Hydraulic System

UNI-KL MALAYSIA FRANCE INSTITUTE
AUTOMOTIVE MAINTENANCE TECHNOLOGY

SUBJECT: TRANSMISSION 2 TITLE: HYDRAULIC SYSTEM
HYDRAULIC FUNDAMENTAL
Figure 1 : Pascal’s Law
Up to this point, the basic mechanics of the F4A2/F4A3 series were highly emphasized. Now
that gears and frictional units have been thoroughly discussed, it's time to investigate the
hydraulic systems of the transaxle. These systems or circuits are very important for correct
operation of the transmission. Without the hydraulic circuits present in the transaxle, none of the
components could combine to produce motion, nor could the transaxle function automatically.
The transaxle is lubricated, cooled, shifted, and connected to the engine by means of a fluid.
Without hydraulic oil in the transaxle, none of these tasks could be performed satisfactorily.
Therefore, it is imperative to learn the basics of hydraulic fundamentals before clutch and band
application or hydraulic charts can be investigated thoroughly.
The hydraulic lever (Pascal's law)

In the early seventeenth century, Pascal, a French scientist, discovered the hydraulic lever.
Through controlled laboratory experiments, he proved that force and motion could be transferred
by means of a confined liquid. Further experimentation with weights and pistons of varying size,
Pascal also found that mechanical advantage or force multiplication could be obtained in a
hydraulic pressure system, and that the relationships between force and distance were exactly the
same as with a mechanical lever.
Pascal's Law is that "Pressure on a confined fluid is transmitted undiminished in all directions".
Referring to the right cylinder in Fig. 1, the pressure created in the fluid is equal to the applied
force divided by the piston area. If the force is 100 kg, and the piston area is 10 sq. cm, then
1
pressure created equals 10 kg/cm2 = 100 kg/10 cm2

Regardless of container shape or size, the pressure will be maintained through out, as long as the
fluid is confined. In other words, the pressure in the fluid is the same everywhere.
Of course, no pressure will be created if the fluid is not confined. It will simply "leak" past the
piston. There must be a resistance to flow in order to create pressure. Piston sealing, therefore, is
extremely important in hydraulic operation.
BASIC COMPONENTS
Figure 2 : Basic Components
(1) The fluid reservoir

Since almost all fluids are nearly incompressible, the hydraulic system needs fluid to
function correctly. The reservoir or sump, as it is sometimes called, is a storehouse for the
fluid until it is needed in the system. In some systems, (also in the automatic transmission),
where there is a constant circulation of the fluid, the reservoir also aids in cooling of the
fluid by heat transfer to the outside air by way of the housing or pan that contains the fluid.
The reservoir is actually a fluid source for the hydraulic system.
The reservoir has a vent line, pressure line, and a return line. In order for the oil pump to
operate correctly, the fluid must be pushed up from the reservoir into the pump. The
purpose of the vent line is to allow atmospheric pressure to enter the reservoir. As the pump
rotates, an area of low pressure results from the pump down to the reservoir via the pressure
line. The atmospheric pressure will then push the oil or fluid up to the pump due to a
2
pressure difference existing in the system.

The return line is important because with a system that is constantly operating, the fluid has
to be returned to the reservoir for recirculation through the system.
There is a filter attached to the inlet of the valve body to prevent dirt and other foreign
matter from entering the hydraulic system.
(2) The pump

The pump creates flow and applies force to the fluid.
Hydraulic pressure is provided by one pump located in the front of the transaxle case. The
pump consists of a pump body, an driven gear, with 38 internal teeth, which operates within
a bore of the pump body, an drive gear, with 31 external teeth, which operates within the
driven gear.
The drive gear is driven by the torque converter hub, which may be considered to be part of
the engine crankshaft. In operation the teeth are in mesh only at the bottom of the driven
gear in relation to the transaxle case, since the centerline of the driven gear is above the
centerline of the drive gear. The rotation of the gears pick up the oil when the gear teeth are
far apart. As the distance between driven and drive gear teeth decreases, the oil is
"squeezed" out between them, creating flow and pressure.
It is interesting to note that the" oil pump" can supply well over 6,860 kPa (70 kg/cm2, 994
psi) instantaneously; if, in an unregulated state.
Further, one check ball is used in the oil pump housing in order to ensure removal of
hydraulic pressure at the time of rear clutch release. In the inside of the oil pump housing,
the complicated oil paths are provided as well as the oil pump.
The ATF sucked through the oil filter is pressurized by the oil pump, it is fed to the valve
body for pressure regulation. The pressure-regulated ATF is then fed to each clutch or the
oil cooler through the oil pump housing.
3
Figure 3 : Oil Pump
(3) The valves

In the hydraulic circuit for automatic transmission, various types of valves are used to shut
off or regulate the flow of ATF from one area to another. The following describes the
operations of these valves.
a) Check valve
The check valve (check ball valve) is used to provide single-directional flow of fluid,
and it is also called "directional valve". It can regulate the flow rate of fluid by adjusting
the diameter of valve path.
In the common design of check valve, only one direction of fluid is permitted. This type
of valve is called a one-way check valve. In a two-way check valve, there are two inlet
paths and one outlet path for preventing reverse flow of fluid.
Operations of check valve

The check valve is opened/closed with hydraulic pressure or spring pressure. In the type
of check valve, its opening/closing is made with hydraulic pressure. When the check
valve is opened, hydraulic pressure is applied through the seat part in direction "a" to
raise the ball, allowing the forward flow of ATF. For the opposite flow of ATF, the ball
is pressed down to the seat part. Thus, the reverse flow can be prevented.
In the spring-type check valve the ball is pressed down to the seat part with spring
pressure to prevent the reverse flow of ATF until hydraulic pressure in direction "a"
becomes higher than spring pressure to raise the ball from the seat part. In this type of
check valve, hydraulic pressure is regulated with the degree of spring pressure.
In the type of check valve, hydraulic pressure is regulated with the top screw, unlike the
4
spring-type check valve. As the top screw is tightened downward, pressure applied to
the ball is increased. On the contrary, as the top screw is loosened upward, pressure
applied to the seat part is decreased. This type of valve is called an adjustable pressure
relief valve. While having the flow check function, this valve provides the directional
flow for regulating hydraulic pressure.
The poppet valve provide the same functions as the above type of valve. When
hydraulic pressure is applied, the check valve is activated for closing. When hydraulic
pressure is released, the check ball is raised to relieve a part of ATF flow for quick
release of mechanism.
This type of valve is also used for the following purpose. In the circuit at left, one of the
fluid passages is provided with an orifice to control the amount of fluid flow. If it is
needed at specified time to admit into the passage B the same amount of fluid as the
passage A, a ball check valve is employed.
In this way, the hydraulic pressure supplied in excess of spring force will push the ball
back allowing the flow of much fluid into the passage B.
Figure 4 : Function of Orifice
Function of orifice
As shown in Figure 4, a part of path is narrowed to regulate the flow of fluid. It is called an
orifice. The orifices are equipped at various points in the hydraulic control circuit of automatic
transmission. The orifice serves as a kind of time control element. Under condition that the
hydraulic pressure is constant, the flow rate at the orifice is constant. That is, it prevents
excessive flow of fluid. The quantity of fluid passing through the orifice is proportional to
time.
5
b) The spool valve

The spool valve is a cylindrical valve shaped like a thread spool, generally, with two or
more lands, and annular grooves between the lands. The lands will uncover and close
the ports in the valve body passageway, while the annular groves provide a chamber
between the lands in which the fluid can be re-directed into another passage depending
upon valve body design. The spool valves contained in the automatic transmission can
be actuated by hydraulic pressure, or force; and by spring force.
The spool valves can be functionally classified into two types:
1) Relay valve
2) Pressure regulator valve
Figure 5 : Spool valve
Regulator valve
The hydraulic pressure from the oil pump is directed to the regulator valve through the
No.1 line. After passing through the regulator valve, hydraulic pressure is directed to
the torque converter via the torque converter control valve. Also, at the same time, the
pressure from the No. 1 line is directed to the manual valve and then to the chamber (A)
at the right end of the regulator valve through the No.4 port. The pressure directed to
the chamber (A) acts on the regulator valve against the regulator valve spring force and
shifts the valve to regulate the line pressure.
When the engine speed, and in turn, the oil pump speed becomes higher, the hydraulic
pressure increases. This also increases the hydraulic pressure directed to the chamber
(A). The increased chamber (A) pressure forces the regulator valve toward the left,
overcoming the spring force. At this point the No.3 port leading to the torque converter
is opened wide, which allows more fluid to flow to the torque converter.
6
If the hydraulic pressure increases even more, the regulator valve is forced further
leftward and the No.2 port opens. In this state, the fluid flows through the port toward
the suction side of the pump and the line pressure is released. When the line pressure
drops, the chamber (A) pressure also drops, and the regulator valve is forced back
toward the right by the spring force, closing the No.2 port. Through this cyclical
operation of the regulator valve, the line pressure is maintained at a constant level.
The line relief valve provided in the No.1 line opens if the line pressure becomes so
high that the regulator valve cannot deal with it. In this way, the hydraulic circuit is
protected.
(4) Hydraulic operating units

Once the fluid has passed through the lines, valves, pump, etc., it will end up at the actuating
mechanism. This is the point where the hydraulic force will push a piston causing the piston
to do some sort of mechanical work.
This mechanism is actually the dead end that the oil pump flow will finally encounter in the
system. This dead end causes the pressure to build up in the system. The pressure works
against some surface area (piston) and causes a force to be applied.
In hydraulics and transmission technology, the actuating mechanism is also termed a
'servo’. A servo is any device where an energy transformation takes place causing work as a
result. The clutch assemblies found in the F4A2/F4A3 series automatic transmission are
actually servos, but they are termed "clutch" or "brake" for ease of identification.
There are five main hydraulic operating units in the F4A2/F4A3 series automatic transaxle.
1) Front clutch assembly

2) Rear clutch assembly
3) Low-reverse brake assembly
4) Kickdown servo
5) End clutch assembly
In addition to this, the hydraulic system must supply oil flow and pressure to the converter
and to the transmission for lubrication.
Then, the following describes the operations of these hydraulic units. The rear clutch
assembly and kickdown servo are taken as examples in the description given below.
7
a) Rear clutch assembly

The Rear clutch assembly consists of a piston operating in the bore of the clutch retainer.
The flange of the retainer forms the cylinder head, while the retainer hub provides a guide
and seal surface for the inner bore of the piston. The piston has a smooth inner bore which
operates on the clutch retainer hub. The smooth outer diameter of the piston has a groove
provided for a synthetic rubber seal ring, while the retainer hub has a groove for an inner
seal ring. The head of the piston provides the seat for one end of the piston return spring.
The other end of the spring is held by a spring retainer, which in turn, is held by a snap ring
on the clutch retainer hub. This retainer provides a positive stop for the springs to push the
piston back into the retainer. This action releases the apply pressure on the clutch "pack".
The clutch "pack" "

The clutch "pack" consists of 2-3 clutch discs alternating with 3-4 clutch plates, clutch
reaction plate and a stiff pressure plate.
The clutch plates and pressure plate are made of steel or sintered metal and they are lugged
to the clutch retainer. The discs are made of steel, with friction material bonded on both faces
of each disc. The discs are splined internally and drive the rear clutch hub which is connected
to the forward sun gear.
8
Clutch assembly operation

When fluid force is applied between the piston and clutch retainer, the piston moves away
from the back of the retainer compressing the clutch pack. This action causes torque to be
transmitted through the input shaft, through the rear clutch retainer to clutch plates, and the
driving discs thus through the rear clutch hub to the forward sun gear.
Fluid force is provided by the oil pump, control valves and passages in the oil pump case and
enters through the passage between the input shaft and hub of the rear clutch retainer. When
fluid force decreases, the spring(s) return the piston to the fully released position and the
clutch is then disengaged. The release springs not only release the apply piston, but they help
to cushion the application of the clutch assembly.
When the clutch is being released, a vent and check valve are provided in the piston to
eliminate the possibility of plate drag, which could be caused by centrifugal force acting on
the remaining fluid trapped in the clutch cylinder and between the clutch plates and discs.
b) Kickdown servo
The kickdown servo consists of a two-land piston operating in a bore near the front side of
the transmission case, a piston rod (adjusting screw) and sleeve, and a return spring. Teflon
seal rings are used on the two lands of the piston and the outer diameter of the sleeve.
The piston is applied by line pressure between the two lands of the piston, each having
different diameters.
The hydraulic force acts on the larger-diameter land to actuate the piston, which in turn
actuate the kickdown band through the piston rod. Release of the servo during the 2 - 3
upshift is accomplished by line pressure and return spring force combined, acting on the
reverse side of
the larger land.
The release timing of this servo is especially important in order to obtain a smooth shift
without hesitation, The release has to be very quick; in fact, instantaneous. The servo has to
be released just as the front clutch application takes place. Otherwise, a shift hesitation will
occur. To insure that there will not be any engine runaway, the band should retain holding
capacity until the front clutch is being applied. The air vent check valve is of such a design
that, when the hydraulic pressure is applied to the APPLY side and the piston is operated,
the air on the RELEASE side is removed to operate the servo properly.
9
HYDRAULIC CIRCUIT
The following explains how to trace the fluid flow in each gearshift state.
The fluid flow through such elements as clutch and brake engaged in each gearshift state is
described.
In the D, 2nd and L ranges, the fluid flow path is determined by whether the shift control
solenoid valves are turned on or off.
Shown below are the on/off conditions of the shift control solenoid valves A and B in each
gearshift state.
The F4A2/F4A3 automatic transmission operates under electronic control, and the AT-ECU
drives the SCSV A and B to set up each gearshift state. This control operation is the unique
feature of the F4A2/F4A3 transmission, which is different from the hydraulic control feature of
the F3A2/V4AW2 transmission.
Shifting SCSV A SCSV B
1st ON ON
2nd OFF ON
3rd OFF OFF

ON
4th OFF
10
11
12
(1) 1st gear

Since the SCSV A and SCSV B are turned on, the shift control valve is set at the leftmost
position and only No.5 port is opened.
Line pressure from the manual valve is applied to the rear clutch through the N - D control valve
and rear clutch exhaust valve.
13
14
(2) 2nd gear

Since the SCSV A is turned off and the SCSV B is turned ON, the shift control valve is
shifted rightward one step from the 1st gear state, and NO.5 and No.6 ports are opened Line
pressure is applied to the left side of the 1- 2 shift valve, causing it to shift rightward.
Line pressure from the manual valve is applied to the rear clutch as in the 1st gear state.
Also, the other line pressure from the manual valve ,is fed to the kickdown servo APPLY
side through the 1 - 2 shift valve.
15
16
(3) 3rd gear

Since SCSV A and SCSV B are turned off, the shift control valve is shifted
further rightward one step from the 2nd gear state, and No.5, No.6 and No.
7 ports are opened.
Since No.7 port is opened additionally, line pressure is applied to the left side
of the 2 - 3/4 - 3 shift valve, causing it to shift rightward. This action of the 2
- 3/4 - 3 shift valve opens the fluid flow path, thereby applying line pressure
to the front clutch and kickdown servo RELEASE side.
Although the same line pressure is applied to both sides of the kickdown servo piston,
pressure of the return spring is exerted according to a difference in pressure receiving area.
This causes the kickdown brake to be released.
Also, line pressure is fed from No.7 port of the shift control valve to the end clutch through
the end clutch valve.
17
18
(4) 4th gear '.

The SCSV A is turned on and the SCSV B is turned off.
The shift control valve is set at the rightmost position, and No.5, No.6, No. 7 and No.8 ports
are opened.
In comparison with the 3rd gear state, No.8 port is opened additionally to
apply line pressure to the left end of the rear clutch exhaust valve. Thereby,
this valve is shifted rightward to close the fluid flow path to the rear clutch.
Also, line pressure from No.8 port is applied to the right end of the 2 - 3/4
3 shift valve. Thereby, this valve is shifted leftward to close the fluid flow path
to the front clutch and kickdown servo RELEASE side. Therefore, line pressure
is fed only to the end clutch and kickdown servo APPLY side.
19
20
(5) Lock-up
The SCSV A and SCSV B are turned on to provide the same condition as in the
D range or the 1st gear state of 2nd range. Therefore, line pressure is applied
to the rear clutch. .
The PCSV is operated under duty control of the A T-ECU (duty control is
described later), and the pressure control valve opens partially the fluid flow
path extending from the manual valve to regulate line pressure. This
regulated low hydraulic pressure is applied to the low reverse brake through
the 1 -.2 shift valve.
21
22
(6) Reverse gear

When the selector lever is put into R position, the manual valve is operated to
branch line pressure from the regulator valve into two fluid paths.
In one branched fluid path, line pressure is applied to the low reverse brake through the N-R
control valve.
In the other branched fluid path, line pressure is applied to the front clutch through the 2 -
3/4 - 3 shift valve.
In transmission of reverse drive power, a reactive force approx. two times
larger than that in the forward drive is applied to each operating element.
Therefore, line pressure is regulated so that its level will be approx. two times
higher than that in the forward drive.
In the reverse operation, line pressure is not fed to the shift control valve. Therefore, since
the on/off conditions of SCSV A and SCSV B are not related with the fluid flow for reverse
operation, the vehicle can be moved in reverse even if the electronic control function fails
due to any possible trouble.
23

Hydraulic System

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Hydraulic System

Uploaded by

Copyright:

Available Formats

UNI-KL MALAYSIA FRANCE INSTITUTE

AUTOMOTIVE MAINTENANCE TECHNOLOGY

Figure 1 : Pascal’s Law

The hydraulic lever (Pascal's law)

pressure created equals 10 kg/cm2 = 100 kg/10 cm2

Figure 2 : Basic Components

(1) The fluid reservoir

pressure difference existing in the system.

(2) The pump

Figure 3 : Oil Pump

(3) The valves

Operations of check valve

Figure 4 : Function of Orifice

b) The spool valve

Figure 5 : Spool valve

(4) Hydraulic operating units

1) Front clutch assembly

a) Rear clutch assembly

The clutch "pack" "

Clutch assembly operation

Shifting SCSV A SCSV B

3rd OFF OFF

(1) 1st gear

(2) 2nd gear

(3) 3rd gear

(4) 4th gear '.

(6) Reverse gear

You might also like