Motor vehicle drive with a 6-cylinder engine

Abstract

Motor vehicle powertrain with an internal combustion engine designed as a 6-cylinder engine (250) which has a maximum engine torque M mot,maxhas, and with an engine output shaft or crankshaft (18) and with a transmission input shaft (66), and with a torque converter device (1) comprising a converter housing (16) which is coupled to the engine output shaft or crankshaft (18), in particular in a rotationally fixed manner, wherein this torque converter device (1) comprises a converter lock-up clutch (14), a torsional vibration damper (10) and a converter torus (12) formed by a pump impeller (20), a turbine impeller (24) and a guide wheel (22), wherein the torsional vibration damper (10) further comprises a first energy storage device (38) comprising one or more first energy storage devices (42), and a second energy storage device (40) comprising one or more second energy storage devices (44) and which is connected in series with the first energy storage device (38),and wherein a first component (46) connected in series with these two energy storage devices (38, 40) is provided between this first (38) and this second energy storage device (40), and wherein the turbine wheel (24) has an outer turbine shell (26) which is non-rotatably connected to the first component (46), wherein the torque converter device (1) further comprises a third component (62) which is coupled, in particular non-rotatably, to the transmission input shaft (66), which is adjacent to the torque converter device (1), and is connected in series with the second energy storage device (40) and the transmission input shaft (66), so that a torque can be transmitted from the second energy storage device (40) to the transmission input shaft (66) via the third component (62),wherein, in the case of a transmission of torque via the first component (46), a first moment of inertia J1 opposes a change in this torque transmitted via the first component (46), and wherein, in the case of a transmission of torque via the third component (62), a second moment of inertia J2 opposes a change in this torque transmitted via the third component (62), characterized in that the spring rate c1 [in the unit Nm / °] of the first energy storage device (38) is greater than or equal to the product of the maximum motor torque M, mot,max [in the unit Nm] of the internal combustion engine (250) and the factor 0.03 [1 / °] and less than or equal to the product of the maximum engine torque Mmot,max [in the unit Nm] of the internal combustion engine (250) and the factor 0.05 [1 / °], and that the spring rate c2 [in the unit Nm / °] of the second energy storage device (40) is greater than or equal to the product of the maximum engine torque M mot,max[in the unit Nm] of the internal combustion engine (250) and the factor 0.06 [1 / °] is less than or equal to the product of the maximum engine torque M mot,max [in unit Nm] of the internal combustion engine (250) and the factor 0.1 [1 / °], and that the sum of the spring rate c1 [in unit Nm / rad] of the first energy storage device (38) and the spring rate c2 [in unit Nm / rad] of the second energy storage device (40), on the one hand, and the first moment of inertia J1 [in unit kg*m 2 ], on the other hand, the calculated quotient is greater than or equal to 17765 N*m / (rad*kg*m 2 ) and less than or equal to 111033 N*m / (rad*kg*m 2 ) is; and that the sum of the spring rate c2 [in unit 1 / rad] of the second energy storage device (40) and the spring rate c GEW [in units 1 / rad] of the transmission input shaft (66), on the one hand, and the second moment of inertia J2 [in units kg*m 2], on the other hand, the calculated quotient is greater than or equal to 3158273 N*m / (rad*kg*m) 2 ) and less than or equal to 12633094 N*m / (rad*kg*m) 2 ) is.

Description

[0001] The invention relates to a motor vehicle powertrain with an internal combustion engine designed as a 6-cylinder engine according to the preamble of claim 1. In particular, the invention relates to a motor vehicle powertrain with an internal combustion engine designed as a 6-cylinder engine, wherein the motor vehicle powertrain has a torque converter device comprising a converter lock-up clutch, a torsional vibration damper, and a converter torus formed by a pump impeller, a turbine impeller, and a guide wheel, wherein the torsional vibration damper further comprises a first energy storage device and a second energy storage device, and wherein a first component connected in series with these two energy storage devices is provided between this first and this second energy storage device, and wherein the turbine impeller has an outer turbine shell which is rotationally fixed to the first component.

[0002] From DE 103 58 901 A1, a torque converter device is known which has a converter lock-up clutch, a torsional vibration damper, and a converter torus formed by a pump impeller, a turbine impeller, and a guide wheel, and which is presumably intended for a motor vehicle powertrain. In the designs according to the Fig. 1, Fig. 4 and 5 of DE 103 58 901 A1 further appears to provide a first component connected in series with a first and a second energy storage device of the torsional vibration damper, which is rotationally fixed to the outer turbine shell of the turbine wheel.

[0003] DE 195 04 935 A1 is cited as another state of the art.

[0004] The invention is based on the objective of designing a motor vehicle drive train comprising a 6-cylinder engine and a torque converter device in such a way that, with regard to its vibration behavior or torsional vibration behavior, it is well suited for motor vehicles that are intended to offer a comfortable driving experience.

[0005] According to the invention, a motor vehicle powertrain according to claim 1 is proposed in particular. Preferred embodiments are the subject of the dependent claims.

[0006] In particular, a motor vehicle powertrain is proposed that features a 6-cylinder engine, or rather, an internal combustion engine designed as a 6-cylinder engine. This internal combustion engine, or rather this 6-cylinder engine, has a maximum engine torque M mot,maxThe motor vehicle powertrain further comprises an engine output shaft or crankshaft, and a transmission input shaft. The motor vehicle powertrain also comprises a torque converter device. This torque converter device has a converter housing that is coupled to the engine output shaft or crankshaft, preferably in a rotationally fixed manner. The torque converter device further comprises a converter lock-up clutch, a torsional vibration damper, and a converter torus formed by a pump impeller, a turbine impeller, and a stator. This torsional vibration damper comprises a first energy storage device and a second energy storage device connected in series with this first energy storage device. The first energy storage device comprises one or more first energy storage elements.The first energy storage device consists of one or more first energy storage units, and the second energy storage device comprises one or more second energy storage units or is itself formed by one or more second energy storage units. A first component, connected in series with both energy storage devices, is provided between the first and second energy storage devices. This is configured so that torque can be transmitted from the first energy storage device to the second energy storage device via this first component.

[0007] It should be noted that in prior publications, a device referred to here as a "converter torus" is sometimes described as a "(hydrodynamic torque) converter"; however, the term "(hydrodynamic torque) converter" is also sometimes used in prior publications for devices comprising a torsional vibration damper, a converter lock-up clutch, and a device formed by a pump impeller, a turbine impeller, and a guide vane, or—in the terminology of the present disclosure—a converter torus. Against this background, the terms "(hydrodynamic) torque converter device" and "converter torus" are used in the present disclosure for better distinction.

[0008] The turbine wheel has an outer turbine shell that is rotationally fixed to the first component. Furthermore, the torque converter device has a third component that is preferably rotationally fixed to the transmission input shaft, particularly the one adjacent to the torque converter device. For example, the third component can be directly coupled to the transmission input shaft, preferably rotationally fixed. Alternatively, the third component can be coupled to the transmission input shaft, preferably rotationally fixed, via one or more intermediate components. The third component is connected in series with the second energy storage device and the transmission input shaft, so that torque can be transmitted from the second energy storage device to the transmission input shaft via the third component.The third component is therefore located specifically between the second energy storage device and the transmission input shaft.

[0009] When a torque is transmitted via the first component, a first moment of inertia opposes any change in this transmitted torque. This first moment of inertia is therefore composed, in particular, of the moment of inertia of the first component itself, as well as the moments of inertia of one or more additional components that are coupled to the first component in such a way that their respective moments of inertia also oppose any change in the torque transmitted via the first component. Such couplings can, for example, be rotationally rigid couplings – especially with regard to rotation about the axis of rotation of the torsional vibration damper.It was previously mentioned that the first moment of inertia opposes any change in the torque transmitted via the first component when a torque is transmitted through it; it should be noted that it is also specifically provided that, when no torque is transmitted via the first component, the first moment of inertia opposes the transmission of a torque via the first component. The first component is preferably a flange or sheet metal, and it is particularly preferred that the outer turbine shell and / or an inner turbine shell and / or blades or a blading of the turbine wheel or the turbine is a component or a component of several components that is / are coupled to the first component in such a way that its moment of inertia is incorporated into the first moment of inertia, particularly as one term among several terms.

[0010] When a torque is transmitted via the third component, a second moment of inertia opposes any change in this transmitted torque. This second moment of inertia is therefore composed, in particular, of the moment of inertia of the third component itself, as well as the moments of inertia of one or more other components that are coupled to the third component in such a way that their respective moments of inertia also oppose any change in the torque transmitted via the third component. Such couplings can, for example, be rotationally rigid couplings – especially with respect to rotation about the axis of rotation of the torsional vibration damper.It was previously mentioned that the second moment of inertia counteracts any change in the torque transmitted via the third component when a torque is transmitted via the third component; it should be noted that it is also specifically intended that when no torque is transmitted via the third component, the second moment of inertia counteracts the transmission of a torque via the third component.

[0011] It is stipulated that the motor vehicle powertrain, the torque converter device, the torsional vibration damper, or the first energy storage device is designed such that the spring rate [in Nm / °] of the first energy storage device is greater than or equal to the product of the maximum engine torque [in Nm] of the 6-cylinder engine and the factor 0.014 [1 / °] and less than or equal to the product of the maximum engine torque [in Nm] of the 6-cylinder engine and the factor 0.068 [1 / °]. Expressed as a formula, this means: (M mot,max [Nm] * 0,014 * 1 / °) ≤ c1 ≤ (M mot,max [Nm] * 0.068 * 1 / °), where M mot,max [Nm] is the maximum engine torque of the internal combustion engine or the 6-cylinder engine of the drive train in the unit "Newton times meter" (Nm), and where c1 is the spring rate of the first energy storage device in the unit "Newton times meter divided by degrees" (Nm / °).

[0012] It is further stipulated that the motor vehicle powertrain, the torque converter device, the torsional vibration damper, or the second energy storage device is designed such that the spring rate [in Nm / °] of the second energy storage device is greater than or equal to the product of the maximum engine torque [in Nm] of the 6-cylinder engine and the factor 0.035 [1 / °] and less than or equal to the product of the maximum engine torque [in Nm] of the 6-cylinder engine and the factor 0.158 [1 / °]. Expressed as a formula, this means: (M mot,max [Nm] * 0.035 * 1 / °) ≤ c2 ≤ (M mot,max [Nm] * 0.158 * 1 / °), where M mot,max [Nm] is the maximum engine torque of the internal combustion engine or the 6-cylinder engine of the drive train in the unit "Newton times meter" (Nm), and where c2 is the spring rate of the second energy storage device in the unit "Newton times meter divided by degrees" (Nm / °).

[0013] It is further stipulated that the motor vehicle powertrain or the torque converter device or the torsional vibration damper is designed such that the quotient, which on the one hand is the sum of the spring rate of the first energy storage device [in units Nm / rad] and the spring rate of the second energy storage device [in units Nm / rad] and on the other hand is the first moment of inertia [in units kg*m 2 ] is formed, greater than or equal to 17765 N*m / (rad*kg*m 2 ) and less than or equal to 111033 N*m / (rad*kg*m 2 ) is. Expressed as a formula, this means: 17765 N*m / (rad*kg*m) 2 ) ≤ (c1+c2) / J1 ≤ 111033 N*m / (rad*kg*m 2 ), where c1 is the spring rate of the first energy storage device [in units Nm / rad]; and where c2 is the spring rate of the second energy storage device [in units Nm / rad]; and where J1 is the first moment of inertia [in units kg*m 2] is. As is well known, "rad" indicates the radian measure.

[0014] It is further stipulated that the motor vehicle powertrain, or the torque converter device, or the torsional vibration damper, or the transmission input shaft, is designed such that the quotient, on the one hand, of the sum of the spring rate of the second energy storage device [in units Nm / rad] and the spring rate of the transmission input shaft [in units Nm / rad], and on the other hand, of the second moment of inertia [in units kg*m], is 2 ] is formed, greater than or equal to 3158273 N*m / (rad*kg*m 2 ) and less than or equal to 12633094 N*m / (rad*kg*m) 2 ) is. Expressed as a formula, this is therefore: 3158273 N*m / (rad*kg*m) 2 ) ≤ (c2+c GEW ) / J2 ≤ 12633094 N*m / (rad*kg*m 2 ), where c2 is the spring rate of the second energy storage device [in units Nm / rad]; and where c GEW: the spring rate of the transmission input shaft [in units Nm / rad]; and where J2: the second moment of inertia [in units kg*m 2 ] is.

[0015] According to a preferred embodiment, the transmission input shaft is designed such that its spring rate is greater than or equal to 100 Nm / ° and less than or equal to 350 Nm / °. Expressed as a formula, this preferably means: 100 Nm / ° ≤ c GEW ≤ 350 Nm / °, where c GEW The spring rate of the transmission input shaft [in Nm / °] is given. Specifically, 120 Nm / ° ≤ c GEW ≤ 300 Nm / °; according to another preferred embodiment, 120 Nm / ° ≤ c GEW ≤ 210 Nm / °; according to another preferred embodiment, 130 Nm / ° ≤ c GEW ≤ 150 Nm / °. The spring rate c is particularly preferred. GEW The spring rate of the transmission input shaft is approximately in the range of 140 N*m / ° or is 140 N*m / °. These values ​​of the spring rate c GEWThe transmission input shaft is subject in particular to torsional loads or torsional loads about the central longitudinal axis of the transmission input shaft, or the spring rate c. GEW The spring rate of the transmission input shaft, which acts or is present or manifests itself under torsional load about the central longitudinal axis of the transmission input shaft. The transmission input shaft is rotatably mounted about its central longitudinal axis or axis of rotation.

[0016] It is specifically provided that the torsional vibration damper is rotatable about an axis of rotation (of this torsional vibration damper). In an advantageous embodiment, the axis of rotation of the torsional vibration damper corresponds to the axis of rotation of the transmission input shaft.

[0017] Preferably, a second component, designed, for example, as a sheet metal part or flange, is provided, which is connected in series with the first energy storage device and the first component. In particular, it is provided that the first energy storage device is arranged between this second component and the first component, so that torque can be transmitted from the second component to the first component via the first energy storage device. This second component is preferably provided between the torque converter lock-up clutch and the first energy storage device, so that when the torque converter lock-up clutch is closed, torque transmitted via it can be transmitted to the first energy storage device via the second component. The torque converter lock-up clutch can be rotationally fixed to the converter housing.The torque converter lock-up clutch must be rigidly connected so that, when engaged, torque can be transmitted from the converter housing via the lock-up clutch. The lock-up clutch can, for example, be designed as a multi-plate clutch. It can have a pressing element or a piston, which may be axially movable and hydraulically actuated, for example, by means of which the multi-plate clutch can be engaged. The second component can, for example, be the pressing element or piston of the multi-plate clutch, or be rotationally fixed to this pressing element or piston.

[0018] The first component, advantageously, is a sheet metal part or flange. The third component, advantageously, is also a sheet metal part or flange. This third component can, for example, form a hub or be rotationally fixed to a hub. This hub can, for example, be rotationally fixed to the transmission input shaft or engage with the transmission input shaft in a rotationally fixed manner.

[0019] Preferably, the second component, or a component rigidly coupled to it, forms an input part of the first energy storage device. It can be provided, in particular, that this second component, or a component rigidly coupled to it, engages with the first energy storage elements of the first energy storage device, or with (first) end faces of the first energy storage device, particularly on the input side. Furthermore, it is particularly provided that the first component, or a component rigidly connected to this first component, engages with the first energy storage elements of the first energy storage device, or with (second, different from the first) end faces of the first energy storage elements of the first energy storage device, particularly on the output side. Furthermore, it is particularly provided that this first component...A component (or possibly a further component) non-rotatably connected to this first component – ​​and in particular on the input side – engages with or connects to the second energy storage elements of the second energy storage device or to the (first) end faces of the second energy storage elements of the second energy storage device. Furthermore, it is specifically provided that the third component, or a component non-rotatably connected to this third component – ​​and in particular on the output side – engages with or connects to the second energy storage elements of the second energy storage device or to (second, different from the first) end faces of the second energy storage device.

[0020] According to a preferred embodiment, the first energy storage device comprises several first energy storage devices or consists of several first energy storage devices. According to a preferred embodiment, the first energy storage devices are coil springs or arc springs. It is possible that all of these first energy storage devices are connected in parallel. According to a further embodiment, the first energy storage devices, or all of them, are arranged circumferentially distributed or spaced apart with respect to the circumferential direction of the axis of rotation of the torsional vibration damper. Alternatively, it is possible that several first energy storage devices are arranged circumferentially distributed or spaced apart with respect to the circumferential direction of the axis of rotation of the torsional vibration damper, wherein these circumferentially distributed or spaced-apart first energy storage devices are designed as arc springs or coil springs, and each accommodates one or more further first energy storage devices within it.In a design of the latter type, it can be provided that, in the case of an increasingly increasing load on the first energy storage device from the unloaded state, initially only those first energy storage devices which contain one or more further first energy storage devices inside them store energy, and the first energy storage devices contained inside them only store energy when the load on the first energy storage device is above a predetermined limit load or above a predetermined limit moment, or vice versa.

[0021] According to a preferred embodiment, the second energy storage device comprises several second energy storage devices, or consists of several second energy storage devices. According to a preferred embodiment, the second energy storage devices are coil springs, compression springs, or straight springs. It is possible for all of these second energy storage devices to be connected in parallel. According to a further embodiment, the second energy storage devices, or all of them, are arranged circumferentially distributed or spaced apart with respect to the circumferential direction of the axis of rotation of the torsional vibration damper. However, it is also possible for several second energy storage devices to be arranged circumferentially distributed or spaced apart with respect to the circumferential direction of the axis of rotation of the torsional vibration damper, wherein these circumferentially distributed or spaced second energy storage devices are compression springs or straight springs.The second energy storage device is designed as a coil spring and incorporates one or more additional secondary energy storage devices within its interior. In a design of this latter type, it can be provided that, with an increasing load on the second energy storage device from the unloaded state, initially only those secondary energy storage devices that incorporate one or more additional secondary energy storage devices within their interior store energy. The secondary energy storage devices incorporated within this interior only store energy when the load on the second energy storage device exceeds a predetermined limit load or a predetermined limit torque, or vice versa.

[0022] Preferably, the first energy storage devices or the first energy storage device are arranged radially outside the second energy storage devices or the second energy storage device; this refers in particular to the radial direction of the axis of rotation of the torsional vibration damper.

[0023] The spring rate of the first energy storage device is, in particular, the spring rate or equivalent spring rate that acts, is present, or manifests itself under torque loads on this first energy storage device, specifically under torque loads acting on the first energy storage device about the axis of rotation of the torsional vibration damper. The spring rate of the first energy storage device is determined, in particular, by the spring rates of the first energy storage devices and their arrangement or interconnection; thus, the spring rate of the first energy storage device is, in particular, an equivalent spring rate determined by the spring rates of the first energy storage devices and their arrangement or interconnection.As mentioned, the first energy storage devices are advantageously connected in parallel; however, it can also be provided, for example, that the first energy storage devices are connected in such a way that they essentially form a parallel circuit, with first energy storage devices connected in series in the parallel branches of this parallel circuit formed thereby.

[0024] The spring rate of the second energy storage device is, in particular, the spring rate or equivalent spring rate that acts, is present, or manifests itself under torque loads on this second energy storage device, specifically under torque loads acting on the second energy storage device about the axis of rotation of the torsional vibration damper. The spring rate of the second energy storage device is determined, in particular, by the spring rates of the second energy storage devices and their arrangement or interconnection; thus, the spring rate of the second energy storage device is, in particular, an equivalent spring rate determined by the spring rates of the second energy storage devices and their arrangement or interconnection.As mentioned, the second energy storage devices are advantageously connected in parallel; however, it can also be provided, for example, that the second energy storage devices are connected in such a way that they essentially form a parallel circuit, with second energy storage devices connected in series in the parallel branches of this parallel circuit.

[0025] The first moment of inertia relates in particular to the axis of rotation of the torsional vibration damper. The first component is, for example, a sheet metal part. It may be provided that the outer turbine shell is rotationally fixed to the first component by means of one or more drive elements. In particular, it is provided that the moment of inertia of such a drive element or elements (co-)determines the first moment of inertia, specifically as a summand. In particular, it is provided that the moments of inertia of the component, in particular the first component, or of the components, through which a torque is transmitted from the first energy storage elements of the first energy storage device to the second energy storage elements of the second energy storage device, are determined by the first energy storage element or elements.The first moment of inertia is determined or co-determined by the components connected between the first energy storage units of the first energy storage device and the second energy storage units of the second energy storage device. The aforementioned moments of inertia each relate specifically to the axis of rotation of the torsional vibration damper.

[0026] The second moment of inertia relates specifically to the axis of rotation of the torsional vibration damper. The third component is, for example, a sheet metal part.

[0027] Preferably, the motor vehicle powertrain, the torque converter device, the torsional vibration damper, or the first energy storage device is designed such that: (M mot,max [Nm] * 0.02 * 1 / °) ≤ c1 ≤ (M mot,max [Nm] * 0.06 * 1 / °); or that (M mot,max [Nm] * 0.03 * 1 / °) ≤ c1 ≤ (M mot,max [Nm] * 0.05 * 1 / °).

[0028] Preferably, the motor vehicle powertrain, the torque converter device, the torsional vibration damper, or the second energy storage device is designed such that: (M mot,max [Nm] * 0.04 * 1 / °) ≤ c2 ≤ (M mot,max [Nm] * 0.15 * 1 / °); or that: (Mmot,max[Nm]*0.05*1 / °)≤c2≤(Mmot,max[Nm]*0.13*1 / °);or that applies:(Mmot,max[Nm]*0.06*1 / °)≤c2≤(Mmot,max[Nm]*0.1*1 / °).

[0029] Preferably, the motor vehicle powertrain or the torque converter device or the torsional vibration damper is designed such that: 25000 N*m / (rad*kg*m2)≤(c1+c2) / J1≤105000 N*m / (rad*kg*m2); or that the following applies: 35000 N*m / (rad*kg*m 2 ) ≤ (c1+c2) / J1 ≤ 95000 N*m / (rad*kg*m 2 ); or that the following applies: 40000 N*m / (rad*kg*m 2 ) ≤ (c1+c2) / J1 ≤ 90000 N*m / (rad*kg*m 2 ).

[0030] Preferably, the motor vehicle powertrain or the torque converter device or the torsional vibration damper or the transmission input shaft is designed such that: 3500000 N*m / (rad*kg*m2)≤(c2+cGEW) / J2≤12000000 N*m / (rad*kg*m2); or that the following applies: 4,000,000 N*m / (rad*kg*m) 2 ) ≤ (c2+c GEW ) / J2 ≤ 11000000 N*m / (rad*kg*m 2 ); or that the following applies: 4,500,000 N*m / (rad*kg*m) 2 ) ≤ (c2+c GEW ) / J2 ≤ 10500000 N*m / (rad*kg*m 2 ); or that the following applies: 5,000,000 N*m / (rad*kg*m) 2 ) ≤ (c2+c GEW ) / J2 ≤ 10000000 N*m / (rad*kg*m 2 );

[0031] The following are exemplary designs according to the invention, explained with reference to the figures. It shows: Fig. 1 a schematic view of an exemplary motor vehicle powertrain according to the invention; Fig. 2 a section of an exemplary motor vehicle powertrain according to the invention with a first exemplary hydrodynamic torque converter device, Fig. 3 a section of an exemplary motor vehicle powertrain according to the invention with a second exemplary hydrodynamic torque converter device, Fig. 4 a section of an exemplary motor vehicle powertrain according to the invention with a third exemplary hydrodynamic torque converter device, and Fig. 5 a spring (rotational) mass equivalent circuit diagram of a section of an exemplary motor vehicle drive train according to the invention for the case of the closed converter lock-up clutch.

[0032] Fig. Figure 1 shows a schematic representation of an exemplary motor vehicle powertrain 2 according to the invention. The motor vehicle powertrain 2 comprises an internal combustion engine 250 and a drive shaft, engine output shaft, or crankshaft 18, which can be driven by the internal combustion engine 250. The internal combustion engine 250 has exactly six cylinders 252, or is a 6-cylinder engine 250. The 6-cylinder engine 250 has a maximum engine torque M mot,max a maximum torque can be introduced into the drive train 2, which corresponds to this maximum motor torque M. mot,max corresponds.

[0033] The motor vehicle powertrain 2 has a torque converter device 1 which is designed according to one of the configurations which are based on the Fig. 2 to 4 will be explained.

[0034] The motor vehicle powertrain 2 further comprises a transmission 254, which is, for example, an automatic transmission. The motor vehicle powertrain 2 may also include a transmission output shaft 256, a differential 258, and one or more drive axles 260. The motor vehicle powertrain 2 also includes a transmission input shaft 66 between the torque converter device 1 and the transmission 254. The torque converter device 1, or a component of it, such as the hub 64, is non-rotatably connected to this transmission input shaft 66. The engine output shaft or crankshaft 18 is non-rotatably coupled to the converter housing 16 of this torque converter device 1. Thus, torque can be transmitted from the drive shaft or engine output shaft or crankshaft 18 via the torque converter device 1 to the transmission input shaft 66.

[0035] The Fig. Figures 2 to 4 show various exemplary hydrodynamic torque converter devices 1, which are used in an exemplary motor vehicle powertrain 2 according to the invention or in the motor vehicle powertrain 2 according to Fig. 1 may be given.

[0036] The in the Fig. The configurations shown in 2 to 4 are part of an exemplary motor vehicle powertrain 2 according to the invention, which includes a [missing information - likely a specific component or configuration]. Fig. 2 to 4 not shown 6-cylinder engines 250 or one in the Fig. 2 to 4 internal combustion engine 250 (not shown), which is designed as a 6-cylinder engine 250 and thus has six cylinders 252. The hydrodynamic torque converter device 1 has a torsional vibration damper 10, a converter torus 12 formed by a pump wheel 20, a turbine wheel 24 and a guide wheel 22, and a converter lock-up clutch 14.

[0037] The torsional vibration damper 10, the converter torus 12, and the converter lock-up clutch 14 are housed in a converter housing 16. The converter housing 16 is essentially rotationally fixed to a drive shaft 18, which is in particular the crankshaft or engine output shaft of an internal combustion engine.

[0038] The converter torus 12 comprises – as mentioned – a pump or impeller 20, a guide vane 22, and a turbine or turbine wheel 24, which interact in a manner known per se. In a manner known per se, the converter torus 12 has a converter torus interior 28, which is designed to receive oil or for oil flow. The turbine wheel 24 has an outer turbine shell 26, which forms a wall section 30 directly adjacent to the torus interior 28 and designed to delimit the torus interior 28. Furthermore, the turbine wheel 24 has an inner turbine shell 262 and turbine blades in a manner known per se. A projection 32 of the outer turbine shell 26 adjoins the wall section 30 directly adjacent to the torus interior 28. This extension 32 has a straight or ring-shaped section 34. This straight orThe ring-shaped section 34 of the extension 32 can, for example, be such that it is essentially straight in the radial direction of the axis of rotation 36 of the torsional vibration damper 10 and - in particular as a ring-shaped section - lies in or spans a plane perpendicular to the axis of rotation 36.

[0039] The torsional vibration damper 10 has a first energy storage device 38 and a second energy storage device 40. The first energy storage device 38 and / or the second energy storage device 40 are, in particular, spring devices.

[0040] In the exemplary embodiments according to the Fig. Paragraphs 2 to 4 provide that the first energy storage device 38 has or is formed by several first energy storage elements 42, such as coil springs or arc springs, arranged in a circumferential direction extending around the axis of rotation 36, and in particular spaced apart from one another. It is possible that all first energy storage elements 42 are of identical design. It is also possible that first energy storage elements 42 of differently designed design are provided.

[0041] The spring rate c1 [in units Nm / °] of the first energy storage device 38 is greater than or equal to the product of the maximum motor torque M mot,max [in the unit Nm] of the 6-cylinder engine 250 and the factor 0.014 [1 / °] and less than or equal to the product of the maximum engine torque [in the unit Nm] of this 6-cylinder engine 250 and the factor 0.068 [1 / °]. Therefore: (M mot,max [Nm] * 0.014 * 1 / °) ≤ c1 ≤ (M mot,max [Nm] * 0.068 * 1 / °), where M mot,max[Nm] is the maximum engine torque of the internal combustion engine or the 6-cylinder engine 250 of the drive train 2 in the unit "newtons times meters" (Nm), and where c1 is the spring rate of the first energy storage device 38 in the unit "newtons times meters divided by degrees" (Nm / °). The specified values ​​or ranges may, for example, also be as described elsewhere in this disclosure.

[0042] The second energy storage device 40 comprises or is formed by several second energy storage elements 44, each designed, for example, as a coil spring, compression spring, or straight spring. In a preferred embodiment, several second energy storage elements 44 are arranged circumferentially spaced apart from one another with respect to the circumferential direction of the axis of rotation 36. It is possible for the second energy storage elements 44 to be identical in design; however, different second energy storage elements 44 can also be designed differently.

[0043] The spring rate c2 [in units Nm / °] of the second energy storage device 40 is greater than or equal to the product of the maximum motor torque M mot,max [in the unit Nm] of the 6-cylinder engine 250 and the factor 0.035 [1 / °] and less than or equal to the product of the maximum engine torque M mot,max [in the unit Nm] of the 6-cylinder engine 250 and the factor 0.158 [1 / °]. Therefore: (Mmot,max [Nm] * 0.035 * 1 / °) ≤ c2 ≤ (M mot,max [Nm] * 0.158 * 1 / °), where M mot,max [Nm] is the maximum engine torque of the internal combustion engine or the 6-cylinder engine 250 of the drive train 2 in the unit "newtons times meters" (Nm), and where c2 is the spring rate of the second energy storage device in the unit "newtons times meters divided by degrees" (Nm / °). The specified values ​​or ranges may, for example, also be as described elsewhere in this disclosure.

[0044] According to the exemplary embodiments according to the Fig. In sections 2 to 4, the second energy storage device 40 is arranged radially within the first energy storage device 38, relative to the radial direction of the axis of rotation 36. The first 38 and the second energy storage device 40 are connected in series. The torsional vibration damper 10 has a first component 46, which is arranged between the first 38 and the second energy storage device 40, or rather, connected in series with the energy storage devices 38 and 40. It is therefore specifically intended that—for example, when the converter lock-up clutch 14 is engaged—torque can be transmitted from the first energy storage device 38 to the second energy storage device 40 via the first component 46; the first component 46 can also be referred to as an intermediate part 46, which is how it will be referred to below.

[0045] In the exemplary embodiments according to the Fig. 2 to 4 it is provided that the outer turbine shell 26 is connected to this intermediate part 46 in such a way that a load, in particular torque and / or force, can be transmitted from the outer turbine shell 26 to the intermediate part 46.

[0046] A drive element 50 is provided between the outer turbine shell 26 and the intermediate section 46, or in the load flow, in particular the torque or force flow, between the outer turbine shell 26 and the intermediate section 46. It is also possible for the extension 32 to form the intermediate section 46 and / or the drive element 50, or to assume their function. It is also possible for the drive element 50 to form a first component or intermediate section that is connected in series in the torque flow between the energy storage devices 38 and 40. Furthermore, it is provided that at least one connecting element 52, 56, or 54 is provided along the load transmission path 48, via which a load or torque can be transmitted from the outer turbine shell 26 to the intermediate section 46. Such a connecting element 52, 56 or 54 can, for example, be a plug connection or a rivet connection or bolt connection (see reference numeral 56 in the Fig. 2 to 4) or a welded joint (see reference numeral 52 in the Fig. 2 to 4) or the like. It should be noted that in Fig. 4 At the point where the welded joint 52 is located, a rivet or bolt connection 54 is additionally shown – to illustrate an alternative design option. This is also intended to clarify that the aforementioned fasteners can be designed differently or combined differently. By means of the corresponding fasteners 52, 54, 56, adjacent components of the load transfer section 48, through which the load can be transferred from the outer turbine shell 26 to the intermediate section 46, are coupled to one another. Thus, in the designs according to the Fig. 2 to 4 of the extension 32 of the outer turbine shell 26 are each non-rotatably coupled to the driver part 50 via a connecting element 52 designed as a welded connection (which according to Fig. 4 alternatively a rivet or bolt connection), and this driver part 50 is coupled to the intermediate part 46 in a rotationally fixed manner via a connecting element 56 designed as a rivet or bolt connection.

[0047] It is provided that all connecting means 52, 54, 56, by means of which adjacent components (such as extension 32 and drive part 50 or drive part 50 and intermediate part 46) are connected along the load transmission path 48 between the outer turbine shell 26 and the intermediate part 46, are spaced apart from the wall section 30 of the outer turbine shell 26 that directly adjoins the torus interior 28. This allows – at least according to the exemplary embodiments – the range of possible connecting means to be increased. For example, it is possible to use not only thin-sheet welding, MAG welding, laser welding, or spot welding as welding processes, but also, for example, friction welding.

[0048] A second component 60 and a third component 62 are connected in series with the first energy storage device 38, the second energy storage device 40, and the intermediate section 46 provided between these two energy storage devices 38 and 40. The second component 60 forms an input section of the first energy storage device 38, and the third component 62 forms an output section of the second energy storage device 40. A load or torque introduced from the second component 60 into the first energy storage device 38 can thus be transmitted on the output side of this first energy storage device 38 via the intermediate section 46 and the second energy storage device 40 to the third component 62.

[0049] The third component 62 engages with a hub 64, forming a rotationally fixed connection. The hub 64 is in turn rotationally fixedly coupled to an output shaft 66 of the torque converter device 1, which is, for example, a transmission input shaft 66 of a motor vehicle transmission. Alternatively, the third component 62 can also form the hub 64. The outer turbine shell 26 is radially supported on the hub 64 by means of a support section 68. The support section 68, which is supported radially on the hub 64, is essentially sleeve-shaped.

[0050] It should be noted that the radial support of the outer turbine shell 26 by means of the support section 68 is such that support forces acting on the outer turbine shell 26 are not transmitted from the support section 68 to the outer turbine shell 26 via the first or second energy storage device 38, 40. The support section 68 is rotatable relative to the hub 64. A sliding bearing, a sliding bearing bushing, a rolling bearing, or the like may be provided between the hub 64 and the support section 68 for radial support. Furthermore, corresponding bearings may be provided for axial support.The connection between the outer turbine shell 26 and the intermediate section 46, already mentioned above, is such that a torque transmissible from the outer turbine shell 26 to the intermediate section 46 can be transmitted from the outer turbine shell 26 to this intermediate section 46 without any of the energy storage devices 38, 40 being provided along the corresponding load transmission path 48. This torque transmission from the outer turbine shell 26 to the intermediate section 46 (via the load transmission path 48) can therefore be effected in particular by means of a substantially rigid connection.

[0051] In the exemplary embodiments according to the Fig. 2 to 4, along the load / force / torque transmission path 48 between the outer turbine shell 26 and the intermediate section 46, two connecting elements are provided, namely a first connecting element 52 or 54 and a second connecting element 56. It should be noted that – with respect to the circumferential direction of the axis of rotation 36 – several first connecting elements 52 or second connecting elements 56 may be provided, or preferably are provided, distributed circumferentially. The first connecting element(s) 52 or 54 (hereinafter referred to as "the first connecting element 52" for simplicity) connect – in particular, rotationally fixed – the extension 32 to the drive element 50, and the second connecting element(s) 56 (hereinafter referred to as "the second connecting element 54" for simplicity) connect – in particular, rotationally fixed – the drive element 50 to the intermediate section 46.

[0052] How Fig. As shown in Figures 2 to 4, the sleeve-like support area 68 can, for example, be a radially inner section of the drive part 50 with respect to the radial direction of the axis of rotation 36.

[0053] The torque converter lock-up clutch 14 is available in the designs according to the Fig. 2 to 4 are each designed as a multi-plate clutch and have a first plate carrier 72, from which first plates 74 are mounted in a rotationally fixed manner, and a second plate carrier 76, from which second plates 78 are mounted in a rotationally fixed manner. When the multi-plate clutch 14 is open, the first plate carrier 72 is relatively movable relative to the second plate carrier 76, such that the first plate carrier 72 can be rotated relative to the second plate carrier 76. The second plate carrier 76 is arranged radially inside the first plate carrier 72 with respect to the radial direction of the axis 36, although the reverse arrangement is also possible. The first plate carrier 72 is rigidly connected to the converter housing 16. For its actuation, the multi-plate clutch 14 has a piston 80 which is arranged to be axially displaceable and which can be actuated – for example, hydraulically – to actuate the multi-plate clutch 14. The piston 80 is fixed orThe first 74 and second 78 plates are connected to the second plate carrier 76 in a rotationally fixed manner, for example by means of a welded connection. The first 74 and second 78 plates alternate along the longitudinal axis of rotation 36. When the piston 80 acts on the plate pack 79 formed by the first 74 and second 78 plates, this plate pack 79 rests against a section of the inner surface of the converter housing 16 on the side opposite the piston 80. Friction linings 81 are provided between adjacent plates 74 and 78, as well as at both ends of the plate pack 79, and are held, for example, by the plates 74 and / or 78. The friction linings 81, which are provided at the end of the lamellar pack 79, can also be held on the inside of the converter housing 16 or on the piston 80 on one and / or the other side.

[0054] In the exemplary embodiments according to the Fig. 2 and Fig. 3 The piston 80 is formed integrally with the second component 60, i.e., the input part of the first energy storage device 38. In the exemplary embodiment according to Fig. 4. The piston 80 is rotationally fixed or rigidly connected to the second component 60 or the input part of the first energy storage device 38, whereby this rigid connection is achieved here by way of welding as an example. In principle, the rotationally fixed connection can also be achieved in other ways; in the embodiments according to the Fig. 2 and Fig. 3. In an alternative design, the piston 80 and the inlet part 60 of the first energy storage device 38 can also be designed as separate parts, rigidly or rotationally fixed to one another – for example, by welding, riveting, or bolting. In the exemplary embodiment according to Fig. 4. To create this (fixed or rotationally fixed) connection, instead of the welded connection, another suitable connection between the piston 80 and the inlet part 60 may be provided, such as a bolt or rivet connection or a plug connection, or alternatively, the piston 80 and the inlet part 60 may be manufactured in one piece from a single part.

[0055] The piston 80 (or second component 60), the first component (or intermediate part 46), the drive part 50, and the third component 62 are each formed from sheet metal. The second component 60 is, in particular, a flange. The first component 46 is, in particular, a flange. The third component 62 is, in particular, a flange.

[0056] In the exemplary embodiment according to Fig. 3. The sheet thickness of the drive element 50 is greater than the sheet thickness of the piston 80 or the input element 60 of the first energy storage device 38. Furthermore, in the exemplary embodiments according to the Fig. 2 to 4 it is provided that the moment of inertia of the drive part 50 is greater than the moment of inertia of the piston 80 or of the input part 60 or of the unit consisting of these parts 60, 80.

[0057] For each of the first energy storage devices 42, a type of housing 82 is formed which extends – with respect to the radial and axial directions of the axis of rotation 36 – at least partially axially and radially outwards on both sides around the respective first energy storage device 42. In the embodiments according to the Fig. In sections 2 to 4, this housing 82 is arranged on the drive element 50. In most applications, the aforementioned rotationally fixed arrangement on the drive element 50 or on the outer turbine shell is more advantageous from a vibration perspective than, for example, a rotationally fixed arrangement on the second component 60. The housing 82 has a cover 264, which is, for example, welded on.

[0058] In the exemplary embodiment according to Fig. 4. The first energy storage devices 42 can each be supported on the housing 82 mentioned above by means of a device 84 comprising rolling elements, such as balls or rollers, which can also be referred to as roller skates, in order to reduce friction. Although this is in the Fig. 2 and Fig. 3 not shown, such a device 84 comprising rolling elements, such as balls or rollers, can also be used for supporting the first energy storage devices 42 or for reducing friction in the designs according to the Fig. 2 and Fig. 3 be provided for accordingly. According to the Fig. 2 and Fig. However, instead of such a roller skate 84, a sliding shell or a sliding shoe 94 is provided here for the low-friction support of the first energy storage devices 42.

[0059] Furthermore, the designs are in accordance with Fig. 2 to 4 a second twist angle limiting device 92 is provided for the second energy storage device 40, by means of which the maximum twist angle or relative twist angle of the second energy storage device 40 or of the input part of the second energy storage device 40 with respect to the output part of the second energy storage device 40 is limited. Here, the maximum twist angle of the second energy storage device 40 is limited by this second twist angle limiting device 92 in such a way as to prevent the second energy storage devices 44, which are in particular springs, from locking up under correspondingly high torque loads. The second twist angle limiting device 92 is - as Fig. Figures 2 to 4 show, for example, that the drive element 50 and the intermediate element 46 are connected in a rotationally fixed manner via a bolt, which is in particular part of the connecting element 56, wherein this bolt extends through an elongated hole provided in the output part of the second energy storage device 40 or in the third component 62. It can also be provided—not shown in the figures—that a first rotation angle limiting device is provided for the first energy storage device 38, by means of which the maximum rotation angle of the first energy storage device 38 is limited in such a way as to prevent the first energy storage elements 42, which are in particular designed as springs, from locking up. In particular, if, as is advantageously the case, the second energy storage elements 44 are straight (compression) springs and the first energy storage elements 42 are arc springs, it can be provided that—as shown in Fig. Figures 2 to 4 show that only a second twist angle limiting device is provided for the second energy storage device 40, since in such designs the risk of damage to curved springs is lower than to straight springs when they come to a stop, and an additional, first twist angle limiting device would increase the number of components or the manufacturing costs.

[0060] In a particularly advantageous form, the designs according to the Fig. 2 to 4 provide that the rotation angle of the first energy storage device 38 is limited to a maximum first rotation angle and the rotation angle of the second energy storage device 40 is limited to a maximum second rotation angle, wherein the first energy storage device 38 reaches its maximum first rotation angle when a first limiting torque is applied to the first energy storage device 38, and wherein the second energy storage device 40 reaches its maximum second rotation angle when a second limiting torque is applied to this second energy storage device 40, wherein this first limiting torque is smaller than this second limiting torque. This can be achieved in particular by appropriately coordinating the two energy storage devices 38, 40 or the energy storage elements 42, 44 of the two energy storage devices 38, 40 - if necessary, respectively.This can be achieved, in particular, with the first and / or second twist angle limiting device. It can be provided that the first energy storage devices 42 lock to their limit at the first limit torque, so that the first energy storage device 38 reaches its maximum first twist angle, and that, by means of a second twist angle limiting device for the second energy storage device 40, it is caused that the second energy storage device 40 reaches its maximum second twist angle at a second limit torque, this maximum second twist angle being reached when the second twist angle limiting device reaches a stop position.

[0061] In this way, good coordination for partial load operation can be achieved in particular.

[0062] It should be noted that the angle of rotation of the first energy storage device 38 and the second energy storage device 40 – and the same applies to the maximum first and maximum second angles of rotation – is, strictly speaking, the relative angle of rotation with respect to the circumferential direction of the axis of rotation 36 of the torsional vibration damper 10, which exists between the unloaded rest position and the components directly adjacent to the respective energy storage device 38 and 40 on the input and output sides for torque transmission. This angle of rotation, which is limited – particularly in the manner mentioned – by the respective maximum angle of rotation, can change, in particular, when the energy storage elements 42 and 44 of the respective energy storage device 38 and 40 absorb or release stored energy.

[0063] Oil is present in particular in the converter torus12 as well as outside the converter torus12 within the converter housing 16.

[0064] In the designs according to the Fig. In sections 2 to 4, the piston 80, or the second component, or the input part 60 of the first energy storage device 38, forms several circumferentially distributed tabs 86, each having a non-free end 88 and a free end 90, and which are intended for the end-face, input-side loading of a respective first energy storage device 42. The non-free end 88 is arranged radially within the free end 90 of this respective tab 86 with respect to the radial direction of the axis of rotation 36.

[0065] As the Fig. Figures 2 to 4 show that, with reference to the radial direction of the axis 36 of the torsional vibration damper 10, the radial extent of the driver part 50 can be greater than the mean radial distance of the first energy storage device(s) 42 from the second energy storage device(s) 44.

[0066] In the designs according to the Fig. 2 to 4 each stipulate that the transmission input shaft 66 is designed such that the spring rate c GEW The spring rate of the transmission input shaft 66 is in the range of 100 Nm / ° to 350 N*m / °. However, the specified values ​​or ranges may also be as described elsewhere in this disclosure. The spring rate c GEW The transmission input shaft 66 is in particular the one that acts when the transmission input shaft 66 is subjected to torsion about its central longitudinal axis.

[0067] When a torque is transmitted via the first component 46, a first moment of inertia J1 opposes any change in this torque transmitted via the first component 46. When a torque is transmitted via the third component 62, a second moment of inertia J2 opposes any change in this torque transmitted via the third component 62.

[0068] In the designs according to the Fig. 2 to 4 each provide that the motor vehicle powertrain 2 or the torque converter device 1 or the torsional vibration damper 10 is designed such that the quotient, which on the one hand is the sum (c1+c2) of the spring rate c1 of the first energy storage device 38 [in units Nm / rad] and the spring rate c2 of the second energy storage device 40 [in units Nm / rad] and on the other hand is the first moment of inertia J1 [in units kg*m 2 ] is formed, greater than or equal to 17765 N*m / (rad*kg*m 2) and less than or equal to 111033 N*m / (rad*kg*m 2 ) is. Expressed as a formula, this means: 17765 N*m / (rad*kg*m) 2 ) ≤ (c1+c2) / J1 ≤ 111033 N*m / (rad*kg*m 2 ), where c1: the spring rate of the first energy storage device is 38 [in units Nm / rad]; and where c2: the spring rate of the second energy storage device is 40 [in units Nm / rad]; and where J1: the first moment of inertia [in units kg*m 2 ] is. The specified values ​​or ranges may, for example, also be as described elsewhere in this revelation.

[0069] Furthermore, the designs must comply with the Fig. 2 to 4 each provide that the motor vehicle powertrain 2 or the torque converter device 1 or the torsional vibration damper 10 is designed such that the quotient which on the one hand is the sum (c1+c GEW) the spring rate c2 of the second energy storage device 40 [in the unit Nm / rad] and the spring rate c GEW the transmission input shaft 66 [in units Nm / rad] and on the other hand from the second moment of inertia J2 [in units kg*m 2 ] is formed, greater than or equal to 3158273 N*m / (rad*kg*m 2 ) and less than or equal to 12633094 N*m / (rad*kg*m) 2 ) is. Expressed as a formula, this is therefore: 3158273 N*m / (rad*kg*m) 2 ) ≤ (c2+c GEW ) / J2 ≤ 12633094 N*m / (rad*kg*m 2 ), where c2: the spring rate of the second energy storage device is 40 [in the unit Nm / rad]; and where c GEW : the spring rate of the transmission input shaft 66 [in units Nm / rad] is; and where J2: the second moment of inertia [in units kg*m 2 ] is. The specified values ​​or ranges may, for example, also be as described elsewhere in this revelation.

[0070] In the designs according to the Fig. 2 to 4 may in particular be provided that the first moment of inertia J1 is essentially composed of the moments of inertia of the following components: outer turbine shell 26 with extension 32, inner turbine shell 262, turbine blades or blading of the turbine or turbine wheel 24, drive part 50 with housing 82 and housing cover 264, first component 46, first or first connecting element 52 or 54, second or second connecting element 56, sliding shell(s) 94 or roller skate(s) 82, optionally proportionally to arc springs 42, optionally proportionally to compression springs 44, optionally proportionally to oil or oil which is in the arc spring channel(s), and optionally proportionally to oil or oil which is in the turbine or which is in the turbine. The moments of inertia refer in particular to the axis of rotation 36.

[0071] Furthermore, the designs can be implemented according to the Fig. 2 to 4 in particular provide that the second moment of inertia J2 is essentially composed of the moments of inertia of the following components: flange or third component 62, hub 64, which may also be formed in one piece with the flange 62, and optionally proportionally the gearbox input shaft 66, and optionally proportionally compression springs 44 and optionally a disc spring (not shown) for a targeted hysteresis, and optionally shaft retaining rings and / or sealing elements.

[0072] Fig. Figure 5 shows a spring-(rotational) mass equivalent circuit diagram of a part of an exemplary motor vehicle drive train 2 according to the invention or of the design according to Fig. 1 with a design according to Fig. 2 or according to Fig. 3 or according to Fig. 4, in the case of the closed torque converter lock-up clutch.

[0073] The system can, especially when viewed ideally, be seen as a series circuit with a first, motor-side (rotating) mass 266, a clutch 268, a (two) (rotating) mass 270 connected between the clutch 268 and this first spring 272 on the input side of a first spring 272, the aforementioned first spring 272, a (third) (rotating) mass 274 connected between the first 272 and a second spring 276, the aforementioned second spring 276, a (fourth) (rotating) mass 278 connected between this second spring 276 and a third spring 280, and the aforementioned third spring 280.

[0074] The section formed by the series connection of the first spring 272, the (third) (rotational) mass 274, the second spring 276, the (fourth) (rotational) mass 278 and the (third) spring 280 forms - especially when considered ideally - a spring-(rotational) mass equivalent circuit for the first energy storage device 38, the connection of the first 38 and second energy storage device 40, the second energy storage device 40, the connection of the second energy storage device 40 with the transmission input shaft 66, and the transmission input shaft 66.

[0075] In the following, some exemplary further developments of the exemplary designs, advantages, and effects of the invention, which may or are present at least in further developments of the invention and which were previously explained with reference to the figures, will be explained – partly repeating some points:

[0076] Often, good or even optimal insulation performance is required when the lock-up clutch is fully engaged to achieve low or even minimal fuel consumption and CO2 emissions. It may be desirable for this goal to be achieved within a defined partial load range, in which the combustion engine primarily operates. The insulation required for good noise and vibration comfort can be achieved during less frequent high loads and at full load by using an additional slipping lock-up clutch.

[0077] The torque converter device 1, or torque converter 1 with the torsional dampers or energy storage devices 38, 40, forms a torsional vibration system together with the engine 250 and the vehicle's drivetrain 2. The mode shapes of this torsional vibration system are excited due to the rotational uniformity of the internal combustion engine 250. Each mode shape of the system has a corresponding natural frequency. If this natural frequency coincides with the rotational frequency of the internal combustion engine 250, the system oscillates in resonance, i.e., with maximum amplitude. It is often advantageous to avoid high amplitudes because these can manifest as disturbing vibrations and noise. The natural frequencies of the system depend on the torsional stiffnesses and rotational masses within the system. Therefore, the spring-bearing components are designed, in particular, such that a large mass is created between the torsional dampers or energy storage devices 38, 40.a large moment of inertia. Furthermore, the spring-guiding components between the lock-up clutch and the torsional damper, and those between the torsional damper and the transmission input shaft, are designed to minimize mass. This results in only a slight excitation of the system's natural frequencies within the operating range of the 250 internal combustion engine. Isolation, provided by the damper's support, occurs between the primary and secondary sides (=> turbine against the increased moment of inertia).

[0078] The arrangement of the double damper or torsional vibration damper achieves improved isolation at low speeds when the clutch is closed, due to the low to medium stiffnesses of the outer damper or first energy storage device and the inner damper or second energy storage device connected in series.

[0079] At higher speeds, increased friction can lead to increased stiffness of the outer damper or the first energy storage device 38; in this case, the internal damper or second energy storage device 40 connected in series (especially frictionless) leads to a more favorable vibration behavior in the upper speed range.

[0080] A significant improvement in the dual damper or torsional vibration damper is achieved by designing a torsional damper or energy storage device specifically for the partial load range (low moment), enabling a very low spring stiffness of the torsional damper or energy storage device in this range. This reduces the deflection forces acting between the elastic element and the housing (shell), and the lower mass of the spring element also results in less friction between the spring element and the housing (shell) due to reduced centrifugal force. This improves isolation. These measures achieve a controlled two-mass vibration behavior of the converter housing relative to the turbine.

[0081] By using a sliding or rolling element bearing (sliding shoe / recirculating ball shoe or roller shoe), the friction of the outer elastic element or the first energy storage device 42 is reduced across the entire speed range. This, in combination with the internal damper or second energy storage device 40 connected in series, results in a further improvement in insulation.

Claims

[1] Motor vehicle powertrain with an internal combustion engine designed as a 6-cylinder engine (250) which has a maximum engine torque M mot,maxhas, and with an engine output shaft or crankshaft (18) and with a transmission input shaft (66), and with a torque converter device (1) comprising a converter housing (16) coupled to the engine output shaft or crankshaft (18), in particular in a rotationally fixed manner, wherein this torque converter device (1) comprises a converter lock-up clutch (14), a torsional vibration damper (10) and a converter torus (12) formed by a pump impeller (20), a turbine impeller (24) and a guide wheel (22), wherein the torsional vibration damper (10) further comprises a first energy storage device (38) comprising one or more first energy storage devices (42), and a second energy storage device (40) comprising one or more second energy storage devices (44) and connected in series with the first energy storage device (38),and wherein a first component (46) connected in series with these two energy storage devices (38, 40) is provided between this first (38) and this second energy storage device (40), and wherein the turbine wheel (24) has an outer turbine shell (26) which is non-rotatably connected to the first component (46), wherein the torque converter device (1) further comprises a third component (62) which is coupled, in particular non-rotatably, to the transmission input shaft (66), which is adjacent to the torque converter device (1), and is connected in series with the second energy storage device (40) and the transmission input shaft (66), so that a torque can be transmitted from the second energy storage device (40) to the transmission input shaft (66) via the third component (62),wherein, when a torque is transmitted via the first component (46), a first moment of inertia J1 opposes any change in this torque transmitted via the first component (46), and wherein, when a torque is transmitted via the third component (62), a second moment of inertia J2 opposes any change in this torque transmitted via the third component (62), , characterized by , that the spring rate c1 [in units Nm / °] of the first energy storage device (38) is greater than or equal to the product of the maximum motor torque M mot,max [in the unit Nm] of the internal combustion engine (250) and the factor 0.03 [1 / °] and less than or equal to the product of the maximum engine torque Mmot,max [in the unit Nm] of the internal combustion engine (250) and the factor 0.05 [1 / °], and that the spring rate c2 [in the unit Nm / °] of the second energy storage device (40) is greater than or equal to the product of the maximum engine torque M mot,max[in the unit Nm] of the internal combustion engine (250) and the factor 0.06 [1 / °] is less than or equal to the product of the maximum engine torque M mot,max [in unit Nm] of the internal combustion engine (250) and the factor 0.1 [1 / °], and that the sum of the spring rate c1 [in unit Nm / rad] of the first energy storage device (38) and the spring rate c2 [in unit Nm / rad] of the second energy storage device (40), on the one hand, and the first moment of inertia J1 [in unit kg*m 2 ], on the other hand, the calculated quotient is greater than or equal to 17765 N*m / (rad*kg*m 2 ) and less than or equal to 111033 N*m / (rad*kg*m 2 ) is; and that the sum of the spring rate c2 [in unit 1 / rad] of the second energy storage device (40) and the spring rate c GEW [in units 1 / rad] of the transmission input shaft (66), on the one hand, and the second moment of inertia J2 [in units kg*m 2], on the other hand, the calculated quotient is greater than or equal to 3158273 N*m / (rad*kg*m) 2 ) and less than or equal to 12633094 N*m / (rad*kg*m) 2 ) is. [2] Motor vehicle powertrain according to claim 1, characterized by , that the spring rate c GEW the transmission input shaft (66) is in the range of 100 Nm / ° to 350 Nm / °. [3] Motor vehicle powertrain according to any of the preceding claims, characterized by , that the first energy storage device (38) has several first energy storage devices (42) connected in parallel, spaced apart circumferentially with respect to the circumferential direction of the axis of rotation (36) of the torsional vibration damper (10). [4] Motor vehicle powertrain according to any of the preceding claims, characterized by , that the first energy storage devices (42) are coil springs or bow springs. [5] Motor vehicle powertrain according to any of the preceding claims, characterized by, that the second energy storage device (40) has several - with respect to the circumferential direction of the axis of rotation (36) of the torsional vibration damper (10) - second energy storage devices (44) connected in parallel. [6] Motor vehicle powertrain according to any of the preceding claims, characterized by , that the second energy storage devices (44) are coil springs or straight springs or compression springs.

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