TORQUE CONVERTER

Automatic transmissions use a fluid clutch known as a torque converter to transfer engine
torque from the engine to the transmission. The torque converter operates through hydraulic
force provided by automatic transmission fluid, often simply called transmission oil. The
torque converter changes or multiplies the twisting motion of the engine crankshaft
and directs it through the transmission. The torque converter automatically engages and
disengages power from the engine to the transmission in relation to engine rpm. With the
engine running at the correct idle speed, there is not enough fluid flow for power transfer
through the torque converter. As engine speed is increased, the added fluid flow creates
sufficient force to transmit engine power through the torque converter assembly to the
transmission.
Design
Nearly all torque converters, or T/Cs, are one-piece, welded units that can only be repaired
by specialty shops. They are located between the engine and transmission and are sealed,
doughnut-shaped units ‫على شدددددد ددد دونددد‬ ‫( وحددد‬Figure 40–4) that are always filled with
automatic transmission fluid. All of the vital parts ‫ مهمه‬of a torque converter are housed
within its shell (Figure 40–5).

A flex or drive plate is used to mount the torque converter to the crankshaft. The flex plate
transfers the rotation of the crankshaft to the shell of the torque converter. The flex plate is
designed to flex in response to the slight change in torque converter size as pressure builds
in it. It is bolted to a flange on the rear of the crankshaft and to mounting pads on the front
of the torque converter shell. A heavy flywheel is not needed because the mass of the
torque converter and flex plate work like a flywheel to smooth out the intermittent
power strokes of the engine. The ring gear for the starting motor surrounds the flex plate
or torque converter.
Components

A standard torque converter

consists of three elements
(Figure 40–6): the pump
assembly often called an
impeller, the stator
assembly, and the turbine.
The impeller assembly is the
input (drive) member. It
receives power from the
engine. The turbine is the
output (driven) member. It is
splined to the transmission’s
turbine shaft. The stator
assembly is the reaction
member or torque multiplier.
The stator is supported on a
one-way clutch, which
operates as an overrunning clutch and permits the stator to rotate freely in one
direction and lock up in the opposite direction. The exterior of the torque converter shell
is shaped like two bowls standing on end facing each other. To support the weight of the
torque converter, a short stubby shaft projects forward from the front of the torque converter
shell and fits into a pocket at the rear of the crankshaft. At the rear of many torque converter
shells is a hollow hub with notches or flats at one end, ground 180 degrees apart. This hub
is called the pump drive hub. The notches or flats drive the transmission pump assembly. At
the front of the transmission within the pump housing is a pump bushing ‫ بط نة مع نية‬that
supports the pump drive hub and provides rear support for the torque converter assembly.
Some other transaxles have a separate shaft to drive the pump.
The impeller forms one internal section of the torque converter shell and has numerous
curved blades that rotate as a unit with the shell. It turns at engine speed, acting like a pump
to start the transmission oil circulating within the torque converter shell. While the impeller
is positioned with its back facing the transmission housing, the turbine is positioned with its
back to the engine. The curved blades of the turbine face the impeller assembly. The turbine
blades have a greater curve than the impeller blades, which helps eliminate oil turbulence
between the turbine and impeller blades that would slow impeller speed and reduce the
converter’s efficiency. The stator is located between the impeller and turbine. It
redirects the oil flow from the turbine back into the impeller in the direction of impeller
rotation with minimal loss of speed or force. The side of the stator blade with the inward
curve is the concave side‫ لمقعر‬. The side with an outward curve is the convex side.
Basic Operation
Transmission oil is used as the medium to transfer energy in the T/C. Figure 40–7A
illustrates the T/C impeller or pump at rest. Figure 40–7B shows it being driven. As the
pump impeller rotates, centrifugal force throws the oil outward and upward due to the curved
shape of the impeller housing. The faster the impeller rotates, the greater the centrifugal
force becomes. In Figure 40–7B, the oil is simply flying out of the housing and is not
producing any work. To harness ‫ لتسخير‬some of this energy, the turbine assembly is mounted
on top of the impeller (Figure 40–7C). Now the oil thrown outward and upward from the
impeller strikes the curved vanes of the turbine, causing the turbine to rotate. (There is no
direct mechanical link between the impeller and turbine.) An oil pump driven by the
converter shell and the engine continually delivers oil under pressure into the T/C through
a hollow shaft at the center axis of the rotating torque converter assembly. A seal prevents
the loss of fluid from the system. The turbine shaft is located within this shaft. As mentioned
earlier, the turbine shaft is splined to the turbine and transfers power from the torque
converter to the transmission’s main drive shaft. Oil leaving the turbine is directed out of
the torque converter to an external oil cooler and then to the transmissions oil sump or pan.
With the transmission in gear and the engine at idle, the vehicle can be held stationary by
applying the brakes. At idle, engine speed is slow. Since the impeller is driven by engine
speed, it turns slowly, creating little centrifugal force within the torque converter. Therefore,
little or no power is transferred to the transmission. When the throttle is opened, engine
speed, impeller speed, and the amount of centrifugal force generated in the torque converter
increase dramatically. Oil is then directed against the turbine blades, which transfer power
to the turbine shaft and transmission.
The stator mounts through its splined center hub to a mating stator shaft. The stator
freewheels when the impeller and turbine reach the coupling stage. The stator redirects
the oil leaving the turbine back to the impeller, which helps the impeller rotate more
efficiently (Figure 40–10). Torque converter multiplication can only occur when the
impeller is rotating faster than the turbine. A stator is either a rotating or a fixed type.
Rotating stators are more efficient at higher speeds because there is less slippage when the
impeller and turbine reach the coupling stage.
Overrunning Clutch ‫تجاوز‬
An overrunning clutch keeps the stator assembly from rotating when driven in one direction
and permits overrunning (rotation) when turned in the opposite direction. Rotating stators
generally use a roller-type overrunning clutch that allows the stator to freewheel (rotate)
when the speed of the turbine and impeller reach the coupling point. The roller clutch (Figure
40–11) is designed with a movable inner race, rollers, accordion (apply) springs, and outer
race. Around the inside diameter of the outer race are several cam-shaped pockets. The
rollers and accordion springs are located in these pockets.
As the vehicle begins to move, the stator stays in its stationary or locked position because
of the difference between the impeller and turbine speeds. This locking mode takes place
when the inner race rotates counterclockwise. The accordion springs force the rollers up the
ramps ‫ لمنح ر‬of the cam pockets into a wedging ‫إ سفين‬contact with the inner and outer races.
As vehicle road speed increases, turbine speed increases until it approaches impeller speed.
Oil exiting the turbine vanes strikes the back face of the stator, causing the stator to rotate
in the same direction as the turbine and impeller. At this higher speed, clearance exists
between the inner stator race and hub. The rollers at each slot of the stator are pulled around
the stator hub. The stator freewheels or turns as a unit. If the vehicle slows, engine speed
also slows along with turbine speed. This decrease in turbine speed allows the oil flow to
change direction. It now strikes the front face of the stator vanes, halting the turning stator
and attempting to rotate it in the opposite direction. As this happens, the rollers jam between
the inner race and hub, locking the stator in position. In a stationary position, the stator
now redirects the oil exiting the turbine so torque is again multiplied.
LOCKUP TORQUE CONVERTER
A lockup torque converter eliminates the 10% slip that takes place between the impeller and
turbine at the coupling stage. The engagement of a clutch between the impeller and the
turbine assembly greatly improves fuel economy and reduces operational heat and engine
speed. The assembly of a lockup torque converter is typically called a torque converter
clutch (TCC). Through the years, many different types of TCC systems have been used. The
most common design is the electronically controlled lockup piston clutch. Clutch lockup
systems can also be fully mechanical, centrifugally controlled, or dependent on a viscous
coupling.
 ‫ و له د ل مندده قلي د‬.‫لجزء لث د ب د ثب د بين ل د ع د عددة و لت ربين‬ The stator sits between the impeller and turbine. Its
‫لخسددددددد تر لن جة عن ) لتم اد و ز دل عزا ل ور ي عن ر‬ goal is to minimize churning losses and to increase
‫ ق ا‬.‫إع دل جيه لسدددددد ت رجن ء رج عه من لت ربين إلى ل ع عة‬ torque output by redirecting the fluid as it returns
‫لجزء لث ب بت جيه لسددد ت بحيك ي ب لبية سدددرعته عه ج‬ from the turbine to the impeller. The stator directs
‫ وب لت له ز من عزا‬،‫ مم سدددددد ع ل ع عة على لتحرك‬،‫ل ع عة‬ the fluid so that the majority of its velocity is in the
‫ هذ الم نية على مضددددددد عفة عزا‬.‫ل ور ي لن ج عن لمحرك‬ direction of the impeller, helping the impeller
‫ وليس‬،‫ل ور ي هه لسدددبي عه رنن نسدددميه مح ال عزا ل ور ي‬ move, and thus adding to the torque produced by
. ‫وصال لس ت‬ the motor. This ability to multiply torque is why we
call them torque converters, not fluid couplings.
‫ م ن ري ور عه‬. ‫لجزء لث ب ثب على ق بض رح دي ال ج‬ The stator sits on a one-way clutch. It can rotate in
‫ج و ح عقط عن م تحرك لت ربين و ل ع ع بنفس لسددددددر عة‬ one direction only when the turbine and impeller
‫ لجزء لث ب إم‬.‫قر ًب )مث رجن ء لقي دل على لطر لسددددددر جد‬ are moving at approximately the same speed (like
‫ على لربم من ري‬.‫د ور مج ل د ع د عددة رو ال د ور على إل الق‬ during highway driving). The stator rotates either
‫ إنه زودك بمز‬. ‫تم‬ ً ‫لجزء لث ب ال ضدددددد عا عزا ل ور ي د‬ with the impeller or not at all. Stators do not always
‫ي عه ح لة قا ) سددددددتخ ا لفر م‬ ‫من عزا ل ور ي عن م‬ multiply torque, though. They provide you with
‫ ول ن‬،‫ على سددبي لمث د رو رجن ء لتسد رع‬،‫عن إلشد رل لضد تية‬ more torque when you are either at stall (applying
‫ليس رجن ء لسرع لع لية على لطر لسر ج‬ the brakes at a stop light, for example) or while
accelerating, but not during highway cruising.
‫ حت ي‬، ‫ب إلضددددددد عة إلى لق بض رح دي ال ج عه لجزء لث ب‬ In addition to the one-way clutch in the stator, some
‫بعض مح ال عزا لددد ور ي على لقددد بض لقفددد لدددذي تمثددد‬ torque converters contain a lock-up clutch whose
‫وظيفته عه قف لت ربين مج مبي مح لعزا بحيك تم صددددي‬ job it is to lock the turbine with the torque converter
‫ ضدددمن لقضددد ء على قتر ي لسددد ت‬. ً‫لت ربين و ل ع ع مي ني ي‬ housing so that the turbine and impeller are
‫و سدددددتب له ب يددددد مي ني ه نتق ا عزا دور ي لمحرك إلى‬ mechanically connected. Eliminating the fluid
.‫عم د إدخ ن ق لحراة‬ coupling and replacing it with a mechanical
connection ensures that all of the engine's torque is
transmitted to the transmission input shaft.
.‫ م نع منج م ن معينة من لحراة‬،‫ب سددددتخ ا ق بض وم بم‬ Using clutches and brakes, you can prevent certain
‫ م نددع خيير إلدخدد و إلخر ا للن دد ا‬،‫من خال لقيدد ا بددذلددع‬ components from moving. In doing so, you can
‫ ع ر عه مر بهددذ‬.‫وب د لت د له خيير نسددددددبددة لتروف إلجم د ليددة‬ alter the input and output of the system and thus
‫ تيم لع مجم عة لتروف ل ابية خيير نسدددددي لتروف‬:‫لطر قة‬ change the overall gear ratio. Think of it this way:
‫ إنهم جميعً دددددد را ي‬.‫دوي لح جة إلى سددددددتخ ا روف مختلفة‬ a planetary gear set lets you change gear ratios
‫ ا م عليع ععله ه سددددددتخ ا لق بض و لفر م لتخيير‬. ‫ب لفع‬ without having to engage different gears. They are
.‫ج بتة‬ ‫لم ن لته ور و‬ all already engaged. All you have to do is use
clutches and brakes to change which components
rotate and which stay stationary.
‫ على‬.‫عتم نسددددبة لتروف لنه تية على لم ي لذي م إصددددالحه‬ The final gear ratio depends on which component
‫ عسدددت ي نسدددبة لترف‬،‫ إت م إصدددالا رف لحلقة‬، ‫سدددبي لمث‬ is fixed. For example, if the ring gear is fixed, the
‫ بمعرعة ا ملة للمخ ر‬.‫رقيددددر ب ثير من إصددددالا رف ل ددددمس‬ gear ratio will be much shorter than if the sun gear
. ‫ سددددددددضددددددج و ح ل عه ري ح‬، ‫ هن‬ploppin ‫لمر بطة بمع دلة‬ is fixed. Knowing the risks associated with
‫سدددتخبرك لمع دلة لت لية بنسدددي لتروف لخ صدددة بع عتم دً على‬ plopping' an equation on here, I'm going to put one
S ‫ و‬C ‫ و‬R ‫ مث‬.‫لم ي لذي م إصددددددالحه و لم ي لمتحرك‬ in anyway. The following equation will tell you
‫ مث روميخ ببسددد ة لسدددرعة‬.‫رف لحلقة و لح م ون ق لحراة‬ your gear ratios depending on which component is
‫ ه ع د سن ي‬N‫ و‬،‫لز و ة للتروف‬ fixed and which are in motion. R, C, and S
represent the ring gear, carrier, and sun gear.
Omega simply represents the angular speed of the
gears, and N is the tooth count.
‫ دع ن نق إن ن قرر ن‬:‫ عإي لطر قة لته ع م ب ه هه‬،‫و ب ل ت له‬ (NR + NS)*WC= (NR WR+ NS WS)
‫لحف ظ على ح م ل اي ج بت ً وجع ل ددددمس سددددتهلع م خال ن‬ The way it works is thus: let's say we decided to
‫ ل اددي ق د درل على‬.‫لحلقددة هه ن د جن د د‬ ‫)وب د لت د له عددإي مع د‬ keep the planet carrier stationary and make the sun
.‫ ل ن ال م نهدد لتحرك ي لندد قدد ال م ندده لتحرك‬،‫لدد ور ي‬ gear our input (thus the ring gear is our output). The
‫ لذ ختفى لج ني سر من لمع دلة‬، ‫ س وي صفر‬Omega_c planets are able to rotate, but they cannot move
‫ عإنه رس‬،‫ل مس‬ ‫ هذ عنه رنه عن م نق ا بت و ر مع‬. ‫رعال‬ since the carrier cannot move. Omega C is zero, so
‫عزا ل ور ي عبر ل اي‬ the left side of the equation above is gone. This
‫لتروف إلى لعت د ل تري‪ .‬لمعرعة م سدددت ي نسدددبة لترف‪ ،‬نق ا‬ ‫‪means that when we rotate the sun gear, it sends‬‬
‫ببس ة بح لمع دلة رعال لـدد ‪ .Omega_R / Omega_S‬نتهه‬ ‫‪torque through the planet gears to the ring gear. To‬‬
‫بن مر مج ‪ ، N_s / N_R-‬ري نسددددددبة لتروف عن م نيددددددلم‬ ‫‪figure out what the gear ratio would be, we simply‬‬
‫لح د م د ونجع د لحلقددة لحلقيددة ن د جن د ومهم د ل ددددددمس لته‬ ‫‪solve the above equation for Omega_R/Omega_S.‬‬
‫نستخ مه هه ببس ة نسبة ع د سن ي بين رف ل مس و لعت د‬ ‫‪We end up with -N_s/N_R, that is, the gear ratio‬‬
‫ل تري‪ .‬هذ سلبه‪ ،‬حيك ري لحلقة ور عه ال ج لمع اس لعت د‬ ‫‪when we fix the carrier and make the ring gear our‬‬
‫ل مس‬ ‫‪output and the sun gear our input is simply the ratio‬‬
‫ض قف لترف ل تري وجع رف ل مس ه لم خال‬ ‫م نع ر ً‬ ‫‪of the number of teeth between the sun gear and‬‬
‫لخ صددة بع و م نع قف رف ل ددمس وجع لن ق ه لم خال‬ ‫‪ring gear. This is negative, since the ring spins in‬‬
‫لخ صدددة بع‪ .‬عتم دً على م قفله‪ ،‬سدددتحيددد على نسدددي روف‬ ‫‪the opposite direction of the sun gear.‬‬
‫مختلفة‪ ،‬ري سددتحي د على س روفس مختلفة‪ .‬للحي د على نسددبة‬ ‫‪You can also lock the ring gear and make the sun‬‬
‫روف ‪ ، 1 :1‬م عليع سدددد ى قف لم ن م ًع )م عليع سدددد ى‬ ‫‪gear your input and you can lock the sun gear and‬‬
‫قف جنين للقي ا بذلعد بحيك ور لعم د لمرعقه بنفس سددددددر عة‬ ‫‪make the carrier your input. Depending on what‬‬
‫عم د خرا ن ق لحراة‬ ‫‪you lock, you'll get different gear ratios, i.e. you'll‬‬
‫‪get different "gears." To obtain a 1:1 gear ratio, you‬‬
‫‪simply lock the components together (you only‬‬
‫‪have to lock two to do this) so that the crankshaft‬‬
‫‪spins at the same speed as the transmission output‬‬
‫‪shaft.‬‬

‫‪[Link]
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‫عزا‬ ‫رسرع‪ ،‬مم ؤدي ب ور إلى دور ي مضخة مح‬ ‫ضخط على دو سة ل ق د‪ .‬ؤدي هذ إلى دور ي لمحرك ب‬
‫رسددرع‪ ،‬تحرك س د ت ن ق لحراة بسددرعة ا عية من لمضددخة لب ء‬ ‫رسددرع‪ .‬و ي لمضددخة ور ب د‬ ‫ل ور ي ب د‬
‫ي سدرعة‬ ‫لت ربين لسد ت إلى لجزء لث ب ‪ .‬لم ور لجزء لث ب بع‬ ‫رسدرع‪ .‬رسد شدفر‬ ‫دور ي لت ربين ب د‬
‫فه‪.‬‬ ‫س ت ن ق لحراة ليس ع لية بم‬
‫بن ق حراة رو م ي ه‪.‬‬ ‫لمتح لد ق دوي سددددي ر‬ ‫عيش عه ل ال‬ ‫ا )على ق إت ان‬ ‫ل ن مع م لن ف هذ‬
‫ًم ايا م ن لسي ر ع ري نتق إلى لسرعة لمن سبة دوي لح جة إلى عع ري شهء س ى لضخط على‬ ‫س ءل‬ ‫ه‬
‫دو سة ل ق د رو لفر م ؟‬
‫حسنً ‪ ،‬م ّسع جي ً ‪ .‬سندخذك على وشع ري نطلعع على و ح ل من رروع قطج لهن سة لمي ني ية )و لس ت د عه ر خ‬
‫و م ي ه‪ ،‬ستن هش‬ ‫و م ي ه‪) .‬بير حة‪ ،‬ال رب لغ‪ :‬بمجرد ري فهم آلية عم ن ق لحراة‬ ‫لب ر ة‪ :‬ن ق لحراة‬
‫من ق رل لن ف على بت ر هذ ل هء دوي لح جة إلى رجهزل امبي ر‪.‬د‬
‫لمر جعة‪ :‬لخرض من ن ق لحراة‬ ‫وق‬
‫إلى‬ ‫و م ي ه‪ ،‬دع ن نلقه ن رل سددددر عة على سددددبي ح جة لمراب‬ ‫قب ري نتعم عه ف صددددي عم ن ق لحراة‬
‫و ‪.‬‬ ‫ن ق حراة ‪ -‬مهم ا ي ن عه ‪ -‬عه لمق ا‬
‫ام تارن عه مق مة شددرحن ل يفية عم محرك لسددي رل‪ ،‬د لّ محرك سددي ر ع ق ل دور ي‪ .‬لتحر ع لسددي رل‪ ،‬نحت ا إلى‬
‫نق هذ لق ل ل ور نية إلى لعجال ‪ .‬هذ م فعله ن ا نق لحراة ‪ -‬لذي دع ّ ن ق لحراة جز ًء منه‪.‬‬
‫من لم د لة‪ :‬ال م ن للمحرك ل ور ي إال بسددرعة مح دل ليعم ب ف ءل‪ .‬إت د ر بسددرعة منخفضددة ج ً ‪ ،‬علن‬ ‫ول ن هن‬
‫مر لمحرك نفسه‪.‬‬ ‫تم ن من حر ع لسي رل من لس ي؛ وإت د ر بسرعة ابيرل ج ً ‪ ،‬عق‬
‫ر قة لمضددد عفة لط قة لته نتجه لمحرك عن لح جة ) النطالق من وضدددج لسددد ي‪ ،‬صدددع د لت ‪،‬‬ ‫م نحت جه ه‬
‫إلخد‪ ،‬مج قلي امية لط قة لمرسددددلة من لمحرك عن ع ا لح جة إليه ) لنزو ‪ ،‬لقي دل بسددددرعة ابيرل‪ ،‬لضددددخط على‬
‫لم بم بق لد‪.‬‬
‫ننتقل اآلن إلى ناقل الحركة‪.‬‬
‫لعجال ب لق ر لمن سي من‬ ‫مث له )ال بطيئ ً ج ً وال سر عً ج ً د مج زو‬ ‫ضمن ن ق لحراة دور ي لمحرك بمع‬
‫ل رول‪ .‬قج ن ق لحراة بين لمحرك وب قه ن ا ل عج‪ ،‬و عم‬ ‫لط قة لالزمة لتحر ع لسددددي رل وإ ق عه ‪ ،‬مهم ا ن‬
‫ال حة مف يم اهرب تية للسي رل‪.‬‬
‫سددب ري شددرحن ب لتفيددي ايفية حقي ن ق لحراة لي وي لهذ من خال نسددي لتروف‪ .‬من خال ربط لتروف ت‬
‫حج ا لمختلفة ببعضه ‪ ،‬م نع ز دل امية لط قة لمرسلة إلى ب قه رجز ء لسي رل دوي خيير سرعة دور ي لمحرك‬
‫لذي ردرجن س بقً قب لمت بعة؛ لن فهم ري شهء‬ ‫اثير ‪ .‬إت لم فهم بع مفه ا نسي لتروف‪ ،‬رنيحع بم ه ل لفي‬
‫ً‬
‫آخر إال إت عهم هذ لمفه ا‪.‬‬
‫عه ن ق لحراة لي وي‪ ،‬تح م عه لتروف لته تم ع يقه ب لضخط على لق بض ونق لتروف إلى رم انه ‪.‬‬
‫و م ي ه‪ ،‬دح د لهن سة لب رعة ري رف تم ع يقه دوي لح جة إلى عع ري شهء س ى لضخط‬ ‫عه ن ق لحراة‬
‫على دو سة ل ق د رو لفر م ‪ .‬إنه سحر لسي ر ‪.‬‬
‫أجزاء ناقل الحركة األوتوماتيكي‬
‫و م ي ه‪.‬‬ ‫رسم خطيطه لن ق لحراة‬
‫مث له )ال بطيئ ً‬ ‫ي ل ع عهم رسددد سددده ل ظيفة ن ق لحراة‪ :‬عه ضدددمن دور ي لمحرك بمع‬ ‫آلي‪ ،‬جي ري‬ ‫بحل‬
‫ل رول‪.‬‬ ‫لعجال ب لق ر لمن سي من لق ل لتحر ع لسي رل وإ ق عه ‪ ،‬مهم ا ن‬ ‫ج ً وال سر عً ج ً د‪ ،‬مج زو‬
‫و م ي ه‪:‬‬ ‫لنل ِ ن رل على جز ء لته سمم بح وث تلع عه ن ق لحراة‬
‫غالف ناقل الحركة‬
‫و م ي ه‪.‬‬ ‫رسم خطيطه لخالل ن ق لحراة‬
‫جرسد ‪ ،‬لذ ب لبً م سدمج عنه سبالعً جرسديً س‪ .‬ديدنج بالل ن ق‬
‫ً‬ ‫دبه شد له‬ ‫ضد ّم بالل ن ق لحراة جميج رجز ء ‪.‬‬
‫لحراة ع دل ً من ل مني ا‪ .‬إلى ج ني حم ة جميج روف ن ق لحراة لمتحراة‪ ،‬حت ي بالل لجرف عه لسي ر‬
‫متن عة تتبج سرعة دور ي لمحرك ل خلة وسرعة دور نه لخ رجة إلى ب قه رجز ء لسي رل‪.‬‬ ‫لح ثة على مست عر‬
 ‫محول عزم الدوران‬
‫ّ‬
‫لط قة من لمحرك إلى‬ ‫خي محرك سي ر ع دوي حر ه لألم ا؟ ح سنً ‪ ،‬تلع ي ع‬ ‫ًم لم ت م نع‬ ‫س ءل‬ ‫ه‬
‫ن ق لحراة مفي ‪ .‬سمم هذ لفي للمحرك بم صلة لعم حتى ل لم ي لط قة إلى ب قه رجز ء ن ا ل عج عه‬
‫لسي رل‪ .‬عه ن ق لحراة لي وي‪ ،‬تم عي لط قة من لمحرك إلى ن ا ل عج ب لضخط على لق بض‪.‬‬
‫ول ن ايا تم عيدد لط قة من لمحرك إلى ب قه رجز ء ن ا ل عج عه ن ق حراة رو م ي ه ب وي ق بض؟ ب سددتخ ا‬
‫عزا ل ور ي‪ ،‬ب لطبج‬ ‫مح‬
‫و م ي ية )لم نتطرق بع إلى لتروف ل ابيةد‪.‬‬ ‫هن ب ر سحر ن ق لحراة‬
‫‪ ،‬قج د خ لفتحة ل بيرل لعلبة ن ق‬ ‫عزا ل ور ي بين لمحرك ون ق لحراة‪ .‬وه قطعة د تر ة ل‬ ‫قج مح‬
‫لحراة‪ .‬ؤدي وظيفتين رتيسيتين عه نق عزا ل ور ي‪:‬‬
‫‪ )1‬ينقل الطاقة من المحرك إلى عمود إدخال ناقل الحركة‬
‫‪ )2‬يضاعف عزم دوران المحرك‬
‫ؤدي ه ين ل ظيفتين بفض لط قة لهي رولي ية لته عره س ت ن ق لحراة د خ ن ق لحراة‪.‬‬
‫عزا ل ور ي‪.‬‬ ‫جز ء لمختلفة لمح‬ ‫لفهم آلية عم هذ لمح ‪ ،‬علين ري نعرل آلية عم‬
‫أجزاء محول عزم الدوران‬
‫لح ثة من رربعة رجز ء رتيسية‪١ :‬د لمضخة‪٢ ،‬د لجزء لث ب ‪٣ ،‬د‬ ‫عزا ل ور ي عه مع م لمراب‬ ‫ت ي مح‬
‫عزا ل ور ي‪.‬‬ ‫لت ربين‪ ،‬و‪٤‬د ق بض مح‬
‫ج من مرازه ‪ .‬در ّاي‬ ‫به لمضخة لمروحة‪ ،‬و حت ي على مجم عة من ل فر‬ ‫‪ .١‬المضخة )رو لم ر د‪.‬‬
‫عزا ل ور ي‪ ،‬و لذي ب ور دمثبّ مب شرل ً بعجلة لم زنة عه لمحرك‪ .‬وب لت له‪،‬‬ ‫لمضخة مب شرل على بالل مح‬
‫عزا ل ور يد‪.‬‬ ‫لمحرك‪) .‬ستحت ا إلى ذار تلع عن شرا آلية عم مح‬ ‫ور لمضخة بنفس سرعة عم د مرع‬
‫ضخ لمضخة س ت ن ق لحراة للخ را من لمراز ب ج ‪...‬‬
‫‪ .٢‬التوربين‪ .‬قج لت ربين د خ بالل لمح ‪ .‬ومث لمضخة‪ ،‬ب و امروحة‪ .‬تي لت ربين مب شرل بعم د إدخ‬
‫ن ق لحراة‪ .‬وه بير متي ب لمضخة‪ ،‬لذ م نه لتحرك بسرعة مختلفة عن لمضخة‪ .‬هذ نقطة مهمة‪ .‬هذ م سمم‬
‫للمحرك ب ل ور ي بسرعة مختلفة عن بقية ن ا ل عج‪.‬‬
‫لت ربين بحيك تحرك لس ت لذي‬ ‫صمم شفر‬
‫ور لت ربين بفض س ت ن ق لحراة لذي درسله لمضخة‪ .‬د‬
‫ستقبله نح مراز لت ربين جم ع د إلى لمضخة‪.‬‬
‫به ر ش لمروحة رو مروحة لط ترل )ه‬ ‫‪ .٣‬لجزء لث ب )رو لمف ع د‪ .‬قج لجزء لث ب بين لمضخة و لت ربين‪.‬‬
‫الحظ نم ً‬
‫ط هن ؟د‪ .‬ق ا لجزء لث ب ب ظيفتين‪١ :‬د إرس س ت ن ق لحراة من لت ربين إلى لمضخة ب ف ءل رعلى‪،‬‬
‫و‪٢‬د مض عفة عزا ل ور ي لق دا من لمحرك للمس ع ل عه حر ع لسي رل‪ ،‬ول نه درس عزا دور ي رق بمجرد ري‬
‫سير لسي رل بسرعة جي ل‪.‬‬
 ‫لمف ع بحيك عن م يط ا س ت ن ق لحراة لخ را من‬ ‫صمم شفر‬ ‫و دحق تلع بفض هن سة تاية‪ً .‬‬
‫روال‪ ،‬د‬
‫لس ت عه نفس ج دور ي لمضخة‬ ‫لت ربين بر ش لجزء لث ب ‪ ،‬دح َّ‬
‫تحرك‬ ‫ج نيً ‪ ،‬تي لجزء لث ب بعم د ج ب عه ن ق لحراة عبر ق بض رح دي ال ج ‪ .‬هذ عنه ري لجزء لث ب‬
‫عه ج و ح عقط‪ ،‬مم ضمن جيه لس ت من لت ربين عه ج و ح ‪ .‬ب ر لجزء لث ب ب ل ور ي عقط عن م ي‬
‫سرعة لس ت من لت ربين إلى مست ى معين‪.‬‬
‫دسد ّهالي عم لمضددخة و لّ ي ضددخ ً‬
‫ط رابر للسد ت ‪ .‬هذ ب ور دعزز عزا‬ ‫هذ ي لعنيددر ي لتيددميمي ي للجزء لث ب‬
‫لمز من عزا ل ور ي إلى ن ق لحراة‬ ‫ل ور ي عن لت ربين‪ ،‬و ي لت ربين متيدددددد بن ق لحراة‪ ،‬دم ن إرسدددددد‬
‫وب قه لسي رل‪ .‬للعجي!‬
‫قابض محول عزم الدوران‪.‬‬
‫س ت ن ق لحراة من لمضخة إلى لت ربين‪ .‬نتج عن تلع‬ ‫لم تج‪ ،‬دفق لط قة عن نتق‬ ‫بفض آلية عم د ن مي ي‬
‫هذ م لة عن نطالق لسي رل )عه ل قج‪ ،‬هذ الختالل عه‬ ‫دور ي لت ربين بسرعة ربطد قليالً من لمضخة‪ .‬ال د‬
‫لسددرعة ه م سددمم للت ربين بتزو ن ق لحراة بمز من عزا ل ور يد‪ ،‬ول ن بمجرد نطالق لسددي رل‪ ،‬دؤدي هذ‬
‫الختالل إلى بعض ع ا اف ءل لط قة‪.‬‬
‫عزا دور ي متيددددددد‬ ‫ولتجني هذ لفق عه لط قة‪ ،‬حت ي مع م مح ال عزا ل ور ي لح ثة على ق بض مح‬
‫عزا‬ ‫ب لت ربين‪ .‬عن م يدددد لسددددي رل إلى سددددرعة معينة )ع دل ً ‪ 50-45‬ميالً عه لسدددد عةد‪ ،‬تم ع ددددي ق بض مح‬
‫ع ي ق بض لمح ‪.‬‬ ‫ل ور ي و ؤدي إلى دور ي لت ربين بنفس سرعة لمضخة‪ .‬تح م جه ز امبي ر عه وق‬
‫عزا ل ور ي عن النتق من لت قا‬ ‫لذي سددديب و عليه عم مح‬ ‫دع ن نجمج ا تلع معً ونلقه ن رل على ل ددد‬
‫لت ا إلى سرعة النطالق‪:‬‬
‫د خّ لسي رل‪ ،‬وهه عه وضج لخم ‪ .‬ور لمضخة بنفس سرعة لمحرك‪ ،‬و درس س ت ن ق لحراة نح لت ربين‪،‬‬
‫ول ن ي لمحرك ال ور بسددددرعة ابيرل عن لت قا لت ا‪ ،‬عإي لت ربين ال ور بهذ لسددددرعة‪ ،‬وب لت له ال سددددتطيج‬
‫صي عزا ل ور ي إلى ن ق لحراة‪.‬‬
‫رسرع‪ ،‬مم ؤدي ب ور إلى دور ي مضخة مح‬ ‫ضخط على دو سة ل ق د‪ .‬ؤدي هذ إلى دور ي لمحرك ب‬
‫رسرع‪ ،‬تحرك س ت ن ق لحراة بسرعة ا عية من لمضخة‬ ‫رسرع‪ .‬و ي لمضخة ور ب‬ ‫عزا ل ور ي ب‬
‫ي‬ ‫لت ربين لس ت إلى لجزء لث ب ‪ .‬لم ور لجزء لث ب بع‬ ‫رسرع‪ .‬رس شفر‬ ‫لب ء دور ي لت ربين ب‬
‫فه‪.‬‬ ‫سرعة س ت ن ق لحراة ليس ع لية بم‬

‫لس ت مرل رخرى إلى لمضخة عه‬ ‫لجزء لث ب ‪ ،‬ععن م مر لس ت عبره ‪ ،‬عإنه ح‬ ‫ول ن بسبي يميم شفر‬
‫نفس ج دور نه ‪ .‬سمم هذ للمضخة بتحر ع لس ت مرل رخرى إلى لت ربين بسرعة رعلى و خل ضخ ً‬
‫ط رابر‬
‫عج لت ربين إلى ق م عزا دور ي‬ ‫للس ت ‪ .‬عن م ع د لس ت إلى لت ربين‪ ،‬عإنه فع تلع بعزا دور ي رابر‪ ،‬مم‬
‫رابر إلى ن ق لحراة‪ .‬ب ر لسي رل ب لتحرك لألم ا‪.‬‬
 ‫ت رر هذ ل ورل مر ًر و ر ًر مج ز دل سرعة سي ر ع‪ .‬عن م ي إلى سرعة النطالق‪ ،‬ي ضخط س ت ن ق‬
‫رخير ‪ .‬مج دور ي لمف ع ‪ ،‬نخفض عزا ل ور ي‪ .‬عن هذ‬
‫ً‬ ‫لمف ع‬ ‫لحراة إلى ضددددددخط تسددددددبي عه دور ي شددددددفر‬
‫عزا ل ور ي‪،‬‬ ‫لنقطة‪ ،‬ال حت ا إلى عزا دور ي ابير لتحر ع ل سي رل‪ ،‬نه تحرك ب سرعة جي ل‪ .‬د خّ ق بض مح‬
‫مم دؤدي إلى دور ي لت ربين بنفس سرعة لمضخة و لمحرك‪.‬‬
‫عزا ل ور ي ه م سددددددمم رو منج نق لط قة من لمحرك إلى ن ق لحراة‪ ،‬وه م ضدددددد عا عزا‬ ‫حسددددددنً ‪ ،‬مح‬
‫ل ور ي إلى ن ق لحراة لت دددخي لسدددي رل من ح لة لت قا لت ا‪ .‬ح ي ل ق إللق ء ن رل على رجز ء ن ق لحراة لته‬
‫لق تيً ‪.‬‬ ‫سمم للسي رل ب لتب‬
‫رعلى‪ ،‬ق ّ عزا دور نه ‪ .‬بفضددد نسدددي لتروف‪ ،‬م ن لن ق لحراة ز دل رو قلي‬ ‫الم وصدددل سدددي ر ع إلى سدددرع‬
‫لسي رل‪ .‬الم نخفض نسبة لتروف‪ ،‬ز د عزا ل ور ي ل دمق ا‪ .‬والم ر فع نسبة‬ ‫عزا ل ور ي لمرس إلى عجال‬
‫لتروف‪ ،‬ق ّ عزا ل ور ي ل دمق ا‪.‬‬
‫عه ن ق لحراة لي وي‪ ،‬جي حر ع تر ع ن ق لحراة لتخيير نسي لتروف‪.‬‬
‫و م ي ه‪ ،‬زد د نسددددددي لتروف و نخفض لق ت ًي ‪ ،‬وهذ مم ن بفضدددددد لتيددددددميم لمبت ر للترف‬ ‫عه ن ق لحراة‬
‫ل ابه‪.‬‬
‫ت ي لترف ل ابه من جالجة م ن ‪:‬‬
‫لترف ل مسه‪ .‬قج عه مراز مجم عة لتروف ل ابية‪.‬‬
‫لتروف ل ابية‪ /‬لتروف ليددخيرل وح مله ‪ .‬جالجة رو رربعة روف رصددخر حيط ب لترف ل ددمسدده و ت د بع ب سددتمر ر‬
‫مج لترف ل دددددمسددددده‪ .‬در ّاي لتروف ل ابية )رو لتروف ليدددددخيرلد و عمه لح ملة‪ .‬ور ا رف ا ابه على‬
‫لترف ل ددمسدده‪ .‬لترف‬ ‫ضدد ح‬
‫ور ر ً‬ ‫رعم ه لمنفيددلة لمتيددلة ب لح ملة‪ .‬ال ور لتروف ل ابية عحسددي‪ ،‬ب‬
‫لحلقه‪ .‬لترف لحلقه ه لترف لخ رجه تو رسددددددن ي د خلية‪ .‬حيط لترف لحلقه ببقية مجم عة لتروف‪ ،‬و ت دددددد بع‬
‫اي‪.‬‬ ‫رسن نه ب ستمر ر مج روف ل‬
‫دعج رم مه‪ .‬عتم تلع على ري من م ن‬ ‫م ن لمجم عة روف ا ابية و ح ل حقي دعج ع سدده وخمسددة مسددت‬
‫مجم عة لتروف لثالجة تحرك رو بقى ج بت ً ‪.‬‬
‫لمختلفة إم اترف إدخ ) لترف لذي د لّ لط قةد‪ ،‬رو رف إخر ا‬ ‫لنل ِ ن رل عملية على تلع‪ ،‬حيك عم لم ن‬
‫) لترف لذي ستقب لط قةد‪ ،‬رو ج بت ً ‪.‬‬
‫لترف ل مسه‪ :‬رف إدخ ‪ /‬ح م ا ابه‪ :‬رف إخر ا ‪ /‬رف حلقه‪ :‬ج ب‬
Sun Gear - input gear, Planetary Carrier - output gear, Ring Gear- held stationary

In this scenario, the sun gear is the input gear. The ring gear doesn’t move. With the sun
gear moving, and the ring gear held in place, the planetary gears will rotate on their own
carrier shafts and walk around the inside of the ring gear, but in the opposite direction as the
sun gear. This causes the carrier to rotate in the same direction as the sun gear. The carrier
thus becomes the output gear.
This configuration creates a low gear ratio which means the input gear (in this case, the sun
gear) spins faster than the output gear (the planet carrier). But the amount of torque the
planet carrier creates is much more than the sun gear delivers.
This sort of configuration would be used when the car is just getting started.
Sun Gear: held stationary / Planetary Carrier: output gear / Ring Gear: input gear
In this scenario, the sun gear is held stationary, but the ring gear becomes the input gear
(that is, it’s delivering power to the gear system). Because the sun gear is being held, the
spinning planet gears will walk around the sun gear and carry the planet carrier with them.
The planet carrier moves in the same direction as the ring gear and is an output gear.
This configuration creates a bit higher gear ratio than the first configuration. But the input
gear (the ring gear) is still spinning faster than the output gear (the planetary carrier). This
results in the planetary gear delivering more torque, or power, to the rest of the drivetrain.
This configuration would likely be in play as your car speeds up from a dead stop, or when
you’re driving up a hill.
Sun Gear: input gear / Planetary Carrier: output gear / Ring Gear: input gear
In this scenario, both the sun gear and ring gear act as input gears. That is, both are spinning
at the same speed and in the same direction. This causes the planetary gears to not spin on
their individual shafts. Why? If the ring gear and the sun gear are the input members, the
internal teeth of the ring gear will try to rotate the planetary gears in one direction, while the
external teeth of the sun gear will try to drive them in the opposite direction. So they lock
into place. The whole unit (sun gear, planetary carrier, ring gear) moves together at the same
speed and they transfer the same amount of power. When the input and the output transfer
the same amount of torque, it’s called direct drive.
This arrangement would be in play when you’re cruising around 45-50 mph.
Sun Gear: held stationary / Planetary Carrier: input gear / Ring Gear: output gear
In this scenario, the sun gear is held stationary, and the planetary carrier becomes the input
gear that delivers power to the gear system. The ring gear is now the output gear.
As the planet carrier rotates, the planetary gears are forced to walk around the held sun gear,
which drives the ring gear faster. One complete rotation of the planet carrier causes the ring
gear to rotate more than one complete revolution in the same direction. This is a high gear
ratio and provides more output speed but less torque. This arrangement is also known as
“overdrive.”
You’d be in this configuration when you’re driving on the freeway at 60+ mph.
An automatic transmission usually has more than one planetary gear set. They work together
to create multiple gear ratios.
Because the gears are in constant mesh in a planetary gear system, gear changes are made
without engaging or disengaging gears, like you do on a manual transmission.
But how does an automatic transmission tell which parts of the planetary gear system should
act as the input gear, the output gear, or be held stationary, so we can get those varying gear
ratios?
With the help of brake bands and clutches inside the transmission.
Brake Bands and Clutches
Brake bands are made of metal lined with organic friction material. The brake bands can
tighten to hold the ring or sun gear stationary or loosen to let them spin. Whether a brake
band tightens or loosens is controlled by a hydraulic system.

A series of clutches also connect to the different parts of a planetary gear system.
Transmission clutches in automatic transmissions are made up of multiple metal and friction
discs (which is why they’re sometimes referred to as a “multi disc clutch assembly”). When
the discs are pressed together, it causes the clutch to engage. A clutch can cause a planetary
gear part to become an input gear or it could cause it to become stationary. It just depends
on how it’s connected to the planetary gear. Whether a clutch engages or not is driven by a
combination of mechanical, hydraulic, and electrical design. And it all happens
automatically.
Now the intricacies of how the various clutches work together to hold and drive different
components is pretty complicated. Too complicated to describe it in text. It’s best
understood visually. I highly recommend checking out this video that walks you through it:
How an Automatic Transmission Works
As you can see, there are a lot of moving parts inside an automatic transmission. It uses a
combination of mechanical, fluid, and electrical engineering to give you a smooth ride from
dead stop to highway cruising speed.
So let’s walk through a big picture overview of the power flow in an automatic transmission.
The engine sends power to the torque convertor’s pump.
The pump sends power to the torque converter’s turbine via transmission fluid.
The turbine sends the transmission fluid back to the pump via the stator.
The stator multiples the power of the transmission fluid, allowing the pump to send more
power back to the turbine. A vortex power rotation is created inside the torque converter.
The turbine is connected to a central shaft that connects to the transmission. As the turbine
spins, the shaft spins, sending power to the first planetary gear set of the transmission.
Depending on which multiple disc clutch or brake band is engaged in the transmission, the
power from the torque converter will either cause the sun gear, the planetary carrier, or
the ring gear of the planetary gear system to move or stay stationary.
Depending on which parts of the planetary gear system are moving or not determines
the gear ratio. Whatever planetary gear arrangement you have (sun gear acting as input,
planetary carrier acting as output, ring gear stationary — see above) will determine the
amount of power the transmission sends to the rest of the drive train.
That, broadly speaking, is how an automatic transmission works. There are sensors and
valves that regulate and modify things, but that’s the basic gist of it.
It’s something that’s easier understood visually. I highly recommend watching the following
video. The background we went through will make it much easier to understand:
What did I tell you? The automatic transmission is pretty dang amazing.
Now as you feel the car shift gears as you cruise down the freeway, you’ll have a good idea
of what’s going on under the hood.
Related Posts
Gearhead 101: Understanding Manual Transmission
Gearhead 101: Understanding the Braking System
Gearhead 101: Understanding How Your Car's Engine Works
Gearhead 101: How Full-Time 4WD and All-Wheel Drive Work
Gearhead 101: The Drivetrain
Gearhead 101: How Part-Time Four-Wheel Drive Works

Automotive Automatic Transmission and Transaxles

We support ASE program certification through Keith Santini Kirk Van Gelder MASTER
AUTOMOTIVE TECHNICIAN SERIES
[Link] (automatic Gear)
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Purpose of an Automatic Transmission