GB2214610A

GB2214610A - Flywheel

Info

Publication number: GB2214610A
Application number: GB8830348A
Authority: GB
Inventors: Johann Jackel
Original assignee: LuK Lamellen und Kupplungsbau GmbH
Current assignee: LuK Lamellen und Kupplungsbau GmbH
Priority date: 1988-01-29
Filing date: 1988-12-29
Publication date: 1989-09-06
Anticipated expiration: 2008-12-29
Also published as: GB8830348D0; DE3901454C2; DE3901454A1; JP2983549B2; FR2626641B1; JPH01220748A; FR2626641A1; GB2214610B

Abstract

A flywheel 1 is described for absorbing rotary shocks in the drive train of an internal combustion engine. A rotary-elastic damping device is mounted to act between two flywheel masses 3, 4 which can rotate relative to each other. One flywheel mass 3 is connectable with an internal combustion engine and the other flywheel mass 4 is connectable with the input part of a gearbox. Starting from a rest position or middle position of the flywheel masses, during relative rotation of the latter in at least one direction of rotation, a first damper 27 acts substantially alone over a first angle range with a lower rate of rotation resistance moment and at least one additional damper 45a acts over a following second angle range with a larger rate of rotation resistance moment. <IMAGE>

Description

TITLE: FLYWHEEL The invention relates to a flywheel for absorbing rotary shocks in the drive train of an internal combustion engine where a rotary-elastic damping device is mounted to act between two flywheel masses which can rotate relative to each other.

With the flywheels of this kind proposed up until now, the energy accumulators of a first damper, which are compressed practically alone over a first turning angle range, are mounted, seen in the peripheral direction, between the energy accumulators of the additional damper which have a greater stiffness and are at the same radial height.

However this type of construction has the disadvantage that the angular turning between the flywheel masses possible through the second damper which represents the main damper is reduced or restricted through the peripheral space taken up by the energy accumulators of the first damper, which is a disadvantage in many cases where such flywheels are used.

According to the invention, there is provided a flywheel for absorbing rotary shocks in the drive train of an internal combustion engine, the flywheel including two flywheel masses which can rotate relative to each other and a damping arrangement mounted between the masses, the first flywheel mass being connectable with the engine and the second flywheel mass being connectable with the input part of a gearbox wherein, starting from a rest position or middle position of the flywheel masses, during relative rotation of the latter in at least one direction of rotation, a first damper acts substantially alone over a first angle range with a lower rate of rotation resistance moment and at least one additional damper acts over a following second angle range with a larger rate of rotation resistance moment, energy accumulators of the additional damper being held and supported (positioned) in the middle position area by the first flywheel mass, and the energy accumulators of the first damper being held and supported by a disc-like component coupled in driving connection with the second flywheel mass and adapted for abutment or compression by a further component, which further component can turn relative to the disc-like component and is supported in the peripheral direction each side of an energy accumulator of the additional damper.

Through this type of construction for the rotary-elastic damping device of the flywheel, the energy accumulator of the first damper associated with the energy accumulator of the additional damper can be compressed - in both turning directions between the flywheel masses - by the associated power accumulator of the additional damper in a first turning angle range which corresponds to smaller angular deflections between the flywheel masses. A particularly advantageous construction can be produced if the additional component is formed by at least one sector-shaped part which is provided substantially radially inside an energy accumulator of the additional damper and contacts the end areas thereof with radially outwardly directed ends. The sector-shaped part can advantageously have at least one socket such as a window for an energy accumulator of the first damper.A particularly advantageous functional design can be formed where the associated sockets for an energy accumulator of the first damper have the same length in the disc-like component and in the sector-shaped part. The length of these sockets and the length of the energy accumulator contained therein can thereby be the same or the energy accumulator in the relaxed state can be longer than the sockets so that it is housed in these sockets with pretension.

The sector-shaped part can advantageously be guided on the disc-like component where it can be displaced in the peripheral direction but is restrained against movement in the radial direction. For holding and abutting the energy accumulator of the first damper it can be particularly expedient if a sector-shaped part is provided inside an energy accumulator of the additional damper each side of the disc-like component with the sector-shaped parts connected by spacers which extend axially through peripherally elongate recesses in the disc-like component. The spacers can be designed so that they rigidly connect the sector-shaped parts together and are supported against the disc-like part to resist centrifugal force.

It can be particularly expedient for the design and function of the flywheel if the first damper has at least two diametrically opposite energy accumulators which in the rest position of the flywheel masses - seen in the peripheral direction - are provided at least approximately central relative to a substantially longer energy accumulator of the additional damper. The additional damper can have two stages, namely a first stage acting over a comparatively wide angle range with a relatively low rate of rotation resistance moment and a second stage with a comparatively small turning angle range compared to the first and a considerably greater rate of rotation resistance moment.

With the rotary-elastic damping device designed in this way it can be expedient if the energy accumulators of the first damper are mounted radially inside the energy accumulators of the first phase of the additional damper. Furthermore the energy accumulators of the first phase and second phase of the additional damper can advantageously be mounted in alternation in the peripheral direction.

Furthermore it can be of particular advantage to the functioning of the damping device of the flywheel if the first damper and second damper are mounted in series.

A particularly advantageous construction of the flywheel is possible if the damping device has at least one annular channel formed by components of the one flywheel mass in which the energy accumulators of the additional damper are contained in the same diameter. The annular channel can be closed at least partially by the disc-like component, which can be a flange body, which projects radially into the annular channel, is in rotary connection with the second flywheel mass and forms the other support areas for the springs of the additional damper. The flange body can have in the outer area radial extension arms which extend into the radial area of the annular channel and on which the springs of the additional damper are supportable.In order to ensure simple manufacture of the flywheel, the annular channel can be formed from two dish-like bodies and at least one of these bodies can be a pressed sheet metal part. The supports for the springs of the additional damper can be provided on the dish-like bodies in such a way that they divide the annular channel into individual sectors in which the springs are housed. The supports for the springs of the additional damper can be easily formed by pocket-like pressings.

Furthermore it can be of advantage to the functioning of the damping device of the flywheel if the abutment areas for the springs of the additional damper formed by the extension arms of the flange body are arranged off-set relative to the supports provided each side of the springs in the annular channel - seen in the peripheral direction.

A particularly simple construction of the flywheel can be achieved if the flange body has radially outer cut-outs separated from each other by radial extension arms in the peripheral direction as well as radially inner windows. The springs of the first damper can be in the windows and the springs of the additional damper in the cut-outs. The cut-outs of the disc-like component housing the springs of the first stage of the additional damper can be larger in the peripheral direction than the associated spring socket sectors of the annular channel. Furthermore the cut-outs of the disc-like component for housing the springs of the second stage of the additional damper can be substantially shorter in the peripheral direction than the associated spring socket sectors of the annular channel.

It can be expedient for the service life and functioning of the damping device of the flywheel if, to restrict the turning between the flywheel masses, the springs of the second stage of the additional damper form a block; this means that their turns come in contact with one another.

Furthermore viscous medium can be contained in the chamber formed by the housing halves or dish-like bodies1 this medium extending at least over a partial area of the radial extension of the energy accumulators of the additional damper.

The invention will now be further described with reference to the accompanying drawings in which: Figure 1 is a sectional view of an arrangement according to the invention; Figure 2 is a view in the direction of the arrow II from Figure 1, with some parts shown cut away; Figure 3 shows a detail of another arrangement according to the invention and Figure 4 is a section on the line IV-IV of Figure 3.

The torque transmission system 1 illustrated in Figures 1 and 2 for compensating rotary shocks has a flywheel 2 which is divided into two flywheel elements 3 and 4. The flywheel element 3 can be fixed by fastening screws on the crankshaft of an internal combustion engine not shown in detail. A selectable friction clutch can be fixed in a known way (as shown in, for example, German Offenlegungsschrift 37 C3 123) on the flywheel element 4 with a clutch plate which can be mounted on the input shaft of a gearbox. The flywheel element 4 and thus also the flywheel 2 and internal combustion engine can be connected and disconnected with the gear-box input shaft by operating the friction clutch.

Between the flywheel element 3 and the flywheel element 4 there are two dampers 13,14 which allow relative rotation between the two flywheel elements 3 and 4. The two flywheel elements 3 and 4 are mounted to rotate relative to each other by way of a bearing 15.

The flywheel element 3 forms a housing which defines an annular chamber 30 in which the damping devices 13,14 are housed.

The flywheel element 3 having the annular chamber 30 consists basically of two housing parts 31,32 which are connected together radially outwardly. The two housing parts 31,32 are formed by pressed sheet metal parts which are connected together around their outer perimeter by welding 33, such as resistance butt welding.

The output part of the damper 13 is formed by a radial flange 41 which is mounted axially between the two housing parts 31,32. The flange 41 is fixed by rivets 26 along its radial inner areas to the end face 42 of an axial boss 43 of the flywheel element 4 which extends towards the housing part 31 on the side of the engine.

The flange 41 has on its outer perimeter radial extension arms 44 which form the abutment areas for the energy accumulators of the damper 13 which are in the form of heLical springs 45,45a.

The two housing parts 31,32 form, radially outwardly, an annular channel or toroidal housing 51 which is divided into individual arc or sector-shaped chambers 51a,51b in which the springs 45,45a are located. The annular housing 51 for the energy accumulators 45,45a is basically formed by axial depressions or recesses 52,53 extending around the perimeter and which are formed in the sheet metal housing parts 31,32. The axial extent of the recesses accommodates the parts of the energy accumulators 45,45a which protrude either side of the flange 41. The radial extension arms 44 of the flange 41 extend between two peripherally adjacent springs 45,45a.

As can be seen from Figure 1, the axial recesses 52,53 are designed in cross-section so that their arcuate path conforms at least approximately to the perimeter of the cross section of the energy accumulators 45,45a. The outer areas of the indentations 52,53 can thus form bearing or guide areas for the energy accumulators 45,45a which can be radially supported there at least against the effect of centrifugal force.

In order to reduce the wear on the radial supporting areas of the annular channel 51 for the springs 45,45a, in the present case a wear-resistant guard Sl is provided which is of increased hardness, extends at least in the area of the springs 45,45a over the perimeter of the annular channel 51 and surrounds the springs 45,45a.

Peripheral stops 55,55a are provided axially either side of the extension arms 44 in order to abut the energy accumulators 45, 45a.

In the illustrated embodiment the peripheral stops 55,55a are formed by pressing the sheet metal parts 31,32 to form axial projections into the annular channel 51.

As can be seen from Figure 2, in the rest position of the device 1, the extension arms 44 of the flange 41 and the peripheral stops 55,55a are positioned relative to each other since their areas of engagement or abutment for the springs 45,45a are off-set relative to each other in the peripheral direction.

The damper 14 lying radially inwards has springs 27 which, seen in the peripheral direction, are mounted approximately in the middle relative to a spring 45a. The springs 27 are each housed in a recess 28 of the flange 41 and in windows 29,29a of two axially spaced sector-shaped components 34,35 mounted either side of the flange 41. The peripherally curved components 34,35 are fixed together axially by spacer rivets 36. In the illustrated embodiment, a spacer rivet 36 is provided each side of a spring 27, seen in the peripheral direction. The spacer rivets 36 extend axially through peripherally elongated recesses 37 which are provided in the flange 41.The spacer rivets 36 and the elongated recesses 37 conform with each other so that the sector-shaped components 34,35 are guided so that they can move in the peripheral direction relative to the flange 41 but cannot move in the radial direction. They are therefore secured on the flange 41 against the centrifugal force which acts on them as the device 1 rotates. At their end areas, seen in the peripheral direction, the sector-shaped components 34,35 have radially outwardly aligned areas 34a,34b and 35a,35b with which they embrace the end areas of the springs 45a free of play. In the illustrated embodiment, the recesses 28 in the flange 41 and the windows 29,29a in the sector-shaped components 34,35 are of the same length in the peripheral direction so that a definite position of the sector-shaped components 34,35 relative to the flange 41 is ensured through the springs 27 - when there is no applied torque. The springs 45a extend over the entire annular length of the sector-shaped sockets 51b in the flange 41 which accommodate them so that - when there is no applied torque - an angularly defined position between the flywheel element 3 and the flange 41 or flywheel element 4 is likewise provided over the sector-shaped components 34,35 which are supported on the end areas of the springs 45a.

The springs 45a can be installed in the sockets 51b with a specific pretension.

As can be seen from Figure 2, the abutment areas or edges 44a and 44b respectively of the extension arms 44 and the abutment areas or edges 46a,46b of the peripheral stops 55, 55a for the springs 45a are peripherally off-set in the starting position of the device 1 so that between the abutment areas 44a and 44b of the flange 41 and the end areas of the springs 45a interacting therewith, rotation corresponding to the rotational play 47a is possible in one direction of rotation and rotation corresponding to the rotational play 47b is possible in the other direction before the springs 45a begin to be compressed. In the illustrated embodiment the greater rotational play 47a is provided for the thrust drive and the smaller rotational play 47b for the traction drive.

As can also be seen from Figure 2, the springs 45a extend over a comparatively large angle sector which in the illustrated embodiment lies in the order of 90" so that the springs 45a permit a comparatively large relative rotation between the flange 41 or flywheel element 4 and the flywheel element 3. Compared to the springs 45a, springs 45 of the second phase of the damper 13 are comparatively short. The springs 45 are each housed in a cut-out 48 made in the radially outer areas of the flange 41. In the starting position of the device 1, a comparatively large turning angle 49,49a is possible in both directions of rotation between the end areas of the springs 45 and the abutment areas 46c,46d of the peripheral stops 55,55a interacting therewith, before the energy accumulators 45 are compressed.The turning angle 49,49a actually possible is somewhat greater than that indicated in Figure 2 since rotational play is additionally available between the springs 45 and the cut-outs 48 which are slightly longer than the springs. The aforementioned possible rotational play 49,49a is designed so that the springs 45 only become active in the end area of the possible maximum turning angle, eg over the last 2 to 8 in the thrust and/or traction direction and through their turns coming into contact1 ie "by forming a block", they provide a limit to the relative rotation between the two flywheel elements 3 and 4.

The spring rate of the springs 27 is less than the spring rate of the springs 45a and the latter is in turn less than the spring rate of the springs 45. The result of regulating the individual springs in this way is that starting from the neutral position, the first relative rotation between the two flywheel elements 3 and 4 compresses only the springs 27, and the springs 45a only come into effect after a certain relative rotation has been completed. This relative rotation is indicated at 47a or 47b, depending on the direction of rotation, whereafter the springs 27 are compressed no further. The springs 45 subsequently come into effect in addition to the springs 45a only in the end area of the possible overall relative rotation in the thrust and/or traction direction.

The moments at which the springs 27 and 45a which are connected in series between the two flywheel elements 3 and 4, come into action depends on how the springs 45a are installed in the starting position. Thus if there is no or only a slight pretension of the springs 45a they can already be compressed by the springs 27 by a certain amount before the extension arms 44 come to adjoin the springs 45a. The springs 27 can thus be first of all compressed alone over a certain turning angle area and then together with the springs 45a in series connection over a further angle area and then only the springs 45a over a further comparatively large angle area. This latter design avoids jumps in the torsion characteristic.

Radially inside of the annular channel 51 the housing halves 31,32 have areas 60,61 which face each other and form a circular ring-shaped space 62 and the flange 41 extends through this space.

The width (ie the axial dimension) of this circular ring-shaped space 62 is greater than the combined width of the axially spaced sector-shaped components 34,35 and the interposed flange 41 so that there is a gap on both sides.

The sector-shaped components 34,35 have an axial stamped reinforcement seam 36a which runs in the peripheral direction over the entire extension of the sector-shaped components 34,35. The sector-shaped components 34,35 are held at a defined axial spacing from the flange 41 by these reinforcement seams 36a so that surface contact between these sector-shaped components and the flange 41 is avoided. This is particularly advantageous when a viscous medium or lubricant is provided in the annular chamber 30 since it is then ensured that sticking or overdamping through shearing of the viscous medium between a sector-shaped component 34,35 and the flange 41 can not occur.The latter is of major importance particularly in the relative rotation range between the two flywheel elements 3 and 4 in which the springs 27 are compressed with a lower spring rate since in this idling range or pre-damping area no great damping hysteresis is required in most cases.

The viscous medium in the chamber 30 can partially fill at least the annular channel 51 or arcuate sockets 51a,51b - at least when the device 1 is rotating -, and it may be particularly advantageous if the amount of viscous medium is measured so that the arcuate sockets 51a,51b are completely filled with viscous medium.

The housing half 31 which faces the engine carries an axially extending attachment 20 on which the roller bearing 15 is mounted. The bearing positions the two flywheel elements 3 and 4 relative to each other. The pressed sheet metal part 31 is centred on a seat 20b of the attachment 20.

The housing part 31 has on the outer perimeter a seat 39 on which a starter ring gear 40 is mounted. The housing part 31, which is nearer to the engine1 has a greater material thickness than the housing part 32.

In order to seal the annular chamber 30 a seal 74 is provided between the radially inner area of the housing part 32 and the flywheel element 4.

Furthermore a friction device 80 is provided between the flywheel elements 3 and 4 and this is likewise mounted in the annular chamber 30. The friction device 80 is located around the axial attachment 20 of the housing part 31 and axially between the roller bearing 15 and the radial flange area 31a of the housing part 31. The friction device 80 has an energy accumulator which is formed by a plate spring 2 held braced between a shoulder of the axial attachment 20 and a compression ring 83. A friction disc 84 made of plastics is clamped axially between the pressure plate 83 and the flange-like area 31a. The friction disc 84 is provided with extension arms or radial areas 84a (Fig.2) which engage with play in the peripheral direction round the heads 26a of the rivets 26. The friction disc 84 is turned relative to the flywheel element 3 through the abutment of the rivet heads 26a against the radial areas 84a, namely during that part of the relative rotation in which the springs 45a are compressed.

The reinforcement seams 36a incorporated in the sector-shaped components 34,35 additionally seal the arcuate sockets 51b radially inwards which can be of particular advantage when intermediate parts eg in the form of spring studs 59 (see Figure 3) are provided between the extension arms 44 or peripheral stops 55,55a and the ends of the springs 45a which face the stops. The perimeter of these intermediate parts may be adapted to the cross-section of the arcuate sockets 51b so that the intermediate parts act like pistons in the sockets 51b during relative rotation between the two flywheel elements 3 and 4.

Figures 3 and 4 show some detail alternative constructions which can be used with an arrangement according to Figures 1 and 2.

As can be seen from Figure 3, between the peripheral stops 155,155a and the ends of the springs 145a facing same there are spring studs 59 whose perimeter conforms to the cross-section of the arcuate socket 151a for the springs 145a.

Radially inside the annular channel 151 the housing halves 131,132 have faces 160,161 which face each other to form a circular space 162 for the flange 141 (Figure 4). The width of the circular space 162 is greater than the radial width of the flange 141 contained therein so that a gap is formed on both sides of the flange 141 between this and the faces 160,161.

Sector-shaped components 134,135 are located between the flange 141 and the faces and areas 160,161. These sector-shaped components 134,135 are connected together by spacer rivets 136 in a similar way to that described in connection with Figures 1 and 2 for the sector-shaped components 34,35 and are guided relative to the flange 141 and peripherally supported on a spring 145a, As with the springs 27 according to Figures 1 and 2 the spring 127 is contained in a recess or in windows of the flange 141 or sector-shaped parts 134,135 and also acts between these individual components.

To increase the damping action of viscous medium provided in the annular channel 151 over at least a partial area of the possible relative rotation between the two flywheel elements, the arcuate socket 151a shown in Figures 3 and 4 is sealed or closed radially on the inside by the sector-shaped components 134,135. For this the sector-shaped components 134,135 each have on their outer edge area adjacent to the spring 145a an axially folded flange 136a,136b, and these flanges point toward each other and adjoin each other at their free end faces. In the illustrated embodiment, the flanges 136a,136b extend over the entire length of the springs 145a and moreover engage beneath the spring studs 59.The spacer rivets 136 and the flanges 136a,136b are dimensioned so that the axial width of the element formed by the two sector-shaped components 134,135 corresponds approximately to the axial distance between the circular ring-like faces 160,161, so that only a very small play or very slight gap still exists. The smaller the difference between the axial spacing of the two faces 160,161 and the axial width of the element formed by the two sector-shaped components 134,135 the higher the hydraulic or viscous damping which can be produced on displacement by the viscous medium present in the arcuate socket 151a.The element formed by the two sector-shaped components 134,135 is mounted to float axially freely between the two faces 160,161 corresponding to the axial play; this means that the element can be axially moved relative to the flange 141 corresponding to this axial play.

The damping produced during compression of a spring 145a by the viscous medium contained in an annular sector-shaped socket 151a can be altered and adapted for any particular required use by introducing recesses or cut-outs into at least individual studs 59, or by suitably dimensioning the axial clearances between the areas 160,161 and the sector-shaped components 134,135 and/or by suitably dimensioning the outer perimeter of the studs 59.

Furthermore the damping characteristic of the device can be varied by making the folded flanges 136a,136b of the sectorshaped components 134,135 extend over only part of the length of the peripheral extent of the spring 145a or arcuate socket 151a. With such an embodiment the spring 145a could be compressed, without significantly higher hydraulic or viscous damping occurring, until the angular distance between the spring studs 59 provided at the two ends of a spring 145a corresponds to the angular extent of the corresponding flanges 136a,136b. Higher damping only then occurs if rotation is continued.

A spring 45 according to Figures 1 and 2 can have spring studs at its ends in a similar way to the spring 145a according to Figure 3; however these studs must be suitably adapted regarding their extension or length. Thus viscous damping can arise through displacement even with compression of a spring 45. This damping can be increased by providing a sealing or closing element radially inside a spring 45 to extend over the entire length of such a spring 45. Such a sealing or closing element could be radially secured on the flange 41 but in a manner which would permit axial displacement. The axial thickness of such a sealing or closing element can correspond approximately to the axial spacing between the two circular ring-shaped faces 60,61.

A flywheel as described above can give satisfactory filtering of the vibrations between the engine and the gearbox which occur both during idling and when running under load. Such flywheels can also be manufactured in a simple and economical way.

Claims

CLAIMS:

1. A flywheel for absorbing rotary shocks in the drive train of an internal combustion engine, the flywheel including two flywheel masses which can rotate relative to each other and a damping arrangement mounted between the masses, the first flywheel mass being connectable with the engine and the second flywheel mass being connectable with the input part of a gearbox wherein, starting from a rest position or middle position of the flywheel masses, during relative rotation of the latter in at least one direction of rotation, a first damper acts substantially alone over a first angle range with a lower rate of rotation resistance moment and at least one additional damper acts over a following second angle range with a larger rate of rotation resistance moment, energy accumulators of the additional damper being held and supported (positioned) in the middle position area by the first flywheel mass, and the energy accumulators of the first damper being held and supported by a disc-like component coupled in driving connection with the second flywheel mass and adapted for abutment or compression by a further component, which further component can turn relative to the disc-like component and is supported in the peripheral direction each side of an energy accumulator of the additional damper.

2. A flywheel according to Claim 1, wherein the further component is formed by at least one sector-shaped part which is provided substantially radially inside an energy accumulator of the further damper and has radially outwardly extending sections adjoining the end areas thereof.

3. A flywheel according to Claim 2, wherein the sector-shaped part has at least one location for an energy accumulator of the first damper.

4. A flywheel according to Claim 3, wherein the location for an energy accumulator of the first damper is in the form of a window which has the same length in the disc-like component and in the sector-shaped part.

5. A flywheel according to any one of Claims 2 to 4, wherein the sector-shaped part is guided on the disc-like component for movement in the peripheral direction but is restrained thereon against movement in the radial direction.

6. A flywheel according to any one of Claims 2 to 5, wherein a sector-shaped part is provided on each side of the disc-like component inside the energy accumulator of the additional damper, the two parts being connected by spacers.

7. A flywheel according to Claim 6, wherein the spacers extend axially through peripherally elongate recesses in the disc-like component.

8. A flywheel according to Claim 7, wherein the spacers connect the sector-shaped parts rigidly together and are supported on the disc-like component to restrain radial movement of the sector-shaped parts resulting from centrifugal force.

9. A flywheel according to any one of Claims 1 to 8, wherein the first damper has at least two diametrically opposite energy accumulators which, in the rest position of the flywheel masses and as viewed, in the peripheral direction are approximately central relative to substantially longer energy accumulators of the additional damper.

10. A flywheel according to any one of Claims 1 to 9, wherein the additional damper has two stages, namely a first stage which acts over a comparatively wide angle range with a relatively lower rate of rotation resistance moment and a second stage with a comparatively small active area and considerably greater rate of rotation resistance moment compared to the first stage.

11. A flywheel according to Claim 9 or Claim 10, wherein the energy accumulators of the first damper are set radially inside the energy accumulators of the first stage of the additional damper.

12. A flywheel according to Claim 10 or Claim 11, wherein the energy accumulators of the first stage and second stage are mounted in alternation in the peripheral direction.

13. A flywheel according to any one of Claims 1 to 12, wherein the first damper and the additional damper are mounted in series.

14. A flywheel according to any one of Claims 1 to 13, wherein the damping device has at least one annular channel formed by components of the one flywheel mass in which the energy accumulators of the additional damper are contained, wherein the annular channel is occupied at least partially by the disc-like component which projects radially into the annular channel, is in rotary connection with the second flywheel mass and forms the other support areas for the springs of the additional damper.

15. A flywheel according to Claim 14, wherein the energy accumulators are springs mounted in cut-outs between radial extension arms of the disc-like component which extend into the radial area of the annular channel.

16. A flywheel according to Claim 14 or Claim 15, wherein the annular channel is formed from two dish-like bodies.

17. A flywheel according to Claim 16, wherein at least one of the dish-like bodies is a pressed sheet metal part.

18. A flywheel according to any one of Claims 15 to 17, wherein the supports for the springs of the additional damper divide the annular channel into individual sectors in which the springs are housed.

19. A flywheel according to Claim 18, wherein the supports for the springs of the additional damper are created by pocket-like pressings.

20. A flywheel according to Claim 18 or Claim 19, wherein the abutment areas for the springs of the additional damper formed by the extension arms of the disc-like component are arranged off-set relative to the supports provided each side of the springs in the annular channel - seen in the peripheral direction.

21. A flywheel according to one of Claims 1 to 20, wherein the disc-like component is a flange body with radially outer cut-outs separated from each other by radial extension arms in the peripheral direction and radially inner windows, with the springs of the first damper being located in the windows and the springs of the additional damper being located in the cut-outs.

22. A flywheel according to Claim 21 when dependent on any one of Claims 18 to 20, wherein the cut-outs of the flange body housing the springs of the first stage of the additional damper are larger in the peripheral direction than the associated spring socket sectors of the annular channel.

23. A flywheel according to any one of Claims 15 to 20 or Claim 22, wherein the disc-like component has cut-outs for holding springs of a second phase of the additional damper, and those cut-outs are substantially shorter in the peripheral direction than the associated spring socket sectors of the annular channel.

24. A flywheel according to Claim 23, wherein the springs of the second phase form a block to restrict the turning between the flywheel masses.

25. A flywheel according to any one of Claims 14 to 20 or Claims 22 to 24, wherein a viscous medium is contained in the annular channel formed by the housing halves or the dish-like bodies.

26. A flywheel substantially as herein described with reference to any one embodiment shown in the accompanying drawings.