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Torque Converter Clutch TCC
Torque Converter Clutch TCC
Cutaway view
of converter
General
The number 400 in the model designation TCC400 indicates the diameter (B) of the converter in mm.
For economic reasons the converter must be accurately tuned to the output or torque of the engine.
Therefore, depending on the vehicle model, various converter versions are installed in the TCC housing.
The different converter characteristics are achieved by modifying the converter components, but
maintaining the same diameter. The converter characteristic is stated with the characteristic value for
the torque take-up (Nm) at an engine speed of 1000 rpm with a "permanently braked" (stationary)
output rotor (e.g. TCC400/61 = 400 mm dia., 610 Nm torque take-up).
There are converter housings which are completely welded up. These converters must be replaced
complete in the event of a complaint (mechanical defect). In the event of transmission damage, visually
inspect the area behind the oil filter of the TCC (C, clean side, refer to illustration on next page) for
metal chips. The converter must be replaced if metal chips are found here.
Note
The bolted-on converter housing can be opened for cleaning and troubleshooting. In the event of a
defective lockup clutch or defective overrun freewheel the complete converter must also be replaced as
this subassembly is welded.
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Oil circuit
Oil extraction
An internal gear oil pump (2) is installed in the TCC housing. The gear connected to the input rotor
drives the oil pump drive gear. When the engine is running oil is constantly extracted from the storage
chamber in the transmission via the oil gallery and filter (1) (C, clean side) and pumped into the valve
body casing (A). The relief valve in the valve body casing limits the oil pressure to 8 to 10 bar. The oil
flow (B) is fed through the oil supply flange (3) to the input rotor (4) via an oil gallery in the TCC
housing.
Converter function
The converter housing is attached to the flywheel with diaphragms. The input rotor in the back of the
converter housing is therefore permanently connected to the engine. The input rotor converts the
mechanical energy of the engine into flow energy:
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The oil pressure and centrifugal force cause the oil to be accelerated outwards, under high pressure,
into the baffles of the output rotor.
In the output rotor the flow energy is again converted into mechanical energy. The power is transmitted
by the oil flow (no wear) as the input rotor and output rotor are not connected directly to each other:
The oil flow is deflected against the blades of the stator (reaction wheel or reversing wheel) (2) in the
output rotor (3). The blades of the stator are directed against the direction of flow of the output rotor.
The rotor, with a one-way freewheel, which locks against the direction of incoming flow, is located on the
splines of the oil supply flange. The oil flow is therefore once more diverted into the input rotor (1) in the
direction of rotation of the engine. The backpressure on the output rotor and the additional acceleration
in the input rotor cause a torque, which has been increased up to 2.5 times, to be transmitted to the
output rotor and then to the transmission drive shaft via the turbine shaft/converter clutch (refer to
Table 25.21 - 008/2 or 25.21 - 008/5).
The converter operates in two ranges:
1. If the output rotor is stationary (when starting off) the maximum torque is transmitted. After this the
increased torque reduces progressively, the more the speed of the output rotor adjusts to that of
the input rotor (converter phase).
2. An increase in torque is no longer effective from a speed ratio of 0.8 (clutch phase). The input rotor,
output rotor and stator turn in the same direction in the clutch phase.
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Oil return and cooling
When the engine is running the oil pump constantly delivers oil to the converter. The excess oil is forced
into the valve body casing (6) between the oil supply flange (1) and output rotor (5, A) via an oil gallery
in the TCC housing. A valve in this valve body casing is located at this oil gallery, which adjusts the
converter back pressure between 3.9 and 4.3 bar.
The pilot pressure in the converter of approx. 5 bar is required to prevent bubble formation (results in
cavitation) in the oil flow. With insufficient pilot pressure (oil level too low, loss of oil), the converter
characteristics change and bearing damage due to a shortage of lubrication would be the consequence.
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When driving in converter operation, high temperatures occur and therefore a heat exchanger (2) must
be installed in the converter and transmission oil circuit. The heat exchanger can be an oil/air cooler
(rear end cooling system on a heavy-duty transporter) or an oil/coolant cooler depending on the type of
vehicle model:
On the new TCC version (with retarder) the oil is fed from the valve body casing (C) through an oil
gallery in the retarder housing to the heat exchanger (D, connection 156). The return flow to the
transmission oil pan is done via the right-hand oil gallery in the retarder housing.
These oil ducts are shut-off and switched over to the retarder cooling circuit when braking with the
retarder. In this case excessive converter oil is fed back to the transmission via the leakage oil gallery
(G). On the TCC version without retarder the oil is fed directly from the valve body casing (4, connection
9) to the heat exchanger. Depending on the construction, the return flow to the oil pan in the
transmission takes place at the TCC housing (3, connection 10) or at the transmission housing (with ZF
transmission only).
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The oil temperature sensor (2) for the instrument
display is located in the oil pipe between the heat
exchanger and retarder housing.
The oil temperature sensor is a NTC resistor, i.e.
the ohmic resistance decreases as temperature
increases.
Note
In the event of a short-circuit or short-circuit to
ground at the oil temperature sensor, the
instrument displays an excessive temperature
when the transmission is cold (> 160°C).
Lockup clutch
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As, in the clutch phase, the torque converter (speed ratio approx. 0.8) operates without a tractive effort
increase and with loss (efficiency 0.85 to 0.9), a lockup clutch is installed. This automatically makes a
mechanical connection between the output rotor and input rotor. As a result the converter can only be
operated in its range of highest efficiency:
When the engine is running the oil pressure for the lockup clutch is adjusted to 6 to 6.8 bar by the
lockup clutch pressure valve in the valve body casing. When the lockup clutch is open, the shift valve in
the valve body casing shuts off the oil pressure to the oil gallery (A) in the TCC housing. If the lockup
clutch is to close, the shift valve is opened by the electromagnetic pilot control valve (4). As a result the
pressurized oil can reach behind the lockup clutch pressure plate (C, enlarged view) through the bore (B)
in the hollow turbine shaft (2) and stretch bolt (3). The clutch discs (1) are pushed back into the
converter housing by the oil pressure.
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TCC indicator lamp
Control module
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Turbine rpm sensor
Note
The position of the splitter unit also has to be
recorded in the control module due to different
speeds. The switch is located on the
transmission.
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Kick-down switch
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Overrun freewheel
Converter clutch
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A conventional diaphragm/dry converter clutch is
mounted on the turbine shaft. The converter
clutch is only required to shift the gears (without
the usual starting off with the slipping clutch).
The actuation takes place by means of the clutch
pedal with compressed-air assistance from the
clutch booster (servo unit). A protective device is
required for the converter clutch on account of
the increased torque occurring in converter
operation.
Accelerator pedal shut-off to protect the converter clutch (without electronic engine control)
In order to prevent the converter clutch being used as a starting off clutch, an accelerator pedal shut-off
is installed on vehicles without electronic engine control: When the converter clutch is operated, the
engine speed is throttled back to idle speed irrespective of the accelerator pedal position.
On these vehicles the pneumatic throttle shut-off cylinder on the injection pump is actuated via a
solenoid valve (3/2-way valve). The solenoid valve is switched via a relay (K4/31 on previous version,
K3 and K6/A35 on the new version). The throttle shut-off cylinder can also not be overpressurized by
using force. The travel limiter (9) on the throttle shut-off cylinder must be adjusted as follows: If the
accelerator pedal (1) is in the wide open throttle position, the lever on the injection pump must be in the
idle position (5 mix. + 100 rpm) when the throttle shut-off cylinder (8) is pressurized. If the travel limiter is
incorrectly adjusted, the engine may be switched off during clutching.
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Pneumatic diagram -
TCC accelerator pedal
shut-off:
V Compressed-air from
reservoir
Note
- On the ZF transmission the clutch booster
(servo unit) is located above the transmission.
- The switch must be open in the normal
position (N.O. contact).
Retarder
General
The retarder integrated in the TCC housing is a single-flow hydrodynamic permanent brake. The ZF
retarder works as a primary retarder due to its location between the converter and converter clutch. In
contrast to a secondary retarder (mounted on the transmission output), the braking effect for a primary
retarder decreases as speed increases in the higher gears.
Main constituent parts of the retarder in the TCC housing
Stator (2, is bolted to the retarder or TCC housing)
Rotor (5, is connected to the turbine shaft by a spline).
Pneumatic/hydraulic retarder control valve (9)
Connection for heat exchanger (8)
Function
When operated the retarder is supplied with oil from the oil pump. As no power transmission through the
converter is required when braking, in this case only the retarder is connected to the oil circuit between
the transmission and heat exchanger (refer to Section "Oil return flow and cooling",
25.21 - 007/4).
In principle the retarder works as a fluid clutch:
When braking, oil is controlled under pressure in the retarder housing. The rotor is driven in one direction
by the drive shaft of the moving vehicle (direction of rotation of engine). The rotor collects the oil in the
retarder housing with its vane chambers and presses into the vane chambers of the fixed stator. The
rotor is braked as the oil flow cannot discharge instantaneously. The braking torque generated depends
on the oil pressure and the rotor speed.
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1 Control air connection
(from proportional
valve)
2 Stator
3 Pressure pipe
4 Vane chambers/
discharge spiral
5 Rotor
6 Coolant
7 Heat exchanger
8 Oil pipe
9 Retarder control valve
Note
On the new control modules (EST33) a fault in
the retarder or TCC is indicated by the retarder
indicator lamp flashing.
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Retarder control module
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The mechanical components can also be
checked indirectly by means of the test facilities
of the electronic system: e.g. without spending a
lot of time it can be established by means of an
actual value whether a fault is located in the
control electronics or the connected area. If no
fault is found here, the troubleshooting can take
place selectively on the mechanical components
(pneumatic valves etc.).
Proportional valve
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Retarder control valve
Oil accumulator
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On the new TCC control modules the
accumulator charge valve is actuated electrically.
The retarder is automatically switched off when
an ABS control process is activated. When the
ABS control process is completed, the retarder is
active again, but the accumulator charge valve is
no longer actuated.
Note
There are vehicles without oil accumulator and
accumulator charge valve. So that no fault (fault
code 100, accumulator charge valve interrupt) is
stored in the control module, a ballast resistor (3)
is connected to the TCC control module.
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Closed throttle switch
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An engine-dependent power take-off (1) can be installed on the TCC 400. The specific properties of
this engine-dependent power take-off (NMV) are as follows:
The drive takes place by means of a ring gear on the converter, i.e. directly on the engine
Common oil supply with TCC and manual transmission
Direction of drive is opposed the direction of rotation of the engine
High speed: Engine speed x 1.03
Max. load carrying capacity 12 Nm
Can be used when the vehicle is stationary or on the move
Can be engaged and disengaged under load by the built-in hydraulic multiple-disc
Note
- The procedure for repair work is not fundamentally different from a TCC without NMV. Only the
designs of the TCC housing, valve body casing, the converter and the oil supply flange differ.
Two drive gears for the NMV are also installed in the TCC housing.
- The engine-dependent power take-off must not be engaged or disengaged when the engine is not
running.
- When engaging, the engine speed must be at least 600 rpm to achieve the necessary shift pressure
of 9 to 10.5 bar. If the shift pressure is too low, the clutch discs in the power take-off wear
prematurely.
- The permissible max. engine speed of 1800 rpm must not be exceeded when engaging the power
take-off while driving.
The multiple-disc clutch is actuated at the valve body casing (arrow) via a pneumatic 3/2-way shift
valve in the cab. It is technically feasible to retrofit with engine-dependent power take-off but is very
expensive.
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