DE102021110542A1 - Output disc for a torsional vibration damper - Google Patents

Abstract

An output disc (50) is provided for a torsional vibration damper (10) intended for damping torsional vibrations in a drive train of a motor vehicle, with a stop shoulder (58) protruding radially outwards for tangentially striking an energy storage element (16) of a dual-mass flywheel (12), at least one radially inside the curved track (30) provided for the stop shoulder (58) for the pendulum guidance of a pendulum mass (28) of a centrifugal pendulum (24) and a friction area (56) provided radially inside the track (30) for the frictional torque transmission up to a defined limit torque in a torque limiter (32), in particular designed as a slipping clutch. Due to the radial nesting of the dual-mass flywheel (12), centrifugal pendulum (24) and torque limiter (32) in a torsional vibration damper (10), the output disk (50) can form disk-shaped functional components for these assemblies, so that a small axial installation space is achieved with a small number of components and a cost-effective and space-saving torsional vibration damper (10) for a drive train of a motor vehicle is made possible.

Description

The invention relates to an output disk for a torsional vibration damper, with the aid of which an at least partially vibration-damped torque can be transmitted in a drive train of a motor vehicle.

the end DE 10 2019 112 430 A1 a torsional vibration damper for a drive train of a motor vehicle is known, in which a torque limiter configured as a slipping clutch is provided radially inside an arc spring of a dual-mass flywheel, with an output hub, a centrifugal pendulum pendulum and a Sealing membrane are attached.

There is a constant need to design a torsional vibration damper provided for a drive train of a motor vehicle in a cost-effective and space-saving manner.

It is the object of the invention to indicate measures that enable a cost-effective and space-saving torsional vibration damper for a drive train of a motor vehicle.

The object is achieved by an output disc with the features of claim 1. Preferred refinements of the invention are specified in the subclaims and the following description, which can each individually or in combination represent an aspect of the invention.

One embodiment relates to an output disk for a torsional vibration damper provided for damping torsional vibrations in a drive train of a motor vehicle, with a radially outwardly protruding stop shoulder for tangentially striking an energy storage element of a dual-mass flywheel, in particular designed as a bow spring, at least one curved track provided radially inside the stop shoulder for oscillating movement Guiding a pendulum mass of a centrifugal pendulum and a friction area provided radially inside the raceway for frictional torque transmission up to a defined limit torque in a torque limiter, in particular designed as a slipping clutch.

The assemblies provided for the formation of the functional unit of dual-mass flywheel, centrifugal pendulum and torque limiter can be nested in one another in the radial direction, so that the axial space requirement can be reduced. This utilizes the knowledge that the dual-mass flywheel for damping torsional vibrations in a low frequency range, which can correspond to a low engine order of a motor vehicle engine of the drive train designed as an internal combustion engine, must have a certain radial extent anyway, which provides free installation space radially within the energy storage element. which can be used by the centrifugal pendulum and the torque limiter. In principle, a radius area that is as large as possible is desired for the torque limiter, so that the radial extent of a friction area can be selected to be as small as possible for a specific limit torque to be set for reasons of space. However, it was recognized that the installation space radially inside the energy storage element can be large enough that not only the centrifugal pendulum, but also the torque limiter formed on a comparatively very small radius area can be provided one behind the other in the radial direction. The comparatively large radial extent of the friction area in the torque limiter provided on a comparatively small radius area is still small enough to be able to be arranged radially inside the centrifugal pendulum without disturbing the centrifugal pendulum.

The radial nesting also makes it possible to form a secondary mass of the dual-mass flywheel designed as an output flange, a support flange of the centrifugal pendulum-type pendulum and a friction disk of the torque limiter using a common component in the form of the output disk. The output disk can thus simultaneously fulfill the function of the secondary mass of the dual-mass flywheel, the function of the carrier flange of the centrifugal pendulum absorber and the function of the friction disk of the torque limiter. This utilizes the knowledge that the secondary mass, the carrier flange and the friction disk are essentially disc-shaped components with a comparable material thickness, which can easily be formed by a common component in the nested arrangement provided one after the other in the radial direction. As a result, the number of components can be kept low. Due to the radial nesting of the dual-mass flywheel, centrifugal pendulum and torque limiter in a torsional vibration damper, the output disk can form disc-shaped functional components for these assemblies, so that with a small number of components, a small axial installation space is achieved and a cost-effective and space-saving torsional vibration damper for a drive train of a motor vehicle is made possible.

The dual-mass flywheel can have a primary mass and a secondary mass coupled with limited rotation via the energy storage element, with the secondary mass being formed by a part of the output disk. In traction mode, the torque coming from a motor vehicle engine can be introduced into the primary mass, while in coasting mode the torque coming from the drive train can be introduced into the secondary mass, with the reverse installation also being possible, in which in traction mode the torque from the motor vehicle engine Coming torque can be introduced into the secondary mass, while the torque coming from the drive train can be introduced into the primary mass in overrun mode. The primary mass and the secondary mass, which is coupled to the primary mass with limited rotation via the energy storage element designed in particular as an arc spring, can form a mass-spring system that can damp rotational irregularities in the speed and in the torque of the drive power generated by a motor vehicle engine in a specific 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 such that vibrations in the frequency range of the dominant engine orders of the motor vehicle engine can be damped. The mass moment of inertia of the primary mass and/or the secondary mass can be influenced in particular by an attached additional mass. The primary mass can have a disk to which a cover can be connected, as a result of which an essentially ring-shaped accommodation space for the energy storage element can be delimited. The primary mass can, for example, strike the energy storage element tangentially via indentations protruding into the receiving space. An output flange of the secondary mass can protrude into the receiving space and can strike tangentially at the opposite end of the energy storage element.

The centrifugal pendulum can have at least one pendulum mass guided in an oscillating manner on a carrier flange in order to generate a restoring moment counteracting rotational non-uniformity and to introduce it into the carrier flange, which is formed by a part of the output disk. Under the influence of centrifugal force, the at least one pendulum mass of the centrifugal pendulum strives to assume a position as far away from the center of rotation as possible. The neutral central position ("zero position") of the pendulum mass is therefore the radially furthest position from the center of rotation, which the pendulum mass can assume in the radially outer position. At a constant driving speed and constant driving torque, the pendulum mass will assume this radially outer position. In the event of speed fluctuations, the pendulum mass deflects along its pendulum track due to its mass inertia. The pendulum mass can thus be shifted in the direction of the center of rotation. The centrifugal force acting on the pendulum mass is thus divided into a component tangential and another component normal to the aerial tramway. The tangential force component provides the restoring force that wants to bring the pendulum mass back to its "zero position", while the normal force component acts on a force introduction element that initiates the speed fluctuations, in particular a flywheel connected to the drive shaft of the motor vehicle engine, and generates a counter-torque there that counteracts the speed fluctuation counteracts and dampens the speed fluctuations introduced. In the case of particularly strong speed fluctuations, the pendulum mass can swing out to the maximum and assume the radially innermost 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 raceway 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 distributed uniformly in the circumferential direction on the support flange. The inertial mass of the pendulum mass and/or the movement of the pendulum mass relative to the carrier flange is designed in particular for damping a specific 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, it being possible in particular for the preferably identically shaped pendulum plates to be produced by stamping from sheet metal. In particular, more than one pendulum mass is provided. For example, two pendulum masses connected to one another by 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.

In the event of a sudden torque surge (“impact”), unforeseen loads can occur in the drive train, which can lead to damage to torque-transmitting components in the drive train. Impacts occur, for example, when the motor vehicle engine stalls when the motor vehicle starts moving, shifting takes place, the clutch is engaged quickly, and there is a downshift with simultaneous acceleration give is carried out, emergency braking takes place, a bang start (“cavalier start”) takes place, an engine start of the motor vehicle engine takes place. The torque limiter can be used in the manner of a low-pass filter to prevent excessive torque from being transmitted, for example by allowing a friction disk to slip through in the torque limiter when the torque is too high, with the friction disk being formed by a part of the output disk. The maximum torque that can still be transmitted by the torque limiter depends on the friction properties, in particular the coefficient of friction and contact pressure, between the friction disc and the associated friction partner in the torque limiter, which are suitably selected for setting the desired maximum torque.

In particular, a flange body forming the stop shoulder and the track is provided. The secondary mass of the dual-mass flywheel and the carrier flange of the centrifugal pendulum can thus be formed in one piece by the flange body, as a result of which the number of components is kept low.

The flange body preferably has at least one fastening opening in the friction area for fastening a friction lining forming a friction contact surface in the friction area. The flange body can thus be provided on both axial sides with at least one friction lining, which can be fastened to the flange body via a common fastening means, in particular a rivet connection, passed through the respective fastening opening of the flange body. The flange body has, in particular in the area of the friction area, a flat surface which is closed in the form of a ring and on which the respective friction lining can lie flat. Apart from the fastening means that may be provided in the friction area, the friction area of the flange body can be essentially completely covered by the respective friction lining, which forms the friction contact surface with an associated friction partner.

Provision is particularly preferably made for the material of the flange body to form a frictional contact surface or for a friction lining fastened to the flange body to form a frictional contact surface. If the flange body is not provided with a non-rotatably connected friction lining, the material of the flange body provided in the friction area can form the friction contact surface acting on the friction partner, which is in particular provided with a friction lining. In this case, the flange body can be designed in the friction area as a continuous, that is to say without openings, flat surface which forms the friction contact surface. If a friction lining is non-rotatably attached to the flange body, for example by riveting and/or gluing, it is the friction lining that forms the friction contact surface in the friction area of the flange body with the associated friction partner, in particular one that is not provided with a friction lining.

In particular, the flange body has an annular area that is closed in the circumferential direction for forming the friction area, with at least one carrier flange shoulder extending to a limited extent in the circumferential direction projecting radially outwards from the ring area to form the raceway, and the stop shoulder projecting radially outwards from at least one carrier flange shoulder. Since the ring area formed in the friction area is closed in the circumferential direction anyway, it is not necessary to close the carrier flange of the centrifugal pendulum in the circumferential direction. Here, the knowledge is exploited that the support flange should ultimately only form the boundary of the raceway and the support flange, apart from stiffening effects, does not fulfill any other function. As a result, it is possible in those circumferential angle regions in which the at least one raceway is provided for the pendulum guidance of the pendulum mass to form the support flange not as a ring that is closed in the circumferential direction, but rather as a shoulder that protrudes in the radial direction and is limited in the circumferential direction in the form of the shoulder of the support flange. The stop shoulder provided for tangentially striking the energy storage element of the dual mass flywheel can in turn protrude radially outward from the carrier flange shoulder. The use of material for the flange body and/or the dead weight and the mass moment of inertia of the flange body can be kept low as a result.

At least one sealing membrane is preferably provided to delimit a lubricated accommodation space for the energy storage element of the dual-mass flywheel, with the sealing membrane separating the friction area from the accommodation space. The sealing membrane can, for example, via a sliding ring on the primary mass, which partially delimits the receiving space for the energy storage element, act in a sealing but relatively rotatable manner, whereby the sealing membrane, which is designed in particular in the manner of a plate spring, can be elastically prestressed in the axial direction in order to be able to communicate with one of the axial spring force of the prestressed sealing membrane corresponding contact pressure to provide a sufficiently large sealing effect. Two sealing membranes are preferably provided, in particular fastened to the flange body on different axial sides, so that the receiving space can be essentially completely sealed, with a torque limiter leading part of the flange can protrude radially inward from the receiving space. A lubricant, for example lubricating grease, can be provided in the receiving space in order to lubricate the energy storage element, which is driven radially outwards by the influence of centrifugal force, so that it can be moved relatively in the circumferential direction. Since the friction area is separated from the receiving space by the at least one sealing membrane, no abrasion occurring when the torque limiter slips through can reach the lubricant provided in the receiving space, so that the lubricating effect in the receiving space cannot be impaired by the torque limiter.

The at least one sealing membrane is particularly preferably connected radially inside to the raceway, in particular in the friction area. The sealing membrane can thereby partially run between an axial side of the flange body and a friction lining fastened to the flange body in the friction area, wherein a common fastening means, in particular a rivet connection, can be used to fasten both the sealing membrane and the friction lining. As a result, the number of components can be kept small with a small installation space requirement.

Another embodiment relates to a torsional vibration damper for damping rotational non-uniformities in a speed in a torque transmitted in a drive train of a motor vehicle, with a dual-mass flywheel for damping torsional vibrations between a drive shaft of a motor vehicle engine and a transmission input shaft of a motor vehicle transmission, the dual-mass flywheel having a primary mass for introducing a torque, a relative has a secondary mass that can be rotated to a limited extent in relation to the primary mass for dissipating a vibration-damped torque and an energy storage element, in particular designed as a bow spring, for coupling the primary mass to the secondary mass, a centrifugal pendulum for damping rotational irregularities introduced via the drive shaft, the centrifugal pendulum having a support flange rotatable about an axis of rotation and at least one can be pivoted relative to the carrier flange in a raceway of the carrier flange rte pendulum mass, and a torque limiter, in particular designed as a slipping clutch, the torque limiter having a first support disk, a second support disk provided axially next to the first support disk, and a friction disk clamped in a friction region up to a limit torque for frictionally transmitting a torque, wherein the secondary mass of the dual-mass flywheel, the support flange of the centrifugal pendulum and the friction disk of the torque limiter are formed by an output disk, which can be designed and developed as described above, in particular in one piece. Due to the radial nesting of the dual-mass flywheel, centrifugal pendulum and torque limiter in a torsional vibration damper, the output disk can form disc-shaped functional components for these assemblies, so that with a small number of components, a small axial installation space is achieved and a cost-effective and space-saving torsional vibration damper for a drive train of a motor vehicle is made possible.

In particular, one of the support disks of the torque limiter is offset in the axial direction to such an extent that the output flange is centered on the axially running section of the offset support disk. As a result, the secondary mass of the dual-mass flywheel and the carrier flange of the centrifugal pendulum are centered at the same time without additional centering means and with a small number of components in a cost-effective and space-saving manner.

The carrier flange of the centrifugal pendulum and the friction disk of the torque limiter are preferably arranged entirely in a common axial area with the energy storage element of the dual mass flywheel. Viewed in the radial direction, the energy storage element can completely cover the carrier flange and the friction disk. The axial space requirement of the torsional vibration damper can be minimized.

The energy storage element of the dual-mass flywheel and the centrifugal pendulum are particularly preferably arranged in a lubricated and sealed receiving space delimited in particular by the primary mass and/or the secondary mass and/or at least one sealing membrane, with the torque limiter being arranged outside the receiving space. Since the torque limiter is sealingly separated from the receiving space by the at least one sealing membrane, no abrasion occurring when the torque limiter slips through can reach the lubricant provided in the receiving space, so that the lubricating effect in the receiving space cannot be impaired by the torque limiter.

• 1: eine schematische Schnittansicht eines Drehschwingungsdämpfers und
• 2: eine schematische Draufsicht auf ein Ausgangsscheibe des Drehschwingungsdämpfers aus 1.

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

• 1 : a schematic sectional view of a torsional vibration damper and
• 2 : a schematic plan view of an output disk of the torsional vibration damper 1 .

the inside 1 The torsional vibration damper 10 shown can be used for torsional vibration damping in a drive train of a motor vehicle in order to reduce rotational non-uniformities occurring in a drive power generated in a motor vehicle engine designed as an internal combustion engine. For this purpose, torsional vibration damper 10 has a dual-mass flywheel 12, in which a primary mass 14 that can be connected to a drive shaft, in particular a crankshaft, of the motor vehicle engine is coupled via an energy storage element 16 designed as a bow spring to a secondary mass 18 that can be rotated to a limited extent relative to primary mass 14. The primary mass 14 has a cover 20 welded on, as a result of which a receiving space 22 for the energy storage element 16 is delimited, in which a lubricant for lubricating the energy storage element 16 can be provided. The primary mass 14 can strike tangentially at one end of the elastically compressible energy storage element 16 via indentations protruding into the receiving space 22 , while the secondary mass 18 embodied as an output flange can strike at the other end of the energy storage element 16 .

A centrifugal pendulum 24 is provided radially inside the energy storage element 16 and can dampen torsional vibrations in particular in a frequency range that differs from the two-mass flywheel 12 . The centrifugal pendulum 24 has a carrier flange 26, on the axial sides of which are provided a plurality of pendulum masses 28 arranged one behind the other in the circumferential direction, with pendulum masses 28 lying opposite one another in the axial direction being able to be connected to one another. The pendulum masses 28 are guided in an oscillating manner on the carrier flange 26 , in particular in that a coupling element designed as a roller is guided in a curved track 30 of the carrier flange 26 and in a curved pendulum track of the pendulum mass 28 .

A torque limiter 32 designed as a slipping clutch is provided radially inside the centrifugal pendulum 24, which frictionally transmits a torque up to a defined limit torque and slips above the limit torque in order to protect subsequent components of the drive train from damage caused by sudden torque surges (“impacts”) that are too high . For this purpose, the torque limiter 32 has a friction disk 36 which is provided with friction linings 34 on both axial sides and which is frictionally clamped between two support disks 38 with the aid of a pressure disk 42 pressed by a spring element 40 designed as a plate spring with a spring force suitable for setting the limit torque. One of the support disks 38 is offset in the axial direction to such an extent that the friction disk 36 can be centered on the axially running part of the support disk 38 .

On the axial sides of the friction disk 36 of the torque limiter 32, between the friction linings 34 and the friction disk 36, a sealing membrane 44 designed in the manner of a plate spring is fastened, which can be rotated relatively via a sliding ring 46 and forms a seal with the primary mass 14 or the cover with a defined spring force 20 of the primary mass 14 rests in order to seal the receiving space 22 in which the energy storage element 16 of the dual mass flywheel 12 and the centrifugal pendulum 24 are provided. The torque limiter 32 is provided outside of the accommodating space 22 .

An output element designed as an output hub 48 is riveted to the torque limiter 32 on the output side, which output element can be coupled and centered in a rotationally fixed manner via splines to a transmission input shaft or an intermediate shaft leading to a motor vehicle transmission. Alternatively, the output element can also be designed as a driver ring, for example, which leads in particular to a separating clutch that couples to the motor vehicle transmission and preferably forms a counterplate for frictionally pressing a clutch disk that is coupled to the transmission input shaft. The energy storage element 16 of the dual-mass flywheel 12, the centrifugal pendulum 24, the torque limiter 32 and the output hub 48 are arranged essentially in a common axial area and are therefore designed to be nested in the radial direction.

As in 2 is shown, the radial nesting makes it possible to combine the functions of the secondary mass 18 of the dual-mass flywheel 12, the support flange 26 of the centrifugal pendulum-type pendulum 24, and the friction disk 36 of the torque limiter 32 in a common output disk 50, which reflects the disk-shaped design of these components and their radial Direction sequential arrangement makes use of. The output disk 50 has a circumferentially closed planar ring portion 52 in which mounting holes 54 for mounting the sealing membranes 44 and / or Attachment of friction linings 34 are provided. The ring area 52 defines a friction area 56 in which the ring area 52 itself or the friction lining 34 fastened in the ring area 56 forms a frictional contact surface with the rest of the torque limiter 32 . The annular area 52 , optionally provided with friction linings 34 , with its friction area 56 thereby forms the friction disc 36 of the torque limiter 32 .

Support flange projections 56 protrude radially outward from the ring area 52 and form the support flange 26 in a limited circumferential angle range for the respective pendulum mass 28 provided in this circumferential angle range. At least one track 30, preferably two tracks 30, is formed in the respective carrier flange extension 56, with the aid of which the respective pendulum mass 28 can be guided in an oscillating manner.

A stop shoulder 58 in turn protrudes radially outward from part of the carrier flange shoulders 56 and causes the tangential striking against the energy storage element 16 of the dual-mass flywheel 12 and thereby forms the secondary mass 18 of the dual-mass flywheel 12 . The stop lugs 58, the carrier flange lugs 56 and the ring area 52 are combined in one piece to form a common flange body 60, so that with a minimized number of components, the carrier flange 26 of the centrifugal pendulum pendulum 24 and the friction disk 36 of the torque limiter 32 also contribute to the mass moment of inertia of the secondary mass 18.

Reference List

10

torsional vibration damper

12

dual mass flywheel

14

primary mass

16

energy storage element

18

secondary mass

20

lid

22

recording room

24

centrifugal pendulum

26

beam flange

28

pendulum mass

30

career

32

torque limiter

34

friction lining

36

friction disc

38

support washer

40

spring element

42

pressure washer

44

sealing membrane

46

sliding ring

48

output hub

50

exit disc

52

ring area

54

mounting hole

56

Beam Flange Approach

58

Stop Approach

60

flange body

QUOTES INCLUDED IN DESCRIPTION

This list of the documents cited 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 102019112430 A1 [0002]

Claims (10)

Output disc for a torsional vibration damper (10) provided for damping torsional vibrations in a drive train of a motor vehicle, with a radially outwardly projecting stop shoulder (58) for tangentially striking an energy storage element (16), in particular designed as a bow spring, of a dual-mass flywheel (12), at least one curved track (30) provided radially inside the stop projection (58) for the pendulum guidance of a pendulum mass (28) of a centrifugal pendulum (24) and a friction area (56) provided radially inside the track (30) for frictional torque transmission up to a defined limit torque in a torque limiter (32), in particular designed as a slipping clutch. output disc after claim 1 characterized in that a flange body (60) forming the stop projection (58) and the track (30) is provided. output disc after claim 2 characterized in that the flange body (60) has at least one fastening opening (54) in the friction region (56) for fastening a friction lining (34) forming a friction contact surface in the friction region (56). output disc after claim 2 or 3 characterized in that the material of the flange body (60) forms a frictional contact surface or a friction lining (34) fastened to the flange body (60) forms a frictional contact surface. Output disc after one of claims 2 until 4 characterized in that the flange body (60) has an annular area (52) that is closed in the circumferential direction to form the friction area (56), with at least one support flange shoulder (56) running limited in the circumferential direction forming the raceway (30) of the annular area (52) protrudes radially outwards and the stop projection (58) protrudes radially outwards from at least one carrier flange projection (56). Output disc after one of Claims 1 until 5 characterized in that at least one sealing membrane (44) is provided to delimit a lubricated receiving space (22) for the energy storage element (16) of the dual-mass flywheel (12), the sealing membrane (44) separating the friction region (56) from the receiving space (22). . output disc after claim 6 characterized in that the at least one sealing membrane (44) is connected radially inside to the raceway (30), in particular in the friction area (56). Torsional vibration damper for damping rotational irregularities in a speed in a torque transmitted in a drive train of a motor vehicle, with a dual-mass flywheel (12) for damping torsional vibrations between a drive shaft of a motor vehicle engine and a transmission input shaft of a motor vehicle transmission, the dual-mass flywheel (12) having a primary mass (14) for introduction a torque, a secondary mass (18) that can be rotated to a limited extent relative to the primary mass (14) for dissipating a vibration-damped torque and an energy storage element (16), in particular designed as a bow spring, for coupling the primary mass (14) to the secondary mass (18), a Centrifugal pendulum (24) for damping rotational non-uniformities introduced via the drive shaft, the centrifugal pendulum (24) having a carrier flange (26) rotatable about an axis of rotation and at least one relative to the carrier flange (26) in a raceway (30) of the carrier lansch (26) has an oscillatingly guided pendulum mass (28), and a torque limiter (32), in particular designed as a slipping clutch, the torque limiter (32) having a first support disk (38), a second support disk provided axially next to the first support disk (38). (38) and a friction disk (36) which is frictionally clamped up to a limit torque in a friction region (56) for the frictional transmission of torque, the secondary mass (18) of the dual-mass flywheel (12), the carrier flange (26) of the centrifugal pendulum (24) and the friction disc (36) of the torque limiter (32) by an output disc (50) according to any one of Claims 1 until 7 , is formed in particular in one piece. Torque limiter after claim 8 characterized in that the support flange (26) of the centrifugal pendulum (24) and the friction disc (36) of the torque limiter (32) are arranged entirely in a common axial area with the energy storage element (16) of the dual mass flywheel (12). Torque limiter after claim 8 or 9 characterized in that the energy storage element (16) of the dual mass flywheel (12) and the centrifugal pendulum (24) in one, in particular of the primary mass (14) and / or the secondary mass (18) and / or at least a sealing membrane (44) delimited, lubricated and sealed receiving space (22) are arranged, wherein the torque limiter (32) is arranged outside of the receiving space (22).

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