Torque Converter with the Impeller Clutch and the Lockup Clutch

(1) Torque Converter Pilot Hub

(2) Hub
(3) Housing
(4) Piston
(5) Disc
(6) Plate
(7) Turbine
(8) Housing
(9) Impeller
(10) Plate
(11) Adapter
(12) Plate
(13) Disc
(14) Piston

(15) Housing
(16) Drive Gear for the Oil Pump
(17) Inlet Passage for the Torque Converter Oil
(18) Carrier
(19) Oil Passage for the Lockup Clutch
(20) Yoke
(21) Oil Passage
(22) Output Shaft
(23) Oil Passage
(24) Adapter
(25) Stator
(26) Hub
(27) Oil Passage for the Impeller Clutch(28) Outlet Passage for the Torque Converter Oil
The torque converter increases the engine torque before sending the torque to the transmission. The
torque increase is dependent on the wheel speed of the machine. The torque converter uses oil from the
impeller in order to turn the turbine which is connected to the output shaft.
The engine flywheel turns a torsional coupling which is fastened to the input shaft for the rear pump drive.
The input shaft drives the rear pump drive and the torque converter. Oil passages (21) and (23) provide
lubrication oil for the splines on the input shaft for the rear pump drive and for the torsional coupling.
The transmission and torque converter pump is a two-section gear pump which is mounted on the rear of
the torque converter cover. The oil pump is driven by drive gear (16). The drive end section is the supply
for the transmission and the cover end is the supply for the torque converter.
Oil from the torque converter section of the pump flows through a filter to the inlet for the torque converter.
Oil from the transmission section of the pump flows through a filter to a priority valve. From the priority
valve, part of the oil flows to the control valves for the clutch for the torque converter. The remainder of
the oil flows to the transmission selector and pressure control valve.
In the transmission selector and pressure control valve, the oil flows around the modulating relief valve.
The oil then flows through a hose to the inlet for the torque converter. Oil from the inlet to the torque
converter flows through inlet passage (17) in the carrier. The oil then flows through hub (26) into the
impeller.
Oil flows from the impeller to the turbine, and then to the stator. Part of the oil flows back to the impeller,
and the remainder of the oil flows through the outlet passage (28). The outlet oil pressure is maintained at
approximately 470 100 kPa (68 15 psi). Oil then flows through a line to the oil coolers before
continuing through the system as lubrication oil.
The torque converter cover is fastened directly to the rear pump drive. The torque converter cover
provides the rear support for the torque converter. Output power from the torque converter flows through
a drive shaft to an input transfer gear which drives the transmission. The torque converter cover also
provides a place for fastening the following components.

Output relief valve

Priority Valve

Control valve assemblies for the clutches of the torque converter

Transmission and torque converter pump

The torque converter has a lockup clutch and an impeller clutch. The lockup clutch provides a choice of
either torque converter drive or direct drive. The impeller clutch provides a smoother shift when the
machine is changing directions. The impeller clutch also allows the operator to limit the output torque by

controlling the slip of the clutch.

The housing (3) for the lockup clutch has teeth that mesh with a shaft that drives the input gear of the rear
pump drive. Housing (8) for the torque converter is fastened to housing (3) and turns at engine speed.
Housing (3) contains the lockup clutch for the turbine. The housing (15) for the impeller clutch is fastened
to housing (8) and turns at engine speed. Oil pump drive gear (16) is fastened to the housing for the
impeller clutch.
Stator (25) is connected to carrier (18) through adapter (24). Carrier (18) is fastened to the cover around
the torque converter. The carrier helps support the rotating torque converter components. The carrier also
contains the passages that carry the oil for the operation of the torque converter.
The following items turn as a unit at the speed of the engine:

Housing (3) for the lockup clutch

Housing (8) for the torque converter

Housing (15) for the impeller clutch

Oil pump drive gear (16)

Internal splines in housing (15) for the impeller clutch turn plates (10) and (12), and piston (14). Clutch
discs (13) are connected to adapter (11) with splines. Adapter (11) is fastened to impeller (9) and hub (26)
with bolts.
Internal splines in housing (3) for the lockup clutch turn plates (6) and piston (4). The splines on clutch
discs (5) mesh with hub (2). Hub (2) is fastened to turbine (7). Splines connect hub (2) to output shaft
(22). The output shaft is connected to output yoke (20). The output yoke is fastened to a universal joint
and a drive shaft that goes to the input transfer gears for the transmission.

Torque Converter Operation

The oil flow inside the torque converter is from impeller (9) to turbine (7). The oil then flows to stator (25).
From stator (25), part of the oil flows back to the impeller and the remainder flows to outlet passage (28)
in carrier (18) .
The torque converter is operated with pressurized oil. The maximum inlet pressure is controlled by the
torque converter inlet ratio valve that is located inside the transmission control valve. The outlet pressure
is controlled by restrictions which are downstream.
Oil flows through inlet passage (17) in carrier (18) to hub (26) and impeller (9). The rotation of the impeller
gives force to the oil. The impeller sends the oil toward turbine (7). The force of the oil that is hitting the
turbine blades causes the turbine to turn. The turbine turns the output shaft (22) through hub (2) .
The oil flows from the turbine in a direction which is opposite to the direction which is required for the
impeller. Stator (25) causes the oil to change direction into the impeller. Because the stator is held
stationary by carrier (18), most of the oil is sent back to the impeller. The remainder of the oil flows
through outlet passage (28) .
The oil from the stator adds to the oil from the inlet passage to the impeller.

Lockup Clutch

When the lockup clutch is engaged, the torque converter is in direct drive. Direct drive provides the
highest efficiency for the drive train at higher ground speeds. The oil flow to the lockup clutch is controlled

by the lockup clutch solenoid valve which is located on the outer cover. The lockup clutch solenoid is
activated by the electronic control module (ECM) for the transmission.

Lockup Clutch Solenoid Valve

The lockup clutch solenoid valve is a three-way proportional pressure control valve. When the ECM fully
energizes the solenoid, the pressure for the lockup clutch is at the maximum. When the current from the
ECM is at zero, the pressure for the lockup clutch is at the minimum. Illustration 2 shows the relationship
of current and pressure for the lockup clutch.

Engagement of the Lockup Clutch

When the lockup clutch solenoid is energized by the ECM, oil flows through passage (19) in output shaft
(22). Then, oil flows to torque converter pilot hub (1). A passage in the torque converter pilot hub allows oil
flow to lockup clutch piston (4). The oil pressure on lockup clutch piston (4) forces the piston against
plates (6) and discs (5) .
Piston (4) and plates (6) are connected by splines to housing (3) of lockup clutch. Discs (5) are connected
to hub (2) with splines. Hub (2) is fastened to turbine (7) with bolts. Hub (2) is fastened to output shaft (22)
with splines. The friction between discs (5) and plates (6) causes the turbine and the output shaft to rotate
at the same speed as the torque converter housing. The torque converter is now in direct drive.

Controls for the Lockup Clutch

Right Side Console(29) Lockup Enable Button

The torque converter lockup clutch has the following inputs:

Speed and direction switches

Lockup enable switch

Torque converter output speed

Service brake

Left pedal
The control for the lockup clutch will have the following specifications:

The impeller clutch pressure will remain at full pressure when the lockup clutch is engaged.

The lockup clutch will engage when button (29) is pressed, and the torque converter output speed
is greater than 1125 rpm. The lockup clutch will disengage when the button is pressed again or the torque
converter output speed is less than 975 rpm.

The lockup clutch will disengage for all speed and all direction shifts. The lockup clutch will
engage in 2 seconds after the start of a shift.

The lockup clutch will not engage if the torque converter output speed is above 1750 rpm.

The lockup clutch will disengage when the operator depresses the left pedal or the service brake
pedal.

To prevent high levels of torque in the drive train, the lockup clutch will disengage during rapid
deceleration.
The torque converter lockup clutch will not be engaged for 4 seconds after the following occurrences:

The service brake pedal is released.

The fault for the service brake pedal is cleared.

The left pedal is released.

The fault for the transmission neutralizer pressure switch is cleared.

The fault for the lockup clutch solenoid is cleared.

The lockup clutch switch is toggled.

A fast deceleration in the torque converter

Fault for low torque converter output speed

Impeller Clutch

The impeller clutch is used to change the torque output of the torque converter. The impeller clutch allows
the operator to use the left pedal to reduce wheel spin.

Impeller Clutch Solenoid Valve

The oil flow to the impeller clutch is controlled by the impeller clutch solenoid valve. The impeller clutch
solenoid valve is positioned on the outer cover. The impeller clutch solenoid is activated by the ECM for
the power train.
The impeller clutch solenoid valve is a three-way proportional pressure control valve. When the ECM
increases the current to the solenoid, the impeller clutch pressure is reduced. When the current from the
ECM is at zero, the impeller clutch pressure is at the maximum. Illustration 4 shows the relationship of the
solenoid current and the impeller clutch pressure.

Engagement of the Impeller Clutch

When the impeller clutch solenoid valve is not energized by the ECM, oil flows to passage (27) from
carrier (18). Oil in passage (27) forces piston (14) against plates (10) and (12), and discs (13) .
Piston (14) and plates (12) are connected to housing (15) of the impeller clutch with splines. Plate (10) is
fastened between housing (8) and housing (15) for the impeller clutch. Discs (13) are connected to
adapter (11) with splines. Adapter (11) is fastened to impeller (9) with bolts. The friction between discs
(13) and plates (10) and (12) causes the impeller to rotate. The impeller rotates at the same speed as
housing (8) of the torque converter. This is the maximum torque output in torque converter drive.
As the current flow to the solenoid is increased, pressure of the oil to piston (14) is decreased. The friction
between the plates and discs decreases and the impeller slips. When the impeller slips, less oil is forced
to the turbine. Less force on the turbine directly results in less torque to the output shaft.
When the current flow to the solenoid is at the maximum, there is minimum pressure of the oil against
piston (14). The plates and discs now have only a small amount of friction and the impeller forces only a
small amount of oil to the turbine. There is a minimum amount of torque at the output shaft.
The following conditions affect the operation of the impeller clutch:

The position of the left pedal

Directional shifts and speed shifts

Engine speed

Direction of rotation of the torque converter output shaft and torque converter output speed

Position of the reduced rimpull switch

Position of the reduced or maximum rimpull switch

Controls for the Impeller Clutch

Right Side Console(30) Reduced Rimpull Button

Reduced rimpull button (30) is used to provide three levels of reduced rimpull. Reduced rimpull is enabled
only when the transmission is in first speed forward or first speed reverse.
Reduced rimpull button (30) is found on the right side console in the cab. Reduced rimpull button (30)
controls the torque output of the torque converter. The power train ECM increases the amount of current
to the impeller clutch solenoid valve in order to reduce rimpull. The position of the reduced rimpull switch
regulates the amount of current that is sent to the impeller clutch solenoid valve.
Table 1 shows the positions available for reduced rimpull button (30). The Electronic Service Tool (ET)
must be used to adjust the preset values.

Table 1
Reduced Rimpull Select Button
Position

LED (A)

LED (B)

LED (C)

Position 1 (Low)

Off

Off

Off

Position 2 (Medium Low)

On

Off

Off

Position 3 (Medium High)

On

On

Off

Position 4 (High)

On

On

On

Reduced rimpull indicator lamp (31) is on when reduced rimpull button (30) selects one of the REDUCED
positions and the transmission is in first speed forward or first speed reverse. When the transmission is
shifted to second speed or to third speed, the reduced rimpull indicator lamp will be off. Reduced rimpull
is now disabled.

Left Pedal
When the left pedal is depressed, the impeller clutch pressure is reduced to a percentage of the
maximum pressure. When the pressure is reduced to the impeller clutch only a small amount of torque is
available through the torque converter, unless the machine is operating at reduced rimpull.
The Electronic Service Tool (ET) must be used to adjust the percentage of reduction. The default setting
for the left pedal is 30%.
When the neutralizer pedal is released, the pressure for the impeller clutch returns to the maximum level.
Full torque is now available through the torque converter.

Shift Modulation
The impeller clutch modulates at each instance of a directional shift. The impeller clutch also absorbs
energy during the directional shift. This reduces the amount of energy that is absorbed by the direction
clutch, which results in an easier shift.
When a directional shift is made, the ECM will reduce the circuit pressure for the impeller clutch to a
pressure for holding. When the transmission clutches lock up, the circuit pressure for the impeller clutch
increases to an intermediate pressure. The pressure in the circuit then increases to the maximum
pressure.
The output shaft speed for the torque converter and the transmission output shaft speed sensors are
used in order to determine when the clutches in the transmission have locked up.

Reverse Turbine
The impeller clutch is also used to prevent heat and damage when a forward gear is engaged and the
output shaft is rotating in reverse. When a forward gear is engaged and the machine rolls backward on an
incline, the output shaft may turn backward. The power train ECM will increase the pressure in the
impeller clutch. The impeller clutch will hold the impeller from trying to turn against the torque of the
output shaft. This condition prevents damage to the torque converter.
The output shaft can also turn in reverse during directional shifts at high speeds. The impeller clutch
pressure is increased until the output speed of the torque converter has increased enough to prevent
potential damage.

Monitoring the Torque Converter

Torque Converter Output Speed Sensor

Location of the Torque Converter Output Speed Sensor

Measurements of the transmission output speed and the torque converter output speed are used to
determine when the engagement of the direction clutch for the transmission will occur.
The VIMS will display a warning category 2 and display "TC OUT SPD ERR CALL SHOP" if there is a
problem with the sensor.

Oil Temperature Sensor

The temperature of the oil that is coming out of the torque converter is monitored by the VIMS. The oil
temperature sensor for the torque converter is located near the torque converter outlet on the right side of
the machine on the case for the torque converter.

View Image

Illustration 9
Location of the Oil Temperature Sensor for the Torque Converter

g02523098

If the temperature of the oil reaches 121C (250F), the VIMS will display a warning category 1. The VIMS
will instruct the operator to change the operation of the machine. The VIMS will display "TC OIL TEMP HI
CHANGE OPERATION".
If the temperature of the oil continues to rise to 127C (260F), the VIMS will display a warning category
2. The VIMS will instruct the operator to idle the machine in NEUTRAL at 1700 rpm in order to cool the oil
in the torque converter. The VIMS will display "TC OIL TEMP HI IDLE @ 1700 IN NEUTRAL".
If the temperature of the oil continues to rise to 132C (270F), the VIMS will display a warning category
3. The VIMS will instruct the operator to stop the machine safely in order to prevent damage to the
components of the torque converter. The VIMS will display "TC OIL TEMP HI SHUTDOWN SAFELY".

Pressure Sensor for the Impeller Clutch

The oil pressure in the impeller clutch is monitored in order to provide information to the ECM for the
power train. If the impeller clutch solenoid was energized, but there was no change in the impeller clutch
pressure, there is the possibility of a mechanical failure in the impeller clutch. The power train ECM will
then derate the transmission and control throttle shifting will be activated. The engine rpm will decrease
when a directional shift is made. If the impeller clutch has a mechanical problem, the impeller clutch will
not be able to absorb some of the energy from the directional shifts. The engine rpm will decrease in
order to prevent premature wear on the clutches for the transmission.