Torque Converter Operation - 0 views
started by Cobb Riber on 03 Jul 13
started by Cobb Riber on 03 Jul 13
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started by Cobb Riber on 03 Jul 13
We first want to comprehend that there is no direct link in 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 implies that the initial function of the converter is t..
The torque converter is a single of the least understood elements in an automatic transmission equipped vehicle. To get another way of interpreting this, consider glancing at: read comtech cdm-570. I will attempt to clarify what it does and how it does it.
The torque converter has a handful of diverse functions.
We initial need to understand that there is no direct hyperlink in 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 implies that the initial function of the converter is to connect the crankshaft and the input shaft so the engine can move the car this is accomplished via the utilization of a fluidic coupling effect.
The torque converter also replaces the clutch that is necessary in a manual transmission this is how an automatic transmission car can come to a stop while nonetheless getting in gear with out stalling the engine.
The torque converter also acts as a torque multiplier, or extra gear ratio, to aid the auto get moving from a quit. In modern day converters this theoretical ratio is anywhere between two:1 and three:1.
Torque converters consist of 4 major components that we want to concern ourselves with for the objective of explanation.
The first component, which is the driving member, is called the impeller or "pump". It is connected straight to the inside of the converter housing and because the converter is bolted to the flexplate, it is turning anytime that the engine rotates.
The next element, which is the output or driven member, is called the turbine. The transmission's input shaft is splined to it. Get extra information on a partner encyclopedia by visiting source. The turbine is not physically connected to the to the converter housing and can rotate fully independently of it.
The third component is the stator assembly its function is to redirect the flow of fluid in 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 among the crankshaft and input shaft, which will result in 100% efficiency between the engine and transmission. The application of this clutch is normally controlled by the vehicle's pc activating a solenoid in the transmission.
Here's how it all functions. 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 every other and we turn only one particular of them on- the other fan will quickly start 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 had been to hold the non-powered fan (the turbine) the powered 1 (the impeller) would still be in a position to move- this explains how you can pull to a stop without the engine stalling.
Now think about a third element placed in between the two, which would serve to alter the airflow and cause the powered fan to be capable to drive the non-powered fan with a reduction of speed- but also with an improve of force (torque). This is essentially what the stator does.
At a specific point (usually around 30-40 mph), the exact same speed can be reached in between impeller and the turbine (our two fans). The stator, which is attached to a 1 way clutch, will now commence to turn in conjunction with the other two elements and around 90% efficiency amongst the crank and the input shaft can be achieved.
The remaining 10% slippage among the engine and transmission can be eliminated by connecting the input shaft to the crankshaft by means of the application of the lock up clutch that was talked about just before. This will tend to lug the engine, so the personal computer will only command this in greater gears and at highway speeds when there is really little engine load present. Dig up more on a guide to prodelin antenna by browsing our rousing URL. The main function of this clutch is to boost fuel efficiency and minimize the amount of heat that is generated by the torque converter.
One more term that may possibly be unfamiliar is that of a "higher stall" torque converter. A higher 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 collectively, and therefore, stop the torque multiplication phase and begin the coupling phase. The point at which engine rpm will quit climbing with the drive wheels held stationary and the throttle completely opened is referred to as "stall speed".
The notion behind a higher stall torque converter is to permit the engine to rev far more freely up to the point where the powerband begins, and consequently, enable the car to accelerate from a stop beneath a lot more energy.
This becomes increasingly important when an engine is modified. This striking prodelin antennas talk article has collected unique cautions for the reason for this enterprise. Engine modifications such as ported heads, larger cams, bigger turbos (in some cases), larger intakes, and so on. tend to raise the point exactly where the powerband starts. For ideal efficiency, the stall speed demands to be raised accordingly to operate optimally in conjunction with the provided car alterations.
In straightforward terms, for ideal functionality, the stall speed must 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 generating at least 80% of its peak torque for a street driven car.
As you can picture, a vehicle that can accelerate from a stop with 80% of its peak torque will easily outperform an otherwise identical car that can only launch at 50% of its obtainable torque.
For a functionality or "higher stall" torque converter to make maximum gains, it needs to be configured to the distinct vehicle in which it will be installed.
Elements such as engine torque and the rpm at which it is greatest, differential gear ratio, automobile weight, camshaft style, compression ratio, sort of induction- forced or naturally aspirated, and a host of other variables all require to be taken into consideration. Be conscious that the "off the shelf" kind performance torque converters sold by some manufacturers are extremely unlikely to be optimized for all cars and their distinctive needs.