While the spring stiffness of a torsion damper in a disk clutch is varied resulting in frictional damping, in the dual-mass flywheel and in vibration eliminators, an extensive elimination of the emergence of resonance is achieved by the elastic coupling of an additional mass. The figure shows the example of a dual-mass flywheel.
The main disadvantage of these solutions compared to an additional torsion damper in the clutch disk is most of all the higher expense. In addition, the dual-mass flywheel can only be partly used in front-wheel driven vehicles due to the limited available space (constructional width) or the additional constructive expense that has to be made which can be prove to be negative from the point of view of maintenance (clutch overhaul) and costs.
The slipping friction clutch appears as a further possibility for damping rotational vibrations. This physical principle of acceleration damping is based on the fact that a slipping clutch can only transfer only one definite torque. The torque peaks that accompany these rotational vibrations exceed the maximum transferable clutch torque and are hence not transferred by the clutch.