Abstract:
A torque converter and torque divider includes a prime mover input and a torque converter. The torque converter and torque divider further includes a torque divider configured to receive the prime mover input and divide the prime mover input torque into at least a planetary system input torque and a second torque. A planetary gear system is configured to receive the planetary system input torque. The torque converter and torque divider further includes a lockup clutch configured to lock rotating components of at least one of the torque converter and the torque divider and further includes a torque output.

Description:
TECHNICAL FIELD 
     The disclosure relates to a torque converter having a torque divider. More particularly, the disclosure relates to a torque converter having a torque divider with a lockup clutch. 
     BACKGROUND 
     Many vehicles generally have a prime mover or internal combustion engine, a transmission to transmit drive power to move the vehicle, and a mechanism to selectively transfer rotational torque from the prime mover to the transmission. In some approaches, the mechanism to selectively transfer rotation from the prime mover to the transmission includes a manual clutch. A manual clutch is efficient. However, operation of the manual clutch requires extra effort and added operational oversight by the vehicle operator. Such extra effort and added operational oversight can be less desirable, for example as it can reduce the operator&#39;s efficiency. An alternative mechanism to transfer rotational torque from the prime mover to the transmission is a torque converter. 
     A torque converter is generally a hydrodynamic fluid coupling that typically transfers the rotational torque from a prime mover to a driven load such as a transmission. The torque converter multiplies the torque from the prime mover and transfers the torque to the transmission. United States patent application number 2011/0124456 to Sung discloses a launching device, transmission device and a torque combining device. The launching device, the transmission device, and the torque combining device are disposed on a first power delivery shaft directly connected to the engine. The launching device, the transmission device, and the torque combining device are disposed in a sequence of the launching device, the transmission device, and the torque combining device from the engine. The torque converter of the launching device includes a front cover connected to a crankshaft of the engine, an impeller connected to and rotating with the front cover, a turbine facing the impeller, and a stator disposed between the impeller and the turbine and delivering automatic transmission oil flowing out from the turbine to the impeller after changing flowing direction of the automatic transmission oil. 
     However, torque converters are typically less efficient, result in poor fuel economy, have hydraulic losses and the like in comparison to a mechanical clutch. Additionally, a torque converter in larger vehicle applications requires a great deal of torque transfer that can exasperate these problems. Moreover, due to the increased torque requirements of larger vehicles, a larger sized torque converter is typically required and this increases the cost of production and increases space requirements. 
     Accordingly, a torque converter that is more efficient, improves fuel economy, and reduces hydraulic losses is needed. Additionally, a torque converter having a reduced size and reduced cost of production is also desirable. 
     SUMMARY 
     The foregoing needs are met, to a great extent, by the disclosure, wherein in one aspect a process and device are provided to transfer rotational torque with a torque converter having a torque divider with a lockup clutch that is more efficient, improves fuel economy, and reduces hydraulic losses. Additionally, the torque converter and torque divider with a lockup clutch of the disclosure has a reduced size and a decreased cost of production. Furthermore, the torque converter and torque divider with a lockup clutch of the disclosure is applicable for use with vehicles. 
     In accordance with one embodiment, a torque converter and torque divider includes a prime mover input configured to receive a prime mover input torque from a prime mover, a torque converter that includes an impeller, a turbine, and a stator, the torque converter configured to receive an input torque and generate an output torque, a torque divider configured to receive the prime mover input and divide the prime mover input torque into at least a planetary system input torque and a second torque, a planetary gear system configured to receive the planetary system input torque, the planetary gear system includes at least one of a sun gear, a planet gear, a ring gear, and a planet carrier, a lockup clutch configured to lock rotating components of at least one of the torque converter and the torque divider, and a torque output. 
     In accordance with another embodiment, a process of dividing and converting torque for operation of a vehicle includes receiving a prime mover input torque from a prime mover, receiving an input torque into a torque converter, the torque converter including an impeller, a stator, and a turbine, dividing the prime mover input torque with a torque divider into at least a planetary system input torque and a second torque, receiving the planetary system input torque into a planetary gear system, locking rotating components of at least one of the torque converter and the torque divider, and generating a torque output. 
     In accordance with a further embodiment, a torque converter and torque divider includes means for receiving a prime mover input torque from a prime mover, means for receiving an input torque into a torque converter means, the torque converter means including impeller means, stator means, and turbine means, means for dividing the prime mover input torque with a torque divider means into at least a planetary means input torque and a second torque, means for receiving the planetary means input torque into a planetary gear system means, means for locking rotating components of at least one of the torque converter means and the torque divider means, and means for generating a torque output. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  shows a schematic of a torque converter and torque divider in accordance with an aspect of the disclosure. 
         FIG. 2  is a cross-sectional view of an implementation of the torque converter and torque divider of  FIG. 1 . 
         FIG. 3  is an exploded view of the torque converter and torque divider of  FIG. 2 . 
         FIG. 4  is a perspective view of the torque converter and torque divider of  FIG. 2 . 
         FIG. 5  is another schematic of a torque converter and torque divider in accordance with the disclosure. 
         FIG. 6  is another aspect of a torque converter and torque divider in accordance with aspects of the disclosure. 
     
    
    
     DETAILED DESCRIPTION 
     The disclosure will now be described with reference to the drawing figures, in which like reference numerals refer to like parts throughout. Embodiments of the disclosure advantageously provide a torque converter having a torque divider with a lockup clutch that improves efficiency, improves fuel economy, and reduces hydraulic losses. Moreover, a torque converter having a torque divider with a lockup clutch reduces the overall size of the component and furthermore reduces production cost. Finally, the torque converter and torque divider with a lockup clutch of the disclosure is applicable for use with vehicles. 
       FIG. 1  shows a schematic of a torque converter and torque divider in accordance with an aspect of the disclosure. In particular,  FIG. 1  shows a torque converter and torque divider  1  that includes a prime mover input  8  and a torque converter output  12 . The torque converter and torque divider  1  further includes a torque divider  98  that splits the torque from the prime mover input  8  within the torque converter and torque divider  1 . Additionally,  FIG. 1  shows a lockup clutch  10  that locks one or more rotationally driven components of the torque converter and torque divider  1 . More specifically, the lockup clutch  10  together with the torque divider  98 , increases efficiency, improves fuel economy, and reduces hydraulic losses. Moreover, the lockup clutch  10  together with the torque divider  98  results in a reduced component size and cost of production. Furthermore, the torque converter and torque divider  1  with the lockup clutch  10  is applicable for use with vehicles. 
     In a particular aspect, the lockup clutch  10  may be activated and lock rotation of one or more rotational components of the torque converter and torque divider  1 . As shown in  FIG. 1 , the lockup clutch  10  when activated locks rotation of a turbine  6  to an impeller  2 . Accordingly, the losses generated in the torque converter  36  are reduced when the lockup clutch  10  is activated. 
     The torque converter  36  includes the impeller  2 , a stator  4 , and the turbine  6 . The impeller  2  may rotate as shown in the schematic of  FIG. 1  in conjunction with the prime mover input  8 . The rotation of the impeller  2  may generate a hydrodynamic fluid coupling within the torque converter  36  and accordingly rotate turbine  6 . The stator  4  may be interposed between the impeller  2  and the turbine  6 . The stator  4  may positively and efficiently alter the fluid flow between the turbine  6  and the impeller  2 . The stator  4  may be rigidly mounted within the torque converter  36 . However, in the aspect shown in  FIG. 1 , the stator  4  is configured to rotate within the torque converter  36 . Additionally, the stator  4  may also include a mechanism to limit the rotational movement within the torque converter  36 . In one aspect shown in  FIG. 1 , the stator  4  may include a freewheel clutch  22 . The freewheel clutch  22  may allow for rotation of the stator  4  in a desired direction and prevent rotation of the stator  4  in the opposite direction. 
     The torque divider  98  splits the torque of the prime mover input  8  input by the prime mover. In the aspect shown in  FIG. 1 , the torque divider  98  splits the torque between the impeller  2  and a planetary system  90 . More specifically, prime mover input  8  is split to generate an impeller input torque  94  and a planetary system input torque  96 . 
     The impeller input torque  94  may be transferred to the impeller  2 . The impeller  2  rotates within the torque converter  36  in response to the impeller input torque  94  and hydrodynamically couples with the turbine  6  to rotate the turbine  6 . Rotation of the turbine  6  generates a turbine output torque  92 . The turbine output torque  92  may then be input to the planetary system  90 . 
     The planetary system input torque  96  is input to the planetary system  90 . Within the planetary system  90 , the turbine output torque  92  and the planetary system input torque  96  are combined and result in a planetary output torque  88 . The planetary output torque  88  results in the torque converter output  12 . This resulting torque converter output  12  may be generated prior to being input to a transmission. The torque converter output  12  may then be used to drive the load of the vehicle, is input to a vehicle transmission, and/or the like. 
     In a particular aspect, the planetary system input torque  96  may be used to drive a sun gear  18  of the planetary system  90 . The planetary system  90  may have a planet gear  20 . The turbine output torque  92  may be used to drive a ring gear  16  of the planetary system  90 . Within the planetary system  90 , the planetary system input torque  96  and the turbine output torque  92  may be combined and output from a planet carrier  24  as the aforementioned planetary output torque  88 . 
     Although the torque divider  98  is described in conjunction with the planetary system  90 , other types of systems are contemplated as well. Moreover, the details of the planetary system  90  can be implemented utilizing other configurations and arrangements of gearing. 
     Operation of the torque converter and torque divider  1  may include two operational modes: a starting or normal operation wherein the lockup clutch  10  is not activated; and a direct drive mode when the lockup clutch  10  is activated. More specifically, during the starting or normal operation, power or torque from the prime mover input  8  utilizes the torque converter  36  and associated torque multiplication where the impeller  2  rotates and multiplies the torque to rotate the turbine  6 . In the direct drive mode, the lockup clutch  10  is actuated to mechanically lock rotation of the impeller  2  and turbine  6  of the torque converter  36 . Accordingly, the impeller  2  and turbine  6  rotate at substantially the same speed and there are substantially no hydraulic losses. 
     Additionally, operation and activation of the lockup clutch  10  may be controlled by dedicated hardware. The dedicated hardware activating and deactivating the lockup clutch  10  may be based on a number of factors. The factors can include one or more of prime mover RPM, power, torque, vehicle speed, vehicle acceleration, transmission operation, vehicle inclination, current power needs, and the like. 
     The resulting operation of the torque converter and torque divider  1  employing the lockup clutch  10  in conjunction with the torque divider  98  and the torque converter  36  realizes higher efficiency, greater fuel economy, and reduced hydraulic losses. Moreover, a torque converter  36  having a torque divider  98  with a lockup clutch  10  reduces the overall size of the component and furthermore reduces production cost. Finally, the torque converter and torque divider  1  with the lockup clutch  10  of the disclosure is applicable for use with vehicles. 
       FIG. 2  is a cross-sectional view of an implementation of the torque converter and torque divider of  FIG. 1 ;  FIG. 3  is an exploded view of the torque converter and torque divider of  FIG. 2 ; and  FIG. 4  is a perspective view of the torque converter and torque divider of  FIG. 2 . In particular,  FIG. 2  is a specific implementation of the torque converter and torque divider  1  of  FIG. 1 . This particular implementation is exemplary and is one of many implementations that are consistent with the disclosure and the schematic of  FIG. 1 . As shown in  FIG. 2 , the prime mover input  108  may be received by a planetary system  190 ; and the prime mover input  108  may also be received by torque converter  136 . In particular, the prime mover input  108  may connect to the torque converter  136  through drive splines  126  that may be arranged on a rotating housing  178 . 
     The rotating housing  178  transfers the rotational torque to the impeller  102 . The impeller  102  is located within the torque converter  136 . The impeller  102  may be arranged on an impeller hub  176 . Also arranged within the torque converter  136  is the turbine  106 . Rotational torque may be hydrodynamically transferred from the impeller  102  to the turbine  106  and consequently may be transferred to a turbine hub  134 . The rotating housing  178  and/or other components may be supported on bearings throughout the structure such as roller bearings  114  and the like. The turbine hub  134  may include a mechanical connection to an output flange  132 . The mechanical connection of the turbine hub  134  to the output flange  132  may be any type of mechanical connection. As shown in  FIG. 2 , the mechanical connection may be in the form of splines on the output flange  132 . Thus, the prime mover input  108  rotates the rotating housing  178 , the impeller  102  of the torque converter  136 , rotates the turbine  106  and the turbine hub  134 , and results in transfer of torque to the output flange  132 . 
     As noted above, the prime mover input  108  is also received by the planetary system  190 . In a particular aspect, the prime mover input  108  may be received directly to a sun gear  118 . The sun gear  118  may rotate one or more planet gears  120 . The one or more planet gears  120  may be held in a planet carrier  124 . The one or more planet gears  120  may drive or be driven by a ring gear  116 . Accordingly, the sun gear  118  drives the one or more planet gears  120  and one more planet gears  120  may rotate the planet carrier  124 . Thus, the torque that is divided between the planetary system  190  and the torque converter  136  is rejoined in planetary system  190 , and more specifically may be rejoined in the planet carrier  124 , transferred to the ring gear  116 , and output by the output shaft  112 . 
     The torque converter  136  may include a stator  104  arranged therein. The stator  104  may include a free-wheel clutch  122  to allow rotation of the stator  104  in one direction and prevent rotation of the stator  104  in the opposite direction. The free-wheel clutch  122  configuration may increase efficiency of the torque converter  136 . 
     Further in  FIG. 2 , the turbine hub  134  includes a lockup clutch  110 . When the lockup clutch  110  is activated, the rotational movement of the rotating housing  178  and the impeller  102  are mechanically locked to the turbine  106  such that the turbine  106  rotates substantially in unison with the impeller  102 . 
     In one particular aspect, the lockup clutch  110  may include one or more friction discs  130  and one or more separation plates  138  arranged therein. The one or more friction discs  130  may rotate with either the turbine  106  or the rotating housing  178 . The one or more separation plates  138  may rotate with the other one of the turbine  106  or the rotating housing  178 . When the lockup clutch  110  is not activated the one or more friction discs  130  and the one or more separation plates  138  may freely move with respect to one another. When the lockup clutch  110  is activated, the one or more separation plates  138  and the one or more friction discs  130  are pressed against one another such that they no longer freely rotate with respect to one another. The lockup clutch  110  may be activated by operation of a lockup piston  128 . The lockup piston  128  may be hydraulically activated or deactivated in response to an application of pressurized hydraulic fluid from a pressurized source of hydraulic fluid applied along hydraulic line  142 . 
     Similar to the operation of the disclosure with respect to  FIG. 1 , operation of the torque converter and torque divider  100  may include two operational modes: a starting or normal operation wherein the lockup clutch  110  is not activated; and a direct drive mode when the lockup clutch  110  is activated. More specifically, during the starting or normal operation, power or torque from the prime mover utilizes the torque converter  136  and associated torque multiplication where the impeller  102  rotates and multiplies the torque to rotate the turbine  106 . In the direct drive mode, the lockup clutch  110  is actuated to mechanically lock rotation of the impeller  102  and turbine  106  of the torque converter  136 . Accordingly, the impeller  102  and the turbine  106  rotate at substantially the same speed and there are substantially no hydraulic losses. 
     Similar to the operation of the disclosure with respect to  FIG. 1 , operation and activation of the lockup clutch  110  may be controlled by dedicated hardware. The dedicated hardware activating in deactivating the lockup clutch  110  based on a number of factors. The factors can include one or more of prime mover RPM, power, torque, vehicle speed, vehicle acceleration, transmission operation, vehicle inclination, current power needs, and the like. 
     The resulting operation of the torque converter and torque divider  100  employing the lockup clutch  110  in conjunction with the torque divider  198  and the torque converter  136  realizes higher efficiency, greater fuel economy, and reduced hydraulic losses. Moreover, the lockup clutch  110  together with the torque divider  198  results in a reduced component size and cost of production. Furthermore, the torque converter and torque divider  100  with the lockup clutch  110  is applicable for use with vehicles. 
       FIG. 5  is another schematic of a torque converter and torque divider in accordance with the disclosure. In particular,  FIG. 5  shows a torque converter and torque divider  300  that includes a prime mover input  308  and a torque converter output  312 . The torque converter and torque divider  300  further includes a torque divider  398  that splits the torque from the prime mover input  308  within the torque converter and torque divider  300 . Additionally,  FIG. 5  shows a lockup clutch  310  that locks one or more rotationally driven components of the torque converter and torque divider  300 . More specifically, the lockup clutch  310  together with the torque divider  398 , increases efficiency, improves fuel economy, and reduces hydraulic losses. Moreover, the lockup clutch  310  together with the torque divider  398  results in a reduced component size and cost of production. Furthermore, the torque converter and torque divider  300  with the lockup clutch  310  is applicable for use with vehicles. 
     In a particular aspect, the lockup clutch  310  may be activated and lock rotation of one or more rotational components of the torque converter and torque divider  300 . As shown in  FIG. 5 , the lockup clutch  310  when activated locks rotation of the prime mover input  308  to the torque converter output  312 . Accordingly, the losses generated in the torque converter  336  are substantially reduced when the lockup clutch  310  is activated. 
     The torque converter  336  includes an impeller  302 , a stator  304 , and a turbine  306 . The impeller  302  may rotate as shown in the schematic of  FIG. 5  in conjunction with the prime mover input  308 . The rotation of the impeller  302  may generate a hydrodynamic fluid coupling within the torque converter  336  and accordingly rotate turbine  306 . The stator  304  may be interposed between the impeller  302  and the turbine  306 . The stator  304  may positively and efficiently alter the fluid flow between the turbine  306  and the impeller  302 . The stator  304  may be rigidly mounted within the torque converter  336 . However, in the aspect shown in  FIG. 5 , the stator  304  is configured to rotate within the torque converter  336 . Additionally, the stator  304  may also include a mechanism to limit the rotational movement within the torque converter  336 . In one aspect shown in  FIG. 5 , the stator  304  may include a freewheel clutch  322 . The freewheel clutch  322  may allow for rotation of the stator  304  in a desired direction and prevent rotation of the stator  304  in the opposite direction. 
     The torque divider  398  splits the torque that is input by the prime mover input  308 . In the aspect shown in  FIG. 5 , the torque divider  398  splits the torque between the impeller  302  and a planetary system  390 . More specifically, the torque from the prime mover input  308  is split to generate an impeller input torque  394  and a planetary system input torque  396 . 
     The impeller input torque  394  may be transferred to the impeller  302 . The impeller  302  rotates within the torque converter  336  in response to the impeller input torque  394  and hydrodynamically couples with the turbine  306  to rotate the turbine  306 . Rotation of the turbine  306  generates a turbine output torque  392 . The turbine output torque  392  may then be input to the planetary system  390 . 
     When the lockup clutch  310  is activated, rotation of the prime mover input  308  produces a lockup clutch torque  387 . The lockup clutch torque  387  may be input and accordingly tied to the torque converter output  312 . 
     The planetary system input torque  396  is input to the planetary system  390 . Within the planetary system  390 , the turbine output torque  392  and the planetary system input torque  396  are combined and result in a planetary output torque  388 . The planetary output torque  388 , together with the lockup clutch torque  387 , when the lockup clutch  310  is activated, may result in the torque converter output  312 . On the other hand, the planetary output torque  388 , when the lockup clutch  310  is deactivated, may result in the torque converter output  312 . This resulting torque converter output  312  may be generated prior to being input to a transmission. The torque converter output  312  may then be used to drive the load of the vehicle, is input to a vehicle transmission, and/or the like. 
     In a particular aspect, the planetary system input torque  396  may be used to drive a sun gear  318  of the planetary system  390 . The planetary system  390  may have a planet gear  320 . The turbine output torque  392  may be used to drive a planet carrier  324  of the planetary system  390 . Within the planetary system  390 , the planetary system input torque  396  and the turbine output torque  392  may be combined and output from a ring gear  316  as the aforementioned planetary output torque  388 . 
     Although the torque divider  398  is described in conjunction with the planetary system  390 , other types of torque dividing systems are contemplated as well. Moreover, the details of the planetary system  390  can be implemented utilizing other configurations and arrangements of gearing. 
     Similar to other aspects described herein, operation of the torque converter and torque divider  300  may include two operational modes: a starting or normal operation wherein the lockup clutch  310  is not activated; and a direct drive mode when the lockup clutch  310  is activated. More specifically, during the starting or normal operation, power or torque from the prime mover input  308  utilizes the torque converter  336  and associated torque multiplication where the impeller  302  rotates and multiplies the torque to rotate the turbine  306 . In the direct drive mode, the lockup clutch  310  is actuated to mechanically lock the prime mover input  308  to the torque converter output  312 . Accordingly, the impeller  302  and turbine  306  rotation transfers limited torque and there are substantially no hydraulic losses. 
     Similar to that as described above, operation and activation of the lockup clutch  310  may be controlled by dedicated hardware. The dedicated hardware activating in deactivating the lockup clutch  310  based on a number of factors. The factors can include one or more of prime mover RPM, power, torque, vehicle speed, vehicle acceleration, transmission operation, vehicle inclination, current power needs, and the like. 
     The resulting operation of the torque converter and torque divider  300  employing the lockup clutch  310  in conjunction with the torque divider  398  and the torque converter  336  realizes higher efficiency, greater fuel economy, and reduced hydraulic losses. Moreover, a torque converter  336  having a torque divider  398  with a lockup clutch  310  reduces the overall size of the component and furthermore reduces production cost. Finally, the torque converter and torque divider  300  with the lockup clutch  310  of the disclosure is applicable for use with earthmoving and mining machines. 
       FIG. 6  is another aspect of a torque converter and torque divider in accordance with aspects of the disclosure. In particular,  FIG. 6  shows a torque converter and torque divider  400  that includes a prime mover input  408  and a torque converter output  412 . The torque converter and torque divider  400  further includes a torque divider  498  that splits the torque from the prime mover input  408  within the torque converter and torque divider  400 . Additionally,  FIG. 6  shows a lockup clutch  410  that locks one or more rotationally driven components of the torque converter and torque divider  400 . More specifically, the lockup clutch  410  together with the torque divider  498 , increases efficiency, improves fuel economy, and reduces hydraulic losses. Moreover, the lockup clutch  410  together with the torque divider  498  results in a reduced component size and cost of production. Furthermore, the torque converter and torque divider  400  with the lockup clutch  410  is applicable for use with vehicles. 
     In a particular aspect, the lockup clutch  410  may be activated and lock rotation of one or more rotational components of the torque converter and torque divider  400 . As shown in  FIG. 6 , the lockup clutch  410  when activated locks rotation of the prime mover input  408  to the torque converter output  412 . Accordingly, the losses generated in the torque converter  436  are substantially reduced when the lockup clutch  410  is activated. 
     The torque converter  436  includes an impeller  402 , a stator  404 , and a turbine  406 . The impeller  402  may rotate as shown in the schematic of  FIG. 6  in conjunction with the prime mover input  408 . The rotation of the impeller  402  may generate a hydrodynamic fluid coupling within the torque converter  436  and accordingly rotate turbine  406 . The stator  404  may be interposed between the impeller  402  and the turbine  406 . The stator  404  may positively and efficiently alter the fluid flow between the turbine  406  and the impeller  402 . The stator  404  may be rigidly mounted with stator structure  422  within the torque converter  436 . However, the stator  404  may alternatively be configured to rotate within the torque converter  436  and/or may also alternatively include a mechanism to limit the rotational movement within the torque converter  436 . 
     The torque divider  498  splits the torque that is input by the prime mover input  408 . In the aspect shown in  FIG. 6 , the torque divider  498  splits the torque in a planetary system  490 . More specifically, the torque from the prime mover input  408  is split to generate an impeller input torque  494  and a planetary system output torque  488 . 
     The impeller input torque  494  may be transferred to the impeller  402 . The impeller  402  rotates within the torque converter  436  in response to the impeller input torque  494  and hydrodynamically couples with the turbine  406  to rotate the turbine  406 . Rotation of the turbine  406  generates a turbine output torque  492 . In particular the turbine output torque  492  may connect through a one-way clutch  480  to provide torque to the torque converter output  412 . 
     The planetary system input torque  496  is input to the planetary system  490 . The planetary system  490  outputs the impeller input torque  494  and also outputs the planetary system output torque  488 . The prime mover input  408  may also provide torque through the lockup clutch  410 . When the lockup clutch  410  is activated, the torque converter and torque divider  400  generates the lockup clutch torque  487 . 
     The combination of the lockup clutch torque  487 , the planetary system output torque  488  and the turbine output torque  492  may be combined to result in torque converter output  412 . This resulting torque converter output  412  may be generated prior to being input to a transmission. The torque converter output  412  may then be used to drive the load of the vehicle, is input to a vehicle transmission, and/or the like. 
     In a particular aspect, the planetary system input torque  496  may be used to drive a ring gear  416  of the planetary system  490 . The planetary system  490  may include a planet gear  420 . A planet carrier  424  of the planetary system  490  may output the impeller input torque  494 . Within the planetary system  490 , the sun gear  418  may output the aforementioned planetary system output torque  488 . 
     Although the torque divider  498  is described in conjunction with the planetary system  490 , other types of torque dividing systems are contemplated as well. Moreover, the details of the planetary system  490  can be implemented utilizing other configurations and arrangements of gearing. 
     In a similar manner as described above, the torque converter and torque divider  400  may include two operational modes: a starting or normal operation wherein the lockup clutch  410  is not activated; and a direct drive mode when the lockup clutch  410  is activated. More specifically, during the starting or normal operation, power or torque from the prime mover input  408  utilizes the torque converter  436  and associated torque multiplication where the impeller  402  rotates and multiplies the torque to rotate the turbine  406 . In the direct drive mode, the lockup clutch  410  is actuated to mechanically lock the prime mover input  408  to the torque converter output  412 . Accordingly, there are substantially no hydraulic losses. 
     Additionally, operation and activation of the lockup clutch  410  may be controlled by dedicated hardware. The dedicated hardware activating in deactivating the lockup clutch  410  based on a number of factors. The factors can include one or more of prime mover RPM, power, torque, vehicle speed, vehicle acceleration, transmission operation, vehicle inclination, current power needs, and the like. 
     The resulting operation of the torque converter and torque divider  400  employing the lockup clutch  410  in conjunction with the torque divider  498  and the torque converter  436  realizes higher efficiency, greater fuel economy, and reduced hydraulic losses. Moreover, the torque converter  436  having the torque divider  498  with a lockup clutch  410  reduces the overall size of the component and furthermore reduces production cost. Finally, the torque converter and torque divider  400  with the lockup clutch  410  of the disclosure is applicable for use with earthmoving and mining machines. 
     INDUSTRIAL APPLICABILITY 
     The disclosure is universally applicable as a torque converter having a torque divider for many types of off highway vehicles, such as, for example, machines associated with industries such as mining, construction, farming, transportation, etc. For example, the vehicle may be an earth-moving machine, such as a track type tractor, track loader, wheel loader, excavator, dump truck, backhoe, motor grader, material handler, etc. Additionally, one or more implements may be connected to the vehicle, which may be used for a variety of tasks, including, for example, brushing, compacting, grading, lifting, loading, plowing, ripping, and include, for example, augers, blades, breakers/hammers, brushes, buckets, compactors, cutters, forked lifting devices, grader bits and end bits, grapples, moldboards, rippers, scarifiers, shears, snow plows, snow wings, etc. 
     Further in accordance with various embodiments of the disclosure, the methods described herein are intended for operation with dedicated hardware implementations including, but not limited to, PCs, PDAs, semiconductors, application specific integrated circuits (ASIC), programmable logic arrays, cloud computing devices, and other hardware devices constructed to implement the methods described herein. 
     It should also be noted that the hardware implementations may include software implementations that are optionally stored on a tangible storage medium, such as: a magnetic medium such as a disk or tape; a magneto-optical or optical medium such as a disk; or a solid state medium such as a memory card or other package that houses one or more read-only (non-volatile) memories, random access memories, or other re-writable (volatile) memories. A digital file attachment to email or other self-contained information archive or set of archives is considered a distribution medium equivalent to a tangible storage medium. Accordingly, the disclosure is considered to include a tangible storage medium or distribution medium, as listed herein and including art-recognized equivalents and successor media, in which the software implementations herein are stored. 
     The many features and advantages of the disclosure are apparent from the detailed specification, and, thus, it is intended by the appended claims to cover all such features and advantages of the disclosure which fall within the true spirit and scope of the disclosure. Further, since numerous modifications and variations will readily occur to those skilled in the art, it is not desired to limit the disclosure to the exact construction and operation illustrated and described, and, accordingly, all suitable modifications and equivalents may be resorted to that fall within the scope of the disclosure.