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A torque converter in modern usage, is usually a fluid coupling which is utilized to be able to transfer rotating power from a prime mover, like for example an internal combustion engine or an electrical motor, to a rotating driven load. Like 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 provide 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 fluid coupling unit is actually the most common type of torque converter used in car transmissions. During the 1920's there were pendulum-based torque or otherwise called Constantinesco converter. There are different mechanical designs for always changeable transmissions which have the ability to multiply torque. Like for instance, the Variomatic is a version which 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 extra part which is the stator. This changes the drive's characteristics during times of high slippage and produces an increase in torque output.
There are a at least three rotating elements inside a torque converter: the turbine, which drives the load, the impeller, that is mechanically driven by the prime mover and the stator, that is between the impeller and the turbine 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 condition and this is where the term stator begins from. In fact, 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.
In the three element design there have been adjustments which have been integrated sometimes. Where there is higher than normal torque manipulation is required, adjustments to the modifications have proven to be worthy. Most commonly, these modifications have taken the form of many turbines and stators. Each set has been designed to generate differing amounts of torque multiplication. Some instances comprise the Dynaflow which uses 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 part of classic torque converter design, different automotive converters include a lock-up clutch so as to reduce heat and so as 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.
