Torque Converter Clutch Systems

Dr. techn Robert Fischer

Dipl.-Ing. Dieter Otto

Introduction
Modern vehicle drive-train engineering must exhaust all potential drive-train
options in order to provide maximum acceleration and fuel efficiency with
high overall efficiency and optimum comfort. At the same time, attention
must be paid to ever stricter emission standards. These requirements often
work at cross-purposes with each other, which means that improving
emissions often entails increasing weight, fuel consumption and decreasing
acceleration, not to mention incurring constantly increasing costs [1].
Despite this trend, LuK has developed a torque controlled clutch system called the TorCon System - that increases driver comfort, reduces fuel
consumption and emissions, improves acceleration and even results in a 4speed automatic transmission that is superior to a conventional 5-speed
automatic. This means that wherever an expensive 5-speed automatic
transmission is used due to fuel consumption and acceleration
requirements, the same results can be achieved with a 4-speed automatic
transmission.
LuK's design philosophy is centered on holistic system design, and the
automatic transmission area is no exception. This approach meets the
demands that automotive industry have come to expect of it's system
suppliers.
Given the parameters it is not possible to fall back on large test facilities
and a fleet of test vehicles. Yet LuK is confident that it is a competent
development partner and can ensure the introduction of new transmission
systems into production with the shortest possible development lead times.
The following demonstration of LuK's development philosophy shows why
this is possible.
LuK, as a component supplier, has given special thought to the total
system, not just to the parts supplied by LuK. In concrete terms, this means
that when dealing with automotive transmissions, it is also necessary to
look at control systems, engines, vehicles and external influences (see
Figure 1).

107

engine

transmission

control system

driver

vehicle
Holistic System Philosophy

detail parts
inspection

Optimization
through simulation

production
know-how

speedy , efficient development

transmission components that are:

- well thought out
- optimized

Figure 1:

- cost-effective
- reliable

Holistic System Philosophy

LuK greatly appreciates the importance of simulation and detail component

testing as important tools for cutting development lead-times and costs.
LuK also possesses considerable production know-how (for instance, LuK
produces over 2 million conventional torque converter clutches per year for
the automatic transmission market).
LuK conducts extensive basic tests in order to ensure reliable product
function. Based on these tests, the structure of the development model
gradually becomes more complex compared to the previous model [2]. In
this way, general knowledge can be integrated and extensive, timeconsuming - not to mention expensive - vehicle tests (Figure 2) can be
significantly reduced. Nevertheless, some information must be obtained
from vehicle tests and vehicle tests serve to confirm projected data.

108

physical characteristic
variables

preliminary
calculations

confirm ation

Figure 2:

preliminary
calculations

component
testing

Integrated Development Tools

An example of this kind of development is an analysis of the relationship

between friction linings and hydraulic fluid. The torque converter clutch is,
of course, a wet clutch and basic knowledge of this kind of clutch is important in developing transmission systems. Typical problems, such as
shudder, only occur at relatively high mileage levels. In order to reduce the
time it takes to gather data on long-term performance, a small test stand
has been developed that reduces the fluid volume used in the test to liter, a value that corresponds to the relation between the friction surface and
the quantity of fluid present in the automatic transmission. Considerably
more fluid has been used in traditional test stands, with the result that, if oil
additives are damaged at the friction surface, it takes a relatively long time
for any consequences to show up because of the dilution effect of the fluid.
A small test stand enables fairly rapid results to be obtained concerning the
interaction of hydraulic fluid and the friction lining when exposed to specific
loads. One can also determine the stress that the fluid and the facings can
be exposed to over time. These findings go directly into new designs, for
example the slipping torque converter clutch. This results in new torque
converter clutch designs that withstand extensive customer durability tests
without any problems.

109

The Physics of the Torque Converter

The torque converter consists of a fluid coupling with an impeller, a turbine
and a stator.
Without slip it cannot transmit torque.
Given a constant output speed, the higher the slip speed, the higher the
torque. Figure 3 shows this relation for a stalled converter.

engine torque

full engine
load curve

idle speed
engine speed
conventional torque converter

Figure 3:

loose torque converter

Converter stall torque in relation to the engine torque curve

One says a torque converter is "looser" if, compared to another torque

converter, it has a higher slip at the same torque level, which also means
that it transmits less torque at the same slip level. A looser torque converter
exerts less resistance on the engine. If the driver demands greater torque,
the looser converter builds up higher speed differentials.
Higher speed differentials result in an "elastic" connection between engine
and transmission, which causes a delay in the vehicle reaction to changes
in throttle position. This means that the vehicle is no longer immediately
responsive to the throttle.
The advantage of this feature is that most emission tests begin with a cold
phase. If it is easier for the engine to reach high speeds in this phase, then
it heats up faster and emission levels improve considerably.

110

At any given engine speed, the looser torque converter exerts less torque
in resistance to the engine. If the vehicle engine is idling, it has to overcome
converter torque. This means that the energy loss is lower for loose
converters in a stationary vehicle than it is for standard designs (Figure 4a).
loss when
the vehicle is idling

a)

b)

loss

m ax. weight
m ax. grade
1st gear

v ehicle speed

conventional converter

Figures 4a and 4b:

loose converter

Converter Losses

For any given output torque demand, for example, for a given vehicle
speed on a given grade, slip increases with the loose converter, as shown
in Figure 3. This means that loss increases as well (see Figure 4b).

111

In contrast to a clutch, a torque converter can multiply engine torque. This

torque conversion can be higher for a loose torque converter than for a
conventional design with the same diameter.

tractive force

A higher torque ratio means that the tractive force increases along with
acceleration (Figure 5).

vehicle speed
conventional converter
loose converter
loose converter with higher torque ratio

Figure 5:

Effect of converter design on tractive force

Losses for a given driving condition (weight, grade) also decrease, if the
torque ratio is higher in comparison to those of a loose converter without a
higher torque ratio. Nevertheless, they remain higher than with a
conventional converter (Figure 6).

112

All converters produce large amounts of slip at low speed and under
extreme load. When slip values are high, load losses are no greater for a
loose converter than for a conventional converter because the higher
torque ratio improves the efficiency (See Area A in Figure 6).

loss

max. weight
max. grade
1st gear

range A

vehicle speed

conventional converter
loose converter
loose converter with higher torque ratio

Figure 6:

Effect of converter design on losses

Although reducing idle losses, lowering emissions in the cold phase and
improving acceleration would seem to require a loose converter, in
applications without torque converter clutches conventional converters are
used in order to reduce losses during normal driving operation and to
achieve an acceptable power response.

113

Torque Converters with Traditional Torque Converter Clutches

Losses in a traditional torque converter can be limited by using a torque
converter clutch (TCC) with a conventional spring damper. Because of
comfort problems - boom, rattle and tip-in/back-out reactions -, these TCCs
can only be used in higher gears at average speeds, despite the use of the
torsion damper. Even then, certain compromises with regard to comfort
must be expected.
To clarify the problem of boom and rattle, figure 7 shows vibration
amplitudes for the engine and the transmission output as a function of the
engine speed. Depending on engine excitation and vehicle sensitivity to
boom, a torque converter clutch can only be used at higher speeds. It is
well known, however, that most of the time engines are running at relatively
low speeds, which means that any reduction in fuel consumption is limited.
boom

converter lock-up

vibration amplitude

possible
engine

transmission:
open converter
locked up converter
with a conventional
torsion damper

engine speed

Figure 7:

Torsional vibrations in the engine and the transmission

Tip-in/back-out performance is also a problem as well as changing gears

and engaging and disengaging the torque converter clutch (Figure 8). If the
driver steps on the gas when the torque converter clutch is engaged, he
gets surge vibrations instead of the desired increase in tractive force. Then
the torque converter clutch opens up, which in some situations even briefly
cuts off torque transmission, before the driver finally gets the desired
increase in tractive force.

114

Closing the torque converter clutch again can produce a drive train
vibration.
TCC opens

output

TCC closes

torque

engine

time

Figure 8:

Tip-in/back-out cycle with a conventional spring damper

Comfort problems can also occur when changing gears, so it is customary

to open the torque converter clutch when changing gears.
These effects are most apparent in the lower gears, so it is customary to
use traditional torque converter clutch systems only in the upper gears.
This means that the torque converter cannot be locked up to reduce losses
when driving up a steep grade in first gear. The losses in the torque
converters are converted into heat, so the "looseness" of the converter is
restricted by the capacity of the cooling system.
Furthermore, the power response demands during acceleration limits how
loose the converter can be.

115

The Turbine Damper [3]

A Significant Step in Conventional Technology:
The problems of boom and rattle cited here for conventional torque
converters can be reduced with torsion damper modifications. It would
appear possible to achieve improvements by using a torsion damper with a
lower spring rate. This is actually the case in some drive trains (Type A,
Figure 9). Nevertheless, there are drive trains where this solution does not
work (Type B, Figure 9).
drive train A

drive train B
TCC closed

TCC closed

vibration amplitude

vibration amplitude

TCC closed

engine speed

engine speed
engine

TCC closed

transmission:

conventional torsion damper

low springrate damper

Figure 9:

Effect of a low spring-rate damper

Why is this the case? The answer lies in the analysis of characteristic
vibration modes and frequencies (Figure 10). In type A drive trains, boom is
a function of the second characteristic mode. Relative torsion damper
movement is fairly high during this mode, which means that damper
modifications will have an effect. For Type B drive trains, on the other hand,
the third characteristic mode is the problem. In this case, there is very little
relative movement in the torsion damper, which means that changing the
stiffness (spring-rate) has little effect. Based on the characteristic curve,
one can assume that the stiffness of the transmission input shaft will have
to be reduced.

116

engine
+
impeller

turbine

characteristic mode 1

transmission

vehicle

Type A

Type B

6,3Hz
188 rpm
(2nd Order)

6,2Hz
124 rpm
(3rd Order)

38,2Hz
1150 rpm

26,9Hz
540 rpm

151Hz
4530 rpm

81Hz
1620 rpm

characteristic mode 2

characteristic mode 3

Figure 10: Natural frequencies in a vehicle with an automatic transmission

117

The amplitude curve in Figure 11 shows that a significantly softer

transmission input shaft in a Type B drive train will achieve significant
decreases in boom resonance, which cannot be achieved using a torsion
damper with a lower spring-rate (Figure 9).
drive train "B"

vibration amplitude

TCC closed
TCC closed

engine speed
engine

transmission:

vibration amplitude

drive train "A"

TCC closed

TCC closed

engine speed
conventional transmission input shaft
extremely soft transmission input shaft

Figure 11: Effect of an extremely soft transmission input shaft

The stiffness of the transmission input shaft itself cannot be reduced to the
required level, so a serial torsion damper is installed (Figure 12). The
torsion damper between the engine and the turbine is removed and a
damper is placed between the turbine and the transmission input shaft. LuK
calls this design a turbine damper. It is important to note that with this
design, power still flows through the torsion damper even when the torque
converter clutch is open.

118

A) conventional solution (low spring-rate)

engine
+
impeller

torsion damper
vehicle
transmission

turbine
B) turbine damper

engine
+
impeller

torsion damper
vehicle
transmission

turbine

Figure 12: Turbine damper design

The choice of whether to use a LuK low spring rate conventional damper or
a turbine damper depends on the drive train design. In comparison to other
systems, both designs allow the clutch to be closed at a significantly lower
engine speed. Depending on the customer control strategy - the tip-in/backout peformance must be considered - a significant fuel saving can be
achieved.

119

A Holistic Concept: The LuK TorCon System

What does the LuK TorCon System entail?
The LuK torque control clutch system (TorCon) consists of the following
components: a conical slipping torque converter clutch, a mini-torsion
damper, an adaptive control strategy and a loose converter.
Slipping torque converter clutches have been the subject of considerable
debate for many years, have been introduced into production, and have
been abandoned. One major problem is shudder due to hydraulic fluid
damage. In some cases, control strategies result in comfort problems or in
increased slip.
LuK has been aware all along that the slipping torque converter clutch has
a very high potential, but also that full realization of this potential involves a
three-step process:

careful analysis of the interaction of mechanical, hydraulic and

electronic systems (hy-mech-tronics)

assignment of each function to the system that can best perform it

ensuring that the three systems interact as effectively as possible.

Slipping Torque Converter Clutches

Theoretically, a slipping clutch offers the advantage that in addition to
preventing high frequency vibrations such as boom, it is also capable of
isolating low-frequency vibrations like those caused during tip-in/back-out
cycles.
By reducing boom excitation, the slipping torque converter clutch, like the
turbine damper, can be engaged at a lower engine speed than with
traditional systems (Figure 13).

120

clutch closed
engine
clutch closed
vibration amplitude

transmission:

open converter

locked up converter
with conventional
torsion damper
slipping torque
converter clutch
engine speed

Figure 13: Effect of slip on vibration behavior

In comparison to traditional systems, a slipping torque converter clutch
significantly improves tip-in/back-out performance and the supply of tractive
force (Figure 14). No surging occurs when the driver steps on the gas
because the torque converter clutch slips. The additional slip causes the
converter torque to increase and prevents any break in torque
transmission. As a result of increased torque conversion, torque increases
continuously beyond the engine torque. The torque converter clutch can be
engaged sooner, even in lower gears and at lower speeds.
output

output

torque

engine

torque

engine

without slip
(A)

time

(B)

(A) :torque converter clutch opens

with slip
(A)

time

(B)

(B) :torque converter clutch closes

Figure 14: Tip-in/back-out performance with and without slip

121

 n3
n2

b) with mini-torsion damper

required slip

required slip

a) without mini-torsion damper

n4

n4

n1

engine speed

engine speed

n1: minimum slip to prevent boom

n2: additional slip in order to ensure that minimum slip values
are maintained during unstable conditions
n3: slip that can occur during unstable conditions
n4: slip that is necessary to prevent lugging the engine

Figure 15: Slip requirements for designs with and without mini-torsion
dampers
torque under full load
or maximum permissible
engine torque
under continuous load
engine torque

hard lock
2

3
slipping
P

1 clutch disengaged
P = 4,5kW

= 3kW

of which: PTCC = 2,5kW

engine speed
1) Converter clutch disengaged, Total Losses = 4,5kW
2) Converter clutch hard locked, required torque exceeds permissible values.
3) Converter with slipping clutch, Total losses = 3 kW,
Losses at the converter clutch = 2,5 kW,
Engine operating point for maximum fuel efficiency

Figure 16: Using torque control isolation to reduce overall losses

122

If a slipping torque converter clutch has so many advantages, why are so

few units in operation today? The answer is that slip control also has its
problems (See Figure 15 a for further explanation).
1.

Preventing boom at low speeds usually requires a relatively high

amount of slip. This means that total loss is also high. Decreasing slip
often results in short-term sticking, which causes boom in many cases
( n1).

2.

Low slip is difficult to control. Problems often occur if the control

parameters are very stringent, but easing up on the parameters can
result in significant deviations in slip values. In many cases, a open
loop control system has distinct advantages, but even in such cases,
slip fluctuations are hardly avoidable. Sticking can occur (with a
possibility of boom) or slip can be too great (high loss).

3.

The control system is imprecise. The lower the control torque, the more
difficult it is to achieve exact control.

4.

The system has a response time. Under unstable conditions, the

control system requires a certain response time. During these
conditions, slip values vary. The system must maintain a certain slip
level in order to prevent boom, which again results in higher slip values
( n2, n3).
With many engines, it is important not to lug the engine at low speed
under heavy load or if the tractive force is insufficient, when the torque
converter clutch is engaged (Figure 16). Driving at low speeds with
high load can also cause problems with the cooling system. There are
two options if it is important not to lug the engine at high loads. One
can increase the engine speed by completely opening the torque
converter clutch or one can let the torque converter clutch slip more. In
fully open condition, loss will be unnecessarily high. If more slip is
allowed, total losses decrease, but losses will increase in the torque
converter clutch ( n4), which will increase clutch cooling requirements.
Heat build-up in the torque converter clutch must be dispersed. The
essential problem with slip clutches is durability. Usually they will
tolerate the heat built up during operation for a while, but after a few
thousand kilometers, they begin to exhibit shudder problems. These
problems are usually attributable to oil breakdown rather than to any
problem with the friction lining. Petroleum additives are damaged by
local overheating and over time affect all fluid in the system. Even
when heat build up is relatively low, the facing should be well cooled.
The design should provide maximum protection from local overheating!
In addition to the heat caused by slip during vibration isolation, as well
as the type of losses described in Points 1, 2 and 5, losses occur when
the torque converter clutch engages and disengages. The lower the

5.

6.

123

speed and the higher the load at which the torque converter clutch
engages, the larger the loss and greater the heat produced - especially
if the system is designed for a comfortable converter clutch
engagement.
One can counteract these problems by using a simple torsion damper
(designed for partial load), a conical design and an adaptive control
strategy. Figure 17 features a bubble chart that illustrates the interaction of
these system components. The thick-lined bubbles represent customer
requirements, and the shaded bubbles represent the components in the
TorCon System.

The Mini-Torsion Damper

Advantages of a simple torsion damper (see also Figure 15b):

Problem 1 ( boom): the torsion damper will filter out the impulses
caused by brief sticking, so no boom occurs.

Problem 2 (control parameter problem): provides a partial solution. The

torsion damper prevents brief sticking from causing boom.

Problem 3 (control precision at low torque levels): The torsion damper

assumes the vibration isolation function if the clutch briefly sticks,
therefore the torque converter clutch can transmit a higher torque at
low torque levels without control imprecision causing problems.

Slip can be maintained at a lower level. Slip prevents excitation in the

damper resonance range, which means that friction elements are
unnecessary in the damper. The mini-torsion damper is lighter and cheaper
than conventional torsion dampers.

124

geringe
Leerlaufverluste

weicher
Wandler

hhere
Wandlung

Verbrauch
Verbrauch
senken

Verluste
verringern
grere Verluste
im Fahrbetrieb

adaptive
Steuerung

Motor darf bei

nmot klein
nicht gedrckt
werden

Schlupf
gro

in allen Gngen
berbrcken

bertragbares
Moment
gewhrleisten

Mini-Torsionsdmpfer

Instationr
Steuerungsgenauigkeit

Schlupf
instationr
hoch

Rupfen
vermeiden

Belag
Reibwert
lokale
ltemperatur
senken

Khllstrom

Haften
Gleiten

Schlupf
im Mittel
gering

Wrmeabfuhr

Fahrleistung
verbessern
senkt
bertragbares
Moment

Schlupf
im Mittel
hoch

Schlupf

Wrme
Wrmeleistung
senken

Brummen
vermeiden

Lastwechsel
Gangwechsel
WL-Zuschaltung
Ansprechverhalten

groe
Nettobelagflche

hohe
Lebensdauer

Pressung
senken

Pressung
gleichmig

viele
Nuten
Verstrkungseffekt

groe Flche
steif

geringes
Massentrgheitsmoment
Konus

Figure 17: Bubble chart showing the interaction of slip, the mini-torsion
damper, the conical design, and the adaptive control strategy

125

The Conical Design

The advantages of the conical design are primarily attributable to the stiffer
design and the increased friction area:

It is easier to dissipate heat build-up, which means that the maximum

oil temperature will be lower for the same amount of heat. This factor
helps solve problem 6 (dissipating the heat) and with that problem 4
(control response), problem 5 ( lugging the engine) and the rest of
problem 2 (the control parameter problem).

More uniform unit pressure decreases lining load.

Transmittable torque increases. Many of today's existing single-disc

bypass clutches are operating at their capacity limits. The effect of
coolant flow further decreases transmittable torque. The conical clutch
compensates for this.

The weight and the mass moment of inertia are decreased because
the stiffer design allows use of thinner material.

The converter ballooning decreases, which improves control capability.

The maximum local temperature has a significant effect on the service life
of the oil. Lining cooling reduces the temperature in this area (Figure 18).
200C

130C

100C

100C
110C

110C
poor facing cooling

LuK cooling system

Figure 18: Facing cooling and maximum friction lining temperature

126

Cooling the lining decreases the bearing surface, but this is no problem
with the conical design because lining unit pressure is more uniform (Figure
19). Furthermore, although the flow of oil decreases the transmittable
torque, it is compensated by the amplification effect of the conical design.

max. unit
pressure: 100%

max. unit
pressure: 25%

flat clutch

conical clutch

Figure 19: Unit pressure exerted on the facing

127

Control System Development

LuK has designed the dyfasim simulation program to support control
system development. Figure 20 shows the basic program structure. In a
typical simulation run, desired speed curves are specified and the
automatic "driver" tries to follow the specifications.
desired
speed

speed
driver

current
vehicle speed

engine

throttle
signal
drive
train

speed

control

engine torque
engine speed

vehicle
vehicle
route

time

Figure 20: Total system study

Based on these calculations, it is possible to predict element load, shift
quality, fuel consumption, etc. (Figure 21).
heat build-up
on the
converter clutch

actual speed

desired speed

speed

driving cycle

average fuel
consumption

transmission
output torque
time
fuel consumption

Figure 21: Simulation analysis of transmission system performance

128

Inclusion of the original control code in the simulation program significantly

cuts down on development time (Figure 22).
DYFASIM - control code - structure
operating state

simulation
program
DYFASIM

engine speed
vehicle speed
throttle position
engine torque
etc.

clutch torque
interface shell

simulated
action

simulated
sensor function

original
C-control
code

static
outputs

static
inputs

interface shell

Figure 22: Integrating the control code into the simulation program
This procedure allows the development and testing of the control code long
before the hardware is completed. The measured signals are not distorted
by noise, so it is possible to conduct much more precise analyses. It is also
possible to test performance in various situations and driving cycles, and
the same program can be used to test control philosophy, to calculate fuel
consumption, to test the control code, etc. Of course, it is not possible to
precalculate all phenomena using the simulation program.

129

Subjecting every vehicle to an automatic long-term study reveals problems

that might be overlooked, but long-term studies usually conjure up an
image of paper printouts by the pound. In order to avoid the paper
overload, measurements are taken at 100 Hz, but values are averaged and
transmitted at a per second rate (Figure 23). If any unusual situation
occurs, an automatic trigger function causes the system to store measured
values at the 100 Hz rate for a specific time interval. Examples of special
situations include exceeding a temperature threshold or an uncomfortable
output torque or driver activation of the measuring button in the vehicle.
This plotting technique drastically reduces the volume of measured data
recorded without significantly decreasing the value of the results. To the
contrary: the amount of real knowledge gained is increased because the
evaluator doesn't have to plow through stacks of paper output or to settle
for classified results.
Vehicle specific
measurement

Mob

n engine
1 Hz averaged

100 Hz measurement frequency

n transmission

Figure 23: Long-term measurement

This development tool enables LuK to develop new transmission system
products to a production-ready stage in a relatively short time and to ensure
their reliability.

The Control Strategy

What control strategy was selected for the TorCon System? The problems
that occur during slip control were mentioned above. The basic problem
with any feedback control system is that a control deviation must occur
before the controller can respond. Furthermore, there are ranges in which
the default value is unachievable, for instance it is impossible to impose
any higher slip than would occur with an open converter.
130

During shifting cycles, there is a negative effect if the controller works

against the gear shift sequence. If the slip is set too low during upshifting
for example, the converter clutch can stick at the end of the shift cycle,
which compromises comfort. It is possible to come up with solutions to all
these control problems, but they are not always optimal solutions. The LuK
control concept utilizes torque control and an adaptive system to
compensate for system deviations. Converter clutch torque is determined
based on the engine torque.
MTCC = MEngine * converter clutch factor
This means that there is no slip setpoint, which allows the controller
problems described above to be avoided.
This control philosophy allows a definite reduction in slip to be achieved, as
shown in the cumulative frequency graph (Figure 24).

LuK-Concept

relative frequency

Standard Concept

-400

Coast

-200

Drive

200

400

600

800

1000

Speed Differential [1/min]

Figure 24: Slip distribution (EU without stationary phases)

131

Energy values determine whether the TCC is fully opened or whether it is

allowed to slip. For instance:
When driving on a steep grade with a heavy load (3600 kg, 12%), the
converter clutch cannot be fully closed at low speeds because of
insufficient tractive force reserves or because the engine would lug. In such
a case, the system constantly checks whether the total power loss is lower
if the converter clutch slips or if it is fully open (Figure 25).
unlocked torque converter

total loss

TC Clutch slips
converter clutch

speed

Figure 25: Driving on a steep grade

If the driver wants to increase tractive force, he increases the throttle
position. Initially the engine torque increases. If this torque is insufficient,
the driver again increases the throttle position to signal his demand for
additional acceleration. Traditional systems usually involve downshifting to
decrease the transmission ratio and increase tractive force. With TorCon,
the system first checks to determine whether opening the converter clutch
will increase tractive force. This would be the case if the converter would be
in the conversion range after doing so. If this is the case, the converter
clutch opens; otherwise, the system downshifts. The control system
constantly monitors this function. In order to improve this interaction, it
makes sense to adapt the transmission shifting curves to this concept. It is
particularly effective to combine this tuning procedure with a loose
converter (see next section). The following shifting curve graph
approximates this philosophy (Figure 26).

132

downshifting 3->2
converter clutch open
in 3rd gear
acceleration

Power

torque converter

gear

speed

economy

converter clutch closed

throttle

clutch disc

Figure 26: Control philosophy for the LuK TorCon System

Introducing slip, a conical design, the mini-damper and adaptive
control strategy achieves considerable improvement in fuel
consumption, but adding a loose converter results in even further
improvement.

133

The Loose Converter

This presentation started with a reference to converter design. Because it is
impossible to engage a TCC in all operating ranges of current transmission
systems, the converter has to be stiff enough to ensure driving comfort. The
TorCon concept makes it possible to utilize the advantages of the loose
converter without having to accept its disadvantages. The advantages
include improved tractive force and less power loss in the stationary
vehicle. Introducing a continuous-operation torque converter clutch
eliminates the disadvantages, which include higher losses under load over
a wide driving range, as well as the poor power response.
This design also achieves other significant advantages (Figure 27).
Driving performance is significantly improved, as is fuel economy.
Emissions are improved disproportionately: testing cycles begin with a cold
phase, but with an open converter clutch and a loose converter, the engine
reaches operating temperature more rapidly, which has a positive effect on
emissions. Despite these definite advantages, TorCon does not
increase the system cost, weight or overall mass moment of inertia
compared to the current production standard.

Consumption :
(EU Test)
Acceleration :
(0 - 100 km/h)

Exhaust emissions :

Figure 27: Statistics for the TorCon System

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1,1 L/100km less

0,8 seconds better

11 ... 36% reduction

A cost-effective solution with many advantages:

Combining the TorCon System with a 4-speed
transmission
Combining the TorCon System with a 4-speed transmission achieves
similar advantages with respect to driving performance and fuel
consumption as can be achieved with a 5-speed transmission and a
traditional torque converter clutch, but overall weight and costs are lower
than with a 5-speed transmission (quite aside from development cost
savings and investment for production capacity).
A tractive force curve shows that combining a loose converter with the
wider gear ranges of the 4-speed transmission results in higher tractive
force than with a 5-speed transmission and a traditional converter (Figure
28).

4-speed with
TorCon-System

2,7

tractive force

1,45

5-speed
production
design
2,7
1,5

0,85

1,0
0,7

0,55

0,55

speed

Figure 28: Full load tractive force curve for a 5-speed transmission with a
conventional torque converter clutch and for a 4-speed
transmission with the LuK TorCon System

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The loose converter provides continuous

transmission gear ranges. The illustration
transmission has to shift across two gear
whereas the 4-speed transmission with the
means that the system also reduces
(Figure 29).

compensation for the longer

also shows that the 5-speed
stages in the low-load range,
TorCon System does not; this
transmission shift frequency

4-speed with
TorCon-System

tractive force

2,7

5-speed
production
design
2,7

1,45

1,5

0,85

1,0
0,7

0,55

0,55

Gear:
4.
4.
5.

speed

Figure 29: Partial load tractive force curve for a 5-speed transmission with
a traditional torque converter clutch and for a 4-speed
transmission with the LuK TorCon System
There is no great difference in acceleration from 0 to 100 km/h between
conventional 4-speed and 5-speed transmissions because the transmission
ratio in the lower gears is almost identical. Because of the loose converter
design, the 4-speed transmission with the LuK TorCon System provide
acceleration advantages in comparison to the conventional 5-speed
transmission. A significant improvement in emissions is expected as well.

136

Summary:
As a system supplier, LuK provides a wide range of torque converter clutch
solutions depending on the degree of integration the customer wants to
achieve, whether these needs dictate a traditional torque converter clutch
or a turbine damper, the TorCon System, or a TorCon with a 4-speed
transmission. Figure 30 shows a final comparison of fuel consumption and
acceleration criteria.
Stiff converter, TCC disengaged
Fuel efficient shift control
Stiff converter, high rate damper
TCC engaged in all gears, 5-Speed Automatic
Stiff converter, low rate damper
TCC engaged in all gears, 5-Speed Automatic
LuK-TorCon System, 5-Speed Automatic

LuK-TorCon System, 4-Speed Automatic

(TCC engaged down to 700 rpm
in all gears, 5-Speed Automatic) **
85%

90%

95%

100%

fuel consumption
** Not drivable

acceleration 0-100 km/h

The high rate damper can be used down to 1600 rpm.

The low rate damper can be engaged starting with 1100 rpm. Option of turbine
damper or conventional damper, depending on the drive train design.
The torque converter clutch is open during acceleration.

Figure 30: Comparison of various converter clutch systems

137

References
[1]

VDI [Association of German Engineers] Report No. 1099 from the VDI-VW Joint
Conference VDI-VW

[2]

LuK Colloquium 1986, p. 5

[3]

LuK internal report 047/94, H. Seebacher

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