The operation of hydraulic coupling and torque converter.

Hydraulic coupling
Fluid coupling is also known as hydraulic coupling. It is a hydrodynamic device which is used to transfer
rotational power from one shaft to another by the use of transmission fluid. It is used in the automotive
transmission system, marine propulsion system, and in industries for power transmission. It is used as an
alternative for the mechanical clutch.
Main Parts
1. Housing:
It is also known as the shell. It has oil-tight seal around the drive shaft. It also protects the impeller and turbine
from outside damage.
2. Impeller or pump:
It is a turbine which is connected to the input shaft and called as impeller. It is also known as pump because it
acts as a centrifugal pump.
3. Turbine:
It is connected to the output shaft to which the rotational power is to be transmitted.

Operation of Fluid Coupling

1. As the prime mover moves, it rotates the impeller of the coupling. The impeller acts as a centrifugal pump
and throws the fluid outward and directs it towards the turbine blade.
2. As the high moving fluid strikes the turbine blades, it also starts rotating, after striking on the blades, the
direction of the fluid is changed and it is directed towards the impeller again. The blades of the turbine are
designed in such a way that it can easily change the direction of the fluid. It is the changing of direction of the
fluid that makes the turbine to rotate.
3. As the impeller speed increases, the speed of the turbine also increases. After some time the speed of both
the impeller and the turbine becomes equal. In this way, power is transmitted from one shaft to another by the
use of fluid coupling.In same way torque converter works but the difference is that it has stator placed in between
impeller and turbine for torque multiplication

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Torque converter
A torque converter is a type of fluid coupling that transfers rotating power from a prime mover, like an internal
combustion engine, to a rotating driven load. In a vehicle with an automatic transmission, the torque converter
connects the power source to the load. It is usually located between the engine's flexplate and the transmission.
The equivalent location in a manual transmission would be the mechanical clutch.

The hydraulic coupling and torque converter.

hydraulic coupling torque converter

Fluid Coupling transmits power of engine

Torque Converter transmits power of engine to
to gearbox through the fluid.
automatic transmission system through the fluid.
Torque Converter consists Three components
Fluid Coupling consists Two components
Impeller pump
Impeller
Stator
Runner
Turbine

It provides a flexible connection between It serves the purpose of an automatic gearbox to

driving and driven members. increase torque. Therefore, it is called the torque
multiplication unit
The fluid flywheel transmits the same
The torque convertor increases the torque in a
toque as given to it by the engine shaft.
ratio of about 2:1 to 3:1.

Its blades are merely fins. The torque convertor increases the torque in a
ratio of about 2:1 to 3:1.
Fluid Coupling is more efficient at
Torque Converter is not efficient at highway
highway speeds.
speeds.

It does not use any other type of clutch. It is used with an automatic clutch.

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The operation of various lockup clutches

Operation
When the lock-up clutch is actuated, it rotates together with the pump impeller and turbine runner. Engaging
and disengaging of the lockup clutch is determined by changes in the direction of the hydraulic fluid flow in the
torque converter when the vehicle reaches a certain speed.
1. Disengaging
When the vehicle is running at low speeds, the pressurized fluid (converter pressure) flows to the front of the
lock-up clutch. Therefore, the pressure on the front and rear sides of the lock-up clutch become equal, so the
lock-up clutch disengages.
2. Engaging
When the vehicle is running constantly at medium or high speed (generally above 60 km/h), the pressurized
fluid flows to the rear of the lock-up clutch. Therefore, the converter case and lock-up clutch are directly
connected. As a result, the lock-up clutch and converter case rotate together (For example, the lock-up clutch is
engaged).

Calculate the lockup clutch torque from its dimensions after disassembling the
torque converter

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Engagement process problems in the Automatic Transimation

• turn the ignition key, shift to ‘Drive’ or ‘Reverse’, and there is a seemingly long delay before the
transmission engages.
• Known as delayed engagement, it is one of the most common symptoms of problems with any automatic
transmission.
• A delayed engagement is a type of slip that occurs when the clutches or bands, which allow the vehicle
to move, do not operate instantly.
• Often, this occurs when the internal seals wear or become hard from infrequent fluid replacement.

Delayed engagement is characterized by a long delay (approx. 1.5 to 2 seconds) from the moment of gear
selection (D or R), to the moment you feel the transmission engage. Noticing that the first drive in the morning,
if the car parked overnight. Delayed engagement could be due to a variety of reasons from something as minor
as a low level of transmission fluid, infrequent fluid replacement, or a more serious issue like failing

Evaluation the performance of the torque converter.

Torque converter stall should not be confused with a transmission stall test. Torque converter stall occurs when
a locked torque converter causes the engine to stall.
TC Stall can be caused by low fluid level, faulty torque converter controls or internal seals.
You can roughly check your converter's stall speed by putting the car in Drive, pressing firmly on the brake,
and depressing the throttle fully for a couple of seconds. Stall speed will be the maximum rpm shown on the
tach. Of course, the tires may spin, as the engine will likely overcome the brake system's ability to hold them
back. This method is referred to as brake stall speed, which is lower than true stall speed, but it'll get you close
enough, though it's not recommended

Test results Possible causes

Below 1600 rev/min Stator slip

Approximately 2100 rev/min Poor engine performance

Above 2500 rev/min Transmission slip

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5. Explain the operation of various planetary gear set

A Planetary gear can provide gear reduction (Underdrive) Direct Drive, Overdrive, or Reverse when you hold
one part stationary, or lock two parts together Power flow through the Planetary Gear Set Mathematically the
Carrier is the largest gear in the planetary gear set.

• Small gear driving large gear = Under Drive

Under Drive happens when Carrier is the Output, Hold Ring for maximum
reduction Hold Sun for minimum reduction
Under drive increases Torque – decreases Speed

Gear reduction or Underdrive

will INCREASE TORQUE

• Large Gear driving smaller gear = Overdrive Overdrive happens when the
Carrier is the Input Hold Ring for maximum overdrive Hold Sun for minimum
overdrive

• Direct Drive happens when ANY TWO components are locked together.
This is done with multiple disc clutch pack

• Reverse is when Carrier is Held. Input Ring for reverse overdrive Input
Sun for reverse underdrive

If there is no hold or lock to any part, all gears will “Freewheel” and no power is transferred (neutral

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Automatic transmission manual & technical specifications

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The different types of clutches and brakes.

Automatic Transmissions use compound planetary gear sets are controlled by:
• Multiple Disc Clutches
Used to connect rotating components together
• One‐Way (overrunning) Clutches Used to connect rotating components together in one direction and
freewheel in the other
• Multiplate brakes used to stop or hold
• Brake Bands also used to stop or hold

1-Multiple Disc Clutches: connect rotating components together

2-One‐Way Clutches

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3- Multiplate brakes

4-Brake Bands

7.Calculate the reduction ratios after disassembling the gearbox

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Assess the performance of the automatic transmission.
A Stall test is used to confirm transmission and torque converter problems by placing the maximum load on the
transmission and torque converter.

Before stall testing, always make sure the fluid is in good condition and at the correct level. The fluid level
should be between the minimum and maximum points on the dipstick, and the fluid should appear relatively
clean and have a reddish-brown color.

Preliminary Check, shift Linkage

With your foot firmly on the brakes, move the shift lever through the gear positions. You should feel the
transmission's internal detents as the gear position indicator (arrow) or see the instrument panel display the gear
range.

Stall Test

A stall test is performed by:

1.Firmly applying the brakes
2. Shifting the transmission into gear.
3. Depressing the throttle completely (5 seconds maximum).
4. Watching the tachometer to determine the stall speed.
5. Releasing the throttle for idle.
6. Recording the stall speed.
7. Repeat the test for each of the gear ranges.

Note that the transmission is in Drive, the vehicle is going 0 mph,

the throttle is fully depresses and the engine speed is stalled at
2,300 rpm. This tells us that the driving and reaction devices for
D1 are working properly

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Cool the fluid in the TC
Many technicians will shift the transmission into neutral and increase the engine speed to about 1,500 rpm after
each test period. This allows a fluid exchange in the torque converter and moves the hot fluid to the transmission
cooler.
Interpreting the results
◼ Excessive engine speed during a stall test indicates slipping clutches in the transmission.
◼ A engine that is unable to reach stall speed lacks power or the torque converter one way clutch is
slipping.
The stall speed was high only in D1. This transmission has a slipping one-way clutch. The same driving member
is used in M1 along with a second reaction member.

High Stall Speed

If all the stall speeds are higher than specifications, the problem is caused by a slipping apply device. Consult a
clutch and band apply chart to determine which apply device(s) is effective in the gear range.
Low Stall Speed
If all the stall speeds are lower than specifications, the problem is caused by either:

• a faulty torque converter with a slipping one-way stator clutch.

• a weak engine.

Fluid Pressure Test

Many technicians will attach a pressure gauge while making a stall test.
It helps determine the cause of high stall speeds.

Air Test
Shop air can be applied to these ports to operate the various hydraulic
components.
Excessive leakage or no operation indicate a transmission that needs repair.

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