ASSEMBLY, OVERDRIVE COMPLETE BEARING ASEM BLY, THRUST WASHER, THRUST/INTERNAL GEAR/SUPPORT WASHER, THRUST/2ND CLUTCH/3RD CLUTCH RETAINER, CLUTCH HUB

634 644 645 651 652 653 654 655 656 659 701

Figure 88

DRUM ASSEMBLY, 3RD CLUTCH WASHER, THRUST/INPUT SUN BEARING, INPUT SHAFT/GEAR ASSEM BLY BEARING, OUTPUT SHAFT/INPUT SUN WASHER, OUTPUT SHAFT/INPUT SUN CARRIER ASSEMBLY, PLANETARY WASHER, THRUST/OUTPUT SHAFT/INPUT SHAFT BEARING, GEAR/REACTION/SUN BEARING, NEEDLE/REACTION SUN DRUM, REACTION SUN SUPPORT ASSEMBLY, CENTER

91

SEAL LOCATIONS

3 8 15 19 32 38 44 48 50 98 314 505

92

SEAL RING ASSEMBLY, CONVERTER HOUSING SEAL, O-RING SEAL, O-RING 3-4 ACCUM ULATOR RING, 3-4 ACCUMULATOR PISTON RING, OIL SEAL SEAL, O-RING/BREATHER ASSEMBLY SEAL, O-RING/SPEED SENSOR SEAL, O-RING/DRIVE FLANGE SEAL, EXTENSION ASSEM BLY SEAL, RING/SERVO PISTON RING, 1-2 ACCUMULATOR PISTON SEAL, O-RING/TURBINE SHAFT

508 513 533 534 608 609 620 621 635 637 667

Figure 89

RING, OIL SEAL/TURBINE SHAFT PISTON, OVERRUN CLUTCH SEAL, 4TH CLUTCH PISTON (INNER) SEAL, 4TH CLUTCH PISTON (OUTER) SEAL, REVERSE CLUTCH PISTON (INNER) SEAL, REVERSE CLUTCH PISTON (OUTER) SEAL, 2ND CLUTCH PISTON (INNER) SEAL, 2ND CLUTCH PISTON (OUTER) SEAL, 3RD CLUTCH PISTON (INNER) SEAL, 3RD CLUTCH PISTON (OUTER) SEAL, RING/GOVERNOR HUB

ILLUSTRATED PARTS LIST

93

CASE AND ASSOCIATED PARTS

94

Figure 90

CASE AND ASSOCIATED PARTS 1 CLUTCH ASSEM BLY, CONVERTER 2 SCREW, SEAL RING ASSEM BLY 3 SEAL RING ASSEM BLY, CONVERTER HOUSIN G 4 SCREW, CONVERTER HOUSIN G/MAIN CASE 5 SCREW, CONVERTER HOUSIN G/OIL PUMP 6 HOUSIN G, CONVERTER 7 PLUG, CONVERTER HOUSIN G 8 SEAL, O-RING 9 WEAR PLATE, OIL PUMP BODY 10 PUMP ASSEMBLY, OIL 11 GASKET 12 WASHER, THRUST SELECTIVE 13 RING, SNAP 14 COVER, 3-4 ACCUM ULATOR PISTON 15 SEAL, O-RING 3-4 ACCUM ULATOR 16 SPRING, 3-4 ACCUM ULATOR PISTON 17 PIN, 3-4 ACCUMULATOR PISTON 18 PISTON, 3-4 ACCUM ULATOR 19 RING, 3-4 ACCUM ULATOR PISTON 20 CASE, ADA PTER 22 CONNECTOR, ELECTRICAL/ADA PTER CASE 23 SCREW & CONICAL WASHER ASSEM BLY 24 SEAL "O" RING, FILLER TUBE 25 TUBE ASSEM BLY, FLUID FILLER 26 SEAL, FILLER TUBE 27 RESTRICTOR, OIL 28 GASKET, TRANSFER PLATE/ADAPTER 29 PLATE, TRANSFER ADAPTER/CENTER SUPPORT 30 SUPPORT ASSEMBLY, CENTER 31 SCREW, CENTER SUPPORT 32 RING, OIL SEAL 33 SEAL, O-RING MAIN CASE 34 FITTING, COOLER 35 FITTING ASSEM BLY, COOLER 36 CASE, MA IN 37 BREATHER, PIPE 38 SEAL, O-RING 39 RESERVOIR 40 SCREW, SPEEDO DRIVEN GEAR ASSEM BLY 41 GEAR ASSEM BLY, SPEEDO DRIVEN 42 GASKET, EXTENSION CASE 43 EXTENSION ASSEMBLY 44 SEAL, O-RING/SPEED SENSOR 45 SENSOR ASSEMBLY, SPEED 46 SCREW, SPEED SENSOR 47 NUT, OUTPUT SHAFT/DRIVE FLANGE 48 SEAL, O-RING/DRIVE FLANGE 49 FLANGE, DRIVE 50 SEAL, EXTENSION ASSEMBLY 51 BEARING, NEEDLE/EXTENSION 52 SCREW, EXTENSION/M AIN CASE 53 SPRING, PARKING PAWL LOCK

54 PAWL, PARKING LOCK 55 CONNECTOR, ELECTRICAL/MAIN CASE 56 ACTUATOR ASSEM BLY, PARKING LOCK 57 NUT, PARKING LOCK LEVER 58 LINK, MANU AL VALVE 59 PIN, SPRING 60 LEVER, PARKING LOCK & RANGE SELECTOR 61 SHA FT, SELECTOR 62 SEAL, SELECTOR SHAFT 63 MODE SWITCH ASSEMBLY 64 SCREW & CONICAL WASHER ASSEMBLY 65 SHIELD, MODE SWITCH 66 PIN, SPRING 67 PAN , BOTTOM /ADA PTER CASE 68 GASKET, BOTTOM PAN /ADA PTER CASE 69 HARNESS ASSEM BLY, ADAPTER CASE 70 SCREW, VALVE BODY 71 VALVE BODY ASSEM BLY, ADAPTER CASE 72 GASKET, ADAPTER VALVE BODY 73 PLATE, ADAPTER VALVE BODY/TRANSFER 74 PAN, BOTTOM/MA IN CASE 75 GASKET, BOTTOM PAN/MA IN CASE 76 GASKET, OIL DRAIN PLUG 77 PLUG, OIL DRAIN 78 MAGN ET, CHIP COLLECTOR 79 FILTER, OIL 80 HARNESS ASSEMBLY, MA IN CASE 82 ROLLER & SPRING ASSEMBLY, MA NUA L DETENT 83 PLATE, POSITIVE STOP 84 VALVE BODY ASSEMBLY, MAIN CASE 85 BALL, CHECK 86 GASKET, MAIN V.B./TRAN SFER PLATE 87 PLATE, M AIN V.B./TRANSFER 88 GASKET, TRANSFER/MA IN CASE 89 SCREW, TRANSFER PLATE ON V.B. 90 SCREW, SERVO COVER 91 COVER, SERVO PISTON 92 GASKET, COVER/SERVO PISTON 93 RING, RETAIN ING SERVO PISTON 94 CLIP, SERVO PISTON 95 NUT, SERVO SCREW 96 SCREW, SERVO PISTON 97 PISTON, SERVO 98 SEAL, RING/SERVO PISTON 99 SPRING, CUSHION/SERVO PISTON 100 SEAT, CUSHION SPRING 101 SLEEVE, SERVO PISTON ADJ UST 102 ROD, APPLY/SERVO PISTON 103 SPRING, RETURN/SERVO PISTON 104 GASKET, ADAPTER CASE/TRAN SFER PLATE 105 TRANSMISSION CONTROL MODULE 106 SERVO PISTON ASSEM BLY

Figure 91

PUM P ASSEM BLY 206

209

207 206 208

203

204 205

215

216

217

214

210 211

201 202 203 204 205 206 207 208 209

201

202

GEAR, OIL PUMP DRIVE GEAR, OIL PUMP DRIVEN PIN, BOOST VALVE SLEEVE SLEEVE, BOOST VALVE VALVE, BOOST SEAT, SPRING/PRESSURE REGULATOR VALVE SPRING, PRESSU RE REGULATOR VALVE VALVE, PRESSURE REGULATOR PUMP ASSEMBLY, OIL

212

210 211 212 213 214 215 216 217

Figure 92

213

VALVE, CONVERTER CLUTCH CONTROL SPRING, CONVERTER CLUTCH CONTROL VALVE PLUG, CONVERTER CLUTCH CONTROL VALVE PIN, SPRING PISTON, THROTTLE SIGNAL A CCUM ULATOR SPRING, THROTTLE SIGNA L ACCUM ULATOR SEAT, SPRING/ THROTTLE SIGNAL ACCUMULATOR RING, SNAP/THROTTLE SIGNAL ACCUM ULATOR

95

VALVE BODY ASSEMBLIES 309

319 306

320

318

317

310

321

317

323 325 324 322

305 304 303

326

305 308

309

317

307

301

312 311 310

302

302

301 302 303 304 305 306 307 308 309 310 311 312

BODY, VALVE M AIN CASE PIN, SPRING SOLENOID ASSEMBLY, ON/OFF N.C. VALVE, 1-2 & 3-4 SHIFT SPRING, 1-2 & 3-4 (2-3) SHIFT RETAINER, VALVE SOLENOID ASSEM BLY, ON/OFF N.O. VALVE, 2-3 SHIFT PIN, SPRING PLUG, VALVE BORE SPRING, VALVE LOW PRESSURE CONTROL VALVE, LOW PRESSURE CONTROL

317 318 319 320 321 322 323 324 325 326

BALL, CHECK VALVE, 1-2 ACCUM ULATOR CONTROL SPRING, 1-2 ACCUM ULATOR CONTROL (OPTIONA L) VALVE, 1-2 ACCUM ULATOR WASHER, WAVED PWM SOLENOID PIN, SOLENOID PWM SOLENOID ASSEM BLY, BAND CONTROL PWM SCREEN ASSEMBLY, PWM SOLENOID PLUG, SCREEN VALVE, M AN UAL

Figure 93

403

402

404 401

317

406

407

408

409 412

405 410

411 415

406 413

414

416

96

402

417

Figure 94

317 401 402 403 404 405 406 407 408 409 410 411 412 413 414 415 416 417

BALL, CHECK BODY, VALVE/ADAPTER CASE SCREW, SOLENOID FORCE M OTOR RETAIN ER, FORCE M OTOR SOLENOID, FORCE M OTOR PLUG, 3-4 ACCUM ULATOR PIN, SPRING VALVE, 3-4 ACCUM ULATOR SPRING, 3-4 ACCUMU LATOR VALVE (OPTIONAL) VALVE, 3-4 ACCUM ULATOR CONTROL SPRING, FEED LIM IT VALVE RING, RETAIN ER VALVE, FEED LIMIT SEAL, O-RING PLUG FILTER PLUG, SCREEN SCREEN ASSEM BLY, FORCE MOTOR SOLENOID, TORQUE CONV. CLUTCH ON/OFF N.C. WASHER, T.C.C. SOLENOID SCREW

OVERDRIVE INTERNAL COMPONENTS NEW

SOME MODELS

513

OLD

503

510

511

512

513

508 506 503 502

505

504

®    ®   

501

SOME MODELS

529

522 525

526

527

528

524 523 522

515

514

516

517

518

519

SOME MODELS 520

521

®    ®   

534 533 532 531 530

501 502 503 504 505 506 508 510 511 512 513 514 515 516 517 518

RETAINER, 4TH CLUTCH PLATE, 4TH CLUTCH (STEEL) PLATE ASSEM BLY, 4TH CLUTCH (LIN ED) RETAINER & BALL A SSEMBLY, CHECK VALVE SEAL, O-RING/TU RBINE SHAFT SHAFT, TURBIN E RING, OIL SEAL/TURBINE SHAFT HOUSING, OVERRUN CLUTCH SEAL, OVERRUN CLUTCH (INN ER) SEAL, OVERRUN CLUTCH (OUTER) PISTON, OVERRUN CLUTCH SPRING, OVERRUN CLUTCH RELEASE RETAINER, RELEASE SPRING/OVERRUN CLUTCH ROLLER ASSEM BLY, OVERDRIVE CLUTCH CAM , OVERDRIVE ROLLER CLUTCH RING, SNAP/OVERRUN CLUTCH HUB

519 520 521 522 523 524 525 526 527 528 529 530 531 532 533 534

Figure 95

GEAR, OVERDRIVE SUN PLATE, WAVED/OVERRUN CLUTCH PLATE , OVERRUN CLU TCH (STEEL) PLATE ASM., OVERRUN CLUTCH (LINED) PLATE, BACKING/OVERRUN CLUTCH RING, SNAP/OVERRUN CLUTCH HOUSING CARRIER ASSEMBLY, OVERDRIVE COM PLETE RING, SNAP/TURBINE SHAFT/CARRIER BEARING ASSEMBLY, THRUST GEAR, OVERDRIVE INTERNAL WASHER, THRUST/INTERNA L GEAR/SUPPORT RING, SNAP/ADA PTER/4TH CLUTCH SPRING RETAINER & SPRING ASSEM BLY, 4TH CLUTCH PISTON, 4TH CLUTCH SEAL, 4TH CLUTCH PISTON (INN ER) SEAL, 4TH CLUTCH PISTON (OUTER)

97

INTERNAL COMPONENTS 618 617

615

616

614 612

613

611 610 609 608 625 629 630

SOME MODELS

626 611

613

623

629

628

627

625

622 621 649

620

640 637 634 631

638

611

641

642

643

644 645

636

646

635

674

SOME MODELS

672 664 659

667

668

673

671

675

658

SOME MODELS

653 652 651

98

649

639

632

653

650

SOME MODELS

Figure 96

SOME MODELS

647

648

INTERNAL COMPONENTS 608 609 610 611 612 613 614 615 616 617 618 620 621 622 623 625 626 627 628 629 630 631 623 634 635 636 637

SEAL, REVERSE CLUTCH PISTON (INN ER) SEAL, REVERSE CLUTCH PISTON (OUTER) PISTON, REVERSE CLUTCH SPRING, PISTON CLUTCH SEAT, SPRING/REVERSE CLUTCH RING, RETAINI NG PLATE, WAVED/REVERSE CLUTCH PLATE, REVERSE CLUTCH (STEEL) PLATE ASSEMBLY, REVERSE CLUTCH (LIN ED) PLATE, REVERSE CLUTCH PRESSU RE/SELECTIVE DRUM A SSEM BLY, 2ND CLUTCH SEAL, 2ND CLUTCH PISTON (INNER) SEAL, 2ND CLUTCH PISTON (OUTER) PISTON, 2ND CLUTCH SEAT, SPRING/2N D CLUTCH PLATE, WAVED/2ND CLUTCH PLATE, 2ND CLUTCH (STEEL) PLATE ASSEM BLY, 2ND CLUTCH (LIN ED) SPACER, 2ND CLUTCH RING, RETAINI NG GEAR, RING WASHER, THRUST/2ND CLUTCH/3RD CLUTCH THRUST WASHER, CLUTCH HUB DRUM A SSEMBLY, 3RD CLUTCH SEAL, 3RD CLUTCH PISTON (IN NER) WASHER, RETAIN ING SEAL, 3RD CLUTCH PISTON (OU TER)

638 639 640 641 642 643 644 645 646 647 648 649 650 651 652 653 658 659 664 667 668 671 672 673 674 675

PISTON, 3RD CLUTCH SEAT, SPRING/3RD CLUTCH RING, RETAINING PLATE, SPRING CUSHION /3RD CLUTCH PLATE, 3RD CLUTCH (STEEL) PLATE ASSEM BLY, 3RD CLUTCH (LINED) WASHER, THRUST/IN PUT SUN BEARING, INPUT SHAFT/GEAR ASSEMBLY GEAR ASSEMBLY, INPUT SUN RACE ASSEM BLY, SPRAG RING, RETAIN ING/SPRAG RING, RETAINING CAGE ASSEM BLY, SPRAG BEARING, OUTPUT SHAFT/INPUT SUN WASHER, OUTPUT SHAFT/INPUT SUN CARRIER ASSEM BLY, PLANETARY GEAR, REACTION SUN DRUM, REACTION SUN BAN D ASSEM BLY, BRAKE SEAL, RING/WHEEL PARKING LOCK WHEEL, PARKING LOCK GEAR, SPEEDO WHEEL WHEEL, SPEEDO RING, RETAINING PLATE ASSEM BLY, 3RD CLUTCH (LINED) BEARING, THRUST ASSEM BLY

Figure 97

CENTER SUPPORT ASSEM BLY

702 SOME MODELS

703 707

702 706

703 704 705

701

Figure 98

701 702 703 704 705 706 707

CENTER SUPPORT RETAIN ER PLATE PLUG, LOCKOUT SPRING, OVERRUN LOCKOUT VALVE, OVERRUN LOCKOUT VALVE, REVERSE LOCKOUT CONTROL SPRING, REVERSE LOCKOUT

99

BASIC SPECIFICATIONS Transmission Drive Rear Wheel Drive Transmission Type 4L30-E = 4: Four Speed L: Longitudinal Mount 30: Product Series E: Electronically Controlled

Automatic Overdrive with Torque Converter Clutch Assembly Current Engine Range 1.6L to 4.3L Gasoline Control Systems Shift Pattern – (2) 3-Way On/Off Solenoids Shift Quality – (1) Force Motor (1) "High Flow" Pulse Width Modulated Solenoid (for 3-2 Downshifts Only) Torque Converter Clutch – (1) 2-Way On/Off Solenoid

Converter Bolt Circle Diameters For 245 mm Converter – 228.0 mm to 247.7 mm For 260 mm Converter – 227.0 mm to 247.7 mm Converter Stall Torque Ratio Range For 245 mm Converter – 1.63 to 2.70 For 260 mm Converter – 1.70 to 2.57 Converter “K” Factor Range For 245 mm Converter – 122 to 240 For 260 mm Converter – 129 to 187 Not all “K” Factors are applicable across the entire range of Converter Stall Torque Ra tios.

Transmission Fluid Capacities (Approximate) Dry: 6.4L (7 QT) with 245 mm Converter Dry: 7.8L (8 QT) with 260 mm Converter Transmission Weight For 245 mm Converter For 260 mm Converter Dry: 69.1 Kg (152.33 LB) Dry: 72.4 Kg (159.06 LB) Wet:76.0 Kg (167.55 LB) Wet: 80.5 Kg (177.47 LB)

Additional transmission and engine sensors are provided depending on transmission/powertrain application.

Gear Ratios 1st 2nd 3rd 4th Rev

Base 2.400 1.479 1.000 0.723 2.000

Optional 2.860 1.620 1.000 0.723 2.000

Maximum Engine Torque 350 Nm (258 LB-FT, 36 Kg-M) Maximum Gearbox Torque 597 Nm (440 LB-FT, 61 Kg-M) The maximum torque limits are only to be used as a guide and may not be applicable under certain conditions.

Maximum Shift Speed 245mm Converter 1-2 6,500 RPM 2-3 6,500 RPM 3-4 6,500 RPM

Main Case (Reference)** 430.4 mm Converter Housing 142.75 mm minimum with 245 mm Converter 152.0 mm minimum with 260 mm Converter Extension Housing** 219.6 mm minimum with Slip Yoke Design 115.0 mm minimum with Fixed Yoke Design 70.0 mm minimum with 4-wheel Drive * All dimensions shown are nominal. ** Determined by customer requirements.

260mm Converter 7,000 RPM 7,000RPM 7,000RPM

The maximum shift speed allowed in each engine application must be calculated.

Maximum Gross Vehicle Weight (Estimate) 3,500 Kg (7,716 LB) Transmission Fluid Type Dexron® IIE Converter Sizes Available 245 mm and 260 mm (Reference)

100

Transmission Packaging Information* Overall Length** 725.14 mm to 793.64 mm (245 mm Converter) 733.39 mm to 801.89 mm (260 mm Converter)

7 Position Quadrant (P, R, N, D, 3, 2, 1) Pressure Taps Available Line Pressure Manufacturing Location Strasbourg, France Information may vary with application. All information, illustrations and specifications contained in this brochure are based on the latest product information available at the time of p ublication approval. The right is reserved to make changes at any time without notice.

HYDRA-MATIC PRODUCT DESIGNATION SYSTEM The product designation system used for all Hydra-matic transaxles and transmissions consists of a series of numbers and letters that correspond with the special features incorporated in that product line. The first character is a number that designates the number of forward gear ranges available in that unit. For example: 4 = four forward gear ranges. The second character is a letter that designates how the unit is mounted in the vehicle. When the letter “T” is used, it designates that the unit is transversely mounted and is used primarily for front wheel drive vehicles. The letter “L” designates that it is longitudinally mounted in the vehicle and it is used primarily for rear wheel drive vehicles. The letter “M” designates that the unit is a manual transaxle or transmission but not specific to a front or rear wheel drive vehicle application.

The third and fourth characters consists of a set of numbers, (i.e. “30”), that designate the transaxle or transmission “Series” number. This number signifies the relative torque capacity of the unit. The fifth character designates the major features incorporated into this unit. For example, the letter “E” designates that the unit has electronic controls. By using this method of classification, the HYDRA-MATIC 4L30-E is a 4-speed, longitudinally mounted, 30 series unit.

HYDRA-MATIC 4L30-E H Y DRA-M AT I C

4

L

30

E

Number of

Type:

Series:

Major Features:

Speeds:

T - Transverse

Based on

E - Electronic Controls

3

L - Longitudinal

Relative

A - All Wheel Drive

4

M - Manual

Torque

HD - Heavy Duty

5

Capacity

V (CVT)

101