UNIT II

HYDROMATIC DRIVE

FLUID COUPLING & TORQUE CONVERTER

Contents
 Fluid coupling principle, construction & working
 Torque capacity & Performance characteristics
 Reduction of drag torque in fluid coupling.
 Torque converter principle, construction & working
 Multi stage torque converter principle, construction & working
 Poly phase torque converter principle, construction & working
Fluid coupling
 Fluid coupling is a device which is used to transmit torque
from engine to gear box with fluid as working medium.
 The purpose of fluid coupling is to act as flexible power
transmitting coupling.
Principle of fluid coupling
Principle of fluid coupling
 Principle of fluid coupling
 Imagine tubes A & B filled with fluid, A at N „rpm‟ & B at n
„rpm‟.
 Let outer end C of A closed with diaphragm.
 Let outer end D of B closed with diaphragm.
 Let pressure exerted at C = pa
 Let pressure exerted at D = pb
 Therefore pa α N2 & pb α n2
 Therefore N > n, pa > pb
 So if diaphragm is removed fluid flows from E to F.
 pa > pb so fluid circulate between impeller & runner.
Cont..
 Thus because of difference in speed between impeller & runner,
fluid circulates between impeller & runner .
 At K- fluid particle at radius „r‟,
 Rotates in a circle of radius r and angular speed of N.
 So linear speed = 2πrn

 Therefore K.E at K =

 Similarly K.E at L =
 Cont..
 Hence K.E at L > at K. So K.E of fluid is increased.

 K.E at M =

 K.E at M < K.E at L (so some fluid lost)

 K.E at N =

 K.E at N < K.E at M

 So fluid K.E is transferred to runner.
 Thus mechanical energy is transferred due to change in K.E of
rotating fluid.
Construction details of fluid coupling

Fluid travels either in a rotary or vortex motion

Direction of fluid
Fluid drives turbine at Difference in speed creates
an angle a turbulence
 Construction & working
 The function of the FLUID COUPLING is to act as an automatic
clutch between engine and gearbox.
 It allows the engine to idle when the car is stationary but takes up
the drive smoothly and progressively when the driver speeds up
the engine by depressing the accelerator pedal.
 There are two main rotating parts; an impeller driven by the
engine and a turbine which drives gearbox.
 Each is bowl shaped and contains a number of partitions called
vanes.
 The two bowls are placed face to face in a casing filled with oil,
and they are separated by a small clearance so that no rubbing
contact between them.
Cont..
 The basic form of the fluid drive known as fluid flywheel or
fluid coupling is used in place of friction clutch in cars with
pre-selector gearboxes.
 It generally consists of an impeller and a turbine with oil
continuously circulated between the two when engine is
running.
 When the engine is idling, the oil is flung from the impeller
by centrifugal force.
 Directed forward by the vanes, it enters turbine which
remains stationary because the force of oil is not yet
sufficient to turn it.
 Cont..
 When the driver depresses the accelerator pedal, impeller speed
increases and turning effect derived from fast moving oil becomes
great enough to overcome the resistance of the turbine, which
begins to rotate so setting the car in motion.
 After giving up the energy to turbine, oil reenters the impeller and
is circulated back to the impeller again.
 If the speed of engine continues to increase, the difference
between the rotational speeds of impeller and turbine gradually
diminishes until the slip between then is reduced to as little as 2%.
 The limitations of FLUID COUPLING is that torque applied to
turbine can never be greater that delivered by impeller.
 Idling
 The driving part of FLUID COUPLING is attached to the engine
and faces the driven part from which it is separated by small
clearances.
 At idling speed, there is insufficient centrifugal force for the oil
to turn turbine and to move the car.

Low to Medium revolutions

 As the engine speeds up, centrifugal force pushes oil into turbine
and some turning effort is transmitted.
 But there is still a large degree of slip in the unit.
 The output shaft is thus rotating more slowly than input shaft.
Medium to high revolutions
 Once the engine reaches a preset speed, the oil forces is
sufficient to transmit full power.
 This gives in effect a direct drive with output shaft rotating
at about 98% of speed of input shaft.
 Properties of working fluids
 It should have high density.
 It should have optimum viscosity. If low viscosity fluid is used,
sealing is difficult & leakage takes place. If highly viscous fluid is
used slip will be more.
 It should have low co-efficient expansion.
 It must have good heat transferable properties.
 It must have good lubricating properties.
 It must be readily available & cheaper.
 It must be non- corrosion.

Working fluids:
Mineral oils having low viscosity are used as working fluid
SAE 10, SAE 10w, oils are used in Fluid coupling
 Slip
 Slip is the ratio of the different of speeds of rotation of the
impeller & runner ., to the speed of rotation of impeller and
runner expressed in percentage. Speed of runner always lags
behind that of impeller
 Percentage slip = (N-n/N)*100
where runner speed n=0, slip = 100%
Torque is not transmitted
When N = n, slip = 0 , Torque is fully transmitted
Torque capacity of fluid coupling
 When slip is below 3%
 The change of KE depends on
1. Weight of the fluid particle
2. Speed of the impeller
3. Outer radius of coupling
 i.e., change in KE proportional to W
proportional to N2
proportional to R2
 Centrifugal force acting on impeller F1 is proportional to N2
 Centrifugal force acting on turbine F2 is proportional to n2
 Cont..
 when slip is constant
n proportional to N
i.e., F2 is proportional to N2
 Resultant centrifugal force F1 - F2 is proportional to N2
 But resistance to flow = F1 - F2
i.e., Resistance to flow is proportional to Vf2
 Therefore N2 is proportional to Vf2
 Therefore N is proportional to Vf
 No of flow circuits per unit time is proportional to Vf & N
 Cont..
 Power transferred = Energy / cycle x Number of cycles / unit time
 Energy / cycle is proportional to N2 and W
 Number of cycles / unit time is proportional to N and R2
 Case 1:
 Power transferred is proportional to N2 x N
 Power transferred is proportional to N3
 Torque transmitted = P / N
 Torque is proportional to N2 ………..(i)
 Cont..
 Case 2:
 Power transferred is proportional to W x R2
 Weight of particle = Volume x Density
i.e., W is proportional to D3
 Power transferred is proportional to D3 x D2
 Total power transferred in a number of cycle is proportional to D5 x N
 Torque transmitted = P / N
 Torque transmitted is proportional to D5 ………..(ii)
 From equation (i) & (ii)
 Torque transmitted is proportional to N2 and D5
 Cont..
 Thus T = C N2 D5 (When slip 3%)
 where
 N = Impeller speed in hundreds of rpm
 D = Outer diameter of coupling in m
 C = Coupling constant is 5.25
 Thus T = C1 S W N2 (R2 – r2) (When slip 10%)
 Where
 C1 = 0.241 and S is in decimal
 If slip is 10% then S = 0.1
 2 2 1/2
R = (0.5 (R1 + R2 )) m
 r 2 r 2 1/2 m
r = (0.5 ( 1 + 2 ))
 Problem
 A petrol engine develops 10 N-m torque at maximum BHP speed
of 4000 rpm. Determine the diameter of the impeller required to
transmit the torque for a slip of 3%.
Sol:
 Torque transmitting capacity of the fluid coupling with in 3% slip
T = C * N2 * D5
Where
C = Coupling constant = 5.25
D = Diameter of impeller in m
N = Maximum speed of the impeller in hundreds of rpm.
10 = 5.25 *402 * D5
D = 0.26 m
 Advantages of fluid coupling
 It provides acceleration pedal control to effect automatic
disengagement of drive to gearbox at a predetermined speed.
 Vibrations from engine side are not transmitted to wheels and
similarly shock loads from transmission side will not be
transmitted to engine.
 No wear on moving parts and no adjustments to be made.
 No jerk on transmission when gear engages. It damps all shocks
and strains incident with connecting a revolving engine to
transmission.
 Vehicle can be stopped in gear and move off by pressing
acceleration only.
Cont..
 There is no direct firm connection between engines and
wheels. So when engine is overloaded, it will not stop. But
it results in slip within coupling.
 Unlike friction clutch, slip within coupling does not cause
damage within working components.
 Disadvantage of fluid coupling
 Even when the engine is idling, runner shaft rotates i.e., some
torque is transmitted during the engine is in idling condition.
 Due to this the gear shifting is some what difficult and the
vehicle will tend to move when it is parked in gear.

Drag torque
 The torque transmitted when the engine is in idling condition is
known as drag torque.
 Even when %slip is 100% there is a drag on GB shafts, which
renders gear changing with ordinary type of gearbox very
difficult and vehicle will tend to move when it is parked.
To reduce the drag torque, following
methods are used,
 1) Using anti drag torque baffle.
 2) Using fluid reservoir.
 3) Using combination of both.
 4) Fluid coupling is used on combination with epicyclic
gear box.
 5) Fluid coupling with conventional synchromesh gearbox
Anti-drag baffle
 Anti-drag baffle
 It is a circular plate secured to either the impeller or the
runner at the inner circumference of the torus, and projecting
into latter, thus obstructing the path of fluid flow.
 At normal operating speeds the liquid is carried toward the
circumference of coupling by centrifugal force, and it is found
that under these conditions the baffle does not affect
circulation.
 Under idling and starting conditions, however, the velocity of
the runner is low and the liquid then is forced by the
centrifugal force of the vertex motion, so that its flow is
greatly affected by the plate.
Cont..
 As the speed of the runner increases, the centrifugal force
due to runner rotation increases, while that due to vertex
motion decreases, and the effect of baffle then gradually
vanishes or reduced.
Fluid Reservoir
 Fluid reservoir
 At high speeds, when the liquid is forced toward the other
circumference of the coupling by centrifugal force, the fluid
coupling will be completely filled with oil and the fluid
coupling will transmit maximum possible torque in the
reservoir.
 The chief purpose of the reservoir is to reduce the drag while
the engine is idling, by partly empty in the torus by returning
the oil to the torus automatically with an increases in speed.
 It ensures allow slip and relatively high efficiency of the
coupling at crossing speeds.
Cont..
 Here we can safely ensure 100% filling of coupling.
 Hence the maximum torque and efficiency is increased.
 But the fluid reservoir increases the overall axial length of
coupling.
 Combining anti-drag baffle and reservoir
 Using both the anti-drag baffle and the reservoir in the same
vehicle.
 we can reduce the drag torque by about 85 to 90%.
Fluid coupling with epicyclic gearbox
 The fluid flywheel is generally used in combination with
epicyclic gearboxes which eliminates the drag torque.
Fluid coupling with conventional synchromesh
gearboxes
 Auxiliary clutches are used during gear shift operation.
 This type of transmission was used in Dodge fluid drive in 1950.
Characteristics of the fluid coupling
Cont..

Figure shows Up to 10% of slip the torque is directly

proportional to % slip.
 Characteristics of the fluid coupling
 The characteristic which is of chief importance is the way in
which percentage slip varies with speed of rotation.
 The percentage slip is defined as the quantity ((N-n)/N)*100 and
is a measure of the difference in speed of two rotors.
 If „n‟ were equal to „N‟, then % slip would be zero and if n=0
then % slip would be 100.
 When percentage slip is plotted against engine speed (N), the
resulting graph is the form as shown.
 At any speed less than about 600 rpm (this speed can be made to
have any desired value by suitably modifying the design), the %
slip is 100, i.e., the GB shaft is stationary and we have equivalent
of completely disengaged clutch.
 Cont..
 As the engine speed increases from 600 to 1000 rpm, the % slip
falls rapidly to about 12%. This corresponds to the period of actual
engagement of an ordinary clutch, the speed of GB shaft being
rapidly brought up to roughly the same value as engine speed.
 From 1000 rpm up to maximum speed, the % slip decreases
comparatively slowly from 12 down to possibly as little as 2.
 The % slip at any engine speed depends however on the torque
being transmitted.
 The curve being based on assumption that engine exerts full torque
at every speed.
 Cont..
 If the engine torque is reduced below the full torque (open
throttle) value, the % slip will be reduced.
 Thus % slip may be less than 1%. The chain dotted curve
indicates the variation of % slip with the speed for such
condition, i.e., level road and no head wind.
 Whatever the value of % slip, however it represents a direct
loss of energy and thus an increase in fuel consumption.
 Thus, it is an abuse of fluid flywheel to allow the engine speed
to fall to region between 100 to 600 rpm, full throttle when
%slip becomes ordinary clutch which also increases fuel
consumption.
Cont..
 The difference being that whereas an ordinary friction
clutch would be damaged by prolonged slipping but FC will
not suffer any damage although it may become so hot as to
burn ones hand if he touches it.
 Comparison of Fluid coupling & Torque converter
 Fluid coupling acts as an automatic clutch without torque
multiplication.
Torque converter is essentially an automatic clutch & torque
multiplying device.
 Fluid coupling has two principal components – impeller & runner.
Torque converter has three components – Impeller, runner, reactor
(or) stator.
 The vanes of fluid coupling are straight & radial shaped.
The vanes of torque converter are curved shape.
 Torque converter can be converted in to fluid coupling while
transmitting torque ratio of 1:1.
 Comparison of Torque converter & Gear box
Both are torque multiplying devices.
 In torque converter, torque ratio get varied automatically in a
continuously variable manner.
Gear box has definite speed ratio & changes are in steps.
 In torque converter during torque ratio variation, there is no
interruption of power from the engine to road wheels.
In gear box during gear shifting engine power is cut – off.
 Torque converter is smooth, vibration less & silent in operation.
Gear box has vibrations, jerks & noises.
 Cont..
 Separate gear drive is necessary for reversing in torque converter.
Gear box is self – contained with reversing mechanism.
 Torque converter efficiency is maximum for a part of its speed
range.
Gear box efficiency is constant throughout.
Torque converter
Direction of fluid
Position of stator
Principle of Torque converter
Principle of operation of Torque converter
 The phenomenon of torque conversion by hydrodynamic means
is illustrated graphically by polar diagram, where distance
radially outward from the base circle represent forward or
positive moments of momentum of the spinning fluid and
distance inward from that circle negative moments.
 The spinning velocity of fluid and its moment momentum both
are maximum at the runner entrance at the top of diagram.
When the runner is at rest or nearly so the spinning velocity and
moment of momentum of the fluid are quickly reduced to zero,
and owing curvature of the running blades a reverse or negative
spinning motion is imparted to the fluid.
 Cont..
 The torque imposed on the runner is proportional to the sum of
the forward moment of momentum at the entrance and reverse
moment of momentum at the exit as shown.
 But while fluid undergoes a great change of motion in runner and
as a result subjects the latter to heavy torque it gives up little
energy to the runner because latter is either standstill or turning at
a very low speed.
 On leaving the runner the fluid therefore still possesses most of
the kinetic energy with which it entered the member.
 In reaction member the spinning motion is reversed and the fluid
leaves that member with a positive moment of momentum nearly
equal to the negative moment of momentum with which it
entered.
 Cont..
 The reaction member is subjected to a torque opposite in
direction to that on the runner and proportional to the difference
between the negative moment of momentum at entrance and
positive moment of momentum at exit, of course it is
proportional to the sum of the two.
 The fluid now enters the impeller already possessed of a certain
forward spinning velocity and the impeller needs to add only
enough to bring the total velocity up to that at which the fluid
entered the runner.
Cont..
 In the case represented by the diagram, if the moment of
momentum added to the fluid in the impeller is represented
by 1, the change of moment of momentum in the reactor is
about 1.4, and the change of moment of momentum in the
runner is 2.4.
 There fore torque ratio in this particular case is 2.4.
Vanes are curved to accelerate fluid flow
 Stator Operation

•Stator assembly mounts on One-way

clutch.
•Stator multiplies torque
•At 90% speed ratio, the stator rotates
same speed as turbine and impeller
and “coupling phase” occurs.
Construction of Torque converter
 A hydrodynamic torque converter is a device used for
multiplying torque (or) turning moment by hydrodynamic
means, that is making use of kinetic energy of a fluid in
motion.
 It consists of three vaned members.
 An impeller secured to the input shaft, a runner secured to the
output shaft and a reaction member fixed in position.
 An three being enclosed in a housing filled with hydraulic
fluid.
 Cont..
 The impeller serves to impart a whirling motion to the fluid, the
runner is kept rotating by the whirling fluid, and the reaction
member changes the direction of the whirling motion between
runner outlet and impeller inlet in such a way that the K.E left in
the fluid will help to drive the impeller.
 The input torque which the converter is able to take is
proportional to the difference between the moments of
momentum of the fluid at the entrance and exit of the impeller.
 Since the moment of momentum is proportional to the product of
the spinning velocity and the radius of the spinning motion, it is
obvious that the torque capacity increases with the exit diameter
of the impeller and as the entrance diameter decreases.
Converter coupling
Working of Converter coupling
 The converter coupling is a next type of fluid drive to
consider.
 This type represents an attempt to combine the best part of
converter performance with those of Fluid Coupling.
 Most forms of converter can be employed as coupling by
means of small changes to the reactors.
 The converter is made to operate as a coupling by releasing
the reactors from external constraint at the time when the
applied torque on this member reverses direction.
 The reactor then rotates slowly so as to give least resistance
to the fluid flow.
 Cont..
 As a result, any torque applied to the pump alters flow conditions
in a way that induces an equal torque on turbine member.
 Various methods of controlling the reactor have been utilized but
most convenient is the use of “free wheel” or “over running
clutch” unit into reactor.
 so that it is free to rotate in some direction as the turbine but is
locked against rotation in opposite direction.
 Conditions of equilibrium, ensures that torque on reactor changes
direction when o/p torque has fallen to value of i/p, so that
introduction of free wheel unit provides an automatic method of
changing from converter to coupling operation at correct time.
Cont..
 This change over point is normally referred to as “coupling
point”.
 The resultant characteristics is shown where it is seen that
best parts of converter and coupling efficiency curves have
been successfully combined.
Performance characteristics (or)
Variation of Efficiency & torque with speed ratio
 Explanation of Performance characteristics (or)
Variation of Efficiency & torque with speed ratio.
 When starting from rest, efficiency = 0 i,e both output speed and
output are zero.
 Efficiency = 0 when the load is removed, runner is allowed to
race.
 As the runner gains speed, efficiency increases.
 Max value of efficiency at design point (orbitrarily set).
 Max efficiency is of 85% to 90% based on
1. No of stages 2. No of blades 3. Refinement of blades
4. Blades entrance & exit angles
 At a certain speed ratio, coupling point output torque = input
torque.
 Cont..
 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.
 Cont..
 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.
 Cont..
 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
Multi stage Torque converter
 Multi stage Torque converter
 For the highest torque ratios, it is necessary to employ multi-stage
converter.
 The Multi Stage converter is one in which, the circulating fluid
impinges two or more turbine members separated by reactors.
 First stage of conversion is reached when the fluid has traveled
through the impeller, turbine and reactors and extra stages are
sometimes added to obtain a particular type of performance.
 The provision of an additional turbine is referred to as an extra
stage and thus conforms to steam turbine practice.
 Single stage T.C – 2 to 4
 Two stage T.C – 3 to 5
 Three stage T.C – 4.5 to 6
 Cont..
 It is necessary to emphasize that additional turbine member must
be separated by a reactor from a previous turbine to create an
extra stage, and should not be confuse with practice of dividing
the reactor member for instance into several parts, so as to carry
out operation of reactor in a number of phases.
 The reason for using an increased number of stages is usually to
increase torque conversion ratio but certain other advantages are
obtainable.
 A multistage converter having a turbine immediately preceding
impeller has advantage that as the vehicle accelerates, fluid can be
delivered at greater velocity head to turbine which is enabled to
rotate at faster speed.
 Cont..
 This fact extends useful range of converter and increases it
power rating.
 The increased number of stages may increase fluid friction on
account of longer circulation path, and efficiency of
multistage converter tends to fall of rather sharply and racing
usually occurs at lower speed ratios than for a single- stage
converter.
 Thus, although increased torque ratios are obtained with
multistage converter, it is noticed that all the forms of
converter discussed so for exhibit a similar o/p characteristic
which is roughly parabolic in shape.
 Cont..
 Variations in blade design or number of stages has the effect of
moving the peak of curve towards low ratio (stall) end of o/p
speed range or towards the higher ratios (racing).
 consequently a typical Multi Stage converter will develop an o/p
torque equal to about 2 ½ times the value of i/p torque at its
maximum efficiency point.
 But as the turbine accelerates, the falls rapidly and o/p torque
soon falls to zero.
 This type of converters thus would give a good initial
acceleration of vehicle from rest but would be inefficient for a
normal cruising which is mainly carried out at unity torque ratio
(direct drive).
Cont..
 For this reason, most MS or high torque ratio converters are
used in conjunction with a friction clutch are some other
way of obtaining an efficient direct drive.
Poly phase torque converter
Poly phase torque converter
Cont..
 Poly phase torque converter
 This type of fluid drive represents an attempt to combine the
best operating characteristics of two or more different designs of
converters into a single converter.
 These ideas are usually incorporated into converter couplings,
but it is converter operation it takes place in several phases.
 A poly phase converter coupling is a variation of a normal 3-
element machine in which at least one of the 3 basic members is
divided into further elements.
 The reactor has to deal with fluid flow from widely changing
entrance direction and this member can be divided into a number
of elements which adjusts themselves to the changing flow.
 Cont..
 The practice of dividing a rotating member into several elements is
widely used at the present time and it is usual to have 2&3 phases,
each of which is represented by a bladed ring element which is
also rotate freely when the fluid flow has changed the direction by
a given amount.
 In this way, the elements of reactor enables the operation of
redirecting the flow to be carried out in a number of distinct
phases, giving rise to the use of the term poly phase converter, or
poly phase converter coupling.
 This method is not confined to reaction member, and impeller or
turbine member may also be divided into a number of these
elements which may rotate at different speed by the introduction
of free-wheel units.
Cont..
 Such free-wheeling blade elements detach themselves from
parent member and rotate at speeds that least resistance to
fluid flow occurs.
 At this point, the detached members can be considered as
turbines at raising speed.
Characteristics for Poly phase torque converter
 Cont..
 From figure, it is seen that efficiency curve combines the most
useful parts of curves of three different converter designs as the
fluid drive effects a three phase transition from converter to
coupling.
 Each peak is related to a particular design point which is referred
to as one of the three separate phases of particular design.
 The poly phase converter coupling represents modern practice in
which entrance losses are almost completely removed for a useful
range of speed ratios.
 There still remains a need to extend this useful range of ratio and
most transmission use and auxiliary gear box to give increased o/p
torque for improved acceleration and for climbing steeped
gradient.