Recent experiments have shown interactions between the cavitation and fluid vortex formation in a hydrodynamic torque converter. This study aimed to clarify the unsteady cavitation trigger mechanism and flow-induced vibration caused by turbulence–cavitation interactions. The mass transfer cavitation model and modified Reynolds-averaged Navier–Stokes k–ω model were used with a local density correction for turbulent eddy viscosity to investigate the cavitation structure in a hydrodynamic torque converter under various operating conditions. The model results were then validated against test data. The multi-block structured gridding technique was used to develop an orthogonally structured grid of a three-dimensional full-flow passage as an alternative analysis method for the cavitation flow. The results indicated that the re-entrant jet is the main cause of the shedding cavitation and breaking O-type cavitation. The re-entrant jet is driven by the reverse pressure gradient to move upstream towards the stator nose, and it lifts and splits the attached cavitation, which periodically induces shedding cavitation. When the cavitation was considered, the prediction error of the capacity constant was reduced from 13.23% to <5%. This work provides an insight into the cavitation–vortex interactions in a hydrodynamic torque converter, which can be used to improve the prediction accuracy of the hydrodynamic performance.

As the development of hydrodynamic torque converters (HTCs) points toward increasing the pump input power and pump rotation speed, the negative effects of cavitation are worsening. Most studies focus on suppressing fluid machinery cavitation to attenuate the negative effects of cavitation, such as noise, vibration, and blade damage. Therefore, we proposed two stator cavitation suppression slotting methods to suppress stator cavitation in HTCs: (1) slotting both sides of the pressure and suction sides and (2) slotting one side of the suction side. The key design parameters are analyzed, including the slot width and slot position of the stator blade. Findings show that a wider slot enlarges the mass flow rate ventilation through the slot, thus reducing the cavitation risk but decreasing the hydrodynamic performance. The most effective slot position for the second proposed method (slotting one side of the suction side) is between S0.15 (stator suction side dimensionless distance 0.15 location) and S0.6 (stator blade suction side); here, the stator cavitation can be suppressed completely. The capacity factor (T_bg) and torque ratio (K) are decreased by 6.81% and 3.23%, respectively, under the stalling speed ratio, whereas the stator cavitation almost completely disappears. Therefore, the new method of slotting one side of the stator suction side completely suppresses the stator cavitation and significantly shortens the cavitation duration. The new method of slotting one side of the blade suction side can serve as a reference for turbomachinery design.

Advanced cascade design theories and methods are crucial to the rapid development of torque converters. Therefore, the study proposed a new parametric design method for a hydrodynamic torque converter cascade. The method is embodied by using a cubic non-uniform rational B-splines (NURBS) open curve and closed curve, respectively, to carry out the parametric design of the unit blade camberline and unit blade thickness distribution, and the curvature of the designed blade curve is continuous. Then, the author developed batch and script files in the Isight platform for a fully automated integrated design of the hydrodynamic torque converter, including cascade parametric modeling, meshing, computational fluid dynamics (CFD) simulation, post-processing, and optimization design. A three-dimensional cascade integrated optimization design system of the hydrodynamic torque converter is established with CFD technology as the bottom layer design, a control file as the middle layer, and an optimization algorithm as the top layer drive. Finally, multi-objective optimization was carried out for the key cascade parameters (camberline peak height). Compared with the original blade, the optimized NURBS blade increased by 7.207% in high-efficiency region width (G_η), and the optimized blade increased by 2.673% in peak efficiency (η_max) to meet the actual engineering requirements. The new parametric design method of the blade shape and the integrated optimization design system of a three-dimensional cascade of torque converter proposed in this paper significantly reduces the design costs and shortens the design cycle of the torque converter, which will provide a valuable reference for engineers of turbomachinery.

According to the typical working conditions of a loader and considering the complexity of the working conditions, the hydrodynamic transmission powertrain system was modeled in this study. Because the hydrodynamic torque converter is a flexible fluid transmission component in the transmission system, this study proposes and establishes equivalent variable damping and equivalent variable stiffness models of the hydrodynamic torque converter. Based on this, a torsional vibration simulation model of the loader with variable damping and stiffness is proposed, and the frequencies and amplitudes of the torsional resonance modes of the transmission system varying with engine speed and hydrodynamic torque converter speed ratio are obtained. It is determined that the variable stiffness of the hydrodynamic torque converter has little effect on the natural frequency of the vehicle, and taking variable damping and stiffness as input, the natural frequency and resonance points of the transmission system can be calculated more accurately. The simulation modeling and calculation approach are experimentally verified, and the simulation results are valid and closer to the real resonance.

The inlet and outlet radii are important design parameters that directly determine the internal/external characteristics and cavitation characteristics of the torque converter (TC). The stator and turbine are the main areas of cavitation in TCs. Based on this, the outlet radius of the stator and turbine is taken as the research object of this paper. In this study, computational fluid dynamics (CFD) models of different turbine and stator outlet radii are established, and the influence of stator/turbine outlet radius design parameters on the performance of TCs is revealed by comparing the internal/external characteristics and cavitation characteristics. The results show that reducing the outlet radius of the stator/increasing the outlet radius of the turbine will cause the stator and the turbine blade to be shorter, increase the area of the vaneless region between the impellers, and reduce the risk of cavitation in TCs. However, it will also lead to a decrease in the external characteristics of the low-speed ratio (SR) condition and an increase in the external characteristics of the high-SR condition. With the decrease in the stator outlet radius/the increase in the turbine outlet radius, the mass flow rate of TCs will decrease, and the mass flow loss caused by cavitation will decrease from the original 42.51 to 6.95 and 21.95 kg/s, respectively. The suppression rates of the stator/turbine outlet radius on TC cavitation volume are 58.894% and 52.359%, respectively. The research results of this study can provide practical engineering guidance for the design of high-performance TCs and cavitation suppression.

In view of the shortcomings of traditional hydrodynamic retarder (HR), such as low braking power density, large axial installation space, and complex oil circuit layout, the study takes the primary retarder with more technical advantages as the research object. In the study, the integrated design of the primary retarder and the hydrodynamic torque converter (HTC) is carried out. The cooperative control of the lock-up clutch and the retarder valve is used to realize the fast function switching between the long downhill braking condition and the driving condition. The study employed the aviation oil tank model to equivalently model the filling and discharging oil model of the HR, and builds a dynamic filling and discharging oil integrated control system of the HR on the AMEsim platform. In this paper, the effects of different filling rates and rotational speeds on the braking performance of the HR are discussed from the perspective of simulation and test. At the same time, the oil filling and discharging characteristics and braking characteristics of the HR oil chamber under long downhill braking and driving conditions are analyzed. The simulation and experimental results show that the maximum prediction error of the braking torque of the primary retarder is 5.834%, and the average error is 4.583%. When the vehicle is operating in the long downhill braking condition, the filling time of the HR under the condition of full filling rate is 1.78 s; When the vehicle is operating in the driving condition, the time for the HR to empty the oil chamber is 3.84 s. The modeling idea and simulation control method in the study can provide reference for the precise control and rapid response research of HR filling and discharging oil.