Power Flows-Each Gear Ratio; Power Flow- Neutral; Power Flow - First Gear, L; Power Flow-First Gear, D1 - Lincoln Continental 1964 Shop Manual

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PART 7-2- TURBO-DRIVE AUTOMATIC TRANSMISSION 7-17
TABLE 1-Gear Ratios
Gear
Selector Lever Clutch Band Gear
Position Applied
Applied Ratio
Neutral
N
None
None
-
- -
!-------
--
First Dl or L Front Rear*
2.37:1
f - - - - - - - -
1--~~------
1-------
- - -
Second Dl or D2 Front
Front 1.48:1
- - - -
- - - -
~---
-~-·-----
Third Dl or D2 Front <1nd Rear None 1:1
- -
r------~--
-~--
--------
Reverse R R~ar Rear 1.84:1
*In first gear Dl, the planet carrier
1s
held against rotation by the one-
way clutch.
POWER FLOWS-EACH
GEAR RATIO
Table 1 lists the ratios obtained
through the various power flows.
POWER FLOW- NEUTRAL
When the transmission is in neu-
tral (Fig. 6), no gears are held or
driven, and no power is transmitted
to the output shaft.
POWER FLOW - FIRST GEAR, L
In first gear when the selector
lever is at L, the primary sun gear
is driven and the pinion carrier is
held by the rear band (Fig. 6).
Power is transmitted to the primary
pinions, the secondary pinions, and
the internal gear, driving the internal
gear in the same direction as the
primary sun gear. The secondary
sun gear turns free in the reverse
direction and has no effect on the
gear train.
POWER FLOW-FIRST GEAR, Dl
In first gear at the D I selector
lever position, the pinion carrier is
held against rotation by the one-way
clutch instead of by the rear band
(Fig. 6). First gear in D 1 is the
only gear that uses the one-way
dutch only to hold the pinion car-
rier.
POWER FLOW- SECOND GEAR
Second gear ratio is obtained by
driving the primary sun gear and
holding the secondary sun gear
(Fig. 6). The primary pinions drive
the secondary pinions, causing them
to
"walk" around the secondary sun
gear, rotating the internal gear and
output shaft.
POWER_ FLOW- THIRD GEAR
In third gear, the primary and
secondary sun gears arc locked to-
gether and driven as a unit (Fig. 6).
Therefore, the pinions cannot rotate
and the entire planetary train re-
volves as a unit, which causes the
output shaft to rotate at the same
speed as the turbine shaft.
POWER FLOW -REVERSE
Reverse gear is obtained by driv-
ing the secondary sun gear and hold-
ing the pinion carrier (Fig.
6).
The
secondary pinions drive the internal
gear in the reverse direction. The
primary sun gear and the primary
pinions rotate freely and have no
effect on the gear train.
POWER FLOW --
PARK POSITION
When the selector lever is in the
P position, the parking pawl en-
gages the external teeth on the in-
ternal gear to Jock the internal gear
and output shaft to the case. This
locks the rear wheels to prevent
movement of the car.
OPERATION OF HYDRAULIC
CONTROL SYSTEM
PRESSURE PUMPS
The front pump, driven by the
converter impeller, can deliver fluid
pressure to the hydraulic control
system whenever the engine is run-
ning (Fig. 7). The rear pump, driv-
en by the transmission output shaft,
delivers fluid pressure to the con-
trol system when the car moves for-
ward.
Both pumps deliver fluid pressure
to
the control pressure regulator and
control valve body. A regulated con-
trol pressure is available at the con-
trol valve body whenever the engine
is running.
CONTROL PRESSURE AND
COMPENSATOR PRESSURE
Control pressure is regulated by
the spring-loaded control pressure
regulator valve (Fig. 7). It is ad-
justed to engine torque, road speed,
and selector lever position.
To accomplish this, compensator
pressure under various conditions is
adjusted by throttle pressure (engine
torque), governor pressure (road
speed), or selector lever position.
Compensator pressure, in turn, ad-
justs control pressure by positioning
the control pressure regulator valve.
CONVERTER PRESSURE
Like control pressure, converter
pressure is regulated by the converter
pressure regulator valve spring and
is adjusted to driving conditions by
compensator pressure and selector
lever positions.
THROTTLE PRESSURE
Throttle pressure adjusts the trans-
mission operation to engine torque.
Throttle pressure is produced from
control pressure by the throttle valve.
The throttle valve is controlled by a
spring-loaded vacuum diaphragm
unit mounted on the rear of the
transmission case. Throttle pressure
is regulated only when the front
clutch is on. Because, from the front
clutch circuit, control pressure is
directed to the throttle valve to pro-
duce throttle pressure.
The vacuum diaphragm is actuated
by the engine intake manifold vac-
uum, working against spring pres-
sure. When the vacuum is higher
than 16 in. Hg, the diaphragm moves
against spring pressure and moves
the push rod away from the throttle
valve
to
cut off the throttle pressure
regulation. As the engine rpm is
advanced, manifold vacuum will fall
below 16 in. Hg. As the vacuum
drops, the spring-loaded diaphragm
moves the push rod to open the
throttle valve and regulates the
throttle pressure in relationship to
the changes in manifold vacuum.
THROTTLE PRESSURE
BOOST VALVE
To compensate for the slight mani-
fold vacuum changes with throttle
movements beyond about 50° car-
buretor valve opening, a throttle pres-
sure boost valve comes into opera-
tion. At about 51 psi throttle pressure
the spring-loaded boost valve (Fig.
7)
comes into a balance position.
Throttle pressure below 51 psi can-
not move the boost valve against
spring force plus throttle pressure
force acting at the boost valve. Be-