Vibration damping unit with a release device for a torque limiter

Abstract

Vibration damping unit (1) for a motor vehicle powertrain, comprising a spring damper (5) having a primary part (2) and a secondary part (4) resiliently supported relative to the primary part (2) about a central axis of rotation (3) in one direction of rotation, and a torque limiter (8) comprising two friction partners (6, 7) permanently connected to each other in a rotationally fixed manner up to a certain torque threshold during operation, wherein a first friction partner (6) is clamped in an axial direction of the axis of rotation (3) between two partial segments (51, 52) of a second friction partner (7) with a certain contact force, characterized in that a centrifugal pendulum (9) is provided, of which several pendulum masses (11) are arranged radially within a contact point (13a, 13b) formed between the friction partners (6, 7) and at least partially axially at the same level as the first friction partner (6), wherein a release device (47),which is designed to receive a release means (48) that spreads the two sub-segments (51, 52) while reducing the contact force.

Description

[0001] The invention relates to a vibration damping unit for a (preferably hybrid / hybridized driven) motor vehicle powertrain, such as a powertrain of a passenger car, truck, bus or other commercial vehicle, comprising a spring damper having a primary part and a secondary part which is resiliently supported relative to the primary part about a central axis of rotation in one direction of rotation, and a torque limiter comprising two friction partners which are permanently connected to each other in a rotationally fixed manner up to a certain torque threshold in operation, wherein a first friction partner (of the torque limiter) is clamped in an axial direction of the axis of rotation between two partial segments of a second friction partner (of the torque limiter) with a certain contact force.

[0002] The prior art of this type is already well known. For example, US 2014 / 0221106 A1 discloses a device for transmitting drive power in various designs.

[0003] However, in the designs known from the prior art, it has proven disadvantageous that the implemented vibration damping units are often relatively large. At the same time, the vibration damping units known to date are relatively difficult to dismantle.

[0004] It is therefore an object of the present invention to eliminate the disadvantages known from the prior art and in particular to provide a vibration damping unit which, while forming the most effective possible vibration damping behavior in a hybrid motor vehicle powertrain, has a compact design and can be easily disassembled.

[0005] This is solved according to the invention by providing a centrifugal pendulum, of which several (preferably at least four) pendulum masses are arranged radially within a contact point formed between the friction partners and at least partially axially at the same level as the first friction partner, wherein a release device is provided which is designed to receive a release means that spreads the two partial segments while reducing the contact force.

[0006] The centrifugal pendulum provides effective vibration damping. Furthermore, this pendulum is arranged radially and axially interlocked with the torque limiter, saving space. At the same time, the torque limiter's radially outer position relative to the centrifugal pendulum ensures a reliable and effective locking function. The integrated release mechanism allows for easy disengagement of the torque limiter during disassembly, making the disassembly process particularly safe.

[0007] Further advantageous embodiments are claimed in the dependent claims and are explained in more detail below.

[0008] Accordingly, it is also advantageous if the first friction partner is connected to the secondary part and the second friction partner is part of a housing for the centrifugal pendulum that accommodates the pendulum masses. This further simplifies the design of the entire vibration damping unit and makes it even more compact.

[0009] In this context, it is therefore also advantageous if the pendulum masses are arranged radially within and / or axially offset from several helical compression springs of the spring damper that are distributed in a circumferential direction.

[0010] A particularly advantageous and easily manufactured design has proven to be one in which the release mechanism has at least one through-hole with an internal thread, incorporated in a first segment. This through-hole allows for the insertion of a screw during disassembly in a workshop, enabling the torque limiter to be released with just a few additional steps.

[0011] To ensure the torque limiter engages evenly, it has also proven advantageous to have several, preferably four to twelve, through holes arranged in a circumferential direction in the first sub-segment.

[0012] If at least one through-hole is located radially within the first friction partner, the disassembly effort is further simplified.

[0013] It is also advantageous if at least one through-hole is arranged radially overlapping a second sub-segment, which is pressed against the first friction partner by means of a disc spring. This ensures that the entire assembly of the release mechanism is held securely.

[0014] In this context, it is also advantageous if at least one through-hole is arranged to radially overlap a radially inwardly projecting tab of the second sub-segment.

[0015] If the internal thread of at least one through hole is implemented as a standard thread (preferably a metric ISO thread), the workshop disassembly effort is significantly reduced, as screws that are already present can be used to disengage the torque limiter.

[0016] Furthermore, it is also advantageous if the first sub-segment directly forms a first side plate of the housing and / or the second sub-segment directly forms the pressure plate. This cleverly integrates the torque limiter into the centrifugal pendulum.

[0017] The second sub-segment also advantageously has a support point / support collar (preferably formed by a tab) which, in the pressed-on position of the torque limiter, is attached to an axially fixed component.

[0018] In other words, the invention provides a vibration damping unit with a release mechanism for a torque limiter. This damping unit is proposed as an assembly consisting of a torsional vibration damper (spring damper) and a downstream torque limiter or slip clutch, wherein the torsional vibration damper can be screwed to the crankshaft or the flywheel on the internal combustion engine side at its input. According to the invention, a centrifugal pendulum is provided radially and axially within the torque limiter, thus eliminating the need for a two-part hub.In order to still allow the complete assembly to be disassembled (separation of the input-side screw connection) after the torque limiter has been triggered, it is further proposed to provide a device for disengaging the torque limiter - preferably a threaded hole for screwing in a screw which, when screwed in, disengages the pressure plate or the disc spring.

[0019] The invention will now be explained in more detail below using figures.

[0020] They show: Fig. 1 a longitudinal section view of a vibration damping unit according to the invention in a preferred embodiment, wherein several screws expressing a torque limiter are already screwed into a partial segment of the torque limiter / a centrifugal pendulum, Fig. 2 a longitudinal section view of a Fig. 1 inserted partial assembly comprising the torque limiter and the centrifugal pendulum, wherein the cutting plane is offset to a in Fig. The selected cutting plane is that two of the existing screws are now shown in section. Fig. 3 a detailed view of the in Fig. 2 areas marked “III”, Fig. 4 a full view of the partial assembly according to Fig. 2 from a reverse side, Fig. 5 a longitudinal section view of the partial assembly, similar to Fig. 2, where the screws have been omitted to illustrate a through hole to receive the screws, Fig. 6 a detailed view of the in Fig. 5 area marked “VI”, as well as Fig. 7 a full view of the partial assembly according to Fig. 5 from a front view.

[0021] The figures are purely schematic and serve solely to illustrate the invention. The same elements are identified by the same reference symbols.

[0022] With Fig. Figure 1 shows a vibration damping unit 1 according to the invention, based on a preferred embodiment, with a clear overview of its construction. The vibration damping unit 1 is designed for a hybrid vehicle powertrain. Consequently, the vibration damping unit 1 serves to dampen torsional vibrations occurring during the operation of the vehicle powertrain. The vibration damping unit 1 is typically installed between a crankshaft of an internal combustion engine and a transmission of the powertrain along a torque transmission path. The vibration damping unit 1 essentially comprises three components. A first component is implemented as a spring damper 5, a second component as a torque limiter 8, and a third component as a centrifugal pendulum 9. These three components 5, 8, 9 are arranged in series along the torque transmission path.

[0023] Regarding the spring damper 5, in Fig. 1. It can further be seen that this has a primary part 2 which, in operation, is typically fastened to the crankshaft of the internal combustion engine or to a flywheel by means of one or more circumferentially distributed (first) screws 28. The primary part 2 is housing-like and receives a secondary part 4 in a receiving space 34 (axial receiving space), which is arranged to be rotatable relative to the primary part 2 within a specific angular range with respect to a central axis of rotation 3. The spring damper 5 is thus implemented as a dual-mass flywheel.

[0024] The directional terms axial, radial and circumferential used herein refer to the central axis of rotation 3 of the vibration damping unit 1, so that axial direction / axial is a direction along / parallel to the axis of rotation 3, radial direction / radial is a direction perpendicular to the axis of rotation 3 and circumferential direction is a direction tangential to a circle running concentrically around the axis of rotation 3.

[0025] Primary part 2 and secondary part 4 are typically supported relative to each other in a rotational direction / circumference direction by several circumferentially distributed helical compression springs 14. In this embodiment, the spring damper 5 is designed as an arc spring damper, with the helical compression springs 14 extending essentially in an arc shape in the circumferential direction. Shells 35 arranged radially outside the helical compression springs 14 serve to guide / support the respective helical compression spring 14. In other embodiments, the helical compression spring 14 can also be designed differently, e.g., in the form of a straight helical compression spring.

[0026] As also in Fig. As can be seen in Figure 1, the torque limiter 8 is connected to the secondary part 4, which is shaped like a disc / wheel. The torque limiter 8 has a receiving element 30 that is attached to the secondary part 4. The receiving element 30 is also essentially disc-shaped. The receiving element 30 is attached to the secondary part 4 via a (second) rivet connection 33. One of several circumferentially distributed fastening means 32 of the (second) rivet connection 33 is in Fig. 1 can be seen. From this riveted connection 33, the receiving element 30 extends radially outwards and axially away from the secondary part 4, so that it is axially offset towards its radial outer side adjacent to the helical compression springs 14 and the primary part 2.

[0027] For the further construction of the torque limiter 8, reference should also be made to the Fig. 2, Fig. 3, Fig. 4, Fig. 5, Fig. 6 to Fig. Reference is made to Figure 7. It is evident from this that a first friction partner 6 of the torque limiter 8 is directly attached to the receiving element 30. According to the invention, a second friction partner 7 is directly integrated into a housing 12 of the centrifugal pendulum 9. The first friction partner 6 is clamped between two side plates 10, 18 of the housing 12 / of the second friction partner 7 and held in a frictionally engaged position with a preload force.

[0028] The torque limiter 8 is implemented in a typical manner as a slip clutch. The torque limiter 8 is therefore designed such that the two friction partners 6, 7 are permanently and rotationally fixedly coupled to each other below a certain torque threshold during operation of the drive train. Below the torque threshold, the first friction partner 6 is clamped between the side plates 10, 18 in such a way that the two friction partners 6, 7 are rotationally fixed up to the torque threshold. Upon exceeding the specified torque threshold, the torque limiter 8 opens automatically. The axial frictional force / adhesion force between the two friction partners 6, 7 is consequently so large that the two friction partners 6, 7 are only rotated relative to each other after the torque threshold has been exceeded and are then moved relative to each other under controlled friction.

[0029] The first friction partner 6 has a sheet metal support 29 that extends radially inwards from a mounting area 37 connected to the receiving element 30. The support 29 is fastened to the receiving element 30 by several rivets 36 (or alternatively, screws). Fig. 2) Friction linings 24a and 24b are arranged on a radial inner side of the carrier 29, facing each axial side. A first friction lining 24a is attached to the carrier 29 facing a first axial side; a second friction lining 24b is attached to the carrier 29 on a second axial side opposite the first axial side.

[0030] In this context, it is assumed that Fig. Figure 3 also shows that the second friction partner 7 is directly formed by a first side plate 10. The first side plate 10 is arranged towards the first axial side of the carrier 29. A second side plate 18 is arranged axially spaced from the first side plate 10 and accommodates the first friction partner 6 between its axial side facing the first side plate 10 and the first side plate 10. The second side plate 18 is also indirectly coupled to the first friction partner 6 by frictional engagement via a disc spring 38 and a pressure plate 39 pressurized by the disc spring 38. A first contact point 13a is implemented between the first friction partner 6 / the first friction lining 24a and a side surface 17 of the first side plate 10, while a second contact point 13b is implemented between the pressure plate 39 and the first friction partner 6 / the second friction lining 24b.

[0031] Consequently, a first sub-segment 51 of the second friction partner 7 is completely and solely implemented by the first side plate 10. A second sub-segment 52 of the second friction partner 7 is implemented by the pressure plate 39. In further embodiments, however, the second sub-segment 52 is alternatively designed as the disc spring 38 or the second side plate 18. Accordingly, the first friction partner 6 is axially clamped between the two sub-segments 51, 52.

[0032] Furthermore, the disc spring 38 is located between the second side plate 18 and the second sub-segment 52. The disc spring 38 is supported at a first end region directly against the second side plate 18 and at a second end region directly against the second sub-segment 52, so that the second sub-segment 52 / the pressure plate 39 is pressed against the first friction partner 6 ( / second friction lining 24b) with a certain axial preload force.

[0033] According to the invention, a release device 47 is integrated into the area of ​​the housing 12 that forms the torque limiter 8. The release device 47 serves to receive a release means 48 which spreads the two partial segments 51, 52 for disassembly purposes. The release means 48 is connected to the Fig. 1, Fig. 2 to Fig. 3 shown in detail. The release mechanism 48 is realized by several screws arranged circumferentially. The screws forming the release mechanism 48 are implemented as standard screws. In particular, the release device 47 for receiving the release mechanism 48 has a [missing information] then with the Fig. 5, Fig. 6 to Fig. 7. The (first) through hole 50 can be seen more clearly.

[0034] Consequently, several through-holes 50 are provided, in this embodiment four through-holes 50. In this embodiment, the first through-holes 50 are directly integrated into the first sub-segment 51 / side plate 10. Each first through-hole 50 penetrates the first sub-segment 51 radially within the first friction partner 6 in the axial direction. Each first through-hole 50 has an internal thread 49 and is therefore implemented as a threaded hole. The internal thread 49 is, as already mentioned, implemented as a standard thread.

[0035] Furthermore, it is particularly evident from the Fig. 2, Fig. 3, Fig. 5 and Fig. As can be seen from Figure 6, the respective first through-hole 50 is arranged radially at the level of / overlapping with the pressure plate 39. For this purpose, the pressure plate 39 / second sub-segment 52 has a tab 40 projecting radially inwards beyond the first friction partner 6. In this embodiment, the tab 40 is slightly bent axially away from the first sub-segment 51. This causes the respective screw 48, forming the disengagement means 48, to make end-face contact with the pressure plate 39 when it is screwed into the first through-hole 50, thus axially forcing the two sub-segments 51 and 52 apart. This fully disengages the torque limiter 8.

[0036] In the fully (manually) disengaged position of the torque limiter 8 by means of the release means 48, the second sub-segment 52 rests axially against the second side plate 18 with a radial inner surface of the curved end of the tab 40 forming a support point 53. Fig. However, this support point 53 is still spaced apart from the second side plate 18.

[0037] Furthermore, it should be noted in this context that in Fig. Figure 3 also shows that a spacer bolt 21, which is described in more detail below, is arranged for the rotationally fixed support of the pressure plate 39 via its radially inwardly projecting tab 40.

[0038] Furthermore, it is with the Fig. 2, Fig. 3 and Fig. 7 It is also apparent that the two side plates 10, 18 are firmly connected to each other by several spacer elements 19, 20, 21 distributed in the circumferential and radial directions. A first group of first spacer bolts 20 is arranged on a radially smaller circumference than a second group of second spacer bolts 21. Furthermore, as in connection with the Fig. 1 and Fig. Figure 7 also illustrates several spacer plates arranged in the circumferential direction, one of which is in Fig. As can be clearly seen in section 1, the spacer plate 19 is present. It is arranged radially outside the spacer bolts 20, 21 and also radially outside several pendulum masses 11.

[0039] The respective spacer plate 19 is connected / riveted / stitched to the respective side plate 10, 18 at its axial end faces via a riveting area 22. In this context, reference is made by way of example to the spacer device of WO 2007 / 124709 A1, the design of which is considered integrated here for the connection between the spacer plate 19 and the respective side plate 10, 18. Consequently, the spacer plate 19 is riveted in radial recesses 45 of the respective side plate 10, 18 via finger-shaped, integral projections 46, which directly form the riveting area 22. The recesses 45, which form a kind of tooth contour 44, are in Fig. 7 shown as an example using the first side panel 10.

[0040] Returning to the Fig. 1 and Fig. Figure 2 illustrates the further construction of the centrifugal pendulum 9. In this context, Fig. 1 One of several, here four, circumferentially distributed pendulum masses 11 is recognizable. The respective pendulum mass 11 is independently of the other pendulum masses 11 and is mounted in a centrifugal force field in a typical manner according to the implementation as a centrifugal pendulum 9. In Fig. Figure 7 illustrates guide pins 41a, 41b of the respective pendulum mass 11, each guided in a cam 42a, 42b of the side plates 10, 18. The pendulum masses 11 consequently oscillate along these cams 42a, 42b both circumferentially and radially.

[0041] With Fig. Figure 1 also shows the arrangement according to the invention between the three components of the vibration damping unit 1. It can be seen that the spring damper 5, torque limiter 8, and centrifugal pendulum 9 are arranged relative to each other such that the pendulum masses 11 are located radially within the contact points 13a, 13b formed between the friction partners 6, 7, and axially at the same level as the first friction partner 6. The side plates 10, 18 extend, forming the housing 12, radially inwards from the first friction partner 6 to such an extent that the pendulum masses 11 are received axially between these side plates 10, 18 and axially projected beyond them.

[0042] The first side plate 10 further features a specifically designed spring-loaded stop 15. This stop 15 is implemented by an axially bent or deep-drawn collar region 16 of the first side plate 10. The stop 15 is located on the radial inside of the first side plate 10, radially within the pendulum masses 11. This stop 15 serves specifically as a spring-loaded support / end stop for the respective pendulum mass 11 in a radially inwardly deflected position. Upon reaching this radially inwardly deflected position, the stop 15 is elastically deformed by the respective pendulum mass 11 in order to absorb the impact energy of the pendulum mass 11.

[0043] In this context, it should also be noted that in the illustrated embodiment, the stop 15 is implemented as an annular collar area 16, i.e., a collar area that completely circumferentially. In further embodiments according to the invention, however, the stop 15 is also realized by several sub-areas arranged distributed circumferentially and spaced apart from one another. Preferably, a separate sub-area is provided for each pendulum mass 11. In further embodiments according to the invention, a stop 15 is also realized not only on the first side plate 10, but also on the second side plate 18. Alternatively, in further embodiments according to the invention, the stop 15 is also formed exclusively on the second side plate 18.

[0044] The second side plate 18 is further secured against rotation to a central hub 25. The hub 25 is prepared in the usual manner for a rotationally fixed connection to another shaft, such as a connecting shaft or a transmission input shaft. For this purpose, the hub 25 has a cup area 43 on its radial inner side, provided with a splined / internal toothing ( Fig. 1) Hub 25 and second side plate 18 are connected to each other in a rotationally fixed manner via a (first) rivet connection 26.

[0045] The hub 25 also has several second through-holes 27, each aligned with a screw 28 in the initial position of the vibration damping unit 1. Each second through-hole 27 serves to guide the screw 28 through during assembly. The second through-hole 27 is therefore dimensioned larger than the maximum diameter of the screw 28.

[0046] Furthermore, as in Fig. As indicated in principle with regard to its possible position, it is also advantageous if each pendulum mass 11 is axially equipped with at least one friction element 23, preferably in the form of a disc. The respective friction element 23 is preferably made of a plastic. The friction element 23 is inserted axially between the pendulum mass 11 and the first side plate 10, or alternatively or additionally between the pendulum mass 11 and the second side plate 18. The friction element 23 is preferably held on the pendulum mass 11 and is in frictional contact with the respective side plate 10, 18. The friction element 23 is also pressed axially against the respective side plate 10, 18 by means of a spring element.

[0047] Furthermore, it should be noted that both side plates 10, 18 are provided with axial windows 31, each of which windows 31 are larger than a fastening element 32, implemented as a rivet, which indirectly (or directly) fixes the first friction partner 6 (or the receiving element 30) to the secondary part 4 in a rotationally fixed manner, as shown in the Fig. 1 and Fig. 2 to recognize.

[0048] In other words, the vibration damping unit 1 according to the invention is designed to improve the damping of the system. A centrifugal pendulum 9 is used for this purpose. The space below the moment limiter 8 is used as the installation position for the centrifugal pendulum 9. This makes a two-part hub 25 either impossible or less practical. Therefore, a solution is provided to reduce the slip torque of the moment limiter 8 during its deceleration phase without requiring additional components.

[0049] This results in the following individual, fundamentally independent additional considerations 1 to 10: 1. One or more bores (first through holes 50) with internal threads 49 are present, whereby no part is initially screwed into the bore 27 in the final product. 2. When a screw (release device 48) is screwed into this bore 50, the transmitted torque is reduced. Advantageously, the transmitted torque can be reduced to 0 Nm. 3. The screw 48 actuates a pressure plate 39 or a disc spring 38 via its axial movement, which participates in the axial force flow to generate the sliding torque. 4. The pressure plate 39 or the disc spring 38 has a contact point for the screw 48 on one side and a support point 53 on the other side, which is only used when pressure is applied. 5. The thread 49 is a standard thread. An advantage of this is that standard screws are available in every workshop. 6.The number of threaded holes ranges from four to twelve. This ensures a clean lift.

[0050] Furthermore, with the Fig. 1, Fig. 2, Fig. 3, Fig. 4, Fig. 5, Fig. 6 to Fig. Figure 7 of the moment limiter 8 is shown in various views and sectional views. The design shown is in the Fig. 1, Fig. 2, Fig. 3 to Fig.Figure 4 shows the torque limiter 8 with screws 48 already screwed in, although the screws 48 are not included in the final product and will only be installed in the workshop. The torque limiter 8 is located, for example, between a torsional damper 5, connected to an internal combustion engine (not shown) via screw 28, and a transmission input shaft. The torque limiter 8 comprises two side plates 10, 18 and a centrifugal pendulum damper 9. A disc spring 38 presses the linings 24a, 24b via a pressure plate 39. The torque is transmitted via a flange (receiving element 30) to the friction plate (carrier 29) and then to the slip clutch 8. The slip clutch linings 24a, 24b transmit the slipping torque to the side plates 10, 18. The side plates 10, 18 are connected to a hub flange 25. Part 15 includes an internal toothing that transmits the torque. Reference symbol list 1 vibration damping unit 2 Primary part 3. Axis of rotation 4 Secondary part 5 spring dampers 6 first friction partner 7 second friction partner 8 torque limiters 9 Centrifugal pendulums 10 first side panel 11 Pendulum masses 12 cases 13a first point of contact 13b second contact point 14 helical compression springs 15 strikes 16 Collar area 17 side surface 18 second side panel 19 spacer plate 20 first spacer bolt 21 second spacer bolt 22 Caulking area 23 Friction element 24a first layer 24b second layer 25 hub 26 first rivet connection 27 second through hole 28 screw 29 carriers 30 recording element 31 windows 32 Fasteners 33 second rivet connection 34 Recording room 35 bowls 36 rivets 37 Mounting area 38 Belleville washers 39 Printing plate 40 tab 41a first guide pin 41b second guide pin 42a first backdrop 42b second backdrop 43 bowl area 44 Tooth contour 45 Exclusion 46 lead 47 Release device 48 means of deployment 49 internal threads 50 first through hole 51 first sub-segment 52 second sub-segment 53 Support point

Claims

[1] Vibration damping unit (1) for a motor vehicle powertrain, comprising a spring damper (5) having a primary part (2) and a secondary part (4) which is resiliently supported in a direction of rotation relative to the primary part (2) about a central axis of rotation (3), and a torque limiter (8) comprising two friction partners (6, 7) which are permanently connected to each other in a rotationally fixed manner up to a certain torque threshold during operation, wherein a first friction partner (6) is clamped in an axial direction of the axis of rotation (3) between two sub-segments (51, 52) of a second friction partner (7) with a certain contact force, characterized by, that a centrifugal pendulum (9) is present, of which several pendulum masses (11) are arranged radially within a contact point (13a, 13b) formed between the friction partners (6, 7) and at least partially axially at the same level as the first friction partner (6), wherein a release device (47) is present, which is designed to receive a release means (48) that spreads the two sub-segments (51, 52) while reducing the contact force. [2] Vibration damping unit (1) according to claim 1, characterized by , that the first friction partner (6) is connected to the secondary part (4) and the second friction partner (7) is part of a housing (12) of the centrifugal pendulum (9) that accommodates the pendulum masses (11). [3] Vibration damping unit (1) according to claim 1 or 2, characterized by, that the pendulum masses (11) are arranged radially within and / or axially offset from several helical compression springs (14) of the spring damper (5) distributed in a circumferential direction. [4] Vibration damping unit (1) according to any one of claims 1 to 3, characterized by that the release device (47) has at least one through hole (50) provided with an internal thread (49) in a first sub-segment (51). [5] Vibration damping unit (1) according to claim 4, characterized by that several through holes (50) distributed in a circumferential direction are provided in the first sub-segment (51). [6] Vibration damping unit (1) according to claim 4 or 5, characterized by , that at least one through hole (50) is arranged radially within the first friction partner (6). [7] Vibration damping unit (1) according to any one of claims 4 to 6, characterized by, that at least one through hole (50) is arranged radially overlapping with a second sub-segment (52) which is pressed against the first friction partner (6) by means of a disc spring (38). [8] Vibration damping unit (1) according to claim 7, characterized by , that at least one through hole (50) is arranged radially overlapping with a radially inwardly projecting tab (40) of the second sub-segment (52). [9] Vibration damping unit (1) according to any one of claims 4 to 8, characterized by , that the internal thread (49) of the at least one through hole (50) is implemented as a standard thread. [10] Vibration damping unit (1) according to any one of claims 1 to 8, characterized by , that the first sub-segment (51) directly forms a first side plate (10) of the housing (12) and / or the second sub-segment (52) directly forms the pressure plate (39).

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