Btr Manual Valve Body |Full Text
ENTER SITE »»» DOWNLOAD PDF
CLICK HERE »»» BOOK READER
| Status: AVAILABLE |
Last checked: 12 Minutes ago!
In order to read or download Btr Manual Valve Body |Full Text ebook, you need to create a FREE account.
| Download Now! |
eBook includes PDF, ePub and Kindle version
| ✔ Register a free 1 month Trial Account. |
| ✔ Download as many books as you like (Personal use) |
| ✔ Cancel the membership at any time if not satisfied. |
| ✔ Join Over 80000 Happy Readers |
Btr Manual Valve Body |Full Text
It’s also ideal for those who have added a performance chip and exhaust system gaining you around 30 improved engine performance. We are talking bigger turbos, high flow injectors, superchargers, and any other aftermarket engine modification to gain more power. The shifts are going to be quite firm but thats a trade off for handling that much power. This removes all automatic shifting and in some cases requires you to activate the overdrive gear and torque converter lockup via seperate switches. This valve body is NOT designed for daily driving. It IS designed for competition style driving. It contains springs, valves, and many fluid passages that are critical to the proper operation of the transmission. The consistency and durability you will receive with the Hughes valve body line, is second to none. The second version is a full manual control valve body, used more specifically for all types of racing. The third version available for most racing applications is the fluid release transbrake control valve body. It is designed with drag racing in mind and is not recommended for the street. For further information, please call our Tech Line for assistance. Order these valve bodies to enhance the operation of your functional transmission. Don’t assume installation of one of our valve bodies will or can fix the operation of your transmission if it has a malfunction. When shifting manually this valve body will remain in the gear until you select the next gear, and then provide you with a clean, crisp transition as you accelerate. It will provide full manual control over all shifts, and deliver them without delay or time costly overlap. The manual valve body is used when a transbrake is not needed, such as tractor pull, monster truck, and other track applications. Hughes Performance offers both standard shift and reverse pattern manual valve bodies. The Hughes transbrake valve body kits are complete and ready to install in your competition transmission.
http://fstinternational.com/files/corolla-s-2009-manual.xml
- Tags:
- btr manual valve body, btr full manual valve body, btr 4 speed manual valve body, btr manual valve body, btr manual valve body kit, btr manual valve body diagram, btr manual valve body parts, btr manual valve body kits.
All GM units are fluid release models, which allows the fastest release time and are extremely reliable since there is no check-ball to worry about moving to release or set the brake. For the best reaction times switch to a Hughes brake and treat yourself to an experience you won’t soon forget. If you continue to use this site we will assume that you are happy with it. Ok. Problems with Our site the valve body read this other are one of view website the characteristic failures btr manual valve body of this modification. Solenoids weblink are usually clogged with wear Continue btr manual her response valve body products, what causes their failure.About 8 This Site of these are auto shift lever. A wide variety of transmission btr valve body options Extra resources are available to you, Manual Valve Body with Transbrake When you navigate here need your vehicle to leave the line hard, a Performance Automatic Racing transbrake valve body is address second to Our site none. Available in complete ready-to-install units, these valve discover this bodies enable you to increase the torque converter to maximum stall speed without creeping through read here the lights. The automatic visit here transmission valve see find this body controls the shifting of the transmission. A manual check here valve useful link body gives site here the driver full control over when the transmission changes gears. When you install a over here high performance transmission valve body assembly you also gain quicker, firmer shifts for More Help weblink improved performance and reduced official website wear. Hot rodders who don t desire the constant advice whiplash of a full race manual valve body. Resources Overdrive and Lockup are operated by a switch and uses her explanation factory harness connector.
http://www.stumet.eu/pliki/corolla-service-manual.xml
Modified shift pattern: P-R-N Full Manual The original site competition valve body was next page designed for maximum performance and quick elapsed times in racing and off-road resource published here see post applications.Shift Kit: Makes your auto tranny do the exact same thing it does this article now, but better. I ve read a few pages on here mentioning official site valve body mods, early model content oil pump and disabling the s important link and s solenoids in the box, do a visit trans cooler and maybe a stall if the budget allows. This is all to do on the side after I finish my xr turbo ute. Turbotrana I think mentioned my explanation the see this additional info trans mods, my website site link if anyone felt like sharing, that d be great. Valve Bodies site web informative post - Hughes Performance. Btr platinum ls dual spring kit lift - sk As official statement low click now as BTR EQUALIZER INTAKE MANIFOLD - CATHEDRAL PORT - IMA- Full Manual On Btr 4Spd Auto. But in my car the see 2nd see to 3rd gear change was a little slow imp source for his liking so we are getting find a full manual additional info valve body home installed for. Are you looking for the best place view website to buy BTR Series transmission kits and Resources parts for sale. Shop them all read review today at Cobra Transmission.So if you want you can by mine off me. Valves controlled by the transmission valve Recommended Reading body serve a variety of functions. Shift valves, such as the 2- shift valve, Source are responsible official source for shifting the gear site additional resources look here up one level. The manual valve connects to the Going Here gear shift handle, and is used to close or open transmission valve passageways according to the current position of the gear shift. Do u want a full manual valve body or auto valve body. Strengthening the blog BTR speed. Posted article source Tue Feb 15, am.
https://labroclub.ru/blog/easyshare-c913-manual
The gearbox BTR additional reading M DSI- uses VBS solenoids-electric regulators with different mounts. You are currently viewing our boards as a guest which gives you limited access to view most discussions and inserts advertising. By joining our free community you will have access to post topics, communicate privately with other members, respond to polls, upload content and access many other special features without post based advertising banners. Registration is simple and absolutely free so please, join our community today. If you have any problems with the registration process or your account login, please contact us.This is checked twice each day so there will be a delay before your registration is activated.There are a number of IP ranges blocked in order to keep known spammers from registering and some of these are wide ranging. If you believe your IP has been blocked in error then to contact the administrator click here. Wouldn't I need a different shifter to suit (ba style)? Then it's just hilarious. -Bill Hicks Not sure on the electronic side of it though. Meaning you would have to start off in 1st and shift up through the gears yourself. As Bryden said, there has been a mod where you can adapt the ba shifter into older models as the btr is pretty much the same unit e to b series. Moved on to greener pastures. Not sure if it's as simple as buy that kit and custom mount a ba shifter then wam bam thank-you mam.I searched but couldn't find a step by step tech doc Then it's just hilarious. -Bill Hicks Meaning you would have to start off in 1st and shift up through the gears yourself. Doesn't the gate do that anyway whenever it's not in D in the standard shifter? Then it's just hilarious. -Bill Hicks If you (politely) ask for his doco he'll send it to you. Then it's just hilarious. -Bill Hicks Meaning you would have to start off in 1st and shift up through the gears yourself. Doesn't the gate do that anyway whenever it's not in D in the standard shifter.
https://eurodente.com/images/canon-lv-s1-service-manual.pdf
Correct, except it will change up for you if you hit redline and will automatically go back to first to take off. Moved on to greener pastures. I've never pushed an auto falcon hard, I've always had manuals. Then it's just hilarious. -Bill Hicks Then it's just hilarious. -Bill Hicks Then it's just hilarious. -Bill Hicks It's definitely going to be tiptronic now, very happy with the affordability. It will have a gear display as well which I aim to place in a gauge next to oil and volts. Gotta fill that square ol xh dash with something round! Haha Then it's just hilarious. -Bill Hicks Its minor, but means that AU Standard gearboxes cant be used for ESS - and also means they wont be as good for electronic control. Im told that you can use an E Series (EF EL) Valve body, but you may want to talk to someone who really knows these to make sure you get any enhancements you need I have an AU 220kw box in my E36 - and Im hoping that tickford did the goods on the box anyway Nigel. The control system further includes at least one variable pressure solenoid whose variable pressure output is multiplexed to each pressure regulator valve in the system to provide for quality shifts between gear ratios. The desired end is effected by programmably profiling the output of the variable pressure solenoid. The regulator valves allows the profiled output of the variable pressure solenoid to pass to the effected friction unit to effect a smooth transition between gear ratios and then to deliver full actuating fluid pressure to the respective friction unit to complete the shift. To assure performance and commercial reliability, the control system includes a unique redundancy feature or characteristic.
That is, the full actuating fluid pressure which is delivered to the respective friction unit is derived by either maximizing the pressure output of the variable pressure solenoid after the shift or gear change is effected or by allowing full actuating fluid pressure to pass through the regulator valve from the shift valve to the respective friction unit. In either manner, the friction unit is assuredly operated and the gear shift is effected. BACKGROUND OF THE INVENTION A typical automatic transmission for a vehicle comprises a gear mechanism which can be conditioned to provide any one of a plurality of forward drive gear ratios between its input shaft, which is connectable to the crankshift of an engine, and its output shaft. Automatic transmissions are commonly equipped with a plurality of friction engaging devices which control the rotary state of various elements of the gear mechanism and, thereby, a desired one of the forward gear drive ratios. Such friction engaging elements typically include hydraulically actuated clutches and brakes. For selecting a desired one of the forward gear drive ratios, such automatic transmission usually include some form of control system. The control system usually has a plurality of shift valves for selectively connecting and disconnecting various hydraulic circuits to a source of hydraulic pressure in a manner selectively engaging one or more of the friction elements. The forward drive ratios are automatically selected in a determinate manner according to the present values of the vehicle's operating parameters and by one or more conventionally described shift diagrams. Careful control of the timing and operation for engagement and disengagement of such friction engaging devices is particularly required in order to eliminate shifting shock between gear changes or shifts.
copenhagenpools.com/contents//files/Doro-212Ipc-User-Manual.pdf
If the operation of the friction engaging devices involved in effecting the shift is not carefully coordinated, a troublesome shifting shock can be generated in the power train. Such shocks between shifts reduce the comfort of vehicle operation and the drivability of the vehicle. Moreover, these shocks to the power train can significantly shorten a transmission's effective life, durability, and reliability. SUMMARY OF THE INVENTION In line with the above, and in accordance with the invention, there is provided a control system for an overdrive transmission of rear drive configuration. The transmission has a conventional mechanical arrangement driven by a unique microprocessor based control system which utilizes input signals from a plurality of vehicle sensors to control all shift quality and schedule aspects. The control system of the present invention provides improved transmission performance within compact space requirements and the control approach is considerably more flexible than known designs. More specifically, the preferred form of the transmission includes a gear train whose condition is effected by the relative actuation of a series of fluidically actuatable friction units preferably including four clutch assemblies, two bands or brakes, and two sprags or one way clutches. The transmission may also include a lockup clutch. The clutch assemblies and bands operate in a conventional manner in association with the rotary gear elements of the gear train. A series of six input sensors provide present vehicle operating data to an electronic control unit which controls shift quality and two independent shift schedules. The electronic control unit drives a hydraulic valve body through seven electromagnetic actuators.
The seventh actuator is a proportional or variable pressure solenoid whose output is multiplexed to three pressure hydraulic regulators in a manner controlling all upshifts, downshifts and lockup clutch operations while concurrently offering a redundancy feature which insures reliability of the instant invention for commercial applications. The control valve body has been reduced to a simple hydraulic driver. Consequently, twelve valves and two accumulators have been eliminated. Contained within the software is the ability to control all shift schedule and shift quality aspects with full temperature compensation for the latter. Because this transmission further includes a lockup clutch, the valve body may accordingly further includes: lock-up clutch regulator means; and, valve means for controlling the flow of actuating fluid to the lock-up clutch regulator means. Such a programmable profile for the variable pressure solenoid allows more flexibility in shaping the solenoid's pressure output and thereby the effectiveness of the related friction unit. The event or shift is completed by concurrently switching the state of the applicable regulator valve, switching the shift valve, and sending the variable pressure solenoid to maximum pressure. By sending the variable pressure solenoid to maximum pressure a redundancy feature is added which insures accomplishment of the event or shift. Although some compliance is offered by the hydromechanical actuators, there are no accumulators to absorb pressure overshoots and limit cycles. In view of the above, a primary object of this invention is the provision of a control system for an automatic transmission which provides a method of controlling shift feel or quality without the use of accumulators.
Another object of this invention is the provision of a control system for an automatic transmission which provides an improved control approach through independent execution of any shift through various actuators controlling a series of shift and regulator valves. Another object of this invention is the provision of an automatic transmission control system having the ability to shape pressure traces and durations using software rather having to modify valve body hardware. Still another object of this invention is the provision of an automatic control system which provides an independence between line pressure control and shift quality control. DETAILED DESCRIPTION OF THE PRESENT INVENTION Referring now to the drawings, wherein like reference numerals indicate like parts throughout the several views, in FIG. 1 there is schematically illustrated a power train assembly for a vehicle. The power train assembly includes an internal combustion engine 10 including a conventional electric spark timing system and having a carburator 12 with a spindle mounted valve 14 adapted to regulate the air intake to the carburator. That is, the valve 14 opens in degrees and rotates about the axis of a spindle 15 mounted on the carburator wherein an intake manifold vacuum develops. An operator controlled actuator 16 is connected to the valve 14 through suitable force transfer or linkage means 18. Coupled to the engine 10 and to be driven thereby is a transmission system 20 which is conditionable to drive the vehicle in either forward or reverse directions. The transmission system 20 includes a planetary gear transmission 22 of modular construction and having a casing or housing 24 with a planetary gear train 21 (FIG. 2) capable of providing a plurality of operating states. In the preferred embodiment, the transmission 22 has the capability of providing four forward and one reverse speed outputs through a transmission output shaft 26.
www.corwell.co.uk/userfiles/files/Doro-130R 2-Manual.pdf
Turning now to the schematic illustration of the transmission system in FIG. 2, a conventional torque converter 28, including a lock-up clutch 30, drivingly connects an input shaft 32 of the transmission 22 to a crankshaft 34 of the engine 10. As is conventional, the lock-up clutch 30 includes an apply chamber 31 and a release chamber 33 (FIG. 7). The torque converter 28 includes a pump or impeller element 36 which is operably driven by the engine 10. The torque converter also includes a turbine member 38 connected to the input shaft 32 of the transmission. A stator or reaction element 40 is included in the torque converter interposed between the turbine member 38 and the impeller 36. The stator is fitted to an inner casing 42 of the transmission housing through a one-way clutch 44. The one-way clutch holds the stator stationary as the turbine is driven by the impeller prior to the coupling speed being obtained within the converter at which time the stator rotates with the impeller and the turbine. In the preferred embodiment, a Ravigneaux type planetary gear train 21 is used in the transmission 22 to produce the four forward and one reverse gear ratios as certain gears or combination of gears are held or driven. The planetary gear arrangement illustrated and described in FIG. 2 may be similar in construction to the planetary gearing arrangement disclosed in U.S. Pat. No. 3,165,946 issued to R. W. Wayman on Jan. 19, 1965 the entirety of which is incorporated herein by reference. Reference thereto may be had for a more complete description of transmission construction.
Suffice it to say, the illustrated and presently preferred gear train is comprised of a series of intermeshing rotary elements including a primary sun gear 50 fixed on a rotatable hollow shaft 52, a secondary sun gear 54 fixed to a drum 56, primary and secondary pinions 58 and 60, respectively, held on a common pinion carrier 62 which, in turn, is fixed to an intermediate rotatably mounted shaft 64, and an internal ring gear 66 that is fixed to the transmission output shaft 26. As is conventional, planetery pinions 58 and 60 are capable of performing rotation and revolution simultaneously while meshing with the internally toothed gear 66 and sun gears 50 and 54. As may be appreciated, the transfer of power through the transmission for the various operating states or gear ratios is dependent upon the combination of gears held while driving. In order that some gears or combinations of gears in the gear train are held while other gears are driven to produce motion and gear ratios through the tranmission, a plurality of fluidically actuable friction units including clutches and bands are provided. The presently preferred embodiment is configured with four clutch assemblies, two bands, and two sprags or one-way clutches. All of the above units have been sized to provide low shift energies and high static capacities when used with low static coefficient oils. Hydraulic pressure applies the clutch. When the clutch C1 is applied or locked together, the pinion gear carrier 62 is locked to the transmission input shaft 32. Another multiple disc, hydraulically actuated clutch C4 (Overrun Clutch) operatively connects the transmission input shaft 32 to the hollow shaft 52 telescopically arranged about the intermediate shaft 64. When the clutch C4 is applied or locked togther, the primary sun gear 50 is locked to the transmission input shaft 32. The transmission further includes hydraulically actuated clutch C2 (forward gear clutch).
In a conventional manner, clutch C2 intermittently serves to operably connect the transmission shaft 32 to the hollow shaft 52 through a one way clutch holding member 63. Yet another hydraulically actuated clutch C3 (Reverse Gear Clutch) is operably disposed intermediate the transmission input shaft 32 and the secondary sun gear 54. When the clutch C3 is applied or locked together, the secondary sun gear 54 is locked to the transmission input shaft 32. Brakes or Bands B1 and B2 are also provided in the transmission. Hydraulic pressure admitted to each servo piston applies the brake. As will be subsequently described, each servo includes a release spring which aids in the piston's return when hydraulic pressure is released from the servo. Likewise, when band B2 (Reverse Band) is applied, it anchors the pinion gear carrier 62 to the transmission casing 24. It should be noted, however, although pinion gear carrier 62 may be prevented from rotating, the pinion gears 58 and 60 are permitted to revolve about their respective axes. A second one way clutch or holding member 65 is conventionally disposed between the planetary gear carrier 62 and the transmission casing 24. The servo piston 69 is designed to operate under hydraulic pressure and is effective to apply band B1 during the second and fourth forward drive gear ratios. As best seen in FIG. 3, servo 69 includes a housing 70 having a relatively large interior chamber 72, an end cover 73, and a band apply actuator rod 74 journalled in a bore of the housing and adapted for axial displacement relative to said housing. An annular piston 75 is mounted for axial movement in the chamber 72 and is connected to one end of the actuator rod 74. The piston 75 is designed to define at least two independent fluid receiving annular chambers 76 and 77 between it and the end cover 73. Chambers 72, 76 and 77 are each connected to a separate fluid communication line or conduit.
That is, an aperture 78 in housing 70 communicates chamber 72 with one fluid line while another aperture 79 in the housing 70 communicates chamber 76 with another fluid line. Chamber 77 communicates with another aperture 80 in the housing 70 through axial and radial bores 81 and 82, respectively, provided in the actuator rod 74. A separate fluid line is connected to aperture 80. Suitable resilient means 83 and 84, preferably in the form of compression springs, aid in the return of piston 75 to its initial positions shown when little or no pressure is communicated to either chamber 76 or 77. Like servo piston 69, servo piston 71 is designed to operate under hydraulic pressure and is effective to apply Band B2 when the operator selects Reverse gear. As best seen in FIG. 4, the servo piston 71 includes a housing 85 having an interior chamber 86, and end cover 87 and an annular piston 88. The piston 88 is mounted for axial displacement relative to said housing and is operably connected to a band actuator rod 8. The piston 88 is designed to define at least two independent fluid receiving annular chambers 90 and 91 between it and the housing 85. Each chamber 90 and 91 is connected to a separate fluid communication line or conduit. That is, an aperture 92 in housing 85 communicates chamber 90 with one fluid line. The other chamber 91 communicates with a separate fluid communication line through aperture 93 provided in housing 85. Suitable resilient means 94, preferably in the form of a compression spring disposed between piston 88 and end cover 87, serves to return the piston 88 to its initial position when little or no pressurized fluid is communicated to either chamber 90 or 91. Suitably located apertures 95 provided in end cover 87 permit any fluid collecting in chamber 86 to escape without effecting the performance of the pistons.
In the above described power transmission mechanism, the rotational state of each rotary element (50, 54, 58, 60 and 66) of the gear set 21 can be veried by a relatively actuating or a combination of clutches C1, C2, C3, C4, one way clutches 63 and 65, and brakes B1, and B2. As will be readily understood, varying the rotational state of each of the rotary elements permits the revolution speed of the transmission output shaft 26 to be varied or conditioned relative to that of the input shaft 32. The gear ratios are exemplary and is a ratio of the revolution number of the input shaft 32 to that of the output shaft 26. More specifically, when the transmission operates in its drive range, the 1-2 shift is accomplished by applying the B1 band and overrunning the 1-2 sprag. The 2-3 shift is accomplished by applying the C1 clutch concurrent with removing the B1 band. The 3-4 shift is accomplished by reapplying the B1 band and overunning the 3-4 sprag. Clutch C3 and B2 band are applied to accomplish reverse. Clutch C4 is applied in manual ranges 3, 2, 1 to provide overrun braking. Band B2 may be applied in manual range 1 to accomplish the engine braking. As will be described in detail hereinafter, an electronic control unit combined with hydraulic logic and control valves control all gear shifts and two independent shift schedules. The electronic control unit responds to signals indicative of the vehicle's operating conditions and drives a plurality of hydraulic valves through a plurality of electromagnetic actuators. At least one of the actuators is a proportional solenoid capable of developing a variable pressure output which is multiplexed to various pressure regulators. The variable pressure output controls all upshift, downshift, and, if so provided, lock-up clutch operation. The shift or event is completed by having the Regulator Valve change state and sending the variable pressure actuator to maximum pressure.
All downshifts are accomplished by simultaneously switching on one or both of the Regulator Valves and sending the variable pressure actuator through a programmable current profile. The downshift is completed by concurrently switching the Regulator Valve to the opposite state, switching the shift valve, and sending the variable pressure actuator to maximum pressure. As may be best illustrated in FIG. 6, oil is supplied to the hydraulic system by the transmission's oil pump 100 and is regulated by the line Pressure Regulator Valve 102. The pump 100 is a conventional fixed displacement gear type pump which draws fluid from a reservoir 119 through a Pump Intake Circuit defined by conduit 121. A Line Pressure Circuit defined by conduit 123 connects the governor or Regulator Valve 102 to the Manual Valve 106 (FIG. 8) and the Solenoid Supply Regulator Valve 108. A Converter Feed Circuit defined by Conduit 125 also connects the Regulator Valve 102 to the Converter Clutch Control Valve 116 (FIG. 7). The Line Pressure Regulator Valve 102 is designed, however, to restrict or stop the supply of oil to the Converter Clutch Control Valve 116 if the oil demand in the Line Pressure Circuit 123 has not been fully satisfied. Similarly, the Line Pressure Regulator Valve 102 will not allow oil to flow to the Pump Intake Circuit 121 until the demand of the Convertor Clutch Control Valve 116 has been fully satisfied. The Line Pressure Regulator Valve 102 has a series of ports 127, 128, 129, 130, 131, 132 and 133 including exhaust ports X1 and X2. The Valve 102 further includes a reciprocally arranged spool 134. The spool 134 has a series of lands 135, 136, 137, 138 and 139 with annular grooves 140, 141, 142 and 143 between the lands. It should be appreciated that the cross sectional area of land 137 is greater than that of 136. Moreover, the cross sectional area of land 136 is greater than that of land 135.
Add new comment