DE102020112025A1 - Torsional vibration damper - Google Patents

Abstract

A torsional vibration damper (12) is provided for damping torsional vibrations in a torque to be transmitted in a drive train of a motor vehicle with a primary mass (28) for introducing a torque and an energy storage element (30) designed in particular as an arc spring to the primary mass (28). limited relatively rotatable secondary mass (34) for dissipating a torque, the secondary mass (34) as an outer shell (32) to delimit a receiving space (36) for the energy storage element (30) and the primary mass (28) as protruding into the receiving space (36) Inner flange (26) are designed, the outer shell (32) having a clutch disc (66) for a friction clutch (14) for coupling a shaft (16) leading to a motor vehicle transmission. By using the inner flange (28) as primary mass (26), the inner flange (28) can create free installation space for the clutch disc (66) formed by the outer shell (34) so that the friction clutch (14) protrudes axially into the torsional vibration damper (12) to leave, so that a space-saving drive train of a motor vehicle is made possible.

Description

The invention relates to a torsional vibration damper with the aid of which torsional vibrations introduced in a drive train of a motor vehicle via a drive shaft of a motor vehicle engine can be damped in the torque to be transmitted.

the end DE 10 2012 202 255 A1 A torsional vibration damper for damping torsional vibrations in a drive train of a motor vehicle is known, in which a primary mass of a dual-mass flywheel formed from an outer shell is connected to a drive shaft of a motor vehicle engine and is coupled relatively rotatably to a limited extent via an arc spring of a secondary mass designed as an inner flange.

There is a constant need to reduce the installation space required for a drive train of a motor vehicle.

It is the object of the invention to identify measures that enable a space-saving drive train of a motor vehicle.

The object is achieved by a torsional vibration damper with the features of claim 1. Preferred embodiments of the invention are specified in the subclaims and the following description, which can each represent an aspect of the invention individually or in combination.

One embodiment relates to a torsional vibration damper for damping torsional vibrations in a torque to be transmitted in a drive train of a motor vehicle, with a primary mass for introducing a torque and an energy storage element that is limited relatively rotatable to the primary mass via an, in particular designed as an arc spring, secondary mass for discharging a torque Secondary mass is designed as an outer shell to delimit a receiving space for the energy storage element and the primary mass as an inner flange protruding into the receiving space, the outer shell having a clutch disc for a friction clutch for coupling a shaft leading to a motor vehicle transmission.

Compared to the usual design of a dual-mass flywheel, in which the outer shell is connected as the primary mass for introducing the engine torque and the inner flange as the secondary mass for discharging the vibration-damped torque, the function of the primary mass and secondary mass is interchanged in the present embodiment. The present torsional vibration damper can thus have a dual-mass flywheel designed in reverse design. Since it is the inner flange and not the outer shell that is coupled on the input side to a drive shaft, in particular the crankshaft, of a motor vehicle engine, the outer shell on the axial wall facing the drive shaft does not need to extend from the radial outside to the drive shaft and can therefore be compared to an outer diameter of the drive shaft have a significantly larger inner diameter. The inner flange can thereby be guided past a radially inner edge of the engine-side axial wall of the outer shell to the drive shaft. The outer shell can create free installation space on the engine side, which the inner flange can use and thereby itself creates free installation space which can be used on the side of the torsional vibration damper on the transmission side facing away from the drive shaft. In this installation space released by the inner flange through the connection to the drive shaft, the outer shell can extend radially inward with its transmission-side axial wall facing away from the drive shaft and form a flange-like sub-area at its radially inner end area, which is provided with friction linings in particular on both axial sides can be. This radially inner end area forms the clutch disc, which can be frictionally pressed in the friction clutch following in the torque flow in order to transmit the vibration-damped torque to the transmission input shaft of the motor vehicle transmission, possibly via an intermediate shaft for coupling an electrical machine intended to drive the motor vehicle. The installation space created by the connection of the inner flange to the input-side drive shaft can at least partially be used by the friction clutch, whereby the axial installation space requirement can be reduced. The friction clutch can protrude axially into the torsional vibration damper, so that a nested structure that saves space is obtained. By using the inner flange as the primary mass, the inner flange can create free installation space for the clutch disc formed by the outer shell in order to allow the friction clutch to protrude axially into the torsional vibration damper so that a space-saving drive train of a motor vehicle is made possible.

In a train operation, the torque coming from a motor vehicle engine can be introduced into the primary mass, while in overrun operation the torque coming from the drive train can be introduced into the secondary mass, whereby the reverse installation is also possible, in which in pull operation the torque coming from the motor vehicle engine can be introduced into the secondary mass, while in overrun operation that of the Drive train coming torque can be introduced into the primary mass. The primary mass and the secondary mass, which is coupled to the primary mass in a limitedly rotatable manner via the energy storage element, in particular designed as an arc spring, can form a mass-spring system that can dampen rotational irregularities in the speed and torque of the drive power generated by a motor vehicle engine in a certain frequency range. The mass moment of inertia of the primary mass and / or the secondary mass and the spring characteristic of the energy storage element can be selected in such a way that vibrations in the frequency range of the dominant engine orders of the motor vehicle engine can be dampened. The mass moment of inertia of the primary mass and / or the secondary mass can in particular be influenced by an attached additional mass. The outer shell can have a disk to which a cover can be connected, as a result of which an essentially annular receiving space for the energy storage element can be delimited. The outer shell can, for example, tangentially strike the energy storage element via impressions protruding into the receiving space. The inner flange, which can tangentially strike the opposite end of the energy storage element, can protrude into the receiving space.

In particular, the clutch disc of the outer shell is arranged at least partially in a common axial area with the energy storage element, radially inward of the energy storage element. The friction clutch can thereby be arranged at least partially in a common axial area radially inside the energy storage element and thereby protrude comparatively far into the torsional vibration damper on the engine side.

Preferably, the inner flange runs from the radial outside to the radial inside away from the clutch disc in an offset manner in order to encompass a part of the friction clutch. The inner flange can protrude radially inward out of the receiving space and in the further course towards the drive shaft can be bent and / or bent in order to get past the friction clutch. The friction clutch can thereby be provided in an installation space in which the inner flange would otherwise be provided in the case of an inner flange formed in a radial plane. The axial space requirement is thus kept low. At the same time, the inner flange can be guided radially inward to enable a connection with the drive shaft. Viewed in the axial direction, the inner flange and the friction clutch can at least partially overlap one another.

Particularly preferably, the inner flange has a toothed shoulder protruding in the axial direction for a non-rotatable coupling with a drive shaft. The toothing attachment of the inner flange can form part of a plug-in toothing, which enables a non-rotatable coupling and an axial relative displacement. This results in a defined subassembly which, when assembling the torsional vibration damper, enables easy coupling of the engine-side part preassembled with the drive shaft and the gear-side part of the torsional vibration damper preassembled with the shaft leading to the motor vehicle transmission. In addition, an axial misalignment of the shafts coupled to one another via the torsional vibration damper can be automatically compensated for within the spline.

In particular, in the axial direction away from the clutch disc, a centrifugal pendulum, in particular connected to the outer shell, is provided at least partially in a common radius area with the energy storage element outside the outer shell. The damping effect of the torsional vibration damper is improved by the centrifugal pendulum. Since both the energy storage element and the centrifugal pendulum can be provided as far radially outward as possible in the torsional vibration damper, a particularly good damping effect can result, in particular at low frequencies.

The centrifugal pendulum can have a support flange, in particular fastened to the outer shell, on which at least one pendulum mass is guided in a pendulum fashion. Under the influence of centrifugal force, the at least one pendulum mass of the centrifugal pendulum strives to assume a position as far away as possible from the center of rotation. The neutral central position ("zero position") of the pendulum mass is therefore the position that is furthest radially from the center of rotation, which the pendulum mass can assume in the radially outer position. At a constant drive speed and constant drive torque, the pendulum mass will assume this radially outer position. In the event of speed fluctuations, the pendulum mass deflects along its pendulum path due to its inertia. The pendulum mass can thereby be shifted in the direction of the center of rotation. The centrifugal force acting on the pendulum mass is divided into a component tangential and a further component normal to the pendulum path. The tangential force component provides the restoring force that wants to bring the pendulum mass back into its "zero position", while the normal force component acts on a force introduction element that initiates the speed fluctuations, in particular the outer shell coupled to the drive shaft, and there generates a counter-torque that counteracts the speed fluctuation counteracts and dampens the speed fluctuations initiated. In the case of particularly strong fluctuations in speed, the pendulum mass can therefore have swung out to the maximum and assume the radially most inner position. The tracks provided in the carrier flange and / or in the pendulum mass have suitable curvatures for this purpose, in which a coupling element, in particular designed as a roller, can be guided. At least two rollers are preferably provided, each of which is guided on a track of the carrier flange and a pendulum track of the pendulum mass. In particular, more than one pendulum mass is provided. A plurality of pendulum masses are preferably guided on the carrier flange in a uniformly distributed manner in the circumferential direction. The inertial mass of the pendulum mass and / or the relative movement of the pendulum mass to the carrier flange is designed in particular to dampen a certain frequency range of rotational irregularities, in particular an engine order of the motor vehicle engine. The pendulum mass can be produced inexpensively by a package of pendulum plates stacked on top of one another and connected to one another, wherein in particular the preferably identically shaped pendulum plates can be produced by punching from a metal sheet. In particular, more than one pendulum mass and / or more than one carrier flange is provided. For example, two pendulum masses connected to one another via bolts or rivets designed in particular as spacer bolts are provided, between which the carrier flange is positioned in the axial direction of the torsional vibration damper. Alternatively, two flange parts of the carrier flange, in particular connected to one another in a substantially Y-shape, can be provided, between which the pendulum mass is positioned. For example, the carrier flange is connected to the outer shell via a fastening bolt running in the axial direction, the fastening bolt being provided in the circumferential direction between two subsequent pendulum masses and / or in a corresponding recess of an otherwise abutting pendulum mass or in a radius area outside the pendulum masses to prevent unintentional impact to avoid a pendulum mass on the fastening bolt.

Preferably, the inner flange runs partially bent into a common axial area with the centrifugal pendulum. Since the centrifugal pendulum is not arranged in a common axial area but in a common radius area with the energy storage element, installation space is kept free in the radius area radially inside to the energy storage element and the centrifugal pendulum. The installation space radially inside the centrifugal pendulum can be used by the correspondingly strongly cranked and / or bent inner flange, so that even more installation space can be created within the torsional vibration damper for the friction clutch. As a result, in particular an actuator system provided for actuating the friction clutch can also be displaced into the torsional vibration damper, as a result of which further axial installation space can be saved.

The outer shell particularly preferably has a mass ring, in particular formed in one piece with the outer shell, to increase the mass moment of inertia, the mass ring being arranged radially inside the centrifugal pendulum, in particular completely or partially in a common axial area with the centrifugal pendulum. The, in particular cranked, course of the inner flange from the receiving space to the connection point with the drive shaft can very easily be designed in such a way that an annular corner area is left free between the centrifugal pendulum and the inner flange, in which the ground ring can be provided. The mass-spring system provided for damping in a specific frequency range can be adapted on the primary side by means of the mass ring. Additionally or alternatively, a mass ring fastened to the inner flange can be provided radially inside to the centrifugal pendulum in order to increase the secondary-side mass moment of inertia. It is also possible to use the mass ring to attach balancing masses for balancing the torsional vibration damper.

In particular, the outer shell is centered and / or supported on the inner flange, in particular via the mass ring. This enables compact and space-saving centering and / or mounting of the outer shell. The radial relative position of the outer shell is thereby predefined in a defined manner. In particular, the outer shell is mounted so as to be relatively movable in the axial direction in order to be able to follow an axial displacement of the clutch disc between opening and closing of the friction clutch over the wear area of the friction linings of the friction clutch. Tilting of the outer shell can be blocked by mounting the ground ring and positioning the clutch disc of the outer shell between a counter plate and an axially relatively displaceable pressure plate in the friction clutch.

Preferably, a sealing body, designed as a sealing membrane, engages with the friction linings on the inner flange in a common radius area and engages radially outside with the clutch disc interacting with friction linings on the outer shell and in particular designed as a sealing membrane, is provided for sealing the receiving space, the sealing body being bent to encompass part of the friction clutch . The sealing body can have a gap between the inner flange and the Seal the axial wall of the outer shell forming the clutch disc. For this purpose, the sealing body can be connected, in particular riveted, radially outside to the friction linings to the axial wall of the outer shell that forms the clutch disc. The sealing body, in particular designed as a sealing membrane, can in particular be riveted via a rivet protruding from the material of the outer shell. The sealing body can encompass the friction clutch and act radially inward to the fastening point with the outer shell at the radial height of the friction linings on the inner ring in a sealing manner. The sealing body can bear against the inner ring in a relatively rotatable manner, in particular via a sliding ring. A lubricant provided for lubricating the energy storage element, in particular lubricating grease, can thereby be retained in the receiving space. The sealing of the receiving space can thereby take place inexpensively and in a space-saving manner.

Another embodiment relates to a clutch unit for the vibration-damped coupling of a drive shaft of a motor vehicle engine with a transmission input shaft of a motor vehicle transmission, with a flywheel connectable to the drive shaft, in particular designed as an axially flexible flexplate, a torsional vibration damper coupled to the flywheel, which is developed and developed as described above can be, for damping rotational irregularities in the introduced torque and a friction clutch for coupling the outer shell of the torsional vibration damper to the transmission input shaft, the friction clutch having a counter plate and a pressure plate axially displaceable relative to the counter plate for frictional pressing of the clutch disc of the outer shell, the counter plate having and / or the pressure plate is arranged in a common axial area with the outer shell and / or with the energy storage element. The axial flexibility of the flywheel designed as a flexplate can dampen axial vibrations of the drive shaft. By using the inner flange as the primary mass of the torsional vibration damper, the inner flange can create free installation space for the clutch disc formed by the outer shell in order to allow the friction clutch to protrude axially into the torsional vibration damper so that a space-saving drive train of a motor vehicle is made possible.

Particularly preferably, an, in particular hydraulic, actuating actuator is provided for axially displacing the pressure plate, the actuating actuator having a pressure chamber for building up an actuating pressure and an actuating piston delimiting an axial side of the pressure chamber, the pressure chamber and / or the actuating piston in a common axial area with the outer shell and / or is arranged with the energy storage element. The installation space created radially inside the energy storage element can thus not only be used for the frictional coupling of the friction clutch, but also for the actuators of the friction clutch in order to save axial installation space. The maximum travel of the actuating piston can be limited, for example, by striking the flywheel and / or the inner flange, so that a separate travel limit for the actuating piston can be saved.

In particular, an, in particular hydraulic, actuating actuator is provided for axially displacing the pressure plate, the actuating actuator having a pressure chamber for building up an actuating pressure and an actuating piston delimiting an axial side of the pressure chamber, the actuating piston having a connecting body connected to the pressure plate for bridging a radial distance between the pressure chamber to the pressure plate, with the connecting body and the counter-plate being connected to a return spring designed in particular as a leaf spring for positioning the pressure plate in an unactuated initial relative position, the return spring being positioned completely radially inward of the clutch disc. The friction linings of the friction clutch are provided, in particular, as far radially outward as possible, so that a friction surface provided for the transmission of a given maximum torque can be implemented in a space-saving manner with the smallest possible radial extension. The actuation fluid, in particular hydraulic oil, for the pressure chamber can be supplied radially on the inside, so that the pressure chamber can be provided as far as possible radially on the inside and centrifugal forces acting on the actuation fluid can be minimized. This can result in a significant radial extension for the actuating piston, so that the return spring can be connected in the connecting body of the actuating piston provided in the radial direction between the friction linings and the pressure chamber. An otherwise free installation space in the radius area between the friction linings and the pressure chamber can be used by the return spring in an essentially installation space-neutral manner.

The flywheel preferably has a burst protection protruding in the axial direction for the radially outer covering of a centrifugal pendulum of the torsional vibration damper. The flywheel can essentially be designed as a disk running roughly in a radial plane, which is bent radially outwardly away from the drive shaft in the axial direction. Of the Burst protection can thereby achieve a large increase in the primary-side mass moment of inertia in the manner of an additional mass on a comparatively large radius with little use of material. In addition, the burst protection can hold back a pendulum mass of the centrifugal pendulum that has been torn loose due to a component failure and thrown radially outward due to centrifugal forces and can prevent damage to further motor vehicle components by the torn loose pendulum mass.

Another embodiment relates to a drive train for transmitting a drive torque for driving a motor vehicle with a drive shaft of a motor vehicle engine, a transmission input shaft of a motor vehicle transmission and a clutch unit, which can be designed and developed as described above, for the vibration-damped coupling of the drive shaft to the transmission input shaft, the Transmission input shaft is partially arranged in a common axial area with the outer shell and / or with the energy storage element. In particular, the torsional vibration damper can encompass an axial part of the transmission input shaft or another shaft leading to the motor vehicle transmission radially on the outside, so that the axial space requirement can be kept low. The torsional vibration damper can preferably encompass part of a housing of the motor vehicle transmission radially on the outside. By using the inner flange as the primary mass of the torsional vibration damper in the clutch unit, the inner flange can create free installation space for the clutch disc formed by the outer shell in order to allow the friction clutch to protrude axially into the torsional vibration damper, so that a space-saving drive train of a motor vehicle is made possible.

• 1: eine schematische Schnittansicht eines Kupplungsaggregats,
• 2: eine schematische Schnittansicht des Kupplungsaggregats aus 1 im getrennten Zustand,
• 3: eine schematische Detailansicht des Kupplungsaggregats aus 1 und
• 4: eine schematische Detailansicht einer alternativen Ausgestaltung des Kupplungsaggregats aus 3.

In the following, the invention is explained by way of example with reference to the attached drawings using preferred exemplary embodiments, the features shown below being able to represent an aspect of the invention both individually and in combination. Show it:

• 1 : a schematic sectional view of a clutch unit,
• 2 : a schematic sectional view of the clutch assembly from 1 in the separated state,
• 3 : a schematic detailed view of the clutch assembly from 1 and
• 4th : a schematic detailed view of an alternative embodiment of the clutch assembly from 3 .

This in 1 shown clutch unit 10 can be installed in a drive train of a motor vehicle in order to transmit a vibration-damped torque from a motor vehicle engine to a motor vehicle transmission. The clutch unit 10 has a torsional vibration damper connected to a drive shaft of the motor vehicle engine 12th and one with the torsional vibration damper 12th coupled friction clutch 14th on, the output side with a shaft leading to the motor vehicle transmission 16 , in particular transmission input shaft, is connected.

The torsional vibration damper 12th has a flywheel designed in particular as an axially flexible flexplate 18th on, with the one plug-in hub 20th is riveted. The plug-in hub 20th forms with a toothed attachment attached 22nd a spline 24 to provide a rotationally fixed but axially relatively displaceable coupling. That of the drive shaft and the flywheel 18th Incoming torque is sent to one as an inner flange 26th designed primary mass 28 transmitted via an energy storage element designed as a bow spring 30th with one as the outer shell 32 designed secondary mass 34 is coupled rotatably to a limited extent. The energy storage element 30th is in one of the outer shell 32 limited recording space 36 added, in which also grease to lubricate the energy storage element 30th is provided. The outer shell 32 has on the transmission side one on the rest of the outer shell 32 welded lid 38 on, with the radially inward to the energy storage element 30th a sealing body designed as a sealing membrane 40 over one of the lid 38 trained rivet nipple 42 is riveted. The sealing body 40 engages relatively rotatably via a sliding ring 44 on the inner flange 26th to the recording room 36 to seal. On the other axial side of the inner flange 26th can one on the inner flange 26th and the outer shell 32 attacking sealing element 46 be provided to also on the other axial side of the inner flange 26th the recording room 36 to seal.

On the one on the lid 38 facing away side of the outer shell 32 the outer shell has a one-piece ground ring 48 on, with which also at least one balancing mass 50 can be attached. Radially outside to the earth ring 48 is one with the outer shell 32 connected centrifugal pendulum 52 intended. The centrifugal pendulum 52 has a support flange 54 on, on the two axial sides of each interconnected pendulum masses 56 are provided, which are guided on the carrier flange in a swingable manner. The beam flange 54 is via at least one axially extending fastening bolt 58 with the outer shell 32 riveted, with a striking of the pendulum masses 56 on the fastening bolt 58 is provided at most to limit a maximum oscillation angle. It can also be provided that the pendulum masses 56 radially inside in recesses 60 the outer shell 32 can immerse so that the ground ring 48 space-saving radially inside the centrifugal pendulum 52 can be provided and the radial space requirement in the axial area of the centrifugal pendulum 52 can be kept low. Because the recesses 60 not with the sealed receiving space 36 to communicate fluidically is a leakage of lubricant through the recesses 60 avoided. The flywheel connected to the drive shaft 18th can extend in the radial direction over the entire radial extent of the centrifugal pendulum 52 extend and radially outside to the centrifugal pendulum 52 one protruding in the axial direction and the axial extension of the centrifugal pendulum 52 at least partially covering burst protection 62 form.

The lid 38 the outer shell 32 extends over the rivet nipple 42 for connecting the sealing body 40 further radially inward to a friction linings connected on both axial sides with a material fit, form fit and / or force fit 64 provided clutch disc 66 to train. The integral with the lid 38 the outer shell 32 trained clutch disc 66 can in the friction clutch 14th between an axially fixed counter plate 68 and one relative to the backplate 68 axially displaceable pressure plate 70 be frictionally pressed to the by the torsional vibration damper 12th Vibration-damped torque when the friction clutch is closed 14th to the wave 16 transferred to. Alternatively, the friction linings 64 instead of the clutch disc 66 also in each case with the counter plate 68 and with the pressure plate 70 be connected. Over the wave 16 can an actuating fluid, in particular hydraulic oil, in one, in particular with the shaft 16 rotating pressure chamber 72 be promoted to an axial side of the pressure chamber 72 training actuating piston 74 to be able to extend. The maximum actuation travel of the actuation piston 74 can by striking the actuating piston 74 on the flywheel 18th be limited. The clutch disc 66 is as far as possible radially outside and the pressure chamber 72 Provided as far radially inward as possible. The actuating piston 74 has a connecting body formed essentially in a radial plane 76 on to a radial distance between the clutch disc 66 and one through the counter plate 68 guided through in the axial direction and with the pressure plate 70 connected tie rods 78 one hand and the pressure chamber 72 on the other hand to bridge. In the radius area of the connecting body 76 is at least one return spring designed as a leaf spring 80 with the actuating piston 74 and with the counter plate 68 riveted. By the return spring 80 especially the friction clutch 14th opened automatically ("normally open") if no actuation force is introduced. The friction clutch 14th and one the pressure chamber 72 and the actuating piston 74 having actuating actuators is radially on the inside in a common axial area with the torsional vibration damper 12th arranged so that the axial space requirement of the clutch unit 10 can be kept low.

As in 2 is shown, it is possible to use the flywheel 18th of the in 1 shown clutch unit 10 to pre-assemble with the drive shaft and the rest of the clutch unit 10 with the wave 16 to be pre-assembled. During assembly, an axial relative movement with the help of the plug-in hub 20th the flywheel 18th and the toothing approach 22nd the outer shell 32 the torsional vibration damper 12th the spline 24 be designed to achieve a non-rotatable connection.

As in 3 is shown, the pressure chamber 72 with the aid of a seal sliding axially on a mating surface 82 be sealed. The seal 82 can do this between one of the actuating piston 74 trained paragraph 84 and a locking ring 86 be axially fixed. But it is also possible, as in 4th is shown that the seal 82 in one in the actuating piston 74 trained circumferential groove 88 is inserted and therefore without a locking ring 86 is axially fixed.

List of reference symbols

10

Clutch unit

12th

Torsional vibration damper

14th

Friction clutch

16

wave

18th

flywheel

20th

Plug-in hub

22nd

Toothing approach

24

Splines

26th

Inner flange

28

Primary mass

30th

Energy storage element

32

Outer shell

34

Secondary mass

36

Recording room

38

lid

40

Sealing body

42

Rivet nipple

44

Slip ring

46

Sealing element

48

Mass ring

50

Balancing mass

52

Centrifugal pendulum

54

Girder flange

56

Pendulum mass

58

Fastening bolts

60

Recesses

62

Burst protection

64

Friction lining

66

Clutch disc

68

Counter plate

70

Pressure plate

72

Pressure chamber

74

Actuating piston

76

Connecting body

78

Tie rod

80

Return spring

82

poetry

84

unit volume

86

Circlip

88

Groove

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

• DE 102012202255 A1 [0002]

Claims (14)

Torsional vibration damper for damping torsional vibrations in a torque to be transmitted in a drive train of a motor vehicle, with a primary mass (28) for introducing a torque and a secondary mass (34), which can be rotated to a limited extent relative to the primary mass (28) via an energy storage element (30), in particular designed as an arc spring, for dissipating a torque, the secondary mass (34) being designed as an outer shell (32) to delimit a receiving space (36) for the energy storage element (30) and the primary mass (28) as an inner flange (26) protruding into the receiving space (36), wherein the outer shell (32) has a clutch disc (66) for a friction clutch (14) for coupling a shaft (16) leading to a motor vehicle transmission. Torsional vibration damper after Claim 1 characterized in that the clutch disc (66) of the outer shell (32) is arranged at least partially in a common axial area with the energy storage element (30) radially inside to the energy storage element (30). Torsional vibration damper after Claim 1 or 2 characterized in that the inner flange (26) is bent from the radial outside to the radial inside away from the clutch disc (66) in order to encompass a part of the friction clutch (14). Torsional vibration damper according to one of the Claims 1 until 3 characterized in that the inner flange (26) has a toothed projection (22) protruding in the axial direction for the rotationally fixed coupling to a drive shaft. Torsional vibration damper according to one of the Claims 1 until 4th characterized in that in the axial direction away from the clutch disc (66) a centrifugal pendulum (52), in particular connected to the outer shell (34), is provided at least partially in a common radius area with the energy storage element (30) outside the outer shell (34). Torsional vibration damper after Claim 5 characterized in that the inner flange (26) runs partially bent into a common axial area with the centrifugal pendulum (52). Torsional vibration damper after Claim 5 or 6th characterized in that the outer shell (32) has a mass ring (48), in particular formed in one piece with the outer shell (32), to increase the mass moment of inertia, the mass ring (48) radially inward of the centrifugal pendulum (52), in particular completely or partially is arranged in a common axial area with the centrifugal pendulum (52). Torsional vibration damper according to one of the Claims 1 until 7th characterized in that the outer shell (32) is centered and / or mounted on the inner flange (26), in particular via the ground ring (48). Torsional vibration damper according to one of the Claims 1 until 8th characterized in that a sealing body, in particular designed as a sealing membrane, engages radially outside of the friction linings (64) on the outer shell (32) and interacts with the clutch disc (66) and in a common radius area with the friction linings (64) on the inner flange (26) (40) is provided for sealing the receiving space (36), the sealing body (40) extending at an angle to encompass a part of the friction clutch (14). Clutch unit for the vibration-damped coupling of a drive shaft of a motor vehicle engine with a transmission input shaft of a motor vehicle transmission, with a flywheel (18) that can be connected to the drive shaft, in particular designed as an axially flexible flexplate, a torsional vibration damper (12) according to one of the Claims 1 until 9 for damping rotational irregularities in the introduced torque and a friction clutch (14) for coupling the outer shell (32) of the torsional vibration damper (12) to the transmission input shaft, the friction clutch (14) having a counter plate (68) and an axial one relative to the counter plate (68) displaceable pressure plate (70) for frictional pressing of the clutch disc (66) of the outer shell (32), the counterplate (68) and / or the pressure plate (70) in a common axial area with the outer shell (34) and / or with the energy storage element (30) is arranged. Clutch unit according to Claim 10 characterized in that an, in particular hydraulic, actuating actuator is provided for axially displacing the pressure plate (70), the actuating actuator having a pressure chamber (72) for building up an actuating pressure and an actuating piston (74) delimiting an axial side of the pressure chamber (72), wherein the pressure chamber (72) and / or the actuating piston (74) is arranged in a common axial area with the outer shell (34) and / or with the energy storage element (30). Clutch unit according to Claim 10 or 11 characterized in that an, in particular hydraulic, actuating actuator is provided for axially displacing the pressure plate (70), the actuating actuator having a pressure chamber (72) for building up an actuating pressure and an actuating piston (74) delimiting an axial side of the pressure chamber (72), wherein the actuating piston (74) has a connecting body (76) connected to the pressure plate (70) for bridging a radial distance between the pressure chamber (72) and the pressure plate (70). is connected in particular as a leaf spring configured return spring (80) for positioning the pressure plate (70) in an unactuated initial relative position, wherein the return spring (80) is positioned completely radially inside to the clutch disc (66). Clutch unit according to one of the Claims 10 until 12th characterized in that the flywheel (18) has a burst protection (62) protruding in the axial direction for the radially outer covering of a centrifugal pendulum (52) of the torsional vibration damper (12). Drive train for transmitting a drive torque for driving a motor vehicle with a drive shaft of a motor vehicle engine, a transmission input shaft of a motor vehicle transmission and a clutch unit (10) according to one of the Claims 10 until 13th for the vibration-damped coupling of the drive shaft to the transmission input shaft, the transmission input shaft being partially arranged in a common axial area with the outer shell (34) and / or with the energy storage element (30).

Images