4l30e-r manual repraciion

8/9/2019 4L30E-r manual repraciion

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4L30-E

H Y

D R A

- M A

T I C CONTENTSINTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

HOW TO USE THIS BOOK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

UNDERSTANDING THE GRAPHICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

TRANSMISSION CUTAWAY VIEW (FOLDOUT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

PRINCIPLES OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9A

MAJ OR MECHANICAL COMPONENTS (FOLDOUT) . . . . . . . . . . . . . . . . . . . 10

RANGE REFERENCE CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

TORQUE CONVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

APPLY COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

PLANETARY GEAR SETS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

HYDRAULIC CONTROL COMPONENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

ELECTRONIC CONTROL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

POWER FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

COMPLETE HYDRAULIC CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67

LUBRICATION POINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90

BUSHING, BEARING & WASHER LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . 91

SEAL LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92

ILLUSTRATED PARTS LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93

BASIC SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100

PRODUCT DESIGNATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101

2


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PREFACE

All information contained in this book is based on the latest data availableat the time of publication approval. The right is reserved to make product orpublication changes, at any time, without notice.

No part of any Powertrain publication may be reproduced, stored inany retrieval system or transmitted in any form or by any means,

including but not limited to electronic, mechanical, photocopying, re-cording or otherwise, without the prior written permission of PowertrainDivision of General Motors Corp. This includes all text, illustrations,tables and charts.

©COPYRIGHT 1992 POWERTRAIN DIVISION

General Motors Corporation

ALL RIGHTS RESERVED

The Hydra-matic 4L30-E Technician’s Guide is primarily intended forautomotive technicians that have some familiarization with an automatictransaxle or transmission. Other persons using this book may find thispublication somewhat technically complex if additional instruction is notprovided. Since the intent of this book is to explain the fundamental me-chanical, hydraulic and electrical operating principles, some of the termi-nology used is specific to the transmission industry. Therefore, wordscommonly associated with a specific transaxle or transmission functionhave been defined as needed throughout this publication.

The Hydra-matic 4L30-E Technician’s Guide is intended to assist techni-cians during the service, diagnosis and repair of this transmission. How-

ever, this book is not intended to be a substitute for other service publicationsthat are normally used on the job. Since there is a wide range of repairprocedures and technical specifications specific to certain vehicles andtransmission models, the proper service publication must be referred towhen servicing the Hydra-matic 4L30-E transmission.


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The Hydra-matic 4L30-E Technician’s Guide is an-other Hydra-matic publication from the Technician’sGuide series. These publications provide in-depthtechnical information that is useful when learning orteaching the fundamental operations of a transaxle ortransmission. This book is designed to graphicallyillustrate and explain the function of the mechanical,hydraulic, and electrical systems that make up theHydra-matic 4L30-E transmission. The information

contained in this book was developed to be useful forboth the inexperienced and experienced technician.The inexperienced technician will find the explana-tions of the basic operating characteristics of thistransmission as valuable when learning the functionof each component used in this transmission. Theexperienced technician will find that this book is avaluable reference source when diagnosing a prob-lem with the vehicle.

In the first section of this book entitled “Principles of Operation”, exacting explanations of the major com-ponents and their functions are presented. In everysituation possible, text describes component opera-tion during the apply and release cycle as well assituations where it has no effect at all. The descrip-tive text is then supported by numerous graphic illus-trations which further emphasize the operational theo-ries presented.

The second major section entitled “Power Flow”,blends the information presented in the “Principlesof Operation” section into the complete transmissionassembly. The transfer of torque from the engine

through the transmission is graphically displayed ona full page while a narrative description is providedon a facing half page. The opposite side of the half page contains the narrative description of the hydrau-lic fluid as it applies components or shifts valves inthe system. Facing this partial page is a hydraulicschematic that shows the position of valves,checkballs, etc., as they function in a specific gearrange.

The third major section of this book displays the“Complete Hydraulic Circuit” for specific gear ranges.Foldout pages containing fluid flow schematics andtwo dimensional illustrations of major componentsgraphically display hydraulic circuits. This informa-tion is extremely useful when tracing fluid circuitsfor learning or diagnosis purposes.

The “Appendix” section of this book provides addi-tional transmission information regarding lubricationcircuits, seal locations, illustrated parts lists and more.Although this information is available in currentmodel year Service Manuals, its inclusion providesfor a quick reference guide that is useful to the tech-nician.

Production of the Hydra-matic 4L30-E Technician’sGuide was made possible through the combined ef-forts of many staff areas within the General MotorsPowertrain Division. As a result, the Hydra-matic4L30-E Technician’s Guide was written to providethe user with the most current, concise and usableinformation available with regards to this product.

INTRODUCTION

3


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HOW TO USE THIS BOOK

Principles of Operation section by showingspecific fluid circuits that enable the mechanicalcomponents to operate. The mechanical powerflow is graphically displayed on a full size pageand followed by a half page of descriptive textThe opposite side of the half page contains thenarrative description of the hydraulic fluid as itapplies components or moves valves in the systemFacing this partial page is a hydraulic schematic

which shows the position of valves, checkballsetc., as they function in a specific gear rangeAlso, located at the bottom of each half page is areference to the Complete Hydraulic Circuitsection that follows.

• The Complete Hydraulic Circuits section(beginning on page 67) details the entire hydraulicsystem. This is accomplished by using a foldoutcircuit schematic with a facing page twodimensional foldout drawing of each componentThe circuit schematics and component drawingsdisplay only the fluid passages for that specificoperating range.

• Finally, the Appendix section contains a schematicof the lubrication flow through the transmissiondisassembled view parts lists and transmissionspecifications. This information has been includedto provide the user with convenient referenceinformation published in the appropriate vehicleService Manuals. Since component parts lists andspecifications may change over time, thisinformation should be verified with ServiceManual information.

First time users of this book may find the page layouta little unusual or perhaps confusing. However, witha minimal amount of exposure to this format itsusefulness becomes more obvious. If you areunfamiliar with this publication, the followingguidelines are helpful in understanding the functionalintent for the various page layouts:

• Read the following section, “Understanding the

Graphics” to know how the graphic illustrationsare used, particularly as they relate to themechanical power flow and hydraulic controls(see Understanding the Graphics page 6).

• Unfold the cutaway illustration of the Hydra-matic4L30-E (page 8) and refer to it as you progressthrough each major section. This cutaway providesa quick reference of component location insidethe transmission assembly and their relationshipto other components.

• The Principles of Operation section (beginning onpage 9A) presents information regarding the majorapply components and hydraulic controlcomponents used in this transmission. This sectiondescribes “how” specific components work andinterfaces with the sections that follow.

• The Power Flow section (beginning on page 41)presents the mechanical and hydraulic functionscorresponding to specific gear ranges. This sectionbuilds on the information presented in the

4


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5Figure 1


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UNDERSTANDING THE GRAPHICS

6

Figure 2

The flow of transmission fluid starts in the bottom

pan and is drawn through the filter, main case valvebody, main case, adapter case and into oil pumpassembly. This is a general route for fluid to flowthat is more easily understood by reviewing the il-lustrations provided in Figure 2. However, fluid maypass between these and other components many timesbefore reaching a valve or applying a clutch. For thisreason, the graphics are designed to show the exactlocation where fluid passes through a componentand into other passages for specific gear range op-eration.

To provide a better understanding of fluid flow in theHydra-matic 4L30-E transmission, the componentsinvolved with hydraulic control and fluid flow areillustrated in three major formats. Figure 3 providesan example of these formats which are:

• A three dimensional line drawing of thecomponent for easier part identification.

• A two dimensional line drawing of the componentto indicate fluid passages and orifices.

• A graphic schematic representation that displays

valves, checkballs, orifices and so forth, requiredfor the proper function of transmission in a specificgear range. In the schematic drawings, fluidcircuits are represented by straight lines andorifices are represented by indentations in a circuitAll circuits are labeled and color coded to providereference points between the schematic drawingand the two dimensional line drawing of thecomponents.

• Figure 4 (page 7A) provides an illustration of atypical valve, bushing and valve train componentsA brief description of valve operation is alsoprovided to support the illustration.

• Figure 5 (page 7A) provides a color coded charthat references different fluid pressures used tooperate the hydraulic control systems. A briefdescription of how fluid pressures affect valveoperation is also provided.


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GASKETGASKET

SPACER PLATE

UNRESTRICTEDPASSAGE

ORIFICE IN TRANSFER

PLATE

TWO DIMENSIONAL

CAPILLARYRESTRICTION

THROTTLE SIGNALACCUMULATOR

ASSEMBLY(214-217)

EX

T H R O T T

L E S I G N A L

BOOST PRESSURE REGULATOR

EX L I N E

L I N E

S U C T I O N

C O N V E R T E R I N

R E V E R S E

THROTTLE SIGNAL

C O N V C L C O N T R O L

C O N V I N

R E L E A S E

E X

T O C O

O L E R

A P P L Y

L I N E

E XSOLENOID SIGNAL

PUMPASSEMBLY

(10)

LINE

SUCTION

LINE

S U C T I O N

2-3 SHIFT

E X

E X

E X

4 T H C L F D 1

S E R V O R E L

D 3 2/1-2

D 3 2

EX

SOLENOID(307)

N.O.

EXSOLENOID(303)

N.C.

D 3 2/1-2

1-2 & 3-4 SHIFT

E X

E X

SERVOREL

4TH CL FEED 1

4TH CL FEED 2

1 - 2 R E G

3 R D C L F D

2 N D C L U T C H

D 3 2 / 1 - 2

MANUAL VALVE EX

EX

D 3 2

D 3 2

1 - 2

1 - 2

R 3 2 1

L I N E

R E V E R S E

R 3 2 1 R

E V

P R N 3 2 1D

LOW PRESSURE

E X

E X

1 - 2

1-2 REG

1-2 REG

D 3 2/1-2

PWM SOLENOIDSCREEN (324)

CONTROL 1-2 ACCUM

T H R O T T L E S I G

N A L

1 - 2 A C C

D 3 2/1-2

E X

E X

1-2 ACCUM

E X

D 3 2/1-2

SERVO APPLY

BANDCONTROLSOLENOID

PWM(323)EX

EX

1-2

D 3 2 D 3 2

SERVOREL

FEED LIMIT

EX

EX E X

L I N E

FEED LIMIT

FEED LIMIT

3-4 ACCUM CONTROL

E X

E X

3 - 4 A C C U M

3 - 4 A C C U M

LINE

T H R O T T L E S I G N A L

EX

S O L E N O I D F E E D

S O L E N O I D S I G N A L

CONVERTERCLUTCH

SOLENOID(416)

LINE

FORCE MOTORSCREEN (415)

FORCEMOTOR

SOLENOID(404)

FDLIMIT



E X

2ND CL

REV

OIL PUMP ASSEMBLY (10)

ADAPTER CASE VALVE BODY ASSEMBLY (71)

MAIN CASE VALVE BODY ASSEMBLY (84)

GASKET

(88)

GASKET

(86)

TRANSFER

PLATE

(87)

CONVERTER HOUSING SIDE ADAPTER CASE SIDE

THREE DIMENSIONAL GRAPHIC SCHEMATIC REPRESENTATION

TWO DIMENSIONAL THREE DIMENSIONAL GRAPHIC SCHEMATIC REPRESENTATION



ADAPTER CASE SIDE

MAIN CASE SIDE

MAIN CASE VALVE BODY SIDE

UNDERSTANDING THE GRAPHICS


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FLUID PRESSURES

SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR FEED LIMIT THROTTLE SIGNAL

EXHAUST DIRECTION OF FLOW

A B

A B

WITH EQUAL SURFACE AREASON EACH END OF THE VALVE,BUT FLUID PRESSURE "A"BEING GREATER THAN FLUIDPRESSURE "B", THE VALVEWILL MOVE TO THE RIGHT.

WITH THE SAME FLUID PRESSUREACTING ON BOTH SURFACE "A"AND SURFACE "B" THE VALVEWILL MOVE TO THE LEFT. THISIS DUE TO THE LARGER SURFACEAREA OF "A" THAN "B".

UNDERSTANDING THE GRAPHICSTYPICAL BUSHING & VALVE

Figure 4

Figure 5 FOLDOUT 7A

SPRING

RETAINING

PIN

BOREPLUG

VALVE

BUSHING

EXHAUST FROM THE

APPLY COMPONENTUNSEATS THE CHECKBALL, THEREFORE CREATINGA QUICK RELEASE.

TO APPLY

COMPONENT APPLY FLUID SEATS THECHECKBALL FORCING FLUID THROUGH AN ORIFICE IN THE SPACER PLATE, WHICHCREATES A SLOWER APPLY.

WITH SIGNAL FLUID PRESSUREGREATER THAN SPRING ANDSPRING ASSIST FLUID PRESSURE THE VALVE MOVES OVER.

WITH SIGNAL FLUID PRESSUREEQUAL TO OR LESS THANSPRING AND SPRING ASSISTFLUID PRESSURE THE VALVEREMAINS IN CLOSED POSITION.

BUSHING

VALVEBODY

SPACERPLATE

RESTRICTINGORIFICE

CHECKBALL

RETAININGPIN

BOREPLUG

SPRING

VALVE

BUSHING

VALVEBODY

SPACERPLATE

SIGNALFLUID

APPLYFLUID

SPRINGASSISTFLUID

EX

SPACERPLATE

SIGNALFLUID

APPLYFLUID

SPRINGASSISTFLUID

EX


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HYDRA-MATIC 4L30-E

Figure 6

CONVERTERHOUSING

(6)

CONVERTERCLUTCH ASSEMBLY

(1)

TURBINESHAFT(506) OIL PUMP

ASSEMBLY(10)

ADAPTERCASE(20)

OVERDRIVE CLUTCHROLLER ASSEMBLY

(516)

OVERRUNCLUTCH PLATE

ASSEMBLY(520-523)

OVERDRIVE COMPLETECARRIER ASSEMBLY

(525)

REVERSE CLUTCH

PLATE ASSEMBLY(614-616)

2ND CLUTCHPLATE ASSEMBLY

(625-627)

MAINCASE(36)

3RD CLUTCHPLATE ASSEMB

(641-643)

PRINCSPRAGASSEM

(65

CENTERSUPPORT

(30)

MAIN CASEVALVE BODYASSEMBLY

(84)

4TH CLUTCHPLATE ASSEMBLY

(502 & 503)

ADAPTER CASEVALVE BODYASSEMBLY

(71)

SOLENOIDASSEMBLY

(416)

CONVERTERPUMP

ASSEMBLY

STATOR

TURBINEASSEMBLY

PRESSUREPLATE


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HYDRA-MATIC 4L30-ECROSS SECTIONAL DRAWING

This illustration is a typical engineering cross sec-tional drawing of the HYDRA-MATIC 4L30-E trans-mission that has been used sparingly in this publica-tion. Unless an individual is familiar with this typeof drawing, it may be difficult to use when locatingor identifying a component in the transmission. Forthis reason, the three dimensional graphic illustra-

tion on page 8 has been the primary drawing usedthroughout this publication. It also may be used toassist in the interpretation of the engineering draw-ing when locating a component in the transmission.

These illustrations, and others used throughout thebook, use a consistent coloring of the components inorder to provide an easy reference to a specific com-ponent. Colors then remain the same from section tosection, thereby supporting the information containedin this book.

8A

Figure 7


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The Hydra-matic 4L30-E is a fully automatic, fourspeed, front wheel drive transmission. It consists pri-marily of a four-element torque converter, two planetarygear sets, various clutches, an oil pump, and a controlvalve body.

The four-element torque converter contains a pump, aturbine, a pressure plate splined to the turbine, and astator assembly. The torque converter acts as a fluidcoupling to smoothly transmit power from the engineto the transmission. It also hydraulically provides addi-tional torque multiplication when required. The pressureplate, when applied, provides a mechanical “directdrive” coupling of the engine to the transmission.

The two planetary gear sets provide the four forwardgear ratios and reverse. Changing of the gear ratios isfully automatic and is accomplished through the use of various electronic powertrain sensors that provide in-

put signals to the Transmission Control Module (TCM).The TCM interprets these signals to send current to thevarious solenoids inside the transmission.

By using electronics, the TCM controls shift poinshift feel and torque converter clutch apply and lease, to provide proper gear ranges for maximum feconomy and vehicle performance.

Five multiple-disc clutches, one roller clutch, a sp

clutch, and a brake band provide the friction elemerequired to obtaain the various ratios with planetgear sets.

A hydraulic system (the control valve body), pressized by a gear type pump provides the working pressneeded to operate the friction elements and automacontrols.

Several electronic solenoids and sensors in the powtrain work in conjunction with the vehiclTransmission Control Module (TCM), to control vaous shift points, shift feel and converter clutch appand release.

accomplished by depressing the accelerator or by manally selecting a lower gear with the shift selector.

It is not recommended that the transmission be opated in Drive range when pulling heavy loads or dring on extremely hilly terrain. Typically these conditio

put an extra load on the engine, therefore the transmsion should be driven in a lower manual gear selectfor maximum efficiency.

3– Manual Third should be used when driving contions dictate that it is desirable to use only three gratios. These conditions include towing a trailer or dring on hilly terrain as described above. Automatic shing is the same as in Drive range for first, second athird gears except the transmission will not shift iFourth gear.

2– Manual Second adds more performance for c

gested traffic or hilly terrain. It has the same startratio (first gear) as Manual Third but the transmissis prevented from shifting above second gear. ManSecond can be selected at any vehicle speed therefoit is commonly used for acceleration or engine brakas required.

1– Manual First can also be selected at any vehispeed, however if the transmission is in third or fougear it will immediately shift into second gear. Whthe vehicle speed slows to below approximately km/h (37 mph) the transmission will then shift ifirst gear. This is particularly beneficial for mainta

ing maximum engine braking when descending stegrades.

Figure 8

GENERAL DESCRIPTION

EXPLANATION OF GEAR RANGES

P R

N D 3 2 1

The transmission can be operated in any one of theseven different positions shown on the shift quadrant(Figure 8).

P– Park position enables the engine to be started whilepreventing the vehicle from rolling either forward orbackward. For safety reasons, the vehicle’s parkingbrake should be used in addition to the transmission“Park” position. Since the output shaft is mechanically

locked to the case through the parking pawl and park-ing lock wheel, Park position should not be selecteduntil the vehicle has come to a complete stop.

R– Reverse enables the vehicle to be operated in arearward direction.

N – Neutral position enables the engine to start andoperate without driving the vehicle. If necessary, thisposition should be selected to restart the engine whilethe vehicle is moving.

D – Drive range should be used for all normal drivingconditions for maximum efficiency and fuel economy.

Drive range allows the transmission to operate in eachof the four forward gear ratios. When operating in theDrive range, shifting to a lower or higher gear ratio is


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PRINCIPLES OF OPERATION

An automatic transmission is the mechanicalcomponent of a vehicle that transfers power(torque) from the engine to the wheels. Itaccomplishes this task by providing a numberof forward gear ratios that automatically

change as the speed of the vehicle increases.The reason for changing forward gear ratiosis to provide the performance and economyexpected from vehicles manufactured today.On the performance end, a gear ratio thatdevelops a lot of torque (through torquemultiplication) is required in order to initiallystart a vehicle moving. Once the vehicle is inmotion, less torque is required in order tomaintain the vehicle at a certain speed. When

the vehicle has reached a desired speed,economy becomes the important factor andthe transmission will shift into overdrive. Atthis point output speed is greater than inputspeed, and, input torque is greater than outputtorque.

Another important function of the automatictransmission is to allow the engine to be

started and run without transferring torque tothe wheels. This situation occurs wheneverPark (P) or Neutral (N) ranges have beenselected. Also, operating the vehicle in arearward direction is possible whenever

Reverse (R) gear range has been selected(accomplished by the gear sets).

The variety of gear ranges in an automatictransmission are made possible through theinteraction of numerous mechanically,hydraulically and electronically controlledcomponents inside the transmission. At theappropriate time and sequence, thesecomponents are either applied or released andoperate the gear sets at a gear ratio consistentwith the driver’s needs. The following pagesdescribe the theoretical operation of themechanical, hydraulic and electricalcomponents found in the Hydra-matic 4L30-E transmission. When an understanding of these operating principles has been attained,understanding and diagnosis of the entiresystem is easier.


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OVERDRIVESUN GEAR

(519)

OVERDRIVEINTERNAL

GEAR

(528)OVERDRIVE

CARRIERASSEMBLY

(525)

MAJ OR MECHANICAL COMPONENTS

Figure 910

TURBINESHAFT(506)

RAVIGNEAUXPLANETARY

CARRIERASSEMBLY

(653)

BRAKE BANDASSEMBLY

(664)

REACTIONSUN GEAR

(658)

SPLINED TOGETHER

SPLINED TOGETHER

SPLINED TOPARKING

LOCKWHEEL(668)

SPLINED TOSPEEDOWHEEL(672)

OVERRUNCLUTCH

ASSEMBLY (510-524)

ADAPTERCASE(20)

4TH CLUTCH

ASSEMBLY (501-503,530-534)

2ND CLUTCHASSEMBLY (618-629)

MAINCASE(36)

REVERSECLUTCH

ASSEMBLY (608-617)


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TORQUE CONVERTER

Figure 1112

CONVERTER HOUSINGCOVER ASSEMBLY

(A)

PRESSURE PLATEASSEMBLY

(C)

DAMPERASSEMBLY

(D)

TURBINE THRUSTSPACER

(B)

PRESSUREPLATE

SPRING(E)

TURBINEASSEMBLY

(F)

STATORASSEMBLY

(H)

CONVERTER PUMPASSEMBLY

(I)

THRUSTBEARING

ASSEMBLY(G)

THRUSTBEARING

ASSEMBLY(G)

RELEASEFLUID

A

B

C

D

E

F

G

H

I

RELEASEFLUID

APPLYFLUID

APPLYFLUID

TORQUECONVERTERASSEMBLY

(1)

TURBINESHAFT(506)

STATORSHAFT(209)

TCCRELEASED

TCCAPPLIED

TORQUE CONVERTER:The torque converter (1) is the primary component for

transmittal of power between the engine and the trans-

mission. It is bolted to the engine flywheel (also known

as the flexplate) so that it will rotate at engine speed.

The major functions of the torque converter are:• to provide a fluid coupling for a smooth

conversion of torque from the engine to the me-

chanical components of the transmission.

• to multiply torque from the engine which

enables the vehicle to achieve additional

performance when required.

• to mechanically operate the transmission oil

pump (4) through the converter hub.

• to provide a mechanical link, or direct drive, from

the engine to the transmission through the use of

the torque converter clutch (TCC), or pressure

plate (C).

The torque converter assembly consists of

the following five main sub-assemblies:• a converter housing cover assembly

(A) which is bolted to the engine

flywheel and is welded to the

converter pump assembly (I).

• a converter pump assembly (I)

which is the driving member.

• a turbine assembly (F) which is

the driven or output member.

• a stator assembly (H) which is the

reaction member located between the

converter pump and turbine assemblies.

• a pressure plate assembly (C) splined

to the turbine assembly to provide a

mechanical direct drive when appropriate.

CONVERTER PUMP ASSEMBLY ANDTURBINE ASSEMBLY When the engine is running the converter pump as-

sembly acts as a centrifugal pump by picking up fluid

at its center and discharging it at its rim between the

blades (see Figure 12). The force of this fluid then hits

the turbine blades and causes the turbine to rotate. The

turbine shaft (506) is splined to the converter turbine

to provide the input to the transmission. As the engine

and converter pump increase in RPM, so does the

turbine assembly and turbine shaft. However, with the

pressure plate released, turbine speed does not equal

engine speed due to the small amount of slip that

occurs in a fluid coupling.


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Figure 12

Figure 13

TORQUE CONVERTER

STATOR

STATOR ROTATESFREELY

STATOR HELDFLUID FLOW REDIRECTED

CONVERTER ATCOUPLING SPEED

FLUID FLOWFROM TURBINE

CONVERTERMULTIPLYING

FLUID FLOW

TURBINEASSEMBLY

(F)

CONVERTER PUMPASSEMBLY

(I)

STATORASSEMBLY

(H)

To reduce torsional shock during the apply of the pressure plate to the con-

verter cover, a spring loaded damper assembly (D) is used. The damper assem

bly is splined to the turbine assembly and the damper’s pivoting mechanism i

attached to the pressure plate assembly. When the pressure plate applies, the

pivoting mechanism allows the pressure plate to rotate independently of the

damper assembly up to approximately 45 degrees. The cushioning effect of the

damper assembly springs aid in reducing converter clutch apply feel and ir

regular torque pulses from the engine or road surface.

PRESSURE PLATE, DAMPER ANDCONVERTER HOUSING ASSEMBLIESThe pressure plate is splined to the turbine hub and applies (engages) with the

converter cover to provide a mechanical coupling of the engine to the transmis-

sion. When the pressure plate assembly is applied, the small amount of slippage

that occurs through a fluid coupling is eliminated, thereby providing a more

efficient transfer of engine torque to the transmission and drive wheels. The

bottom half of the cutaway view of the torque converter in Figure 11 shows the

pressure plate in the apply position while the top half shows the released

position. Refer to Torque Converter Release and Apply on pages 54 and 55 for

an explanation of hydraulic control of the torque converter clutch.

STATOR ASSEMBLY The stator assembly (or assemblies, see page 14) is

located between the pump assembly and turbine

assembly and is mounted on a roller clutch. The

roller clutch is a type of one-way clutch that pre

vents the stator from rotating in a counterclockwisedirection. The function of the stator is to redirec

fluid returning from the turbine which assists the

engine in turning the converter pump assembly

thereby multiplying torque.

At low vehicle speeds, when greater torque is

needed, fluid from the turbine hits the front side o

the stator blades (converter multiplying torque)

The roller clutch prevents the stator from rotating

in the same direction as the fluid flow, therebyredirecting the fluid and increasing the fluid force

on the pump assembly. Fluid from the converter

pump then has more force to turn the turbine as

sembly and multiply engine torque.

As vehicle speed increases, centrifugal force

changes the direction of fluid leaving the turbine

such that it hits the back side of the stator blades

(converter at coupling speed). When this occurs

the stator overruns the roller clutch and rotates

freely. Fluid is no longer redirected and torque is

no longer multiplied.


19/118


20/118

The Apply Components section is designed toexplain the function of the hydraulic andmechanical holding devices used in the Hydra-matic 4L30-E transmission. Some of these applycomponents, such as clutches and a band, arehydraulically “applied” and “released” in order toprovide automatic gear range shifting. Othercomponents, such as a roller clutch or sprag clutch,

often react to a hydraulically “applied” componentby mechanically “holding” or “releasing” anothermember of the transmission. This interactionbetween the hydraulically and mechanicallyapplied components is then explained in detailand supported with a graphic illustration. Inaddition, this section shows the routing of fluidpressure to the individual components and theirinternal functions when it applies or releases.

The sequence in which the components in thissection have been discussed coincides with theirphysical arrangement inside the transmission. Thisorder closely parallels the disassembly sequenceused in the Hydra-matic 4L30-E Unit RepairSection of the appropriate Service Manual. It alsocorrelates with the components shown on theRange Reference Charts that are used throughout

the Power Flow section of this book. Thecorrelation of information between the sections of this book helps the user more clearly understandthe hydraulic and mechanical operating principlesfor this transmission.

APPLY COMPONENTS

Figure 14


21/11816

APPLY COMPONENTS

Figure 15

OVERRUNCLUTCH

HOUSING(510)

513 514 515 517 518 519 521 522 523 524520

SOME MODELS

OVERRUN

CLUTCHHOUSING

(510)

OVERRUNCLUTCHPISTON

(513)

RELEASESPRING

(514)

RETAINER(515)

CAM(517)

SNAPRING(518)

SUNGEAR(519)

OVERRUNCLUTCH

STEEL PLATE(521)

OVERRUNCLUTCH

LINED PLATE(522)

OVERRUNCLUTCH

BACKING PLATE(523)

SNAPRING(524)

OVERRUNCLUTCHAPPLYFLUID

APPLIED

RELEASED

EX

OVERRUN CLUTCH CHECKBALL

OVERRUN CLUTCH:The overrun clutch assembly is located in the overrun clutch housing (510)

inside the adapter case (20). The external teeth on the steel clutch plates

(521) are splined to the overrun clutch housing while the internal teeth on

the fiber clutch plates (522) are splined to the overdrive carrier assembly

(525). The overrun clutch is applied as soon as the engine is started and in

all gear ranges except Drive Range - Fourth Gear.

OVERRUN CLUTCH APPLY:To apply the overrun clutch, overrun clutch fluid is fed through

the oil pump hub, into the turbine shaft (506) and to the inner hub

of the overrun clutch housing. Feed holes in the inner hub allow

fluid to enter the housing behind the overrun clutch piston (513).

Overrun clutch fluid pressure seats the overrun clutch checkball

(located in the housing) and moves the piston to compress the

waved release spring (514) which cushions the clutch apply. As

fluid pressure increases, the piston compresses the steel and fiber

clutch plates together until they are held against the overrun

clutch backing plate (523). The increase in fluid pressure forces

any air in the overrun clutch fluid circuit to exhaust past thecheckball, before it fully seats, to prevent excess cushion during

the clutch apply.

When fully applied, the steel plates (521) and fiber plates (522)

are locked together, thereby holding the overrun clutch housing

and overdrive carrier assembly together. This forces the housing,

overdrive sun gear (519) which is splined to the housing’s inner

hub, and carrier to rotate at the same speed.

OVERRUN CLUTCH RELEASE:To release the overrun clutch, overrun clutch fluid exhausts from

the housing and back through the turbine shaft and oil pump hub,

thereby decreasing fluid pressure at the overrun clutch piston

(513). Without fluid pressure, spring force from the waved re-

lease spring (514) moves the overrun clutch piston away from

clutch pack. This disengages the steel and fiber clutch plates fromthe backing plate (523) and disconnects the overrun clutch hous-

ing (510) from the overdrive carrier (525).

During the exhaust of overrun clutch fluid, the overrun clutchcheckball unseats (see illustration). Centrifugal force, resulting

from the overrun clutch housing rotating, forces residual overrun

clutch fluid to the outside of the piston housing and past the

unseated checkball. If this fluid did not completely exhaust from

behind the piston there could be enough pressure for a partial

apply, or drag, of the overrun clutch plates.

Note: Some models use a waved plate (520) to help control the

overrun clutch apply feel.


22/118Figure 16

APPLY COMPONENTS

R O T A

T I NG

H E L

D

OVERDRIVECARRIER

ASSEMBLY(525)

OVERRUNCLUTCHPLATE

(521-522)

OVERDRIVEINTERNAL

GEAR(528)

(OUTER RACE)OVERRUN CLUTCH HOUSINGAND SUN GEAR (INNER CAM)

EXAMPLE "B"OVERDRIVE

OVERDRIVEROLLER CLUTCH

(516)OVERRUNING

R O T A

T I NG

R O T A

T I N G

OVERDRIVECARRIER

ASSEMBLY(525)

OVERRUNCLUTCHPLATE

(521-522)

OVERDRIVEINTERNAL

GEAR(528)

(OUTER RACE)OVERRUN CLUTCH HOUSINGAND SUN GEAR (INNER CAM)

EXAMPLE "A"DIRECT DRIVE

OVERDRIVEROLLER CLUTCH

(516)HOLDING

OIL SEALRING(508)

OVERDRIVEROLLERCLUTCH

(516)

TURBINESHAFT(506)

OVERDRIVECARRIER

ASSEMBLY(525)

SNAPRING(526)

OVERRUNCLUTCHAPPLYFLUID

LUBEPASSAGE

508 525 526

506516 504 505

OVERDRIVE ROLLER CLUTCH:The overdrive roller clutch assembly (516) is located between the overdrive

carrier assembly (525) and overrun clutch housing (510). The outer race of

the roller clutch is pressed into the overdrive carrier while the roller clutch

inner cam (517) is splined to the inner hub of the overrun clutch housing.

The overdrive roller clutch is a type of one-way clutch that prevents the

overrun clutch housing from rotating clockwise faster than the overdrivecarrier. This assists the overrun clutch in holding the overrun clutch hous-

ing and overdrive carrier together. The overdrive roller clutch is holding,

and effective, during acceleration in all gear range except Drive Range -

Fourth Gear, the same as the overrun clutch.

ROLLER CLUTCH HOLDING: (EXAMPLE "A") DIRECT DRIVEWhen the 4th clutch is released the overrun clutch housing is free to rotate.

The overdrive carrier pinion gears are in mesh with both the overdrive sun

gear (519), which is splined to the inner hub of the overrun clutch housing,

and the overdrive internal gear (528). Power from the engine drives the

overdrive carrier clockwise. Vehicle load holding the overdrive internal

gear causes the pinion gears to attempt to rotate counterclockwise on their

pins around the internal gear as the travel clockwise with the carrier assem-

bly. Therefore, the pinion gears attempt to drive the sun gear clockwise,

faster than the carrier assembly is rotating. However, this causes the rollers

to ‘move up the ramp’ on the inner cam (517) and wedge between the innercam and outer race, thereby locking the overrun clutch housing (510) and

overdrive carrier together.

With the sun gear and overdrive carrier rotating at the same speed, the

pinion gears do not rotate on their pins but act as wedges and drive the

overdrive internal gear. This creates a 1:1 gear ratio through the overdrive

planetary gear set. Remember that, as explained above, the roller clutch is

assisting the overrun clutch which is also applied and holding the carrier

and overrun clutch housing together.

ROLLER CLUTCH RELEASED: (EXAMPLE "B") OVERDRIVEThe roller clutch releases when the overdrive carrier rotates clockwise

faster than the overrun clutch housing. This causes the rollers to ‘move

down the ramp’ on the inner cam (517) and rotate freely between the inner

cam and outer race. This action occurs in Fourth gear when the overrun

clutch is released and the 4th clutch is applied to hold the overrun clutch

housing (510) and overdrive sun gear (519) stationary to the adapter case.As torque from the engine drives the carrier clockwise, the roller clutch

outer race in the carrier overruns the roller clutch. The pinion gears rotate

clockwise on their pins and walk around the stationary sun gear, thereby

driving the overdrive internal gear (528) in a Fourth gear overdrive gear

ratio of approximately .73:1.

Coast Conditions:When the throttle is released and the vehicle is decelerating, power from

vehicle speed drives the transmission’s output shaft and gear sets faster

than engine torque is driving. In gear ranges when the overrun clutch is

applied and engine compression braking slows the vehicle during coast

conditions, the overdrive roller clutch is not holding. However, the over-

drive carrier does not overrun the roller clutch because the overrun clutch

holds the carrier and overrun clutch housing together.


23/118Figure 17

APPLY COMPONENTS

18

ADAPTERCASE(20)

4TH CLUTCHAPPLYFLUID

4TH CLUTCHRETAINER

(501)

4TH CLUTCHSTEEL PLATE

(502)

4TH CLUTCHLINED PLATEASSEMBLY

(503)

SNAPRING(530)

RETAINER& SPRINGASSEMBLY

(531)

4TH CLUTCHPISTON

(532)

SEAL(INNER)

(533)

SEAL(OUTER)

(534)

ADAPTERCASE(20)

532 533 534531530501 502 503

4TH CLUTCH:The 4th clutch assembly is located in the adapter case. The external teeth on the

steel clutch plates (502) are splined to the adapter case while the internal teeth on

the fiber clutch plates (503) are splined to the outside of the overrun clutch

housing (510). The 4th clutch is only applied in Drive Range - Fourth Gear to

provide an overdrive gear ratio through the overdrive planetary gear set.

4TH CLUTCH APPLY:To apply the 4th clutch, 4th clutch fluid is fed

from the center support (30) into the adapter

case behind the 4th clutch piston (532). 4th

clutch fluid pressure moves the piston to com-

press the retainer and spring assembly (531)

which cushions the clutch apply. As fluid pres-

sure increases, the piston compresses the steel

and fiber clutch plates until they are held against

the 4th clutch retainer (501). The 4th clutchretainer is splined to the adapter case and held

in place by the oil pump assembly (10). The

retainer functions as a backing plate for the

clutch pack.

When fully applied, the steel and fiber clutch

plates are locked together and held stationary to

the adapter case. The internal teeth on the fiber

clutch plates (503) hold the overrun clutch hous-

ing (510) stationary. This prevents the overdrive

sun gear (519), which is splined to the overrun

clutch housing’s inner hub, from rotating.

4TH CLUTCH RELEASE:To release the 4th clutch, 4th clutch fluid ex-

haust from the adapter case and back throughthe center support (30), thereby decreasing fluid

pressure at the 4th clutch piston (532). Without

fluid pressure, spring force from the piston

spring assembly (531) moves the 4th clutch pis-

ton away from the clutch pack. This disengages

the steel and fiber clutch plates from the 4th

clutch retainer (501) and allows the overrun

clutch housing and overdrive sun gear to rotate

freely.


24/118Figure 18

APPLY COMPONENTS

MAINCASE

(36)

30 31 12 32

617616614 615613612611610608 609

SEAL(OUTER)

(609)

SEAL(INNER)

(608)

REVERSECLUTCHPISTON

(610)

PISTONCLUTCHSPRING

(611)

SPRINGSEAT(612)

RETAININGRING(613)

REVERSE CLUTCHWAVED PLATE

(614)

REVERSE CLUTCHSTEEL PLATE

(615)

REVERSE CLUTCHLINED PLATE

(616)

REVERSE CLUTCHPRESSURE/SELECTIVE

PLATE(617)

OILSEAL

RINGS(32)

CENTERSUPPORT

ASSEMBLY(30)

MAINCASE(36)

REVERSE CLUTCH:The reverse clutch is located in the main transmission case (31) directly

behind the center support (604). The external teeth on the steel clutch

plates (615) are splined to the main case while the internal teeth on the

fiber clutch plates (616) are splined to the outside of the 2nd clutch drum

(618). The reverse clutch is only applied when the gear selector lever is in

the Reverse (R) position.

REVERSE CLUTCH APPLIED:To apply the reverse clutch, reverse clutch fluid is fed

from the center support into the cavity behind the re-

verse clutch piston (610). Reverse clutch fluid pressure

moves the piston to compress the piston spring assem-

bly (611) which cushions the clutch apply. As fluid pres-

sure increases, the piston compresses the steel and fiber

clutch plates together until they are held against the

selective reverse clutch pressure plate (617). The pres-

sure plate, which is selective for assembly purposes, is

held stationary by the main case and functions as a

backing plate for the clutch pack. Also included in the

reverse clutch assembly is a steel waved plate (614) that,

in addition to the spring assembly (611), helps cushion

the reverse clutch apply.

When fully applied, the steel clutch plates (615), fiber

clutch plates (616) and waved plate (614) are locked

together and held stationary to the main case. The inter-

nal teeth on the fiber clutch plates hold the 2nd clutchdrum (618) and ring gear (630) stationary.

REVERSE CLUTCH RELEASE:To release the reverse clutch, reverse clutch fluid pres-

sure exhausts from the reverse clutch piston (610) and

center support. Without fluid pressure, spring force from

the piston spring assembly (611) and waved plate (614)

moves the reverse clutch piston away from the clutch

pack. This disengages the steel plates, fiber plates and

waved plate from the pressure plate (617) and allows the

2nd clutch drum and ring gear to rotate freely.


25/118

APPLY COMPONENTS

Figure 1920

2ND CLUTCHDRUM ASSEMBLY

(618)

620 621 622 611

623 613 625 626 627 628 629 629630

SEAL

(INNER)(620)

SEAL

(OUTER)(621)

2ND

CLUTCHPISTON

(622)

PISTON

CLUTCHSPRING(611)

SPRING

SEAT(623)

RETAINING

RING(624)

2NDCLUTCHWAVEDPLATE(625)

2NDCLUTCHSTEEL

PLATE(626)

2NDCLUTCHLINED

PLATE(627)

RETAINING

RING(629)

RING

GEAR(630)

2NDCLUTCHSPACER

(628)

2ND CLUTCHAPPLYFLUID

2ND

CLUTCHDRUMASSEMBLY

(618)

APPLIED

EX

RELEASED

2ND CLUTCH CHECKBALLAlso included in the 2nd clutch assembly is a

steel waved plate (625) that, in addition to the

spring assembly (611), helps cushion the 2nd

clutch apply. When fully applied, the steel clutch

plates (626), fiber clutch plates (627) and waved

plate are locked together, thereby holding the 2nd

clutch drum and 3rd clutch drum together. This

forces both drums and the ring gear (630), which

is splined to the 2nd clutch drum, to rotate at the

same speed.

2ND CLUTCH RELEASE:To release the 2nd clutch, 2nd clutch fluid ex-

hausts from the 2nd clutch drum (618) and back

through the intermediate shaft and center support

(604), thereby decreasing fluid pressure at the

2nd clutch piston (622). Without fluid pressure,

spring force from the piston spring assembly

(611) and waved plate (625) moves the 2nd clutch

piston away from the clutch pack. This disen-

gages the steel plates, fiber plates and waved plate

from the spacer ring (628) and disconnects the

2nd and 3rd clutch drums. During the exhaust of

2nd clutch fluid, the 2nd clutch checkball unseats

(see illustrat ion). Centrifugal force, resulting

from the 2nd clutch drum rotating, forces residual2nd clutch fluid to the outside of the piston hous-

ing and past the unseated checkball. If this fluid

did not completely exhaust from behind the pis-

ton there could be enough pressure for a partial

apply, or drag, of the 2nd clutch plates.

2ND CLUTCH:The 2nd clutch assembly is located in the 2nd clutch drum (618) inside the main transmission case (31).

The external teeth on the steel clutch plates (626) are splined to the 2nd clutch drum while the internal teeth

on the fiber clutch plates (627) are splined to the 3rd clutch drum assembly (634). The 2nd clutch is applied

when the transmission is in Second, Third and Fourth gears.

2ND CLUTCH APPLY:To apply the 2nd clutch, 2nd clutch fluid is fed through the center support (604), into the intermediate shaft

which is connected to the 3rd clutch drum, and to the inner hub of the 2nd clutch drum. Feed holes in the

inner hub allow fluid to enter the drum behind the 2nd clutch piston (622). 2nd clutch fluid pressure seats

the 2nd clutch checkball (located in the drum) and moves the piston to compress the piston spring assembly

(611) which cushions the clutch apply. As fluid pressure increases, the piston compresses the steel and fiberclutch plates together until they are held against the 2nd clutch spacer (628). The spacer is splined to the

2nd clutch drum and held in place by the retainer ring (629). The spacer functions as a backing plate for the

clutch pack. The increase in fluid pressure forces any air in the 2nd clutch fluid circuit to exhaust past the

2nd clutch checkball, before it fully seats, to prevent excess cushion during the clutch apply.


26/118Figure 20

APPLY COMPONENTS

3RD CLUTCHDRUM ASSEMBLY

(634)

3RDCLUTCHPISTON

(638)

3RDCLUTCHDRUM

ASSEMBLY(634)

SEAL(INNER)

(635)

SEAL(OUTER)

(637)

PISTONCLUTCHSPRING

(611)

SPRINGSEAT(639)

RETAININGRING(640)

3RDCLUTCHSPRING

CUSHIONPLATE(641)

3RDCLUTCHSTEELPLATE(642)

3RDCLUTCHLINEDPLATE(643)

SPRAGRACE

ASSEMBLY(647)

SPRAG RACERETAINING

RING(648)

3RDCLUTCHAPPLYFLUID

LUBEPASSAGE

LUBEPASSAGE

APPLIED

EX

RELEASED

3RD CLUTCH CHECKBALL

648647643642641640639611638637635

3RD CLUTCH:The 3rd clutch assembly is located in the 3rd clutch drum (634) inside the

main transmission case (31). The external teeth on the steel clutch plates

(642) are splined to the 3rd clutch drum while the internal teeth on the fiber

clutch plates (643) are splined to the input sun gear assembly (646). The

3rd clutch is applied when the transmission is in Drive Range - Third and

Fourth gears. The 3rd clutch is also applied in First gear when the transmis-

sion is operating in Manual Second and Manual First to provide engine

compression braking.

3RD CLUTCH APPLY:To apply the 3rd clutch, 3rd clutch fluid is fed through the

center support (604), into the intermediate shaft which is

connected to the 3rd clutch drum, and to the inner hub of

the 3rd clutch drum. Feed holes in the inner hub allow fluid

to enter the drum behind the 3rd clutch piston (638). 3rd

clutch fluid pressure seats the 3rd clutch checkball (located

in the drum) and moves the piston to compress the piston

spring assembly (611) which cushions the clutch apply. As

fluid pressure increases, the piston compresses the steel and

fiber clutch plates together until they are held against the

sprag race assembly (647). The sprag race assembly is

splined to the 3rd clutch drum and held in place by the

sprag retainer ring (648). The sprag race functions as abacking plate for the clutch pack. The increase in fluid

pressure forces any air in the 3rd clutch fluid circuit to

exhaust past the 3rd clutch checkball, before it fully seats,

to prevent excess cushion during the clutch apply.

Also included in the 3rd clutch assembly is a steel spring

cushion plate (641) that, in addition to the spring assembly

(611), helps cushion the 3rd clutch apply. When fully ap-

plied, the steel clutch plates (642), fiber clutch plates (643)

and spring plate (641) are locked together, thereby

holding the 3rd clutch drum and input sun gear

assembly (646) together. This forces the 3rd clutch

drum and input sun gear to rotate at the same speed.

3RD CLUTCH RELEASE:

To release the 3rd clutch, 3rd clutch fluid exhaustsfrom the 3rd clutch drum (634) and back through the

intermediate shaft and center support (604), thereby

decreasing fluid pressure at the 3rd clutch piston (638).

Without fluid pressure, spring force from the piston spring

assembly (611) and spring plate (641) moves the 3rd clutch

piston away from the clutch pack. This disengages the steel

plates, fiber plates and spring plate from the sprag race

assembly (647) and disconnects the 3rd clutch drum from

the input sun gear assembly.

During the exhaust of 3rd clutch fluid, the 3rd clutch

checkball unseats (see illustration). Centrifugal force, re-

sulting from the 3rd clutch drum rotating, forces residual

3rd clutch fluid to the outside of the piston housing and pastthe unseated checkball. If this fluid did not completely ex-

haust from behind the piston there could be enough pres-

sure for a partial apply, or drag, of the 3rd clutch plates.


27/118

INPUTSUN GEARASSEMBLY

(646)

22

APPLY COMPONENTS

Figure 21

650 649649


(646)

RETAININGRING(649)

SPRAGCAGE

ASSEMBLY(650)

LUBEPASSAGE

(INNER RACE)INPUTSUNGEAR(646)

SPRAGCAGE

ASSEMBLY(650)

SPRAG CLUTCHHOLDING/DRIVING(OUTER RACE)

SPRAGRACE

ASSEMBLY(647)

(B)

(A)

(INNER RACE)INPUTSUNGEAR(646)

SPRAGCAGE

ASSEMBLY(650)

SPRAG CLUTCHOVERRUNNING(OUTER RACE)

SPRAGRACE

ASSEMBLY(647)

SPRAG CLUTCH:The sprag clutch assembly (650) is located between the input sun gear assembly (646) and sprag raceassembly (647). The input sun gear assembly functions as the inner sprag race and is splined to the

short pinions in the Ravigneaux planetary carrier (653). The sprag race assembly functions as the

outer sprag race and is splined to the 3rd clutch drum (634). The sprag clutch is a type of one-way

clutch that prevents the 3rd clutch drum from rotating clockwise faster than the input sun gear.

Therefore, when the sprag clutch is holding it allows the 3rd clutch drum to drive the input sun gear.

SPRAG CLUTCH HOLDING:In Park, Reverse, Neutral and First gears power flow drives the 3rd

clutch drum clockwise such that the sprag outer race pivots the spragstoward their long diagonals. The length of the sprag’s long diagonal

(distance A) is greater than the distance between the inner and outer

races. This causes the sprags to ‘lock’ between the inner and outer races,

thereby allowing the 3rd clutch drum to drive the input sun gear assem-

bly. The sun gear then transfers the power flow to the Ravigneaux

carrier and output shaft.

The sprag clutch is also holding in Third and Fourth gears, and First

gear in Manual First and Manual Second. However, in these gear ranges

the 3rd clutch is applied and connects the 3rd clutch drum and input sun

gear assembly. In this situation the sprag clutch assists the 3rd clutch in

driving the input sun gear. This locks the sprag clutch at all times,

during both acceleration and deceleration to provide engine compres-

sion braking.

Note: Refer to the Power Flow section for a complete description of power flow and operation of the sprag clutch during each gear range.

SPRAG CLUTCH RELEASED:The sprag clutch releases when the sprags pivot toward their short

diagonals. The length of the short diagonal (distance B) is less than the

distance between the inner and outer sprag races. This action occurs

when power flow drives the input sun gear clockwise faster than the 3rd

clutch drum, thereby allowing the input sun gear and inner race (646) to

overrun the sprag clutch. During acceleration the sprag clutch is only

overrun when the transmission is in Second gear.

Coast Conditions:The sprag clutch is also overrun during coast conditions, or decelera-

tion, in Reverse, Drive Range - First Gear and Manual Third - First

Gear. This is when power from vehicle speed drives the input sun gear

clockwise faster than engine torque drives the 3rd clutch drum (with the3rd clutch released). In this situation, the sprag clutch inner race on theinput sun gear assembly overruns the sprags, thereby allowing the ve-

hicle to coast freely.


28/118Figure 22

APPLY COMPONENTS

S E R V O

A P P

L Y

S E R V O R

E L E A S E

SERVO PISTONASSEMBLY

(94-103)

103

102

101

100

99

98

97

96

95

94

93

92

91

90

BRAKE BANDASSEMBLY

(664)

ANCHORPINS

RETURNSPRING

(103)

APPLYROD(102)

ADJ USTSLEEVE

(101)

CUSHIONSPRINGSEAT(100)

CUSHION

SPRING(99)

RINGSEAL(98)

SERVOPISTON

(97)

SERVOPISTONSCREW

(96)

SERVOSCREW

NUT(95)

SERVOCOVER

(91)

MAINCASE(36)

MAIN CASEBOTTOM PAN

(57)

SERVO ASSEMBLY AND BRAKE BAND:The servo assembly, located in the bottom rear of the main transmission case (36), functions to apply the

brake band (664) and act as an accumulator to cushion the 3rd clutch apply. The brake band is applied when

the transmission is in First and Second gears. The brake band is held stationary in the main case and wraps

around the reaction sun drum (659). When compressed by the servo assembly the band holds the reaction

drum and reaction sun gear (658) stationary to the main case.

BRAKE BAND APPLY:To apply the servo assembly and brake band, servo apply fluid is fed between the servo cover (91) and servo

piston (97). Servo apply fluid pressure forces the piston to compress both the servo cushion (99) and servo

return (103) springs. This action moves the servo apply rod (102) toward the band. The apply rod compressesthe brake band around the reaction sun drum and holds both the drum and reaction sun gear stationary to the

main case. During apply, the spring forces (servo cushion and servo return) acting against servo apply fluid

pressure help control the apply feel of the brake band.

BRAKE BAND RELEASE:The servo assembly and brake band are held in the release position by the spring forces in Park, Neutral and

Reverse when servo apply fluid pressure is exhausted. In Third and Fourth gears they are held in the release

position by servo release fluid pressure assisting the spring forces. Servo release fluid pressure is fed between

the main case and servo piston. This fluid pressure assists the spring forces to move the servo piston and apply

rod against servo apply fluid pressure and away from the brake band. Therefore, the brake band releases and

the reaction drum and reaction sun gear are allowed to rotate freely.

3RD CLUTCH ACCUMULATION:The servo assembly is also used as an accumulator for 3rd clutch apply. Servo release fluid pressure also

feeds the 3rd clutch fluid circuit to apply the 3rd clutch. Therefore, as servo release fluid pressure moves the

servo piston against servo apply fluid pressure, some of the initial fluid pressure that applies the 3rd clutch isabsorbed. This helps cushion the 3rd clutch apply. Refer to page 32A for a more detailed description of

accumulator function.


29/118

Torque:When engine torque is transferred through a gear set the output torque from the

gear set can either increase, decrease, or remain the same. The output torque

achieved depends on:

(1) which member of the gear set provides the input torque to the gear set,

(2) which member of the gear set (if any) is held stationary,

and,

(3) which member of the gear set provides the output torque.

If output torque is greater than input torque the gear set is operating in reduction

(First, Second and Reverse gears). If output torque is less than input torque then

the gear set is operating in overdrive (Fourth gear). When output torque equals

input torque the gear set is operating in direct drive (Third gear) and all gear set

components are rotating at the same speed.

Torque vs. SpeedOne transmission operating condition directly affected by input and output

torque through the gear sets is the relationship of torque with output speed. As

the transmission shifts from First to Second to Third to Fourth gear, the overall

output torque to the wheels decreases as the speed of the vehicle increases (with

input speed and input torque held constant). Higher output torque is needed

with low vehicle speed, First and Second gears, to provide the power to move

the vehicle from a standstill. However, once the vehicle is moving and the speed

of the vehicle increases, Third and Fourth gears, less output torque is required to

maintain that speed.

REDUCTIONIncreasing the output torque is known as operating in reduction because there

is a decrease in the speed of the output member proportional to the increase in

output torque. Therefore, with a constant input speed, the output torque

increases when the transmission is in a lower gear, or higher gear ratio.

PLANETARY GEAR SETSPlanetary gear sets are used in the Hydra-matic 4L30-E transmission as the

primary method of multiplying the torque, or twisting force, of the engine

(known as reduction). A planetary gear set is also used to reverse the direction

of input torque, function as a coupling for direct drive, and provide an overdrive

gear ratio.

Planetary gears are so named because of their physical arrangement. All

planetary gear sets contain at least three main components:

• a sun gear at the center of the gear set,

• a carrier assembly with planet pinion gears that rotate around the sun gear

and,

• an internal ring gear that encompasses the entire gear set.

This arrangement provides both strength and efficiency and also evenly

distributes the energy forces flowing through the gear set. Another benefit of

planetary gears is that gear clash (a common occurrence in manual

transmissions) is eliminated because the gear teeth are always in mesh.

The Hydra-matic 4L30-E transmission consists of two planetary gear sets, the

overdrive and Ravigneaux gear sets. The graphics in Figure 23 show both of

these gear sets and their respective components. Figure 24 graphically explains

how the planetary gear sets are used in combination to achieve each of the

transmissions five different gear ratios.

Ravigneaux Planetary Gear Set:The Ravigneaux planetary gear set is unique in that it resembles a combination

of two gear sets. This gear set consists of two sets of pinion gears (long andshort) in one planetary carrier (653), two sun gears - input (646) and reaction

(658), and one internal ring gear (630). The short pinion gears are in constant

mesh with both the input sun gear and the long pinion gears. The long pinion

gears are also in constant mesh with the internal ring gear (630). Also, the

output shaft is connected to the Ravigneaux planetary carrier assembly (653).

24 Figure 23

PLANETARY GEAR SETS


(646)

RAVIGNEAUXPLANETARY

CARRIERASSEMBLY

(653)

OVERDRIVESUN GEAR

(519)

OVERDRIVEINTERNAL

GEAR(528)

OVERDRIVECARRIER

ASSEMBLY(525)

ADAPTERCASE(20)

OVERRUNCLUTCH

HOUSING(510)

2ND CLUTCHDRUM ASSEMBLY

(618)

MAINCASE(36)

REACTIONSUN GEAR

(658)

REACTIONSUN DRUM

(659)

OVERDRIVESUN GEAR

(519)

OVERDRIVEINTERNAL

GEAR(528)

OVERDRIVECARRIER

ASSEMBLY(525)


(646)

RAVIGNEAUXPLANETARY

CARRIERASSEMBLY

(653)

REACTIONSUN GEAR

(658)

RINGGEAR(630)


30/118

Direct drive occurs in Third gear when input torque to the Ravigneaux gear set

is provided by both the input sun gear (646) and ring gear (630). This wedges

the short and long pinion gears together, preventing them from rotating on their

pins, and causes them to rotate with the input sun gear and ring gear at the same

speed. Therefore, the Ravigneaux carrier and output shaft assembly (653) are

also driven at the same speed for a 1:1 direct drive gear ratio. This combines

with the 1:1 gear ratio through the overdrive gear set for a direct drive 1:1 gear

ratio through the entire transmission.

OVERDRIVEOperating the transmission in Overdrive allows the output speed of the

transmission to be greater than the input speed from the engine. This mode ofoperation allows the vehicle to maintain a given road speed with reduced engine

speed for increased fuel economy.

Overdrive is achieved through the overdrive gear set and only occurs in Drive

Range - Fourth Gear. The 4th clutch holds theoverrun clutch housing (510) and

overdrive sun gear (519) stationary to the main transmission case. Therefore

when input torque drives the overdrive carrier clockwise, the overdrive carrier

pinion gears walk clockwise around the stationary sun gear. These pinion gears

then drive the overdrive internal gear (528) clockwise in an overdrive gear ratio

of approximately .73:1. Power flow from the overdrive internal gear to the

output shaft is identical to Third gear, a direct drive 1:1 gear ratio, thereby

providing an overall transmission gear ratio of approximately .73:1.

REVERSEThe Ravigneaux planetary gear set reverses the direction of power flow rotation

when the reverse clutch is applied. In Reverse, input torque to the Ravigneaux

gear set is provided by the input sun gear (646) in a clockwise direction and thering gear (630) is held stationary. The input sun gear drives the short pinion

gears counterclockwise. With the ring gear held, the long pinion gears trave

counterclockwise around the ring gear as they are driven clockwise on their pins

by the short pinion gears. This action drives the Ravigneaux carrier and output

shaft in a counterclockwise (reverse) direction in a reduction gear ratio of

approximately 2.00:1.

Reduction occurs in First, Second and Reverse gears through the Ravigneaux

gear set. In each of these gears, power flow through the overdrive planetary gear

set is a 1:1 direct drive gear ratio. The overdrive carrier assembly provides the

input torque to the overdrive gear set. The overdrive sun gear (519) is splined to

the inner hub of the overrun clutch housing (510). Both of these components are

held to the overdrive carrier assembly (525) by the overrun clutch and overdrive

roller clutch. With the sun gear and carrier rotating at the same speed, the pinion

gears do not rotate on their pins but act as wedges to drive the overdrive internal

gear (528). Therefore, the entire overdrive planetary gear set rotates at the same

speed for a 1:1 gear ratio input to the Ravigneaux gear set.

In First gear, torque input to the Ravigneaux gear set is provided by the inputsun gear (646) in a clockwise direction. The input sun gear drives the short

pinion gears in the Ravigneaux carrier counterclockwise. The short pinion gears

then drive the long pinion gears in the Ravigneaux carrier in a clockwise

direction. The brake band is applied in First and Second gears and holds the

reaction sun gear (658) and reaction sun drum (659) stationary. The long pinion

gears walk clockwise around the stat ionary reaction sun gear. This action drives

the Ravigneaux carrier and output shaft assembly in an reduction gear ratio of

approximately 2.40:1.

In Second gear, the torque input to the Ravigneaux gear set is provided by the

ring gear (630) in a clockwise direction. The ring gear drives the long pinion

gears clockwise. The long pinion gears walk around the stationary reaction sun

gear (658) which is still held by the band. This action drives the Ravigneaux

carrier and output shaft assembly in a reduction gear ratio of approximately

1.48:1.

DIRECT DRIVEDirect drive in a planetary gear set is obtained when any two members of the gear

set rotate in the same direction at the same speed. This forces the third member of

the gear set to rotate at the same speed. Therefore, in direct drive the output speed

of the transmission is the same as the input speed from the converter turbine.

Output speed will equal engine speed when the torque converter clutch is applied

(see Torque Converter - page 12).

PLANETARY GEAR SETS

Figure 24

REVERSE FIRST THIRD FOURTHSECOND

OVERDRIVE PLANETARY GEARSET(DIRECT DRIVE)

OVERDRIVE PLANETARY GEARSET(OVERDRIVE)

HELD

HELD

HELD HELD

(REDUCTION) (REDUCTION) (REDUCTION) (DIRECT DRIVE)


31/118


32/118

HYDRAULIC CONTROL COMPONENTS

Figure 25

209 (10)

201

202

5

6

8

9

PUMPASSEMBLY

(10)

LINE

SUCTION

BOTTOM PAN(74)

FILTER(79)

DRIVENGEAR(202)

DRIVEGEAR(201)

INTAKE

OUTLET

CRESCENT

OIL PUMP ASSEMBLY The oil pump assembly contains a positive displacement internal-exter-

nal gear type pump located in the oil pump body (209). This spur geartype pump consists of a drive gear (201) that has gear teeth in constantmesh with the teeth on one side of the pump driven gear (202). Also, thenotch on the inside of the drive gear is keyed to the torque converterpump hub. Therefore, whenever the engine is cranking, or running, theconverter pump hub drives the pump drive gear at engine speed. Thedrive gear then drives the driven gear at engine speed.

On the opposite side of the mesh point between the drive and drivengears the pump gears are separated by the crescent section of the pumpbody (209). As the gears rotate toward the crescent, the volume betweenthe gear teeth increases and fluid volume is positively displaced, therebycreating a vacuum at the pump intake port. This vacuum allows thehigher atmospheric pressure acting on the fluid in the main case bottompan (74) to force fluid through the filter assembly (79) and into thesuction side of the oil pump.

Through the rotation of the gears the gear teeth carry the fluid past thecrescent to the pressure side of the oil pump. Past the crescent the gearteeth begin to mesh again and the volume between the gear teeth de-creases. Decreasing this volume pressurizes and forces the fluid throughthe pump outlet and into the line fluid circuit. This fluid is directed tothe pressure regulator valve where the fluid pressure is regulated tomaintain the required supply and pressure for the various hydrauliccircuits and apply components throughout the transmission.

As engine speed (RPM) increases, the volume of fluid being suppliedby the oil pump also increases because of the faster rotation of thepump gears. At a specified calibrated pressure (which varies with trans-mission model) the pressure regulator valve allows excess fluid to re-turn to the suction side of the pump gears (see pressure regulation onpage 28). The result is a control of the pump’s delivery rate of fluid tothe hydraulic system.

HYDRAULIC CONTROL COMPONENTSThe previous sections of this book described the operation of the majormechanical components used in the Hydra-matic 4L30-E. This sectionprovides a detailed description of the individual components used in thehydraulic system. These hydraulic control components apply and re-lease the various clutches, band and accumulators that provide for theautomatic shifting of the transmission.


33/118


Figure 26

EX

L I N E L

I N E

S U C T I O N

C O N V I N

R E V E R S E


PUMPASSEMBLY

(10)

LINE

S U C T I O N

FEED LIMIT

E X

L I N E


S U C T I O N

EXAMPLE "A": MINIMUM


FORCEMOTOR

SOLENOID(404)


EX

L I N E L

I N E

S U C T I O N

C O N V I N

R E V E R S E


PUMPASSEMBLY

(10)

LINE

S U C T I O N

FORCEMOTOR

SOLENOID(404)

FEED LIMIT

E X

L I N E


S U C T I O N

EXAMPLE "B": MAXIMUM

PRESSURE REGULATIONTo pressurize pump output there needs to be a restriction in the linepressure fluid circuit. The main restricting component that controls linepressure is the pressure regulator valve (208) which is located in the oilpump assembly (209). Line fluid from the pump is directed to themiddle of the pressure regulator valve and is also orificed to one end of the valve. The larger surface area at the end of the valve allows the forcefrom line pressure to move the valve against throttle signal fluid pres-sure.

EXAMPLE A: MINIMUM LINE PRESSURE (minimum throttle)As the pump continually supplies fluid and line pressure builds, thepressure regulator valve moves against the force of the pressure regula-tor valve spring (207) and throttle signal fluid pressure. This opens theline pressure circuit at the middle of the valve to enter the ‘converter in’fluid circuit. Line pressure continues to increase until the pressure regu-lator valve moves against the spring far enough to open line pressure tothe suction fluid circuit. Excess line pressure at the middle of the valvethen feeds the suction fluid circuit and flows back to the oil pump.When this occurs, pump output capacity is regulated into minimum linepressure.

EXAMPLE B: MAXIMUM LINE PRESSURE (maximum throttle)The pressure regulator valve is constantly regulating pump volume intothe line pressure required to operate the transmission properly. At higherthrottle positions greater line pressure is required to hold the clutchesand the brake band. Therefore, the Transmission Control Module (TCM)signals the variable force motor (404) to increase throttle signal fluidpressure (see page 40 for a complete description of force motor opera-tion). Throttle signal fluid pressure assists spring force and moves theboost valve (205) against the pressure regulator valve. At maximumthrottle, throttle signal fluid pressure moves the pressure regulator valveenough to block line pressure from entering either the suction or ‘con-verter in’ fluid circuits. Without a fluid circuit to direct line pressureinto at the pressure regulator valve, line pressure increases to a maxi-mum. Under normal operating conditions, line pressure is regulatedbetween these minimum and maximum points.

Pressure Regulation in ReverseLine pressure is boosted in a similar manner during Reverse (R) gearoperation. When Reverse is selected, reverse fluid is routed between thetwo lands on the boost valve (205). Because the valve land on the sideclosest to the pressure regulator valve is larger, reverse fluid pressuremoves the boost valve against the pressure regulator valve. This assistsspring force and throttle signal fluid pressure, thereby increasing linepressure.


34/118

PRESSURE REGULATOR VALVE TRAIN (203-208)Pressure Regulator Valve (208)The pressure regulator valve regulates line pressure according to vehicleoperating conditions. This line pressure is directed into: (a) the ‘con-verter in’ fluid circuit which is routed to the converter clutch controlvalve (210) and, (b) to the pump suction fluid circuit as part of thepressure regulation (see page 28). Pressure regulation is controlled bythe pressure regulator spring (207), throttle signal fluid pressure andreverse fluid pressure.

Boost Valve (205)Acted on by throttle signal fluid pressure from the force motor solenoid(404), it moves against the pressure regulator valve. This action movesthe pressure regulator valve to increase line pressure. Therefore, as throttleposition increases and the TCM increases throttle signal fluid pressureat the force motor solenoid, line pressure increases. Also, when Reverse(R) gear range is selected, reverse fluid pressure moves the boost valveagainst the pressure regulator valve to increase line pressure further.

Throttle Signal Accumulator Assembly (214-217)Throttle signal fluid pressure acts on the throttle signal accumulatorpiston (214) in all gear ranges. This pressure moves the piston againstthrottle signal accumulator spring (215) force, thereby dampening anypressure irregularities occurring in the throttle signal fluid circuit. How-ever, this dampening only affects irregular pulses in the fluid circuit andnot the normal changes in throttle signal fluid pressure as determined bythe TCM at the force motor solenoid (404).

TORQUE CONVERTER CLUTCH (TCC) CONTROL VALVE (210)TCC ReleasedThe converter clutch control valve (210) is held in the release positionby the converter clutch control valve spring (211) (as shown). Thisallows ‘converter in’ fluid to enter the release fluid circuit, flow to theconverter and keep the converter clutch released. Fluid exits the con-verter in the apply fluid circuit. Apply fluid flows through the converterclutch control valve and into the cooler fluid circuit.

TCC Apply

To apply the converter clutch, solenoid signal fluid moves the controlvalve (210) against spring force. This blocks ‘converter in’ fluid fromentering the release fluid circuit and opens the release fluid circuit to anexhaust passage. At the same time, line pressure flows through the valveand feeds the apply fluid passage. Apply fluid is routed to the converterto apply the converter clutch and fill the converter with fluid.

COMPONENTS LOCATED IN THE OIL PUMP ASSEMBLY

Figure 27


210

211

212

213

216

217

215

214

206207206 208205204203


C O N V C L C O N T R O L

CAPILLARYRESTRICTION

THROTTLE SIGNALACCUMULATOR

ASSEMBLY(214-217)

EX

T H R O T T L E S

I G N A L

EX L I N E

L I N E

S U C T I O N

C O N V E R T E R

I N

R E V E R S E

THROTTLE SIGNAL

C O N V

I N

R E L E A S E

E X

T O C O O L E R

A P P L Y

L I N E

E XSOLENOID SIGNAL

PUMPASSEMBLY(10)

LINE

SUCTION

LINE

S U C T I O N


35/118


36/118


37/118Figure 3032


VALVES LOCATED IN THE CENTER SUPPORT

R E V L O

C K O U T

O V E R R U N

L O C K O U T

S O L S I G R E V E R S E

R E V C L

R E V E R S E

E X

E X

E X

4 T H C L U T C H

1 -

2

O V E R

R U N

C L U

T C H

L I N E

4 T H

C L F D

2

4 T H

C L F D

2 CENTER

SUPPORTASSEMBLY

30(701)

E X

SOLENOID SIGNAL

OVERDRIVE LUBE

702

703

704

705

SOMEMODELS 702

703

707

706

REVERSE LOCKOUT VALVE (706)This valve prevents the reverse clutch from applying when Reverse (R)gear range is selected and the vehicle is moving forward above ap-proximately 12 km/h (7 mph). Reverse Lockout is not available on allapplications.

Normal Operating ConditionsWhen the vehicle is stationary and Reverse (R) gear range is selected,reverse fluid from the manual valve (326) is routed to the end of the

reverse lockout valve. This fluid pressure moves the valve against springforce, allowing reverse fluid at the middle of the valve to enter thereverse clutch fluid circuit. Reverse clutch fluid applies the reverseclutch and Reverse (R) gear range is obtained.

Reverse Locked OutWhen the vehicle is moving forward above approximately 12 km/h (7mph) and Reverse (R) gear range is selected, the TCM energizes theTCC solenoid. With the solenoid ON, solenoid feed fluid flows throughthe solenoid and fills the solenoid signal fluid circuit. Solenoid signalfluid is routed to the spring end of the reverse lockout valve, therebyassisting spring force to keep the valve closed against reverse fluidpressure. This blocks reverse fluid from entering the reverse clutchfluid circu

4l30e-r manual repraciion

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