CN114076176A

CN114076176A - Output disc for a torsional vibration damper

Info

Publication number: CN114076176A
Application number: CN202110929565.8A
Authority: CN
Inventors: 帕斯卡·斯特拉瑟
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2020-08-17
Filing date: 2021-08-13
Publication date: 2022-02-22
Also published as: DE102021110542A1

Abstract

The invention relates to an output disk for a torsional vibration damper for reducing torsional vibrations in a drive train of a motor vehicle, comprising: a catch shoulder projecting radially outward for catching an energy storage element of a dual mass flywheel in a tangential direction; at least one curved track arranged radially inside the shoulder for the pivotable guidance of the pendulum mass of the centrifugal pendulum; and a friction region arranged radially inside the track for frictionally engaging transmission of a torque up to a defined limit torque in a torque limiter, in particular designed as a slip clutch. Due to the radially nested design of the dual mass flywheel, the centrifugal pendulum and the torque limiter in the torsional vibration damper, the output disk can form a disk-shaped functional component for these assemblies, so that a smaller axial installation space is achieved with a smaller number of components and a cost-effective and installation space-saving torsional vibration damper for the drive train of the motor vehicle can be achieved.

Description

Output disc for a torsional vibration damper

Technical Field

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

Background

A torsional vibration damper for a drive train of a motor vehicle is known from DE 102019112430 a1, in which a torque limiter designed as a slip clutch is arranged radially inside an arc spring of a dual mass flywheel, wherein an output hub, a centrifugal pendulum and a sealing diaphragm which are adjacent to one another are fixed axially by means of a common rivet on the radially inner output side of the torque limiter.

There is a continuing need to design torsional vibration dampers for motor vehicle drive trains in a cost-effective and space-saving manner.

Disclosure of Invention

The object of the present invention is to provide measures which enable a cost-effective and space-saving torsional vibration damper for a drive train of a motor vehicle to be realized.

This object is achieved by an output disk having the features of claim 1. The dependent claims and the following description present preferred embodiments of the invention, which can be used individually or in combination to set forth the aspects of the invention.

One embodiment relates to an output disk for a torsional vibration damper for damping torsional vibrations in a drive train of a motor vehicle, having: a radially outwardly projecting stop shoulder for stopping an energy storage element, in particular designed as an arc spring, of a dual mass flywheel in a tangential direction; at least one curved track arranged radially inside the shoulder for the pivotable guidance of the pendulum mass of the centrifugal pendulum; and a friction region arranged radially inside the track for frictionally engaging transmission of a torque up to a defined limit torque in a torque limiter, in particular designed as a slip clutch.

The components of the functional unit for forming the dual mass flywheel, the centrifugal pendulum and the torque limiter can be arranged radially inside one another, so that the axial space requirement can be reduced. The knowledge is utilized here that a dual mass flywheel, which necessarily has a certain radial extent to provide a free space on the radial inside of the energy storage element that can be used by the centrifugal pendulum and the torque limiter, serves to reduce torsional vibrations in a low frequency range that can correspond to the low engine order of a motor vehicle engine of the drive train, which is designed as an internal combustion engine. In principle, the torque limiter requires as large a radius as possible, so that the radial extent of the friction region for a particular limit torque to be set can be selected as small as possible for reasons of installation space. However, it has been recognized that the installation space radially inside the energy storage element can be sufficiently large, so that not only the centrifugal pendulum but also the torque limiter formed on a relatively very small radius area can be arranged one after the other in the radial direction. In the case of a torque limiter arranged on a relatively small radius region, the relatively large radial extent of the friction region is still sufficiently small to be able to be arranged radially inside the centrifugal force pendulum without interfering with the centrifugal force pendulum.

The radial nested design also enables: the secondary mass of the output disk, the support flange of the centrifugal pendulum and the friction disk of the torque limiter of the dual-mass flywheel are formed by 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 support flange of the centrifugal pendulum and the function of the friction disk of the torque limiter. The knowledge is utilized that the secondary mass, the support flange and the friction disk are essentially disk-shaped parts of comparable material thickness, which can easily be formed from one common part in a nested arrangement arranged one behind the other in the radial direction. The number of components can be kept low. Due to the radially nested design of the dual mass flywheel, the centrifugal pendulum and the torque limiter in the torsional vibration damper, the output disk can form a disk-shaped functional component for these assemblies, so that a smaller axial installation space is achieved with a smaller number of components and a cost-effective and installation space-saving torsional vibration damper for the drive train of the motor vehicle can be achieved.

A dual-mass flywheel can have a primary mass and a secondary mass coupled in a rotationally limited manner via an energy storage element, the secondary mass being formed by a part of the output disk. In traction operation, torque from the motor vehicle engine can be introduced into the primary mass, and in coasting operation, torque from the drive train can be introduced into the secondary mass, and thus also installed in reverse, wherein in traction operation, torque from the motor vehicle engine can be introduced into the secondary mass, and in coasting operation, torque from the drive train can be introduced into the primary mass. The primary mass and the secondary mass, which can be coupled to the primary mass in a rotationally limited manner via the energy storage element, which is in particular designed as a bow spring, can form a mass spring system, which can suppress rotational irregularities in the speed and torque of the drive power generated by the motor vehicle engine in a specific frequency range. The mass moment of inertia of the primary and/or secondary mass and the spring characteristic of the energy storage element can be selected such that vibrations in the frequency range of the main engine order of the motor vehicle engine can be suppressed. The mass moment of inertia of the primary mass and/or the secondary mass can be influenced in particular by the attached additional mass. The primary mass may be represented as a disc to which a cover may be connected, whereby a substantially annular receiving space for the energy storage element may be defined. The primary mass can block the energy storage element tangentially, for example by means of a press-on projecting into the receiving space. The output flange of the secondary mass can project into the receiving space and can tangentially block the opposite ends of the energy storage element.

The centrifugal pendulum may have at least one pendulum mass which is guided in a pivotable manner on a support flange, which is formed by a part of the output disk, in order to generate a restoring moment opposing the rotational irregularities and to introduce the restoring moment into the support flange. At least one pendulum mass of the centrifugal pendulum is forced under the influence of the centrifugal force to a position as far as possible from the center of rotation. The neutral center position ("zero position") of the pendulum mass is therefore the position radially furthest away from the center of rotation, which the pendulum mass can occupy in the radially outer position. At a constant drive speed and a constant drive torque, the pendulum mass will occupy this radially outer position. In the event of a rotational speed fluctuation, the pendulum mass is deflected along its pendulum path due to its inertia. The pendulum mass can thus be moved in the direction of the center of rotation. The centrifugal force acting on the pendulum mass is thus divided into a tangential component and another component perpendicular to the pendulum path. The tangential force component provides a restoring force which brings the pendulum mass back into its "zero position", while the normal force component acts on a force-introducing element which introduces rotational speed fluctuations, in particular a flywheel disk which is connected to the drive shaft of the motor vehicle engine, and generates a counter torque there which opposes the rotational speed fluctuations and damps the introduced rotational speed fluctuations. In the case of particularly large rotational speed fluctuations, the pendulum masses can therefore be deflected to a maximum and occupy the radially innermost position. For this purpose, the rails provided in the support flange and/or the pendulum mass have a suitable curvature, wherein coupling elements, in particular designed as rollers, can be guided. Preferably, at least two rollers are provided, each roller being guided on a rail supporting the flange and a pendulum rail of the pendulum mass. In particular, more than one pendulum mass is provided. Preferably, a plurality of pendulum masses are guided on the support flange in a uniformly distributed manner in the circumferential direction. The inertial mass of the pendulum mass and/or the relative movement of the pendulum mass with respect to the support flange are designed in particular to suppress a specific frequency range of the rotational irregularities, in particular of the engine order of the motor vehicle engine. The pendulum masses can be produced cost-effectively by a stack of pendulum plates which are placed one on top of the other and connected to one another, wherein preferably identically shaped pendulum plates can be produced in particular by stamping a metal sheet. In particular, more than one pendulum mass is provided. For example, two pendulum masses are provided which are connected to one another by means of bolts or rivets, in particular in the form of support bolts, the support flange being positioned between the pendulum masses in the axial direction of the torsional vibration damper.

In the event of a sudden torque shock ("jerk"), an unexpected load may occur in the drive train, which may damage the torque transmitting components in the drive train. The impact is generated, for example, in the following cases: when the motor vehicle is started, the engine of the motor vehicle is flamed out, gear shifting is carried out, the clutch is quickly engaged, the gear is accelerated while descending, emergency braking occurs, rough starting occurs ('quick starting'), and the engine of the motor vehicle is started. The torque limiter can be used in the form of a low-pass filter in order to prevent excessive torque from being transmitted, for example, in such a way that the friction disk can slip in the torque limiter when the torque is too high, wherein the friction disk is formed by a part of the output disk. The maximum torque that can still be transmitted by the torque limiter depends on the friction characteristics, in particular the coefficient of friction and the contact pressure, between the respective friction partners in the friction disk and the torque limiter, which are selected to be suitable for setting the desired maximum torque.

In particular, a flange body is provided which forms the abutment shoulder and the rail. The secondary mass of the dual-mass flywheel and the bearing flange of the centrifugal pendulum can thus be formed integrally from the flange body, whereby the number of components is kept low.

Preferably, the flange body 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 therefore be provided on both axial sides with at least one friction lining, respectively, which can be fastened to the flange body jointly by means of fastening means, in particular rivets, which pass through corresponding fastening openings of the flange body. The flange body has, in particular in the friction region, an annular, closed, flat surface on which the corresponding friction lining can rest. The friction area of the flange body, with the exception of the fastening means optionally provided in the friction area, can be substantially completely covered by a corresponding friction lining, which forms a friction contact surface with respect to a corresponding friction partner.

It is particularly preferably provided that the material of the flange body forms the frictional contact surface, or that a friction lining fixed to the flange body forms the frictional contact surface. If the flange body is not provided with a friction lining for a rotationally fixed connection, the material of the flange body in the friction region can form a friction contact surface which engages a friction partner, in particular provided with a friction lining. In this case, the flange body can be designed as a continuous, i.e. non-open, flat surface in the friction region, which forms the frictional contact surface. If the friction lining is fastened to the flange body in a rotationally fixed manner, for example by riveting and/or gluing, the friction lining in the friction area of the flange body forms a frictional contact surface with respect to a corresponding friction partner, in particular without a friction lining.

In particular, the flange body has a circumferentially closed annular region for forming the friction region, wherein at least one support flange lug, which extends in a limited manner in the circumferential direction, for forming the track projects radially outward from the annular region, and the abutment shoulder projects radially outward from the at least one support flange lug. Since the annular region formed in the friction region is designed to be closed in the circumferential direction anyway, it is not necessary to design the bearing flange of the centrifugal force pendulum to be closed in the circumferential direction. The knowledge is utilized that the support flange ultimately only forms the boundary of the rail and that the support flange does not fulfill any other function than the effect of increasing the strength. In this way, it is possible to achieve that, in the circumferential corner region in which at least one guide rail for the pivotable guidance of the pendulum mass is provided, the bearing flange is not formed by a ring closed in the circumferential direction, but by lugs in the form of bearing flange lugs which project in the radial direction and are limited in the circumferential direction. A stop shoulder provided for a tangential stop on the energy storage element of the dual mass flywheel can project radially outward from the support flange lug. The use of material for the flange body and/or the deadweight and mass moment of inertia of the flange body can thus be kept low.

Preferably, at least one sealing diaphragm is provided to delimit a lubricated receiving space for an energy storage element of the dual mass flywheel, which sealing diaphragm separates the friction region from the receiving space. The sealing diaphragm can slide in a sealing manner but can rotate relative to the slide ring at the primary mass that delimits the receiving space of the energy storage element, wherein the sealing diaphragm, which is designed in particular as a coil spring, can be elastically pretensioned in the axial direction in order to be able to provide a sufficiently strong sealing effect with a contact force corresponding to the axial spring force of the pretensioned sealing diaphragm. Preferably, two sealing diaphragms are provided, in particular fastened to the flange body on different axial sides, so that the receiving space can be substantially completely sealed, wherein a part of the flange body leading to the torque limiter can project radially inward from the receiving space. A lubricant, for example grease, can be arranged in the receiving space in order to lubricate the energy storage element which is driven radially outward under the influence of centrifugal forces, so that it can move relative to one another in the circumferential direction. Since the friction region is separated from the receiving space by the at least one sealing membrane, the abrasive particles which slip in the torque limiter do not reach the lubricant in the receiving space, so that the lubricating effect in the receiving space is not influenced by the torque limiter.

Particularly preferably, the at least one sealing diaphragm is mounted radially inside the rail, in particular in the friction region. The sealing diaphragm can thus extend partially between the axial side of the flange body and the friction lining fastened to the flange body in the friction region, wherein a common fastening means, in particular a rivet, can be used to fasten the sealing diaphragm and the friction lining. This allows a smaller number of components to be kept with a smaller space requirement.

Another embodiment relates to a torsional vibration damper for reducing rotational non-uniformity in torque transmitted in a drive train of a motor vehicle, the torsional vibration damper comprising: a dual-mass flywheel for reducing torsional vibrations between a drive shaft of a motor vehicle engine and a transmission input shaft of a motor vehicle transmission, wherein the dual-mass flywheel has a primary mass for introducing a torque, a secondary mass which can rotate in a limited manner relative to the primary mass for outputting a 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 reducing rotational irregularities introduced by the drive shaft, wherein the centrifugal pendulum has a support flange that is rotatable about an axis of rotation and at least one pendulum mass that is guided in a manner that enables it to oscillate relative to the support flange in the path of the support flange; and a torque limiter, in particular designed as a slip clutch, wherein the torque limiter has a first support disk, a second support disk arranged axially next to the first support disk, and a friction disk clamped in frictional engagement in the friction region up to a limit torque for the frictional engagement of the transmitted 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 in particular in one piece by an output disk which can be constructed or modified as described above. Due to the radially nested design of the dual mass flywheel, the centrifugal pendulum and the torque limiter in the torsional vibration damper, the output disk can form a disk-shaped functional component for these assemblies, so that a smaller axial installation space is achieved with a smaller number of components and a cost-effective and installation space-saving torsional vibration damper for the drive train of the motor vehicle can be achieved.

In particular, one of the support discs of the torque limiter is bent in the axial direction to such an extent that the output flange is centered at the axial extension of the bent support disc. The secondary mass of the dual-mass flywheel and the support flange of the centrifugal pendulum are thereby centered simultaneously without additional centering means, with a low number of components, which is cost-effective and space-saving.

Preferably, the support flange of the centrifugal force pendulum and the friction disk of the torque limiter are arranged completely in the common axial region with the energy storage element of the dual mass flywheel. The energy storage element, viewed in the radial direction, may completely cover the support flange and the friction disk. The axial space requirement of the torsional vibration damper can thereby be minimized.

Particularly preferably, the energy storage element and the centrifugal pendulum of the dual-mass flywheel are arranged in a lubricated and sealed receiving space, which is defined in particular by the primary mass and/or the secondary mass and/or the at least one sealing diaphragm, wherein the torque limiter is arranged outside the receiving space. Since the torque limiter region is separated from the receiving space in a sealing manner by the at least one sealing membrane, the abrasive particles occurring during slipping in the torque limiter cannot reach the lubricant in the receiving space, so that the lubricating effect in the receiving space is not influenced by the torque limiter.

Drawings

The invention will be illustrated schematically by means of preferred embodiments by means of the figures, in which the following features can describe aspects of the invention both individually and in combination. The attached drawings are as follows:

FIG. 1: a schematic cross-sectional view of a torsional vibration damper, an

FIG. 2: fig. 1 is a schematic plan view of an output disk of the torsional vibration damper.

Detailed Description

The torsional vibration damper 10 shown in fig. 1 can be used for torsional damping in a drive train of a motor vehicle in order to reduce rotational irregularities occurring in the drive power generated in a motor vehicle engine designed as an internal combustion engine. For this purpose, the torsional vibration damper 10 has a dual-mass flywheel 12, wherein a primary mass 14, which can be connected to a drive shaft of a motor vehicle engine, in particular a crankshaft, is coupled via an energy storage element 16, which is designed as an arc spring, to a secondary mass 18, which is rotatable in a limited manner relative to the primary mass 14. The primary mass 14 has a welded cover 20, which defines a receiving space 22 for the energy storage element 16, in which lubricant for lubricating the energy storage element 16 can be provided. The primary mass 14 can tangentially block one end of the elastically compressible energy storage element 16 by means of a press-on projecting into the receiving space 22, while the secondary mass 18, which is designed as an output flange, can block the other end of the energy storage element 16.

A centrifugal force pendulum 24 is arranged radially inside the energy storage element 16, which centrifugal force pendulum 24 makes it possible in particular to reduce torsional vibrations in a frequency range different from that of the dual mass flywheel 12. The centrifugal pendulum 24 has a support flange 26, on the axial side of which a plurality of pendulum masses 28 arranged one behind the other in the circumferential direction are provided, wherein the pendulum masses 28 axially opposite one another can be connected to one another. The pendulum mass 28 is guided pivotably on the support flange 26, in particular in a curved track 30 of the support flange 26 and in a curved pendulum track of the pendulum mass 28 by means of coupling elements in the form of rollers.

A torque limiter 32 designed as a slip clutch is arranged radially inside the centrifugal force pendulum 24, which torque limiter 32 transmits the torque in a frictionally engaged manner up to a defined limit torque and slips beyond the limit torque in order to protect downstream components of the drive train against damage due to excessively large, sudden torque impulses ("shocks"). For this purpose, the torque limiter 32 has a friction disk 36 which is provided with friction linings 34 on both axial sides and is clamped in frictional engagement between two support disks 38 by means of a pressure plate 42 which is pressed by means of a spring element 40, which is designed as a disk spring with a spring force suitable for setting the limit torque. Here, one of the support disks 38 is bent in the axial direction to such an extent that the friction disk 36 can be centered at the axial extension of the support disk 38.

On the axial side of the friction disk 36 of the torque limiter 32, a sealing diaphragm 44 in the form of a spiral spring is fastened between the friction lining 34 and the friction disk 36, respectively, which sealing diaphragm can rotate relative to one another on a slide ring 46 and bears with a defined spring force against the primary mass 14 or rather against the cover 20 of the primary mass 14, so that the receiving space 22 of the energy storage element 16 and the centrifugal force pendulum 24 provided with the dual-mass flywheel 12 is sealed. The torque limiter 32 is disposed outside the accommodating space 22.

The torque limiter 32 is riveted on the output side to an output element designed as an output hub 48, which can be connected in a rotationally fixed manner by splines to a transmission input shaft or to an intermediate shaft leading to a motor vehicle transmission and is arranged centrally. Alternatively, the output element can also be designed, for example, as a driven ring which leads in particular to a separating clutch coupled to the motor vehicle transmission and is preferably designed as a counterplate for frictionally engaging a clutch disk coupled to the transmission input shaft. The energy storage element 16, the centrifugal force pendulum 24, the torque limiter 32 and the output disk hub 48 of the dual mass flywheel 12 are arranged substantially in a common axial region and are therefore designed so as to be nested radially.

As shown in fig. 2, the radially nested design makes it possible to combine the functions of the secondary mass 18 of the dual-mass flywheel 12, the bearing flange 26 of the centrifugal force pendulum 24 and the friction disk 36 of the torque limiter 32 into a common output disk 50, which utilizes the disk-shaped design of these components and their radial arrangement in succession. The output disk 50 has a planar annular region 52 which is closed in the circumferential direction and in which fastening openings 54 for fastening the sealing diaphragm 44 and/or for fastening the friction linings 34 are provided. The annular region 52 defines a friction region 56, in which the annular region 52 itself or the friction lining 34 fastened in the annular region 56 forms a frictional contact surface with respect to the other components of the torque limiter 32. The annular region 52 of the friction lining 34 is optionally provided, so that its friction region 56 forms the friction disk 36 of the torque limiter 32.

The support flange lugs 56 project radially outward from the annular region 52 and form the support flange 26 for the pendulum masses 28 arranged in each case in a limited circumferential angular range. At least one rail 30, preferably two rails 30, by means of which the respective pendulum mass 28 can be guided in a pivotable manner, is formed in the respective supporting flange lug 56.

A stop shoulder 58 also projects radially outward from a portion of the support flange lug 56, the stop shoulder 58 serving as a tangential stop for the energy storage element 16 of the dual mass flywheel 12 and thus constituting the secondary mass 18 of the dual mass flywheel 12. The abutment shoulder 58, the support flange lug 56 and the annular region 52 are combined in one piece to form a common flange body 60, so that the support flange 26 of the centrifugal force pendulum 24 and the friction disk 36 of the torque limiter 32 also serve as the moment of inertia of the secondary mass 18, with a minimum number of components.

List of reference numerals

10 torsional vibration damper

12 dual mass flywheel

14 primary mass

16 energy storage element

18 secondary mass

20 cover member

22 accommodating space

24 centrifugal pendulum

26 support flange

28 pendulum mass

30 track

32 torque limiter

34 Friction lining

36 friction disk

38 support disc

40 spring element

42 pressure plate

44 sealing diaphragm

46 slip ring

48 driven disk hub

50 output disc

52 annular region

54 fastening opening

56 support flange lug

58 stop shoulder

60 flange body

Claims

1. An output disc, a torsional vibration damper (10) for damping torsional vibrations in a motor vehicle drive train, said output disc comprising:

a stop shoulder (58) which projects radially outward and is used for stopping the energy storage element (16), in particular designed as a curved spring, of the dual mass flywheel (12) in the tangential direction;

at least one curved track (30) arranged radially inside the shoulder (58) for the pivotable guidance of a pendulum mass (28) of a centrifugal pendulum (24); and

a friction region (56) arranged radially inside the track (30) for frictionally engaging a torque transmission up to a defined limit torque in a torque limiter (32), in particular designed as a slip clutch.

2. Output disc according to claim 1, characterized in that a flange body (60) is provided which forms the stop shoulder (58) and the rail (30).

3. Output disc according to claim 2, characterized in that the flange body (60) has at least one fastening opening (54) in the friction area (56) for fastening a friction lining (34) forming a friction contact surface in the friction area (56).

4. Output disc according to claim 2 or 3, characterized in that the material of the flange body (60) forms a frictional contact surface, or that a friction lining (34) fixed to the flange body (60) forms a frictional contact surface.

5. Output disc according to one of claims 2 to 4, characterized in that the flange body (60) has a circumferentially closed annular region (52) for forming the friction region (56), wherein at least one circumferentially limitedly extending bearing flange lug (56) for forming the track (30) projects radially outward from the annular region (52) and the stop shoulder (58) projects radially outward from the at least one bearing flange lug (56).

6. Output disc according to one of claims 1 to 5, characterized in that at least one sealing diaphragm (44) is provided for defining a lubricated accommodation space (22) of an energy storage element (16) of the dual mass flywheel (12), wherein the sealing diaphragm (44) separates the friction region (56) from the accommodation space (22).

7. Output disc according to claim 6, characterized in that the at least one sealing diaphragm (44) is mounted radially inside the track (30), in particular in the friction area (56).

8. A torsional vibration damper for reducing rotational non-uniformities in a torque transmitted in a drive train of an automotive vehicle, said torsional vibration damper comprising:

a dual-mass flywheel (12) for reducing torsional vibrations between a drive shaft of a motor vehicle engine and a transmission input shaft of a motor vehicle transmission, wherein the dual-mass flywheel (12) has a primary mass (14) for introducing a torque, a secondary mass (18) which is rotatable in a limited manner relative to the primary mass (14) and is intended for outputting a damped torque, and an energy storage element (16) which is designed in particular as a bow spring for coupling the primary mass (14) to the secondary mass (18);

a centrifugal pendulum (24) for reducing rotational irregularities introduced by the drive shaft, wherein the centrifugal pendulum (24) has a support flange (26) rotatable about an axis of rotation and at least one pendulum mass (28) which is guided in a manner such that it can pivot relative to the support flange (26) in a track (30) of the support flange (26); and

a torque limiter (32), in particular designed as a slip clutch, wherein the torque limiter (32) has a first support disk (38), a second support disk (38) arranged axially next to the first support disk (38), and a friction disk (36) clamped in frictional engagement up to a limit torque in a friction region (56) for the torque transmitted in frictional engagement,

wherein the secondary mass (18) of the dual-mass flywheel (12), the bearing flange (26) of the centrifugal pendulum (24) and the friction disk (36) of the torque limiter (32) are constructed, in particular in one piece, by means of an output disk (50) according to one of claims 1 to 7.

9. The torque limiter according to claim 8, characterized in that the support flange (26) of the centrifugal pendulum (24) and the friction disk (36) of the torque limiter (32) are arranged entirely in the common axial region with the energy storage element (16) of the dual mass flywheel (12).

10. The torque limiter according to claim 8 or 9, characterized in that the energy storage element (16) and the centrifugal pendulum (24) of the dual mass flywheel (12) are arranged in a lubricated and sealed accommodation space (22) which is in particular defined by the primary mass (14) and/or the secondary mass (18) and/or at least one sealing diaphragm (44), wherein the torque limiter (32) is arranged outside the accommodation space (22).