A torsional oscillation damper includes a primary part resiliently secured via tangential compression springs to a secondary part mounted on a driven member. Provided between the primary part and the secondary part is a friction unit which is so acted upon by a rotating actuator that the value of friction decreases with increasing speed.

BACKGROUND OF THE INVENTION 
The present invention refers generally to a torsional oscillation damper, 
and more particularly to a torsional oscillation damper generally located 
between the engine and the transmission or other output unit of a motor 
vehicle to absorb torsional vibrations as generated e.g. by engine firing 
pulsations. 
Conventional torsional oscillation dampers, especially those of the 
friction disk damper type, have the problem that the eigenfrequency of the 
damper is in the speed range of the internal combustion engine whose 
torsional vibrations are supposed to be attenuated. Studies have shown 
that resonant vibration occurs at a low engine speed i.e. subcritical 
speed range so that a large value of damping action is required to 
suppress the vibration because otherwise the eigenfrequency of the 
torsional oscillation damper leads to a significant excess of rotational 
accelerations in relation to the primary side. In the supercritical speed 
range, i.e. at an engine speed of approximately above 3000 rpm, any 
damping action is undesired so that a relative movement between the 
primary and secondary sides is effected free of any friction. Thus, a 
torsional oscillation damper should provide a large value of friction at 
low engine speed, and change its operational characteristics with 
increasing engine speed so as to eliminate any friction when the speed 
exceeds the supercritical range of e.g. 3000 rpm. 
Conventional friction disk dampers are so designed as to provide only a 
constant value of friction force, generated by interlocked, spring-loaded 
cones. If the value of friction is large, the excess of rotational 
acceleration between the primary and secondary sides is eliminated or only 
of slight degree in the subcritical speed range. While this is desired, 
the resonant vibration transmitted to the secondary side at higher engine 
speed in the supercritical range is impermissibly high. Although selection 
of a friction disk damper exhibiting a different value of friction force 
may effect a slight damping action to theoretically overcome this problem 
at higher engine speeds, the trade-off is a significant, undesired, 
increase of the rotational accelerations between the primary and secondary 
sides will then be experienced in the subcritical speed range. Thus, 
friction disk dampers effecting a constant damping action are unsuitable 
for use in the entire speed range. 
In general, the use of mechanical friction disk dampers is desired because 
they can be produced in a rather inexpensive way. 
U.S. Pat. No. 3,296,887, issued on Jan. 10, 1967, discloses a torsional 
oscillation damper in which a driving member (primary part) is connected 
to an engine crankshaft, and a driven member (secondary part) is connected 
to a transmission or other unit. A plurality of mass elements are 
pivotally secured to the driving member and have friction arms adapted to 
engage the driven member in such a manner that at low engine speed the 
friction will prevent rotation of the driven member relative to the 
driving member. At high engine speed, centrifugal forces cause a movement 
of the mass elements to remove the friction arms from the driven member to 
permit compression springs to take up the engine vibrations. A torsional 
oscillation damper of this type has the drawback that varying forces act 
on the friction unit depending on the direction of rotation and friction 
moment. Thus, the damping action cannot be adjusted to practical needs. 
Moreover, the friction unit demands much structural space in the radially 
outer area of the torsional oscillation damper. 
SUMMARY OF THE INVENTION 
It is an object of the present invention to provide an improved torsional 
oscillation damper, obviating the afore-stated drawbacks. 
In particular, it is an object of the present invention to provide an 
improved torsional oscillation damper for use in the entire speed range so 
that in the subcritical speed range very small forces are exerted to 
effect a highest possible damping action while in the supercritical speed 
range a smallest possible, speed-dependent damping action is attained. 
It is still another object of the present invention to provide an improved 
torsional oscillation damper which is so configured that the demand for 
additional structural space is minimized and thereby allows use of the 
torsional oscillation damper as replacement of conventional oscillation 
dampers. 
It is yet another object of the present invention to provide an improved 
torsional oscillation damper which effects not only a speed-dependent 
damping action but permits in addition a torque-dependent control 
mechanism. 
These objects, and others which will become apparent hereinafter, are 
attained in accordance with the present invention by positioning a 
friction unit between the primary part and the secondary part for damping 
torsional oscillations in dependence on a rotational speed, and providing 
an actuating mechanism which includes at least one actuator connected to a 
centrifugal governor and conjointly rotating with the primary part or the 
secondary part, with the centrifugal governor so acting on the friction 
unit in axial direction that a damping action decreases with increasing 
rotational speed. 
Through the provision of a friction unit in conjunction with an actuating 
unit that operates in dependence on the engine speed, the friction unit 
exerts a value of friction which decreases with increasing speed and can 
be so adjusted that the friction force decreases to zero when the critical 
speed is exceeded. The damping action is independent from the direction of 
rotation as a consequence of the flyweight that acts in axial direction 
upon the friction unit. The friction unit requires a minimum of space in 
the radially outer area of the torsion oscillation damper and thus enables 
also a disposition of the compression springs in the radially outer 
region. 
At rising torque being transmitted, the relative torsional angle between 
the primary part and the secondary part of the torsional oscillation 
damper increases. By incorporating a torque converter in the actuating 
unit, the actuator is superimposed by a torque-dependent control 
mechanism, with the torque converter bearing upon the actuator for 
displacing the actuator in axial direction in dependence on an angle of 
rotation between the primary part and the secondary part. Preferably, the 
torque converter includes a ring secured on the hub of the secondary part 
and loaded by an axial spring towards an opposite axial wedge which has a 
part positioned in a cross sectional plane in correspondence with a 
particular angle of rotation between the primary part and the secondary 
part, whereby the angle of rotation represents a "dead angle" and causes 
no axial force upon the torque converter. 
According to another feature of the present invention, the friction unit is 
formed by a stack of lamellar ring-shaped plates comprised of a first 
array of spaced-apart plates so arranged in succession in axial direction 
on the primary part as to be displaceable in the axial direction, and a 
second array of spaced-apart plates secured to the secondary part and 
shiftable in axial direction, with the first array of plates being in 
interfitting engagement with the second array of plates. The actuator may 
be formed by a leaf spring having an outer end bearing upon the stack of 
lamellar ring-shaped plates and supporting the flyweight. 
According to yet another feature of the present invention, the torsional 
oscillation damper has incorporated therein a centering unit for restoring 
a relative centered disposition between the primary and secondary part 
during engine idling, with the centering unit including a spring-biased 
centering piston resiliently supported by the secondary part and movable 
in axial direction, with the centering piston having flanks bearing upon 
wedge-shaped surfaces of the primary part.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS 
Turning now to the drawing, and in particular to FIGS. 1 to 6, there is 
shown a first embodiment of a torsional oscillation damper, including a 
flywheel 1 positioned at the input side and provided with friction 
elements 2 for cooperation with friction elements 3 of a clutch 4 at the 
output side. The clutch 4 is illustrated only schematically for sake of 
simplicity and includes a sheet metal ring 5 interposed between the facing 
rubbing surfaces of the friction elements 2, 3 and forming a component of 
a primary part 6 of the torsional oscillation damper. The primary part 6 
is formed by a hollow disk-shaped housing which is rotatably mounted via 
plastic bearings 7 on a hub 8 of a secondary part 9, with the hub 8 being 
secured on a driven shaft 10 positioned at the output side of the 
oscillation damper and rotating about an axis 11. 
The secondary part 9 is of substantially disk-shaped configuration and 
supported in generally centered disposition within an annular chamber 23 
of the primary part 6. A plurality of tangentially arranged, relatively 
large compression springs 12 are positioned at a radial distance to the 
axis of rotation 11 and received in pockets of the primary part 6 so as to 
resiliently couple the primary part 6 with the secondary part 9. The 
compression springs 12 are so arranged as to permit a clearance over an 
"inactive torsional angle" of e.g. 5.degree. between the primary part 6 
and the secondary part 9. 
Supported about the perimeter of the secondary part 9 is a stack of 
lamellar ring-shaped plates comprised of a first array of thin plates 13 
in spaced-apart relation and a second array of wider plates 14 in 
spaced-apart relation and projecting between the plates 13. As shown in 
particular in FIG. 4, the plates 13 are arranged successively in axial 
direction and secured to an axial external toothing 16 of the secondary 
part 9 for displacement in an axial direction, while the plates 14 are 
secured to an axial internal toothing 15 of the primary part 6 for 
displacement in an axial direction and conjoint movement with the primary 
part 6. The stack of lamellar ring-shaped plates 13 and 14 exhibit a very 
large rubbing surface and form together a friction unit 17 by which 
torsional oscillations in the subcritical speed range can be absorbed by 
very small forces. The stack of plates 13, 14 has a flywheel-distal back 
side which is supported by the primary part 6 and a flywheel-proximal 
front side which is engaged by an axially shiftable pressure ring 18. 
Disposed in a space between the pressure ring 18 and the facing inner wall 
surface of the primary part 6 are radial leaf springs 19 which have radial 
outer ends supporting a centrifugal governor in form of flyweights 20. The 
leaf springs 19 form part of an actuating unit for controlling the 
friction force applied by the friction unit 17. In the position of the 
torsional oscillation damper as shown in FIG. 2, the leaf springs 19 are 
urged by the flyweights 20 in direction toward the friction unit 17 so as 
to press against the pressure ring 18, thereby producing a high value of 
friction force between the axial shifting plates 13, 14 while applying 
only very small spring forces, whereby the stack of plates 13, 14 is 
slightly shifted to the right. In this position of the friction unit 17, a 
relative rotation of the primary part 6 relative to the secondary part 9 
is thus prevented. 
The leaf springs 19 and the flyweights 20 are so adjusted as to move to the 
left and thereby disengage from the pressure ring 18 when the speed 
reaches a critical level, e.g. at approximately 3000 rpm. Thus, the 
friction between the rubbing surfaces of the plates 13, 14 is removed, as 
indicated in FIG. 3, so that the damping action applied by the friction 
unit 17 is controlled in dependence on the speed from a maximum level in 
the subcritical speed range to a minimum, i.e. zero, in the supercritical 
speed range. At about 4000 rpm, the flyweights 20 impact on a stop member 
24 formed on the secondary part 9 in order to protect the leaf springs 19 
from excessive stress. 
As best seen in FIG. 2, the leaf springs 19 have inner ends secured to a 
plastic ring 25 which is so rotatably mounted on the hub 8 via an axial 
toothing as to conjointly rotate with the hub 8 and to be able to shift in 
axial direction. The flywheel-distal back side of the plastic ring 25 is 
supported by the secondary part 9 via axial springs 26 to load the plastic 
ring 25 in such a manner that its front side is pressed against tangential 
axial wedges 27 secured to the primary part 6, as best shown in FIG. 6. As 
soon as the relative angle of rotation between the primary and secondary 
parts 6, 9 significantly changes as a consequence of a torque being 
transmitted, the plastic ring 25 shifts in axial direction along the hub 8 
of the secondary part 9 relative to the axial wedges 27 about this angle 
of rotation, thereby displacing the leaf springs 19 to a slight extent in 
axial direction so that the speed-dependent preload force of the leaf 
springs 19 is superimposed by a load-dependent component of the preload 
force. The axial wedges 27 and the plastic ring 25 thus form a torque 
converter, which is generally designated by reference numeral 21. 
As shown in FIG. 6, the axial wedges 27 are so configured as to form a 
surface area 27a which is parallel to a cross sectional area and 
terminates on both ends in wedge-like slopes 27b. Suitably, the junction 
between the surface area 27a and the slopes 27b may be formed of arched 
configuration. In this manner, an initial relative rotation between the 
primary and secondary parts 6, 9 as a consequence of the clearance between 
these parts 6, 9 and the tangential compression springs 12 does not result 
in a reaction by the torque converter 21. This torsional angle is called 
"dead angle" and should be smaller than the "inactive torsional angle" as 
effected by the clearance of the tangential compression springs 12. 
FIG. 2 shows the leaf springs 19 in the subcritical speed range but at 
transmission of the full torque, with the full preload force acting upon 
the stack of plates 13, 14. FIG. 3 shows the position of the leaf springs 
19 at high engine speed, i.e. thus in the supercritical speed range, so 
that the flyweights 20 as a result of the centrifugal forces generated by 
the rotation of the structure remove the leaf springs 19 from the stack of 
plates 13, 14 and disengage the rubbing surfaces between the plates 12, 13 
from one another, thereby removing any friction action. In this state, the 
torque converter 21, too, is in its idle position, i.e. the plastic ring 
25 is shifted to the left. 
As best seen from FIG. 5, the plastic ring 25 is acted upon by a centering 
unit, generally designated by reference numeral 22 for centering the 
primary and secondary parts 6, 9 to one another when the engine runs idle. 
The centering unit 22 is effected by forming the plastic ring 25 with 
axial bores 28 extending inwardly from the flywheel-distal end face of the 
plastic ring 26. Each of the bores 28 has accommodated therein a centering 
piston 29 which is loaded by a compression spring 30 extending between the 
piston 29 and the inside wall surface of the secondary part 9. The 
centering piston 29 is loaded by the compression spring 30 in direction 
toward a flat keyway 44 formed in a disk 31 which is press-fitted in a 
recess of the primary part 6 and carries the axial wedges 27 (see also 
FIG. 6). The disk 31 is formed in the area of the centering piston 29 with 
lobes 32 exhibiting sloped planes on both sides of the keyway 44 for the 
piston 29, with the wedged planes terminating in a surface 33 oriented in 
parallel relation to the cross sectional plane. 
During idle running, slight relative rotations between the primary part 6 
and the secondary part 9 may be encountered. As the spring-biased 
centering piston 29 moves upon the keyway, a restoring force is generated 
for centering the primary part 6 and the secondary part 9 to one another. 
Turning now to FIG. 7, there is shown an axial longitudinal section of 
another embodiment of a torsional oscillation damper in accordance with 
the present invention, with the torque being transmitted from a primary 
part 35 to a secondary part 36 by springs 34, in a same manner as 
described with the embodiment of FIGS. 1 to 6. In contrast to the previous 
embodiment, the embodiment according to FIG. 7 effects a damping action by 
means of a friction element 37 which is actuated by the secondary part 36. 
The friction element 37 extends at an acute angle a with respect to the 
drive shaft 38 and can be pressed against a rubbing surface 39 positioned 
at the perimeter of the primary part 35. 
The preload force required for effecting a damping action is applied by a 
spider spring 40 which is formed with a substantially ring-shaped member 
45 for attachment to the drive shaft 38. As best seen in FIG. 9, the 
ring-shaped member 45 is formed with four fingers 41 projecting outwards 
and evenly spaced about the circumference to act upon the friction element 
37. In the embodiment of the torsional oscillation damper of FIG. 7, the 
friction element 37 exhibits a conical configuration. Each finger 41 
supports a flyweight 42 which, due to centrifugal forces, moves the spider 
spring 40 in opposition to its spring force at a speed of 3000 rpm so that 
the preload of the friction element 37 and thus the damping action is 
decreased to almost zero. At about 4000 rpm, the flyweight 42 impacts an 
outer stop 43 of the secondary part 36 in order to protect the spider 
spring 40 from excess stress. 
The disengagement of the spider spring 40 at high speeds as a consequence 
of centrifugal forces applied on the flyweight 42 is shown in FIG. 8, in 
which the friction element 37 is fully separated from the rubbing surface 
39. A further displacement of the friction element 37 in axial direction 
to the right is limited by the stop member 43 upon which the flyweight 42 
impacts. 
While the invention has been illustrated and described as embodied in a 
torsional oscillation damper, it is not intended to be limited to the 
details shown since various modifications and structural changes may be 
made without departing in any way from the spirit of the present 
invention.