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A torque converter is actually a fluid coupling that is used to transfer rotating power from a prime mover, that is an electric motor or an internal combustion engine, to a rotating driven load. The torque converter is same as a basic fluid coupling to take the place of a mechanical clutch. This enables the load to be separated from the main power source. A torque converter could provide the equivalent of a reduction gear by being able to multiply torque when there is a substantial 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 likewise the Constantinesco or otherwise known as pendulum-based torque converter. There are other mechanical designs used for always variable transmissions which have the ability to multiply torque. For example, the Variomatic is a type which has expanding pulleys and a belt drive.
The 2 element drive fluid coupling could not multiply torque. Torque converters have an component known as a stator. This changes the drive's characteristics through times of high slippage and produces an increase in torque output.
There are a at least three rotating elements in a torque converter: the turbine, which drives the load, the impeller, which is mechanically driven by the prime mover and the stator, that is between the turbine and the impeller so that it could alter oil flow returning from the turbine to the impeller. Normally, the design of the torque converter dictates that the stator be prevented from rotating under any situation and this is where the term stator originates from. In point of fact, the stator is mounted on an overrunning clutch. This particular design prevents the stator from counter rotating with respect to the prime mover while still allowing forward rotation.
Adjustments to the basic three element design have been integrated sometimes. These changes have proven worthy specially in application where higher than normal torque multiplication is needed. More often than not, these adjustments have taken the form of many stators and turbines. Every set has been meant to generate differing amounts of torque multiplication. Several examples include the Dynaflow that utilizes a five element converter so as to generate the wide range of torque multiplication considered necessary to propel a heavy vehicle.
Even though it is not strictly a component of classic torque converter design, various automotive converters include a lock-up clutch so as to lessen heat and so as to enhance cruising power transmission effectiveness. The application of the clutch locks the turbine to the impeller. This causes all power transmission to be mechanical that eliminates losses associated with fluid drive.
