Motor vehicle powertrain with a 3-cylinder engine

Abstract

Motor vehicle drive train with an internal combustion engine (250) designed as a 3-cylinder engine, which has a maximum engine torque M mot,maxand having an engine output shaft or crankshaft (18) and a transmission input shaft (66), and having a torque converter device (1) which has a converter housing (16) which is coupled, in particular in a rotationally fixed manner, to the engine output shaft or crankshaft (18), wherein this torque converter device (1) has a converter lock-up clutch (14), a torsional vibration damper (10) and a converter torus (12) formed by a pump wheel (20), a turbine wheel (24) and a stator wheel (22), wherein the torsional vibration damper (10) further has a first energy storage device (38) which has one or more first energy stores (42), and a second energy storage device (40) which has one or more second energy stores (44) and which is connected in series with the first energy storage device (38),and wherein between said first (38) and said second energy storage device (40) a first component (46) is provided which is connected in series with said two energy storage devices (38, 40), and wherein the turbine wheel (24) has an outer turbine shell (26) which is connected in a rotationally fixed manner to the first component (46), wherein the torque converter device (1) further has a third component (62) which is coupled, in particular in a rotationally fixed manner, to the transmission input shaft (66), which is in particular 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 mass moment of inertia J1 counteracts a change in this torque transmitted via the first component (46), and wherein, when a torque is transmitted via the third component (62), a second mass moment of inertia J2 counteracts 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 engine 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 / °] and is less 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 0.1 [1 / °], and that the spring rate c1 [in the unit Nm / rad] of the first energy storage device (38) and the spring rate c2 [in the unit Nm / rad] of the second energy storage device (40), on the one hand, and the first mass moment of inertia J1 [in the unit kg*m 2 ], on the other hand, the quotient formed is greater than or equal to 9993 N*m / (rad*kg*m 2 ) and less than or equal to 27758 N*m / (rad*kg*m 2 ); and that the spring rate c2 [in the unit 1 / rad] of the second energy storage device (40) and the spring rate c GEW [in the unit 1 / rad] of the transmission input shaft (66), on the one hand, and the second mass moment of inertia J2 [in the unit kg*m 2], on the other hand, the quotient formed is greater than or equal to 789568 N*m / (rad*kg*m 2 ) and less than or equal to 3158273 N*m / (rad*kg*m 2 ) is.

Description

[0001] The invention relates to a motor vehicle drive train with an internal combustion engine designed as a 3-cylinder engine according to the preamble of patent claim 1. In particular, the invention relates to a motor vehicle drive train with an internal combustion engine designed as a 4-cylinder engine, wherein the motor vehicle drive train has a torque converter device which has a converter lock-up clutch, a torsional vibration damper and a converter torus formed by a pump wheel, a turbine wheel and a stator wheel, wherein the torsional vibration damper further has a first energy storage device and a second energy storage device and wherein a first component is provided between this first and this second energy storage device and is connected in series with these two energy storage devices, and wherein the turbine wheel has an outer turbine shell which is connected in a rotationally fixed manner to the first component.

[0002] From DE 103 58 901 A1, a torque converter device is known which has a torque converter lock-up clutch, a torsional vibration damper and a converter torus formed by a pump wheel, a turbine wheel and a stator wheel, and which is apparently intended for a motor vehicle drive train. In the designs according to Fig. 1, Fig. 4 and 5 of DE 103 58 901 A1 further appears to provide a first component connected in series with these two energy storage devices between a first and a second energy storage device of the torsional vibration damper, which first component is connected in a rotationally fixed manner to the outer turbine shell of the turbine wheel. DE 195 04 935 A1 is mentioned as further state of the art

[0003] The invention is based on the object of designing a motor vehicle drive train having a 3-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 pleasant driving comfort.

[0004] According to the invention, in particular, a motor vehicle drive train according to claim 1 is proposed. Preferred designs are the subject of the subclaims.

[0005] In particular, a motor vehicle drive train is proposed that has a 3-cylinder engine or an internal combustion engine designed as a 3-cylinder engine. This internal combustion engine or 3-cylinder engine has a maximum engine torque M mot,max. The motor vehicle drive train further comprises an engine output shaft or crankshaft, and a transmission input shaft. Furthermore, the motor vehicle drive train has a torque converter device. This torque converter device has a converter housing which is coupled to the engine output shaft or crankshaft, preferably in a rotationally fixed manner. Furthermore, the torque converter device has a converter lock-up clutch, a torsional vibration damper, and a converter torus formed by a pump wheel, a turbine wheel, and a stator wheel. This torsional vibration damper has 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 has one or more first energy storage devices.is formed by one or more first energy storage devices, and the second energy storage device has one or more second energy storage devices or is formed by one or more second energy storage devices. A first component connected in series with these two energy storage devices is provided between this first and second energy storage device. This is particularly such that a torque can be transmitted from the first energy storage device to the second energy storage device via this first component.

[0006] It should be noted that in prior publications, a device referred to here as a "torque converter" is sometimes referred to as a "(hydrodynamic torque) converter"; however, the term "(hydrodynamic torque) converter" is also sometimes used in prior publications for devices that include a torsional vibration damper, a torque converter lock-up clutch, and a device formed by a pump wheel, a turbine wheel, and a stator, or—in the terminology of the present disclosure—a torque converter. Against this background, the terms "(hydrodynamic) torque converter device" and "torque converter" are used in the present disclosure for better differentiation.

[0007] The turbine wheel has an outer turbine shell that is connected to the first component in a rotationally fixed manner. Furthermore, the torque converter device has a third component that is coupled, preferably in a rotationally fixed manner, to the transmission input shaft, in particular adjacent to the torque converter device. For example, it can be provided that the third component is coupled directly to the transmission input shaft, in particular in a rotationally fixed manner.

[0008] However, it can also be provided that the third component is coupled, in particular rotationally fixed, to the transmission input shaft 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 a torque can be transmitted from the second energy storage device to the transmission input shaft via the third component. The third component is thus arranged in particular 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 counteracts any change in this torque transmitted via the first component. The first moment of inertia is therefore composed, in particular, of the moment of inertia of the first component and the moments of inertia of one or more additional components that are coupled to the first component in such a way that, when a torque is transmitted via the first component, their respective moment of inertia (also) counteracts any change in this torque transmitted via the first component. Such couplings can, for example, be rotationally fixed couplings—particularly with respect to a rotation about the axis of rotation of the torsional vibration damper.It was previously mentioned that the first mass moment of inertia counteracts any change in the torque transmitted via the first component when a torque is transmitted via the first component; it should be noted that, in particular, it is also provided that when no torque is transmitted via the first component, the first mass moment of inertia counteracts the transmission of a torque via the first component. The first component is preferably a flange or sheet metal, wherein it is particularly preferably provided that the outer turbine shell and / or an inner turbine shell and / or blades or blading of the turbine wheel or turbine is one component or one of several components which is or are coupled to the first component in such a way that its or their mass moment of inertia flows into the first mass moment of inertia, in particular in each case as one summand of several summands.

[0010] When a torque is transmitted via the third component, a second moment of inertia counteracts any change in this torque transmitted via the third component. The second moment of inertia is therefore composed, in particular, of the moment of inertia of the third component and the moments of inertia of one or more additional components that are coupled to the third component in such a way that, when a torque is transmitted via the third component, their respective moment of inertia (also) counteracts any change in this torque transmitted via the third component. Such couplings can, for example, be rotationally fixed couplings—particularly with respect to a rotation about the axis of rotation of the torsional vibration damper.It was previously mentioned that, when a torque is transmitted via the third component, the second mass moment of inertia counteracts any change in the torque transmitted via the third component; it should be noted that, in particular, it is also provided that, when no torque is transmitted via the third component, the second mass moment of inertia counteracts the transmission of a torque via the third component.

[0011] It is intended that the motor vehicle drive train, the torque converter device, the torsional vibration damper, or the first energy storage device is designed such that the spring rate [in the unit Nm / °] of the first energy storage device is greater than or equal to the product of the maximum engine torque [in the unit Nm] of the 3-cylinder engine and the factor 0.014 [1 / °] and less than or equal to the product of the maximum engine torque [in the unit Nm] of the 3-cylinder engine and the factor 0.068 [1 / °]. In formulaic terms, 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 3-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 provided that the motor vehicle drive train or the torque converter device or the torsional vibration damper or the second energy storage device is designed such that the spring rate [in the unit Nm / °] of the second energy storage device is greater than or equal to the product of the maximum engine torque [in the unit Nm] of the 3-cylinder engine and the factor 0.035 [1 / °] and less than or equal to the product of the maximum engine torque [in the unit Nm] of the 3-cylinder engine and the factor 0.158 [1 / °]. Expressed in formulaic terms, the following applies: (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 3-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 provided that the motor vehicle drive train or the torque converter device or the torsional vibration damper is designed in such a way that the quotient, which on the one hand is the sum of the spring rate of the first energy storage device [in the unit Nm / rad] and the spring rate of the second energy storage device [in the unit Nm / rad] and on the other hand is the first mass moment of inertia [in the unit kg*m 2 ] is formed, greater than or equal to 9993 N*m / (rad*kg*m 2 ) and less than or equal to 27758 N*m / (rad*kg*m 2 ). Expressed in formula terms, the following is intended: 9993 N*m / (rad*kg*m 2 ) ≤ (c1+c2) / J1 ≤ 27758 N*m / (rad*kg*m 2 ), where c1: is the spring rate of the first energy storage device [in the unit Nm / rad]; and where c2: is the spring rate of the second energy storage device [in the unit Nm / rad]; and where J1: is the first mass moment of inertia [in the unit kg*m 2] As is well known, “rad” indicates the radian measure.

[0014] It is further provided that the motor vehicle drive train or the torque converter device or the torsional vibration damper or the transmission input shaft is designed in such a way that the quotient, which on the one hand is the sum of the spring rate of the second energy storage device [in the unit Nm / rad] and the spring rate of the transmission input shaft [in the unit Nm / rad] and on the other hand is the second mass moment of inertia [in the unit kg*m 2 ] is formed, greater than or equal to 789568 N*m / (rad*kg*m 2 ) and less than or equal to 3158273 N*m / (rad*kg*m 2 ). Expressed in formulaic terms, the following is intended: 789568 N*m / (rad*kg*m 2 ) ≤ (c2+c GEW ) / J2 ≤ 3158273 N*m / (rad*kg*m 2 ), where c2: is the spring rate of the second energy storage device [in the unit Nm / rad]; and where c GEW: the spring rate of the transmission input shaft [in the unit Nm / rad]; and where J2: the second moment of inertia [in the unit kg*m 2 ] is.

[0015] According to a preferred embodiment, the transmission input shaft is designed such that the spring rate of the transmission input shaft is greater than or equal to 100 Nm / ° and less than or equal to 350 Nm / °. Expressed in formulaic terms, the following preferably applies: 100 Nm / ° ≤ c GEW ≤ 350 Nm / °, where c GEW : the spring rate of the transmission input shaft [in the unit Nm / °]. In particular, the following applies: 120 Nm / ° ≤ c GEW ≤ 300 Nm / °; according to a further preferred design, 120 Nm / ° ≤ c GEW ≤ 210 Nm / °; according to a further preferred design, 130 Nm / ° ≤ c GEW ≤ 150 Nm / °. The spring rate c is particularly preferred. GEW of the transmission input shaft is approximately in the range of 140 N*m / ° or 140 N*m / °. These values ​​of the spring rate c GEWof the transmission input shaft refer in particular to a torsional load or torsional load around the central longitudinal axis of the transmission input shaft, or the spring rate c GEW The spring rate of the transmission input shaft is the spring rate of the transmission input shaft that acts upon, is present upon, or appears upon, a torsional load about the central longitudinal axis of the transmission input shaft. The transmission input shaft is mounted for rotation about its central longitudinal axis.

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

[0017] Preferably, a second component is provided, which is designed, for example, as a sheet metal or flange, and 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 a 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 converter lock-up clutch and the first energy storage device, so that when the converter lock-up clutch is closed, a torque transmitted via this can be transmitted via the second component to the first energy storage device. The converter lock-up clutch can be connected to the converter housing in a rotationally fixed orbe firmly connected so that, when the torque converter lockup clutch is closed, torque can be transmitted from this converter housing via the torque converter lockup clutch. The torque converter lockup clutch can be designed, for example, as a multi-plate clutch. It can have a contact part or a piston, for example, arranged axially movable and, for example, hydraulically actuated, by means of which the multi-plate clutch can be closed. For example, it can be provided that the second component is the contact part or the piston of the multi-plate clutch or is connected in a rotationally fixed manner to this contact part or piston.

[0018] In an advantageous embodiment, the first component is a sheet metal part or flange. The third component is, in an advantageous embodiment, a sheet metal part or flange. The third component can, for example, form a hub or be non-rotatably coupled to a hub. This hub can, for example, be non-rotatably coupled to the transmission input shaft or engage the transmission input shaft in a non-rotatable manner.

[0019] It is preferably provided that the second component or a component coupled thereto in a rotationally fixed manner forms an input part of the first energy storage device. It can in particular be provided that this second component or a component coupled thereto in a rotationally fixed manner - in particular on the input side - engages or engages in the first energy storage device of the first energy storage device or on (first) end faces of the first energy storage device. Furthermore, it is particularly provided that the first component or a component connected to this first component in a rotationally fixed manner - in particular on the output side - engages or engages in the first energy storage device of the first energy storage device or on (second end faces, different from the first) of the first energy storage device of the first energy storage device. Furthermore, it is particularly provided that this first component ora (possibly further) component connected in a rotationally fixed manner to this first component - in particular on the input side - engages or engages the second energy storage device of the second energy storage device or on (first) end faces of the second energy storage device of the second energy storage device. Furthermore, it is particularly provided that the third component or a component connected in a rotationally fixed manner to this third component - in particular on the output side - engages or engages the second energy storage device of the second energy storage device or on (second, different from the first) end faces of the second energy storage device.

[0020] According to a preferred embodiment, the first energy storage device has a plurality of first energy storage devices or consists of a plurality of first energy storage devices. According to a preferred embodiment, the first energy storage devices are coil springs or arc springs. It can be provided that all of these first energy storage devices are connected in parallel. According to a further development, the or all of the first energy storage devices are arranged circumferentially distributed or spaced apart relative to the circumferential direction of the rotational axis of the torsional vibration damper. However, it can also be provided that a plurality of first energy storage devices are arranged circumferentially distributed or spaced apart relative to the circumferential direction of the rotational axis 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 accommodate one or more further first energy storage devices within their interior.In a design of the latter type, it can be provided that when the load on the first energy storage device increases from the unloaded state, initially only those first energy storage devices which accommodate one or more further first energy storage devices in their interior store energy, and the first energy storage devices accommodated in this interior only store energy when the load on the first energy storage device is above a predetermined limit load or above a predetermined limit torque, or vice versa.

[0021] According to a preferred embodiment, the second energy storage device has a plurality of second energy stores or consists of a plurality of second energy stores. According to a preferred embodiment, the second energy stores are spiral springs or compression springs or straight springs. It can be provided that all of these second energy stores are connected in parallel. According to a further development, the or all of the second energy stores are arranged so as to be distributed around the circumference or at a distance from one another in relation to the circumferential direction of the axis of rotation of the torsional vibration damper. However, it can also be provided that a plurality of second energy stores are arranged so as to be distributed around the circumference or at a distance from one another in relation to the circumferential direction of the axis of rotation of the torsional vibration damper, wherein these circumferentially distributed or spaced-apart second energy stores are arranged as compression springs or straight springs orSpiral springs are designed, and each accommodates one or more further second energy storage devices within their interior. In a design of the latter type, it can be provided that, when the load on the second energy storage device increases from the unloaded state, initially only those second energy storage devices that accommodate one or more further second energy storage devices within their interior store energy, and the second energy storage devices accommodated in this interior only store energy when the load on the second energy storage device is above a predetermined limit load or above a predetermined limit torque, or vice versa.

[0022] Preferably, the first energy storage means or the first energy storage device are arranged radially outside the second energy storage means or the second energy storage device; this relates in particular to the radial direction of the rotational axis 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 upon, is present upon, or occurs upon torque loads on this first energy storage device, particularly upon torque loads acting on the first energy storage device about the rotational axis of the torsional vibration damper. The spring rate of the first energy storage device is, in particular, determined by the spring rates of the first energy storage devices and their arrangement or interconnection; the spring rate of the first energy storage device is, therefore, in particular, an equivalent spring rate that is 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 being connected in series in the parallel branches of this parallel circuit thus formed.

[0024] The spring rate of the second energy storage device is, in particular, the spring rate or equivalent spring rate that acts upon, is present upon, or occurs upon torque loads on this second energy storage device, particularly upon torque loads that act on the second energy storage device about the rotational axis of the torsional vibration damper. The spring rate of the second energy storage device is, in particular, determined by the spring rates of the second energy storage devices and their arrangement or interconnection; the spring rate of the second energy storage device is, therefore, in particular, an equivalent spring rate that is 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 being connected in series in the parallel branches of this parallel circuit.

[0025] The first mass 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 can be provided that the outer turbine shell is connected in a rotationally fixed manner to the first component by means of one or more driver parts. In this case, it is provided in particular that the mass moment of inertia of such a driver part or such driver parts (co-)determines the first mass moment of inertia, in particular as a summand. In particular, it is provided that the mass moments of inertia of the component, in particular the first component, or the components, via which a torque is or is transmitted from the first energy storage devices of the first energy storage device to the second energy storage devices of the second energy storage device.which are connected between the first energy storage devices of the first energy storage device and the second energy storage devices of the second energy storage device, determine or co-determine the first mass moment of inertia. The aforementioned mass moments of inertia each relate in particular to the axis of rotation of the torsional vibration damper.

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

[0027] Preferably, the motor vehicle drive train or the torque converter device or 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 drive train or the torque converter device or 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: (M mot,max [Nm] * 0.05 * 1 / °) ≤ c2 ≤ (M mot,max [Nm] * 0.13 * 1 / °); or that: (M mot,max [Nm] * 0.06 * 1 / °) ≤ c2 ≤ (M mot,max [Nm] * 0.1 * 1 / °).

[0029] Preferably, the motor vehicle drive train or the torque converter device or the torsional vibration damper is designed such that: 11000N*m / (rad*kg*m2)≤(c1+c2) / J1≤25000N*m(rad*kg*m2); or that applies: 13000 N*m / (rad*kg*m 2 ) ≤ (c1+c2) / J1 ≤ 23000 N*m / (rad*kg*m 2 ); or that applies: 15000 N*m / (rad*kg*m 2 ) ≤ (c1+c2) / J1 ≤ 21000 N*m / (rad*kg*m 2 ).

[0030] Preferably, the motor vehicle drive train or the torque converter device or the torsional vibration damper or the transmission input shaft is designed such that: 900000N*m / (rad*kg*m2)≤(c2+cGEW) / J2≤2900000N*m / (rad*kg*m2); or that applies: ; 1100000 N*m / (rad*kg*m 2 ) ≤ (c2+c GEW ) / J2 ≤ 2700000 N*m / (rad*kg*m 2 ); or that applies: 1300000 N*m / (rad*kg*m 2 ) ≤ (c2+c GEW ) / J2 ≤ 2500000 N*m / (rad*kg*m 2 ); or that applies: 1500000 N*m / (rad*kg*m 2 ) ≤ (c2+c GEW ) / J2 ≤ 2300000 N*m / (rad*kg*m 2 );

[0031] In the following, exemplary designs according to the invention are explained using the figures. They show: Fig. 1 is a schematic view of an exemplary motor vehicle drive train according to the invention; Fig. 2 shows a section of an exemplary motor vehicle drive train according to the invention with a first exemplary hydrodynamic torque converter device, Fig. 3 shows a section of an exemplary motor vehicle drive train according to the invention with a second exemplary hydrodynamic torque converter device, Fig. 4 shows a section of an exemplary motor vehicle drive train according to the invention with a third exemplary hydrodynamic torque converter device, and Fig. 5 a spring (torsion) 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. 1 shows a schematic representation of an exemplary motor vehicle drive train 2 according to the invention. The motor vehicle drive train 2 has an internal combustion engine 250 and a drive shaft or engine output shaft or crankshaft 18, which can be rotationally driven by the internal combustion engine 250. The internal combustion engine 250 has exactly three cylinders 252 or is a 3-cylinder engine 250. The 3-cylinder engine 250 has a maximum engine torque M mot,max or can introduce a maximum torque into the drive train 2 that corresponds to this maximum engine torque M mot,max corresponds.

[0033] The motor vehicle drive train 2 has a torque converter device 1 which is designed according to one of the configurations which are shown in the Fig. 2 to 4 are explained.

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

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

[0036] The Fig. The designs shown in Figures 2 to 4 are part of an exemplary motor vehicle drive train 2 according to the invention, which has a Fig. 2 to 4 not shown 3-cylinder engine 250, or one in the Fig. 2 to 4, internal combustion engine 250, not shown, which is designed as a 3-cylinder engine and thus has three cylinders 252. The hydrodynamic torque converter device 1 comprises a torsional vibration damper 10, a converter torus 12 formed by a pump wheel 20, a turbine wheel 24, and a stator wheel 22, as well as 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 connected in a rotationally fixed manner 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 has - as mentioned - a pump or pump wheel 20, a stator 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 or torus interior 28, which is provided for the absorption of 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 provided for delimiting the torus interior 28. Furthermore, the turbine wheel 24 has, in a known manner, an inner turbine shell 262 and (turbine) blades. An extension 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 annular section 34 of the extension 32 can, for example, be such that it is substantially straight in the radial direction of the axis of rotation 36 of the torsional vibration damper 10 and - in particular as an annular section - lies in a plane perpendicular to the axis of rotation 36 or spans this plane.

[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 embodiments according to the Fig. 2 to 4, it is provided that the first energy storage device 38 has, or is formed by, a plurality of first energy storage devices 42, such as spiral springs or arc springs, arranged in a circumferential direction extending around the rotation axis 36, in particular spaced apart from one another. It can be provided that all first energy storage devices 42 are identically designed. It can also be provided that differently designed first energy storage devices 42 are provided.

[0041] 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 engine torque M mot,max [in the unit Nm] of the 3-cylinder 250 engine 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 3-cylinder 250 engine 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 3-cylinder engine 250 of the drive train 2 in the unit "Newton times meter" (Nm), and where c1 is the spring rate of the first energy storage device 38 in the unit "Newton times meter divided by degrees" (Nm / °). However, the specified values ​​or ranges can also be as described elsewhere in this disclosure.

[0042] The second energy storage device 40 has or is formed by a plurality of second energy stores 44, each designed, for example, as a spiral spring or (compression spring) or straight spring. In a preferred embodiment, a plurality of second energy stores 44 are arranged circumferentially - relative to the circumferential direction of the rotation axis 36 - spaced from one another. It can be provided that the second energy stores 44 are each designed identically; however, different second energy stores 44 can also be designed differently.

[0043] 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 3-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 3-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 3-cylinder engine 250 of the drive train 2 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 / °). However, the specified values ​​or ranges can also be as described elsewhere in this disclosure.

[0044] According to the embodiments according to the Fig. 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 rotational axis 36. The first energy storage device 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 energy storage device 38 and the second energy storage device 40 or is connected in series with the energy storage devices 38, 40. It is therefore provided, in particular, that—for example, when the torque converter lockup clutch 14 is closed—a 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 will also be done below.

[0045] In the 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 driver part 50 is provided between the outer turbine shell 26 and the intermediate part 46, or in the load flow, in particular the torque or force flow, between the outer turbine shell 26 and the intermediate part 46. It can also be provided that the extension 32 also forms the intermediate part 46 and / or the driver part 50, or assumes their function. It can also be provided that the driver part 50 forms a first component or intermediate part that is connected in series in the torque flow between the energy storage devices 38, 40. Furthermore, it is provided that at least one connecting means 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 part 46. Such a connecting means 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 similar. It should be noted that in Fig. 4, at the location where the welded connection 52 is provided, a rivet or bolt connection 54 is additionally drawn to show an alternative design option. This should also clarify that the aforementioned connecting means can also be designed differently or combined differently. By means of the corresponding connecting means 52, 54, 56, adjacent components of the mentioned load transmission path 48, via which the load is transmitted from the outer turbine shell 26 to the intermediate part 46, are coupled to one another. Thus, in the designs according to the Fig. 2 to 4, the extension 32 of the outer turbine shell 26 is coupled to the driver part 50 in a rotationally fixed manner via a connecting means 52 designed as a welded connection (which according to Fig. 4 can alternatively be 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 means 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 driver part 50 or driver part 50 and intermediate part 46) are connected along the load transfer 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 directly adjacent to the torus interior 28. This allows—at least according to the exemplary embodiments—to expand the range of possible connecting means. For example, it is possible to use not only thin sheet metal welding, MAG welding, laser welding, or spot welding as a welding process, 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 part 46 provided between these two energy storage devices 38, 40. The second component 60 forms an input part of the first energy storage device 38 and the third component 62 forms an output part of the second energy storage device 40. A load or torque introduced into the first energy storage device 38 by the second component 60 can thus be transmitted on the output side of this first energy storage device 38 via the intermediate part 46 and the second energy storage device 40 to the third component 62.

[0049] The third component 62 engages a hub 64, forming a rotationally fixed connection. The hub 64, in turn, is 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, however, it can also be provided, for example, that the third component 62 forms the hub 64. The outer turbine shell 26 is supported radially on the hub 64 by means of a support section 68. The support section 68, which is supported in particular radially on the hub 64, is essentially sleeve-shaped.

[0050] It should be noted that the aforementioned radial support of the outer turbine shell 26 by means of the support section 68 is such that supporting 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 rotatably movable relative to the hub 64. A plain bearing or a plain bearing bush or a rolling bearing or the like can be provided between the hub 64 and the support section 68 for radial support. Furthermore, corresponding bearings can be provided for axial support.The connection between the outer turbine shell 26 and the intermediate part 46, already mentioned above, is such that a torque transmittable from the outer turbine shell 26 to the intermediate part 46 can be transmitted from the outer turbine shell 26 to this intermediate part 46 without one 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 part 46 (via the load transmission path 48) can thus be effected in particular by means of a substantially rigid connection.

[0051] In the embodiments according to the Fig. 2 to 4, two connecting means are provided along the load-, force-, or torque-transmission path 48 between the outer turbine shell 26 and the intermediate part 46, namely a first connecting means 52 or 54 and a second connecting means 56. It should be noted that—relative to the circumferential direction of the rotation axis 36—a plurality of first connecting means 52 or second connecting means 56 can be provided, or are preferably provided, distributed in the circumferential direction. The first connecting means 52 or 54 (hereinafter referred to as "the first connecting means 52" for simplification) connects—in particular in a rotationally fixed manner—the extension 32 to the driver part 50, and the second connecting means 56 (hereinafter referred to as the second connecting means 54 for simplification) connects—in particular in a rotationally fixed manner—the driver part 50 to the intermediate part 46.

[0052] How Fig. 2 to 4 show, the sleeve-like support region 68 can, for example, be a radially inner section of the driver part 50 - with respect to the radial direction of the rotation axis 36.

[0053] The torque converter lock-up clutch 14 is in the designs according to the Fig. 2 to 4 are each designed as a multi-plate clutch and has a first plate carrier 72, by which first plates 74 are received in a rotationally fixed manner, and a second plate carrier 76, by which second plates 78 are received in a rotationally fixed manner. When the multi-plate clutch 14 is open, the first plate carrier 72 is movable relative to the second plate carrier 76, in such a way that the first plate carrier 72 can be rotated relative to the second plate carrier 76. The second plate carrier 76 is arranged here - with respect to the radial direction of the axis 36 - radially inside the first plate carrier 72, although this can also be the case the other way around. The first plate carrier 72 is fixedly connected to the converter housing 16. For its actuation, the multi-plate clutch 14 has a piston 80 that is arranged to be axially displaceable and can be actuated—for example, hydraulically—to actuate the multi-plate clutch 14. The piston 80 is fixed orconnected in a rotationally fixed manner to the second plate carrier 76, which can be achieved, for example, by means of a welded connection. The first 74 and second plates 78 alternate - seen in the longitudinal direction of the rotation axis 36. When the plate pack 79 formed by the first 74 and second plates 78 is acted upon by the piston 80, this plate pack 79 is supported on the side of the plate pack 79 opposite the piston 80 on a section of the inside of the converter housing 16. Friction linings 81 are provided between adjacent plates 74, 78 and on both ends of the plate pack 79 and are held, for example, on the plates 74 and / or 78. The friction linings 81, which are provided at the end of the disk pack 79, can also be held on one and / or the other side on the inside of the converter housing 16 or on the piston 80.

[0054] In the 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 embodiment according to Fig. 4, the piston 80 is connected in a rotationally fixed manner to the second component 60 or the input part of the first energy storage device 38, wherein this fixed connection is achieved here, for example, by welding. In principle, the rotationally fixed connection can also be achieved in other ways; in the embodiments according to Fig. 2 and Fig. 3, in an alternative design, the piston 80 and the input part 60 of the first energy storage device 38 can also be designed as separate parts that are firmly or non-rotatably connected to one another, for example via a weld or a rivet or bolt. In the embodiment according to Fig. 4, to create this (fixed or rotationally fixed) connection, instead of the welded connection, another suitable connection can be provided between the piston 80 and the input part 60, such as a bolt or rivet connection or plug connection, or alternatively the piston 80 can also be made integrally with the input part 60 from one part.

[0055] The piston 80 or the second component 60, the first component or the intermediate part 46, the driver 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 embodiment according to Fig. 3, the sheet thickness of the driver part 50 is greater than the sheet thickness of the piston 80 or the input part 60 of the first energy storage device 38. Furthermore, in the embodiments according to the Fig. 2 to 4, it can be provided that the mass moment of inertia of the driver part 50 is greater than the mass moment of inertia of the piston 80 or the input part 60 or the unit comprising 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 direction and the axial direction of the rotational axis 36 - at least partially on both sides axially and radially outwardly around the respective first energy storage device 42. In the embodiments according to the Fig. 2 to 4, this housing 82 is arranged on the driver part 50. In most applications, the aforementioned non-rotatable arrangement on the driver part 50 or on the outer turbine shell is more advantageous from a vibration-related perspective than, for example, a non-rotatable arrangement on the second component 60. The housing 82 here has a cover 264, which is, for example, welded on.

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

[0059] Furthermore, the designs according to Fig. 2 to 4, a second angle of rotation limiting device 92 is provided for the second energy storage device 40, by means of which the maximum angle of rotation or relative angle of rotation of the second energy storage device 40 or of the input part of the second energy storage device 40 is limited relative to the output part of the second energy storage device 40. This is such that the maximum angle of rotation of the second energy storage device 40 is limited by means of this second angle of rotation limiting device 92 in such a way that the second energy storage devices 44, which are in particular springs, are prevented from locking under correspondingly high torque loads. The second angle of rotation limiting device 92 is - as Fig. 2 to 4 show - for example, such that the driver part 50 and the intermediate part 46 are connected in a rotationally fixed manner via a bolt, which is in particular a component of the connecting means 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 is also possible - although not shown in the figures - to provide a first twist angle limiting device for the first energy storage device 38, by means of which the maximum twist angle of the first energy storage device 38 is limited in such a way that the first energy storage devices 42, each designed in particular as a spring, are prevented from locking up. In particular, if, as is advantageously the case, the second energy storage devices 44 are straight (compression) springs and the first energy storage devices 42 are arc springs, it can be provided that - as shown in Fig. 2 to 4 - only a second twist angle limiting device is provided for the second energy storage device 40, since in such designs the risk of damage in the event of a blocking is lower for arc springs than for straight springs, and an additional, first twist angle limiting device would increase the number of components or the manufacturing costs.

[0060] In a particularly advantageous embodiment, the designs according to the Fig. 2 to 4, it is provided that the angle of rotation of the first energy storage device 38 is limited to a maximum first angle of rotation and the angle of rotation of the second energy storage device 40 is limited to a maximum second angle of rotation, wherein the first energy storage device 38 reaches its maximum first angle of rotation when a first limit torque is applied to the first energy storage device 38, and wherein the second energy storage device 40 reaches its maximum second angle of rotation when a second limit torque is applied to this second energy storage device 40, wherein this first limit torque is smaller than this second limit torque. This can be achieved in particular by appropriate coordination of the two energy storage devices 38, 40 or the energy stores 42, 44 of the two energy storage devices 38, 40 - if necessary or.in particular also with the first and / or second twist angle limiting device. It can be provided that the first energy storage device 42 goes into block at the first limit torque, so that the first energy storage device 38 reaches its maximum first twist angle, and by means of a second twist angle limiting device for the second energy storage device 40, the second energy storage device 40 reaches its maximum second twist angle at a second limit torque, wherein this maximum second twist angle is reached when the second twist angle limiting device reaches a stop position.

[0061] In this way, a good adjustment for partial load operation can be achieved.

[0062] It should be noted that the angle of rotation of the first energy storage device 38 or the second energy storage device 40—and the same applies to the maximum first or maximum second angle 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 relative to the unloaded rest position between components directly adjacent to the respective energy storage device 38 or 40 on the input side and output side for torque transmission. This angle of rotation, which is limited—in particular in the manner mentioned—by the respective maximum first or second angle of rotation, can change in particular due to the energy storage devices 42 or 44 of the respective energy storage device 38 or 40 absorbing energy or releasing stored energy.

[0063] In the converter torus 12 and outside the converter torus 12 within the converter housing 16 there is in particular oil.

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

[0065] As the Fig. 2 to 4 show, 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, relative to the radial direction of the axis 36 of the torsional vibration damper 10.

[0066] In the case of designs according to the Fig. 2 to 4, it is provided that the transmission input shaft 66 is designed so that the spring rate c GEW of the transmission input shaft 66 is in the range of 100 Nm / ° to 350 N*m / °. However, the specified values ​​or ranges can also be as described elsewhere in this disclosure. The spring rate c GEW of 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 counteracts 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 counteracts any change in this torque transmitted via the third component 62.

[0068] In the case of designs according to the Fig. 2 to 4, it is provided that the motor vehicle drive train 2 or the torque converter device 1 or the torsional vibration damper 10 is designed in such a way 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 the unit Nm / rad] and the spring rate c2 of the second energy storage device 40 [in the unit Nm / rad] and on the other hand is the first mass moment of inertia J1 [in the unit kg*m 2 ] is formed, greater than or equal to 9993 N*m / (rad*kg*m 2) and less than or equal to 27758 N*m / (rad*kg*m 2 ). Expressed in formula terms, the following is intended: 9993 N*m / (rad*kg*m 2 ) ≤ (c1+c2) / J1 ≤ 27758 N*m / (rad*kg*m 2 ), where c1: is the spring rate of the first energy storage device 38 [in the unit Nm / rad]; and where c2: is the spring rate of the second energy storage device 40 [in the unit Nm / rad]; and where J1: is the first mass moment of inertia [in the unit kg*m 2 ] However, the specified values ​​or ranges may also be as described elsewhere in this disclosure.

[0069] Furthermore, the designs according to the Fig. 2 to 4, it is provided that the motor vehicle drive train 2 or the torque converter device 1 or the torsional vibration damper 10 is designed in such a way that the quotient, which on the one hand consists of 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 the unit Nm / rad] and on the other hand from the second moment of inertia J2 [in the unit kg*m 2 ] is formed, greater than or equal to 789568 N*m / (rad*kg*m 2 ) and less than or equal to 3158273 N*m / (rad*kg*m 2 ). Expressed in formulaic terms, the following is intended: 789568 N*m / (rad*kg*m 2 ) ≤ (c2+c GEW ) / J2 ≤ 3158273 N*m / (rad*kg*m 2 ), where c2: is the spring rate of the second energy storage device 40 [in the unit Nm / rad]; and where c GEW : the spring rate of the transmission input shaft 66 [in the unit Nm / rad]; and where J2: the second moment of inertia [in the unit kg*m 2 ] However, the specified values ​​or ranges may also be as described elsewhere in this disclosure.

[0070] In the case of designs according to the Fig. 2 to 4, it can be provided, in particular, that the first mass moment of inertia J1 is essentially composed of the mass 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, driver part 50 with housing 82 and housing cover 264, first component 46, first or first connecting means 52 or 54, second or second connecting means 56, sliding shell(s) 94 or roller skate(s) 82, optionally a portion of arc springs 42, optionally a portion of compression springs 44, optionally a portion of oil or oil that is in the arc spring channel(s), and optionally a portion of oil or oil related to the turbines or that is in the turbine. The mass moments of inertia relate in particular to the axis of rotation 36.

[0071] Furthermore, in the arrangements according to the Fig. 2 to 4, it can be provided in particular that the second mass moment of inertia J2 is essentially composed of the mass moments of inertia of the following components: flange or third component 62, hub 64, which can also be formed integrally with the flange 62, and optionally a portion of the transmission input shaft 66, and optionally a portion of 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. 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 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 be seen, particularly ideally, as a series circuit with a first, motor-side (rotating) mass 266, a clutch 268, a (second) (rotating) mass 270 connected on the input side of a first spring 272 between the clutch 268 and this first spring 272, the already mentioned first spring 272, a (third) (rotating) mass 274 connected between the first 272 and a second spring 276, the already mentioned second spring 276, a (fourth) (rotating) mass 278 connected between this second spring 276 and a third spring 280, and the already mentioned third spring 280.

[0074] The section formed by the series connection of the first spring 272, the (third) (rotating) mass 274, the second spring 276, the (fourth) (rotating) mass 278 and the (third) spring 280 forms - particularly ideally considered - a spring-(rotating) mass equivalent circuit diagram 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 to the transmission input shaft 66, and the transmission input shaft 66.

[0075] In the following, some exemplary developments of the exemplary inventive designs previously explained with reference to the figures, as well as advantages and effects that can or are present at least in further developments of the invention, will be explained: Good or even optimal insulation performance with a fully engaged lock-up clutch is often required to achieve low or even minimal fuel consumption or CO2 emissions. It may be desirable for this goal to be achieved within a specified partial load range, in which the combustion engine is primarily operated. The insulation required for good noise and vibration comfort can be achieved at less frequent high loads and at full load with the help of an additional slipping lock-up clutch.

[0076] The torque converter device 1 or the torque converter 1 with the torsional dampers or energy storage devices 38, 40, together with the engine 250 and the drive train 2 of the vehicle, represents a torsional vibration system. The natural modes of this torsional vibration system are excited due to the rotational uniformity of the internal combustion engine 250. Each natural mode of the system has an associated 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 expedient to avoid high amplitudes because these can manifest themselves as disturbing vibrations and noises. The natural frequencies of the system depend on the torsional stiffness and rotating masses in the system. Therefore, the spring-loaded parts are designed in particular in such a way that a large mass is created ora large mass moment of inertia. Secondly, the spring-loaded components between the lock-up clutch and the torsion damper, and those between the torsion damper and the transmission input shaft, are designed to minimize the resulting masses. This results in a slight excitation of the system's natural frequencies within the operating range of the 250cc combustion engine. The isolation provided by the damper support occurs between the primary and secondary sides (=> turbine against the increased mass moment of inertia).

[0077] The arrangement of the double damper or torsional vibration damper achieves improved isolation at low speeds when the clutch is engaged due to the low to medium stiffness of the outer damper or the first energy storage device and the series-connected inner damper or second energy storage device.

[0078] At higher speeds, increased friction can lead to increasing stiffness of the outer damper or the first energy storage device 38; in this case, the series-connected inner damper or second energy storage device 40 (in particular friction-free) leads to more favorable vibration behavior in the upper speed range.

[0079] 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 torque), allowing for a very low spring stiffness of the torsional damper or energy storage device in this range. This reduces the deflection forces acting from the elastic element to the housing (shell). Furthermore, the mass of the spring element is lower, thus generating less friction with the housing (shell) (reduced centrifugal force). This improves isolation. These measures achieve a targeted dual-mass vibration behavior of the converter housing relative to the turbine.

[0080] By using a sliding or rolling element bearing (sliding shoe / recirculating ball bearing or roller bearing), the friction of the external elastic element or the first energy storage device 42 is reduced across the entire speed range. In combination with the series-connected internal damper or second energy storage device 40, this results in a further improvement in insulation.

Claims

[1] Motor vehicle drive train with an internal combustion engine (250) designed as a 3-cylinder engine, which has a maximum engine torque M mot,maxand having an engine output shaft or crankshaft (18) and a transmission input shaft (66), and having a torque converter device (1) which has a converter housing (16) which is coupled, in particular in a rotationally fixed manner, to the engine output shaft or crankshaft (18), wherein this torque converter device (1) has a converter lock-up clutch (14), a torsional vibration damper (10) and a converter torus (12) formed by a pump wheel (20), a turbine wheel (24) and a stator wheel (22), wherein the torsional vibration damper (10) further has a first energy storage device (38) which has one or more first energy stores (42), and a second energy storage device (40) which has one or more second energy stores (44) and which is connected in series with the first energy storage device (38),and wherein between said first (38) and said second energy storage device (40) a first component (46) is provided which is connected in series with said two energy storage devices (38, 40), and wherein the turbine wheel (24) has an outer turbine shell (26) which is connected in a rotationally fixed manner to the first component (46), wherein the torque converter device (1) further has a third component (62) which is coupled, in particular in a rotationally fixed manner, to the transmission input shaft (66), which is in particular 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 change in this torque transmitted via the first component (46) is counteracted by a first mass moment of inertia J1, and wherein, when a torque is transmitted via the third component (62), a change in this torque transmitted via the third component (62) is counteracted by a second mass moment of inertia J2, characterized by 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 engine 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 / °] and is less 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 0.1 [1 / °], and that the spring rate c1 [in the unit Nm / rad] of the first energy storage device (38) and the spring rate c2 [in the unit Nm / rad] of the second energy storage device (40), on the one hand, and the first mass moment of inertia J1 [in the unit kg*m 2 ], on the other hand, the quotient formed is greater than or equal to 9993 N*m / (rad*kg*m 2 ) and less than or equal to 27758 N*m / (rad*kg*m 2 ); and that the spring rate c2 [in the unit 1 / rad] of the second energy storage device (40) and the spring rate c GEW [in the unit 1 / rad] of the transmission input shaft (66), on the one hand, and the second mass moment of inertia J2 [in the unit kg*m 2], on the other hand, the quotient formed is greater than or equal to 789568 N*m / (rad*kg*m 2 ) and less than or equal to 3158273 N*m / (rad*kg*m 2 ) is. [2] Motor vehicle drive train 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 drive train according to one of the preceding claims, characterized by that the first energy storage device (38) has a plurality of first energy storage devices (42) which are circumferentially spaced apart and connected in parallel with respect to the circumferential direction of the axis of rotation (36) of the torsional vibration damper (10). [4] Motor vehicle drive train according to one of the preceding claims, characterized by that the first energy storage devices (42) are spiral springs or arc springs. [5] Motor vehicle drive train according to one of the preceding claims, characterized bythat the second energy storage device (40) has a plurality of second energy storage devices (44) which are circumferentially spaced apart and connected in parallel with respect to the circumferential direction of the axis of rotation (36) of the torsional vibration damper (10). [6] Motor vehicle drive train according to one of the preceding claims, characterized by that the second energy stores (44) are spiral springs or straight springs or compression springs.

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