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A torque converter in modern usage, is normally a fluid coupling that is used so as to transfer rotating power from a prime mover, like for instance an electric motor or an internal combustion engine, to a rotating driven load. Same as a basic fluid coupling, the torque converter takes the place of a mechanical clutch. This enables the load to be separated from the main power source. A torque converter can offer the equivalent of a reduction gear by being able to multiply torque whenever there is a considerable difference between output and input rotational speed.
The most common type of torque converter utilized in automobile transmissions is the fluid coupling model. In the 1920s there was even the Constantinesco or pendulum-based torque converter. There are different mechanical designs used for constantly variable transmissions which could multiply torque. Like for example, the Variomatic is a version that has a belt drive and expanding pulleys.
A fluid coupling is a 2 element drive that could not multiply torque. A torque converter has an added element which is the stator. This alters the drive's characteristics during times of high slippage and generates an increase in torque output.
There are a minimum of three rotating parts in a torque converter: the turbine, which drives the load, the impeller, that is mechanically driven by the prime mover and the stator, which is between the impeller and the turbine so that it can alter oil flow returning from the turbine to the impeller. Usually, the design of the torque converter dictates that the stator be prevented from rotating under any condition and this is where the word stator begins from. Actually, the stator is mounted on an overrunning clutch. This design stops the stator from counter rotating with respect to the prime mover while still allowing forward rotation.
In the three element design there have been changes that have been incorporated sometimes. Where there is higher than normal torque manipulation is required, changes to the modifications have proven to be worthy. More often than not, these adjustments have taken the form of various turbines and stators. Every set has been designed to generate differing amounts of torque multiplication. Several instances comprise the Dynaflow which makes use of a five element converter so as to generate the wide range of torque multiplication considered necessary to propel a heavy vehicle.
Although it is not strictly a part of classic torque converter design, various automotive converters include a lock-up clutch so as to lessen heat and to be able to improve cruising power transmission efficiency. The application of the clutch locks the impeller to the turbine. This causes all power transmission to be mechanical which eliminates losses related with fluid drive.
