Seminar Report on

TORQUE CONVERTER
Submitted by
AZHAR AHMAD KHAN
B.TECH (3rd Year)
Under the effective guidance of
Dr. K.M MOEED

2013-2014
DEPARTMENT OF MECHANICAL ENGINEERING
INTEGRAL UNIVERSITY
LUCKNOW

AKNOWLEDGEMENT

For making any seminar or project work needed great support from many
people. Some of them were actual heart and soul of this write up and need
special mention.

I take great pleasure in expressing my gratitude to Dr. K.M Moeed

for his kind guidance all along the way. I give my sincere regards to Mr. P.K
Bharti (HOD) mechanical engineering department for his constant
encouragement. I take this opportunity to thank all the staff member of
mechanical engineering department of INTEGRAL UNIVERSITY for their cooperation and help during this seminar work.

Last but not least, it goes without saying that I am indebted to a

number of friends and well wisher who have extended their co-operation and
help during the seminar work.

Azhar Ahmad Khan

B-tech 3rd year(ME1)
1100116037

This is to certify that seminar entitled

TORQUE CONVERTER
Submitted by

AZHAR AHMAD KHAN

Has completed as per requirement of

Integral University
Lucknow
In partial fulfillment of the degree of
BACHELOR OF TECHNOLOGY
(Mechanical engineering Department)

For the academic year

2013-2014

GUIDE

H.O.D

(Dr. K .M. MOEED)

(Mr. P.K. BHARTI)

ABSTRACT:

Allow the vehicle to come to a complete stop

without stalling the engine

Provide torque multiplication to allow smooth

acceleration from a stop

House a torque converter clutch which will

eliminate torque converter slippage at highway
speed

A torque converter is a type of fluid coupling

There is no direct mechanical link between the

input (engine flywheel) and the output
(transmission input shaft)

The impeller (pump of the torque converter)

forces fluid through the turbine, which forces
the turbine to turn

The turbine is splined to the transmission input

shaft

Introduction

In modern usage, a 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 flexplate 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. Some of these devices are also
equipped with a temporary locking mechanism
which rigidly binds the engine to the transmission
when their speeds are nearly equal, to avoid
slippage and a resulting loss of efficiency.

By far the most common form of torque converter

in automobile transmissions is the device
described here. However, in the 1920s there was
also the pendulum-based Constantinesco torque
converter. There are also mechanical designs for
continuously variable transmissions and these also
have the ability to multiply torque, e.g. the
Variomatic with expanding pulleys and a belt
drive.

Content:

1 Usage
2 Function
o 2.1 Torque converter elements
o 2.2 Operational phases
o 2.3 Efficiency and torque multiplication
o 2.4 Lock-up torque converters
o 2.5 Capacity and failure modes
o 2.6 Torque Converter Operation
o 2.7 Parts of Torque Converter
o 2.8 Advantages
o 2.9 Disadvantages
3 Manufacturers
o 3.1 Current
o 3.2 Past
4 References
5 External links

Usage:

Automatic transmissions on automobiles, such

as cars, buses, and on/off highway trucks.
Forwarders and other heavy duty vehicles.
Marine propulsion systems.
Industrial power transmission such as
conveyor drives, almost all modern forklifts,
winches, drilling rigs, construction equipment,
and railway locomotives.

Function:
Torque converter elements
A fluid coupling is a two element drive that is
incapable of multiplying torque, while a torque
converter has at least one extra elementthe
statorwhich alters the drive's characteristics
during periods of high slippage, producing an
increase in output torque.

In a torque converter there are at least three

rotating elements: the impeller, which is
mechanically driven by the prime mover; the
turbine, which drives the load; and the stator,
which is interposed between the impeller and
turbine so that it can alter oil flow returning from
the turbine to the impeller. The classic torque
converter design dictates that the stator be
prevented from rotating under any condition,
hence the term stator. In practice, however, the
stator is mounted on an overrunning clutch, which
prevents the stator from counter-rotating with
respect to the prime mover but allows forward
rotation.
Modifications to the basic three element design
have been periodically incorporated, especially in
applications where higher than normal torque
multiplication is required. Most commonly, these
have taken the form of multiple turbines and
stators, each set being designed to produce
differing amounts of torque multiplication. For
example, the Buick Dynaflow automatic
transmission was a non-shifting design and, under
normal conditions, relied solely upon the converter
to multiply torque. The Dynaflow used a five
element converter to produce the wide range of

torque multiplication needed to propel a heavy

vehicle.
Although not strictly a part of classic torque
converter design, many automotive converters
include a lock-up clutch to improve cruising power
transmission efficiency and reduce heat. The
application of the clutch locks the turbine to the
impeller, causing all power transmission to be
mechanical, thus eliminating losses associated
with fluid drive.
Operational phases:
A torque converter has three stages of operation:

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.

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.
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.

The key to the torque converter's ability to

multiply torque lies in the stator. In the classic
fluid coupling design, periods of high slippage

cause the fluid flow returning from the turbine to

the impeller to oppose the direction of impeller
rotation, leading to a significant loss of efficiency
and the generation of considerable waste heat.
Under the same condition in a torque converter,
the returning fluid will be redirected by the stator
so that it aids the rotation of the impeller, instead
of impeding it. The result is that much of the
energy in the returning fluid is recovered and
added to the energy being applied to the impeller
by the prime mover. This action causes a
substantial increase in the mass of fluid being
directed to the turbine, producing an increase in
output torque. Since the returning fluid is initially
traveling in a direction opposite to impeller
rotation, the stator will likewise attempt to
counter-rotate as it forces the fluid to change
direction, an effect that is prevented by the oneway stator clutch.
Unlike the radially straight blades used in a plain
fluid coupling, a torque converter's turbine and
stator use angled and curved blades. The blade
shape of the stator is what alters the path of the
fluid, forcing it to coincide with the impeller
rotation. The matching curve of the turbine blades
helps to correctly direct the returning fluid to the
stator so the latter can do its job. The shape of the

blades is important as minor variations can result

in significant changes to the converter's
performance.
During the stall and acceleration phases, in which
torque multiplication occurs, the stator remains
stationary due to the action of its one-way clutch.
However, as the torque converter approaches the
coupling phase, the energy and volume of the fluid
returning from the turbine will gradually decrease,
causing pressure on the stator to likewise decrease.
Once in the coupling phase, the returning fluid will
reverse direction and now rotate in the direction of
the impeller and turbine, an effect which will
attempt to forward-rotate the stator. At this point,
the stator clutch will release and the impeller,
turbine and stator will all (more or less) turn as a
unit.
Unavoidably, some of the fluid's kinetic energy
will be lost due to friction and turbulence, causing
the converter to generate waste heat (dissipated in
many applications by water cooling). This effect,
often referred to as pumping loss, will be most
pronounced at or near stall conditions. In modern
designs, the blade geometry minimizes oil velocity
at low impeller speeds, which allows the turbine to

be stalled for long periods with little danger of

overheating.
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.
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.
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 Turboglide 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 efficiencyhigh stall ratio converters tend to
be relatively inefficient below the coupling speed,

whereas low stall ratio converters tend to provide

less possible torque multiplication.
While torque multiplication increases the torque
delivered to the turbine output shaft, it also
increases the slippage within the converter, raising
the temperature of the fluid and reducing overall
efficiency. For this reason, the characteristics of
the torque converter must be carefully matched to
the torque curve of the power source and the
intended application. Changing the blade geometry
of the stator and/or turbine will change the torquestall characteristics, as well as the overall
efficiency of the unit. For example, drag racing
automatic transmissions often use converters
modified to produce high stall speeds to improve
off-the-line torque, and to get into the power band
of the engine more quickly. Highway vehicles
generally use lower stall torque converters to limit
heat production, and provide a more firm feeling
to the vehicle's characteristics.
A design feature once found in some General
Motors automatic transmissions was the variablepitch stator, in which the blades' angle of attack
could be varied in response to changes in engine
speed and load. The effect of this was to vary the
amount of torque multiplication produced by the

converter. At the normal angle of attack, the stator

caused the converter to produce a moderate
amount of multiplication but with a higher level of
efficiency. If the driver abruptly opened the
throttle, a valve would switch the stator pitch to a
different angle of attack, increasing torque
multiplication at the expense of efficiency.
Some torque converters use multiple stators and/or
multiple turbines to provide a wider range of
torque multiplication. Such multiple-element
converters are more common in industrial
environments than in automotive transmissions,
but automotive applications such as Buick's Triple
Turbine Dynaflow and Chevrolet's Turboglide also
existed. The Buick Dyna flow utilized the torquemultiplying characteristics of its planetary gear set
in conjunction with the torque converter for low
gear and bypassed the first turbine, using only the
second turbine as vehicle speed increased. The
unavoidable trade-off with this arrangement was
low efficiency and eventually these transmissions
were discontinued in favor of the more efficient
three speed units with a conventional three
element torque converter.

 By altering the stator design, stall speed and

torque multiplication ratios can be altered

Aftermarket

Stock
Lock-up torque converters :
As described above, impelling losses within the
torque converter reduce efficiency and generate
waste heat. In modern automotive applications,
this problem is commonly avoided by use of a
lock-up clutch that physically links the impeller
and turbine, effectively changing the converter
into a purely mechanical coupling. The result is no
slippage, and virtually no power loss.
The first automotive application of the lock-up
principle was Packard's Ultramatic transmission,
introduced in 1949, which locked up the converter

at cruising speeds, unlocking when the throttle was

floored for quick acceleration or as the vehicle
slowed down. This feature was also present in
some Borg-Warner transmissions produced during
the 1950s. It fell out of favor in subsequent years
due to its extra complexity and cost. In the late
1970s lock-up clutches started to reappear in
response to demands for improved fuel economy,
and are now nearly universal in automotive
applications.

Capacity and failure modes:

As with a basic fluid coupling the theoretical
torque capacity of a converter is proportional to
, where is the mass density of the fluid
(kg/m), is the impeller speed (rpm), and is the
diameter(m).[1] In practice, the maximum torque
capacity is limited by the mechanical
characteristics of the materials used in the
converter's components, as well as the ability of
the converter to dissipate heat (often through water
cooling). As an aid to strength, reliability and
economy of production, most automotive
converter housings are of welded construction.

Industrial units are usually assembled with bolted

housings, a design feature that eases the process of
inspection and repair, but adds to the cost of
producing the converter.
In high performance, racing and heavy duty
commercial converters, the pump and turbine may
be further strengthened by a process called furnace
brazing, in which molten brass is drawn into seams
and joints to produce a stronger bond between the
blades, hubs and annular ring(s). Because the
furnace brazing process creates a small radius at
the point where a blade meets with a hub or
annular ring, a theoretical decrease in turbulence
will occur, resulting in a corresponding increase in
efficiency.
Overloading a converter can result in several
failure modes, some of them potentially dangerous
in nature:

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.

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.
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.
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.
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.

 Torque Converter Operation:

The torque converter is one of the least understood
components in an automatic transmission equipped
vehicle. I will attempt to explain what it does and
how it does it.
The torque converter has a few different functions.
We first need to understand that there is no direct
link between the crankshaft and the transmission
input shaft (except in the case of a lock up style
converter, but we'll talk about that later). This
means that the first function of the converter is to

connect the crankshaft and the input shaft so the

engine can move the vehicle; this is accomplished
through the utilization of a fluidic coupling effect.
The torque converter also replaces the clutch that
is required in a manual transmission; this is how
an automatic transmission vehicle can come to a
stop while still being in gear without stalling the
engine.
The torque converter also acts as a torque
multiplier, or extra gear ratio, to help the car get
moving from a stop. In modern day converters this
theoretical ratio is anywhere between 2:1 and 3:1.
Torque converters consist of 4 major components
that we need to concern ourselves with for the
purpose of explanation.
The first component, which is the driving member,
is called the impeller or "pump". It is connected
directly to the inside of the converter housing and
because the converter is bolted to the flex plate, it
is turning anytime that the engine rotates.
The next component, which is the output or driven
member, is called the turbine. The transmission's
input shaft is splined to it. The turbine is not
physically connected to the to the converter

housing and can rotate completely independently

of it.
The third component is the stator assembly; its
function is to redirect the flow of fluid between the
impeller and the turbine, which gives the torque
multiplication effect from a standstill.
The final component is the lock up clutch. At
highway speeds this clutch can be applied and will
provide a direct mechanical link between the
crankshaft and input shaft, which will result in
100% efficiency between the engine and
transmission. The application of this clutch is
usually controlled by the vehicle's computer
activating a solenoid in the transmission.
Here's how it all works. For the sake of simplicity,
I will use the common analogy of two fans which
represent the impeller and the turbine. Let's say
that we have two fans facing each other and we
turn only one of them on- the other fan will soon
begin to move.
The first fan, which is powered, can be thought of
as the impeller that is connected to the converter
housing. The second fan- the "driven" fan can be
likened to the turbine, which has the input shaft
splined to it. If you were to hold the non-powered

fan (the turbine) the powered one (the impeller)

would still be able to move- this explains how you
can pull to a stop without the engine stalling.
Now imagine a third component placed in between
the two, which would serve to alter the airflow and
cause the powered fan to be able to drive the nonpowered fan with a reduction of speed- but also
with an increase of force (torque). This is
essentially what the stator does.
At a certain point (usually around 30-40 mph), the
same speed can be reached between impeller and
the turbine (our two fans). The stator, which is
attached to a one way clutch, will now begin to
turn in conjunction with the other two components
and around 90% efficiency between the crank and
the input shaft can be achieved.
The remaining 10% slippage between the engine
and transmission can be eliminated by connecting
the input shaft to the crankshaft through the
application of the lock up clutch that was
mentioned before. This will tend to lug the engine,
so the computer will only command this in higher
gears and at highway speeds when there is very
little engine load present. The main function of
this clutch is to increase fuel efficiency and reduce

the amount of heat that is generated by the torque

converter.

Another term that may be unfamiliar is that of a

"high stall" torque converter. A high stall
converter differs from a stock converter in the
sense that the rpm is raised at which the internal
converter components- the impeller, the stator and
the turbine start to turn together, and hence, stop
the torque multiplication phase and begin the
coupling phase. The point at which engine rpm
will stop climbing with the drive wheels held
stationary and the throttle fully opened is referred
to as "stall speed".
The idea behind a higher stall torque converter is
to allow the engine to rev more freely up to the

point where the power band begins, and therefore,

enable the vehicle to accelerate from a stop under
more power.
This becomes increasingly important when an
engine is modified. Engine modifications such as
ported heads, bigger cams, bigger turbo (in some
cases), bigger intakes, etc. tend to raise the point
where the power band begins. For best
performance, the stall speed needs to be raised
accordingly to work optimally in conjunction with
the given vehicle alterations.

In simple terms, for best performance, the stall

speed should be raised at least to the point where
the torque curve is heading towards its peak. As a
rule of thumb, the stall speed should be set to
match the rpm at which the engine is making at
least 80% of its peak torque for a street driven
vehicle.
As you can imagine, a vehicle that can accelerate
from a stop with 80% of its peak torque will easily
outperform an otherwise identical vehicle that can
only launch at 50% of its available torque.

For a performance or "high stall" torque converter

to produce maximum gains, it needs to be
configured to the specific vehicle in which it will
be installed.
Factors such as engine torque and the rpm at
which it is greatest, differential gear ratio, vehicle
weight, camshaft design, compression ratio, type
of induction- forced or naturally aspirated, and a
host of other variables all need to be taken into
consideration.
Be aware that the "off the shelf" type performance
torque converters sold by some manufacturers are
very unlikely to be optimized for all vehicles and
their unique requirements.

Parts of a Torque Converter:

Housing
Hub
Impeller
Split ring guide
Turbine
Split ring guide
Stator
Stator one-way clutch

 Torque converter clutch

Apply piston

Advantages 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.

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.

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.

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.
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.
Disadvantage :

Fluid Coupling Problems

When there is a large difference in RPM
between the impeller and the turbine in a
fluid coupling, the fluid coming off the
turbine strikes the impeller opposite the
direction of rotation, thus slowing the
impeller down (robbing power)

Solution:
Fluid Coupling Solutions:
By incorporating a stator into a fluid
coupling we can overcome the problem of
turbine discharge oil slowing down the
impeller

Manufacturers:
Current

Valeo, produces Torque converter for Ford,

GM
Allison Transmission, used in bus, refuse, fire,
construction, distribution, military and
specialty applications
BorgWarner, used in automobiles
Subaru, used in automobiles
Twin Disc, used in vehicle, marine and oilfield
applications
Voith Turbo-Transmissions, used in many
diesel locomotives and diesel multiple units

ZF Friedrichshafen, automobiles, forestry

machines, popular in city bus applications
Jatco, used in automobiles
Aisin AW, used in automobiles
LuK USA LLC, produces Torque Converters
for Ford, GM, Allison, and Hyundai

Past

Lysholm-Smith, named after its inventor, Alf

Lysholm, produced by Leyland Motors and
used in buses from 1933-9 and also some
British Rail Derby Lightweight and Ulster
Transport Authority diesel multiple units
Mekydro,[2] used in British Rail Class 35
Hymek locomotives.
Packard, used in the Ultramatic automobile
transmission system
Rolls-Royce (Twin Disc), used in some British
United Traction diesel multiple units

References:
1. Jump up ^ Hydrodynamic couplings and
converters. Automotive Handbook (3rd ed.).
Robert Bosch. p. 539. ISBN 0-8376-0330-7.
2. Jump up ^
http://www.intertrains.co.uk/glossary/m/meky
dro-transmission.html
3. Wikipedia
4. Seminartopics.com
External links
Wikimedia Commons has media related to
Torque converters.