78

79

Isolation is the Key

The evolution of the centrifugal
pendulum-type absorber not only for DMF

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80

Centrifugal Pendulum-type Absorber

Introduction
A key task that has concerned the automotive industry in recent years has been to reduce consumption. One effective measure
for achieving this goal is to exploit even lower engine speeds for driving. Torque is increased to achieve this without losing power. Doing so allows the engine to run only
very slightly above idle speed and therefore
in an extremely consumption-efficient
range. One challenge is to achieve adequate powertrain isolation even for these
low engine speeds and thus provide drivers
with their usual level of comfort.
Figure 1 [1] shows that the dual mass
flywheel (DMF) is a factor in achieving this
goal, particularly in connection with the
centrifugal pendulum-type absorber. While
twin-cylinder engines have yet been unable to reach the projected fuel savings for
day-to-day use, the increasing numbers of
three-cylinder engines have achieved lower consumption figures. However, lower
consumption places stricter demands on
vibration isolation. The secondary-side
centrifugal pendulum-type absorber (CPA)

was introduced as a concept in conjunction with the DMF as early as 2002 [2], and
successfully went into series production a
few years later. The simple physical principle, modular design and extremely good
isolation have led to increasing acceptance
and proliferation not only in the DMF, but
also in other damping concepts such as
torque converters and clutch discs. There
have also been huge improvements in how
the centrifugal pendulum-type absorber
works thanks to far-reaching understanding of the centrifugal pendulum-type absorber; more detailed information is provided about this below.
As the DMF must also be optimised for
other operating points, such as startup, or
optimised for so called impacts very high
torque peaks when bottoming out the arc
springs compromises must be made.
These compromises also have an indirect
influence on isolation in drive mode. We will
be using examples of impacts that affect
DMFs when stalling the vehicle and demonstrating methods of preventing stress of this
kind and making DMFs more robust. These
result in greater freedom for optimising torsion isolation and so improving driving comfort.
l/100 km
-14 %

Speed amplitude

-21 %
-10 %

4
6.3

5.4

Target
2
0

1,000

1,300

1,800

Modified value for NEDC

fuel consumption

Speed in rpm
Conventional system
Figure 1

DMF

DMF with CPA

Fuel economy potential with DMF and DMF with CPA

4.9

81

Second generation

First generation
End stop damper

Flange

Secondary mass

End stop damper

Roller

Pendulum

Figure 2

Layout of end stop dampers on first and second-generation CPAs

Development of DMF
centrifugal pendulum-type
absorbers
To date, one million centrifugal pendulumtype absorbers have been produced for sixcylinder, four-cylinder and three-cylinder
engines, and the concept has been continually developed. Prototypes show that the
technology could also be employed in twincylinder engines.
The secondary-side arrangement of the
centrifugal pendulum-type absorber makes
the arc spring damper, which provides preisolation, especially important. Taking engine torque development into consideration
largely automated simulation programs run
through hundreds of variations evaluating
start and drive to find the optimum combination of arc spring and CPA for a vehicle
application. Of course, this requires vehicle
parameters of adequate quality which are
not always available during the early stages
of development in which design takes place.
This is where LuKs wealth of experience really comes into its own, as it allows us to
complete missing data in a meaningful
manner. However, should corrections be required subsequently during to vehicle test-

ing, simulations of this kind can quickly be

repeated. Interaction with other critical operating points can also be integrated , such
as stalling the engine along the critical details of engine timing management.
It is easy to calculate the natural frequency of a thread pendulum, in other
words a point mass moving on a circular
path, if the angle is small. However, this approach is inadequate for centrifugal pendulum-type absorbers. The path curvature
must be more pronounced to maintain a
constant order (natural frequency to speed
frequency ratio) independently of the magnitude of the angle. This approach is the
only way to achieve optimum isolation over
the whole engine speed for partial throttle
as well as for wide-open throttle. Special
attention must be given to the rpm range
slightly above idle speed. On account of
the low centrifugal forces in this range, the
CPA needs as large a vibration angle as
possible to store sufficient vibration energy. High engine torques exacerbate the
situation. Therefore, the goal is to maximise this angle along with the pendulum
inertia. For this reason, the three circular
end stop dampers previously present on
first-generation centrifugal pendulum-type
absorbers have been combined into a Vshaped end stop damper on an additional
intermediate mass in second-generation
absorbers (Figure 2).

82

Centrifugal Pendulum-type Absorber

crease can be handled without loss of comfort. For three-cylinder engines acceptable
values of 500 rad/s from about 1,000 rpm
are already achieved (in this example, a diesel engine with 270 Nm). However, these
values can still be significantly reduced: If
the entire clutch system i.e. DMF with
centrifugal pendulum-type absorber and
clutch is designed according to an entirely new layout, (third generation), it is possible to achieve angular acceleration amplitudes of below 200 rad/s from 800 rpm
upwards and without requiring any further
space. The rigidity of drive shafts, in particular, must be incorporated into this concept.
If rigidity changes, it results in a completely
new design. It makes close coordination
with the vehicle manufacturers development process essential.
The considerations mentioned above
relate to a centrifugal pendulum-type absorber integrated below the arc spring

Main excitation values in rad/s

1,000

800

600

400

200

0
800

1,000

1,200

1,400

1,600

1,800

2,000

Speed in rpm
Four-cylinder

Figure 3

450 Nm generation 1
450 Nm generation 2
360 Nm generation 1

Three-cylinder

Comparing DMF isolation with various CPA generations

in three-cylinder and four-cylinder engines

270 Nm generation 1
270 Nm generation 3

Roller strikes pendulum

Gravity

This eliminates the need for the beanshaped holes in the flange required for the
circular end stop dampers and creates additional space for greater vibration angles
or heavier pendulums. The added intermediate mass lies relatively far towards the
outer edge in radial terms, thereby improving isolation in the low speed range through
increased inertia. A number of other optimisations, such as optimising the arc
spring damper with the centrifugal pendulum-type absorber as a system, smoother
pitch surfaces and optimised paths, have
together resulted in a significant performance boost, especially at low engine
speeds (Figure 3).
The example of a four-cylinder diesel
engine shows that when using the first generation absorber an increasing of the engine
torque from 360 to 450 Nm leads to a clear
deterioration in isolation. In contrast, when
the second generation is used, a torque in-

Roller strikes flange

Figure 4

Kinematic simulation of pendulum

motion at 150 rpm

83

Path wear is not expected due to the fact

that the pendulum only has a rolling motion.
However rattling noises may occur when
switching the engine off: As soon as the engine speed drops below approx. 200 rpm,
the pendulums centrifugal force drops below the force of gravity. It falls a few millimetres within the designed degree of freedom
until it strikes the bolts on the flange. In order to better understand this process, kinematic simulations have been carried out
and compared using high-speed recordings (Figure 4).
The simulation demonstrates how the
two rollers strike differently; the precise arrangement of the damper and rollers and
the clearance between the roller components have an effect on these striking patterns. These parameters must be precisely
analysed and optimised. In addition to these
kinds of optimisations, ways of preventing
stopping noises have also been investigated. One option is to arrange circular end
stop dampers at the end of the pendulum
(Figure 5).
This causes the pendulums to strike
each other after a short fall, and a part of
the kinetic impact energy stored in the pendulum system is neutralised without any
noise occurring. The rollers striking on the

damper. As already shown in [1], a centrifugal pendulum-type absorber can also be

arranged next to the arc spring, i.e. radially
further towards the edge, if sufficient space
is available; this improves isolation even
further, where necessary. For engines without cylinder deactivation, as commonly
used in series proPendulums with end stop dampers
duction, it is therefore possible to
achieve adequate
isolation using a
centrifugal pendulum-type absorber.
Should a CPA of this
kind provide isolation better than that
required, costs can
be reduced by omitting two of the four
pendulum masses.
Figure 5

CPA on outer edge with end stop dampers between the pendulums

84

Centrifugal Pendulum-type Absorber

flange only cause slight noise. This concept

works well with a closed throttle valve, as
pure torsional acceleration is low in this
state. However, much higher torsional acceleration occurs when stopping if the
throttle valve is to remain open, for instance
to enable cylinders to charge correctly to
enable quick automatic start-up. The result
is that all pendulums have a virtually synchronised torsional motion, thereby rendering the rubber stops on the end of the pendulum ineffective; their job is then assumed
by the central V-shaped end stop damper.

Centrifugal pendulumtype absorber mounted on

the clutch disc
The success of the DMF is due to the fact
that hypercritical operation is largely possible, compared to torsion-damped clutch
discs. The result is an enormous increase
Clutch disc
with damper

With additional
single pendulum

in isolation, as already shown in an example

in [3]. Also discussed in [3] was the option
of arranging a centrifugal pendulum-type
absorber on the clutch disc positioned
on the gearbox input shaft for simulation
purposes. Based on the knowledge of
pendulum path design, permissible mass
moments of inertia and tolerances permitted in series production available at that
time, a viable solution was not within
reach. Today, our in-depth expertise concerning the design of centrifugal pendulum-type absorbers coupled with new
ideas on the reduction of clutch disc mass
inertia means this approach can be implemented (Figure 6).
For clutch discs with a single pendulum
system, it comprises of two or three pendulums and is calibrated to the main excitation, i.e. order 1.5 for a three-cylinder engine. Clutch discs with double pendulum
systems have two additional auxiliary pendulums, calibrated to double the main excitation frequency. In both designs, the pendulums are arranged next to the damper.
During development, a particular aim was to
keep the extra clutch disc inertia caused by

the pendulums to a minimum, so that gear

synchronisation was not overloaded. Therefore, the pendulums needed to be particularly effective despite their low mass. As the
effect of a pendulum is mainly determined
by the product of mass and vibration angle,
the vibration angles consequently had to be
hugely enlarged.
Initial designs for the first generation
used three pendulums. In the optimised,
second-generation version, two pendulums
with secondary spring masses were used
for clutch discs with a single pendulum system (Figure 7).
The additional intermediate mass was
introduced along the same lines as the DMF
(Figure 2): Therefore, more mass can be arranged on the outer edge in radial terms.
But the most important innovation concerns
the two roller paths of each pendulum. The
paths are now no longer identical and are

now skewed relative to one another instead

of merely displaced. This is reflected in the
skewed arrangement of the bean-shaped
holes for the rollers in the pendulums, as a
comparison of the first and second generations shows. This arrangement causes the
pendulum to execute a rotation in addition
to oscillation. The sketch in Figure 7 illustrates this principle: During movement, the
end of the pendulum is guided radially inwards while the other end simultaneously
moves radially outwards. This arrangement
has become known as a trapezoidal pendulum, while the first generation is called a
parallel pendulum.
Thanks to their trapezoidal oscillation,
the pendulums need less space meaning
that considerably larger pendulum vibration
angles can be achieved. Additional rotational energy is also stored when turning, so
better use is made of the pendulum mass.

First generation
single pendulum
a) Flange
b) Main pendulum
c) Secondary pendulum
d) Intermediate mass
e) End stop damper
f ) Pressure spring
g) Roller

a
g

With additional double

pendulum and
two-flange design

Parallel pendulum
(first generation)

Second-generation
double pendulum

Second-generation
single pendulum

Flange
e
g

g
a

Trapezoidal pendulum
(second generation)

b
a

c
Pendulum II

f
e

Pendulum I
Figure 6

85

Clutch discs without a pendulum, with a single pendulum and with a double pendulum
system

Figure 7

CPA for clutch discs

86

125

the middle position with regard to isolation

of the torsional vibrations from the gearbox.
On the engine side it even leads to smaller
irregularities than a DMF, resulting in a lower
load on the belt drive. This configuration
proves its worth for three-cylinder engines
in conjunction with soft drive shafts. However, when combined with rigid shafts, we
have the problem that the third order comes
through very dominantly in the overall amplitude of gearbox acceleration (Figure 9). The
figure shows the total amplitude in which
both orders arrive.
To dampen the third order, an additional
pendulum system calibrated to this order
has to be added; in other words, a double
pendulum system is required. Figure 6 and 7
show the layout of both pendulums on the
clutch disc. It goes without saying that only
smaller pendulum masses are possible due
to space constraints, but this is compensated in part by a dual-flange design. In this
design, the pendulum is situated between

Engine

87

3,000
Total acceleration amplitude in rad/s

This effect can also be utilised on the DMF,

but it is not so effective there due to the
mounting space available.
Although the pendulum masses are
lower than those of the DMF, undesirable
knocking noises may occur when stopping
if the bell housings are sensitive or open.
The spring bracing of second-generation
pendulum masses (Figure 7) also helps
combat this problem. The preloaded
springs can be designed to be especially
soft thanks to the reduced pendulum masses. This is important because the spring
forces are not speed-dependent and do not
follow the principle of the centrifugal pendulum-type absorber. An angular correction of
path geometry minimises this effect.
Figure 8 shows a comparison of a DMF
with a single mass flywheel with CPA on the
clutch disc and a torsion-dampened clutch
disc using the example of a four-cylinder engine. The single mass flywheel with a CPA
on the torsion-dampened clutch disc takes

Speed amplitude in rpm

Centrifugal Pendulum-type Absorber

2,000

1,000

0
1,000

1,200

1,400

1,600

1,800

2,000

Speed in rpm
Torsion-damped
clutch disc

Eng. Trans. Veh.

Torsion-damped
clutch disc
+ CPA
Eng. Trans. Veh.

Torsion-damped
clutch disc
+ 2x CPA
Eng. Trans. Veh.

DMF

Sec. +
Eng. Trans. Veh.

DMF + CPA

Sec. +
Eng. Trans. Veh.

Transmission

100

Figure 9
75
50
25
0
1,000

1,500

2,000

2,500

1,000

1,500

Speed in rpm
Torsion-damped
clutch disc
Eng. Trans. Veh.

Figure 8

2,000

2,500

Speed in rpm
Torsion-damped
clutch disc + CPA

Eng. Trans. Veh.

DMF
Sec. +
Eng. Trans. Veh.

Comparing three damping concepts based on isolation of a four-cylinder engine in 6 th gear

Comparing five damper concepts based on isolation of a three-cylinder engine with rigid
side shafts in 6 th gear

two flanges. In the contrary, on a DMF it is

usual practice for two pendulums to be arranged around a central flange (FIgure 2).
This new design principle omits the connection elements of the sub-pendulums,
which weaken the flange. As a result, larger pendulum vibration angles can be integrated. The achievable isolation reveals
astonishing results: in 6th gear, isolation below 1,300 rpm is even better than with a
DMF. However, if the DMF is combined
with a centrifugal pendulum-type absorber, it is once again clearly the superior
combination.
In order not to place additional stress on
gear synchronisation, the entire mass inertia
must not be significantly greater than for a

normal torsion-dampened clutch disc, despite the CPA. This is achieved by reducing
the mass of all individual parts affected. Detailed comments about mass reduction of
this kind can be found in another article [4]. In
conjunction with a CPA, the actual torsional
damper in the clutch disc is dampened to a
lesser extent which benefits isolation at
higher engine speeds. Another significant
benefit is that the centrifugal pendulum-type
absorber aids isolation in the creeping range,
i.e. the low torque range. This allows the
creeping stage to be designed for steeper
rates and higher torques. In this way, creeping rattle can be largely prevented.
The introduction of clutch discs with
centrifugal pendulum-type absorbers pro-

88

Centrifugal Pendulum-type Absorber

vides additional damping solutions, depending on vehicle configuration and the

required isolation level. Simulations help
when it comes to selecting the optimum
damping parameters whilst taking complex
boundary conditions into account. They can
be used to implement a solution halfway
between a DMF and a torsion-damped
clutch disc both in terms of isolation and
costs and long-awaited by the automotive
industry.

Centrifugal pendulum-type absorbers

for trucks

CPA of
6 kg reduces
vibrations:

Points of operation
Stalling when moving off

High

Medium

Engine side by 30 %
Transmission side 46 %

Misshift 2nd to 5th

by
High

Rare

Engine: 2,400 Nm
Transm.: 12 gears
Weight: 40 t

Figure 10

T transmission in Nm

1,000

500

Without CPA
With CPA

Figure 11

Rare

Back shifting in while using throttle

Medium

Infrequent

Engine start

Medium

Infrequent

Emergency braking

Medium

Rare

Low

Rare

Figure 12

Fuel consumption savings in a truck thanks to a single mass

flywheel with CPA

89

Meaning

Classifying impacts

Reducing impacts

CPA on a truck single mass flywheel

The solid pendulums, which weigh around

6 kg, reduce engine vibrations by 30 % for a
typical six-cylinder engine at 2,400 Nm, and
reduce gear vibrations by 46 %. The latter
directly improves the gearbox service life,
as it is restricted if the vehicle is often driven
at low engine speeds. In contrast, using a
single mass flywheel with CPA can reduce
engine speed without compromising service life when only low to medium engine
torques are used, as is often the case (Figure 11). Fuel consumption is reduced by 5 %,
which represents a
competitive edge for
Fuel consumption reduced by 5 %
end customers that
should not be underestimated. The
service life of the
Engine speed
belt drive also benreduced by 250 rpm
efits from reduced
engine vibrations,
thereby
allowing
this drive to be more
simply constructed
750
1,000
1,250
1,500
1,750
or service intervals
Speed in rpm
to be extended.

Frequency of
occurrence

Medium

Fast clutch engagement

Jackrabbit start

In comparison to passenger cars, significant damping of a truck gearbox requires

considerably higher inertia of the centrifugal
pendulum-type absorber on the clutch disc.
However, this higher inertia leads to an unacceptable reduction of synchronisation
service life, which at 1,000,000 km is well
above the requirements for passenger cars.
For this reason, other ways of improving isolation have been explored: The CPA was arranged on the single mass flywheel (Figure 10).
It can be detached for easy maintenance.

2,000

Impact level

The principle of a DMF (without centrifugal

pendulum-type absorber) is ultimately based
on shifting the resonance speed of the powertrain from the driveable range into ranges well
below idle speed. By shifting this speed, hypercritical driving is possible throughout the
entire speed range with the resulting excellent
isolation. Even in the early days of DMF development, it became clear that driving situations
below idle speed, such as that occur when
stalling a vehicle, lead to large vibration angles
and the DMF can strike the end stops (impact). The energetic transition of high kinetic
energy in the relatively rigid end stop results in
torques that can be up to 40 times the engine
torque. Impacts can also occur at other operating points, however not usually at this level
or with this regularity (Figure 12).
Many ideas for reducing impacts have
already been developed and implemented.
The majority of them actually contradict the
primary task of the damper system, i.e. isolation, by requiring additional mounting
space (such as a slipping clutch in the
flange) or using thicker (more robust) spring
wires (damping arc springs). The following
describes one approach using software
and one using hardware; these approaches
dramatically cut the severity and regularity
of these kinds of impacts.

Influence of the engine control unit

when stalling
Figure 13 shows a typical stalling measurement of a three-cylinder diesel engine
plotted in an engine speed/time diagram.
It can be seen that powerful impacts are
caused by the extreme difference in
speed between the primary and secondary side. To aid understanding, this diagram is converted into speed squared (n)
over crankshaft angle; this is because
combustion causes an injection quantity
to be turned into kinetic energy, which, in
turn, is proportional to n. Thus, cyclic engine irregularities for the same injection
quantity are shown as the same amplitudes regardless of engine speed. It is appropriate to use the crankshaft angle, as
the ignitions occur at equidistant intervals
in the diagram. Very high impacts occur
when the engine stops at TDC or when
the engine does not reach TDC at all due
to the retroactive effect of the secondary
flywheel. In the latter case, reverse combustions are produced with extreme impacts. The aim must be to anticipate this
situation and disable the injection process
in time. Until now, fixed speed limits have
been implemented in the control system
to disable the process, but Figure 13
shows that it is advisable to use an additional gradient-based limit. If a straight line
is drawn in this diagram through the two

90

tremendous difference in the impact level

(Figure 14).
This finding also matches the large variations observed time and again in road
tests. Statistical analysis is therefore essential, and can be conducted by means of
simulations using a well-calibrated model
(Figure 15).
These simulations then form the basis
for estimating field quality. During this process, the behaviour of multiple drivers is
calculated using Monte Carlo methods (rolling the dice for impact levels) in conjunction
with the S/N curves of the arc spring and
the regularity of occurrence. It is possible to
evaluate the software using the simulation

1,000

8,000

3,000
0
67.5

68.0
Engine
Secondary

Transmissions

Time in s

68.5

69.0

Clutch engagement
time: 890 ms

Impact
1.0
0.5
Point of
injection

0.0

6,000
Impact
similar to
68.5 s

3,000

5
10
Crankshaft revolutions

15

Impact when stalling

Clutch engagement
time: 900 ms

-8,000
0.0

0.2

0.4

0.6

0.8

1.0

75

50

25

0.0

0.2

0.4
0.6
Time in s

0.8

1.0

Influence of clutch engagement time on the impact level in stalling simulations

by integrating the software parameters. It is

important to trigger necessary software adjustments early on in the project, preferably
at the start of the project, as testing of software changes is extremely time-consuming. The engine control unit should also prevent the engine being restarted by the
continuing motion of the vehicle after stall-

Figure 15
Figure 13

8,000

100

1.5

91

-1,000

Figure 14

400

Transmission

n = 770 rpm

6,000

Arc spring torque

n2
in Nm
in (rpm)2 106

1,000

-8,000

800

2,000

Engine
Secondary

Cumulative frequency in %

Arc spring torque Engine speed

in Nm
in rpm

1,200

2,000

-1,000

Arc spring torque in Nm

previous ignition or injection points just

before TDC, as shown in Figure 13, it is
immediately apparent that the engine will
stop at approx. 0 rpm when it reaches the
next TDC. This causes the high impacts
afterwards.
The last ignition or injection were therefore not only useless the engine was at
a standstill afterwards they also damaged the DMF and it would have been better for them to have been disabled by the
engine control unit. These types of problems can now be identified early on in the
project using simulations. By them, it is
apparent that even a small difference of
10 ms in the engagement time can cause a

Speed in rpm

Centrifugal Pendulum-type Absorber

2,000

4,000
Impact in Nm

ing as this causes speed ratios and impacts

that are difficult to control.

The High Capacity spring

It is difficult to develop an active engine
control unit strategy that can prevent impacts entirely for all
operating condiService-life
tions and combinaconsumption
tions of parameof arc spring
ters. Therefore, the
remaining impacts
must be intercepted by an increased
robustness of the
DMF. This is where
the High Capacity
spring (HC spring)
can play a vital role
6,000
8,000
(Figure 16).

Cumulative frequency of impacts during stalling and illustration

of the Monte Carlo method

92

Centrifugal Pendulum-type Absorber

93

Torque

Increased distance between coils

Torque

Distance between coils

High capacity arc spring:

Can store up to 50 % more energy

Helps to prevent deformations

Additional storable
energy

Similar wire thickness

Same tension when engine torque applied

No signicant load losses due to setting

under approx. 8,000 Nm

Round wire
High level impacts
lead to jamming
Embossed wire

High capacity spring (HC spring)

The basic idea is to considerably increase

the torque capacity of the arc spring and
therefore absorb approx. 30 % to 50 %
more energy in the characteristic curve,
without hitting the end stop. Figure 17
shows the end of a start-up procedure, in
which high clutch torque results in the
damper striking the end stop.
The higher torque capacity of the HC
spring is achieved by an increased distance
between the coils and largely absorbs the
high clutch torque. Wire thickness is kept approximately the same, so that the stress exerted on the springs by engine torque, and
thus the service life, remains unchanged. As
the distance between the coils increases as
a consequence of the concept, fewer coils
can be accommodated in the same space.
The nominal spring rate therefore increases
slightly. This affects starting behaviour to a
small extent, but not drive characteristics.
This is because the rear coils are disabled in
drive mode as a result of the friction caused
by centrifugal force. The shortened spring
consequently has absolutely no effect on reducing the number of active coils.
Fatigue strength is not an issue for small
impacts as impacts are relatively rare
typically fewer than 1,000 load cycles over
the vehicles service life. The determined

service life for small impacts is more than an

order of magnitude greater. However, if
higher impacts does happen to act on the
HC spring despite its capability of absorbing energy, flattened coils can absorb the
difference without serious crushing. LuK
has used flattened coils successfully on
standard springs for quite some time now.
As HC springs have a significantly higher
torque capacity than standard springs, set
HC springs can still safely absorb the engine torque. Overall, HC springs yield huge
benefits for the DMF in terms of robustness
without compromising torsion isolation.

Summary
The evolution of the centrifugal pendulumtype absorber in conjunction with overall
damper tuning improved the isolation
achieved by DMFs to such an extent that it
can also cope with higher engine torques
and cover todays three-cylinder and even
twin-cylinder engines . Furthermore, they
still have further potential, as regard to isolation, for dealing with the expected further

Speed in 10 rpm DMF torsion angle in

Spring rate only slightly higher

Figure 16

DMF torsion angle

HC-Spring

DMF torsion angle

Standard production spring

Same level of insulation

80

Max. DMF torsion angle = 73

Max. DMF torsion angle = 63

40
0
-40
-80
2.0
1.0
0.0
-1.0.

No striking

n = 574 rpm
0.0

0.1
Engine

Figure 17

0.2
Time in s
Transmission

0.3

0.4

0.0

0.1

0.2
Time in s

0.3

0.4

Secondary

Influence of the HC spring when driving off

increase of engine torque from idle speed

upwards. However, close interaction between powertrain design and damper concept is absolutely essential if this potential is
to be achieved.
Locating the centrifugal pendulum-type
absorber on the clutch disc succeeded in
providing a long-awaited solution halfway
between a simply damped clutch disc and a
DMF. For trucks, arranging the CPA on the
single mass flywheel also leads to reduced
strain on the gearbox and the belt drive. Impact situations can be managed through
early optimisation of the engine control unit
and the use of HIgh Capacity springs. No
additional protective measures must then
be implemented in the DMF; the system
comprising DMF and centrifugal pendulum-

type absorber can be designed specifically

for maximum isolation.

Literature
[1] Kroll, J.; Kooy, A.; Seebacher, R.: Land in
sight? 9th Schaeffler Symposium, 2010,
[2] Kooy, A.; Gillmann, A.; Jaeckel, J.; Bosse, M.: DMF
Nothing new? 7th LuK Symposium, 2002
[3] Reik, W.: Torsional vibration isolation in the
powertrain. 4th LuK Symposium, 1990
[4] Schneider, M. et al.: The Clutch Comfort Portfolio: From a suppliers product to an equipment
criterion. 10th Schaeffler Symposium, 2014