Ford COUGAR 1968 Shop Manual page 251

PART 7-3
-
C6
Automatic Transmission
Clockwise rotation of the output
shaft causes clockwise rotation of
the output shaft ring gear, causing
the reverse planet pinions to also
rotate (walk) around the sun gear
in a clockwise direction. The reverse
planet carrier will also rotate clock-
wise and the one-way clutch inner
race, being splined to the reverse
planet carrier, will overrun.
Power Flow High Gear
In high gear (Fig. 8), the forward
and reverse-high clutches are applied.
The power flow is through the input
shaft into the forward clutch cylin-
der. (The forward clutch cylinder
rotates the steel clutch plates of the
forward clutch and the composition
clutch plates of the reverse-high
clutch). The forward clutch directs
the power flow through the forward
clutch hub and ring gear to the
forward planet carrier.
The reverse-high clutch directs
the power flow through the input
shell to the sun gear. With the sun
gear and the forward clutch hub
ring gear driven a t the same speed
the forward planet assembly (that
is splined to the output shaft) is
forced to rotate the output shaft a t
the same speed and direction to pro-
vide high gear.
Power How Reverse
In reverse (Fig. 8). the reverse-
high clutch and reverse clutch are
applied. The power flow is through the
Input shaft, reverse-high clutch, input
shell and to the sun gear. Clockwise
rotation of the sun gear causes
counterclockwise rotation of the re-
verse planet gears.
The reverse-clutch, holding the
reverse planet carrier from turning.
causes the reverse planet gears to
rotate counterclockwise.
This rotates the reverse ring gear
and hub counterclockwise. The hub
splined to the output shaft rotates
the output shaft counterclockwise a t
a reduction in speed and a t an in-
crease in torque for reverse gear.
HYDRAULIC CONTROL
SYSTEM
Front Pump
Fluid for operation of the hydrau-
lic control system (Fig. 9) is supplied
by a gear type pump mounted on the
front of the transmission case. Pump
intake is through a screen which is
part of the main control assembly,
into the case casting and pump. Dis-
charge is through the case into the
main control assembly. Fluid from
the front pump is directed to the main
oil pressure regulator valve, throttle
booster valve, manual valve and coast-
ing regulator valve.
In addition, fluid is also directed
to the primary throttle valve, which
is located in the rear of the case.
Fluid dei~vered to these valves is a t
a pressure con!rolled by the main oil
pressure regulator valve.
Main Oil Pressure Regulator
Valve
The main regulator valve assem-
bly consists of the main oil pressure
regulator valve and spring, mzin oil
pressure booster valve, spring and
sleeve. This assembly is loczted in one
.bore of the main control assembly.
Fluid is deiivered to two valleys
of the main regulator valve from the
front pump. The difference in dia-
meter between thr end land and the
second land provides an area differ-
ential for regulation. Fluid pressure
in this area tends to move the valve
against spring force. Spring force 1s
such that at approximately 60 psi
front pump pressure, the main vaive
will move so that the fourth land
uncovers the converter feed port,
allowing additional pump volume to
be used to charge the converter and
provide fluid for cooling and lub-
ricatior.. If irolume supplied by the
front pump is greater than that re-
quired to maintain 60 psi line pres-
sure and converter and lube require-
ments, the valve will move further
allowing the third land to uncover
the port which allows excess pump
volume to. be discharged into the
sump.
Pressures over 60 psi which are
required under various operating
conditions are obtained by deliver-
ing fluid under pressure to the pres-
sure booster valve, where it will
cause the pressure booster valve to
assist the main regulator valve spring
in increasing regulated line pressure.
Source of these pressures which
cause variations in control pressure
are discussed later.
Manual Valve
One passage delivers control pres-
sure to the manual valve. The valve
is positioned by the manual linkage
according to mode of operation desir-
ed. Fluid is directed from the manual
valve through the following passages
(Fig. 9).
1. D
2. 2
3. D-2- I
4. I-R
5. R
The D passage is charged in drive
range only.
The (2) passage is charged in man-
ual second gear range only.
The D-2-1 passage is charged in
all forward ranges.
The I-R passage is charged in man-
ual low gear and in reverse gear.
The R passage is charged only in
reverse gear.
In park and neutral. the valve
blocks the flow of control pressure
and exhausts the five . ( 5 ) passages
leading from the manual valve (except
for 2 in P).
The D passage supplies fluid to
tne throttle downshift valve. the 2-3
shift valve and the end of the line
pressure coas?ing
regulate-
valve.
The 2 passaee suppiies fluid to
the adjoir?ing ends of thf 1-2 and
D-2 shift vaives.
The D-5-1 passage supplies fiuid
to ?he governor secondary valve. the
end of the D-2 shift valve and the
forward clutch.
The I-R passage supplies fluid to
the valley of the manual low 2-1
scheduling valve and the D-2 shift
valve. When the D-2 valve is in the
closed (up) position, fluid is directed
through
i i
to the low-reverse clutch
and to the iarge diameter land of the
manual low 2- 1 scheduling valve.
The R passage supplies fluid to the
upper valley of the pressure booster
valve. and through the 2-3 shift valve
to the direct drive clutch. applying
it, and to the release side of the
intermetiate servo. Fluid is also
supplie~ to the upper end of the 2-3
backout valve.
Primary Throttle Valve
The primary throttle valve is ac-
tuated by changes in manifold vac-
uum. Primary throttle pressure starts
a t 20 inches (nominal) of mercury
vacuum. Primary throttle pressure
is delivered to the :
1.
End of the pressure booster
valve.
2. Lower valley of pressure boost-
er valve (through cutback valve and
coasting boost valves-under certain
conditions of vaive position).
3. Throttle modulator valve (through
throttle booster valve).
4. End of the throttle booster
valve.