DE102021201813A1 - Damping unit and planetary gear with such a damping unit - Google Patents

Abstract

Damping unit (1) for damping a load change impact in a motor vehicle drive train, comprising a friction unit (2) with at least two opposing friction surfaces (3, 4), a first toothed component (5) with a first toothed system (6), a second toothed component (7) with a second toothing (8), the first toothing (6) having at least a first section (9) which is congruent with the second toothing (8), the first toothing (6) and the second toothing (8) in the area of the first section (9) are in meshing tooth engagement and wherein the first toothing (6) also has at least one second section (10) with a geometry that differs from the first section (9), namely an adjustment geometry (12), and with a Radially and / or axially movable transmission unit (13) on the adjustment geometry (12) is applied, depending on the between the first toothed component (5) and the second n gearing component (7) directly or indirectly presses the friction surfaces (3, 4) of the friction unit (2) against each other and so the distance and the pressure force between the friction surfaces (3, 4) changes depending on the transmitted torque and a planetary gear ( 17) with such a damping unit (1).

Description

field of invention

The present invention relates to the damping unit comprising a friction unit with at least two opposing friction surfaces, a first toothing component with a first toothing, a second toothing component with a second toothing, the first toothing having at least a first section which is congruent with the second toothing, wherein the first toothing and the second toothing are in meshing tooth engagement in the area of the first section and wherein the first toothing also has at least one second section with a geometry that differs from the first section, namely an adjustment geometry, and with a radial and/or axial movable transmission unit is applied to the adjustment geometry, which, depending on the torque transmitted between the first toothing component and the second toothing component, presses the friction surfaces of the friction unit directly or indirectly against one another, wob ei the pressure force between the friction surfaces changes depending on the transmitted torque. Furthermore, the present invention relates to a planetary gear comprising such a damping unit.

State of the art

In a motor vehicle drive train, certain driving maneuvers and driving conditions cause the torque to be reversed. The running through of the mechanical play and the changing of the mechanical contacts ("zero crossing") is perceived acoustically as a "load change impact". A case that is typical for a zero crossing and accordingly for a load change impact in a motor vehicle drive train is, for example, when a driver of a motor vehicle decelerates the motor vehicle from constant driving of the motor vehicle, for example by an engine braking effect - this results in a torque reversal in the motor vehicle drive train associated with a zero crossing of the drive torque. When the drive torque passes through zero of this type, so-called edge changes occur, for example, on gear wheels which are in mesh with one another and are involved in the transmission of torque, in the respective transmission of the motor vehicle drive train. Due to the zero crossing, the teeth of the gear wheels involved in the torque transmission of the respective transmission are abruptly acted upon by a tooth flank opposite the previously engaged tooth flank with a torque counteracting the drive torque and now serving to decelerate the motor vehicle. Such load change behavior is propagated in a cascade fashion within the drive train via all contact points with play, unless it is effectively dampened.

The dynamics of the mechanical contact changes are dampened and the disturbing noise (load change impact) is minimized by a so-called load change impact damping element or a damping unit.

Summary of the Invention

It is an object of the invention to specify an improved damping unit for a drive train of a motor vehicle, which is characterized in particular by a simple structure and thus by a minimized component requirement. Furthermore, it is the object of the present invention to specify a planetary gear that is improved in terms of power loss, in particular for a transfer case of a motor vehicle, that has such a damping unit.

This need can be met by the subject matter of the present invention according to independent claims 1 and 7. Advantageous embodiments of the present invention are described in the dependent claims.

The damping unit according to the invention is used to dampen a load change impact in a motor vehicle drive train.

The damping unit according to the present invention comprises a friction unit with at least two opposing friction surfaces, a first toothing component with a first toothing, a second toothing component with a second toothing, the first toothing having at least a first section which is congruent with the second toothing, wherein the first toothing and the second toothing are in meshing tooth engagement in the region of the first section and wherein the first toothing also has at least one second section with a geometry that differs from the first section, namely an adjustment geometry, and with a radial and/or axial movable transmission unit is applied to the adjustment geometry, which, depending on the torque transmitted between the first toothed component and the second toothed component, presses the friction surfaces of the friction unit directly or indirectly against one another and the distance between the friction surfaces changes as a function of the transmitted torque.

The friction unit is preferably designed as a multi-plate clutch with at least one inner plate and at least one outer plate.

According to a first embodiment variant, the adjustment geometry in the area of the second section of the first toothing is preferably designed as a ramp that rises at least in a radial direction in relation to an axis of rotation of the first toothed component.

The transmission unit is preferably designed as an elastic element that has a first elastic area and a second elastic area, with the first elastic area being arranged between the first toothing component and the friction unit and the second elastic area between the first toothing of the first toothing component and the second toothing of the second toothing component is arranged, wherein the second elastic area in the area of the first section of the first toothing is designed according to the tooth geometry of the first and the second toothing and in the area of the second section of the first toothing has an actuating extension which is located on the in radial direction uplifting ramp is applied.

According to a second embodiment variant, the adjustment geometry in the area of the second section of the first toothing is preferably designed as a depression in an end face of the first toothing component, the depression having at least one ramp rising in an axial direction with respect to an axis of rotation of the first toothing component.

The transmission unit is preferably designed as a tappet, which has one end, namely on an end face facing the first toothing component that has the indentation, a further indentation with at least one axially rising ramp, the two indentations lying opposite one another in the axial and radial direction and a rolling element is held between them, the tappet being positioned at the other end, namely on an end face of the first toothing component which has the depression and faces away from a friction surface of the friction unit.

The planetary gear according to the invention comprises a damping unit according to the present invention, a sun gear, a ring gear, the ring gear being firmly connected to a ring gear carrier and at least one pair of planetary gears, comprising a first planetary gear and a second planetary gear, each planetary gear being arranged on a respective planetary gear bolt, which is mounted axially between a first planetary gear carrier half and a second planetary gear carrier half of a planetary gear carrier, the first planetary gear meshing with the ring gear and the second planetary gear and the second planetary gear meshing with the sun gear and the first planetary gear being arranged radially between the ring gear and the sun gear, wherein the first planetary gear carrier half represents the first gearing component of the damping unit and the friction unit of the damping unit as a multi-disc clutch with a clutch basket and at least one inner disk applied to the sun gear and at least t an applied to the clutch basket outer disk is formed, wherein the clutch basket represents the second toothed component of the damping unit.

The damping element according to the invention for damping a load change impact for a drive train of a motor vehicle makes it possible to prevent unnecessary friction losses in by far the largest proportion of motor vehicle operation. The damping element is only active in driving conditions that are directly relevant to load changes. The friction unit thus generates power loss only in driving conditions that are directly relevant to load changes. In this way, the efficiency, the CO ₂ balance and range as well as the heat balance of the motor vehicle drive train can be improved. Furthermore, the wear of the damping unit, in particular the friction unit of the damping unit, can be reduced.

character list

• 1 zeigt eine schematische Darstellung einer Dämpfungseinheit entsprechend einer ersten Ausführungsvariante, wobei die Dämpfungseinheit aktiv ist.
• 2 zeigt eine Schnittansicht entlang einer Schnittebene A-A gemäß 1.
• 3 zeigt eine schematische Darstellung einer Dämpfungseinheit entsprechend einer ersten Ausführungsvariante, wobei die Dämpfungseinheit inaktiv ist.
• 4 zeigt eine Schnittansicht entlang einer Schnittebene B-B gemäß 3.
• 5 zeigt eine schematische Darstellung einer Dämpfungseinheit entsprechend einer zweiten Ausführungsvariante, wobei die Dämpfungseinheit aktiv ist.
• 6 zeigt eine schematische Darstellung einer Dämpfungseinheit entsprechend einer zweiten Ausführungsvariante, wobei die Dämpfungseinheit inaktiv ist.
• 7 zeigt eine schematische Darstellung eines Planetengetriebes mit einer Reibeinheit innerhalb eines Verteilergetriebes eines Kraftfahrzeugs.

The invention is described below by way of example with reference to the drawings.

• 1 shows a schematic representation of a damping unit according to a first embodiment variant, the damping unit being active.
• 2 shows a sectional view along a section plane AA according to FIG 1 .
• 3 shows a schematic representation of a damping unit according to a first embodiment variant, the damping unit being inactive.
• 4 shows a sectional view along a sectional plane BB according to FIG 3 .
• 5 shows a schematic representation of a damping unit according to a second embodiment variant, the damping unit being active.
• 6 shows a schematic representation of a damping unit corresponding to a second one Design variant, wherein the damping unit is inactive.
• 7 shows a schematic representation of a planetary gear with a friction unit within a transfer case of a motor vehicle.

Detailed description of the invention

In 1 until 4 a damping unit 1 according to the invention is shown according to a first embodiment variant. 5 and 6 show a damping unit 1 according to the invention according to a second embodiment.

Regardless of the respective variant, the damping unit 1 has a friction unit 2 with at least two opposing friction surfaces 3, 4, a first toothing component 5 with a first toothing 6 and a second toothing component 7 with a second toothing 8.

In all of the illustrated embodiment variants, the friction unit 2 is designed as a multi-plate clutch 2a with an inner plate 25 and two outer plates 26 partially surrounding the inner plate 25 . The inner disc 25 is placed on a clutch hub, and the outer discs 26 are placed on a clutch basket 24 . The clutch basket 24 is formed by the second gear component 7 .

The first toothing 6 has at least one first section 9 which is congruent with the second toothing 8 , the first toothing 6 and the second toothing 8 being in meshing tooth engagement in the region of the first section 9 .

Furthermore, the first toothing 6 has at least one second section 10 with a geometry that differs from the first section 9 , namely an adjustment geometry 12 .

A direction specification “radial” is to be understood as meaning a direction normal to an axis of rotation 11 of the first toothed component 5 . A statement of direction “axial” is to be understood accordingly as a direction along or parallel to the axis of rotation 11 of the first toothed component 5 .

Furthermore, the damping unit 1 has a radially and/or axially movable transmission unit 13, which is applied to the adjustment geometry 12 in an adjustment-effective manner and, depending on the torque transmitted between the first toothed component 5 and the second toothed component 7, the friction surfaces 3, 4 of the friction unit 2 pressed together directly or indirectly. In this way, the distance and compressive force between the friction surfaces 3, 4 are changed purely mechanically as a function of the transmitted torque.

1 and 2 show a damping unit 1 according to a first embodiment in an active, ie activated state. 3 and 4 show a damping unit 1 according to a first embodiment in an inactive, ie not activated state. In the first embodiment variant, the adjustment geometry 12 is designed in the region of the second section 10 of the first toothing 6 of the damping unit 1 as a ramp 12a rising in the radial direction.

The transmission unit 13 is designed as an elastic element 13a which has a first elastic area 14 and a second elastic area 15 .

The first elastic area 14 extends radially between the first toothed component 5 and the friction unit 2.

The second elastic area 15 is arranged between the first toothing 6 of the first toothing component 5 and the second toothing 8 of the second toothing component 7 . The second elastic area 15 is designed in the area of the first section 9 of the first toothing 6 in accordance with the tooth geometry of the first toothing 6 and the second toothing 8 . In the area of the second section 10 of the first toothing 6 , the second elastic area 15 of the elastic element 13a has an actuating extension 16 . The actuating extension 16 is applied to the ramp 12a rising in the radial direction.

If the first toothed component 5 is rotated slightly relative to the second toothed component 7, the actuating extension 16 is pressed radially outwards. The elastic deformation leads to a flattening of the first elastic area 14 of the elastic element 13a, through which the pressure on the multi-plate clutch 2a can be reduced or eliminated.

If a very small torque is transmitted between the first toothed component 5 and the second toothed component 7 compared to the average operating torque given there, the actuating extension 16 remains at the base of the ramp 12a in the first toothed component 5. The first elastic area of the elastic element 13a retains its Clamping force and the multi-plate clutch 2a remains closed. The damping unit 1 is thus active ( 1 , 2 ).

When the torque transmitted between the first toothed component 5 and the second toothed component 7 increases but is still smaller compared to the average operating torque given there, the actuating extension 16 in the ramp 12a of the first toothed component 5 is pressed radially outwards. The clamping force of the first elastic region 14 of the elastic element 13a decreases and the corresponding frictional torque in the multi-plate clutch 2a of the damping unit 1 also decreases. The damping unit 1 is active in this state, but its frictional effect is reduced.

When the torque transmitted between the first toothed component 5 and the second toothed component 7 is even greater, i.e. in excess of the average given operating torque, the first elastic region 14 of the elastic element 13a is flattened by the pressure on the actuating extension 16 to such an extent that the multi-plate clutch 2a completely or almost completely is fully opened. No or only a small amount of friction torque is transmitted between the inner disk 25 and the outer disks 26 of the multi-plate clutch 2a and the damping unit is inactive ( 3 , 4 ). In this state, the portion of the torque that exceeds the torque required to actuate the damping unit 1 is transmitted from the first toothing component 5 directly via the toothing 6, 8 to the second toothing component 7 ( 3 , 4 ).

5 shows a damping unit 1 according to a second embodiment variant in an active, ie activated, state. 6 shows a damping unit 1 according to a second embodiment in an inactive, ie not activated state. In the second embodiment variant, the adjustment geometry 12 is formed in the region of the second section 10 of the first toothing 6 of the damping unit 1 as a depression 12b in an end face, namely an end face of the first toothed component 5 extending perpendicularly to the axis of rotation 11 . The recess 12b has at least one ramp rising in an axial direction.

The transmission unit 13 is designed as a plunger 13b. The tappet 13b has one end, namely on an end face facing the first toothing component 5 having the indentation 12b, a further indentation 12c with at least one axially rising ramp. The two recesses 12b, 12c face each other in the axial and radial directions, and a rolling body 27 in the form of a sphere is held between them. A ball ramp mechanism is thus formed between the tappet 13b and the first toothed component 5 . The tappet 13b is at the other end, namely on an end face of the first toothed component 5 facing away from the indentation 12b, against a friction surface 3 of an outer disk 26 . The disk pack, namely outer disk 26-inner disk 25-outer disk 26 is pressed together by a disk spring 30 in the direction of the ram 13b, with the disk spring 30 pressing on the same outer disk 26 on which the ram 13b is also applied ( 5 ).

In the illustrated second embodiment variant of the damping unit 1, the transmission of small torques, namely very small torques in relation to the average operating torque given there, does not take place directly between the first toothed component 5 and the second toothed component 7, but via the plunger 13b and the ball ramp mechanism. Pressure is exerted on one of the two outer disks 26 via this plunger 13b. When the torque transmitted between the first toothed component 5 and the second toothed component 7 is small, i.e. smaller in relation to the average operating torque given there, this pressure is not sufficient to overcome the force of the plate spring 30 - the multi-plate clutch 2a remains closed and the damping unit 1 is in this state active ( 5 ).

When the torque transmitted between the first toothed component 5 and the second toothed component 7 increases but is still smaller compared to the average operating torque given there, the force of the disk spring 30 is counteracted by the pressure of the tappet 13b to such an extent that the pressure in the multi-plate clutch 2a decreases and the corresponding frictional torque between the disks 25, 26 decreases. In this state, the damping unit 1 is active but reduced.

When the torque transmitted between the first toothed component 5 and the second toothed component 7 is even greater, ie beyond the average given operating torque, the force of the disc spring 30 is completely or almost completely overcome by the pressure of the plunger 13b. The multi-plate clutch 2a is fully opened. Frictional torque is no longer transmitted and damping unit 1 is inactive ( 6 ). In this state, the portion of the torque that exceeds the torque required for the actuation is transmitted from the first toothed component 5 directly to the second toothed component 7 via the toothing 6 , 8 .

In 7 an exemplary planetary gear 17 with a friction unit 2 is shown which is suitable for the use of a damping unit 1 according to the invention. The planetary gear 17 is part of a transfer case in a four-wheel motor vehicle, which is used to distribute a drive torque to a front and a rear axle of the motor vehicle.

The planetary gear 17 comprises a sun gear 18, a ring gear 19, with the ring gear 19 being fixedly connected to a ring gear carrier 20, and at least one planetary gear pair 21, comprising a first planetary gear and a second planetary gear, with each planetary gear being arranged on a respective planetary gear bolt 22, which is mounted axially between a first planetary gear carrier half 23a and a second planetary gear carrier half 23b of a planetary gear carrier 23 . The first planet gear is arranged in such a way that it meshes with the ring gear 19 on the one hand and with the second planet gear on the other. The second planet gear is arranged in such a way that it meshes with the sun gear 18 on the one hand and with the first planet gear on the other.

The ring gear carrier 20 and thus the ring gear 19 are drivingly connected to an input shaft 28 . The planet carrier 23 is drivingly connected to an output shaft 29 . The ring gear carrier 20 thus represents a torque input element and the planetary gear carrier 23 represents a torque output element of the planetary gear 17 . The sun gear 18 is arranged on the input shaft 28 so that it can rotate. The planetary gear pair 21 meshes with the ring gear 19 and the sun gear 18 and is arranged radially between the ring gear 19 and the sun gear 18, with the first planetary gear of the planetary gear pair 21 being arranged meshing with the ring gear 19 and the second planetary gear and the second planetary gear of the pair of planetary gears 21 is arranged meshing with the sun gear 18 and the first planetary gear.

A friction unit 2, namely a disk clutch 2a with two outer disks 26 and an inner disk 25 arranged partially between the two outer disks 26, is arranged axially adjacent to the first planetary gear carrier half 23a. The inner disk 25 is applied to the sun gear 18 on one side. The outer disks 26 are applied on one side to a clutch basket 24 of the multi-plate clutch 2a. The outer disk 26 and the inner disk 25 form a disk pack in the arrangement outer disk 26-inner disk 25-outer disk 26.

Taking into account the presence of a damping unit 1 according to a first embodiment according to FIG 1 until 4 in the in 7 In the planetary gear 17 shown, the transmission does not take place directly from the first planetary gear carrier half 23a of the planetary gear carrier 23 to the clutch basket 24, but via an elastic element 13a, which acts as a disk spring with a number of actuating projections 16 bent out axially is trained. The actuating projections 16 are each located in the radially rising ramps 12a of the second section 10 of the first toothing 6, which is formed on the first planetary gear carrier half 23a of the planetary gear carrier 23. If the planetary gear carrier 23 is rotated slightly relative to the clutch basket 24, these actuating extensions 16 are pressed radially outwards. The elastic deformation leads to a flattening of the cup spring, namely the elastic element 13a, through which the clutch pressure can be reduced or eliminated. When the drive train torque is low, the actuating extensions 16 remain at the base of the ramps 12a in the first planet gear carrier half 23a. The disc spring retains its tension and the damping unit 1 remains closed. The damping unit 1 is thus active. When the drive train torque increases but is still smaller in relation to the average given operating torque, the actuating projections 16 in the ramps 12a of the first planet carrier half 23a are pressed radially outwards. The clamping force of the plate spring decreases, and with it the corresponding frictional torque in the multi-plate clutch 2a. In this state, the damping unit 1 is active but reduced. If the drive train torque is even greater than the average given operating torque, the disk spring is flattened by the pressure on the actuating projections 16 to such an extent that the multi-plate clutch 2a is opened completely or almost completely. Little or no more friction torque is transmitted, and the damping unit 1 is inactive. In this state, the portion of the drive train torque that goes beyond the torque required to actuate the damping unit 1 is transmitted from the planet gear carrier 23 directly to the clutch basket 24 via the toothing 6 , 8

Taking into account the presence of a damping unit 1 according to a second embodiment according to FIG 5 and 6 in the in 7 In the planetary gear 17 shown, the transmission is smaller, namely in comparison to the average operating torque given there significantly smaller torques, not directly from the planet gear carrier 23 to the clutch basket 24, but via several tappets 13b with ball ramp mechanisms. Pressure is exerted on one of the outer disks 26 of the multi-disk clutch 2a via this tappet 13b. At small drive train rotation moments, this pressure is not sufficient to overcome the force of disk spring 30 - multi-plate clutch 2a remains closed and damping unit 1 is therefore active in this state. When the drive train torque increases but is still smaller compared to the average operating torque given there, the force of the plate spring 30 is counteracted by the pressure of the tappet 13b to such an extent that the pressure in the multi-plate clutch 2a decreases and the corresponding friction torque decreases. In this state, the damping unit 1 is active but reduced. If the drive train torque is even greater, going beyond the average given operating torque, the force of disk spring 30 is completely overcome by the pressure of tappet 13b. The multi-plate clutch 2a is fully opened. Frictional torque is no longer transmitted and damping unit 1 is inactive. In this state, the portion of the drive train torque that goes beyond the torque required to actuate the damping unit 1 is transmitted from the planet gear carrier 23 directly to the clutch basket 24 via the toothing 6 , 8 .

Reference List

1

damping unit

2

friction unit

2a

multi-plate clutch

3, 4

friction surfaces

5

First gear component

6

First gearing

7

Second gear component

8th

Second gearing

9

first section

10

second part

11

axis of rotation (of the first gear component)

12

adjustment geometry

12a

Ramp rising in radial direction

12b

Deepening with axially rising ramp

12c

Further deepening with axially rising ramp

13

transmission unit

13a

elastic element

13b

pestle

14

First elastic area

15

Second elastic area

16

update extension

17

planetary gear

18

sun gear

19

ring gear

20

ring gear carrier

21

pair of planetary gears

22

planet gear bolt

23

planet carrier

23a

First planet carrier half

23b

Second planet carrier half

24

clutch basket

25

inner slat

26

outer lamella

27

rolling elements

28

input shaft

29

output shaft

30

disc spring

Claims (7)

Damping unit (1) for damping a load change impact in a motor vehicle drive train - a friction unit (2) with at least two opposing friction surfaces (3, 4), - a first toothing component (5) with a first toothing (6), - a second toothing component (7) with a second toothing (8), the first toothing (6) having at least a first section (9) which is congruent with the second toothing (8), the first toothing (6) and the second toothing (8) in the area of the first section (9) is in meshing tooth engagement and the first toothing (6) also has at least one second section (10) with a geometry that differs from the first section (9), namely an adjustment geometry (12), and wherein a radially and/or axially movable transmission unit (13) is applied to the adjustment geometry (12) which, depending on the torque transmitted between the first toothed component (5) and the second toothed component (7), transmits the friction surfaces (3, 4) of the friction unit (2) presses directly or indirectly against one another and the distance between the friction surfaces (3, 4) changes as a function of the transmitted torque. Damping unit (1) after claim 1 , characterized in that the friction unit (2) as a multi-plate clutch (2a) with at least one Inner disc (25) and at least one outer disc (26) is formed. Damping unit (1) after claim 1 or 2 , characterized in that the adjustment geometry (12) in the region of the second section (10) of the first toothing (6) as a ramp (12a ) is trained. Damping unit (1) after claim 3 , characterized in that the transmission unit (13) is designed as an elastic element (13a) having a first elastic area (14) and a second elastic area (15), the first elastic area (14) between the first toothed component ( 5) and the friction unit (2) and the second elastic area (15) is arranged between the first toothing (6) of the first toothed component (5) and the second toothing (8) of the second toothed component (7), the second elastic area (15) in the area of the first section (9) of the first toothing (6) corresponding to the tooth geometry of the first toothing (6) and the second toothing (8) and in the area of the second section (10) of the first toothing ( 6) has an actuating projection (16) which is applied to the radially rising ramp (12a). Damping unit (1) after claim 1 or 2 , characterized in that the adjustment geometry (12) in the region of the second section (9) of the first toothing (6) is designed as a depression (12b) in an end face of the first toothing component (5), the depression (12b) having an in In relation to an axis of rotation (11) of the first toothing component (5) has a ramp that rises at least in an axial direction. Damping unit (1) after claim 5 , characterized in that the transmission unit (13) is designed as a tappet (13b) which at one end, namely on an end face facing the first toothing component (5) having the indentation (12b), has a further indentation (12c) with at least one has an axially rising ramp, the two indentations (12b, 12c) lying opposite one another in the axial and radial directions and a rolling element (27) being held between them, the tappet (13b) at the other end, namely on one of the indentations (12b) having end face of the first toothing component (5) facing away from the end face, is applied to a friction surface (3) of the friction unit (2). Planetary gear (17), in particular for a transfer case of a motor vehicle, comprising - a damping unit (1) according to one of Claims 1 until 6 , - a sun gear (18), - a ring gear (19), the ring gear (19) being firmly connected to a ring gear carrier (20) and - at least one planetary gear pair (21) comprising a first planetary gear and a second planetary gear, each planetary gear is arranged on a respective planet wheel bolt (22), which is mounted axially between a first planet wheel carrier half (23a) and a second planet wheel carrier half (23b) of a planet wheel carrier (23), the first planet wheel of the planet wheel pair (21) being connected to the ring gear (19) and meshing with the second planet wheel and the second planet wheel of the pair of planet wheels (21) is arranged meshing with the sun wheel (18) and the first planet wheel, the first planet wheel carrier half (23a) representing the first toothed component (5) of the damping unit (1) and wherein the friction unit (2) of the damping unit (1) as a multi-disc clutch (2a) with a clutch basket (24) and at least one inner disk applied to the sun gear (18). (25) and at least one outer disk (26) applied to the clutch basket (24), the clutch basket (24) representing the second toothed component (7) of the damping unit (1).

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