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Transmission Pressure Control Valve

Trannny CV

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63 views

Transmission Pressure Control Valve

Trannny CV

Uploaded by

Aples
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd
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2001/05/09 Pressure Control Valve (Transmission) (RENR5134)

SMCS - 3074 i01540730

Transmission Pressure Control Valve

Illustration 1 g00797930
Pressure control valve (1) has seven modulation reduction valves (2) for the transmission planetary and one modulation reduction valve (3) for the
torque converter lockup clutch. There is one modulation reduction valve for each clutch in the transmission planetary. Each modulation reduction
valve acts separately. This is known as Individual Clutch Modulation (ICM). The modulation reduction valves control the amount of pressure that
will be used for clutch engagement and for the release of the clutch. The modulation reduction valves also determine the duration of clutch
engagement.

Each load piston body (4) has an identification letter for the purposes of disassembly and assembly. Pilot passages (5) are connected to passages
from the rotary selector spool of the selector and pressure control valve. Pump oil from the selector and pressure control valve is in passage (6).
Drain passages (7) are connected to the transmission case reservoir.

All of the modulation reduction valves operate in a similar way, so only the basic operation is provided.

The Beginning of a Shift and the Clutch is Filling


Illustration 2 g00799039
When a shift is started, pilot passage (5) receives pilot oil at the correct sequence from the rotary selector spool. Selector piston (8) and load piston
(9) move against the force of springs (10). Modulation reduction valve (11) moves against the force of spring (12). Passage (13) is blocked to drain
passage (14). Passage (13) is open to passage (6). The pump oil now begins to fill the clutch. The pressure of the oil that is filling the clutch is
balanced against the force of springs (10) as the springs are compressed by the selector piston. This is the primary pressure for the clutch. The
primary pressure helps to fill the clutch smoothly in order to avoid harsh transmission shifts.

As the oil flows to passage (13), oil is able to flow through load piston orifice (15) and passage (16).

Completed Shift with an Engaged Clutch


Illustration 3 g00799037
After the clutch is full of oil, the pressure of the pump oil in the selected clutch increases. The pressure of the oil that is flowing through the load
piston orifice increases. This oil goes between selector piston (8) and load piston (9). The oil moves the load piston against springs (10). This
further increases the compression of the springs. As the springs are compressed, the force of the springs is increased. The pressure of the oil in
the clutch is balanced against the force of springs (10). This allows an increase in the oil pressure in the clutch. Clutch oil flows through an orifice in
the modulation reduction valve (11). Ball check valve (17) opens and oil flows into the slug chamber at the left end of the modulation reduction
valve.

The pressure in the clutch is now at the maximum. Modulation reduction valve (11) moves to the right and to the left in order to maintain a constant
pressure in passage (13) .

The amount of time that is necessary for the maximum pressure in the clutch to be reached is dependent on the size of load piston orifice (15) and
the force of springs (10). The force of springs (10) can be adjusted by using shims in load piston (9) .

Shift with a Released Clutch


Illustration 4 g00799065
When a clutch is disengaged, pilot passage (5) is open in order to drain through the rotary selector spool. The force of springs (10) moves selector
piston (8) fully to the right against load piston body (18). Passage (16) is now aligned with drain passage (19). The force of springs (10) moves load
piston (9) fully to the right against selector piston (8) .

Modulation reduction valve (11) is moved fully to the right by the force of spring (12). In this position, pump oil in passage (6) cannot flow into
passage (13). Passage (6) is open to drain passage (14) and the pressure in the clutch is released. Decay orifice (20) in drain passage (19)
controls the amount of time that is necessary for the clutch pressure to release.

Torque Converter Lockup Clutch


Illustration 5 g00799196
The operation of the modulating valve for the torque converter lockup clutch is identical to the operation of the modulating valves for the clutches in
the transmission planetary. Pilot oil is supplied by the transmission oil pump. The pilot oil is controlled by the torque converter lockup solenoid.

The torque converter lockup solenoid is located alongside the downshift solenoid and the upshift solenoid.

The modulating valve for the torque converter lockup clutch is mounted on the transmission pressure control valve.

The Power Train Electronic Control Module (Power Train ECM) will energize the torque converter lockup clutch solenoid when direct drive is
necessary. During direct drive, the engine is mechanically connected to the transmission by the activation of the lockup clutch.

When direct drive is not necessary, the torque converter lockup clutch solenoid is deactivated. The pilot oil supply to the modulating valve for the
torque converter lockup clutch is cut off. The machine will then be in torque converter drive. The engine will be hydraulically connected to the
transmission.

Engaging the Lockup Clutch

When the Power Train ECM activates the lockup clutch solenoid, pilot oil from the transmission pump is allowed to flow into pilot oil passage (21).

As pilot oil flows into the pilot oil passage, selector piston (22) and load piston (23) are moved to the right against the force of spring (24). Drain
passage (25) is blocked. Spring (24) pushes modulation reduction valve (26) against the force of spring (27). As modulation reduction valve (26)
moves to the right, drain passage (28) is blocked, and pressurized oil is allowed to flow from passage (6) to passage (29) to the torque converter
lockup clutch.

Oil in passage (29) also flows through load piston orifice (30). This oil goes between selector piston (22) and load piston (23). This moves load
piston (23) further to the right.

The pressure of the clutch oil in passage (29) increases after the clutch is full of oil. Some of the oil from passage (29) goes through orifice (31) in
modulation reduction valve (26). This oil opens ball check valve (32). The oil then goes into slug chamber (33). This pressure helps the springs
push both modulation reduction valve (26) and load piston (23) back to the left. The oil that is flowing through load piston orifice (30) is delivered at
a fixed rate. While load piston (3) is controlled by the oil from load piston orifice (30), modulation reduction valve (26) moves up and down. This
causes the pressure in the lockup clutch to increase gradually. This gradual increase due to the movement of the spool is called modulation. The
modulation of modulation reduction valve (26) maintains a constant pressure in passage (29). When load piston (23) goes fully against the stop,
modulation stops. The pressure in the lockup clutch is now at the maximum. The lockup clutch is fully engaged.

The amount of time that is necessary for the maximum pressure in the lockup clutch to be reached is dependent on the size of load piston orifice
(30) and the force of spring (24). The force of spring (24) can be adjusted by using shims in load piston (23) .

Releasing the Lockup Clutch


When pilot oil passage (21) does not receive pilot oil, the force of spring (24) moves selector piston (22) to the left against load piston body (34).
This uncovers drain passage (25). Oil between selector piston (22) and load piston (23) drains through drain passage (25).

Passage (35) is now aligned with drain passage (25). The force of spring (24) moves load piston (23) fully against selector piston (22). Modulation
reduction valve (26) moves up to the fullest extent as a result of the force of spring (24). In this position, pump oil in passage (6) cannot go into
passage (29). Passage (29) is now open to drain passage (28). The pressure in the lockup clutch is released.

Note: Drain passages (25), (28), (19), (14), and (27) are connected. The return oil goes into the torque converter sump.

PSP-00030640
2021/07/09
21:40:22+07:00
i01540730
© 2021 Caterpillar Inc.
Caterpillar:
Confidential Green

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