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A torque converter is a fluid coupling which is used to be able 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 same as 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 if there is a considerable difference between input and output rotational speed.
The most common type of torque converter utilized in auto transmissions is the fluid coupling kind. In the 1920s there was also the Constantinesco or likewise known as pendulum-based torque converter. There are various mechanical designs for constantly variable transmissions that could multiply torque. For example, the Variomatic is a version that has a belt drive and expanding pulleys.
The 2 element drive fluid coupling is incapable of multiplying torque. Torque converters have an component called a stator. This alters the drive's characteristics through times of high slippage and generates an increase in torque output.
Within a torque converter, there are at least of three rotating parts: the turbine, to be able to drive the load, the impeller which is driven mechanically driven by the prime mover and the stator. The stator is between the turbine and the impeller so that it could 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 whichever situation and this is where the word stator originates from. In fact, 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.
Adjustments to the basic three element design have been integrated periodically. These changes have proven worthy particularly in application where higher than normal torque multiplication is considered necessary. Usually, these adjustments have taken the form of many turbines and stators. Every set has been intended to generate differing amounts of torque multiplication. Various examples include the Dynaflow that makes use of a five element converter to be able to produce the wide range of torque multiplication needed to propel a heavy vehicle.
Even though it is not strictly a part of classic torque converter design, various automotive converters comprise a lock-up clutch to be able to reduce heat and to enhance cruising power transmission efficiency. The application of the clutch locks the turbine to the impeller. This causes all power transmission to be mechanical which eliminates losses connected with fluid drive.
