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Since the torque converter lockup helps prevent slipping in the trans, this keeps fluid temps low. Based on this, one of the most common symptoms of torque converter lock up failure is higher than average transmission temps.
Overall, a torque converter lockup failure may lead to complete transmission failure eventually, especially if your converter clutch is worn out and sending material through the transmission. Skip to content Since the torque converter is responsible for transferring power from the engine to the rest of the drivetrain, it plays a critical role in keeping your car or truck moving efficiently.
The stator is mounted with a one-way clutch that allows rotating it in one direction and preventing its rotation in other directions. The turbine is connected to the transmission system of the vehicle. And the stator is placed in between the impeller and turbine. The turbine is connected to the input shaft of the automatic transmission. It is present at the engine side.
It also consists of curved and angled blades. The blades of the turbine are designed in such a way that it can change the direction of the fluid completely that strikes on its blades. It is the change in the direction of the fluid that forces the blades to move in the direction of the impeller. As the turbine rotates the input shaft of the transmission also rotates and made the vehicle to move.
The turbine is also has a lock-up clutch at its back. The lock-up clutch comes into play when the torque converter achieves the coupling point. It has three stages of operations. Stall: During the stall stop condition of the vehicle, the engine is applying power to the impeller but the turbine cannot rotate.
This happens, when the vehicle is stationary and the driver has kept his foot on the brake paddle to prevent it from moving. During this condition maximum multiplication of torque takes place. As the driver removes its foot from the brake paddle and presses the accelerator paddle, the impeller starts moving faster and this sets the turbine to move.
At this situation, there is a larger difference between the pump and turbine speed. The impeller speed is much greater than the turbine speed. Acceleration: During acceleration, the turbine speed keeps on increasing, but still there is a large difference between the impeller and turbine speed.
As the speed of the turbine increases the torque multiplication reduces. During acceleration of the vehicle the torque multiplication is less than that is achieved during a stall condition. Coupling: It is a situation when the turbine achieved approximately 90 percent speed of the impeller and this point is called the coupling point.
The torque multiplication seizes and becomes zero and the torque converter behaves just like a simple fluid coupling. At the coupling point the lock-up clutch comes into play and locks the turbine to the impeller of the converter.
After the stamping process, the assembly formed in this manner i. This circular blade carrier or blade assembly is inserted into the corresponding housing part and is connected thereto by any conventional means. On the torque converter 9a illustrated in FIG. Alternatively, the blade assembly illustrated in FIG. As shown in FIG. As on blades manufactured using other methods, the connecting or positioning devices used in conventional processes, such as the tabs for a rolled connection or butt ends for soldering or welding, can still be used.
The ring-shaped area 4a can run radially outside or radially inside, as a function of the blade geometry selected.
For example, in one embodiment, the ring-shaped area 4a can be positioned radially outside of the blades 2a so as to encircle the blades 2a as shown in FIGS.
Alternately, in another embodiment, the ring-shaped area 4a may be positioned radially inward of and encircled by the blades 2a. To achieve the required number of blades, two or more pre-fabricated blade carriers can also be installed in a housing, if necessary. In substantially all other aspects, the embodiment of FIG.
Also shown in FIG. Referring to FIG. The ring-shaped area 4a functions as a connecting portion to which the individual blades 2a are connected via the web portions 3a during the forming e. As described herein, the connecting portion 4a is, in one embodiment of the invention, configured as a ring-shaped area 4a. However, other configurations are possible for the connecting portion 4a, for example, as an arcuate portion, that is, a portion of a ring. Referring again to FIG.
Referring back to FIG. These two parts 12 and 14 are tightly connected to one another, e. The converter housing 14 is welded to a shaft butt end 18, which is designed to be inserted into a bearing hole on the facing end of a crankshaft not shown of an internal combustion engine. There are also threaded bushings 20 on the converter housing part 14 for connection with the flywheel not shown which, for its part, can be attached to the crankshaft not shown.
The converter housing 10 encloses a hydraulic chamber Inside this hydraulic chamber 22 there are an impeller 24, a turbine 26 and a stator The impeller 24 is formed by the converter housing part 12, impeller blades 30 and an inside wall 32 of the ring; the turbine 26 is formed by an outside wall 34 of the ring, turbine blades 36 and an inside wall 38 of the ring.
The stator 28 is formed by a stator hub 40, stator blades 42 and an inside wall 44 of the ring. The impeller 24 is mounted rotationally on one hand by means of the shaft butt end 18 in the crankshaft not shown , and on the other hand by means of a tubular extension 46 on a stationary component, e. Inside the converter housing 10, a connecting shaft 48 is rotationally mounted by means of its left end not shown in FIG.
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