7

Clutches and Bands

2 FIGURE 7–1 A multiple-disc clutch can hold, or drive a member of a gear set.

3 FIGURE 7–2 A sectioned view of a multiple-disc clutch

FIGURE 7–2 A sectioned view of a multiple-disc clutch. Note the piston to apply the clutch and the
spring(s) to release it.

4 FIGURE 7–3 The apply piston is released (left) by the coil springs

FIGURE 7–3 The apply piston is released (left) by the coil springs. Fluid pressure moves the piston
to apply the clutch (right).

5 FIGURE 7–4 Friction plates often have a groove pattern to help wipe fluid away, dissipate heat,
eliminate clutch noise, and change friction qualities during apply and release. A smooth plate is
the coolest and slowest to apply and the waffle plate will apply the fastest.

6 FIGURE 7–5 Most clutches included in overhaul kits use paper as the basis for the lining material.

7 FIGURE 7–6 A typical clutch piston area is determined by subtracting the area of the inner
diameter from the area of the outer-circle diameter.

8 FIGURE 7–7 Some clutch pistons use a middle seal so the piston will have two working areas.

9 FIGURE 7–8 The baffle that supports the return springs also forms a chamber for release
pressure. The clutch is released when fluid pressure enters this chamber as pressure is released
from the apply side of the piston.

10 FIGURE 7–9 Pressurized oil is sent to the apply side of the piston to force the clutch discs
together.

11 FIGURE 7–10 Clutch stack clearance is adjusted using either the large or the small flange
(backing plate). Other clutches may use a selective snap ring.

12 FIGURE 7–11 When this transmission is in first gear, the sun gear and unlined plates of the front
clutch rotate counterclockwise while the hub and lined plates of this clutch rotate clockwise. Any
drag will produce heat that can cause clutch burnout.

13 FIGURE 7–12 When pushing against a stationary book, the static friction resists motion. Pushing
against the same book while it is sliding is easier because the dynamic friction is less.

14 Frequently Asked Question What Is Wet Friction

Frequently Asked Question What Is Wet Friction? Wet friction occurs because ATF fills the space
between the clutch plates. This ATF film transmits torque between the clutch plates as the clutch
is being applied. The action of the film of fluid is called fluid shear. As the clutch is applied, the
clutch plate clearance is reduced as the fluid is squeezed from between the plates, leaving a film of
fluid. This hydrodynamic film begins transferring torque. Fluid shear, which is the resistance to
motion, is the primary torque transmitting force at the start of a shift. As the plate clearance is
reduced, fluid viscosity increases and its resistance to shear increases. The clutch plates make
physical contact at the end of application. Since there is no movement between the plates at this
time, friction lining wear is minimized.

15 FIGURE 7–13 (a) Roller one-way clutch in released (free) position

FIGURE 7–13 (a) Roller one-way clutch in released (free) position. When the inner roller clutch
race rotates faster than the outer support, the rollers move out of the wedge and are free to
rotate, thereby unlocking the one-way clutch. (b) Roller oneway clutch in the locked (held)
position. Note how the rollers are wedged into the ramp that is machined into the outer support.

16 FIGURE 7–14 (a) The sprag in the holding (locked) position

FIGURE 7–14 (a) The sprag in the holding (locked) position. Note how the long portion of the sprag
is wedged between the inner and outer race. (b) The sprag in the released position. The inner race
is free to rotate faster than the outer race.

17 FIGURE 7–15 A mechanical diode

FIGURE 7–15 A mechanical diode. The struts can move out of the pocket plate to engage the notch
plate, and this will lock the pocket plate. The pocket plate can overrun in the opposite direction.

18 FIGURE 7–16 This clutch hub and sprag clutch should rotate freely in a counterclockwise
direction but should lock up in the opposite direction.

19 Frequently Asked Question What Is a Clutch-to-Clutch Type Transmission

Frequently Asked Question What Is a Clutch-to-Clutch Type Transmission? A clutch-to-clutch

transmission or transaxle is a unit that does not use one-way clutches and instead just uses
multiple-plate clutches for all clamping functions. A Chrysler 41TE transaxle is an example of a
clutch-to-clutch automatic transmission. The primary reason for not using one-way clutches is that
the metal particles that are detached from these assemblies are attracted to the magnetic
solenoids. These particles can clog the screens and reduce the flow of fluid through the solenoid
valves. This leads to many types of transmission or transaxle failures that are prevented by not
using steel-on-steel units such as roller clutches or mechanical diodes.
20 FIGURE 7–17 The 41TE transaxle low/reverse clutch is a holding clutch

FIGURE 7–17 The 41TE transaxle low/reverse clutch is a holding clutch. Note the splines in the case
for the clutch plates.

21 FIGURE 7–18 Transmission bands come in several designs and thicknesses.

22 FIGURE 7–19 (a) This band uses an adjustable anchor that allows the clearance to be easily
adjusted. (b) Note that the apply lever will increase apply force.

23 FIGURE 7–20 A servo uses hydraulic pressure to move a piston, which applies a band.

24 FIGURE 7–21 One end of a band is held stationary and the other end is attached to the servo.

25 FIGURE 7–22 In this example, the band is applied when 1–2 shift valve pressure pushes upward
on the servo piston (top). It will release when 2–3 shift valve pressure pushes the piston
downward (bottom). Note the larger area above the piston.

26 FIGURE 7–23 A band accumulator piston and spring being removed from a GM 4T65-E.

27 FIGURE 7–24 Two cushion plates: The Belleville plate has a coned shape; the wave plate has a
wavy shape. Both of them will flatten slightly as the clutch is applied.

TOMATIC TRANSMISSION/TRANSAXLE PRINCIPLES

127

AUTOMATIC TRANSMISSION/TRANSAXLE PRINCIPLES

AUTOMATIC TRANSMISSION/TRANSAXLE PRINCIPLES

2 CHART 127–1 Automatic transmission use, while available in some models much sooner,
increased in great numbers in the 1950s.

CHART 127–1 Automatic transmission use, while available in some models much sooner, increased
in great numbers in the 1950s.

3 CHART 127–1 (continued) Automatic transmission use, while available in some models much
sooner, increased in great numbers in the 1950s.

CHART 127–1 (continued) Automatic transmission use, while available in some models much
sooner, increased in great numbers in the 1950s.
4 Figure 127-1 A cutaway of a Chrysler PowerFlite two speed automatic transmission used in the
1950s.

5 Figure A torque converter is made from three parts: The impeller is located at the transmission
end, attached to the housing, and is driven by the engine. The turbine is located at the engine side
and is driven by the fluid flow from the impeller and drives the input shaft of the transmission. The
stator redirects the flow to improve efficiency and multiply torque.

Figure A torque converter is made from three parts: The impeller is located at the transmission
end, attached to the housing, and is driven by the engine. The turbine is located at the engine side
and is driven by the fluid flow from the impeller and drives the input shaft of the transmission. The
stator redirects the flow to improve efficiency and multiply torque.

6 Figure The slip rings help direct the flow of fluid and improve the efficiency of the torque
converter by reducing turbulence.

Figure The slip rings help direct the flow of fluid and improve the efficiency of the torque converter
by reducing turbulence.

7 Figure Two fans can be used to show how fluid, or air in the case of fans instead of automatic
transmission fluid, can be used to transfer energy. If one fan is operating, the blades of a second
fan will be rotated by the flow of air past the fan that is unplugged, causing the blades to rotate.

Figure Two fans can be used to show how fluid, or air in the case of fans instead of automatic
transmission fluid, can be used to transfer energy. If one fan is operating, the blades of a second
fan will be rotated by the flow of air past the fan that is unplugged, causing the blades to rotate.

8 Figure The torque converter bolts to the flexplate which is attached to the engine crankshaft and
rotates at engine speed.

Figure The torque converter bolts to the flexplate which is attached to the engine crankshaft and
rotates at engine speed.

9 Figure The flat sections that are cut into the hub of the torque converter are used to drive the
fluid pump.

Figure The flat sections that are cut into the hub of the torque converter are used to drive the fluid
pump.
10 Figure The internal splines inside the torque converter are connected to the splines on the
stator support shaft and the turbine splines to the input shaft.

Figure The internal splines inside the torque converter are connected to the splines on the stator
support shaft and the turbine splines to the input shaft.

11 Figure Torque multiplication occurs when fluid leaving the turbine strikes the front of the stator
vanes and is redirected back to the impeller.

Figure Torque multiplication occurs when fluid leaving the turbine strikes the front of the stator
vanes and is redirected back to the impeller.

12 Figure A stator contains a one-way roller clutch which locks it from rotating in one direction and
allows it to rotate freely in the opposite direction.

Figure A stator contains a one-way roller clutch which locks it from rotating in one direction and
allows it to rotate freely in the opposite direction.

13 Figure An expanded view of a typical torque converter assembly showing the torque converter
clutch (TCC).

Figure An expanded view of a typical torque converter assembly showing the torque converter
clutch (TCC).

14 Figure Torque converter clutch friction material is determined by the vehicle manufacturer to
provide the needed coefficient of friction needed. For example, many older units use a paper-type
friction material because they are fully applied or released, whereas most newer units use a
synthetic material such as Kevlar ® or carbon fiber because the torque converter clutch is pulsed
on and off, therefore requiring a more robust material for long service life.

Figure Torque converter clutch friction material is determined by the vehicle manufacturer to
provide the needed coefficient of friction needed. For example, many older units use a paper-type
friction material because they are fully applied or released, whereas most newer units use a
synthetic material such as Kevlar ® or carbon fiber because the torque converter clutch is pulsed
on and off, therefore requiring a more robust material for long service life.

15 Figure A cross-sectional view of a pulse-widthmodulated (PWM) torque converter clutch. The

powertrain control module (PCM) pulses the control solenoid which then controls the fluid flow to
apply the torque converter clutch.
Figure A cross-sectional view of a pulse-widthmodulated (PWM) torque converter clutch. The
powertrain control module (PCM) pulses the control solenoid which then controls the fluid flow to
apply the torque converter clutch.

16 Figure The gear selector is often called the “PRNDL,” pronounced “prindle,” regardless of the
actual letters or numbers used.

Figure The gear selector is often called the “PRNDL,” pronounced “prindle,” regardless of the
actual letters or numbers used.

17 Figure 127-14 A typical planter gear set showing the terms that are used to describe each
member.

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

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

19 Figure Maximum reduction can be achieved by using the sun gear as the input, holding the ring
gear and using the planet carrier as the output.

Figure Maximum reduction can be achieved by using the sun gear as the input, holding the ring
gear and using the planet carrier as the output.

20 Figure Minimum reduction can be achieved by using the ring gear as the input, holding the sun
gear and using the planet carrier as the output.

Figure Minimum reduction can be achieved by using the ring gear as the input, holding the sun
gear and using the planet carrier as the output.

21 Figure Reverse can be achieved by using the sun gear as the input, holding the planet carrier
and using the ring gear as the output.

Figure Reverse can be achieved by using the sun gear as the input, holding the planet carrier and
using the ring gear as the output.

22 Figure A Simpson planet gear set is composed of two ring gears and two planet carrier
assemblies that share one sun gear.
Figure A Simpson planet gear set is composed of two ring gears and two planet carrier assemblies
that share one sun gear.

23 CHART 127–2 If any two members are locked together, then the resulting output is 1:1 ratio in
the same direction as the input (direct drive). If no member is held (locked) then there is no output
(neutral).

CHART 127–2 If any two members are locked together, then the resulting output is 1:1 ratio in the
same direction as the input (direct drive). If no member is held (locked) then there is no output
(neutral).

24 FREQUENTLY ASKED QUESTION: What Companies Build Automatic Transmissions? Many larger
automobile manufacturers make their own automatic transmissions, including General Motors,
Ford, Chrysler, and Honda. However, several companies manufacture automatic transmissions and
transaxles that are used in a variety of vehicles. These include: • ZF Friedrichshafen AG. This
German company manufactures manual and automatic transmissions and transaxles for many
vehicle manufacturers, including Mercedes, BMW, Volvo, VW, Audi, Jaguar, Chrysler, Bentley, and
Maserati. • Aisin AW. This Japanese company makes automatic transmissions for many vehicle
manufacturers including Ford, Toyota, Nissan, Mazda, Mitsubishi, Subaru, Kia, and VW. • JATCO
(Japan Automatic Transmission Company). This is a Japanese manufacturer of automatic
transmissions and transaxles for many vehicle manufacturers, including Nissan, Mazda, Infinity,
VW, Mitsubishi, and Suzuki.

FREQUENTLY ASKED QUESTION: What Companies Build Automatic Transmissions? Many larger
automobile manufacturers make their own automatic transmissions, including General Motors,
Ford, Chrysler, and Honda. However, several companies manufacture automatic transmissions and
transaxles that are used in a variety of vehicles. These include: • ZF Friedrichshafen AG. This
German company manufactures manual and automatic transmissions and transaxles for many
vehicle manufacturers, including Mercedes, BMW, Volvo, VW, Audi, Jaguar, Chrysler, Bentley, and
Maserati. • Aisin AW. This Japanese company makes automatic transmissions for many vehicle
manufacturers including Ford, Toyota, Nissan, Mazda, Mitsubishi, Subaru, Kia, and VW. • JATCO
(Japan Automatic Transmission Company). This is a Japanese manufacturer of automatic
transmissions and transaxles for many vehicle manufacturers, including Nissan, Mazda, Infinity,
VW, Mitsubishi, and Suzuki.

25 FREQUENTLY ASKED QUESTION: What Do All the Letters and Numbers Mean in Transmission
Designations? The numbers and letters usually mean the following: • Number of forward speeds.
The number of forward speeds may include four, five, or six (such as GM 4T60-E four speed unit). •
Front-wheel drive or rear-wheel drive. The letter T usually means transverse (front-wheel-drive
transaxle) such as the Chrysler 41-TE; the L means longitudinal (rear-wheel-drive transmission)
such as the General Motors 6L80; and the R means rear-wheel drive such as the Ford 5R55E. •
Electronically controlled. The letter E is often used to indicate that the unit is electronically
controlled, and M or H is used to designate older mechanically (hydraulically) controlled units. All
automatic transmissions built since the early 1990s are electronically controlled; therefore, E is
often included in the designation of newer designs of transmission or transaxles. • Torque rating.
The torque rating is usually designated by a number where the higher the number, the higher the
amount of torque that the unit is designed to handle. In a GM 6L80-E the torque rating is 80.
Always check service information for the exact transmission designation for the vehicle being
studied or serviced.

FREQUENTLY ASKED QUESTION: What Do All the Letters and Numbers Mean in Transmission
Designations? The numbers and letters usually mean the following: • Number of forward speeds.
The number of forward speeds may include four, five, or six (such as GM 4T60-E four speed unit). •
Front-wheel drive or rear-wheel drive. The letter T usually means transverse (front-wheel-drive
transaxle) such as the Chrysler 41-TE; the L means longitudinal (rear-wheel-drive transmission)
such as the General Motors 6L80; and the R means rear-wheel drive such as the Ford 5R55E. •
Electronically controlled. The letter E is often used to indicate that the unit is electronically
controlled, and M or H is used to designate older mechanically (hydraulically) controlled units. All
automatic transmissions built since the early 1990s are electronically controlled; therefore, E is
often included in the designation of newer designs of transmission or transaxles. • Torque rating.
The torque rating is usually designated by a number where the higher the number, the higher the
amount of torque that the unit is designed to handle. In a GM 6L80-E the torque rating is 80.
Always check service information for the exact transmission designation for the vehicle being
studied or serviced.

26 Figure A Ravigneaux gear set is composed of two sun gears, one planet carrier that supports
two sets of pinion gears, and a single ring gear.

Figure A Ravigneaux gear set is composed of two sun gears, one planet carrier that supports two
sets of pinion gears, and a single ring gear.

27 Figure On one style of transaxle the turbine shaft drives the input shaft through a drive chain
assembly.

Figure On one style of transaxle the turbine shaft drives the input shaft through a drive chain
assembly.

28 Figure Another type of transaxle uses a chain to transfer engine torque from the output of the
gear sets to the differential assembly (final drive).

Figure Another type of transaxle uses a chain to transfer engine torque from the output of the
gear sets to the differential assembly (final drive).

29 Figure 127-23 A cutaway showing the final drive assembly of a transaxle.

30 Figure A Honda nonplanetary gear set type automatic transmission that uses helical cut gears
instead of planetary gears. Hydraulically applied clutches as commanded by the PCM with fluid
flow controlled by shift solenoids to make the shifts.

Figure A Honda nonplanetary gear set type automatic transmission that uses helical cut gears
instead of planetary gears. Hydraulically applied clutches as commanded by the PCM with fluid
flow controlled by shift solenoids to make the shifts.

31 Figure (a) A belt and pulley CVT uses variable width pulleys and a special chain to provide an
infinite number of speed ratios.

Figure (a) A belt and pulley CVT uses variable width pulleys and a special chain to provide an
infinite number of speed ratios.

32 Figure (b) A belt and pulley CVT uses variable width pulleys and a special chain to provide an
infinite number of speed ratios.

Figure (b) A belt and pulley CVT uses variable width pulleys and a special chain to provide an
infinite number of speed ratios.

33 Figure 127-26 Honda CVT belt construction.

34 Figure 127-27 Honda CVT power flow in park (P) and neutral (N).

35 Figure 127-28 Honda CVT operation in drive (D) or low (L).

36 Figure 127-29 Location of the Honda CVT start clutch.

37 FREQUENTLY ASKED QUESTION: What Is It Like to Drive a Vehicle Equipped with CVT? For most,
driving a vehicle equipped with a continuously variable transmission (CVT) is the same as driving
the vehicle equipped with a conventional automatic transmission/transaxle. The vehicle creeps
slightly when the brake is released and the vehicle accelerates normally when the throttle is
opened. Because no shifts occur, the first thing the driver and passenger notice is that it is very
smooth. If the vehicle is equipped with a tachometer, the driver may notice that the engine speed
increases when first accelerating and often remains higher until the vehicle speed increases.
During periods of rapid acceleration, the engine speed may be close to its maximum and thereby
create noise and vibration often not experienced in a similar vehicle. However, the fuel economy
savings of a CVT compared to a conventional automatic transmission makes the slight difference a
reasonable trade-off.

FREQUENTLY ASKED QUESTION: What Is It Like to Drive a Vehicle Equipped with CVT? For most,
driving a vehicle equipped with a continuously variable transmission (CVT) is the same as driving
the vehicle equipped with a conventional automatic transmission/transaxle. The vehicle creeps
slightly when the brake is released and the vehicle accelerates normally when the throttle is
opened. Because no shifts occur, the first thing the driver and passenger notice is that it is very
smooth. If the vehicle is equipped with a tachometer, the driver may notice that the engine speed
increases when first accelerating and often remains higher until the vehicle speed increases.
During periods of rapid acceleration, the engine speed may be close to its maximum and thereby
create noise and vibration often not experienced in a similar vehicle. However, the fuel economy
savings of a CVT compared to a conventional automatic transmission makes the slight difference a
reasonable trade-off.

38 Figure The Honda CVT transmission control module (TCM) showing the inputs (sensors) on the
left and the outputs on the right.

Figure The Honda CVT transmission control module (TCM) showing the inputs (sensors) on the left
and the outputs on the right.

39 Figure A dual clutch automatic uses the best features of an automatic transmission without the
power loss of a torque converter.

Figure A dual clutch automatic uses the best features of an automatic transmission without the
power loss of a torque converter.

40 Figure Dual clutch automatic transaxles that use two dry clutches. The larger clutch drives the
odd number gear ratios (first, third, and fifth) and the smaller clutch drives the even numbered
gear ratios (second, fourth, and sixth).

Figure Dual clutch automatic transaxles that use two dry clutches. The larger clutch drives the odd
number gear ratios (first, third, and fifth) and the smaller clutch drives the even numbered gear
ratios (second, fourth, and sixth).

Electronic Transmission Controls

2 FIGURE 9–1 The throttle valve (TV) cable on a 4T-60 transaxle.

3 FIGURE 9–2 A vacuum modulator moves the modulator valve depending on the vacuum of the
engine. A heavy load on the engine causes the vacuum to be lower than when the engine is
operating under a light load. The spool valve applies mainline pressure to the boost sleeve of the
pressure regulator valve, which causes the mainline pressure to increase.

4 FIGURE 9–3 A governor assembly is used on older hydraulically controlled automatic

transmissions/transaxles to control shift points based on vehicle speed.

5 FIGURE 9–4a This control solenoid assembly contains four transmission fluid pressure (TFP)
switches, a line pressure control (PC) solenoid, four pressure control (PC) solenoids, two shift
solenoids (SS), a torque converter clutch (TCC) solenoid, a transmission fluid temperature (TFT)
sensor, and the transmission control module (TCM). It also has a vehicle harness connector and
connectors to the shift position switch and the input and output speed sensors.

6 FIGURE 9–4b A simplified view is also shown.

7 FIGURE 9–5 The transmission range switch is usually located on the case where the shifter cable
attaches to the manual valve lever. The switch also includes the switch for the backup lights and
the park/neutral switch which is used to prevent the start being engaged unless the shifter is in
park or neutral.

8 FIGURE 9–6a Moving the shift lever to the M (manual) position (a) activates the up/down, +/−
switches that will cause an upshift or downshift.

9 FIGURE 9–6b Moving the shift lever to the M (manual) position (a) activates the up/down, +/−
switches that will cause an upshift or downshift.

10 FIGURE 9–7 Speed sensors are used by the powertrain control module (PCM) or the
transmission control module (TCM) to control shifts and detect faults such as slippage when the
two speeds do not match the predetermined ratio for each gear commanded.

11 FIGURE 9–8a The speed sensor switch will close as the magnet moves past it.

12 FIGURE 9–8b It will generate a sine wave signal, which is converted inside the PCM/TCM to a
digital signal. The frequency of the signal is used to measure the speed.

13 FIGURE 9–9 The pressure switch manifold (PSM) used in a GM 4L60-E consists of diaphragm
switches with seals around each one that are bolted to the valve body over holes for each clutch
circuit.

14 Frequently Asked Question What Is Pressure Logic

Frequently Asked Question What Is Pressure Logic? Pressure switches are used to monitor which
clutch has pressure but the PCM/TCM can use the information from the switches to verify which
gear the transmission/transaxle is operating. Some pressure switches are normally open (N.O.)
and others are normally closed (N.C.) and the gear that the unit is operating in can be determined
by the switch positions. An open circuit is represented by a binary code “1” and measures 12 volts
while a grounded circuit binary code is “0” and measures 0 volts. Depending on the position of the
manual valve, fluid is routed to the pressure switch manifold (PSM). The PCM/TCM uses
information from the on/off positioning of the switches to adjust line pressure, torque converter
clutch (TCM) apply, and to control shift solenoid operation. SEE FIGURE 9–10.
15 FIGURE 9–10 Some switches are electrically normally open (N. O

FIGURE 9–10 Some switches are electrically normally open (N.O.) and others are normally closed
(N.C.) and are used to provide gear selection information to the PCM/TCM.

16 FIGURE 9–11a A transmission fluid temperature sensor can be checked by connecting an

ohmmeter to the harness connector terminals.

17 FIGURE 9–11b The resistance should change as the temperature changes.

18 FIGURE 9–12 The brake (stop light) switch is mounted at the brake pedal. It provides a brake-
apply signal to the TCM.

19 FIGURE 9–13a The normally closed solenoid blocks fluid flow when it is off while opening the
exhaust; and when it is on, it opens the valve.

20 FIGURE 9–13b The normally open solenoid allows fluid flow when it is off; and when it is on, it
closes the valve while opening the exhaust.

21 FIGURE 9–14 The signal from the TCM can cause the EPC solenoid to change the pressure
regulator valve to adjust line pressure.

22 FIGURE 9–15 Line pressure increases as the duty cycle of the EPC solenoid decreases.

23 FIGURE 9–16 Solenoid control occurs when the PCM/TCM completes the circuit to ground (top)
or switches on B+ (bottom). The ground connection is also B−.

24 Chart 9–1 Typical electronic pressure control (EPC) current and line pressure comparison.

25 Frequently Asked Question What Is Torque Control

Frequently Asked Question What Is Torque Control? Accurate control of shift timing and quality
provides a smoother driving experience. In addition to improving shift quality, altering the ignition
timing during the shift decreases the load on the transmission and increases transmission life. This
is called torque management or torque reduction and is controlled by the PCM/TCM. SEE FIGURE
9–17.

26 FIGURE 9–17 When the transmission control module (TCM) is ready to begin an upshift, it
signals the powertrain control module (PCM) to reduce engine torque. This produces a smoother
shift with less wear in the transmission.

27 FIGURE 9–18 Using data from the various sensors, the TCM can apply or release the clutches.
During an upshift, solenoid 1 can control how fast clutch 1 releases as solenoid 2 controls how fast
clutch 2 applies to keep the shift time at the proper speed.
28 FIGURE 9–19 A diagram showing the relationship between the electronic and hydraulic
controls.

29 FIGURE 9–20 A scan tool display showing the adaptive (TAP) pressure changes at various
throttle positions.

30 Frequently Asked Question What Is Fuzzy Logic

Frequently Asked Question What Is Fuzzy Logic? A method used to improve shift timing is through
a process called fuzzy logic. In most situations, shifts simply match vehicle speed and throttle
position. Fuzzy logic adapts shifts to driving conditions such as mountains, upgrades and
downgrades, and while turning corners. The shifts will be delayed and firmer because of increased
load and multiple changes in throttle position. Fuzzy logic and advanced electronics allow
improved shifts for many different situations. SEE FIGURE 9–21.

31 FIGURE 9–21 The fuzzy logic part of the TMC receives input signals, compares what the driver is
doing with the throttle and what the vehicle is doing with normal operation, and adapts shift
timing.

32 CHART 9–2 In this example, the vehicle would start out and remain in third gear if there was a
fault with the computer or wiring.

33 CHART 9–3 In this example, the vehicle would start out and remain in second gear if there was
a fault with the computer or wiring.