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A torque converter in modern usage, is commonly a fluid coupling that is utilized so as to transfer rotating power from a prime mover, like for example an electric motor or an internal combustion engine, to a rotating driven load. Similar to a basic fluid coupling, the torque converter takes the place of a mechanized 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 if there is a significant difference between output and input rotational speed.
The fluid coupling kind is the most popular kind of torque converter used in auto transmissions. During the 1920's there were pendulum-based torque or otherwise called Constantinesco converter. There are other mechanical designs used for continuously changeable transmissions that could multiply torque. For example, the Variomatic is a version that has expanding pulleys and a belt drive.
A fluid coupling is a 2 element drive which is incapable of multiplying torque. A torque converter has an extra part that is the stator. This alters the drive's characteristics all through occasions of high slippage and produces an increase in torque output.
There are a minimum of three rotating parts in a torque converter: the turbine, which 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 could alter oil flow returning from the turbine to the impeller. Normally, the design of the torque converter dictates that the stator be stopped from rotating under any condition and this is where the term 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 allowing forward rotation.
In the three element design there have been modifications that have been incorporated sometimes. Where there is higher than normal torque manipulation is required, changes to the modifications have proven to be worthy. More often than not, these alterations have taken the form of many turbines and stators. Every set has been intended to produce differing amounts of torque multiplication. Various instances include the Dynaflow that uses a five element converter so as to generate the wide range of torque multiplication considered necessary to propel a heavy vehicle.
While it is not strictly a component of classic torque converter design, different automotive converters consist of a lock-up clutch to be able to lessen heat and to be able 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 which eliminates losses related with fluid drive.
