Beruflich Dokumente
Kultur Dokumente
YABA, LAGOS
BY
Submitted to:
ENGR. UDO
SEPTEMBER 2009
DEDICATION
Thank you Almighty God for seeing me through the completion of this work.
ACKNOWLEDGEMENT
Word would fail me in acknowledging the assistance and the inspiration got from many
people who contributed in one way or the other to the success of this work.
I would not forget the encouragement got from some of my friends and course mates.
Thanks.
TABLE OF CONTENT
TITLE PAGE
CERTIFICATION
DEDICATION
ACKNOWLEDGEMENT
TABLE OF CONTENT
REFERENCES
CHAPTER ONE
FLUID COUPLING
1.0 Definition
A fluid coupling is a hydrodynamic device used to transmit rotating mechanical power or device
that transfers power through a fluid between its inputs and outputs. A fluid coupling basically
consists of two fans in a sealed, oil-filled housing. The input fan churns the oil, and the churning
oil in turn twirls the output fan. Such a coupling allows some speed difference between its input
and output shafts.
Translated into technical language, the fluid coupling may be described as consisting of two
toroidally grooved discs facing one another with a small clearance between them.
Radial blades are formed across the grooves to divide them into curved cells. This blade also
supports the hollow semicircular cores for guide rings, which reduce turbulence in the coupling.
The guide rings are offset within their torodal cavities so as to equalize flow area in the cells. One
disc is mounted from the engine flywheel via a tore’s cover but connects t the input shaft of the
gear box and is termed the turbine. Fluid coupling are either produced from aluminum die casting
or as in later practice fabricated from steel pressing.
There are three essential parts to a fluid coupling: the driving (input) section known as
the impeller the driven (output) section known as the runner and the casing which bolts
to the impeller enclosing the runner providing an oil tight reservoir. Both impeller and
runner each represents half of a hollow torus with flat radial vanes. At the inner
circumference a conical baffle is attached to the impeller and a flat baffle is attached to
the runner. These components comprise the working circuit.
The operation of the fluid coupling requires mechanical input energy, normally provided
by a standard NEMA B electric motor which is connected to the impeller and casing. The
runner, which has no mechanical connection with the impeller, is directly connected to
the driven load. A variety of mechanical connections; couplings, sheaves, and hollow
shaft mountings, are available to provide the mounting configuration best suited to the
application. Finally the fluid coupling must be initially charged by removing the fill
(fusible) plug and adding the recommended amount of oil based on the required torque.
Starting
Standard NEMA B motors are recommended when using fluid couplings and will start
virtually unloaded. Since the motor is mechanically connected to the impeller and casing,
the low inertia of these components and the oil are the only loads imposed. As the
electric motor accelerates to running speed, the impeller begins to centrifugally pump oil
to the stationary runner. Transmission of oil is diffused by the conical impeller baffle,
producing a gradual increase in torque, allowing the motor to accelerate rapidly to full
running speed. When all the oil is pumped into the working circuit, continuous circulation
of oil will occur between the impeller and runner forming a flow path like a helical spring
formed in a ring.
As soon as the transmitted torque reaches the value of the resisting torque, the runner
starts rotating and accelerates the driven load. The time required to reach full speed is
dependent on the inertia of the driven load, the resistive torque, and the torque being
transmitted by the fluid coupling.
Running
At full running speed fluid couplings will normally slip between 1% and 4%. The oil
circulation between the impeller and runner has formed a vortex at the outside
circumference of the working circuit and is no longer deflected by the conical baffle.
Overload – Stall
Should the load torque increase, the slip will increase, which causes the runner to drop in
speed. The vortex of oil circulating between the impeller and runner will expand to
provide additional torque. The extent to which this vortex can expand is limited by the
flat baffle on the runner. Consequently fluid couplings provide inherent overload
protection.
If the increase in torque causes the oil in the working circuit to expand to the point of
contacting the baffle, the coupling will stall and slip will be 100%. This continuous high
slip generates heat and the oil temperature will rise unless the overload is removed.
When the temperature rises to the temperature limit of the fusible plug, the core of the
plug will melt, release oil from the coupling and effectively disconnect power to the
output shaft. To prevent the loss of oil the use of a proximity cutout switch or thermal
trip plug and limit switch is recommended.
Coupling guards must be designed to permit air circulation for cooling and to protect
when oil is released from fusible plug due to overload.
The slipping characteristics of fluid coupling provides a wide range of choice of power transmission
characteristics which also result in speed variation, smooth & controlled acceleration, clutching and
declutching operations and other characteristics of load limiting shock & peak load absorption and
dampening etc. By varying the quantity of oil filled in the fluid coupling, the normal torque
transmitting capacity can be varied. The maximum torque of the fluid coupling can also be set to a pre-
determined safe value by adjusting the oil filling.
The fluid coupling has the same characteristics in both directions of rotation.
These coupling have a sliding scoop tube which enters the coupling rotating casing through central
clearance. The oil quantity level in the coupling can be varied which in operation by changing the
position of the scoop tube which determines the oil level in the coupling. This change of oil level shifts
the torque characteristic of the coupling thus enabling step less speed control .See the characteristic
curve shown below.
Absence of direct mechanical contact between the driving and driven members minimizes the
transmission of shock and torsional vibration between the engine and the drive line.
Protect against harmful laboring of the engine at low speeds, since the fluid coupling will merely
In Aviation transmission system it is used in the engine's exhaust gases and then, using three
fluid couplings and gearing, converted low torque high-speed turbine rotation to low-speed, high-
Providing the softest, smoothest start will maximize the life of your
system components.
As the smart alternative to expensive & complicated electronic solutions, fluid couplings allow
precise adjustment of startup characteristics in the field, simply by changing the fluid fill level via
the easy access fill & drain holes.
• NEW Longer starting profiles and softer starts.
• For Sizes 1420HF & larger, adjustable metering
orifices regulate the passage of fluid from the
delay fill chamber into the working circuit, further
softening the start.
Use of the extended delay fill chamber (HFDD) is recommended for conveyors subjected to
unloaded starts, those with concave sections, those with low inertia, or those with any
combination of these conditions. Modest fill in the working circuit at startup minimizes belt liftoff,
and assures unloaded & low inertia conveyors are not rapidly accelerated. Protection - regardless
of load condition.
Torque applied to a belt conveyor starts at zero (point C) and gradually increases in magnitude
as the coupling impeller accelerates to point D. When the output torque of the fluid coupling
exceeds the breakaway starting torque of the belt conveyor (point D), the conveyor gradually &
smoothly accelerates to full speed.
Prevent jamming overloads that can cut short the life of your system.
True Torque™ fluid couplings safeguard your system against mechanical overload. Simple,
straightforward protection when instantaneous jams are encountered.
• Two fusible plugs per coupling are a standard feature, and prevent damage to the driven
equipment and the motor.
• The proximity sensor cutout switch accessory, an extra charge option, prevents fluid
discharge, and provides ability to reset cutouts in case of frequent overloads.
• Another optional accessory, the easily replaceable thermal trip plug, is used in conjunction
with a trip switch, also preventing fluid discharge.
With percentage differences normally ranging between 1 and 4%, full-load running efficiencies
between 99% and 96% are possible. AC motor power does not need to be increased to take
advantage of fluid coupling benefits (see Fig. 3). Slow start up times and the ability to operate in
the 100% "slip" mode also make fluid couplings useful on conveyors incorporating two or more
drives on the head-shaft and secondary pulleys. By sequence starting motors with 3 to 4 second
delay, both loaded and empty starting times can be further increased, minimizing line voltage
drop problems caused by excessive inrush current. Such configurations can also reduce excessive
belt tension, which prolongs belt life. A simple method for determining fluid coupling efficiency
includes a comparison of output speed vs. AC motor speed.
Fluid couplings also provide a simple method to load balance two or more drives operating on the
same headshaft or secondary pulley. For instance, once full-load power on each drive is recorded,
the working fluid can be increased or decreased slightly ensuring each drive delivers its share of
the power.
CHAPTER TWO
TORQUE CONVERTER
2.0 Definition
A torque converter is a modified form of fluid coupling 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. Like a basic fluid coupling, the torque converter normally takes the
place of a mechanical clutch, allowing the load to be separated from the power source.
As a more advanced form of fluid coupling however, a torque converter is able to
multiply torque when there is a substantial difference between input and output
rotational speed, thus providing the equivalent of a reduction gear.
A device in the power train consisting of three or more rotating members, which transmits power
through a fluid. It provides varying drive ratios ; with sped reduction, it increases torque.
Another common issue with a torque converter is the stator clutch breaking. When there is a
sudden application of power it can shock the stator clutch with a heavy load and will actually
cause it to break. When the stator clutch breaks it will allow the stator to rotate the pump in the
wrong direction and there will be no transmission of power. When the stator clutch breaks the
vehicle will not be able to move on its own.
In addition to the stator clutch breaking it can also seize, or simply stop working. The way that
this works is that the inside and outside components of the clutch actually get locked together,
which keeps the stator from rotating during the coupling phase. Seizure of this nature usually
occurs when there has been sudden and severe loading. Usually a seized stator clutch will result
in very little efficiency during coupling, and the fuel consumption will increase as a result.
Yet another common issue with a torque converter is blade deformation or even fragmentation of
the blades. These issues can occur with the blades when there is sudden or excessive heating of
the converter, at which time the pump and turbine blades can become deformed. Often times,
the blades will actually pull away from the hubs or rings or can simply break into fragments. This
can often cause irreparable damage to the torque converter.
Ballooning is another common problem with torque converters. This problem is caused when
there is an excessive load placed on the converter or when there is a sudden load. Ballooning
may also occur when the converter is used at a very high RPM. Ballooning can even cause the
converter housing to expand or even rupture, causing the converter to cease working.
All of these problems can occur when you least expect it, which is why you need to understand
how your converter works and how you can avoid failure. Most failures can be avoided, it simply
comes with knowledge and experience. Be sure to learn as much as you can about your specific
converter.
For every two revolutions of “A”, gear “B” will make one revolution. If the input twisting effort is
20 ft lbs, the output torque will be 40 ft lbs.
To make the fluid coupling perform as a torque multiplier, it is necessary only to add a reaction
member, or fulcrum. The stator becomes the reaction member, by placing a stator (reaction
member – Figure 15) between the load and power source, a fulcrum is provided. A torque
converter has at least three elements – impeller (driving member), turbine (driven member) and
stator (reaction member).
2.32 Oil Flow Patterns
To assist us in understanding hydraulic torque multiplication, let us consider three terms. First,
Kinetic Energy: Energy opposed by oil in motion. Second, Rotary Flow: The Flow of oil around
the outer circumference in the converter. Third, Vortex Flow: The Flow of oil across the
converter. Third, Vortex Flow : The flow of oil across the converter.
The impeller (Figure 13 (1) is driven by the engine. The turbine (Figure 13 (3) is attached to the
converter output shaft. The stator (Figure 13 (2) is supported between the impeller and turbine
and can either be held from rotating by being mounted rigidly on a fixed support, or mounted in a
one way clutch which permits it to turn free when the driving and driven members are both
turning at about the same speed. The impeller is driven by the engine; the turbine, connected to
the output shaft rotating free (no mechanical connection to the impeller or stator); the stator is
positioned between the turbine and impeller and directs the flow of oil between the two units.
(5) The stator (reaction member – Figure 15 (2), has no mechanical connection to either the
impeller or turbine. It fits in between the outlet of the turbine and the inlet of the impeller so all
the oil has to pass through it when returning from the turbine to the impeller. The stator changes
the direction of the oil flowing from the turbine so that it will go in the same direction as the
impeller. Also, the openings between the stator blades speed up the flow of oil so that it re-enters
the impeller in such a manner that less engine torque is required to drive the impeller (Figure
15).
(6) Actually, the change-over from one phase to the next phase of operation, as outlined above,
is not sudden but gradual and is in accordance with the changing demands of the operation.
When starting and accelerating, as the turbine speed nears the impeller speed, the changing
pattern of oil flow eases the back pressure on the stator vanes. As a steady speed is reached on a
level road the impeller and turbine speeds become nearly equal. This means that further changes
in the pattern of oil flow will have taken place and will not contribute anything to the operation of
the converter. So, there is a continuous circulation of oil through the three units of the torque
converter. From the impeller, through the turbine, through the stator, and back to the impeller.
While the foregoing description covers torque converters generally, some torque converters have
more members (other than the impeller, turbine, and stator).
(1) Three element torque converter
The three element torque converter found on many pieces of equipment will have either a fixed
or a rotating stator (reaction member).
(a) The fixed stator is mounted rigidly in the converter and will not turn.
(b) The stator that is mounted on a one-way clutch is able to turn in the same direction as the
engine only (Figure 16).
(c) The overrunning clutch used in a torque converter is generally a sprag-type. The sprags are
somewhat like flattened rollers. The inner and outer races of the overrunning clutch are smooth.
A series of sprags are positioned between the inner and outer races and are held in place by two
springs put into the sprag notches . The outer race is stationary but the inner race is splined to
the stator hub and therefore will turn with the stator. During steady running, the stator is not
needed and as mentioned will rotate. The sprags have no effect on the forward rotation of the
inner race. During acceleration the oil must change direction and the oil is thrown against the
front faces of the stator vanes. This produces a backward thrust, or pressure on the stator vanes,
which halts the stator and attempts to turn it backwards. As this happens, the sprags jam
between the inner and outer races, thereby locking the inner race so that it cannot turn
backward. The stator then becomes stationary so that its vanes can effectively change the
direction of the oil flow.
(b) The turbine speed increases until it nears the speed of the impeller. The oil leaving the
turbine vanes gradually changes direction until it begins to strike the back faces of the primary
stator vanes. This will cause the primary stator to begin to rotate. The secondary stator still is
stationary and will continue to change the direction of oil.
(c) When the speed of the turbine is near equal to that of the impeller the oil will now strike the
back of the secondary stator vanes. Now the secondary stator also begins to rotate. Neither
stator enters into the action now, and the converter acts as a fluid coupling.
(b) The force that causes the secondary impeller to spin faster than the primary impeller comes
from the oil striking the back faces of its vanes.
h. Torque Multiplication Factors
Since torque converters vary considerably in design, the amount of torque multiplication they can
achieve also varies with the practical limit being 5:1. The torque multiplications would normally
depend on the size of the converter, the number of elements and the piece of equipment the
torque converter was designed for.
Efficiency
Transmission efficiency of any hydraulic transmission using torque converter is comparable to any
electrical transmission. The efficiency of hydro-mechanical transmission is about 10 % higher.
The comparative saving in fuel costs will be substantial especially in high horsepower super-fast
train locomotive
Efficiency of the hydraulic coupling is defined as the ratio of power output to power
input.
η=power output = Τ ( t) ω ( t)
power input Τ ( p) ω (p)
EFFICIENCY TORQUE
This is a function of fluid viscosity, fin design in the turbine and impeller units, T(out),
T(in) and other variables. Torque converters run at efficiencies anywhere from 0-95%
depending on w(in), w(out), and T(in) and T(out). For example, when a car is stopped at
a traffic light, the engine still applies power to the input shaft, but the brakes and
transmission prevent the output shaft from rotating. Since P(out) = T(out) * w(out), and
w(out) equals zero, P(out) equals zero. Therefore, the efficiency equals zero.
When a car is traveling at highway speeds, the turbine is rotating nearly as fast as the
impeller. Recalling that they are attached to the output shaft and the input shaft
respectfully, then P(in) » P(out) and therefore efficiency is rather high.
Graph Variables:
Efficiency = P(out)/P(in)
REFERENCE
http://www.reference.com/browse/wiki/Hydrodynamics
http://www.automedia.com/CarCare-Cleaning-Engine/C-35
http://en.wikipedia.org/wiki/Automobile
http://www.torque-converter.net/category/uncategorized