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A torque converter in modern usage, is normally a fluid coupling which is used to be able to transfer rotating power from a prime mover, like for example an electric motor or an internal combustion engine, to a rotating driven load. Like a basic fluid coupling, the torque converter takes the place of a mechanized clutch. This allows the load to be separated from the main power source. A torque converter can provide the equivalent of a reduction gear by being able to multiply torque if there is a substantial difference between output and input rotational speed.
The fluid coupling unit is actually the most popular kind of torque converter utilized in automobile transmissions. In the 1920's there were pendulum-based torque or likewise called Constantinesco converter. There are other mechanical designs utilized for always changeable transmissions that can multiply torque. For example, the Variomatic is a type that has a belt drive and expanding pulleys.
The 2 element drive fluid coupling cannot multiply torque. Torque converters have an component known as a stator. This alters the drive's characteristics during times of high slippage and produces an increase in torque output.
There are a minimum of three rotating elements in a torque converter: the turbine, that 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 change oil flow returning from the turbine to the impeller. Traditionally, the design of the torque converter dictates that the stator be prevented from rotating under whatever condition and this is where the word stator originates from. Actually, the stator is mounted on an overrunning clutch. This design prevents the stator from counter rotating with respect to the prime mover while still permitting forward rotation.
In the three element design there have been alterations which have been incorporated periodically. Where there is higher than normal torque manipulation is required, alterations to the modifications have proven to be worthy. Usually, these alterations have taken the form of multiple turbines and stators. Each and every set has been designed to generate differing amounts of torque multiplication. Some examples include the Dynaflow which uses a five element converter in order to generate the wide range of torque multiplication considered necessary to propel a heavy vehicle.
Though it is not strictly a component of classic torque converter design, various automotive converters consist of a lock-up clutch to reduce heat and to improve cruising power transmission effectiveness. The application of the clutch locks the impeller to the turbine. This causes all power transmission to be mechanical which eliminates losses connected with fluid drive.
