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A torque converter is actually a fluid coupling that is used to transfer rotating power from a prime mover, which is an electric motor or an internal combustion engine, to a rotating driven load. The torque converter is similar to a basic fluid coupling to take the place of a mechanical clutch. This allows 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 significant difference between output and input rotational speed.
The most common kind of torque converter used in car transmissions is the fluid coupling model. During the 1920s there was also the Constantinesco or likewise known as pendulum-based torque converter. There are different mechanical designs for always changeable transmissions which could multiply torque. Like for example, the Variomatic is a version that has a belt drive and expanding pulleys.
The 2 element drive fluid coupling could not multiply torque. Torque converters have an component called a stator. This alters the drive's characteristics all through times of high slippage and generates an increase in torque output.
There are a minimum of three rotating parts within 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 can change 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 whichever situation and this is where the word stator starts from. Actually, 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 permitting forward rotation.
Changes to the basic three element design have been integrated periodically. These adjustments have proven worthy especially in application where higher than normal torque multiplication is considered necessary. Most commonly, these modifications have taken the form of multiple stators and turbines. Each set has been designed to generate differing amounts of torque multiplication. Several examples consist of the Dynaflow which utilizes a five element converter so as to produce the wide range of torque multiplication considered necessary to propel a heavy vehicle.
Although it is not strictly a component of classic torque converter design, different automotive converters comprise a lock-up clutch in order to reduce heat and in order to improve cruising power transmission efficiency. The application of the clutch locks the turbine to the impeller. This causes all power transmission to be mechanical that eliminates losses connected with fluid drive.
