Abstract: A torsional vibration damper or torsional tuned mass damper having a rotating system having a primary mass, which is arranged, or preferably fixable for conjoint rotation on a rotatable shaft, such as a crankshaft of a motor, for example, in particular an internal combustion engine, and having a secondary mass, which is movable relative to the primary mass. An assembly for vibration dampening and/or tuned vibration dampening of the relative motion between the primary mass and the secondary mass is formed in part outside of the rotating system of the torsional vibration damper or torsional tuned mass damper.

Abstract: A pendulum damping device including a support that rotates about an axis, at least one pendulum body and at least one rolling member guiding the movement of the pendulum body relative to the support, the rolling member engaging with at least one rolling track rigidly connected to the support and with at least one rolling track rigidly connected to the pendulum body. The rolling member includes a first part defining a first axial end, a second part defining a second axial end, and a resilient element arranged in the rolling member so as to axially separate these two parts so that the rolling member exerts an axial clamping force on one of the pendulum body and the support during the movement of the pendulum body relative to the support.

Abstract: A variable stiffness actuator comprises a flexure plate which comprises a first cantilevered beam that extends inwards from an outer periphery of the flexure plate. A housing and the flexure plate rotatable about a common joint axis. A first contactor is pivotably secured at a revolute joint to the housing. The first contactor rotates about the revolute joint at a first rotation axis. The first rotation axis offset on the housing from the joint axis. The first contactor engages the first cantilevered beam at a variable angle about the rotation axis to adjust a stiffness of a mechanical connection between the flexure plate and the housing.

Abstract: A pendulum vibration damper in which a retainer is prevented from being moved or tilted in an axial direction. In the pendulum vibration damper, a restriction member formed on any one of the retainer and an inner face of the casing to be brought into contact to the other one of the retainer and the inner face of the casing when the retainer is moved or tilted in an axial direction of the rotary disc. A clearance between the casing and the rolling mass in the axial direction is shorter than a thickness of the retainer in the axial direction.

Abstract: A torque converter is provided. The torque converter includes an axially movable turbine piston and a damper assembly fixed to the turbine piston. The damper assembly includes a first cover plate, a second cover plate, a plurality of fasteners fixing the first cover plate and the second cover plate together such that the second cover plate is spaced from the first cover plate, a first drive flange axially between the first and second cover plates, a second drive flange axially between the first and second cover plates and an elastic element axially between the first and second cover plates. The first cover plate, the second cover plate, the second flange, the fasteners and the elastic element are axially movable with the piston turbine independently of the drive flange.

Abstract: The dual mass flywheel comprises a spring assembly (4; 104; 112; 128; 129), if necessary, with two stages of which one can include a spiral spring. Furthermore, the dual mass flywheel comprises a friction damping system (111) that applies torque independently of the rotational speed of the flywheel.

Abstract: A product may include a power source and a power transmission system. A coupling may be connected between the power source and the power transmission system. An engagement mechanism in the coupling may selectively provide a connection between the power source and the power transmission system. A damper may be included in the engagement mechanism through which the connection may be communicated. The damper may comprise a number of coils and may have a first end connected to the power source through the engagement mechanism and may have a second end connected to the power transmission system.

Abstract: A fixation structure for a selectable one-way clutch is provided. The fixation structure comprises: a stationary member in which the pocket plate is held coaxially; a projection formed on the pocket plate protruding radially outwardly; a spline groove formed in the stationary member to which the projection is inserted while keeping a predetermined clearance in a circumferential direction; and an elastic member that is interposed between the projection and the spline groove to push the projection in a direction that the strut held in an upper side of the pocket is moved toward the notch.

Abstract: A power generator unit includes a crankshaft-connecting unit and a power supply unit adapted to be arranged substantially in a left-right direction in which a crankshaft of a vehicle extends. The crankshaft-connecting unit includes a recharge generator adapted to be disposed on and actuated by the crankshaft, and a transmission shaft adapted to extend in parallel with and be driven rotatably by the crankshaft. The power supply unit includes a main shaft connected coaxially to the transmission shaft, and a supply generator connected to the main shaft and actuated by the main shaft. A portion of the transmission shaft is covered by the power supply unit.

Abstract: A clutch device, in particular a booster clutch device, including at least a clutch flange and a clutch hub, which are arranged coaxially to each other and are coupled with each other by means of a spring device having a multi-stage spring characteristic is provided. The clutch flange forms a plate basket to hold lamellae for a clutch. The clutch device shown and described here is less complex than corresponding clutch devices which are assumed to be known, functions of the plate basket and the torque sensor being combined. That makes fewer parts necessary, but they continue to have the same functions. The construction is less complex, assembly requires less effort, and the costs are reduced accordingly. The clutch device is flexibly adaptable to different requirements.

Abstract: The invention relates to an angular damping device (10) for a motor vehicle temporary wet coupling system which comprises: two radial guide washers (24) which are positioned axially one on each side of a web (12); at least two elastic members (38) with circumferential action which are circumferentially interposed in series between the web (12) and the guide washers (24); a phase member (42) which comprises at least one radial phase lug (48), the phase member (42) comprising two friction pads(48) which can parted axially against each of the guide washers (24); characterized in that each friction pad (48) comprises a retaining face (54) for retaining an elastic member (38) against the action of centrifugal force, the elastic member (38) being partially inserted between the two retaining faces (54) in the manner of a wedge.

Abstract: A torque fluctuation absorbing apparatus includes a first side plate, a second side plate, a lining plate disposed between the side plates, a connecting member that connects the side plates at a position that is radially inward relative to the lining plate, a pressure plate disposed between the second side plate and the lining plate, and an elastic member that biases the pressure plate toward the lining plate. The lining plate is slidably sandwiched between the first side plate and the pressure plate, and the first and second side plate each includes a reinforcing portion that includes a portion that is axially curved at a location that is radially outward relative to the connecting member.

Abstract: The invention relates to a clutch device, for example, a booster clutch device, including a first clutch element and a second clutch element, where a torsion spring device is provided coupling the first clutch element to the second clutch element, the torsion spring device having a multi-stage spring characteristic.

Abstract: A clutch and damper assembly for a torque converter includes a clutch piston with a piston friction surface for engaging the clutch and an outer sealing diameter, and a damper. The piston friction surface is disposed radially inward of the damper and the outer sealing diameter is disposed radially outward of the damper. In an example embodiment, the clutch piston includes an inner sealing diameter disposed radially inward of the piston friction surface. In some example embodiments, the damper includes a resilient element and a drive plate. The drive plate is drivingly engaged with the resilient element and frictionally engageable with the clutch piston.

Abstract: A clutch device is described comprising a first clutch element, a second clutch element that is disposed in a coaxial manner in relation to the first clutch element, a first engagement means, a second engagement provided for engaging with the first engagement in a positively interlocking manner for transmitting a torque between the first clutch element and the second clutch element, and a spring biasing the first engagement element and the second engagement element in a circumferential direction against each other. The spring comprises a leg spring with a ring part and two legs, wherein the ring part is disposed in a substantially coaxial relation to the first and second clutch parts and the legs extend in a radially outward direction.

Abstract: The present invention comprises a lash prevention spring of unique design having a plurality of spring legs shaped into an s-curve and an inner circumference formed into at least one spline. The invention also comprises a lash prevention assembly in which the disclosed lash spring is attached to a damper hub and is biased against the several teeth from a turbine hub that extend through the damper hub from its opposite side.

Abstract: A drive unit includes an internal combustion engine with a driven shaft, a transmission with an input shaft, and an electric machine arranged between the internal combustion engine and the transmission and comprising a stator and a rotor which can be coupled at least indirectly to the driven shaft of the internal combustion engine and to the transmission input shaft in order to transmit torque. The drive unit includes a clutch arranged in the torque transmission path between the internal combustion engine and the transmission. To facilitate the decoupling of rotational irregularities occurring in the drivetrain of the hybrid vehicle the drive unit has a first torsional damper and a second torsional damper, and at least the rotor of the electric machine is arranged within a torque transmission path formed between the torsional dampers.

Abstract: Torsionally elastic clutch with a primary part and a secondary part, which are connected with each other to transfer torque, with the elastic connecting member having a first attachment surface placed externally in the radial direction of the clutch, and a second attachment surface placed internally in the radial direction of the clutch, of which one is connected to transfer torque with the primary part and the other with the secondary part; and for generation of pre-stressing by compression, the two attachment surfaces are displaced relative to each other in the axial direction of the clutch vis-à-vis a non-pre-stressed state; with with a tensioning device, which maintains the relative displacement of the two attachment surfaces and thus the pre-stressing by compression.

Abstract: An arrangement of a disk spring (2) at a piston (1) of a shifting element (3) in which the fingers of the disk spring (2) protrude through crests in the housing (4) and abut against a sheet metal sleeve (5) which is held in the housing (4) of the shifting element (3). The disk spring (2) is configured as a closed ring and the outer diameter (7) of the disk spring (2) abuts against the piston (1) of the shifting element (3).

Abstract: A hydrodynamic torque converter comprises a pump wheel, a turbine wheel, and a stator, which combine to form a hydrodynamic circuit. The stator is centered with respect to an axis of rotation and has a freewheel hub so that it can be mounted on a freewheel, which hub is carried by a radially outer freewheel component and is connected by means of a transmission element part to a radially inner freewheel component with freedom of relative rotation. At least one first freewheel component has a damping device, which serves to reduce the ability of this freewheel component to rotate relative to the other, second freewheel component and which for this purpose can be brought into working connection with the second freewheel component.

Abstract: The invention is directed to a disk for the transmission of a torque in a torque transmission device of a motor vehicle. The disk has a radial inner area that can be connected to a first structural component part, a radial outer area that can be connected to a second structural component part, and a quantity of bore holes for the passage of fastening elements for connecting the radial outer area to the second structural component part. In the area between the radial inner area and the radial outer area, the disk has an offset that offsets the two areas relative to one another in axial direction. To employ a long-lasting rivet connection for fastening the disk in an economical manner, the invention incorporates at least one recess in the disk in the area of the offset.

Abstract: In a drive unit for a hybrid motor vehicle for coupling an internal combustion engine and/or a motor-generator to a transmission, wherein an input shaft of the drive unit is connected to the internal combustion engine and the motor-generator is connected to an output shaft of the drive unit and a clutch is arranged between the input shaft and the output shaft, the clutch is normally engaged and means are provided for opening the clutch depending on the speed of the output shaft and also a freewheeling coupling is arranged in the drive unit in parallel with the clutch for connecting the input shaft to the output shaft via the freewheeling coupling.

Abstract: A clutch disk for a friction clutch includes a friction lining carrier and at least one friction lining element, which is connected to the friction lining carrier for rotation in common with it, and which can shift in the circumferential direction relative to this carrier against the pretensioning effect of a restoring arrangement. The disk also includes a friction device, which generates a frictional force acting in opposition to the displacement of the friction lining element relative to the friction lining carrier.

Abstract: A driving plate for a multi-plate clutch system includes a plurality of external teeth adapted to be matingly engaged within corresponding internal teeth of a housing of the clutch system. The external teeth are disposed substantially equidistantly along the circumference of the driving plate. At least one tooth of the external teeth is disposed offset in the circumferential direction from adjacent external teeth.

Abstract: There is provided a planetary reduction gear 10 between a gas turbine 1 and a generator 5. The planetary reduction gear includes elastic deformation unit 12 on an output side, and for the elastic deformation unit, a strain energy within an elastic limit is set to be larger than a fluctuation torque energy of the generator of a momentary voltage drop time. The elastic deformation unit 12 includes an elastic member which elastically connects an output shaft 10a of the planetary reduction gear to an outer ring 10b. Thereby, when an excessive torque is generated in the generator by a momentary voltage drop, service interruption, and the like for a short time, it is possible to maintain the operation of a power generation facility, and secure a power supply of an important load, and an installation length is shortened and the facility can be downsized.

Abstract: A clutch disk for a friction clutch includes a friction lining carrier and at least one friction lining element, which is connected to the friction lining carrier for rotation in common with it, and which can shift in the circumferential direction relative to this carrier against the pretensioning effect of a restoring arrangement. The disk also includes a friction device, which generates a frictional force acting in opposition to the displacement of the friction lining element relative to the friction lining carrier.

Abstract: A clutch assembly (10) having an inner race (12), an outer race (14), and an engagement mechanism (16) disposed between the inner and outer races. The engagement mechanism (16) is operable to move between a disengaged position wherein the inner and outer races may freely rotate in one direction relative to one another and an engaged position wherein in the inner and outer races are locked so as to translate torque therebetween in the opposite rotational direction. The inner race (12) and outer race (14) may be defined by a plurality of plates (18, 22) and layers of elastomer (20, 24) that are disposed between adjacent plates in laminated fashion. The inner race and/or outer race may further include at least one bearing surface through which a force may be translated. The bearing surface is defined by a plurality of plates (70, 76) that are offset relative to an adjacent plate by a predetermined distance.

Abstract: A multiple clutch arrangement includes a drive member, first and second output members, a first clutch arrangement for selective activation of a first torque transmission path between the drive member and the first output member, and a second clutch arrangement for selective activation of a second torque transmission path between the drive member and the second output member. A torsional vibration damper arrangement is arranged in at least one of the first and second clutch arrangements in the associated torque transmission path.

Abstract: A torsional vibration damper for incorporation into the torque transmission path between two components or subassemblies, especially for a hydrodynamic coupling device, includes at least two disk-like damper members. Each damper member has a radially outward coupling region and a radially inward coupling region, and at least one deformation region extending between the radially outward coupling region and the radially inward coupling region. Each deformation region is elastically deformable at least in some areas to permit a relative circumferential movement between the radially outward coupling region and the radially inward coupling region.

Abstract: A vibration damping device for a motor vehicle drive system includes a base body rotatable about an axis of rotation and a deflection mass arrangement having at least one deflection mass and a deflection path associated with the at least one deflection mass. The at least one deflection mass is movable along the deflection path when the base body rotates about the axis of rotation. The deflection path defines a radial outer area of a movement space in the base body in which the at least one deflection mass is movable. The base body includes a carrier element in which the movement space is arranged and a first closure element connected with and constructed separately from the carrier element and arranged at a first axial side of the carrier element for closing the movement space in a first axial direction.

Abstract: Disclosed herein is an apparatus and system for isolating torsional vibrations in a driveline having a friction torque device and a ratio-change transmission. The friction torque device includes a driven member having radially extending projections for coupling the friction torque device to a shaft. The apparatus comprises a rotatably supported input shaft having a first end, a second end and an inner bore. A plurality of projections are disposed adjacent to the first end of the input shaft for engaging the radially extending projections of a driven member. The apparatus further comprises a torsion bar having a torsional spring rate, where the torsion bar is at least partially disposed within the bore of the input shaft. The torsion bar has a first end and a second end, the second end of the torsion bar is coupled to the input shaft.

Abstract: A vibration damping device for a drive system of a motor vehicle, includes a deflection mass arrangement arranged in a base body which is rotatable about an axis of rotation (A). The deflection mass arrangement includes at least one deflection mass and a deflection path associated with the at least one deflection mass and along which the deflection mass moves during rotation of the base body about the axis of rotation (A). The deflection path has a vertex area and deflection areas on both sides of the vertex area. The deflection areas have a decreasing distance from the axis of rotation (A) as they proceed from the vertex area toward their circumferential end areas. A positive rolling arrangement is arranged between the at least one deflection mass and the deflection path which generates a rolling movement of the at least one deflection mass during the movement of the at least one deflection mass along the associated deflection path and thereby prevents a sliding movement of the deflection mass.

Abstract: A clutch disk has a hub area with a rotational axis, the hub area carrying a friction lining assembly radially outside of the hub area. A damper mass assembly can move circumferentially around the rotational axis relative to the hub area and the friction lining assembly against the action of an elastic support assembly.

Abstract: A multiple clutch arrangement includes a drive member, first and second output members, a first clutch arrangement for selective activation of a first torque transmission path between the drive member and the first output member, and a second clutch arrangement for selective activation of a second torque transmission path between the drive member and the second output member. A torsional vibration damper arrangement is arranged in at least one of the first and second clutch arrangements in the associated torque transmission path.

Abstract: A torsional vibration damper for incorporation into the torque transmission path between two components or subassemblies, especially for a hydrodynamic coupling device, includes at least two disk-like damper members. Each damper member has a radially outward coupling region and a radially inward coupling region, and at least one deformation region extending between the radially outward coupling region and the radially inward coupling region. Each deformation region is elastically deformable at least in some areas to permit a relative circumferential movement between the radially outward coupling region and the radially inward coupling region.

Abstract: A friction clutch equipped with a flexible flywheel. The friction clutch has at least two natural resonant frequencies below a certain frequency. The ratio of a second resonant frequency relative to a first resonant frequency is at least 1.5. The friction clutch of the present invention reduces noise and increases useful life.

Abstract: The present invention relates to a clutch disk assembly having a dampening mechanism which includes a hub and a pair of plates joined together at a radial outer portion thereof. The hub and the plates define a generally annular fluid chamber therebetween. An undulated flat-spring is disposed in the annular fluid chamber. The undulated flat-spring is compressible between the hub and a portion of one of the pair of plates in response to relative rotary displacement between the hub and the pair of plates. A viscous fluid is disposed in the annular fluid chamber and has a kinematic viscosity within a range of 500-50,000 cSt at 60.degree. C. A gap is defined between radially extending inner sides of the annular fluid chamber and corresponding sides of the undulated flat-spring. The gap is within a range of 0.1 to 0.6 mm.

Abstract: A torsional vibration damper with a plurality of transmission elements which are rotatable relative to one another about a common axis of rotation. The relative movement of the transmission elements carried out by the deflection of coupling elements which are displaceable between the transmission elements along at least one guide path in the circumferential direction and which are in a working connection with the two transmission elements for this purpose. The guide path which is provided on at least one of the transmission elements is provided with a curvature which serves to receive a coupling body which is provided at the other transmission element and which is preferably formed with its own curvature at least along its rolling area facing the guide path.

Abstract: Dynamic dampers 10, 50 and 70 can operate in a flywheel assembly of a coupling mechanism 1 to dampen vibrations. Each of the dynamic dampers 10, 50 and 70 has an inner periphery supporting mechanism arranged radially inside of a mass member 11 or 71 for supporting the mass member 11 or 71. This arrangement allows the mass member 11 or 71 to be increased in mass without increasing the sizes of a flywheel assembly. The dynamic damper 10 can dampen both torsional and axial vibrations. The dynamic damper 10 includes a mass member 11, a sub-clutch 13 and an elastic portion assembly 12. The coupling mechanism 1 has a main clutch 3, which is operatively coupled between a crankshaft 8 of an engine and an input shaft 9. The mass member 11 can selectively rotate with the input shaft 9 upon engagement of the sub-clutch 13. The sub-clutch 13 releases an interlocked relationship between the input shaft 9 and the mass member 11 when the main clutch 3 disengages the crankshaft 8 from the input shaft.

Abstract: A torque converter has a converter housing which is connectable with a drive shaft, a turbine wheel having a turbine wheel shell and a turbine wheel hub arranged in the converter housing so as to be rotatable about an axis of rotation and which is connectable with a converter driven shaft. A lockup clutch is provided for optional coupling of the turbine wheel with the converter housing. A torsional vibration damper arrangement in a force flow path between the converter housing and the turbine wheel hub, includes the following: a first transmission arrangement, a and second transmission arrangement rotatable about the axis of rotation with and with respect to the first transmission arrangement and with respect to the first transmission arrangement, a coupling arrangement having a torque-transmitting connection with the first transmission arrangement by a first coupling area and a torque-transmitting connection with the second transmission arrangement by a second coupling area.

Abstract: A hydrodynamic torque converter has a converter circuit which is formed of an impeller wheel, a turbine wheel and a stator wheel. A driver for a piston of a lockup clutch is provided at the turbine wheel. The piston is rotatable in the circumferential direction and displaceable in the axial direction. The driver has at least one projection projecting in the direction of an associated recess in the piston in order to produce a connection forming a positive engagement in the circumferential direction while allowing a relative movement of the piston in the axial direction. The projection has at least two legs which are arranged at a distance from one another and extend at a predetermined angle relative to the circumferential direction. These legs are connected with one another, at least at their free ends, by a stiffener and have transmission surfaces at their sides remote of the stiffener.

Abstract: An apparatus for damping torsional vibrations, particularly between coaxial primary and secondary masses of a composite flywheel in the power train between the engine and the transmission of a motor vehicle, has at least one coil spring or torsion spring which extends around the common axis of the two masses, which is stressed at least in the radial direction, and which is in a mere frictional (rather than positive) torque transmitting engagement with at least one of the masses. The spring can be installed to transmit torque from the secondary mass to the primary mass and/or vice versa, and such spring can operate in series with a damper between the primary and secondary masses.

Abstract: A clutch disc is constructed to achieve superior performance by increasing the allowable torque or the angle of torsion of the damper plate. The clutch disc includes a clutch hub, a disc spring, and the damper plate interposed between the clutch hub and the disc spring. The damper plate is provided with an arc-like slit. In a portion of the slit proximate to the end of the slit at the peripheral or the inner peripheral side of the damper plate, the slit is centrifugally curved or curved toward the clutch axis such that both ends thereof are close to a radius of a concentric circle. According to another aspect of the invention, the damper plate is provided with a plurality of first rivets and a plurality of first rivet holes. The radii of the first rivet holes gradually decrease as the distance between the clutch axis and each hole decreases, whereas the radii increase gradually as the distance between the clutch axis and each hole increases.

Abstract: A clutch plate for use the friction clutches of motor vehicles has a primary damper and a secondary damper. The primary damper includes an input component receiving torque from the pressure plate and the counterpressure plate of the clutch when the latter is engaged, and an output component. One of these components has two disc-shaped torque transmitting members which are self-lockingly coupled to each other by projections extending from one of the members and being separably or non-separably attached to the other component. The secondary damper is installed between two parts forming part of the output component of the primary damper, and being rotatable relative to each other against the opposition of one or more springs. At least one friction generating device can be employed to operate in parallel with the primary damper and/or with the secondary damper.

Abstract: A clutch disc assembly 1 includes a first disc member 2, second disc members 3, coil springs 11, a first coupling mechanism 4, a second coupling member 7 and a spline hub 6. The second disc members 3 are placed on sides of the first disc member 2, and they are provided in inner circumferential portions with spline teeth 3a laterally protruding. Coil springs 11 are disposed between the first disc member 2 and the second disc members 3 in circumferential directions so as to be elastically deformed. The spline hub 6 is provided in its outer circumference with outside spline teeth 6a which mesh with the spline teeth 3a. The second coupling member 7 includes a third friction washer 21 and a spring 20. The third friction washer 21 frictionally slides on one of the spline hub 6 and the second disc members 3. The spring 20 is placed between the spline hub 6 and the second disc members 3 so as to be elastically deformed and urges the third friction washer 21 against the adjacent second disc member 3.

Abstract: A torque converter for translating torque from a prime mover to an input shaft of a transmission including a torque input member, an impeller assembly, a turbine assembly and a lock-up clutch assembly interposed between the turbine assembly and a torque input member. The torque converter further includes a torsional damper operatively interconnecting the turbine assembly and the lock-up clutch assembly. The torsional damper includes a plurality of reaction members integrally formed with a plurality of turbine blades and extending from the turbine shell and operatively coupled with the lock-up clutch assembly. The plurality of integrally formed reaction members define a predetermined spring rate such that torsional forces generated between the turbine assembly and the lock-up clutch assembly are damped through the flexing of the reaction members.

Abstract: The present invention generally relates to a clutch disc for a friction clutch, in which two identical cover plates are used, each of which has areas with different outside diameters, whereby the area with the larger diameter has the openings for fastening rivets for lining carriers and the openings for the location of balancing rivets, and the areas with the smaller diameter make it possible to have access with a tool for peening the rivet heads from the other side. The individual cover plates are also assembled to one another in mirror inversion.

Abstract: A double-counterpoised flywheel for an internal combustion engine. A counterweight is disposed on the engine side and another counterweight is disposed on the transmission side, both counterweights allowing limited mutual rotation through the intermediary of elastic members. A damping system is arranged between the two counterweights and parallel to the elastic members. The two counterweights bear on each other radially and axially through an antifriction bearing. The inner race of the antifriction bearing is mounted between a stop face of the primary mass and a holder disk that is secured to the end face of the primary mass on the power take-off side. The holder disk is provided with at least two pins which are created by driving them out of the material of the holder disk ("part-shearing") toward one and the same side of the holder disk. The end face of the hub of the primary mass is provided with holes for receiving the pins, which pins are pinch-fitted into the holes.

Abstract: For a dual-mass flywheel in the driving train of a motor vehicle there is proposed a cage-free ball-bearing 9 which has solid balls and is therefore particularly narrow in the axial direction and is sealed in a lubricant-tight manner by a sealing and insulating ring arrangement 31 formed by two ring elements 27, 29. The ring elements 27, 29 are tightly connected to one another axially beyond the ball-bearing 9 and rest with inherent elasticity under bias on the lateral faces of the ball-bearing 9.

Abstract: A friction clutch drive plate having a hub and friction facings which face in opposite directions, the friction facings each being mounted on a respective coaxial carrier plate. At least one, and preferably both of the carrier plates is rotatable about the hub, the two carrier plates being secured back to back with each other and being rotatable realative to each other, said rotation being opposed by friction damping means which may comprise the two carrier plates biased against each other so that adjacent surfaces of the two plates are in frictional engagement.