i

REPORT RESUMESED 021 123 VT 005 706

AUTOMOTIVE DIESEL MAINTENANCE 2. UNIT XXII, MICHIGAN/CLARKTRANSMISSION-CONVERTER/TRANSMISSION.HUMAN ENGINEERING INSTITUTE, CLEVELAND, OHIOREPORT NUMBER AM-2-22 PUB DATE 22 SEP 67

MINNESOTA STATE DEFT. OF EDUCATION, ST. PAULEDRS PRICE MF-$0.25 HC-$2.24 54P.

DESCRIPTORS- *STUDY GUIDES, *TEACHING GUIDES, *TRADE ANDINDUSTRIAL EDUCATION, *AUTO MECHANICS (OCCUPATION),*EQUIPMENT MAINTENANCE, DIESEL ENGINES, ADULT VOCATIONALEDUCATION, TRANSPARENCIES, PROGRAMED MATERIALS, INDIVIDUALINSTRUCTION, INSTRUCTIONAL FILMS, PROGRAMED INSTRUCTION,KINETICS, MOTOR VEHICLES,

THIS MODULE OF A 25-MODULE COURSE IS DESIGNED TO DEVELOPA DETAILED UNDERSTANDING OF A SPECIFIC POWER CONVERTER ANDTRANSMISSION USED ON DIESEL POWERED EQUIPMENT. TOPICS ARE ACLOSER LOOK AT THE CONVERTER, CONVERTER ASSEMBLY ANDINSTALLATION, TRANSMISSION FUNCTION, AND TRANSMISSIONSHIFTING. .THE MODULE CONSISTS OF A SELF-INSTRUCTIONALPROGRAMED TRAINING FILM "MICHIGAN/CLARKTRANSMISSION--TRANSMISSION AND CONVERTER FUNCTION" AND OTHERMATERIALS. SEE VT 005 685 FOR FURTHER INFORMATION. MODULES INTHIS SERIES ARE AVAILABLE AS VT 005 685 - VT 005 709. MODULESFOR "AUTOMOTIVE DIESEL MAINTENANCE 1" ARE AVAILABLE AS VT 005655 - VT 005 684. THE 2-YEAR PROGRAM OUTLINE FOR "AUTOMOTIVEDIESEL MAINTENANCE 1 AND 2" IS AVAILABLE AS VT 006 006. THETEXT MATERIAL, TRANSPARENCIES, PROGRAMED TRAINING FILM, ANDTHE ELECTRONIC TUTOR MAY BE RENTED (FOR $1.75 PER WEEK) ORPURCHASED FROM THE HUMAN ENGINEERING INSTITUTE, HEADQUARTERSAND DEVELOPMENT CENTER, 2341 CARNEGIE AVENUE, CLEVELAND, OHIO44115. (HC)

4.

STUDY AND READING MATERIALS

AUTOMOTIVE4if

It.gZal 2MAINTENANCE

MICHIGAN /C LARK TRANSMISSION --

CONVERTER/TRANSMISSION UNIT XXII

SECTION A A CLOSER LOOK AT THECONVERTER

SECTION B CONVERTER ASSEMBLYAND INSTALLATION

SECTION C TRANSMISSION FUNCTION

SECTION D TRANSMISSION SHIFTINGU.S. DEPARTMENT OF HEALTH, EDUCATION & WELFARE

OFFICE OF EDUCATION

THIS DOCUMENT HAS BEEN REPRODUCED EXACTLY AS RECEIVED FROM THE AM 2-22

PERSON OR ORGANIZATION ORIGINATING IT. POINTS OF VIEW OR OPINIONS 9/22/67STATED DO NOT NECESSARILY REPRESENT OFFICIAL OFFICE OF EDUCATION

POSITION OR POLICY.

Hun Ian Engineering Minn. State Dept. of Ed.Institute Vocational Education

C.)

HUMAN ENGINEERING INSTITUTE

AM 2-22

SECTION A -- A CLOSER LOOK AT THE CONVERTER

As we learned earlier, the converter portion of the power train performsan important role in delivering engine power to the driving wheels. Thetorque converter and the transmission function together and operate througha common hydraulic system. For serviceability, they have been designedand built as separate units.

NOTE: In our discussion of the Allison transmission we referred to thedriving member portion of the converter as the pump. In the Michigan/Clark converter this component is called the impeller.

CONVERTER FUNCTION -- The torque converter consists of four distinctmembers: the impeller, which is the driving member; the turbine, whichis the driven member; the reaction member, which is splined on a fixedsupport; and the drive disc, which couples the converter to the engine.See Figure 1.

The impeller and drive disc members form the outer shell. The turbineruns within the outer shell and is connected to the output shaft. The oilis the only connection between the turbine and impeller members. The

reaction member is splined to the converter support, which is fixed and

does not rotate in either direction. A gear is splined to the impeller hub

and drives through gears rotating the hydraulic pumps, mounted on the

converter housing cover. Notice in Figure 1 which members rotate atengine speed, which member is stationary, and which member drives thetransmission.

CONVERTER PRESSURE -- Pressure in the system is created by theclutch regulating valve spring (located in the transmission) and theconverter regulating valve spring (located in the outlet side of the converter).See Figure 2. Also note that Figure 2 shows specifications on gearingadjustment and torque specifications on bolts.

1

iaqialmoo saTies 0008

1-72TA

.. .

: ;:

iaqmam

211TAT1p 9113 uarriami

salsloa

aaAau - AisuoTlvls

sTaaqm aql 2uTATap

paads

auT2ua qs saleloi

moT;

TT

0

lioddns

paxTg s uo pauTTds sT

1P-Pam USEDiali NOIIOVUE

auT2ua aql of

ialianuoo aql saTdnoo

IP-Pam OSIG HAIM

iaquiam uaATip aql

NIIflI

converter regulating valve

torque support

bolts 70-851ift.

torque cover

bolts 45-601 /ft.

-t

oa.c,60 psi

downstream regulator valve holds

60 psi pressure in the converter

cavity at any given engine speed

shims

add or remove shims

to produce .000 to

.002 end play on

turbine shaft

bearings

turbine shaft

end play

add or remove shims

to produce .002

press on output

shaft bearings

.002 press

s preload on bearings

---.."N.simimmemommilmmir==r

MUM

sPC

PS

Fig. 2

Torque and shim specifications

shims

torque nut

to 250-300

# ft

3

k'T _

AM 2-22

After the oil exits from the converter, the pressure in the lines is createdby resistance in the lube manifold and cooler and in the lines going to andfrom the cooler. See Figure 3.

The clutch pressure is indicated in Figure 3. It is created by the clutchregulating valve spring. This spring, when compressed, will maintain180 to 220 psi on the clutches whenever the engine and pump are rotating.This pressure is from the pump to the clutches and can be checked atlocation "B".

When the clutch regulating valve spool moves, it compresses the springuntil a port is exposed alongside the bore, allowing the oil to exit from thecontrol cover and enter the converter at location "C". The converterregulating valve, mounted on the outlet side of the converter (see Figures 2and 3) is also a hardened valve spool, operating in a closely fitted bore.The valve spool is backed up by a spring to hold oil in the converter cavityuntil oil builds up to specified pressure. The purpose of this valve is tomaintain 60 psi converter internal pressure to insure proper performanceunder all conditions.

If gauges were installed at locations "C" and "D", you would read 60 psi atboth places at low engine speed. If you increased engine speed to 2000 rpm,the pump would be displacjng 31 gpm flow to the transmission clutches,leaving two gpm to maintain clutch pressure. With the increase in oilvolume, your gauges would now read approximately' 80 psi at location "C"and 60 psi at location "D" with the forward-reverse shift lever in neutral.The forward-reverse lever in neutral allows the turbine in the converter toturn'at approximately the same speed as the impeller and engine.

CONVERTER STALL If you engage the shift lever in forward or reversedirection, shift the speed selector lever to 8th speed, block the wheels andapply the parking brake, you can stall the converter by accelerating to

r.

ALL PRESSURE CHECKS MADE WITH HOT OIL

"B"

"C"

"E"

"F"

180 psi to 220 psi @ low engine idle

80 psi @ 2000 rpm trans. in neutral

40 psi @ 2000 rpm stall.

60 psi @ high and low engine idle

28 psi @ 2000 rpm

8 psi @ 2000 rpm

II D

II

I Iv

I

"E!'

Nho

Wqr

.:

Oil

Coo

ler

I

"A"

"B"

I I II

PU

MP

OU

T P

UT

CLU

TC

H P

RE

SS

UR

EC

" C

ON

VE

RT

ER

IN P

RE

SS

UR

ED

" C

ON

VE

RT

ER

INT

ER

NA

L P

RE

SS

UR

EE

" C

OO

LER

IN P

RE

SS

UR

ELU

B P

RE

SS

UR

EC

ON

VE

RT

ER

LE

AK

AG

ET

RA

NS

MIS

SIO

N L

EA

KA

GE

Con

vert

erS

cfet

y V

alve

Con

vert

er:

IEto

Pum

p

II G

II

Drain to

Trans. Sump

Suc

tion

from

Tra

nsm

issi

on S

ump

the above pressures are under normal

condition with a thirty-one gallon

pump

O all pressures are taken at 2000 rpm

except clutch pressure; clutch pressure

is taken at low engine idle

kA1\

1111

1%;\

ITZ

.:\

FI

,/

Low

For

war

d

Rev

erse

L

NM

I

Clu

tch

Pre

ssur

eR

egul

atin

g V

alve

Shu

t Off

Spo

ol

(Tra

ctor

Sho

vels

Onl

y)

;W.

.4'

180-220 psi

5-90 psi

Fig. 3

Transmission control internal oil flow

./4111,01'

1St

ri--

I-.

7;4-

- 3r

d-, '2/.4

4th

0

Spe

ed J

elec

tot

Spo

olH

i For

war

d--

Hi &

Lo

For

war

d S

pool

For

war

d &

Rev

erse

Spo

ol

no pressure

'1

AM 2-22

full throttle on the engine. Under this condition, the gauge at "C" woulddrop slightly below 60 psi. The reason for the increase in pressure at "C"(in neutral with turbine shaft turning approximately the same speed as theengine) is that we must turn the oil several times before it enters theconverter cavity. (See Figure 4.) This creates about 10 to 20 psidifferential between the "converter in" pressure and converter internalpressure. The reason for the pressure drop at location "C" under stallcondition is that the turbine member is stopped and the impeller is pump-ing its greatest oil volume against the turbine member, trying to makeit turn.

-6-

1111

1111

11'1

1111

1111

" k.

'4-

0.4,

,114

14 t

144+

11.L

V.:0

44,>

, V

Oil flow to cooler

turbine stopped

at stall

Oil flow

oil exits from converter

cavity between stator

support and turbine

shaft

impeller turning at

engine speed

2111 sa

la :El

III IN

/

10al

lral

.E:1

1\,

at stall speed the

impeller is throwing

oil centrifugal outward

against the blades of the

turbinelforcing it to turn

the same direction as the

impeller; the converter

is multiplying torque up

to 3.0 to 1 at this time

at full engine stall the

impeller is pumping its

greater oil volume

oil exits at

this location

oil enters at

this location

oil flow across

converter inlet

port at full

engine stall

speed

Fig. 4

Oil flow in the converter

AM 2-22

SECTION B CONVERTER ASSEMBLY AND INSTALLATION

PRELIMINARY ASSEMBLY To be certain of a successful installation ofthe converter to the engine and to prevent damage to the equipment, followthese steps closely. NOTE: Refer to Figure 5 for these steps.

I. Clean mounting face of flywheel with solvent. Re-move all burrs and foreign material from flywheelface and pilot bbres.

2. Install three (3) studs (229768), equally spaced, tothe bottom of thread and torque to 33-36 ft-lbs.

3. Install ring gear (226595) by tapping lightly in place.

4. Install parts as shown on C) studs torque 45 ft-lbs.

5. Install remaining studs and torque to 33-36 ft-lbs.Visually check height of studs to insure that theyare all seated properly. Height of stud above drivering (226595) should be 1 5/32 inch + 1/8 inch'. V ...

6. Install remaining parts on studs and torque to 45 ft-lbs.

CONVERTER TO MOUNTING ASSEMBLY After the drive gears havebeen installed according to the previous instructions, mount the converterby hand before fastening with bolts. This may require several trials tosecure the satisfactory notching of the drive gears. CAUTION UnderNO circumstances should you pull the converter into position using bolts.

-----SAE #1 flywheel

226595 - drive gear

assembly 228936 - washer 24 required

228987 - belleville washer .., 96 required

--- 68D 06R nut - 24 required

229768 stud - 24 required

Fig. 5 Drive gear to flywheel installation

-8-

..

AM 2-22

All drive gears must be slipped on the converter driven gear to check forproper fit. Tight drive gears can result in engine failure if the converterhas not been installed correctly.

The converter pilot and flywheel bore must be checked for proper clearancewhenever the converter is separated from the engine for overhaul or repairs.

The converter pilot fitS into the engine flywheel bore with a . 003 maximumclearance. The converter pilot must be a slip fit into the engine flywheelbore -- . 001. Minimuin clearanee.

If the tolerance between the converter_ pilot and flywheel bore is not within.specifications, correct It ,bpi replacing the flywheel bushing and converterpilot. Heat the-cotiverter`pilbt. bushing to OO .degrees :befOre installing.

Crankshaft end, play..muSt before and after the tiinverteris,Installedto the engine. You.must,:nia eS-ure that there is no interferencebetween the-,P9ittetter-and- -engine.

Always use -guide ,pins ,to _guide the .converter into the engine housing, toprevent ,da_* Mage toithe7clrfive-goo ;.1-11 ted:OA.th enginev,

ECTIONC-.. RANSMISSfON FUNCTION .7,

.

As mentioned: in a previoUaViiti this transmission Vli00: Series),power shift, constant -erat .speeds ;forward, and &Ur: reversespeeds. The unit it full fmwer_Tshitantthr.OUgh 'hydraulically actuatedmultiple disd_.4utCheS. simplify the unk.:$9._4:can be bOttei:114:Otst90Cly

the gear box caix-be into two parts._ -The:upp.er half consists sathe,forward and reverse shafts and clUtche., Thee serve only to drive theidler shaft. in the desired :direction:

TURING MOUNTED NUDE CASEPROVIDES OIL TL' ISFER FIOMCONTROL CO'. a TO CLUTCHES

TUBING MOUNTED INSIDE CASE PROVIDESTRANSFER OF LUBRICATION FROM CONTROLCOVER TO CASE WRINGS

SCOO TRANSMISSION1ST 6 2ND SPEED CLUTCHES10 - INNER 120Nrc PLATES9 - OUTER STEEL PLATES8 - RELZASE SPRINGS & PINS

REVERSE, HIGH FORWARD, LOWFORWARD, 3RD & 4TH SPUD CLUTCHES10 - INNER BRONZE PLATES9 - OUTER STEEL PLATES6 - RELEASE SPRINGS & PINS

INPUT SHAFT VI

8000 TRANSMISSION151 & 2ND SPEED CLUTCHES10 - INNER BRONZE PLATES9 - OUTER STEEL PLATES7 - RELEASE SPRINGS & PINS

REVERSE, HIGH FORWARD,LOW FORWARD,3RD & 4TH SPEED CLUTCHES10 - INNER BRONZE PLATES9 - OUTER STEEL PLATES8 - RELEASE SPRINGS & PINS

REVERSE

&VERSE SHAFT NUT

FORWARD HIGHHOLES IN THISDRUM MUST BE INALIGNMENT WITHHOLES IN QUILLSHAFT

LOW

AM 2-22

ALL CLUTCHES - ASSEMBLE ALTERNATELYSTARTHRG WITH INNER BRONZE PLATEAGAINST PISTON & LAST INNER BRONZEPLATE AGAINST END PLATE. ASSEMBLERELEASE SPRINGS & PINS AGAINST PISTONOUTER TEETH & END PLATE TEETH.

LUIS FLOW - CLUTCH ?FISSURE FLOW -AND SPECIFICATION CHART COVERING50:0, IMO & 1= TRANSMISSIONSLURE & CLUTCH PRESSURES ARE SIMILARON ALL MODELS

COAT ALL SEALING RINGS WITHpAssis 01F.A$1 AFTER ASSFAiliir

SHIM IDLER SHAFT BEARINGS TOPRODLKI 0 TZ .0.13 END PLAY

BEARING ADJUSTMENT ON IDLER SHAFT& OUTPUT SHAFT ARE THE SAME ON 5000

PRESS ALL SLEEVES FLUSH TOI/64" BELOW SHOULDER

16,000 TRANSMISSION1ST & 2ND SPEED CLUTCHES12 - INNER BRONZE PLATES11 - OUTER STEEL PLATESREVERSE, HIGH FORWARD,LOW FORWARD,3RD & 4TH SPEED CLUTCHES10 - INNER BRONZE PLATES9 - OUTER STEEL PLATES7 - RELEASE SPRINGS & PINS

TIGHTEN INPUT SHAFT NUTS

5000 MODEL TRANSMISSION150 - 200 kt5 FT.

WOO & 160W MODEL TRANSMISSION250 - 300 LIS. FT.

TIGHTEN OUTPUT SHAFT NUTS

5000 MODEL TRANSMISSION

25LANAL.go,003 & 16000 Moon. TRANSMISSION

400 - 4S0 LIS. FT.

FRONT SIDE OF CASE TIGHTENPLACE BOLTS ON 5000 MODEL70

MAC-

B L Sa $000 MODEL150 - 175 LIS. FT.

PLACE BOLTS ON 16000 MODEL350 - 300 LIS. FT.

LUBRICATE ALL BEARINGSWITH TYPE "A' :N ASSEMBLY

DOUBLE LOCKNUTS

TIGHTEN BEARING LOCKNUTS175 TO 200 LIS.FT.. ON ALLMODELS. C.AUTIONI DO NOT?UM SHAFT BEARINGS IN PLACEWITH LOCKNUTS.

SIDE OF CASETIGHTEN PLACE BOLTSON CLUTCH SUPPORTS70-85 LIS. FL ONgm& ECG MODELS150-175 LIS. FT. ON WOO MODELS

SHIM OUTPUT SHAFT BEARING TOPRODUCE fTO$LJ. INSH PRELOAD

LUBRICATE LIP OF SEALSBEFORE ASSEMBLY

OUTPUT SHAFT NUTS

USE NO. 2 PERMATDC ONO.D. OF SEALS IN ASSEMBLY

CLUTCH PRESSURE 180 - 253 P.S:I.

LIARICAT:NG PRESSURENOT TO EXCEED 25 P.S.T.@HIGH FREE IDLE

all shafts must be removed in the direction of the arrows, block allgears in their position before removing shafts

Fin. 6 Transmission cutaway

10

AM 2-22

The lower half is the speed section and receives power from both ends of

the idler shaft. If the first and second clutches are applied, power istransmitted from the idler pinion gear (on the forward end of the idlershaft) to the large gear on the clutch drum. From there, it passes throughthe clutch to the shaft, and through the final gears to the output. The ratiobetween first and second is obtained by the differences in the final outputdrive ratios.

Third and fourth gears are similarly obtained except that their respectiveclutches are driven by the large gear on the rear end of the idler shaft.The drive to the output shaft is through the same gears as for the first andsecond speeds.

NOTE: There must be two clutches engaged before the vehicle can be put

in motion. In this respect it is similar to the-Allison transmission.

The direction (speed) clutch assembly consists of a. drum with internalgear teeth and a bore to receive a hydraulically actuated piston, Thepiston is inserted into the bore of the drum. The piston is made "oil tight"through the use of, sealing rings. A bronze disc with internal teeth isinserted into the drum and rests against the piston. Next, a disc withsplines at the outer diameter is inserted, Discs are alternated until therequired total is achieved. After inserting the last disc, a series of springsand pins are assembled in such a manner that these springs rest on teethof the piston. A heavy backup plate is then inserted and secured by a snapring. A hub, with ID and OD splines is inserted into the splines of a discwith teeth on the inner diameter, and with a spUmed shaft extending through

the clutch support. This hub is retained by a snap ring, The disc andinner shaft are free to increase in speed or rotate in the opposite directionas long as no pressure is present in the direction (speed) clutch.

To engage the clutch, the control valve is placed inn the desired position.This allows oil under pressure to flow from the control cover valve, through

AM 2-22

a tube in the transmission case, to a chosen clutch. Once into the drum,oil is directed through a drilled hole into the rear side of the piston bore.The pressure of the oil forces the piston and disc over against the heavybackup plate. This disc, with teeth on the outer diameter clamping againstdiscs with teeth on the inner diameter, enables the clutch drum and driveshaft to be locked together and allows them to turn as a unit.

TRAVEL SPEED RANGES The following represents a listing of thevehicle speeds that can be obtained in the various ranges.

Forward

mph

Reversemph

1st 2nd 3rd 4th 5th 6th 7th 8th0-3.8 0-5.1 0-6.9 0-9.1 0-12.2 0-16.0 0-21.8 0-28.8

0,3.8 - -- 0-6.9 0-12.2 - -- 0-21.8

CLUTCH ENGAGEMENT The following chart shows the different clutcheswhich are engaged while in 1st through 8th gear (both forward and reverse).

FORWARD SPEEDS

1st gear Forward low and 1st speed clutch2nd gear Forward high and 1st speed clutch3rd gear Forward low and 2nd speed clutch4th gear Forward high and 2nd speed clutch5th gear Forward low and 3rd speed clutch6th gear Forward high and 3rd speed clutch7th gear Forward low and 4th speed clutch8th gear Forward high and 4th speed clutch

1st gear2nd gear

3rd gear4th gear5th gear6th gear7th gear8th gear

REVERSE SPEEDS

Reverse and 1st speed clutchSame as 1st gear-on shift leversReverse and 2nd speed clutchSame as 3rd gearReverse and 3rd speed clutchSame as 5th gearReverse and 4th speed clutchSame as 7th gear

ADJUSTMENTS AND ASSFMBLY INSTRUCTIONS Notice in Figure 6

that all adjustments and assembly instructions are shown. This figure

covers the 5000, 8000 and 16000 series transmission assemblies. This is

possible because of the similar designs and interchangeable features.

There are two adjustments that must be made in re-assembly of thetransmission. One is to shim the idler shaft bearings to produce 0 to 0. 003

end play. The second is to shim the output shaft bearings to produce 6 to

8 lb. -in. preload.NOTE: It is very important to tighten bolts and shaft nuts to specifications.Also, there are replaceable sleeves in all clutch drums. These must bereplaced according to specifications.

INTERNAL TUBING DIAGRAM Figure 7 shows the tubing mounted inside

the transmission which directs oil to the clutches and also to all bearings.

Lines show flow to the bearings and clutch disc, as well as the oil pressure

flow to the clutches,

The tubing is riveted to the transmission case. A sleeve is used in the

case tubing bores, A special tool is used to roll the tubing into the sleeve

for proper support and leakage.

CAUTION: This tubing can be damaged if gears are not blocked in their

position when removing shafts from the transmission case.

MANUAL SHIFT CONTROL VALVE -- The control valve assembly (see

Figure 8) on the transmission consists of a valve body with selector valve

spools, connected to the steering column by external linkage. A detent

ball and spring in the selector spool provides four positions One position

for each speed range. A detent ball and spring in the directional spoolprovides three positions -- one each for forward, neutral and reverse.The HI and LO forward spool has a detent ball and spring for only two

1

)1 4=.

t

s.

front-inside

engine side of case

clutch pressure

19

20

21 22

23

24

25

26

Typical Section

11 places on

control cover face

Typical Section

17 places on front &

rear faces of case

9

10 11 12 13

Section A-A

3-places

Section B-3

3-places

16 15 14

Section C-C

shows flow to

the clutches

Fig. 7

Internal tubing diagram

olIK

"OW

-k0,

^,3:

, t;tt

,iff

rear-inside

opposite engine

side of case

lube pressure

shows flow to the bearings

and clutch disc

4-r

.0

27

,A

.,:.e

tAtt

bAtti

ttet,t

'hit

,.1

:. .

speed selector

spool

)

manual shift spools & oil flow in & out

of control valve

forward & reverse

spool

oil return

from cooler

oil flow (pump to

filters to cover)

I/

// /

'/

/,

//

:::::f

tipiii

:7:!

"11T

T

hi & lo. forward spool

shut-Off

spool

Fig. 8

Manual shift spools and oil flow

clutch regulator

valve & spring

o converter

converter

safety

valve

).

positions. With this condition, you have the spool in either HI forward orLO forward,

For all Front-End Loaders, the control cover valve contains a shutoffvalve spool, operated by an air cylinder valve, located on the controlcover. This valve is connected to the brake system by a hose line, When

the wheel brakes are applied, air enters the valve and overcomes a springforce, This forces the spool to shift over and block oil pressure fromentering the forward clutch, In this manner, a "neutral" is establishedwithout moving the control levers. The shutoff valve will establish aneutral positon only when the directional lever is in forwardposition,engaging the forward clutch. The shutoff valve will function when brakesare applied with directional lever in reverse position, but it will not blockpressure to the reverse clutch, and will not establish a neutravl position.Notice in Figure 10 that a hole is drilled from the main supply line to thereverse clutch side of the directional spool, which bypasses the shutoffvalve when brakes are applied.

SECTION D-- TRANSMISSION SIIT1711G,

The following paragraphs and illustrations show what happens within themanual shift control valve when different ranges are selected,

FiAure9 shows the clutch oil ports in the control cover, The dashed.linesaxe in the top portion of the valve and the shift spools are in the lowerportion of the valve. The control valve is machined to a smooth flat surfaceand is covered by a flat steel plate. The plate is bolted to the convertercover with many bolts to prevent the oil under pressure from leaking fromone port to another.

Figure 10 shows the pump oil supply to the first speed clutch with theforward-reverse directional lever in neutral position, The vehicle

not used

by C.M.D.

3rd speed

clutch

1st speed

clutch

1111

1111

1111

11,

' MIM

I= ,"

"""

1111

1111

1"v`

"^11

1111

1011

111,

''"";

111

1111

1111

1111

$'""

''" 1

wm

11

manual shift control valve

showing

location of clutch oil

ports

hi

forward

wiN

ceva

min

vz-*

Ws,

i'011

1111

1111

1W7r

11

2nd speed clutch

lo forward

reverse clutch

Fig. 9

Clutch oil ports

4th speed

clutch

1

- 1

1 I

1

it

I 1 1

1 I I

..4,..c.,,4,4,0...,.,,..Vir

::+.t..4I

- - _

NMI

111

'4!

1 1

1 I

I 1 I

I I

ap

C 1:4111

KO1 110'. .4

1 i ;4 14;*64 Wri..4.4?

..1.14:0.

. . . 4 .i.

.... MU-.- i '4 6146 "... t'44:g ;61414. 4 4elitik..V. 4..-- Sti 001 Z.

11174 1 . 4

,1 144111111

V.tAaN1611!-M.

0:41

I

I a

`fir

I 1 E =I I 1 1

I 1 1

I 1

1 '

_ I

I i

AM 2-22

will not move with the valve in this position because the 1st speed clutchis the only clutch engaged.

Figure 11 shows the oil pump supply to 1st speed clutch and LO forwardclutch. The vehicle will now move in 1st gear with valve in this position.The speed is 0-3. 8 mph. If the HI and LO forward spool were shiftedupward, you can see that the HI forward clutch would be engaged. Thiswould give a 2nd gear 0-5. 1 mph situation.

Figure 12 shows the pump oil supply to 2nd speed clutch and LO forwardclutch. Now the vehicle is in 3rd gear. The speed now is 0-6. 9 mph.Shifting the HI and LO forward spool to the upward position gives you 4thgear and speeds up to 0-9, 1 mph.

Figure 13 shows the pump oil supply to 3rd speed clutch and LO forwardclutch. The control valve now shows the vehicle in 5th gear, traveling0-12. 2 mph, If HI and LO forward spool were shifted upwards, then the3rd clutch and HI forward clutch would be engaged. The vehicle wouldthen be in 6th gear, traveling 0-16. 0 mph.

Figure 14 shows the oil supply to 4th speed clutch and LO forward clutch.The vehicle would now be operating in 7th gear traveling 0 -21.8 mph.Again, if a shift of the HI and LO forward spool were made upward, thevehicle would be in 8th gear, traveling 0-28, 8 mph.

Always remember that on the speed selector spool, oil flows through thespool to 1st speed and 4th speed clutches, then around the spool for 2ndand 3rd speed clutches.

There are four clutches on the speed selector lever and two forwardclutches. This gives a total of eight speeds forward.

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Figure 15 shows the oil supply to 4th speed clutch. If the directional spool

were shifted downward, oil would be blocked from going to the HI and LO

forward spool and would be directed to the reverse clutch. The vehicle

then would be traveling backwards at 0-21. 8 mph. Also note, that oil is

flowing to the reverse clutch, even thoughlthe-shiltOff VAIVe-may be in the

shutoff position. The reason for the drilled passage to the reverse clutch

is so that if a dumping operation were taking place, the operator could

reverse the vehicle even though: his:fobtlis-olith_beake-pedal.

DIDACTOR PLATES FOR AM 2-22D

AM 2-22D

Forward

mph

Reversemph

1st

0-3.8

0-3.8

2nd

0-5.13rd

0-6.9

0-6.9

4th0-9.1

5th

0-12.2

0-12.2

6th

0-16.0

--

7th0-21.8

0-21.8

8th0-28.8

1st gear2nd gear3rd gear4th gear5th gear6th gear7th gear8th gear

1st gear2nd gear3rd gear4th gear5th gear6th gear7th gear8th gear

(a) travel speed ranges

FORWARD SPEEDS

LO Forward and 1st speed clutchHI Forward and 1st speed clutchLO Forward and 2nd speed clutchHI Forward and 2nd speed clutchLO Forward and 3rd speed clutchHI Forward and 3rd speed clutchLO Forward and 4th speed clutchHI Forward and 4th speed clutch

REVERSE SPEEDS

Reverse and 1st speed clutchSame as 1st gear on shift leversReverse and 2nd speed clutchSame as 3rd gearReverse and 3rd speed clutchSame as 5th gearReverse and 4th speed clutchSame as 7th gear

(b) clutch engagement

Plate I Travel speed ranges and clutch engagement

- 1 -

A' PUMP OUT PUT

'1,11'CLUTCH PRESSURE

"C" CONVERTER

I N PRESSURE

"D" CONVERTER INTERNAL PRESSURE

"E" COOLER IN PRESSURE

"F" LU8 PRESSURE

"G" CONVERTER LEAKAGE

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DII)ACTOR

AM 2-22D10/26/67

MICHIGAN/CLAP.K TRANSMISSION --TRANSMISSION AND CONVERTER FUNCTION

Human Engineering Minn. State Dept. of Ed.Institute Vocational Education

Press A I Check to see that timer andindex are OFF.

The vehicle axle assemblies receive power fromthe engine through the Michigan/Clark torque con-verter and the power shifted, eight speed forward,four speed reverse automatic transmission.

The power multiplication factor for the convertersection is to one.

A. threeB. fourC. two 3

OK.

AM 2-221310/26/6?

In this film we will continue our discussion ofthe Michigan/Clark Power Shift Transmissionand Converter.

We will discuss the construction and operation ofthe converter and transmission assemblies, andhow oil pressure is maintained in them. We willalso discuss converter stall and oil pressurethrough the cooler assembly.Press A 2_

-7,

1-1

You are incorrect.

The torque multiplication ratio for the convertersection of the Michigan/Clark system is 3 to 1.

This means that although the rpm's are reducedto one-third that of engine speed, the TORQUEis multiplied three times.

Press A

1 -31-2 -3

The torque converter accepts rotating mechanical energyfrom the engine, converts it temporarily to hydraulicenergy and then back to rotating mechanical energy(torque).

The Michigan/Clark converter consists of four members.The is called the DRIVING member.

A.

B.

C.

D.

drive disc 6reaction memberturbineimpeller 6 1-4

OK.

A gear is splined on the impeller hub, drivingthrough gears which rotate the hydraulic pumpsmounted on the converter housing cover.

The impeller and the drive disc members formthe outer shell of the converter assembly.

Press A

1-6

Incorrect.

In the Michigan/Clark converter, the drivingmember is the IMPELLER.

The impeller also serves as a pump for the oilthat drives the other rotating member of theconverter.

Press A t"

1 - 5

j

Mechanical rotation is transferred from the impellerto the (1) , which is the driven member.This rotation (torque) is transmitted by (2)

linkage.

A. (1) reaction member (2) mechanical eB. (1) turbine (2) hydraulicC. (1) turbine (2) mechanical /7D. (1) reaction member (2) hydraulic /

1-7

DIDACTOR'

Both parts of your answer are incorrect.

The impeller (driving member) transfers torqueto the TURBINE, which is the driven member.

The only direct connection between the impellerand the turbine is oil, so we say that they arelinked HYDRAULICALLY.

Press A lQ1-8

OK.

One member of the converter assembly issplined on a fixed support and does not rotatein either direction.

It is called the

A. drive disc //B. reaction member /2.

06.

1-10

/2OK.

The fixed member of the converter assembly is

the reaction member.

The turbine runs within the outer shell and is

connected to the converter output shaft.

If you would like a brief review of this introduction

to the converter, press A. Otherwise, press B.2

Rc)..../43 1-12

iyNow let's look at the transmission section.

The Michigan/Clark transmission is a power shift unitwith eight speeds forward and four speeds reverse.

The unit is fully power shifted through (1)

actuated, (2) disc clutches.

A. (1) mechanically (2) single/5B. (1) hydraulically (2) single /'C. (1) hydraulically (2) multiple/7'D. (1) mechanically (2) multiple/6

2-14

2-

1

L

AM 2-22D10/26/67 .

Only part of your answer is correct.

The impeller transmits torque to the TURBINE,which is the driven member.

Since the only direct connection between the two isoil, we say that they are linked HYDRAULICALLY.

Press A /e9

1-9

No.

The drive disc forms part of the outer shell of theconverter (along with the impeller). It couples

the converter to the engine.

The member which is splined on a fixed supportand does not rotate is called the REACTIONMEMBER.

Press A /2,

OK.

The reaction member is the fixed member ofthe converter assembly.

Since you have made an error on a question ortwo so far, let's have a brief review of thisintroduction to the converter.

Press A 2.

Both parts of your answer are incorrect.

/3

1-13

The Michigan/Clark transmission is fully powershifted through the action of HYDRAULICALLYactuated, MULTIPLE disc clutches.

Press A /7

k

2-15

_DIDACTOR

/6Only part of your answer is correct.

The Michigan/Clark transmission is fully powershifted through the action of HYDRAULICALLYactuated, MULTIPLE disc clutches.

Press A / 7

2-16

/3.For ease of discussion, the gear box can be consideredto be made up of two halves.

The upper hall consists of the forward and reverseshafts and clutches.

These drive thedirection.

OK.

shaft in the desired

A. output /9

B. idler 20

eg.o.

The lower half of the transmission gear box isthe SPEED section. It receives power from

of the idler shaft.

A. both ends

B. only one end %A

1

2-18

20

AM 2-22D10/26/67

OK.

The design allows the operator to power shift intoany desired speed range and direction, merely bymoving the levers on the steering column.

The transmission gears are in CONSTANT mesh.

Press A /6

2-17

7

.0

Incorrect.

The transmission output shaft is part of the LOWERhalf of the gear box.

The forward and reverse shafts and clutches (in theupper half of the gear box) drive the IDLER shaft inthe desired direction.

Press A 2t,

2-19

OK.

If the first or second clutches are applied, poweris transmitted from the idler shaft pinion gear(located on the forward end of the idler shaft) tothe large gear on the clutch drum. From thereit passes through the appropriate clutch andshaft and through the final gears to the output

shaft.

Press A 23

22.

2-22

No.

Power is transmitted BOTH by the forward endof the idler shaft (to the first and second clutches)and by the rear end of the idler shaft (to the thirdand fourth clutches).

Press A 2_Z

If the third or fourth clutches are applied,they are driven by the large gear at therear end of the idler shaft. Power is thentransmitted to the output shaft by way ofthe appropriate clutch and shaft and thefinal gears.

Press A 24,

2-21

2-23

IDIRACTOR'

we-t

The first and second clutches receive powerfrom the (1) end of the idlershaft. The third and fourth clutches receivepower from the (2) end of theidler shaft.

A. (1) forward

B. (1) rear

(2) rear 6,(2) forward 2.c.

2-24

OK.

Power from the transmission output shaft is trans-ferred to the axle ring gears and pinion, and flowsout to the planetary gears (included on certain models).

The planetaries are located on the outer ends of theaxles. They apply the driving force to the vehiclewheels.

Press A 27

....0ea,,m,

You are incorrect.

AM 2-22D10/26/67

Perhaps you missed the information that wouldhave helped you answer the question correctly.

Let's review briefly; then you can try the questionagain-

Press A 22,

2-25

tW?There are a total of seven clutches in the Michigan/Clarkpower shift transmission. The clutches are as follows:

1st SPEED CLUTCH2nd SPEED CLUTCH3rd SPEED CLUTCH4th SPEED CLUTCHLO FORWARD CLUTCHHI FORWARD CLUTCH

REVERSE CLUTCH

L

Press A '2c_e2 -272-26 -27

.ws)

As in the Allison transmission, TWO clutches mustbe engaged in the Michigan/Clark unit before thevehicle will move.

One of the two clutches will determine the speedrange; the other clutch will determine the directionof travel.

Press A 2/1

2-28

You are incorrect. (See Plate I. )

Engaging the HI forward clutch and the first speedclutch gives you second gear and a vehicle speedrange of 0-5. 1 mph.

To obtain first gear (vehicle speed 0-3. 8 mph) thefirst speed clutch and the LO forward clutch mustbe engaged.

Press A 31

.30

2-30

27VEHICLE SPEED AND DIRECTION

See Plate I.

In order to obtain vehicle speeds of from 0 to 3.8mph, the clutch and the first speedclutch must be engaged.

A. LO forward 3

B. HI forward 3c,

2.-29

OK. Engaging the LO forward clutch and the firstspeed clutch gives you first gear (forward).

Various other combinations of the HI and LO forwardclutches and the speed clutches are needed to obtainother forward speeds. See Plate I.

Press A 32.

2 -31

4

pDACTOR

. 32For example:

With the third speed clutch and the LO forwardclutch engaged, (1) gear is obtained.If the HI forward clutch is engaged along with thethird speed clutch, (2) gear is obtained,

A. (1) third (2) fourth 33B. (1) fifth (2) sixth 35C. (1) third (2) fifth 3f

2-32

31/No. See Plate I (b). The third speed clutch is NOTengaged to obtain third gear. Third gear is obtainedby engaging the LO forward and the second speedclutches.

Engaging the third speed clutch and the LO forwardclutch gives you FIFTH gear. Switching to HI for-ward then gives you SIXTH gear.

Press A 36,

2-34

36OK.

The eight forward speeds are obtained by engagingeither the HI forward or LO forward clutch;-andone of the four speed clutches.

The four reverse speeds are obtained by engaging thereverse clutch and one of the four speed clutches.

Let's review this brief introduction to the transmissionsection, since you had trouble with a question or two.

Press A /442 -36

1

AM 2-22D10/26/67

433

No. See Plate I b). Third and fourth gears areobtained by engaging the second speed clutch and

either the LO forward clutch (for third gear), orthe HI forward clutch (for fourth gear).

Engaging the third speed clutch and the LO forward

clutch gives you FIFTH gear. Switching to HI

forward then gives you SIXTH gear.

Press A 3s-

2-33

4-

OK.

The eight forward speeds are obtained by engagingeither the HI forward or LO 'forward clutch, alongwith one of the four speed clutches.

The four reverse speeds are obtained by engagingthe reverse clutch and one of the four speed clutches.

If you would like to review this introduction to thetransmission section, press A. Otherwise, press B.

/ft(c) 2-35

1

38 t

The clutch regulating valve spring maintainsa pressure of psi when compressed.

A. 60 to 80

B. 110 to 130

C. 180 to 220 Yi

3-38

=r,Let's see how oil pressure is maintained in theMichigan/Clark converter and transmission system.

Pressure in the system is regulated by the CLUTCHREGULATING VALVE SPRING and the CONVERTERREGULATING VALVE SPRING. After the oil exitsfrom the converter, pressure in the lines is createdby RESISTANCE in the lube manifold and cooler, andin the lines going to and from the cooler.

Press A ,145?

37

3 -37

No. (See Plate II. )

The converter safety valve is set for 110 to 130 psi.

This valve operates to unload the converter if the

cooler becomes plugged or if the downstreamregulating valve becomes stuck in the closed position.

What pressure does the clutch pressure regulatingvalve maintain? (See Plate H. )

Press A 7433 -39

DIDACTORIAM 2-22D

- 10/26/67

No.

You may be thinking of theconverter under varying conditions.talk about those shortly.

Now, what pressure does theregulating valve maintain?

Press A

pressures at theWe'll

clutch pressure(See Plate IL )

OK.

The clutch pressure regulating valve maintains180 to 220 psi on the clutches whenever the engineand pump are operating.

This pressure is from the pump to the clutches andcan be checked at as shown on Plate II.

A. location "F" 1-7L2B. location "B"C. location "H" gda.. 3-413_40

1J

MID

No. If you said location "F" or location "H", youare incorrect.

Location "F" gives you transmission lube pressure;location ''H" is the measuring point for transmissionleakage.

The pressure from the pump to-the clutches (180-220psi) is measured at location "B". (See Plate II.)

Press A tis

.44414444.4+4.

3-42

yyThe converter regulating valve (mounted on theOUTLET side of the converter) is a hardened spoolvalve operating in a close fitting bore, much thesame as the clutch pressure regulating valve.

The spool in the converter regulating valve is backedup by a spring, which helps it to hold oil in the con-verter cavity until a specified pressure is reached.

Press A

3 -44

You are incorrect.

The converter regulating valve normallyis set to maintain a minimum of 60 psiinternal pressure in the converter underall operating conditions.

Press A

3-46

4

OK. Oil is directed into the control cover at location"B", and then through the clutch pressure regulatingvalve to the clutches.

When the clutch regulating valve spool moves, (afterthe clutches have been satisfied), it compresses theregulating valve spring until a port is exposed along-side the bore. This allows the oil to exit from thecontrol cover and enter the converter at location "C".(See Plate II. )

Press A gq--3-43

r

The purpose of tne converter regulating valveis to maintain a minimum of psiconverter internal pressure, to assure properperformance under all operating conditions.

A. 90 -4/6

B. 80 q rC. 60 4/9

You are incorrect.

3 -''4 5

At high engine speed (2000 rpm), the converterin pressure would be about 80 psi. We'll talkmore about that shortly.

The converter regulating valve normally is setto maintain a minimum of 60 psi in the converterunder all operating conditions.

Press A 993 -47

-1

DIDACTOR

48OK.

The converter regulating valve maintains aminimum of 60 psi converter internal pressure.

See Plate IL If you install gauges at locations"C" and "I)", you will obtain a reading of atleast 60 psi at both locations at low engine speeds.

Press A /13-48

I

6-6

See Plate II.

With the engine turning at 2000 rpm and theforward-reverse shift lever in neutral:

Pressure at location "C" will be about (1) psiand pressure at location "D" will be (2) psi.

A. (1)B. (1)C. (1)

60

8060

(2)

(2)

(2)

80 6760 5,360 sa

3 -50

Not quite. (See Plate II.)

Remember that the converter regulating valvemaintains a steady pressure inside the converterof 60 psi (measured at location "D").

At LOW engine speeds. the converter in pressure(measured at location "C") is approximately 60 psi.

At high engine speed, the pressure at "C" climbs

to about 80 psi. due to increased oil volume flow.

Press A

3-52

AM 2-22D10/26/67

If engine speed is then increased to 2000 rpm,the pump will then be displacing 31 gpm (onunits equipped with a 31 gallon pump). Twenty-nine gpm will flow into the converter and twogpm will go to maintain clutch pressure.

Press A 50

3-49

No. You have the correct answers reversed.

At 2000 engine rpm, with the forward-reverseshift lever in neutral, pressure at location "C"(converter in pressure) climbs from its formervalue of approximately 60 psi to 80 psi.

Pressure at "D" (controlled by the converterregulating valve) is 60 psi under all speed conditions.Press A

3 -51

a

OK. Converter in pressure is about 60 psi at lowengine speeds, and about 80 psi at 2000 rpm. Itis measured at location "C'.' as noted in Plate II.

Converter internal pressure is checked at location"D" and normally is 60 psi under all speed conditions.

Let's have a quick review now, since you have misseda question or two in this section on system oil

pressure.

Press A 3 73-5'4

r

OK.

Converter in pressure is about 60 psi at lowengine speeds, and about 80 psi at 2000 rpm.

The turbine in the converter turns at approximatelythe same speed as the vehicle engine and theimpeller. when the forward-reverse lever is inneutral.

Press A 9:6-- ,r(e"..)-,6y3- 53

CONVERTER STALL-01

If the direction selector lever is shifted into eitherforward or reverse, the speed selector lever shiftedinto the eighth speed range, and the drive wheelsblocked by applying the parking brake, the converterwill stall if the engine is accelerated to full throttle.

Under stall conditions, the pressure at location "D"(Plate II) will remain at 60 psi. The pressure at"C", however, will drop to slightly below 60 psi.

Press A 1/40

DIDACTOR e

1

See Plate II.

Under converter stall conditions, the pressure atlocation "C" will be (1) ; the pressure at "D"will be (2) .

A. (1) slightly higher than60 psi

B. (1) 60 psi

d--6-

(2) slightly lower than 5-'760 psi

(2) slightly lower60 psi

C. (1) slightly lower than (2) 60 psi60 psi

than 2.*1'71aS

I

4-56

You have the correct answers reversed. (SeePlate II.)

Under converter stall conditions:

The pressure at location "D" will remainat its normal level of 60 psi. The converterregulating valve maintains 60 psi under allconditions, including converter stall.

At location "C", however, the pressure dropsto slightly below 60 psi during converter stall.

Press A 6,

owl.INin

5-8

4 -58

1

60Due to the pumping action of the impeller, oilfrom the turbine exits through the reaction memberand re-enters the impeller (under full stallconditions).

Oil, leaving the reaction member for the impeller,flows across the converter inlet port. When thisoccurs, there is a slight drop in pressure.

A. converter in 0 2-B. converter internal /

4-60

12OK.

The oil flow speeds up temporarily across theinlet port, and converter in pressure drops toslightly below 60 psi under full converter stall.

In any hydraulic system, when the flow rateincreases at a given point. there is a correspondingDEcrease in pi assure at that point.

Press A 4,14-62

AM 2-22D10/26/67

S7Both parts of your answer are incorrect. SeePlate U.

The pressure at location "C" will fall slightlybelow 60 psi. The pressure at location"D", how-ever, will remain at 60 psi. Remember, pressureat "D" is 60 psi under ALL operating conditions.

Press A 57

r

1

4-57

cciOK.

The reason for the drop in pressure at location"C" during converter stall is that the turbine isstopped and the impeller is pumping maximum oilvolume against it, attempting to make the turbinerotate and drive the wheels.

Press A AO

14-59

1

6/No.

Keep in mind what we have said earlier -- converterinternal pressure normally is maintained at asteady 60 psi by the converter regulating valve.

When oil flows across the converter inlet port duringfull stall, there is a slight drop in the converter inpressure.

Press A 4?..._

'4-61

Converter stall occurs when theare held temporarily stationary and the engine isrun at full throttle.

A. impeller and the reaction member 69-B. turbine and the transmission output shaft 06C. impeller and the drive disc ,6'..

14,-63

ID DACTOR

You are incorrect.

Remember that the impeller is pumping maximumvolume during converter stall. It could not do thisif it were being held stationary.

Also, keep in mind that the reaction member issplined on a fixed support. It never rotates.

Think about how the converter may be stalledintentionally and try the question again.

Press A G34_64

OK.

The turbine and the output shaft are not free torotate normally under converter stall conditions.

The maximum allowable time for sustainedconverter stall is

A.

B.

C.

Incorrect.

one minute Q?ten seconds 6 7thirty seconds 6 7

AM 2-22D10/26/6?

Your answeris incorrect.

Remember that the drive disc connects thevehicle engine to the converter, and that theengine is run at full throttle during converterstall. Keep in mind that the impeller pumpsmaximum volume during full stall.

With these things in mind, try the questionagain.

Press A 03 4-65

66 I

'4-66

68

Converter stall sustained for any longer than

30 SECONDS may cause damage to the converterand/or transmission.

Press A (of

4-68

a

No.

Converter stall can be sustained slightly longerthan ten seconds with relatively little danger.

But the maximum allowable time for sustainedconverter stall is 30 SECONDS.

Press A 41

4-67

No.

The primary danger to the converter and trans-mission seals during converter stall is fromexcessive HEAT. The heat comes primarilyfrom the violent swirling of oil as it is drivenagainst the stalled turbine by the impeller.

Press A 74-70

1 1

65OK.

Never maintain converter stall for longer than30 seconds at a time!

Holding stall for longer than 30 seconds may resultin damage to the converter and/or transmission.The converter and transmission seals may bedamaged, primarily due to excessivebuild-up.

A. heat 71B. pressure 7e,

'4-69

OK. Excessive heat is the biggest danger duringconverter stall.

If you would like to review this section on converterstall, press A. 5tr

Press if would like your review to includeour discussion of oil pressure in the converterand transmission.

Press D if you prefer to go on.

73

x0- 72

71

3-71

IlIDACTOR

r-

7.ZOK. Heat build-up during converter stall maydamage transmission or converter seals.

Let's have a quick review of converter stall, sinceyou have made an error on one or two questions.

Press A 0-7e

EVIIPI.

4-72

If the original volume flow through the convertersupply pump is 31 gpm, and if only 26 gpm flowfrom the converter to the cooler, what hashappened to the remaining five gpm?

A. Five gpm are needed to actuate the clutches 75B. Two gpm lubricate the supply pump gears; 7,-

three gpm leak past the clutch sealsC. Three gpm lubricate the supply pump gears;

two gpm leak past the clutch seals

OK.

5-74

Baffle plates built into the cooler cause turbulenceof the oil as it flows through. In this way amaximum volume of oil is exposed to the coolerwater jackets, and the oil is cooled more efficiently.

These baffles create resistance to oil flow in thecooler.

Press A 7 75-76

Incorrect.

Under normal operating conditions the pressure onthe OUTLET side of the cooler is somewhat LOWERthan the pressure on the inlet side.

We say that there is a pressure drop across thecooler.

Press A 7?

5-78

I

go.

OIL COOLER

AM 2-22D10/26/67

After oil exits from the converter it flows directlyto the cooler.

Resistance in the oil lines running to and from thecooler creates about 5 to 10 psi pressure whenthere is about 26 gpm oil flow from the converter.

Press A 0-5-73

No. This was a review question from the precedingfilm.

From the original volume flow through the supplypump (31 gpm), three gpm are used to lubricate thesupply pump gearing, and two gpm are used to help

maintain clutch pressure (through leakage around the

clutch seals).

This leaves 26 gpm flowing from the converter tothe cooler.Press A 76

7

3-75

1.

Normally, pressure will beon the outlet side of the cooler. compared tothe cooler inlet pressure.

A. somewhat higher

B. somewhat lower

C. about the same

7g7f7g

77

I-77

OK. With the oil at normal operating temperatureand the engine turning at 2000 rpm, the INLETpressure at the cooler will be about 28 psi. Thispressure is created by resistance to oil flow inthe lines, in the cooler and in the tubing whichfeeds the bearings and clutch discs.

OUTLET pressure from the cooler normally willbe about 5 to 15 psi.

Press A 76'5-79

DIDACTOR

Oil flows from the cooler to the lobe manifold.There it enters tubing inside the transmissioncase. Oil flow in the tubing creates Pressureof approximately 5 to 15 psi, which can be readat location "F", (Plate

Press A p,&

5-79.1 -

SP/

You have the correct answers reversed. (See Plate I).

With oil at normal operating temperature and enginespeed 2000 rpm:

Pressure taken at location "E" will be approximately28 psi. Pressure taken at location "F" will be about5 to 15_psi._

Press A f..3

5,81

OK.

Cooler inlet pressure normally is about 28 psi.Pressure on the outlet side usually is 5 to 15 psi.

The difference in pressure between the inlet sideand the outlet side (the pressure drop across thecooler) is normally about 10 psi. The maximumallowable pressure drop is 30 psi, according tomanufacturer's specifications.

Press A gel

1

AM 2-22D10/26/67

See PlateIL

At 2000 rpm, with the oil at normal operating tem-perature, pressure at location "E" will be approxi-mately (1) psi. Pressure in the line leadingto location "F" will be approximately (2) psi.

A. (1) 28 (2) 5 to 15 %,"

B. (1) 5 to 15 (2) 28

C. (1) 28 (2) 10 to 30 04Z--

5-80

Only part of your answer is correct. (See Plate IL )

Pressure taken at location "E" will be approximately28 psi, as you said.

But OUTLET pressure (taken at location "F") nor-mally will be about 5 to 15 psi. You may have beenthinking of the pressure drop variation limits, whichwe'll talk about next.

Press A g 3

5-82

Specifications for pressure drop across the cooleron systems using a 31 gallon pump are

A. 5 psi normal: 15 psi maximum

B. 10 psi normal: 30 psi maximum

C. 15 psi normal: 30 psi maximum

(Only the correct answer will move the film. )

OK.

Pressure drop across the cooler (at 2000 rpm)is 10 psi normal and 30 psi maximum.

If you would like a brief review of the oil cooler,press A.

Otherwise, press B.)

5-85

OK.

5-84

Pressure Prop across the cooler is 10 psinormal and 30 psi maximum at 2000 rpm.

You have had a little trouble with the questionsin this section, so let's have a quick review ofthe oil cooler.

Press A 74

, -

1-86

DIDACTOR

Ale

Congratulations!

You have successfully completed this film on the"Michigan /Clark Transmission -- Transmissionand Converter Function. "

In the next film we will discuss mechanical andhydraulic shifting, and oil flow through the valvesand control cover assembly.

Press REWIND.

87 1

5-87

AM 2-22D10/26/67

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INSTRUCTOR'S GUIDE

Title of Unit: MICHIGAN/CLARK TRANSMISSIONCONVERTER/TRANSMISSION

OBJECTIVES:1. To present a more detailed description of the working

parts of the transmission and converter.

2. To show the student what happens within the trans-mission when shift changes are made.

AM 2-229/22/67

LEARNING AIDS (suggested) /

Vu Cells:AM 2-22 (1) Converter Power FlowAM 2-22 (2) Transmission Control Internal Oil FlowAM 2-22 (3) Transmission CutawayAM 2-22 (4) Internal Tubing DiagramAM 2-22 (5 Manual Shift Spools and Oil FlowAM 2-22 (6 Clutch Oil PortsAM 2-22 (7 Neutral PositionAM 2-22 (8) 1st and Lo Forward PositionAM 2-22 (9) 2nd and Lo Forward PositionAM 2-22 (10 3rd and Lo Forward PositionAM 2-22 (11 4th and Lo Forward PositionAM 2-22 (12 4th and Reverse Position

Models:Arrangements can be made to have a working model of aMichigan/Clark transmission at your center. Teardown andAssembly on a class participation basis would be excellentfor teaching purposes during these discussions.

QUESTIONS DESIGNED FOR CLASS PARTICIPATION:

1. What are the four parts of the torque converter?2. What purpose does the drive disc serve,to the converter?

3. What two members of the converter form the outer shell?

4. What two items create pressure in the system?Where are they located?

5. How much pressure is maintained on the clutches?What component causes this pressure? Where canthis pressure be checked?

I

c

Instructor's Guide for AM 2-22Page Two 9/22/67

6. How much pressure is maintained in the converter?

7. Is the length of time critical in relation to maintaining

converter stall? What can happen if this condition

is prolonged?8. Why is it important to mount the converter by hand

instead of drawing it down with bolts?

9. How is the transmission theoretically divided into

two parts or sections?

10. What two adjustments need to be madewhen the transmission is being reassembled?

11. What two purposes does the internal tubing serveinside the transmission?