DESIGN

AND
ANALYSIS
OF
TORQUE
CONVERTER
 ABSTRACT
Torque converter is an enclosed hydrodynamic turbo machine, used in vehicles for
smooth transmission of power and speed change from the engine to the
transmission and torque multiplication. Torque converter consists of three major
components: a pump that is connected to the engine shaft, a turbine connected to
the transmission shaft, and a stator connected to transmission housing through a
one-way clutch. Stator blades provide a guiding for the fluid flow. Stator is a main
factor in controlling the torque ratio, pressure distribution and coupling point speed
ratio. In this paper, the effects of the stator blade shape on overall performance
have been investigated numerically at different speed ratios, using commercial
software, ANSYS-CFX. Two torque converters with two different stator blade
angle are used for this study
 CHAPTER 1

INTRODUCTION

A very basic requirement of an automobile transmission system is the ability to

accommodate discrepancies between the angular velocities of the engine flywheel
and the drive shaft connected to the transmission differentials. For manual
transmission systems a mechanical friction clutch is usually used to address this
requirement by allowing the engine to be physically disengaged from the rest of
the transmission. For automatic transmission systems a device known as the torque
converter is often used as a coupling device. A torque converter allows the engine
to rotate even when the wheels are slowing down by means of fluid coupling.
Structurally it has three main components.

• A pump element, which is rigidly attached to the engine flywheel and under
forward flow mode, pumps hydraulic fluid radially outward due to its vaned
construction.

• A turbine element which is connected to the transmission and also has a vaned
construction, so that the hydraulic fluid can impart momentum to the turbine.

• A stator element which is connected to the fixed body of the transmission

through a one way clutch and has blades to deflect the fluid from the turbine, to the
pump, thereby increasing the flow efficiency.
For this study we have worked with the model of a torque converter which
captures the dynamics of components and the hydraulic fluid, (Hrovat and Tobler 1
and Hadi et. al. 3). In this paper we use symbolic differentiation to generate
sensitivity equations from the governing equations of the model. By solving the
sensitivity equations and the system equations simultaneously we obtain the state
variables and the corresponding sensitivities as a function of time. Using the
sensitivity information, a parametric importance analysis is performed to identify
the most important parameters of the model. A design optimization problem is set
up using the sensitivity information. The expression for the power loss during the
operation is considered as the objective function of the optimization problem. The
results section outlines the most important parameters and the optimized set of
values for the parameters which minimizes the energy lost during the operation of
the torque converter.

A schematic diagram showing the motion of a fluid particle inside a typical

torque converter is shown in Figure 2. The operation of a torque converter can be
clearly understood by following the motion of a fluid particle around the three
components: the pump (or the impeller), the turbine, and the stator.
 Normally the rotational speed of the pump element is greater than that of
the turbine element. The ratio of the angular velocities of the pump and the turbine
is known as the speed ratio. When the speed ratio is less than unity it is known as
the forward mode of operation. In the forward mode the impeller pumps hydraulic
fluid radially outward through its vanes thus imparting momentum to the fluid.
This momentum is transferred to the turbine when the fluid flows along the vanes
of the turbine. There are two stages of operation in the forward mode. When the
speed ratio is considerably less than one, the one way clutch holds the stator in
place and the stator bends the flow of fluid, aligning it with the pump vanes. This
way the turbine torque obtained is more than the pump torque and torque
multiplication is achieved. As the speed ratio approaches unity, at one point of
time, the stator torque becomes zero and the stator overruns. At this point the pump
and the turbine torques are approximately equal and this is known as the coupling
point.

When the speed ratio is more than one, the torque converter works in the
reverse flow mode. In this mode of operation the flow reverses, the stator overruns,
and the turbine drives the pump. The reverse flow mode corresponds to the
operation of engine braking.
 CHAPTER 2

LITERATURE SURVEY

A number of researches have studied the flow features in a torque converter

employing numerical and experimental methods. By and Lakshminarayana
measured average static pressure on the blades of the torque converter pump and
turbine. Their results showed that the primary factor responsible for the static
pressure rise in the pump is the centrifugal force and the static pressure distribution
is generally poor at the blade core section.

Brun and Flack employed a laser velocimetry in a Plexiglas torque

converter to obtain detailed velocity profiles inside torque converter turbine. They
presented flow data of a torque converter at speed ratio of 0.065 and 0.8.

Fujitaniet. Al. computed the flow within a torque converter by assuming

that the inlet boundary condition of each element is equivalent to the outlet
boundary condition of the upstream-side element. Abe et. al.[6] conducted
numerical analysis of the flow field by adopting the steady-interaction technique to
connect the boundaries between the neighboring elements. They did not include a
turbulence model.

By et al. developed a three dimensional, incompressible, viscous flow code

to predict the flow field in a torque converter pump using the pseudo-
compressibility method. They analyzed the secondary flow patterns in the pump
and compared them with experimental results. Cigarini and Sreenadh[8] performed
a three dimensional simulation of the fluid flow in an automotive torque converter
by applying steady interaction technique implemented in the CFD program STAR-
CD. They used the standard k-ɛ turbulence model in their analysis. The torque ratio
showed a good agreement when compared with the experimental data. They
concluded that the used code can simulate the fluid flow with sufficient accuracy.

Dong et. al. conducted CFD simulation to develop new stators to increase
torque ratio at turbine speed equal zero and K-factor improvement. The results
showed that there is an increase in the stall torque ratio for newly developed torque
converter. They concluded that the main reasons for this increase in torque ratio
were the increased stator exit angle and decreased stator losses.

Schweitzer and Gandham had described some of the work done to validate
CFD results and gave examples of ways in which CFD is used in the torque
converter design process. Based on the validation studies, they concluded that CFD
could be used as a design and analysis tool for torque converter development.

The literature reveals the need for flow field analysis in improving the
design and performance of a torque converter. Due to the complex structure, very
few computational studies have been reported previously and since these are
performed by car manufactures, the detailed flow investigations results are not
published. In the present work, numerical simulation are carried out to provide a
detailed fluid flow in two torque converter.

Torque converters are expressed as a look-up table in some powertrain

models The look-up table torque converter model, which is based on experimental
data, is useful to study the application of powertrain controllers. Although the
simple look-up table is useful for control studies, it cannot capture the effects of
the transient variables as well as design parameters. The following literature
introduces the related works on dynamic torque converter modeling and
simulation.
 The mathematical formulation of a torque converter has been developed by
Ishihara and Emori , Kotwicki , and Hrovat and Tobler . The torque converter
model in is expressed by three first-order differential equations for pump, turbine,
and energy conservation. The transient characteristics and damping effects of the
torque converter are studied in that paper and the numerical results are verified
with experimental results. Moreover, it concludes that in case of a slow unsteady
state (transient) phase, the working fluid inertia can be neglected and the steady
state equations can be used to describe the torque converter’s operation. Kotwicki
derived the equations of torque converters to obtain a simplified quadratic
algebraic form of torque converter characteristics. The simplifications have been
done by approximating the volumetric flow rate as a function of the pump and
turbine’s angular speed. Due to the simple nature of algebraic equations in
comparison with differential equations, the simplified model in Kotwicki’s paper is
used along with some controllers to investigate the powertrain dynamics and
control.

A comprehensive study of torque converter dynamics is presented by Hrovat

and Tobler , who used four first-order nonlinear differential equations to represent
the torque converter dynamics. The stator’s dynamic equation is included in this
paper , and the coupling point, which typically happens when the turbine to pump
speed ratio reaches around 90%, is defined based on the stator’s torque. Bond
graph theory is employed to model a torque converter and the numerical results are
verified by experimental tests. The proposed model in is useful for investigating
the parameters’ effects on the torque converter’s performance. Moreover, the
transient characteristics of the torque converter can be evaluated. The authors also
derive the torque converter equations during the reverse flow mode. This mode,
which is also called the overrun mode, happens when the turbine’s speed is greater
than the pump’s speed and the flow direction is changed. In this case, the turbine
drives the pump and the stator overruns. This mode of the torque converter could
occur during engine braking or coasting.

In a paper by Pohl , the parameter values for three types of automobile

torque converters are given. This paper also studied the transient characteristics of
the torque converter based on Hrovat and Tobler’s equations and compared the
results with experiments. The results show that the simple static model can be used
for low frequency conditions (e.g. less than 1 Hz). In other words, the transient
fluid momentum effects are insignificant for low frequency, but for higher
frequencies (between 1 - 10 Hz) the transient fluid momentum must be considered
to obtain acceptable results. Lee and Lee designed a nonlinear model-based
estimator, using a sliding mode observer, to estimate the pump and turbine torques
as well as fluid flow rates. The four nonlinear dynamic equations, derived by
Hrovat and Tobler are used for this purpose. The vehicle test data, pump (engine)
and turbine angular speeds are implemented along with the nonlinear sliding mode
observer to generate estimated torques as inputs to the nonlinear torque converter
model.

Adibi-Asl et al. developed a math-based torque converter model and studied

the effects of the model parameters on the torque converter performance
(efficiency and capacity factor). The model in only includes the operation during
the forward flow mode and did not simulate the torque converter characteristics in
an automatic driveline.
 CHAPTER 3

HISTORY OF TORQUE COVERTER

A torque converter is a type of fluid coupling which transfers rotating power from
a prime mover, like an internal combustion engine, to a rotating driven load. In a
vehicle with an automatic transmission, the torque converter connects the power
source to the load. It is usually located between the engine's flexplate and the
transmission. The equivalent location in a manual transmission would be the
mechanical clutch.

The key characteristic of a torque converter is its ability to multiply torque when
the output rotational speed is so low that it allows the fluid coming off the curved
vanes of the turbine to be deflected off the stator while it is locked against its one-
way clutch, thus providing the equivalent of a reduction gear. This is a feature
beyond that of the simple fluid coupling, which can match rotational speed but
does not multiply torque, thus reduces power.

Some of these devices are also equipped with a "lockup" mechanism which rigidly
binds the engine to the transmission when their speeds are nearly equal, to avoid
slippage and a resulting loss of efficiency.
Torque converter basics

The two-element fluid coupling

The hydrodynamic torque converter is based on the two-element fluid coupling.

The operation of the two-element fluid coupling can be thought of as two opposing
desk fans, as seen in Figure. When the driving fan is accelerated it will cause air to
flowover the blades of the driven fan, there by causing it too to rotate and hence
transferring power. The fluid coupling operates using the very same principle, but
instead of air it typically employs oil as the working medium. The two sets of
blades are typically encapsulated inside a housing, such that the working media can
re-circulate in a closed loop. The driving member is called the pump or impeller
and the driven member is called the turbine. In automotive applications the
impeller is directly connected to the output shaft of the engine and the turbine is
directly connected to the input shaft of the transmission. Because of losses there
will always be a degree of slip between the two elements when torque is
transferred, i.e. the rotational speed of the driving member will always be greater
than the rotational speed of the driven member. The relationship between these
speeds is an important parameter when describing the behaviour of a fluid
coupling. A practical and common way of describing this relationship is to divide
the rotational speed of the output by the rotational speed of the input, usually
denoted the Speed Ratio

SR = ω output/ω input

The Three-element torque converter

The stator, sometimes also called the reactor, is what differentiates the torque
converter from the two-element fluid coupling. It is located in the flow path
between the turbine and the impeller and redirects the flow in the direction of
rotation.
 Flow paths through the stator.

Torque converter elements

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.

In a torque converter there are at least three rotating elements: the impeller, which
is mechanically driven by the prime mover; the turbine, which drives the load; and
the stator, which is interposed between the impeller and turbine so that it can alter
oil flow returning from the turbine to the impeller. The classic torque converter
design dictates that the stator be prevented from rotating under any condition,
hence the term stator. In practice, however, 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.

Modifications to the basic three element design have been periodically

incorporated, especially in applications where higher than normal torque
multiplication is required. Most commonly, these have taken the form of multiple
turbines and stators, each set being designed to produce differing amounts of
torque multiplication. For example, the Buick Dynaflow automatic transmission
was a non-shifting design and, under normal conditions, relied solely upon the
converter to multiply torque. The Dynaflow used a five element converter to
produce the wide range of torque multiplication needed to propel a heavy vehicle.

Although not strictly a part of classic torque converter design, many automotive
converters include a lock-up clutch to improve cruising power transmission
efficiency and reduce heat. The application of the clutch locks the turbine to the
impeller, causing all power transmission to be mechanical, thus eliminating losses
associated with fluid drive.

Operational phases

A torque converter has three stages of operation:

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.

The key to the torque converter's ability to multiply torque lies in the stator. In the
classic fluid coupling design, periods of high slippage cause the fluid flow
returning from the turbine to the impeller to oppose the direction of impeller
rotation, leading to a significant loss of efficiency and the generation of
considerable waste heat. Under the same condition in a torque converter, the
returning fluid will be redirected by the stator so that it aids the rotation of the
impeller, instead of impeding it. The result is that much of the energy in the
returning fluid is recovered and added to the energy being applied to the impeller
by the prime mover. This action causes a substantial increase in the mass of fluid
being directed to the turbine, producing an increase in output torque. Since the
returning fluid is initially traveling in a direction opposite to impeller rotation, the
stator will likewise attempt to counter-rotate as it forces the fluid to change
direction, an effect that is prevented by the one-way stator clutch.

Unlike the radially straight blades used in a plain fluid coupling, a torque
converter's turbine and stator use angled and curved blades. The blade shape of the
stator is what alters the path of the fluid, forcing it to coincide with the impeller
rotation. The matching curve of the turbine blades helps to correctly direct the
returning fluid to the stator so the latter can do its job. The shape of the blades is
important as minor variations can result in significant changes to the converter's
performance.

During the stall and acceleration phases, in which torque multiplication occurs, the
stator remains stationary due to the action of its one-way clutch. However, as the
torque converter approaches the coupling phase, the energy and volume of the fluid
returning from the turbine will gradually decrease, causing pressure on the stator to
likewise decrease. Once in the coupling phase, the returning fluid will reverse
direction and now rotate in the direction of the impeller and turbine, an effect
which will attempt to forward-rotate the stator. At this point, the stator clutch will
release and the impeller, turbine and stator will all (more or less) turn as a unit.

Unavoidably, some of the fluid's kinetic energy will be lost due to friction and
turbulence, causing the converter to generate waste heat (dissipated in many
applications by water cooling). This effect, often referred to as pumping loss, will
be most pronounced at or near stall conditions. In modern designs, the blade
geometry minimizes oil velocity at low impeller speeds, which allows the turbine
to be stalled for long periods with little danger of overheating (as when a vehicle
with an automatic transmission is stopped at a traffic signal or in traffic congestion
while still in gear).

Efficiency and torque multiplication

A torque converter cannot achieve 100 percent coupling efficiency. The classic
three element torque converter has an efficiency curve that resembles ∩: zero
efficiency at stall, generally increasing efficiency during the acceleration phase and
low efficiency in the coupling phase. The loss of efficiency as the converter enters
the coupling phase is a result of the turbulence and fluid flow interference
generated by the stator, and as previously mentioned, is commonly overcome by
mounting the stator on a one-way clutch.

Even with the benefit of the one-way stator clutch, a converter cannot achieve the
same level of efficiency in the coupling phase as an equivalently sized fluid
coupling. Some loss is due to the presence of the stator (even though rotating as
part of the assembly), as it always generates some power-absorbing turbulence.
Most of the loss, however, is caused by the curved and angled turbine blades,
which do not absorb kinetic energy from the fluid mass as well as radially straight
blades. Since the turbine blade geometry is a crucial factor in the converter's ability
to multiply torque, trade-offs between torque multiplication and coupling
efficiency are inevitable. In automotive applications, where steady improvements
in fuel economy have been mandated by market forces and government edict, the
nearly universal use of a lock-up clutch has helped to eliminate the converter from
the efficiency equation during cruising operation.

The maximum amount of torque multiplication produced by a converter is highly

dependent on the size and geometry of the turbine and stator blades, and is
generated only when the converter is at or near the stall phase of operation. Typical
stall torque multiplication ratios range from 1.8:1 to 2.5:1 for most automotive
applications (although multi-element designs as used in the Buick Dynaflow and
Chevrolet Turboglide could produce more). Specialized converters designed for
industrial, rail, or heavy marine power transmission systems are capable of as
much as 5.0:1 multiplication. Generally speaking, there is a trade-off between
maximum torque multiplication and efficiency—high stall ratio converters tend to
be relatively inefficient below the coupling speed, whereas low stall ratio
converters tend to provide less possible torque multiplication.

The characteristics of the torque converter must be carefully matched to the torque
curve of the power source and the intended application. Changing the blade
geometry of the stator and/or turbine will change the torque-stall characteristics, as
well as the overall efficiency of the unit. For example, drag racing automatic
transmissions often use converters modified to produce high stall speeds to
improve off-the-line torque, and to get into the power band of the engine more
quickly. Highway vehicles generally use lower stall torque converters to limit heat
production, and provide a more firm feeling to the vehicle's characteristics.

A design feature once found in some General Motors automatic transmissions was
the variable-pitch stator, in which the blades' angle of attack could be varied in
response to changes in engine speed and load. The effect of this was to vary the
amount of torque multiplication produced by the converter. At the normal angle of
attack, the stator caused the converter to produce a moderate amount of
multiplication but with a higher level of efficiency. If the driver abruptly opened
the throttle, a valve would switch the stator pitch to a different angle of attack,
increasing torque multiplication at the expense of efficiency.

Some torque converters use multiple stators and/or multiple turbines to provide a
wider range of torque multiplication. Such multiple-element converters are more
common in industrial environments than in automotive transmissions, but
automotive applications such as Buick's Triple Turbine Dynaflow and Chevrolet's
Turboglide also existed. The Buick Dynaflow utilized the torque-multiplying
characteristics of its planetary gear set in conjunction with the torque converter for
low gear and bypassed the first turbine, using only the second turbine as vehicle
speed increased. The unavoidable trade-off with this arrangement was low
efficiency and eventually these transmissions were discontinued in favor of the
more efficient three speed units with a conventional three element torque
converter. It is also found that efficiency of torque converter is maximum at very
low speeds.

Lock-up torque converters

As described above, impelling losses within the torque converter reduce efficiency
and generate waste heat. In modern automotive applications, this problem is
commonly avoided by use of a lock-up clutch that physically links the impeller and
turbine, effectively changing the converter into a purely mechanical coupling. The
result is no slippage, and virtually no power loss.

The first automotive application of the lock-up principle was Packard's Ultramatic
transmission, introduced in 1949, which locked up the converter at cruising speeds,
unlocking when the throttle was floored for quick acceleration or as the vehicle
slowed down. This feature was also present in some Borg-Warner transmissions
produced during the 1950s. It fell out of favor in subsequent years due to its extra
complexity and cost. In the late 1970s lock-up clutches started to reappear in
response to demands for improved fuel economy, and are now nearly universal in
automotive applications.

Capacity and failure modes

As with a basic fluid coupling the theoretical torque capacity of a converter is

proportional to rN²D⁵ where r is the mass density of the fluid (kg/m³), } N is the
impeller speed (rpm), and D is the diameter(m). In practice, the maximum torque
capacity is limited by the mechanical characteristics of the materials used in the
converter's components, as well as the ability of the converter to dissipate heat
(often through water cooling). As an aid to strength, reliability and economy of
production, most automotive converter housings are of welded construction.
Industrial units are usually assembled with bolted housings, a design feature that
eases the process of inspection and repair, but adds to the cost of producing the
converter.

In high performance, racing and heavy duty commercial converters, the pump and
turbine may be further strengthened by a process called furnace brazing, in which
molten brass is drawn into seams and joints to produce a stronger bond between
the blades, hubs and annular ring(s). Because the furnace brazing process creates a
small radius at the point where a blade meets with a hub or annular ring, a
theoretical decrease in turbulence will occur, resulting in a corresponding increase
in efficiency.

Overloading a converter can result in several failure modes, some of them

potentially dangerous in nature:

Overheating: Continuous high levels of slippage may overwhelm the converter's

ability to dissipate heat, 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. Eventually, galling of the
mating parts occurs, which triggers seizure. A converter with a seized stator clutch
will exhibit very poor efficiency during the coupling phase, and in a motor vehicle,
fuel consumption will drastically increase. Converter overheating under such
conditions will usually occur if continued operation is attempted.

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. 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
 CHAPTER 4

SELECTION METHODOLOGY

5.1 SELECTION METHODOLOGY:

Objective(selection)

Present state of art

Formation of team

Collection of information

Brain stroming for alternatives ideas

Short listed ideas

Conduct of coating on sample material

with alternative methods

Conclusion
 CHAPTER 5

INTRODUCTION TO CREO

CREO is one of the most popular and powerful designing tool used in the market.
With the popularity of CREO the demand of CREO certification has also increased
in the market. There are various versions of CREO. The most updates version of
CREO is CREO 4.0 and CREO certifications with this version is sought in the
market. Even with this increased demand, many design engineers still do not have
complete understanding about this tool. Hence this blog will be focused on
delivering the basic information about CREO. CREO is the updated version of Pro-
E software.

CREO is a powerful software which is a combination of various designing tools. It

is popularly used by many leading manufacturing companies across the globe. It
was designed by PTC (Parametric Technology Corporation). CREO works with
combination of various applications like

 Creo Parametric
 Creo Simulate
 Creo Direct
 Creo Layout
 Creo Options Modeler

Every CREO application serves unique purpose of product development. Hence

one CREO software can handle every aspect of product design like concept
development, designing and analysis. It also supports your communication with
your clients, manufacturers or technical publication.
Features Of CREO

CREO works on various stages of product development. Hence CREO is useful in

every department of the company. Adding to it, there are four prominent features
which defines the usability of this software. They are

1.Flexibility

CREO offers scalable access to designers who are involved in any par of product
development. On the other hand, specific CREO applications help developers who
are a part of only one particular process. So CREO can also be customized to serve
single process and also be used, with the same efficiency, to serve the needs of the
entire process.

2.Interoperability

As every CREO application is designed under the same roof, the communication
between every application is very smooth. There are no data lags when any
applications is interacting with other application, which saves ample amount of
designers time. Hence you can pass the work from one process to other and the
same designed will be modified to be made perfect.

3.Combined Benefits Of Both CAD Modeling Approach

Working on CREO means using both the CAD modeling approaches i.e.
parametric and direct modeling. Hence you achieve two goals with a single
software. Designers can enjoy the control provides by parametric modeling on one
hand and on the other hand, they can also enjoy the speed and flexibility of direct
modeling.
4.Operating On Multi-CAD Data

CREO can easily work on any CAD data source. Hence designers can save their lot
of time and efforts while using CREO and operating on various platforms. It also
eliminates the minor possibility of human errors while redesigning the same
design. Thus it is helpful for both the designers and the organization.

Creo Elements/Pro and Creo Parametric compete directly with CATIA, Siemens
NX/Solidedge, and SolidWorks. The Creo suite of apps replace and supersede
PTC’s products formerly known as Pro/ENGINEER, CoCreate, and ProductView.
Creo has many different software package solutions and features

HISTORY OF CREO

PTC began developing Creo in 2009, CREO is the updated version of Pro-E
software and announced it using the code name Project Lightning at Plane PTC
Live, in Las Vegas, in June 2010. In October 2010, PTC unveiled the product
name for Project Lightning to be Creo. PTC released Creo 1.0 in June 2011.

Creo apps are available in English, German, Russian, French, Italian, Spanish,
Japanese, Korean, Chinese Simplified, and Chinese Traditional. The extent of
localization varies from full translation of the product (including Help) to user
interface only.

Creo is part of a broader product development system developed by PTC. It

connects to PTC’s other solutions that aid product development, including
Windchill for Product Lifecycle Management (PLM), Mathcad for engineering
calculations and Arbortext for enterprise publishing software
 CHAPTER -6

DESIGN OF TORQUE CONVERTER

Modeling Of Torque Converter Using CAD System:

There are some good reasons for using a CAD system to support the mechanical
design function:

 To increase in the productivity.

 To get better the quality of the mechanical design.
 To uniform design standards. To create a manufacturing data base.
 To remove inaccuracies due to hand-copying of drawings and irregularity
between Drawings.

It is a document that includes the specifications for a part's production.

Generally the part drawings are drawn to have a clear idea of the model to be
produced. The part drawing of the entire frame is drawn with all the views in
CREO 4.0 PARAMETRIC.The components that are generated in part module are
imported to assembly module and by using ‘insert components’ command and all
these components are mated together to form the required assembly. The different
views of assembly and the drawing generated in CREO 4.0 PARAMETRIC are as
shown below.
 CHAPTER - 8

ANALYSIS OF TORQUE CONVERTER

7.1 Analysis software:

ANSYS Mechanical is a finite element analysis tool for structural analysis,

including linear, nonlinear and dynamic studies. This computer simulation product
provides finite elements to model behaviour, and supports material models and
equation solvers for a wide range of mechanical design problems. ANSYS
Mechanical also includes thermal analysis and coupled-physics capabilities
involving acoustics, piezoelectric, thermal–structural and thermo-electric analysis.

ANSYS offers a comprehensive software suit that the spans the entire range of
physics, providing access to virtually any field of engineering simulation that a
design process requires. Organizations around the world trust ANSYS to deliver
the best value for their engineering simulation software investment. The software
used for analysis is ANSYS 14.0.

7.2 Software Overview:

7.2.1 ANSYS 14.0:

ANSYS as a software is made to be user friendly and simplified as much as

possible to keep the user as much as possible from the hectic side of programming.
The ansys software provide us to give any types of load to any types of component
and to see the types of stresses and strain acting at every points of the solid
component .It also shows the maximum load which a solid component can carry.
By analyzing the given solid model diagram which is drawn using creo, the
stresses and strain acting in that model was identified .
 PROCEDURE

MODELLING ANALYZING
(CREO) (ANSYS)

CREATING MAKING PRE- POST-

SOLVER
PARTS ASSEMBLY PROCESSOR PROCESSOR

APPLYING SOLVING
ELEMENT THE RESULTS
VALUES MODEL

APPLYING
LOADS

Fig 6.1: Design and analysis software overview

7.2.2 Overview of Ansys Work Bench

Ansys workbench combines the strength of our core product solvers with
core product management tools necessary to manage the project workflow. In
ansys workbench, analyses are built as systems ,which can be combined into
project .The project is driven by schematic workflow that manages the connection
between the systems .From the schematic you can interact with application that are
native to ansys workbench and you can launch the application that are data in
targeted with ansys workbench, meaning the interface remains separate ,but the
data from the application communicates with the native ansys workbench data
Native workspaces include project schematic engineering data and design
exploration , data integrated application include the mechanical application.

7.3 TYPES OF CELLS

 Engineering Data
 Geometry
 Model/mesh
 Setup
 Solution
 Results

7.3.1 GETTING STARTED TO ANSYS

STEP 1 : launch ANSYS, by going to start up menu and double clicking on

Workbench file in the ansys

STEP 2 : once the program is launched it should look with some tool box .Go to
the analysis system fluid flow (cfx) and double click

STEP 3 : Next double click on the geometry .This stage is for getting the
Required geometry read into the software, note that there is a blue Question mark
Icon beside the geometry text. Looking at the Bottom of the window you will two
windows one have title of Messages this title confirms that imported geometry has
no Problem, next window has a title progress

STEP 4 : once the window is active you will get a window to specify working
Units for the model dimensions chose meters and press ok. Box Size dimension
lead to finer mesh is the more accurate is the Captured data
STEP 5 : Go to the file and choose import external geometry file

STEP 6 : A window having a title open will be visible to the user, choose Fil
type parasolid then go to the folder that has required file

STEP7 : looking at the design modeler window, we can’t see the imported
Geometry yet, press the generate icon that is represented by a Yellow
thunder icon

STEP8 : Go to view and choose wireframe

STEP9 : Once we finished that stage means we have finished from Designer
model and has to proceed to meshing part

STEP10 : The meshing part of the project has started , notice the beside Mesh
they are yellow thunder icon

STEP11 : Go to method and choose tetrahedrons

STEP12 : Go to the algorithm and choose patch independent

STEP13 : Press the update icon and then press on the generate mesh

STEP14 : Click on mesh , now its visible to the user the generated mesh

STEP15 : Go to the work bench , you will see there is green tick beside the
mesh congratulation you can now proceed to setup

7.3.2 The Tool Bar And Menu Bar

 Open a new or existing product

 Save a project under the same name
 Reconnect to updates that were pending when the project was closed
 Refresh a project
  Update the project
 Imports a legacy database
 Set your workspace to compact or full mode
 Return to standard project work space view

The menu bar gives access to

 File menu
 View menu
 Tools menu
 Units menu
 Help menu

Using the chart view

 Chart types
 Setting chart properties
 Chart zoom ,pan, and rotate
 Using the triad
 Saving a chart

Any types of load can to applied to the solid model and after meshing all
now the stresses acting at each point is indicated by the diagram and colour
variation is shown between various types of stresses .

7.4 Analysis of Torque Converter:

In this project the static structural and modal analysis has been done on the
Torque converter. The boundary condition for the static structural analysis is loads
are applied at the tip of the tooth and all DOF condition at the top.