Power Flow

1ST GEAR IN "D" OR "2" RANGE








As oil pressure is applied to the forward clutch, the input shaft and the front planetary ring gear are engaged. This allows the clockwise revolution of the input shaft to be transmitted directly to the ring gear and then through from the planetary carrier to the output shaft.
On the other hand, the sun gear which is engaged with the pinion gears of the front planetary gear turns counterclockwise. As this revolution is transmitted to the pinions of the rear planetary gear, the rear planetary carrier would also turn counterclockwise. However, being held by the one-way clutch, it cannot turn. Consequently, the pinions turn clockwise on their axes and this causes the ring gear of the rear planetary gear and output shaft to turn clockwise.

2ND GEAR IN "D", "2" OR "L" RANGE








As oil pressure is applied to the forward clutch, the input shaft and the ring gear of the front planetary gear are engaged. This allows the revolution of the input shaft to be transmitted directly to the ring gear, causing the front planetary carrier to turn clockwise. In this state, the sun gear, being engaged with the pinions of the front planetary gear, would turn counterclockwise. However, the second brake is in operation and prevents it from turning. As a result, the pinions of the front planetary gear turn around the sun gear. Therefore, the front planetary ring gear and then the output shaft turn clockwise. The 2nd gear in "L" is operated only when the selector lever is shifted to "L" at a higher than 53 km/h (33 mile/h) speed.

3RD GEAR IN "D" RANGE








As oil pressure is applied to the forward clutch and the direct clutch, the input shaft is engaged with the ring gear and the sun gear of the front planetary gear. In other words, the input shaft is directly connected to the planetary gear unit itself. As a result, the pinions of the planetary gear are locked and thus the input shaft revolution is transmitted directly to the output shaft.

"L" RANGE








The torque flow from the engine is the same as at the 1st gear in "D" or "2" range, but in this range, the 1st-reverse brake is put into operation to prevent the rear planetary carrier from clockwise revolution which occurs when engine brake is applied. In other words, when driving in "D" or "2" range, the counterclockwise revolution of the rear planetary carrier is stopped by means of the one-way clutch, but when the engine brake is applied, the torque (clockwise) from the output shaft acts to prevent the one-way clutch from operating and the rear planetary carrier idles. This puts the 1st-reverse brake into operation so as to hold the rear planetary carrier stationary. Thus engine braking force is provided.

"R" RANGE








As oil pressure is applied to the direct clutch, the input shaft is engaged with the sun gear of the planetary gear. This allows the torque to be transmitted directly from the input shaft to the sun gear. On the other hand, the 1st-reverse brake is also at work and therefore the rear planetary carrier is held stationary. In this state, the pinions do not turn around the sun gear but turn around counterclockwise on their axes and cause the ring gear to turn counterclockwise. As the output shaft is spline fitted to the rear planetary ring gear, it also turns counterclockwise, thereby the vehicle moves rearward.

"N" OR "P" RANGE





As the forward clutch and direct clutch are released, the engine torque is not transmitted from the input shaft to the output shaft. In "P" range, the parking lock pawl is engaged with the parking lock gear which is incorporated with the drive gear of the output shaft and thus the front wheels are mechanically locked.





COMPONENTS OPERATION CHART