CHEVROLET TUBRBOGLIDE TRANSMISSION BY YASH SONI
HISTORY ABOUT
TURBOGLIDE TRANSMISSION
The Turboglide is a Chevrolet constant
torque 3 speed automatic transmission that made its debut as an optional
transmission on Chevrolet V8 passenger cars for 1957.It consisted of a
concurrently geared ( as opposed to sequentially geared ) planetary gearbox
with a switch pitch dual pitch torque converter stator. Turboglide utilized a
die cast aluminum transmission case, following Packard’s ultramatic of 1956. It
was designed to help showcase the engineering failures of 57 Chevy and was
often ordered with the Rochester Ramjet Fuel Injection System on 283 v8.
COMPONENTS AND CONSTRUCTION OF TURBOGLIDE
TRANSMISSION
In this we have 5 moving elements:
3 turbines (t1, t2, and t3), 1 reaction member and pump. While explaining in
the working of this transmission I often use annular be denoting it with 'A',
clutches by (c1, c2, c3, c4) and rest of the information is given in the
construction and working section below.
WORKING OF TURBOGLIDE TRANSMISSION
This is a combination of a
converter and epicyclic gear. The latter is free to rotate in the forward
direction on the free wheel f1 and is provided with a set of blades denoted by
'B' the mechanism for making the adjustment engagement. The first turbine t1 is
coupled with the shaft D to the sun S2 of the second epicyclic gear train, the
second turbine T2 is coupled through a sleeve E to the annulus A1 of the first
epicyclic train and the third turbine T3 is coupled to the output shaft H by
the sleeve G1 the clutch c1, the sleeve G2 and the planet carrier R2.
Sun gear is prevented from the
rotating backwards by motion of free flywheel attached 'f2', since usually the
clutch c2 is engaged and the fixed member k is fixed to the sleeve J. Engagement
of clutch c3 fixed to the annular A2 against forward and backward rotation and
this is done when ‘low’ is selected so as to reduce the load on the free wheel
f3 when the engine is pulling hard under adverse road conditions and to allow
the engine to be used effectively as a brake on down gradients.At low forward speed of the output
shaft H relative to the engine speed the sun S1 and annulus A2 will be
stationary because the torque on them will tend to make them rotate backwards
and this motion is prevented by the freewheel F2 and F3. Both epicyclic trains
then provide speed reductions and torque increases and all three turbines will
be driving.
As the output speed rises, the
torque passing through the sun S2 will fall at some point will tend to become
negative and then the annulus A2 backwards. The backward motion of A2 however
result in backward motion of S1( through the free wheel F3 and the sleeve J ) and
so in train 1, whose annulus if fixed the sun tends to rotate the planet
carrier R1 backwards. The backward torque on R1 is greater than the forward
torque on R2 (from S2) and so R1 and R2 will move backwards.
So this how the engagement are made
in general we have turbine t1 working as low gear with high torque and low
power. Turbine t2 working as middle gear with low torque compared to turbine t1
but high power than that. At last we have turbine T3 working as a high gear in
this transmission system with having low torque and high power .We also have c1
c2 c3 clutches engagement for the forward drive transmission while c4
engagement provide reverse gear attachment and here forward supporting clutches
got disengaged.
So this is how
Chevrolet Turboglide works.
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