Fluid Coupling

A fluid coupling or hydraulic coupling is a hydrodynamic device used to transmit rotating

mechanical power. It has been used in automobile transmissions as an alternative to a mechanical
clutch. It also has application in marine and industrial machine drives, where variable speed
operation and controlled start-up without shock loading of the power transmission system is
essential.

Components of the Fluid Coupling

The Housing: - It is the Outer most casing of Coupling. It design to contain the the fluid and
turbine So It must be made Air tightened so that the fluid doesn’t leak.
Turbines: - It contains two turbine
 Pump or Impeller: -It is connected to Input shaft; Known as the pump or impellor,
Primary wheel, Input Turbine.
 Turbine: -The other connected to the output shaft, known as the turbine, output
turbine, secondary wheel or runner

Main Components Of The driving turbine, known as the 'pump’, is rotated by the Prime Mover which
is typically an Internal Combustion Engine or Electric Motor. The impellor's motion imparts both
outwards linear and rotational motion to the fluid.

The hydraulic fluid is directed by the 'pump' whose shape forces the flow in the direction of the
'output turbine'. Here, any difference in the angular velocities result in a net force on the 'output
turbine' causing a torque; thus causing it to rotate in the same direction as the pump
Stall Speed

The stall speed is defined as the highest speed at which the pump can turn when the output turbine
is locked and maximum input power is applied.

Slip

A fluid coupling cannot develop output torque when the input and output angular velocities are
identical. Hence a fluid coupling cannot achieve 100 percent power transmission efficiency. Due to
slippage that will occur in any fluid coupling under load, some power will always be lost in fluid
friction and turbulence, and dissipated as heat. Like other fluid dynamical devices, its efficiency
tends to increase gradually with increasing scale, as measured by the Reynolds Number

Fluid Used

As a fluid coupling operates kinetically, low viscosity, fluids are preferred. Multi-grade motor oils or
automatic transmission fluids are used.

Increasing density of the fluid increases the amount of Torque that can be transmitted at a given
input speed. However, hydraulic fluids, much like other fluids, are subject to changes in viscosity
with temperature change. This leads to a change in transmission performance, so where unwanted
performance/efficiency change has to be kept to a minimum a motor oil, or automatic transmission
fluid, with a high viscosity index should be used.

Applications

Hydrodynamic Brakes

Fluid couplings can also act as hydrodynamic brakes, dissipating rotational energy as heat through
frictional forces (both viscous and fluid/container). When a fluid coupling is used for braking it is also
known as a retarder.

Industrial

Fluid couplings are used in many industrial application involving rotational power especially in
machine drives that involve high-inertia starts or constant cyclic loading.

Railways

Fluid couplings are found in some Diesel locomotives as part of the power transmission system.

Automotive

It is used in the transmission System as clutches.

Torque Converters
torque converter is generally a type of fluid coupling (but also being able to multiply torque) 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. The torque converter normally takes the place of
a mechanical clutch in a vehicle with an automatic transmission, allowing the load to be separated
from the power source. It is usually located between the engine's flex plate and the transmission

Major Components:-
A fluid coupling is a two element drive that is incapable of multiplying torque, while a torque converter
has at least one extra element—the stator—which alters the drive's characteristics during periods of high
slippage, producing an increase in output torque.

Casing: - outermost cover of the body.

Impeller: - It is mechanically driven by the prime mover
Turbine: - It drives the load
Stator: - which is interposed between the impeller and turbine so that it can alter oil flow
returning from the turbine to the impeller. The stator is mounted on an overrunning clutch,
which prevents the stator from counter-rotating with respect to the prime mover but allows
forward rotation.
Operational Phases

Stall: - The prime mover is applying power to the impeller but the turbine cannot rotate. For
example, in an automobile, this stage of operation would occur when the driver has placed
the transmission in gear but is preventing the vehicle from moving by continuing to apply
the brakes. At stall, the torque converter can produce maximum torque multiplication if
sufficient input power is applied (the resulting multiplication is called the stall ratio). The stall
phase actually lasts for a brief period when the load (e.g., vehicle) initially starts to move, as
there will be a very large difference between pump and turbine speed.

Acceleration: - The load is accelerating but there still is a relatively large difference between
impeller and turbine speed. Under this condition, the converter will produce torque
multiplication that is less than what could be achieved under stall conditions. The amount of
multiplication will depend upon the actual difference between pump and turbine speed, as well
as various other design factors.

Coupling: - The turbine has reached approximately 90 percent of the speed of the impeller.
Torque multiplication has essentially ceased and the torque converter is behaving in a manner
similar to a simple fluid coupling. In modern automotive applications, it is usually at this stage of
operation where the lock-up clutch is applied, a procedure that tends to improve fuel efficiency.

Application

 Automatic transmissions on automobiles, such as cars, buses, and on/off highway trucks.
 Forwarders and other heavy duty vehicles.
 Marine propulsion systems.
 Industrial power transmission such as conveyor drives, almost all modern
forklifts, winches, drilling rigs, construction equipment, and railway locomotives.

Failure Possibilities

 Overheating: Continuous high levels of slippage may resulting in damage to

the elastomer seals that retain fluid inside the converter. This will cause the unit to leak
and eventually stop functioning due to lack of fluid.
 Stator clutch seizure: The inner and outer elements of the one-way stator
clutch become permanently locked together, thus preventing the stator from rotating
 during the coupling phase. Most often, seizure is precipitated by severe loading and
subsequent distortion of the clutch components.

 Stator clutch breakage: A very abrupt application of power can cause shock loading of
the stator clutch, resulting in breakage. If this occurs, the stator will freely counter-rotate
in the direction opposite to that of the pump and almost no power transmission will take
place. In an automobile, the effect is similar to a severe case of transmission slippage
and the vehicle is all but incapable of moving under its own power.
 Blade deformation and fragmentation: If subjected to abrupt loading or excessive
heating of the converter, pump and/or turbine blades may be deformed, separated from
their hubs and/or annular rings, or may break up into fragments. At the least, such a
failure will result in a significant loss of efficiency, producing symptoms similar (although
less pronounced) to those accompanying stator clutch failure. In extreme cases,
catastrophic destruction of the converter will occur.
 Ballooning: Prolonged operation under excessive loading, very abrupt application of
load, or operating a torque converter at very high RPM may cause the shape of the
converter's housing to be physically distorted due to internal pressure and/or the stress
imposed by inertia (centrifugal force). Under extreme conditions, ballooning will cause the
converter housing to rupture, resulting in the violent dispersal of hot oil and metal
fragments over a wide area.