KR20010007325A - A dual mass damping flywheel for a motor vehicle - Google Patents

Abstract

PURPOSE: A double mass damping flywheel for an automobile is provided to reduce noise generated in a gear box by damping a torsion vibration generated from an engine during the operation of automobile at a lower speed. CONSTITUTION: The double mass damping flywheel for an automobile includes two flywheel elements, elastic means for coupling the two flywheel elements with each other and damping means. The elastic means comprises springs(3,3') including continuous multiple rotation members and half perimeter portions. The half perimeter portions are radially offsetting and are spaced from each other a gap in which two thrust members(13;21,21') protruding from flywheel(1) disposed in parallel with the axis. The multiple rotation members extend through pluralities of retaining collar(41b,42b,43b,41',42',43'). Collars(41b,42b,43b) disposed across the member(3) are coupled with collars(41b',42b',43b') disposed across the other member(3') by means of spacer rings(41,42,43).

Description

Dual Mass Damping Flywheels for Automobiles {A DUAL MASS DAMPING FLYWHEEL FOR A MOTOR VEHICLE}

The present invention simply relates to a dual mass damping flywheel for an automobile, and more particularly, to rotate about the crankshaft axis of the engine of the automobile to transmit to the clutch device absorbing the torsional vibration from the engine, Torque delivered for engaging the flywheel element with two flywheel elements consisting of a main element fastened on the end and rotated together and a second element fixed on the motorized input member to be rotated together. A coupling means consisting of an elastic means circumferentially acting on the action of the damping means and a damping means gripping against each other by means of a stack of friction crowns centered on the axis of the flywheel and axially actuated by spring means. Includes; The crown is subjected to relative angular displacement in response to the angular displacement between the flywheel elements, the resilient means consisting of two groups of springs continuously arranged in a toroidal housing centered on the axis of the flywheel, the thrust member being It relates to a double mass damping flywheel, in which the transmitted torque is arranged to be supported towards opposite ends of a group of springs to press them when they displace the elements from each other in rotation.

Such a device particularly damps the torsional vibrations generated from the engine during low speed operation, as a result mainly reducing noise, especially in the gearbox.

In order to benefit from the damping effect before, the attachment means provide a large orthogonal displacement. At present, the resilient means are long helical springs which are often bent in advance so that they can be displaced in the toroidal housing. Due to the rotational speed of the engine and its nearly semi-circular form, when centrifugal forces are applied that can reach a significant value, these springs are pushed towards the outer periphery of their toroidal housing to stop the displacement from occurring. Therefore, it is necessary to provide a high wear liner between the spring and the periphery of the toroidal housing and to at least partially fill the toroidal housing with grease so that the displacement between the flywheel elements is not hindered by the action of centrifugal force, this technique Is disclosed in FR-A-2 601 104. However, this solution is cumbersome because it is undesirable to fill the grease into the clutch device.

U. S. Patent No. 4,484, 898 has been proposed to allow circumferentially arranged spring groups to operate in series through so-called phase rings; This is a relatively complex device and the second element has an ear for positioning the springs and prevents the centrifugal forces from holding them against the periphery of the toroidal housing, even if the individual springs are short, and the flywheels described above operate in series. It has three groups of three springs.

FR-A-2 741 928 discloses a dual mass damping flywheel of the type comprising a primary flywheel suitable for coupling to a crankshaft of a vehicle engine and a second flywheel suitable for receiving a clutch device. A circumferentially actuated torsion damper means is disposed dynamically between the primary flywheel and the second flywheel, the damping means comprising elastic means combined with friction means, the elastic means operating in series through a phase ring. It consists of at least one group of springs, the engaging surface and the positioning surface is provided for the spring, characterized in that the engaging surface and the positioning surface is a fixing element of the phase ring.

Because of the circumferential size of the engagement and positioning elements inserted between the individual springs and because of the too many springs, such devices tend to reduce the overall angle of possible displacement and phase to ensure that the ring remains centered. Interference between the ring and the hub of the primary flywheel is exerted by the centrifugal force exerted on the engagement and positioning member, which needs to be treated with a suitable mating surface to have a reduced frictional effect, so that the rotational speed of the second flywheel does not change too much. There is only a slight damping effect of the displacement between the first and second flywheels.

These dual mass flywheels do not have the preferred direction of rotation so that the torque delivered to them is effectively maintained when the drive that drives the engine is reversed (engine brake).

In order to overcome the shortcomings of the prior art dual mass damping flywheel as described above, the present invention transmits the rotation about the crankshaft axis of the engine of the automobile to the clutch device while absorbing the torsional vibration from the engine, and the crankshaft Two flywheel elements consisting of a main element which is fastened together and rotated together on an end of the second element, which is fixed on the motor input member and which is to be rotated together, for coupling the flywheel element while allowing angular displacement. Damping means clamped against each other by a coupling means consisting of an elastic means circumferentially acting on the action of torque and a spring means acting axially, consisting of a stack of friction crowns centered on the axis of the flywheel. It includes; The crown is subjected to relative angular displacement in response to the angular displacement between the flywheel elements, and the resilient means consists of two groups of springs continuously arranged in a toroidal housing centered on the livestock of the flywheel, the thrust member being A double mass damping flywheel, wherein the delivered torque is arranged to be supported toward opposite ends of a group of springs to press them when they displace the elements from each other in rotation,

Each group of springs is reduced in semicircumference by a continuous multiturn structure occupied in the absence of transmission torque and a gap loaded with two thrust members each projecting from each flywheel element radially offset and parallel to livestock. Wherein each of these structures extends through a plurality of retaining collars disposed substantially equidistantly, wherein each collar traversing the structure is radially coupled to a collar through which other structures pass by spacer rings. It provides a dual mass damping flywheel for automobiles.

First of all, the spring structure used is particularly simple, the allowable displacement width is actually limited only by the inherent performance of the spring to press to occupy almost half of the circumference when positioned, and secondly retaining collars in pairs at diameter points on the spacer ring. Fastening eliminates the generation of centrifugal forces exerted on the spring structure and retaining collar in the region where these structures extend through the collar. In this way, in particular all friction influences which are a function of the rotational speed of the flywheel are eliminated.

Preferably, the multiturning structure comprises two helices having a common circular axis, one of which is on the right side and the other on the left side, and one of these helices is loaded concentrically within the other helix. do.

This conventional arrangement allows two springs of different thickness to be used in parallel without turning between one turn of the helix and the other.

The convenient number of spacing rings in each set of springs is three, which is a good compromise between maintaining the spring shape and the allowable displacement width.

Preferably, the spacer ring has two lugs projecting in the radial direction from the outer circumference, the lugs comprising a region for engaging the retaining region at its end.

Thus, at least some lugs of the spacer ring include a double bend between the spacer and the fastening area, the double bend defining the parallel cavity plane of the fastening area as an offset relative to the general plane of the spacer, The offset is at least equal to the thickness of one spacer. Thus, the spacers can be stacked, and the planes bisecting the fastening areas are taken together jointly and coincide with the planes of the circular axis of the group of springs.

Preferably, the collar comprises a pad bonded to slide on a rotating surface about an axis of the flywheel, the rotating surface being part of two respective flywheel elements, defining an annular housing for the group of springs in the transverse direction. .

The combination of the sliding pad and the rotating surface allows the annular spacer to be centered about the axis of the flywheel, thereby ensuring the equilibrium of the centrifugal force exerted on the spacer.

One of the rotating surfaces is cylindrical, of the primary flywheel element, and constitutes the outer periphery of the annular housing.

In a preferred apparatus, the retaining collar includes an inner radially projecting lug that is coupled between two turns of the structure, the lug extending across the structure. This arrangement ensures that the collar is held constant on the same turn and maintains a relatively constant spacing in the case of modifications to the extent that the spring is compressed.

In addition, an annular spacer similar to the friction damping crown can be used to prevent the use of a separate friction crown.

In a conventional method, two ends of each group of springs comprise end caps arranged to be supported on a thrust member protruding from two flywheel elements. Preferably, in the absence of any delivered torque, the end cap is supported on a thrust member protruding from one of the elements of the flywheel, while the thrust member protruding from the other element can be displaced between the end caps. In small displacements, the spring cap end is supported in each gap on the thrust member protruding from the first element, and the second element does not compress the spring unless a thrust element protruding from the second element is not supported on the end cap. It may be constantly offset relative to the first element.

Preferably, the thrust bearings supported on the end caps in the absence of torque transmitted are protruding from the main flywheel element, in particular facilitating assembly.

In one embodiment of the invention, the end cap defines a convex element that is oriented toward the gap and protrudes in a plane perpendicular to the axis of the flywheel, the face having a keyway parallel to the axis, the keyway If there is no torque transmitted therein, the tenon formed in the member protruding from the flywheel element, which is also supported by the first flywheel element, is supported on the end cap, and the thrust member protruding from the second element is connected to the protruding element at each end cap. Complementary seating and openings following the circular axis of the annular seating providing passageway for the trust member protruding from the first element.

Such a device can be constructed by opposing the centrifugal force by engagement of the tenon of the thrust element protruding from the first element in the keyway facing it or by the engagement of the protruding element in the complementary seating formed in the thrust member protruding from the second element. This trust member, which ensures radial retention of the cap, permits the passage of a thrust member protruding into the opening from the first element by a constant offset of the second element such that it contacts the end cap when the tenon is separated from the keyway. do.

According to another device of the present invention, the end cap is held in a retaining brace that is joined together radially upward by a spacer ring. The retaining brace allows the end of the spring to perform the same function that the retaining collar performs to the end of the spring.

The retaining bracelet may have a liner that is at least supported on at least one toroidal seating face.

At least one end of the spring of each structure is preferably bent in an arc outside a set of turns, and the end cap preferably has a passage formed for the bent end such that the end is displaced and joined to the end cavity.

The features and advantages of the present invention can be better understood from the following description which is described with reference to the accompanying drawings.

1 is a cross-sectional view taken along the plane I-I of FIG. 2, illustrating a double mass damping flywheel according to the invention, FIG.

2 is a cross-sectional view taken along the line II-II of FIG. 1,

3 is a plan view of the spacer ring of the dual mass damping flywheel of FIGS. 1 and 2;

4 is a partial view of FIG. 1 when the angular displacement between the flywheel elements is maximum;

5a and 5b show a spacer ring centering pad looking in two directions and shown in partial cross section,

6A, 6B and 6C are longitudinal cross-sectional, front and back views of the spring end cap, respectively;

7A and 7B are a plan view and a cross-sectional view taken along the line VII-VII of the stack of spacer rings, respectively;

8 is a cross-sectional view of another variant of the flywheel of FIG. 1 taken along plane VIII-VIII of FIG. 9;

9 is a cross-sectional view taken along the line IX-IX of FIG. 8, FIG.

10A and 10B are views similar to those of FIGS. 5A and 5B, illustrating the pads of the flywheel of FIGS. 8 and 9;

11 is a detailed view of a second configuration of a double mass damping flywheel in accordance with the present invention;

12 is a cross-sectional view of the flywheel of FIG. 11 similar to FIGS. 2 and 9;

FIG. 13 is a view similar to that of FIG. 11 but with a cross-sectional view offset in the angular direction, showing another modification of the flywheel of FIG.

14A, 14B, 14C and 14D show another configuration for fixing the retaining collar on the centering pad.

Explanation of symbols for the main parts of the drawings

1: first flywheel element 2: second flywheel element

3, 3 ': elastic means 5: damping means

10: radial plate 11: crown

14: Sleeve 13, 13 ', 21, 21': Trust member

30, 31, 30 ', 31': spring 32, 32 ', 32 ", 32"': end cap

41, 42, 43: spacer ring 50: crown

In the preferred embodiment shown in Figs. 1 and 2, the dual mass flywheel according to the invention is mounted on the end flange of the engine crankshaft of the motor vehicle (from the left side of Fig. 2) and also the radial plate 10 of the press-formed metal plate. And an assembled first flywheel 1 having The radial plate 10 depicts a shape rotated about the entire axis (x-x '), the outer periphery of which is formed with a flange 12, which is connected to the axis (x-x'). Parallel A bore 10a is formed in the center of the plate 10 and centered with respect to the crankshaft flange. The sleeve 14 along the bore 10a is riveted onto the plate 10 and the sleeve 14 has a hole for the bolt to fix it on the crankshaft flange. Around the flange 12 a crown 11 with a set of external teeth for starting the engine is welded. This crown provides significant moments of inertia due to its mass and relatively large diameter in addition to the starting function.

On the flange 14 of the first flywheel element, it is pivotally mounted via an L-shaped bearing sleeve 15 of low friction material interposed with the assembled second flywheel element 2. The flat annular plate 16 is seamed on the sleeve end of the first flywheel element 1 to axially retain the second element on the first element. The annular surface 20 of the second element 2 on the opposite side of the first element 1 is flat and perpendicular to the representative total axis x-x 'of the flywheel, which is typically the input side of the transmission of the motor vehicle. It is arranged to act as a reaction plate of the clutch mechanism for. The first flywheel element 1 and the second flywheel element 2 are joined to each other with limited angular displacement by a coupling means 2 composed of elastic means 3, 3 ′ and damping means 5. The elastic means 3, 3 ′ act circumferentially against the action of the torque transmitted from the engine to the transmission. These are circular and centered about the entire axis (x-x ') and the thickness of the second element 2 on the plate 10 of the first element 1 and on the opposite side of the flange 12 and the face 20. Is disposed around the hub 24 in the toroidal housing 6 defined by the reduced portion. As can be seen from FIGS. 1 and 2, the resilient means consists of two consecutive multiple wound structures 3, 3 ′, which are each made of two helical springs 30, 31 and 30 ′, 31 ′. One of these helical springs is on the right and the other on the left, one of which is concentrically inserted in the other. It can be seen that this configuration allows the rigidity of the spring structure to be controlled and also prevents the winding of the inner spring from being caught between the windings of the outer spring.

These structures 3, 3 ′ have their ends covered by end caps 32, 32 ″ for the structure 3 and end caps 32 ′, 32 ′ ′ for the structure 3 ′. In the position shown in FIG. 1 where no torque is transmitted, the caps 32, 32 ″ are adjacent to the thrust member 13 protruding from the first flywheel element 1 into the toroidal housing 6 and the cap ( 32 ', 32 "' are adjacent to the thrust member 13 'protruding from the first element 1. These trust members 13, 13 ′ are formed of cylindrical arcs and are leafs located on the circular axes of the springs 30, 31, 30 ′, 31 ′. In contrast, when a torque equal to the maximum torque as shown in FIG. 4 is transmitted, the angular displacement of the second element relative to the first element 1 is the thrust member 21, 21 ′ protruding from the second element 2. ) Contacts the end caps 32, 32 ′ to compress the spring structures 3, 3 ′. The trust members 21, 21 ′ are in two parts, with convex end caps 32, 32 ′ coupled between them, these members protruding from the first element 1. Is radially offset relative to Thus, it can cross the trust members 21, 21 ′. If the thrust members 21, 21 ′ do not pressurize the end caps 32, 32 ′ and there is no elastic response torque, there is an arc of initial small displacement, which is the engine torque when driving slowly and when the transmission is disconnected. Helps absorb

The total displacement between the flywheel elements is set to ± 70 °, of which ± 14 ° is the displacement without elastic return.

In the form of a substantially semicircular (about 72 °) spring structure, there is little resistance to centrifugal force when the flywheel rotates about its axis, while the centrifugal force is significant due to the current engine rotation speed. In order to prevent the spring structures 3, 3 ′ from being pressed against and restrained against the flange 12 by the influence of these centrifugal forces, the structures are also arranged around each of the structures 3, 3 ′ and at almost regular angular intervals. Three retaining collars 41b, 42b, 43b for (3) and three retaining collars 41'b, 42'b, 43'b for the structure 3 'are arranged. As can be seen in more detail with respect to the collars 42b and 42'b of FIG. 3, the collar acts on the structures 3, 3 ′ and on the retaining collars 42b, 42 ′ b and the spacer ring 42. Secured to lugs 42a and 42'a protruding from the periphery of spacer ring 42 so that the transmitted centrifugal force is balanced. The same is true for the set of elements 41, 41b, 41'b and 43, 43b, 43'b.

Since the balance of forces assumes that the spacer ring is exactly centered about the entire axis (x-x ') of the flywheel, the collars 41b, 42b, 43b, 41'b, 42'b, 43'b are respectively Pads 41c, 42c, 43, 41'c, 42'c, 43'c, which pads span the spring structures 3, 3 'such that the flange 12 of the first flywheel element 1 It is arranged to slide on the inner side of the. 5A and 5B more clearly show the form of these pads 41 to 43'c, illustrated as pads 42 having small holes 42d for passage of corresponding collars 42. Of course, these pads are made of low friction molding materials.

Retention of the structures 3, 3 ′ against centrifugal forces also means that the thrust members protrude from the end caps 32, 32 ′, 32 ″, 32 ″ ′ and the first flywheel element 1 with respect to the ends of these structures. Complementary forms (13, 13 ') and end caps (21, 21') protruding from the second element. 6A, 6B and 6C show the details of the end cap 32 in detail, the other end cap being the same. This end cap 32 has a convex front face 32a arranged to lie in the thrust member 21 and thus holds it against centrifugal forces. Also in this plane is formed a keyway 32b parallel to the entire axis x-x 'and extending radially on the circular axes of the spring structures 3 and 3', in which the first flywheel ( Tenons at the ends of the thrust member 13 protruding from 1) are engaged to prevent radial movement of the end caps. The rear face of the end cap 32 has a recess 32c to which the ends of the springs 30 and 31 are engaged. This rear face extends by a lip 32d which acts as a pad which engages on the flange 12 of the first flywheel element 1.

With reference to FIGS. 7A and 7B, a stack of spacer rings 41, 42, 43 is shown schematically, with the spacer 42 in the middle of the stack having lugs 42a, 42 for securing the retaining collar. Although flat with 'a', lugs 41a and 41'a of spacer 41 and lugs 43a and 43'a of spacer 43 are offset by two successive reverse bendings to rivet areas of the collar. Lies in the plane of the intermediate spacer 42, which is the plane where centrifugal forces are exerted on the spring structures 3, 3 '.

The friction damping means 5 is arranged parallel to the elastic means 3, 3 ′ and between the first flywheel element 1 and the second element 2. These means consist of two crowns 50 of friction material held between the plate 10 and a rigid crown 51 which is secured to the second flywheel element by a projection 25 of the hub 24 of the second element. A stack of constructed crowns. Dish ring 52 provides the required grip of the crown stack.

The characteristics of the torsional vibration filter composed of a double flywheel are characterized by the rotational inertia of the first flywheel element 1 and the second flywheel element 2, the rigidity of the elastic means 3, 3 ′, and the damping due to the means 5. Determined by the combination of torques.

The variant of the double mass damping flywheel shown in FIGS. 8 to 10b differs from the above only in terms of the construction of the centering pad, the spacer ring and the damping means. Therefore, hereinafter, only these differences will be described, and the reference numerals of the above-described elements are added to the reference numerals.

The stacked spacer rings 141, 142, 143 constitute the friction crown of the damping means 105 and are held between the two crowns 150, 150 ′ of the friction material, one of which 150 of the first flywheel element The radial plate 110 is pressed and the other 150 'presses the crown 153 on which the dish ring 152 exerts a tightening force. The assembled damping means 105 is fitted in an annular groove 154 attached to the radial plate 112 by welding.

The centering pad 142c also penetrates between two adjacent turns of the outer spring 130, including a pad 142e projecting inward from the center in the form of a circular segment. This configuration ensures that the pad 142c has an immovable relative angular position on the spring structure.

Thus, assuming the direction of the angular displacement corresponding to that shown in FIG. 4 and taking the first flywheel element as the origin of the displacement and the angular displacement of the second element above it being α, the spacer ring 141 has a displacement of ¾α. The spacer 142 has a displacement of ½α and the spacer 143 has a displacement of (1/4) α, the displacement factor of the spacers 141, 143 is opposite to the displacement direction of the second flywheel element, Respectively (1/4) α and (3/4) α. Assuming that the crown 154 is actually rotatable with the first flywheel element 1, the frictional effect of the damper 105 and the damping coefficient of the flywheel do not change regardless of the direction of displacement. In addition, during displacement of the thrust members 121, 121 'between the respective end caps 132, 132 "' and 132 ', 132" in which the spring structure is not compressed, there is no elastic return torque and friction damping.

The double mass damping flywheel shown in FIGS. 11-13 has a reference numeral 200 added to the reference number of the element corresponding to the flywheel described with reference to FIGS. 1 to 4 and protrudes from the second flywheel element 201. In terms of the configuration of the thrust members 221 to 221 " 'and the end caps 232 to 232 "', they are different from the flywheel of Figs.

FIG. 11 is limited to the ends of the spring structures 203 and 203 ′, which are the thrust members 213 protruding from the first element 201 and the thrust members 221a and 222b protruding from the second element 202. Against both sides. The trust member 213 is similar to the member 13 of FIGS. 2 and 3, and when no torque is transmitted, presses the end cap 232 of the structures 203, 232 ″ ′ of the structure 203 ′. The thrust members 221a, 22 mu protruding from the second flywheel element 202 have a similar shape as the member 213 and are arranged radially symmetric with respect to the thrust member, but they are very small as in the preceding configuration. The perimeter is short so as to form a gap without return torque for displacement. The end caps 232 and 232 "have a flat engagement surface to which the thrust member presses. These are coupled through the grooves in the retention bracelet 244b for the end cap 232 and the retention bracelet 245 "b for the end cap 232" '(end caps 232', 232 "). ) And bracelets 244'b, 245'b are not shown here.] These retaining bracelets are separate spacer rings 244, 245 (similar to spacer rings 241-243 on which retaining collars are fixed). It is fixed to each other in pairs 244b, 244'b and 245b, 245'b in diametrically opposed positions of the bed, but spacer rings 241 to 245 are thin plates to have sufficient flexibility for deformation. And the collar and retaining bracelets are retained in a common axis perpendicular to the entire axis and passing through the circular axis of the spring structure.The assembly of spacer rings 241 to 245 is formed by a second friction ring flange 246. It is centered with respect to the hub 224 of the flywheel element 202. The ring is for example for easy engagement. To be produced in several parts.

The shortest windings of the outer springs 230, 230 ′ of the structures 203, 203 ′ are bent outwardly into arcs 230a, 230 ″ a (and 230 ′, 230 ′ ′ a, not shown) to end caps ( Extending through the passage 232a in 232-232 "', these end caps are secured to the ends of the springs 230, 230'.

The balancing of the end caps and the retention of the bracelets by spacer rings that couple the bracelets together can be done more precisely by securing the low friction centering liner to the bracelets in a manner similar to the centering pad of the retaining collar described above.

Figures 14A-14D frankly need no explanation, either a single piece (Figs. 14A and 14B) or two pieces of retaining collar on the centering pad by riveting or spot welding to secure the retaining collar on the spacer ring. 14c and FIG. 14d) show various methods of mounting.

The invention is, of course, not limited to the examples described but includes all practical variations within the scope of the claims.

According to the dual mass damping flywheel of the present invention, the spring structure used is particularly simple and the allowable displacement width is actually limited only by the inherent performance of the spring to press to occupy almost half the circumference when it is located, and secondly on the spacer ring Fastening the retaining collars in pairs at the point of diameter has the effect that the centrifugal forces exerted on the spring structures and retaining collars are removed in areas where these structures extend through the collars, in particular all frictional effects as a function of the rotational speed of the flywheel. This also has the effect of being removed.

Claims (16)

A dual mass damping flywheel for automobiles that transmits rotation about the crankshaft axis (X-X ') of an automobile's engine to a clutch device, absorbing torsional vibrations from the engine, and fastened together on the end of the crankshaft. Two flywheel elements consisting of a main element 1 to be rotated and a second element 2 fixed on the motorized input member and to be rotated together, and a torque delivered for engaging the flywheel element while allowing angular displacement Coupling means consisting of elastic means (3, 3 ') circumferentially acting on the action of the spring means (52) consisting of a stack of friction crowns centered on the axis of the flywheel Damping means 5 gripped relative to one another by means of; The crown is subjected to relative angular displacement in response to the angular displacement between the flywheel elements 1, 2, the elastic means being of two groups continuously arranged in the toroidal housing 6 centered on the livestock of the flywheel. Springs 3, 3 ′, and the thrust members 13, 13 ′; 21, 21 ′ are springs 3 such that the transmitted torque forces them as they displace the elements 1, 2 from each other upon rotation. A double mass damping flywheel, arranged to be supported toward opposite ends of a group of 3 ') Each group of springs 3, 3 ′ is a continuous multiturn structure occupying in the absence of transmission torque, and from each flywheel element 1, 2 radially offset and parallel to the axis X-X ′. The two protruding trust members 13, 13 '; 21, 21' consist of a semi-circumference reduced by the gaps loaded, each of which has a plurality of retaining collars 41b disposed substantially equidistantly. To 43b, 41'b to 43'b, each collar 41b to 43b traversing the structure 3 is a collar through which the other structure 3 'passes by the spacer rings 41 to 43. (41'b to 43'b) characterized in that coupled to the radial direction Dual mass damping flywheel for automotive. The method of claim 1, The multirotating structure comprises two helices 30, 31; 30 ', 31' with a common circular livestock, one helix on the right and the other on the left, one helix 31, 31 'are loaded concentrically within the other helix 30, 30, Dual mass damping flywheel for automotive. The method according to claim 1 or 2, A double mass damping flywheel for a vehicle, characterized in that the number of retaining collars (41b to 43b, 41'b to 43'b) is three. The method according to any one of claims 1 to 3, The spacer rings 41 and 43 have two lugs 41a, 41'a to 43a and 43'a which protrude radially from the outer circumference, the lugs for fastening the retaining area at their ends. Comprising an area Dual mass damping flywheel for automotive. The method of claim 4, wherein At least some lugs 41a, 41'a to 43a, 43'a of the spacer rings 41, 43 include a double bend between the spacer and the fastening area, the double bend of the fastening area being Define a parallel cavity plane as an offset with respect to the general plane of the spacer, said offset being at least equal to the thickness of one spacer Dual mass damping flywheel for automotive. The method according to any one of claims 1 to 5, Pads 41c to 43c bonded to the collars 41b to 43b and 41'b to 43'b to slide on the rotational surfaces 11 and 25 about the flywheel axis X-X '; To 43'c), said rotating surface being part of each of the two flywheel elements 1, 2, characterized in that it defines the annular housing for the group of springs 3, 3 'in the transverse direction. Dual mass damping flywheel for automotive. The method of claim 6, One of the rotating surfaces 12 is cylindrical, of the main flywheel element 1, characterized in that it constitutes the outer periphery of the annular housing 6. Dual mass damping flywheel for automotive. The method according to claim 6 or 7, The pads 141c to 143c and 141'c to 143'c have lugs 141e to 143e and 141'e to 143'e which protrude radially inwardly, the lugs having the structure 3 through which they pass. 3 ') coupled between two turns Dual mass damping flywheel for automotive. The method of claim 8, The spacer rings 141 to 143 constitute a friction crown of the damping means 105. Dual mass damping flywheel for automotive. The method according to any one of claims 1 to 9, The two ends of each group of springs 3, 3 ′ are end caps 30 to 30 ″ 'arranged to be supported on a trust member 13, 31; 13 ′, 21 ′ protruding from two flywheel elements. It characterized by having Dual mass damping flywheel for automotive. The method of claim 10, In the absence of all transmission torques, in each group of springs 3, 3 ′ the end caps 32, 32 ′ ′ are positioned on the thrust members 13, 13 ′ protruding from one of the elements of the flywheel. On the other hand, characterized in that the thrust members 21, 21 'protruding from the other element 2 are displaced between the end caps 30-30 "'. Dual mass damping flywheel for automobiles. The method of claim 11, The thrust members 13, 13 ′ supported on the end caps 32 to 32 ″ ′ in the absence of torque transmitted are characterized in that they protrude from the main flywheel element 1. Dual mass damping flywheel for automobiles. The method of claim 12, The end caps 32-32 "'have faces 32a-32"' a which are oriented toward the gap and define convex protrusions in a plane perpendicular to the axis X-X 'of the flywheel, said face Inside there are keyways 32b to 32 "'b parallel to the axis, with the tenon formed in the thrust members 13 and 13' projecting from the main element 1 in the axis projecting along the circular axis of the housing. On the other hand, the thrust members 21, 21 'protruding from the second flywheel are complementary housings 32c, 32 "of the projections 32a-32"' a toward each end cap 32-32 "'. 'c) and an opening along the circular axis of the annular housing, allowing the thrust members 13, 13' projecting from the main element 1 to pass therethrough. Dual mass damping flywheel for automotive. The method according to any one of claims 10 to 12, The end caps 232-232 "'are embedded in retaining braces 244a, 244'a; 245a, 245'a, which are joined together in a radial direction together by spacer rings 244,245. By Dual mass damping flywheel for automotive. The method of claim 14, The bracelets 244a, 244'a; 245a, 245'a having a centering liner supported on at least one side of the toroidal housing 212 Dual mass damping flywheel for automotive. The method according to claim 14 or 15, At least one end of the springs 230, 230 ′ of each structure is bent in arcs 230a-230 ′ 'a outside a set of turns, and end caps 232-232 ″ have ends up to the end cavity. And passages 232a to 232 "'a formed for said bent ends to be displaced and engaged. Dual mass damping flywheel for automotive.