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A torque converter in modern usage, is normally a fluid coupling that is utilized to transfer rotating power from a prime mover, like for instance an internal combustion engine or an electrical motor, to a rotating driven load. Similar to 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 could offer the equivalent of a reduction gear by being able to multiply torque when there is a considerable difference between output and input rotational speed.
The fluid coupling kind is the most popular kind of torque converter utilized in auto transmissions. In the 1920's there were pendulum-based torque or Constantinesco converter. There are other mechanical designs for always variable transmissions which have the ability to multiply torque. For example, the Variomatic is a kind that has expanding pulleys and a belt drive.
The 2 element drive fluid coupling cannot multiply torque. Torque converters have an element known as a stator. This changes the drive's characteristics through occasions of high slippage and produces an increase in torque output.
Inside a torque converter, there are at least of three rotating parts: the turbine, so as to drive the load, the impeller which is driven mechanically driven by the prime mover and the stator. The stator is between the impeller and the turbine 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 whatever condition and this is where the word stator starts from. In truth, the stator is mounted on an overrunning clutch. This design stops the stator from counter rotating with respect to the prime mover while still enabling forward rotation.
Adjustments to the basic three element design have been integrated at times. These changes have proven worthy particularly in application where higher than normal torque multiplication is needed. Most commonly, these adjustments have taken the form of many turbines and stators. Every set has been meant to produce differing amounts of torque multiplication. Some instances include the Dynaflow which uses a five element converter so as to generate the wide range of torque multiplication required to propel a heavy vehicle.
Even though it is not strictly a component of classic torque converter design, different automotive converters comprise a lock-up clutch to be able to lessen heat and to enhance cruising power transmission efficiency. The application of the clutch locks the impeller to the turbine. This causes all power transmission to be mechanical that eliminates losses related with fluid drive.
