DE102019120220A1 - Vibration damping unit with a torque limiter arranged between a spring damper and a centrifugal pendulum - Google Patents

Abstract

The invention relates to a vibration damping unit (1) for a motor vehicle drive train, with a spring damper (5) having a primary part (2) and a secondary part (4) which is resiliently supported relative to the primary part (2) about a central axis of rotation (3) in one direction of rotation, a torque limiter (8) with two friction partners (6, 7) that are permanently connected to one another in a rotationally fixed manner up to a certain torque threshold in one operation, and a centrifugal pendulum (9), the torque limiter (8) and the centrifugal pendulum (9) with the secondary part (4) are operatively connected, wherein a first friction partner (6) of the torque limiter (8) is connected to the secondary part (4) and a second friction partner (7) of the torque limiter (8) is connected to a side plate (10) of a housing (11) accommodating several pendulum masses (11). 12) of the centrifugal pendulum (9) is connected, the pendulum masses (11) radially within a contact formed between the friction partners (6, 7) place (13a, 13b) and at least partially axially at the same height as the first friction partner (6).

Description

The invention relates to a vibration damping unit for a (preferably hybrid / hybridized) motor vehicle drive train, such as a drive train of a car, truck, bus or other commercial vehicle, with a primary part and a secondary part which is resiliently supported relative to the primary part about a central axis of rotation in one direction of rotation Spring damper, a torque limiter with two friction partners permanently connected to each other up to a certain torque threshold in one operation and a centrifugal pendulum, the torque limiter and the centrifugal pendulum being operatively connected to the secondary part.

The prior art of the generic type is already well known. Accordingly reveals the EP 2 685 127 B1 for example, a vibration damping device having an elastic damping mechanism, a torque limiting mechanism and a pendulum damping mechanism. Further prior art is known from US 2014/0221106 A1, which discloses a device for transmitting drive power.

In the case of the designs known from the prior art, however, it has been found to be disadvantageous that the implemented vibration damping units are often relatively large.

It is therefore the object of the present invention to eliminate the disadvantages known from the prior art and, in particular, to provide a vibration damping unit which has a compact design while developing the most effective vibration damping behavior possible in a hybrid motor vehicle drive train.

This is achieved according to the invention in that a first friction partner of the torque limiter is connected to the secondary part and a second friction partner of the torque limiter is connected to a side plate of a housing of the centrifugal pendulum that accommodates several (preferably at least four) pendulum masses, the torque limiter being arranged in this way relative to the centrifugal pendulum is that the pendulum masses are located radially within a contact point formed between the friction partners and at least partially axially at the same height as the first friction partner.

Thus, the torque limiter is nested with the centrifugal pendulum in a nested manner, both radially and axially. At the same time, due to the radially outer arrangement of the torque limiter in relation to the centrifugal pendulum, a safe and effective safety function is made possible by the torque limiter.

Further advantageous embodiments are claimed with the subclaims and explained in more detail below.

In order to achieve a clever compromise between adequate damping behavior and a compact design, it is advantageous if the pendulum masses are arranged radially inside and / or axially offset from several helical compression springs of the spring damper that are distributed in a circumferential direction.

In addition, it is advantageous if the side plate starts from a resilient, radial stop for at least one pendulum mass. The movement of the at least one pendulum mass interacting with the stop is consequently cushioned in a radial end position by the side plate / the stop. This efficiently supports the high movement impulses of the pendulum mass that occur during operation. The result is a robust design of the vibration damping unit.

In this context, it is also expedient if the stop is designed as a collar region of the side plate that is bent over or deep-drawn in the axial direction. As a result, the stop is integrated directly into the side panel.

If the stop runs continuously in the circumferential direction, i. H. ring-shaped, this is particularly easy to manufacture.

For a further increase in elasticity, it is also advantageous if a plurality of partial areas arranged at a distance in the circumferential direction form the stop.

It is also beneficial for a compact design of the vibration damping unit and simpler manufacture if the second friction partner is formed / provided directly by an axial side surface of the side plate.

Furthermore, it is advantageous if the side plate is equipped with a pot area, i.e. an axially protruding deformation area, on which pot area a lining / friction lining of the first friction partner is supported in a radial direction with respect to the axis of rotation. This makes the torque limiter robust.

If the centrifugal pendulum has several, preferably at least four, (different) pendulum masses, an impact energy of the respective pendulum mass is reduced and the load on the corresponding stops is further reduced.

In this context, it is also advantageous for a robust support to manufacture the pendulum masses from a finely stamped sheet metal that is thicker than 9 mm.

For an even more robust design of the centrifugal pendulum it is beneficial if two side plates form the second friction partner or are provided as the second friction partner, the first friction partner being clamped axially between these two side plates and the two side plates via several spacer elements, preferably as a spacer plate and / or spacer bolts implemented, connected to one another. Spacer plate as well as spacer bolts are further preferably arranged (in groups) radially offset from one another.

With regard to the spacer plate, it has also proven to be expedient for simple manufacture if it is connected to the respective side plate (preferably in the sense of (open) riveting) via a caulking area.

The spacer elements, which are preferably designed as spacer plates, are more preferably arranged radially outside the pendulum masses.

For a skilful design of the housing of the centrifugal pendulum, it is particularly advantageous if the first side plate is that side plate that has the stop and the second side plate is that side plate that is further connected to a hub in a non-rotatable manner, this hub for non-rotatable attachment a shaft is formed towards a transmission.

The hub is more preferably fastened to the second side plate via a rivet connection, which further reduces production.

The hub is also advantageously provided with a plurality of through holes distributed in the circumferential direction, each through hole being larger than a screw that can be attached on the crankshaft side (for fixing the primary part to a crankshaft).

It is also advantageous if (at least) one friction element is axially attached to at least one pendulum mass. That friction element is preferably used axially between the pendulum mass and a side plate, more preferably between the pendulum mass and the first side plate, so that the movement of the pendulum mass is inhibited by an additional frictional force when it moves relative to the side plate.

According to a further embodiment, it is also advantageous to provide two friction elements, of which a first friction element is arranged axially between the first side plate and the pendulum mass and a second friction element is arranged between the second side plate and the pendulum mass.

The respective friction element is furthermore preferably axially pretensioned via a spring element.

The respective friction element is preferably made from a plastic.

For simple assembly / disassembly of the torque limiter, it is also advantageous if a carrier of the first friction partner that receives the at least one lining is riveted or screwed to a receiving element that is further connected to the secondary part.

Furthermore, it is advantageous if both side plates are provided with axial windows / through holes, which windows are each larger than a fastening means, particularly preferably a rivet, which fixes the first friction partner (at least indirectly) in a rotationally fixed manner on the secondary part. This makes assembly even easier.

In other words, according to the invention, a vibration damping unit is provided with a centrifugal force pendulum which preferably has end stops (stop) on the torque limiter side. This damping unit is proposed to be provided as an assembly consisting of a torsional vibration damper (spring damper) and a downstream torque limiter or slipping clutch, the torsional vibration damper being screwable on the input side to the crankshaft or the flywheel on the internal combustion engine. According to the invention, the centrifugal pendulum is provided radially and axially within the torque limiter so that no two-part hub needs to be used. One or both side plates of the torque limiter have a radial ring which serves as the radial end stop of the pendulum mass. At the end stop, the side plate (s) deforms in order to elastically absorb the impact energy.

The invention will now be explained in more detail below with reference to figures.

• 1 eine Längsschnittdarstellung einer erfindungsgemäßen Schwingungsdämpfungseinheit nach einem bevorzugten Ausführungsbeispiel,
• 2 eine Längsschnittdarstellung eines in 1 eingesetzten Teilzusammenbaus aufweisend einen Drehmomentbegrenzer und ein Fliehkraftpendel, wobei die Schnittebene derart versetzt zu einer in 1 gewählten Schnittebene ist, dass nun auch mehrere, zwei Seitenbleche des Fliehkraftpendels zusammenhaltende Abstandsbolzen zu erkennen sind,
• 3 eine Detailansicht des in 2 mit „III“ gekennzeichneten Bereiches,
• 4 eine Detailansicht eines eine Zahnkontur für eine Verstemmung aufweisenden, in den 1 bis 3 eingesetzten (ersten) Seitenbleches, sowie
• 5 eine Vollansicht des Teilzusammenbaus nach 2 von vorne.

Show it:

• 1 a longitudinal sectional view of a vibration damping unit according to the invention according to a preferred embodiment,
• 2 a longitudinal sectional view of an in 1 The subassembly used has a torque limiter and a centrifugal force pendulum, the cutting plane being offset in this way to an in 1 The selected section plane is that several spacer bolts holding two side plates of the centrifugal pendulum can now also be seen,
• 3 a detailed view of the in 2 with "III" marked area,
• 4th a detailed view of one having a tooth contour for caulking, in the 1 to 3 inserted (first) side plate, as well as
• 5 a full view of the partial assembly according to 2 from the front.

The figures are merely of a schematic nature and are used exclusively for understanding the invention. The same elements are provided with the same reference symbols.

With 1 is a vibration damping unit according to the invention 1 according to a preferred embodiment shown clearly in terms of their structure.

The vibration damping unit 1 is designed for a hybrid motor vehicle drive train. Consequently, the vibration damping unit serves 1 for vibration damping of torsional vibrations that occur during operation of the motor vehicle drive train. The vibration damping unit 1 is typically used between a crankshaft of an internal combustion engine and a transmission of the drive train viewed along a torque transmission path. The vibration damping unit 1 essentially has three components. A first component is a spring damper 5 realized, a second component as a torque limiter 8th and a third component as a centrifugal pendulum 9 . These three components 5 , 8th , 9 are arranged in series / behind one another along the torque transmission path.

Regarding the spring damper 5 is in 1 continue to recognize that this is a primary part 2 has, which in operation in a typical manner via one or more screws arranged distributed in the circumferential direction 28 is firmly attached to the crankshaft of the internal combustion engine or a flywheel / flywheel. The primary part 2 is designed like a housing and takes in a receiving space 34 (axial receiving space) a secondary part 4th on that in a certain angle of rotation range with respect to a central axis of rotation 3 relatively rotatable to the primary part 2 is arranged. The spring damper 5 is thus implemented as a two-mass flywheel.

The axial, radial and circumferential directions used herein relate to the central axis of rotation 3 the vibration damping unit 1 so that under the axial direction / axial a direction along / parallel to the axis of rotation 3 , under radial direction / radial a direction perpendicular to the axis of rotation 3 and under the circumferential direction, a direction tangential to a direction concentric about the axis of rotation 3 is to be understood circumferential line.

Primary part 2 and abutment 4th are typically distributed over several helical compression springs in the circumferential direction 14th in a direction of rotation / the circumferential direction are resiliently supported relative to one another. The spring damper 5 is designed in this version as a bow spring damper, the helical compression springs 14th extend in a substantially arcuate manner in the circumferential direction. Radially outside the helical compression springs 14th arranged shells 35 serve to guide / support the respective helical compression spring 14th . The helical compression spring is available in other versions 14th Can also be designed in other ways, for example in the form of a helical compression spring extending in a straight line.

As in 1 can be seen with the secondary part shaped as a disk / wheel 4th the torque limiter 8th connected. The torque limiter 8th has a receiving element 30th on that on the abutment 4th is attached. The receiving element 30th is also implemented essentially in the form of a disk. The receiving element 30th is via a (second) riveted joint 33 on the secondary part 4th attached. One of several fastening means distributed in the circumferential direction 32 the (second) riveted joint 33 is in 1 to recognize. From this riveted joint 33 the receiving element extends from 30th in the radial direction outwards and in the axial direction away from the secondary part 4th so that it is adjacent to the helical compression springs on its radial outside in the axial direction 14th as well as the primary part 2 is offset.

For the further construction of the torque limiter 8th also be on the 2 and 3 referenced. It is clear from this that on the receiving element 30th a first friction partner 6 of the torque limiter 8th directly attached / attached. A second friction partner 7th is according to the invention in a housing 12th of the centrifugal pendulum 9 directly integrated. The first friction partner 6 is between two side panels 10 , 18th of the housing 12th / of second friction partner 7th held clamped / frictionally applied with a pretensioning force.

The torque limiter 8th is typically implemented as a slip clutch. The torque limiter 8th is therefore designed in such a way that the two friction partners 6 , 7th are permanently coupled to one another in a rotationally fixed manner below a certain torque threshold during operation of the drive train. The first friction partner is below the torque threshold 6 such between the side panels 10 , 18th is pinched that the two friction partners 6 , 7th are rotatably connected up to the torque threshold. When the specific torque threshold is exceeded, the torque limiter opens 8th self-employed. The axial frictional force / adhesive force between the two friction partners 6 , 7th is therefore so large that the two friction partners 6 , 7th are rotated relative to one another only after the torque threshold has been exceeded and then moved relative to one another with targeted friction.

The first friction partner 6 has a carrier made of sheet metal 29 on, which is from one with the receiving element 30th connected fastening area 37 extends radially inwardly away. The carrier 29 is about several rivets 36 (alternatively also screws) on the receiving element 30th attached. On a radial inside of the carrier 29 are friction linings on each axial side 24a , 24b arranged. A first friction lining 24a is to a first axial side on the carrier 29 appropriate; a second friction lining 24b is on a second axial side opposite the first axial side on the carrier 29 appropriate.

In this context goes out 3 also shows that the second friction partner 7th directly through a first side panel 10 is trained with. The first side panel 10 is to the first axial side of the beam 29 arranged towards. A second side panel 18th is axially spaced from the first side plate 10 arranged and takes the first friction partner 6 between its the first side panel 10 facing axial side and the first side plate 10 on. The second side panel 18th is also indirect via a disc spring 38 as well as one through the disc spring 38 pressurized pressure plate 39 frictionally with the first friction partner 6 coupled. A first point of contact 13a is between the first friction partner 6 / the first friction lining 24a and a side face 17th of the first side panel 10 implemented while a second contact point 13b between the pressure plate 39 and the first friction partner 6 / the second friction lining 24b is implemented.

In this context it can also be seen that the two side plates 10 , 18th over a plurality of spacer elements distributed in the circumferential direction and in the radial direction 19th , 20th , 21st are firmly connected. A first group of first spacer bolts 20th is arranged on a radially smaller circumference than a second group of second spacer bolts 21st . Furthermore, as in connection with the 1 and 5 Also illustrated are a plurality of spacer plates distributed in the circumferential direction, one of which in FIG 1 is easy to recognize in the section. The spacer plate 19th on the one hand radially outside of the spacer bolts 20th , 21st arranged and on the other hand radially outside of several pendulum masses 11 arranged.

The respective spacer plate 19th is towards its axial end faces over a caulking area 22nd / Riveting area with the respective side plate 10 , 18th connected / riveted / caulked. In this context, the spacer device of the WO 2007/124709 A1 referenced, their design for the connection between the spacer plate 19th and the respective side panel 10 , 18th is deemed to be incorporated therein. Hence the spacer plate 19th via finger-shaped, integral projections 46 that the caulking area 22nd form directly with, in radial recesses 45 of the respective side plate 10 , 18th , riveted. The recesses 45 that have some kind of tooth contour 44 train are in 4th using the first side plate as an example 10 shown.

In 3 can also be seen that a second spacer bolt 21st for non-rotatable support of the pressure plate 39 via one on the pressure plate 39 shown nose protruding radially inwards 40 is trained.

Coming back to that 1 and 2 , is the further construction of the centrifugal pendulum 9 clear. In this context, in 1 one of several, here four, pendulum masses distributed in the circumferential direction 11 recognizable. The respective pendulum mass 11 is independent of the other pendulum masses 11 in a typical way according to the implementation as a centrifugal pendulum 9 recorded freely oscillating in a centrifugal force field. In 5 are guide pins in this context 41a , 41b the respective pendulum mass 11 , each guided in a setting 42a , 42b of the side panels 10 , 18th illustrated. Along these scenes 42a , 42b the pendulum masses oscillate 11 consequently both in the circumferential direction and in the radial direction.

With 1 is also the arrangement according to the invention between the three components of the vibration damping unit 1 to recognize. It can be seen here that spring damper 5 , Torque limiter 8th and centrifugal pendulum 9 are arranged relative to one another that the pendulum masses 11 radially inside between the Friction partners 6 , 7th trained contact points 13a , 13b as well as axially at the same height as the first friction partner 6 are located. The side panels 10 , 18th extend while forming the housing 12th , so far in the radial direction inward from the first friction partner 6 away that the pendulum masses 11 axially between these side plates 10 , 18th are added and axially protruded from these.

The first side panel 10 also has a deliberately resilient stop 15th on. This attack 15th is by an axially bent or deep-drawn collar area 16 of the first side panel 10 implemented. The attack 15th is to the radial inside of the first side panel 10 , radially within the pendulum masses 11 , arranged. This attack 15th serves specifically for resilient support / as resilient end stop for the respective pendulum mass 11 in a radially inwardly deflected position. When this radially inwardly deflected position is reached, the stop is 15th targeted by the respective pendulum mass 11 elastically deformed to the impact energy of the pendulum mass 11 record.

In this context, it should also be noted that in the illustrated embodiment, the stop 15th as a ring-shaped, ie completely circumferential, collar area 16 is implemented. In further embodiments according to the invention, the stop is 15th however, it is also realized by a plurality of subregions distributed in the circumferential direction and spaced apart from one another. Preferably each pendulum mass 11 a separate section is provided. In further embodiments according to the invention, it is also not only on the first side panel 10 , but also on the second side panel 18th an attack 15th realized. Alternatively to this is the stop 15th also exclusively in further embodiments according to the invention on the second side panel 18th educated.

The second side panel 18th is next to a central hub 25th non-rotatably attached. The hub 25th is prepared in the usual way for non-rotatable connection with another shaft, such as a connecting shaft or a transmission input shaft. The hub 25th has for this purpose on its radial inner side a cup area provided with a serration / internal toothing 43 on ( 1 ). hub 25th and second side panel 18th are via a (first) riveted connection 26th non-rotatably connected to each other.

In the hub 25th are also several, each with a screw 28 in an initial position of the vibration damping unit 1 aligned / aligned through holes 27 brought in. Any through hole 27 serves to push the screw through 28 during installation. The through hole 27 is consequently dimensioned larger than a maximum diameter of the screw 28 .

Furthermore, as in 1 indicated in principle with regard to its possible position, it is also advantageous if each pendulum mass 11 axially with at least one friction element 23 , preferably in the form of a disk. The respective friction element 23 is preferably made of a plastic. The friction element 23 is axial between the pendulum mass 11 and the first side panel 10 , alternatively or additionally also between the pendulum mass 11 and the second side panel 18th , used. The friction element 23 is preferred on the pendulum mass 11 held and is located with the respective side panel 10 , 18th in frictional contact. The friction element 23 is also axially against the respective side plate by means of a spring element 10 , 18th pressed on.

It should also be noted that both side panels 10 , 18th with axial windows 31 are provided which windows 31 each greater than a first friction partner 6 indirect (or the receiving element 30th direct) non-rotatably on the secondary part 4th fixing fastener 32 , which is implemented as a rivet, are formed, as in the 1 and 2 to recognize.

In other words, according to the invention, a device for avoiding or reducing torsional vibrations and excessive torque is implemented in hybrid-driven motor vehicle drive trains. The centrifugal pendulum takes over the vibration isolation 9 that at the hub 25th or on the flange of a torque limiter 8th or is mounted directly on the gearbox input shaft. The torque limiter prevents excessive torque 8th a transmission of the torque. Furthermore, the moment limiter is 8th with the centrifugal pendulum 9 married and with a torsion damper (spring damper 5 ) upstream, with one or both side panels 10 , 18th a radial ring 16 have, as a radial end stop 15th the pendulum mass 11 is used. When the pendulum mass hits 11 at the end stop 15th the side plate (s) deforms 10 , 18th and absorbs the impact energy elastically, which means that the impacts that occur in the drive train have to be managed.

In addition, there are the following individual, in principle independent additional ideas 1 to 10 : 1 . At the moment limiter 8th is the collar (collar area 16 ) preferably from the side panel 10 , 18th drawn. Maybe the ring 16 segmented. 2 . One of the two side panels 10 , 18th , preferably the first side panel 10 , is directly as a friction surface (side surface 17th ) of the torque limiter 8th used. More preferably this has sheet 10 , 11 a pot on the topping 24a , 24b center radially. 3 . The side panels 10 , 11 show an open riveting (caulking area 22nd ) on. 4th . The centrifugal pendulum 9 has at least four different pendulum masses 11 on what the impact energy of each pendulum mass 11 minimized. It is particularly advantageous to use the pendulum masses 11 made of fine-stamped sheets that are thicker than 9mm. 5 . The two centrifugal pendulum side plates 10 , 18th are by means of spacers 19th radially outside the pendulum masses 11 riveted (spacer plates 19th preferably). In addition, there are spacers 20th , 21st (preferably as a spacer bolt 20th , 21st , more preferably in two rows) at the radial height of the pendulum mass 11 arranged. 6 . The drive torque is generated via a side plate (second side plate 18th ) on a hub 25th passed on. A flange 25th is attached to the side panel 18th riveted to pass the moment on. 7th . At the pendulum mass 11 is or are one or two friction elements 23 axially attached. The plastic elements 23 are preferably brought under permanent axial load by a spring element in order to create a hysteresis in the pendulum mass 11 to create. At the same time, the axial load improves the resistance to swaying movements. 8th . The sliding plate (carrier 29 ) is to the sheet metal (receiving element 30th ) riveted, more preferably it is also screwed. 9 . The flange 25th has holes 27 for screwing on. 10 . In the centrifugal pendulum 9 are axial openings (windows 31 ) set up to ensure penetration to the damper 5 to be riveted (second riveted connection 33 ).

Furthermore, with the 1 to 5 the moment limiter 8th shown in different views and sectional views. The moment limiter 8th is located between a torsion damper, for example 5 , connected to a combustion engine, not shown, via the screw 28 , and a transmission input shaft. The moment limiter 8th includes two side panels 10 , 18th and a centrifugal pendulum absorber 9 . A disc spring 38 pushes over a pressure plate 39 the toppings 24a , 24b . The moment is via a flange (receiving element 30th ) into the friction plate (carrier 29 ) and then into the slip clutch 8th directed. The slip clutch linings 24a , 24b transfer the slipping torque into the side plates 10 , 18th . The side panels 10 , 18th are with a hub flange 25th connected. The part 15th contains an internal toothing with which the torque is passed on.

List of reference symbols

1

Vibration damping unit

2

Primary part

3

Axis of rotation

4th

Abutment

5

Spring damper

6th

first friction partner

7th

second friction partner

8th

Torque limiter

9

Centrifugal pendulum

10

first side panel

11

Pendulum mass

12

casing

13a

first point of contact

13b

second contact point

14th

Helical compression spring

15th

attack

16

Collar area

17th

Side face

18th

second side panel

19th

Spacer plate

20th

first spacer bolt

21st

second spacer bolt

22nd

Caulking area

23

Friction element

24a

first covering

24b

second topping

25th

hub

26th

first riveted connection

27

Through hole

28

screw

29

carrier

30th

Receiving element

31

window

32

Fasteners

33

second riveted connection

34

Recording room

35

Bowl

36

rivet

37

Attachment area

38

Disc spring

39

printing plate

40

nose

41a

first guide pin

41b

second guide pin

42a

first backdrop

42b

second backdrop

43

Bowl area

44

Tooth contour

45

Recess

46

head Start

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• EP 2685127 B1 [0002]
• WO 2007/124709 A1 [0044]

Claims (10)

Vibration damping unit (1) for a motor vehicle drive train, with a spring damper (5) having a primary part (2) and a secondary part (4) which is resiliently supported relative to the primary part (2) about a central axis of rotation (3) in one direction of rotation, and a spring damper (5) with two permanent to to a certain torque threshold in an operating-rotatably connected to the friction partners (6, 7) each having torque limiter (8), and a centrifugal force pendulum (9), wherein the torque limiter (8) and the centrifugal force pendulum (9) are operatively connected to the secondary part (4), characterized characterized in that a first friction partner (6) of the torque limiter (8) is connected to the secondary part (4) and a second friction partner (7) of the torque limiter (8) is connected to a side plate (10) of a housing (12) accommodating a plurality of pendulum masses (11) ) of the centrifugal pendulum (9) is connected, the pendulum masses (11) radially within a contact point formed between the friction partners (6, 7) le (13a, 13b) and at least partially axially at the same height as the first friction partner (6). Vibration damping unit (1) according to Claim 1 , characterized in that the pendulum masses (11) are arranged radially inside and / or axially offset to a plurality of helical compression springs (14) of the spring damper (5) distributed in a circumferential direction. Vibration damping unit (1) according to Claim 1 or 2 , characterized in that the side plate (10) forms a resilient, radial stop (15) for at least one pendulum mass (11). Vibration damping unit (1) according to Claim 3 , characterized in that the stop (15) is designed as a collar region (16) of the side plate (10) which is bent over or deep-drawn in the axial direction. Vibration damping unit (1) according to Claim 3 or 4th , characterized in that the stop (15) runs continuously in the circumferential direction or is subdivided into a plurality of subregions arranged at a distance from one another in the circumferential direction. Vibration damping unit (1) according to one of the Claims 1 to 5 , characterized in that the second friction partner (7) is formed directly by an axial side surface (17) of the side plate (10). Vibration damping unit (1) according to one of the Claims 1 to 6 , characterized in that two side plates (10, 18) also form the second friction partner (7), the first friction partner (6) being clamped axially between these two side plates (10, 18) and the two side plates (10, 18) over a spacer plate (19) and / or a spacer bolt (20, 21) are connected to one another. Vibration damping unit (1) according to Claim 7 , characterized in that the spacer plate (19) is connected to the respective side plate (10, 18) via a caulking area (22). Vibration damping unit (1) according to one of the Claims 1 to 8th , characterized in that a friction element (23) is axially attached to at least one pendulum mass (11). Vibration damping unit (1) according to Claim 9 , characterized in that the friction element (23) consists of a plastic.

Images