Chapter 1

INTRODUCTION

1.1 INTRODUCTION
Torque converter is generally a type of fluid coupling (but also being able to multiply torque) that is
used to transfer rotating power from a prime mover, such as an internal combustion engine or electric
motor, to a rotating driven load. The torque converter normally takes the place of a mechanical
clutch in a vehicle with an automatic transmission, allowing the load to be separated from the power
source. It is usually located between the engine's flex plate and the transmission. The key
characteristic of a torque converter is its ability to multiply torque when there is a substantial
difference between input and output rotational speed, thus providing the equivalent of a reduction
gear. The torque converter works in conjunction with the transmission to match the engine output to
the torque requirements (load) at the drive wheels through the entire operating range of the vehicle.
In a lighter duty application the converter replaces the mass of the flywheel and is connected to the
crankshaft with the use of a flex-plate, a flexible metal disc which allows the torque converter to
expand as it is loaded and multiplying torque. In a heavy-duty application a flywheel must still be
used to generate sufficient mass to provide the inertia for the engine to run smoothly and will have
one or more flex-plates attached to the flywheel and the torque converter. [6]

1.2 HISTORY
Torque convertor were invented for the same reason many other automotive features evolved: for
convenience. The original transmissions were manual, and clutches and stick shifts worked just fine
to shift. In the 1950s, the automatic transmission became quite popular, and stayed the favorite of
drivers all over until the energy crisis of the 1970s. Up until this point, torque converters rarely came
with a lockup function, were inefficient, and used more fuel. [6]

Fig 1.1 torque convertor [6]

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 Chapter 2

PURPOSE OF USE OF TORQUE CONVERTOR

Convenience
Torque converters allow a car to start and stop without user intervention. It is this feature that makes
an automatic truly "automatic," and the main reason that torque converters are used. [4]
Torque Multiplication
In the moments before full engagement, torque converters act as a sort of continuously variable
transmission. This torque multiplication means that a vehicle so equipped can accelerate faster and
smoother than one with a clutch. [4]

Flywheel Effect
Because torque converters are very heavy, they tend to act as a sort of inertial flywheel. This
flywheel effect means that vehicles with torque converters have a steadier idle and smoother
operation than clutch cars. [4]

Infinite Slippage
To a point, a torque converter can slip almost indefinitely without damage. This compares sharply
with a manual transmission's tendency to burn clutches if allowed to slip too much. [4]

Fluid Reservoir
Torque converters hold several quarts of transmission fluid, and can help to decrease transmission
overheating by providing a source of cool fluid when required. [4]

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 Chapter 3
COMPONENTS WORKING AND FAILURE CRITERIA
3.2 COMPONENTS

Fig 3.1 components of torque convertor [1]

It is often said that a torque converter is the most complicated component in a vehicle. Using fluid to
connect the engine to the rest of the drivetrain isn't necessarily a logical solution, but once one
understands how these devices work, it makes much more since. [8]
The major components of a torque converter are; -
1. Housing
2. Pump or Impellor
3. Turbine
4. Stator
3.2.1 Housing
The torque convertor housing typically made of steel. A splined or key output shaft sticks out of one
end and connect with the transmission. Transmission fluid flow through opening within the shaft to
allow new fluid to enter and old fluid to exit and cool. The other end of the housing bolt to the flex
plate on the rear of the motor, which rotates with the engines crankshaft. The output shaft spin
independent of the housing as the housing and shaft typically rotates at different speeds. [8]

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 Fig 3.2 Housing [2]

3.2.2 Pump or impeller

Impeller is attached to the inside of the rear half of the torque converter shell or housing. This is the
element that forces transmission fluid against turbine to move the vehicle, both pump and impeller
are used but by using the term impeller it will not be confused with the hydraulic pump of the
transmission. Since the impeller is attached to the converter housing and it in turn is connected to the
engine, whenever the engine is running the impeller turns with it. [8]

Fig 3.3 Pump or Impeller [3]

3.2.3 Turbine
The turbine sits inside the converter housing but is not mechanically connected to it. The turbine is
the only member or part of the torque converter that is attached to the transmission. The turbine is
splined to the transmission input-shaft and causes it to rotate when conditions are correct. [8]

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 Fig 3.4 Turbine [4]

3.2.4 Stator
The stator is key to torque multiplication and without it the torque converter would be little more than
a fluid coupling. The stator is usually a two piece unit consisting of an inner hub and an outer wheel.
The inner hub is splined to a shaft that projects from the front pump of the transmission called either
the stator support shaft or the stator ground shaft. [8]

Fig 3.5 Stator [5]

Either term is acceptable but the important point to note is that this shaft does not turn it is solidly
connected to the front of the transmission and serves to anchor the stator inner hub.
The outer wheel of the stator is connected to the inner hub by a one way type clutch, either roller type
or sprag type. This arrangement allows the stator to freewheel in one direction of rotation but it will
lock up and remain stationary in the other direction, the necessity for this will be explained as we go
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on. Many different types of stators are used for many different vehicle and vocational applications
such as fixed stators that do not freewheel and variable pitch stators that can change the torque
multiplication factor to adapt to certain operating conditions. [8]

3.1 WORKING PRINCIPLE

Fig 3.1 operation of torque convertor [7]

For understanding the working principle of torque converter, lets take two fans. One fan is connected
to the power source and other is not connected with power source. When first fan connected to the
power source starts moving, the air from it flows to the second fan which is stationary. The air from
the first fan strikes on the blades of the second fan and it also starts rotating almost at the same speed
to the first one. When the second fan is stopped, it does not stop the first one. The first part of the fan
keep rotating. [2]

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 Fig 3.9 operation arrangement [8]

On the same principle the torque converter works. In that the impeller or pump acts as first fan which
is connected to the engine and turbine act as the second fan which is connected to the transmission
system. When the engine runs, it rotates the impeller and due to the centrifugal force the oil inside
the torque converter assembly directed towards the turbine. As it hits turbine blades, the turbine starts
rotating. This makes the transmission system rotate and the wheels of the vehicle moves. When engine
stops, the turbine also stops rotating but the impeller connected the engine keeps moving and this
prevent the killing of engine. [2]

3.3 Function of torque converter

3.3.1 Stall

The prime mover is applying power to the impeller but the turbine cannot rotate. For example, in an
automobile, this stage of operation would occur when the driver has placed the transmission in gear
but is preventing the vehicle from moving by continuing to apply the brakes. At stall, the torque
converter can produce maximum torque multiplication if sufficient input power is applied (the
resulting multiplication is called the stall ratio). The stall phase actually lasts for a brief period when
the load (e.g., vehicle) initially starts to move, as there will be a very large difference between pump
and turbine speed. [5]
3.3.2 Acceleration
The load is accelerating but there still is a relatively large difference between impeller and turbine
speed. Under this condition, the converter will produce torque multiplication that is less than what
could be achieved under stall conditions. The amount of multiplication will depend upon the actual
difference between pump and turbine speed, as well as various other design factors.

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 Fig 3.9 fuel acceleration [7]

3.3.3 Coupling

The turbine has reached approximately 90 percent of the speed of the impeller. Torque multiplication
has essentially ceased and the torque converter is behaving in a manner similar to a simple fluid
coupling. In modern automotive applications, it is usually at this stage of operation where the lock-

up clutch is applied, a procedure that tends to improve fuel efficiency.

3.3.4 Inside a Torque Converter

As shown in the figure below, there are four components inside the very strong housing of the
torque converter:

Pump
Turbine
Stator
Transmission fluid

The housing of the torque converter is bolted to the flywheel of the engine, so it turns at whatever
speed the engine is running at. The fins that make up the pump of the torque converter are attached
to the housing, so they also turn at the same speed as the engine. The cutaway below shows how
everything is connected inside the torque converter.
The pump inside a torque converter is a type of centrifugal pump. As it spins, fluid is flung to the
outside, much as the spin cycle of a washing machine flings water and clothes to the outside of the
wash tub. As fluid is flung to the outside, a vacuum is created that draws more fluid in at the centre.

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 Fig 3.10 the pump section of the torque converter is attached to the housing. [8]

The fluid then enters the blades of the turbine, which is connected to the transmission. The turbine
causes the transmission to spin, which basically moves your car. You can see in the graphic below
that the blades of the turbine are curved. This means that the fluid, which enters the turbine from the
outside, has to change direction before it exits the centre of the turbine. It is this directional
change that causes the turbine to spin. [14]

Fig 3.11 the torque converter turbine. [8]

In order to change the direction of a moving object, you must apply a force to that object it doesn't
matter if the object is a car or a drop of fluid. And whatever applies the force that causes the object
to turn must also feel that force, but in the opposite direction. So as the turbine causes the fluid to
change direction, the fluid causes the turbine to spin.
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The fluid exits the turbine at the centre, moving in a different direction than when it entered. If you
look at the arrows in the figure above, you can see that the fluid exits the turbine moving opposite the
direction that the pump (and engine) are turning. If the fluid were allowed to hit the pump, it would
slow the engine down, wasting power. This is why a torque converter has a stator. [14]

Fig 3.12 fluid enter stator [9]

The stator sends the fluid returning from the turbine to the pump. This improves the efficiency of the
torque converter. Note the spline, which is connected to a one-way clutch inside the stator.
The stator resides in the very center of the torque converter. Its job is to redirect the fluid returning
from the turbine before it hits the pump again. This dramatically increases the efficiency of the torque
converter. [15]
The stator has a very aggressive blade design that almost completely reverses the direction of the
fluid. A one-way clutch (inside the stator) connects the stator to a fixed shaft in the transmission (the
direction that the clutch allows the stator to spin is noted in the figure above). Because of this
arrangement, the stator cannot spin with the fluid it can spin only in the opposite direction, forcing
the fluid to change direction as it hits the stator blades.
Something a little bit tricky happens when the car gets moving. There is a point, around 40 mph (64
k/h), at which both the pump and the turbine are spinning at almost the same speed (the pump always
spins slightly faster). At this point, the fluid returns from the turbine, entering the pump already
moving in the same direction as the pump, so the stator is not needed.
Even though the turbine changes the direction of the fluid and flings it out the back, the fluid still
ends up moving in the direction that the turbine is spinning because the turbine is spinning faster in
one direction than the fluid is being pumped in the other direction. If you were standing in the back
of a pickup moving at 60 mph, and you threw a ball out the back of that pickup at 40 mph, the ball
would still be going forward at 20 mph. This is similar to what happens in the turbine: The fluid is

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being flung out the back in one direction, but not as fast as it was going to start with in the other
direction. [15]
At these speeds, the fluid actually strikes the back sides of the stator blades, causing the stator to
freewheel on its one-way clutch so it doesn't hinder the fluid moving through it.

3.3.6 Efficiency and torque multiplication

A torque converter cannot achieve 100 percent coupling efficiency. The classic three element torque
converter has an efficiency curve that resembles zero efficiency at stall, generally increasing
efficiency during the acceleration phase and low efficiency in the coupling phase. The loss of
efficiency as the converter enters the coupling phase is a result of the turbulence and fluid flow
interference generated by the stator, and as previously mentioned, is commonly overcome by
mounting the stator on a one-way clutch. [3]

Even with the benefit of the one-way stator clutch, a converter cannot achieve the same level of
efficiency in the coupling phase as an equivalently sized fluid coupling. Some loss is due to the
presence of the stator (even though rotating as part of the assembly), as it always generates some
power-absorbing turbulence. Most of the loss, however, is caused by the curved and angled turbine
blades, which do not absorb kinetic energy from the fluid mass as well as radially straight blades.
Since the turbine blade geometry is a crucial factor in the converter's ability to multiply torque, trade-
offs between torque multiplication and coupling efficiency are inevitable. In automotive applications,
where steady improvements in fuel economy have been mandated by market forces and government
edict, the nearly universal use of a lock-up clutch has helped to eliminate the converter from the
efficiency equation during cruising operation. [3]

The maximum amount of torque multiplication produced by a converter is highly dependent on the
size and geometry of the turbine and stator blades, and is generated only when the converter is at or
near the stall phase of operation. Typical stall torque multiplication ratios range from 1.8:1 to 2.5:1
for most automotive applications (although multi-element designs as used in the Buick Dynaflow and
Chevrolet Turbo glide could produce more).
Specialized converters designed for industrial, rail, or heavy marine power transmission systems are
capable of as much as 5.0:1 multiplication.
Generally speaking, there is a trade-off between maximum torque multiplication and efficiency
high stall ratio converters tend to be relatively inefficient below the coupling speed, whereas low stall
ratio converters tend to provide possible torque multiplication. [3]

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 Fig 3.13 effeciency curve [10]

3.4 FAILURE MODES

3.4.1 Overheating: Continuous high levels of slippage may overwhelm the converter's ability to
dissipate heat, resulting in damage to the elastomer seals that retain fluid inside the converter. This
will cause the unit to leak and eventually stop functioning due to lack of fluid. [5]

3.4.2 Stator clutch seizure: The inner and outer elements of the one-way stator clutch become
permanently locked together, thus preventing the stator from rotating during the coupling phase. Most
often, seizure is precipitated by severe loading and subsequent distortion of the clutch components.
Eventually, galling of the mating parts occurs, which triggers seizure. A converter with a seized stator
clutch will exhibit very poor efficiency during the coupling phase, and in a motor vehicle, fuel
consumption will drastically increase. Converter overheating under such conditions will usually occur
if continued operation is attempted. [5]

3.4.3 Stator clutch breakage: A very abrupt application of power can cause shock loading of
the stator clutch, resulting in breakage. If this occurs, the stator will freely counter-rotate in the
direction opposite to that of the pump and almost no power transmission will take place. In an
automobile, the effect is similar to a severe case of transmission slippage and the vehicle is all but
incapable of moving under its own power. [5]

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3.4.4 Blade deformation and fragmentation: If subjected to abrupt loading or excessive
heating of the converter, pump and/or turbine blades may be deformed, separated from their hubs
and/or annular rings, or may break up into fragments. At the least, such a failure will result in a
significant loss of efficiency, producing symptoms similar (although less pronounced) to those
accompanying stator clutch failure. In extreme cases, catastrophic destruction of the converter will
occur. [5]

3.4.5 Ballooning: Prolonged operation under excessive loading, very abrupt application of load,
or operating a torque converter at very high RPM may cause the shape of the converter's housing to
be physically distorted due to internal pressure and/or the stress imposed by inertia (centrifugal force).
Under extreme conditions, ballooning will cause the converter housing to rupture, resulting in the
violent dispersal of hot oil and metal fragments over a wide area. [5]

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 Chapter 4

APPLICATION ADVANTGES AND DISADVANTAGE

4.1 Application
The torque converter is used in the vehicle that is equipped with the automatic transmission
It is used in marine propulsion systems.
Automatic transmissions on automobiles, such as cars, buses, and on/off highway trucks.
Forwarders and other heavy duty vehicles.
Industrial power transmission such as conveyor drives, almost all modern forklifts, winches,
drilling rigs, construction equipment, and railway locomotives. [5]

4.2 Advantages

It produces the maximum torque as compared with the vehicle equipped with clutch.
It removes the clutch pedal.
It makes the job of driving a vehicle easier. [5]

4.3 Disadvantages

Its fuel efficiency is low as compared with the vehicle with manual transmission. [5]

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 Chapter 5

Conclusion
Replacing the torque converter on a vehicle is actually one of the easiest ways to increase power or
improve fuel economy. They can be changed out fairly quickly, and the results are often very
dramatic. The key here is to change out all of the other components that connect to the torque
converter to make sure that everything is perfectly matched. Make a thorough evaluation of your
driving needs and then match that need. A good rule of thumb here is to evaluate how you use the car
80 percent of the time, and then match the torque converter to this usage. The torque convertor plays
an important role in driving in traffic area.

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 REFERANCES

1. Hydrodynamic couplings and converters. Automotive Handbook (3rd Ed.). Robert

Bosch. p. 539. ISBN 0-8376-0330-7.
2. "Espacenet - Original document". [Link]. 1933-03-07.
Retrieved 2014-07-21.
3. Makarand S Kumbhar and Dr. Dhananjay Panchagade, A Review and Efficiency
evaluation of Automated Manual Transmission (AMT), Proceedings of BLAZE- 2014
International Conference, Buldana, India. ISBN: 978-93-81188-43-9, March 13-14,
2014, pp. 7-12.
4. Tasaka, Tomohiro, et al. Application of Large Eddy Simulation to a Torque Converter to
Predict its Fluid Performance. No. 2017-01-1116. SAE Technical Paper, 2017.
5. Gott, P.: Changing Gears: The Development of the Automotive Transmission. Warren
dale: Society of Automotive Engineers, 1991, pp. 99
6. McGrath, M.; Mller, B.; Maucher, E.; Marathe, B.; Bailey, G.: Torque Converter
Evolution at LuK, 7th LuK Symposium, 2002
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September 2017]
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