CN112303184A

CN112303184A - Damping unit with a torque limiter arranged between a spring damper and a centrifugal pendulum

Info

Publication number: CN112303184A
Application number: CN202010684508.3A
Authority: CN
Inventors: A·鲁施; P·克伦佩尔; J·劳; E·弗朗茨
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2019-07-26
Filing date: 2020-07-16
Publication date: 2021-02-02
Anticipated expiration: 2040-07-16
Also published as: DE102019120220A1; CN112303184B

Abstract

The invention relates to a damping unit suitable for use in a motor vehicle powertrain system, the damping unit having a spring damper, having a primary part and a vibration damping unit that rotates relative to the primary part about a central axis of rotation a secondary part of directional elastic support; a torque limiter with two fixed friction pairs that are connected to each other in a torsion-resistant manner when operating within a certain torque threshold range; and a centrifugal pendulum, wherein the torque limiter and a centrifugal pendulum is operatively connected to the secondary part, wherein a first friction pair of the torque limiter is connected to the secondary part and a second friction pair of the torque limiter is accommodated with one of the centrifugal pendulums The side plates of the housings of a plurality of pendulum masses are connected, wherein the pendulum masses are located radially in the contact area formed between the friction pairs and at least partially at the same height as the first friction pair axially superior.

Description

Damping unit with a torque limiter arranged between a spring damper and a centrifugal pendulum

Technical Field

The invention relates to a damping unit for a (preferably hybrid-driven) motor vehicle drive train, such as a passenger car, truck, bus or other commercial vehicle drive train, having: a spring damper having a primary portion and a secondary portion elastically supported in a rotational direction about a central rotational axis with respect to the primary portion; a torque limiter having two fixed friction pairs which are connected to one another in a rotationally fixed manner when operating within a specific torque threshold range; and a centrifugal pendulum, wherein the torque limiter and centrifugal pendulum are operatively connected to the secondary portion.

Background

Such background art is well known. Accordingly, EP 2685127B 1 discloses a vibration damping device with an elastic vibration damping mechanism, a torque limiting mechanism and a pendulum vibration damping mechanism, for example. US 2014/0221106 a1 discloses a device for delivering drive power, from which other background art is known.

However, the embodiments known from the background art have the following disadvantages: the implemented damping units are usually realized in relatively large design dimensions.

Disclosure of Invention

The object of the present invention is therefore to eliminate the disadvantages known from the background art and in particular to provide a vibration damping unit which has a compact design and at the same time can be designed to provide as effective a vibration damping characteristic as possible in hybrid motor vehicle drive train systems.

According to the invention, the object is achieved by the following solution: the first friction pairing of the torque limiter is connected to the secondary part and the second friction pairing of the torque limiter is connected to a side plate of a housing of the centrifugal force pendulum which accommodates a plurality of pendulum masses (preferably at least four pendulum masses), wherein the torque limiter is arranged relative to the centrifugal force pendulum in such a way that: the pendulum mass is located radially in the contact region formed between the friction pairs and at least partially at the same axial height as the first friction pair.

Therefore, the torque limiter is flexibly nested with the centrifugal pendulum in the radial direction and the axial direction. At the same time, since the torque limiter is arranged radially outside the centrifugal force pendulum, a safe and effective protection function can be achieved by the torque limiter.

Further advantageous embodiments are claimed in the dependent claims, which will be described in detail below.

In order to achieve a suitable balance between sufficient damping properties and a compact design, it is advantageous if the pendulum masses are arranged radially within and/or axially offset from a plurality of circumferentially distributed helical compression springs of the spring damper.

It is also advantageous if the side plates form a radial stop of elastic design for at least one pendulum mass. At least one pendulum mass interacting with the stop is therefore damped by the spring in the radial end position of its movement from the side plate/stop. Thereby effectively supporting the high motion pulses that occur when the pendulum mass is operating. Thereby achieving a robust design of the damping unit.

In this connection, it is also advantageous if the stop is designed as a flange region of the side plate which is bent or deep-drawn in the axial direction. The stop is thereby integrated directly into the side plate.

The production thereof can be particularly simple if the stop extends continuously in the circumferential direction, i.e. is annular.

In order to further increase the elasticity, it is also advantageous if the stop is formed by a plurality of segments arranged at a distance from one another in the circumferential direction.

In order to achieve a compact construction of the damping unit and to simplify the production, it is also advantageous if the second friction pair is formed/provided directly from a radial side of the side plate.

It is also advantageous if the side plate is provided with a pot-shaped region, i.e. an axially protruding profiled region, in which the linings/friction linings of the first friction pair are supported in a centered manner in the radial direction with respect to the axis of rotation. Thereby a robust design of the torque limiter is achieved.

If the centrifugal force pendulum has a plurality of pendulum masses, preferably at least four (different) pendulum masses, the impact energy of the individual pendulum masses is reduced and the load acting on the respective stop is further reduced.

In this connection, it is also advantageous for a robust support that the pendulum mass is produced from a fine-drawn steel plate with a thickness of more than 9 mm.

In order to achieve a more robust centrifugal pendulum design, it is advantageous if the two side plates additionally form or are provided as a second friction pair, wherein the first friction pair is axially clamped between the two side plates and the two side plates are connected by a plurality of spacer elements, preferably in the form of spacer plates and/or spacer pins. As a further preference, the spacer plates and the spacer pins are arranged in a (grouped) mutually radially offset manner.

With regard to the spacer plate, the following design has proved equally easy to manufacture, namely: the spacer plates are connected (preferably by (open) riveting) to the respective side plates by means of caulking regions.

As a further preference, the spacer elements, which are preferably designed as spacer plates, are arranged radially outside the pendulum mass.

For a flexible design of the housing of the centrifugal force pendulum, it is particularly advantageous if the first side plate is a side plate with a stop and the second side plate is a side plate which is connected in a rotationally fixed manner to a hub, wherein the hub is designed for mounting on the shaft in a rotationally fixed manner in the direction of the gearbox.

Preferably, the hub is fixed to the second side plate by a rivet connection, thereby further reducing the manufacturing cost.

The hub is likewise advantageously provided with a plurality of through-holes distributed in the circumferential direction, wherein each through-hole has a larger dimension than a bolt (for fastening the primary part to the crankshaft) that can be mounted on the crankshaft side.

It is also advantageous if (at least) one friction element is mounted axially on at least one pendulum mass. Each friction element is preferably axially and effectively mounted between the pendulum mass and the side plate, and more preferably between the pendulum mass and the first side plate, whereby when the pendulum mass moves relative to the side plate, it is blocked by additional friction forces during the movement.

According to a further embodiment, two friction elements are advantageously provided, wherein the first friction element is arranged axially between the first side plate and the pendulum mass and the second friction element is arranged axially between the second side plate and the pendulum mass.

The respective friction element is further preferably axially preloaded by a spring element.

The individual friction elements are preferably manufactured from plastic.

In order to facilitate the mounting/dismounting of the torque limiter, it is furthermore advantageous if the carrier of the first friction pair, which holds the at least one lining, is riveted or screwed to a fastening element which is further connected to the secondary part.

It is also advantageous if the two side plates are provided with axial windows/through-holes, which are each larger than a fastening element, particularly preferably a rivet, for (at least indirectly) fixing the first friction pair to the secondary part in a rotationally fixed manner. Thereby again simplifying installation.

In other words, the damping unit according to the invention is provided with a centrifugal pendulum which preferably has a plurality of end stops (one stop) on the torque limiter side. It is proposed to provide the damping unit as an assembly of a torsional vibration damper (spring damper) which can be fastened at the input end to the crankshaft or at the internal combustion engine end to the flywheel mass, and a downstream torque limiter or a downstream slip clutch. According to the invention, a centrifugal pendulum is provided radially and axially inside the torque limiter, whereby a two-part hub is not required. One or both side plates of the torque limiter have a radial ring that is used as a radial end stop for the pendulum mass. The side plates deform at the end stops to elastically absorb impact energy.

Drawings

The present invention will be described in detail below with reference to the accompanying drawings.

Figure 1a longitudinal section through a damping unit according to a preferred embodiment of the invention,

fig. 2 is a longitudinal section through the assembly of parts used in fig. 1, comprising a torque limiter and a centrifugal force pendulum, wherein the cutting plane is offset from the cutting plane selected in fig. 1 in such a way that: at this point, a plurality of spacer pins can also be seen which fix the two side plates of the centrifugal force pendulum together.

Figure 3a detailed view of the area marked with "III" in figure 2,

FIG. 4A detailed view of the toothed profile of the (first) side plate with the embossing used in FIGS. 1 to 3, and

fig. 5 is a front elevational view of the parts assembly shown in fig. 2.

The drawings are merely schematic in nature and are provided to aid in understanding the present invention. Like elements are provided with like reference numerals.

Detailed Description

The damping unit 1 according to the invention, which corresponds to a preferred embodiment in terms of its structure, is clearly shown by means of fig. 1. The vibration damping unit 1 is designed for a hybrid motor vehicle drive train. The damping unit 1 is therefore used to damp torsional vibrations which occur during operation of the drive train of the motor vehicle. The damping unit 1 is usually installed between the crankshaft of an internal combustion engine and the transmission of a drive train, as viewed along the torque transmission path. The damping unit 1 basically has three components. The first component is realized in the form of a spring damper 5, the second component in the form of a torque limiter 8 and the third component in the form of a centrifugal pendulum 9. The three

components

5, 8, 9 are arranged in series along the torque transmission path.

As regards the spring damper 5, it can also be seen in fig. 1 that it has a primary part 2 which, in operation, is usually fastened firmly to the crankshaft or flywheel mass/flywheel of the internal combustion engine by means of one or more bolts 28 distributed in the circumferential direction. The primary part 2 is designed as a housing and accommodates a secondary part 4 in a mounting space 34 (axial mounting space), which can be arranged in a rotatable manner relative to the primary part 2 within a specific angular range relative to the central axis of rotation 3. The spring damper 5 is thus realized in the form of a dual-mass flywheel.

The directional explanations "axial", "radial" and "in the circumferential direction" used herein relate to the central rotational shaft 3 of the vibration damping unit 1, and therefore the "axial direction"/"axial" can be understood as a direction along/parallel to the rotational shaft 3, the "radial direction"/"radial" can be understood as a direction perpendicular to the rotational shaft 3, and the "circumferential direction" can be understood as a tangential direction concentrically around the circumference of the rotational shaft 3.

The primary part 2 and the secondary part 4 are usually elastically supported in the rotational/circumferential direction relative to each other by a plurality of helical compression springs 14 distributed in the circumferential direction. In this embodiment, the spring damper 5 is designed as an arc-shaped damper spring damper, wherein the helical compression springs 14 extend in a circumferential direction substantially in an arc shape. The housing 35 arranged in the radial direction outside the helical compression springs 14 serves to guide/support the respective helical compression springs 14. In other embodiments, the helical compression spring 14 can also be designed in other ways or in the form of a linearly extending helical compression spring.

As also shown in fig. 1, a torque limiter 8 is connected to the disc/wheel shaped secondary part 4. The torque limiter 8 has a fastening element 30 which is fastened to the secondary part 4. The fastening element 30 is likewise realized substantially in the shape of a circular disk. The fastening element 30 is fixed on the secondary part 4 by means of a (second) riveted connection 33. One of a plurality of circumferentially distributed fastening members 32 can be seen in fig. 1 as a (second) riveted connection 33. The fastening element 30 extends from the riveted connection 33 in the radial direction outwards and in the axial direction away from the secondary part 4, so as to be offset in the axial direction towards its radial outside adjacent to the helical compression spring 14 and the primary part 2.

For more structure of the torque limiter 8, please refer to fig. 2 and 3 simultaneously. Here, it can be seen that the first friction partner 6 of the torque limiter 8 is mounted/fixed directly on the fastening element 30. According to the invention, the second friction partner 7 is integrated directly into the housing 12 of the centrifugal force pendulum 9. The first friction partner 6 is clamped between the two

side plates

10, 18 of the housing 12/of the second friction partner 7/is fixed in a frictionally engaged manner by applying a preload.

The torque limiter 8 is typically implemented in the form of a slip clutch. The torque limiter 8 is therefore designed in such a way that: during operation of the drive train, the two friction partners 6, 7 are permanently coupled to one another in a torsion-proof manner below a specific torque threshold. Below the torque threshold, the first friction pair 6 is clamped between the

side plates

10, 18 in such a way that: the two friction partners 6, 7 are connected in a torque-proof manner until a torque threshold is reached. The torque limiter 8 opens automatically when a certain torque threshold is exceeded. The magnitude of the axial friction force/holding force between the two friction pairs 6, 7 is thus such that the two friction pairs 6, 7 are twisted relative to one another only after a torque threshold has been exceeded and then move relative to one another with suitable friction.

The first friction pair 6 has a carrier 29 made of steel plate, which extends radially inward away from the fastening region 37 connected to the fastening element 30. The bracket 29 is fixed to the fastening member 30 by a plurality of rivets 36 (which may optionally be bolts). On the radially inner side of the carrier 29,

friction plates

24a, 24b are arranged toward the respective axial sides. The first friction plate 24a is mounted on the carrier 29 toward the first axial side; the second friction plate 24b is mounted on a carrier 29 on a second axial side opposite the first axial side.

In this connection, it can also be seen from fig. 3 that the second friction pair 7 is directly enclosed by the first side plate 10. The first side plate 10 is arranged toward a first axial side of the bracket 29. The second side plate 18 is arranged axially spaced apart from the first side plate 10 and accommodates the first friction lining 6 between its axial side facing the first side plate 10 and the first side plate 10. The second side plate 18 is additionally coupled in a frictionally engaged manner to the first friction partner 6 indirectly via the disk spring 38 and a pressure plate 39 which is pressed by the disk spring 38. A first contact point 13a is formed between the first friction partner 6/first friction plate 24a and the side 17 of the first side plate 10, while a second contact point 13b is formed between the pressure plate 39 and the first friction partner 6/second friction plate 24 b.

It can also be seen here that the two

side plates

10, 18 are firmly connected by a plurality of

spacer elements

19, 20, 21 distributed in the circumferential direction and in the radial direction. The first set of first spacer pins 20 is arranged on a circumference having a smaller radius than the second set of second spacer pins 21. In addition, as shown in connection with fig. 1 and 5, there are also a plurality of circumferentially distributed spacer plates, one of which is clearly visible in the sectional view of fig. 1. The spacer plates 19 are arranged on the one hand in the outer radial direction of the spacer pins 20, 21 and on the other hand in the outer radial direction of the plurality of pendulum masses 11.

Each spacer plate 19 is connected/riveted/locked to the

respective side plate

10, 18 towards its axial end face by means of a caulking region 22/riveting region. In this connection, reference will be made exemplarily to the distance-maintaining device of WO 2007/124709 a1, the embodiment thereof for achieving the connection between the partition plate 19 and the

respective side plate

10, 18 being integrated here. The intermediate plate 19 is therefore riveted in the radial recess 45 of the

respective side plate

10, 18 by means of a finger-shaped integral projection 46 which directly carries the caulking region 22. In fig. 4, the indentation 45 forming a toothed profile 44 is shown by way of example in the first side plate 10.

As can also be seen in fig. 3, the second spacer pins 21 are designed to support the pressure plate 39 in a torsion-proof manner via a radially inwardly projecting collar 40 molded on the pressure plate 39.

Returning to fig. 1 and 2, further configurations of the centrifugal force pendulum 9 will be apparent. In this respect, fig. 1 shows one of a plurality of pendulum masses 11, here four pendulum masses distributed in the circumferential direction. Regardless of the other pendulum masses 11, the individual pendulum masses 11 are accommodated in a freely pivotable manner in a centrifugal force region according to the embodiment as a centrifugal pendulum 9. In this connection, fig. 5 shows the guide pins 41a, 41b of the respective pendulum mass 11, which are guided in the

respective guide slots

42a, 42b of the

side plates

10, 18. As a result, pendulum mass 11 is pivoted along sliding

grooves

42a, 42b both in the circumferential direction and in the radial direction.

Fig. 1 also shows the arrangement of the three components of the damping unit 1 according to the invention. It can be seen here that the spring damper 5, the torque limiter 8 and the centrifugal force pendulum 9 are arranged opposite one another in such a way that: pendulum mass 11 is located radially within the

contact area

13a, 13b formed between friction partners 6, 7 and axially at the same height as first friction partner 6. Here,

side plates

10, 18, if housing 12 is formed, extend radially inward away from first friction pair 6, so that pendulum mass 11 is axially received between

side plates

10, 18 and projects axially therefrom.

The first side plate 10 additionally has a stop 15 of suitably resilient design. The stop 15 is formed by an axially bent or deep-drawn flange region 16 of the first side plate 10. The stopper 15 is disposed radially inward of the first side plate 10 in the radial direction inside the pendulum mass 11. This stop 15 is dedicated to the elastic support/is used as an elastic end stop for the respective pendulum mass 11 in the radially inwardly deflected position. Upon reaching this radially inwardly deflected position, each pendulum mass 11 will cause the stop 15 to deform elastically in a suitable manner to absorb the impact energy of the pendulum mass 11.

It is also pointed out in this connection that in the exemplary embodiment shown, the stop 15 is embodied in the form of a collar region 16 which is of annular design, i.e. completely surrounds in the circumferential direction. In the case of the other embodiment of the invention, however, the stop 15 is also realized by a plurality of segments which are distributed in the circumferential direction and are spaced apart from one another. A separate partition is preferably provided for each pendulum mass 11. In other embodiments of the invention, the stop 15 is additionally realized both on the first side plate 10 and also on the second side plate 18. Alternatively, in other embodiments of the invention, the stop 15 is also provided only on the second side plate 18.

The second side plate 18 is further mounted in a rotationally fixed manner on the central hub 25. The hub 25 is usually intended for rotationally fixed connection to another shaft, for example a connecting shaft or a transmission input shaft. For this purpose, the hub 25 has, in the radially inward direction thereof, a cup-shaped region 43 provided with splines/internal teeth (fig. 1). The hub 25 and the second side plate 18 are connected in a torsion-proof manner by means of a (first) riveted connection 26.

In addition, a plurality of through-holes 27 are introduced into the hub 25, which are arranged in alignment with the respective screws 28 in the starting position of the damping unit 1. Each through hole 27 is used for passing a bolt 28 when mounted. Therefore, the size of the through hole 27 is larger than the maximum diameter of the bolt 28.

In addition, as regards its possible positions, as shown in principle in fig. 1, it is advantageous if each pendulum mass 11 is designed axially with at least one friction element 23, preferably in the shape of a disk. The respective friction element 23 is preferably manufactured from plastic. Friction element 23 is mounted axially between pendulum mass 11 and first side plate 10, and alternatively or additionally may be mounted between pendulum mass 11 and second side plate 18. The friction element 23 is preferably fixed to the pendulum mass 11 and is in frictional contact with the

respective side plate

10, 18. The friction element 23 is additionally pressed axially against the

respective side plate

10, 18 by means of a spring element.

It is further noted that the two

side plates

10, 18 are provided with axial windows 31, the windows 31 each being dimensioned larger than a fastening element 32 for indirectly (or directly) fixing the first friction pair 6 to the secondary part 4 in a rotationally fixed manner, which fastening element is embodied in the form of a rivet, as shown in fig. 1 and 2.

In other words, an apparatus for avoiding or reducing torsional oscillations and over-torque phenomena in a hybrid motor vehicle powertrain system is implemented in accordance with the present invention. The centrifugal pendulum 9, which is mounted on the hub 25 or on the flange of the torque limiter 8 or directly on the transmission input shaft, ensures vibration isolation. When the torque is too high, the torque limiter 8 prevents the torque transmission. In addition, the torque limiter 8 is also coupled to the centrifugal force pendulum 9 and is connected upstream to a torsional vibration damper (spring damper 5), wherein one or both

side plates

10, 18 have a radial ring 16 which serves as a radial end stop 15 for the pendulum mass 11. When pendulum mass 11 strikes end stop 15,

side plates

10, 18 deform and elastically absorb the impact energy, thereby overcoming the impact occurring in the drive train.

The following individual, in principle independent additional ideas 1 to 10 can also be derived: 1. for the moment limiter 8, a flange (flange region 16) is preferably drawn out of the

side plates

10, 18. The ring 16 may be segmented. 2. One of the two

side plates

10, 18, preferably the first side plate 10, is used directly as a friction surface (side 17) of the torque limiter 8. As a further preference, the

side plates

10, 11 have a pot-shaped design around which the

linings

24a, 24b are radially centered. 3. The

side plates

10, 11 have an open riveting device (caulking zone 22). 4. The centrifugal pendulum 9 has at least four different pendulum masses 11, which minimizes the impact energy of the individual pendulum masses 11. It is particularly advantageous to use a pendulum mass 11 consisting of fine-stamped steel plate with a thickness of more than 9 mm. 5. The two centrifugal

pendulum side plates

10, 18 are riveted in the radial direction outside the pendulum mass 11 by means of a spacer element 19 (preferably a spacer plate 19). In addition, spacer elements 20, 21 (preferably as spacer pins 20, 21, further preferably two rows) are arranged at the radial height of pendulum mass 11. 6. The drive torque is transmitted to the hub 25 through the side plate (second side plate 18). For this purpose, the flange 25 is riveted to the side plate 18 to transmit the torque. 7. One or two friction elements 23 are mounted axially on pendulum mass 11. The plastic element 23 is preferably subjected to a constant axial load by means of a spring element in order to generate a hysteresis in the pendulum mass 11. Meanwhile, the axial load can also improve the anti-swing resistance. 8. The slide plate (bracket 29) is riveted to the steel plate (fastening member 30), and further preferably, may be connected by a bolt. 9. The flange 25 has holes 27 for bolting. 10. An axial opening (window 31) is provided in the centrifugal force pendulum 9 to ensure the required throughflow of the riveted connection (first riveted connection 33) damper 5.

Fig. 1 to 5 also show the torque limiter 8 in different views and sectional views. The torque limiter 8 is located, for example, between a torsional vibration damper 5, which is connected to an internal combustion engine, not shown, by means of screws 28, and the transmission input shaft. The torque limiter 8 comprises two

side plates

10, 18 and a damper in the form of a centrifugal pendulum 9. The disc spring 38 presses the

linings

24a, 24b via a pressure plate 39. The torque is introduced via the flange (fastening element 30) into the friction plate (carrier 29) and then into the slip clutch 8. The sliding

clutch linings

24a, 24b transmit a sliding torque into the

side plates

10, 18. The

side plates

10, 18 are connected to a hub flange 25. The part 15 contains an internal toothing for transmitting torque.

List of reference numerals

1 vibration damping unit

2 Primary part

3 rotating shaft

4 Secondary part

5 spring vibration damper

6 first friction pair

7 second friction pair

8 torque limiter

9 centrifugal pendulum

10 first side plate

11 pendulum mass

12 casing

13a first contact site

13b second contact site

14 helical compression spring

15 stop block

16 flange region

17 side surface

18 second side plate

19 partition board

20 first spacer pin

21 second spacer pin

22 area of caulking

23 Friction element

24a first liner

24b second liner

25 hub

26 first riveted connection

27 through hole

28 bolt

29 support

30 fastening element

31 window

32 fastener

33 second riveted connection

34 installation space

35 outer cover

36 rivet

37 fixed area

38 belleville spring

39 pressing plate

40 Flange

41a first guide pin

41b second guide pin

42a first chute

42b second chute

43 cup-shaped area

44 tooth profile

45 gap

46 are raised.

Claims

1. A damper unit (1) for a motor vehicle drive train, having a spring damper (5) with a primary part (2) and a secondary part (4) which is mounted in a rotationally elastic manner about a central axis of rotation (3) relative to the primary part (2); a torque limiter (8) having two fixed friction partners (6, 7) which are connected to one another in a rotationally fixed manner when operating within a specific torque threshold range; and a centrifugal pendulum (9), wherein the torque limiter (8) and the centrifugal pendulum (9) are operatively connected to the secondary part (4), characterized in that a first friction partner (6) of the torque limiter (8) is connected to the secondary part (4) and a second friction partner (7) of the torque limiter (8) is connected to a side plate (10) of a housing (12) of the centrifugal pendulum (9) which accommodates a plurality of pendulum masses (11), wherein the pendulum masses (11) are located radially in contact points (13a, 13b) formed between the friction partners (6, 7) and are at least partially at the same level as the first friction partner (6) axially.

2. Damping unit (1) according to claim 1, characterized in that the pendulum mass (11) is arranged radially inside and/or axially offset from a plurality of circumferentially distributed helical compression springs (14) of the spring damper (5).

3. Damping unit (1) according to claim 1 or 2, characterized in that the side plates (10) constitute an elastically designed radial stop (15) for at least one of the pendulum masses (11).

4. Damping unit (1) according to claim 3, characterized in that the stop (15) is designed as a flange region (16) of the side plate (10) which is bent or deep-drawn in the axial direction.

5. Damping unit (1) according to claim 3 or 4, characterized in that the stop (15) extends continuously in the circumferential direction or is divided into a plurality of segments arranged at a distance from each other in the circumferential direction.

6. Damping unit (1) according to any of claims 1 to 5, characterized in that the second friction pair (7) is constituted directly by an axial side (17) of the side plate (10).

7. Damping unit (1) according to one of claims 1 to 6, characterized in that the two side plates (10, 18) additionally constitute the second friction pair (7), wherein the first friction pair (6) is axially clamped between the two side plates (10, 18) and the two side plates (10, 18) are connected by means of a spacer plate (19) and/or spacer pins (20, 21).

8. Damping unit (1) according to claim 8, characterized in that the spacer plate (19) is connected to the respective side plate (10, 18) by means of a caulking region (22).

9. Damping unit (1) according to one of claims 1 to 8, characterized in that a friction element (23) is axially mounted on at least one pendulum mass (11).

10. Damping unit (1) according to claim 9, characterized in that the friction element (23) consists of plastic.