A mechanical assembly for a vehicle (10), in particular a motor vehicle, comprises a rotating element (18), a support Got (20) for the rotating element (18), and a cover (22) attached on the support (20) for the rotating element (18). The cover (22) has at least one edge (50) attached on the support (20) for the rotating element (18) and a bottom (52) extending substantially in a plane. The N bottom (52) is at least partially covered by elastomer material (58).

Disclosed herein is a manufacturing method of a spring pad interposed among a spring used in an automobile suspension system and an upper sheet and a lower sheet for supporting the spring, wherein the spring pad includes an insulator getting in contact with the spring to absorb shock and forming a body of the spring pad, and is manufactured through foam injection molding of the insulator to be lightweight.

A shock absorbing member which can increase impact absorption energy and also enables thinning of a steel sheet that is a starting material, a method for producing the shock absorbing member, and a method for producing a steel sheet for cold plastic working are provided. The shock absorbing member includes a ridge portion formed in a curved shape as viewed from a longitudinal direction, and a wall portion extending from the ridge portion. In the wall portion, a ratio σ.sub.5/τ.sub.5 between a tensile stress σ.sub.5 when an elongation in a tensile test is 5% and a shear stress τ.sub.5 when a shear strain in a shear test is 5√3% is 1.70 or less, or a ratio σ.sub.10/τ.sub.10 between a tensile stress σ.sub.10 when an elongation in a tensile test is 10% and a shear stress τ.sub.10 when a shear strain in a shear test is 10√3% is 1.70 or less.

Provided are a bracket for an anti-vibration device, and a method for manufacturing the same, in which increase of weight and peeling of a reinforcing portion are suppressed. A bracket (1) has: a reinforcing portion (20) extending in a surrounding direction of the surrounding portion (10), having ends (21) in both directions of the surrounding direction, and being fixed to an outer surface of the portion (10); and ribs (30) formed on an outer circumference of the portion (10) so as to span the ends (21) of the reinforcing portion (20) in the surrounding direction of the portion (10). The portion (10) and the ribs (30) are made of synthetic resin. A method for manufacturing the bracket (1) includes a step of injecting synthetic resin serving as the portion (10) and the ribs (30) into a mold cavity where a reinforcing member serving as the portion (20) is set.

A frictional damper is designed with a tubular housing having a longitudinal axis, with a tappet, which is displaceable in the housing along the longitudinal axis and is led out at an open end of the housing, with a frictional element lying against the tappet and with a cap attached to the open end of the housing with axial prestressing relative to the longitudinal axis.

A stabilizer formed by using a metal bar having a solid structure and configured to reduce a displacement between right and left wheels, including a torsion part extending in a vehicle width direction, being capable of a torsional deformation, and having a diameter of 10 to 32 mm, is provided. The stabilizer has a chemical composition containing at least C: 0.15% by mass or more to 0.39% by mass or less, Mn, B, and Fe, and also has a metal structure 90% or more of which is a martensite structure.

The invention provides a production method for stabilizers which produces with high productivity in a compact production line, without tempering. The production method for stabilizers of the invention includes: forming a steel bar material containing at least C: 0.15 wt % to 0.39 wt %, Mn, B and Fe into a product shape by bending; and quenching the bent steel bar material in a medium having a heat transfer coefficient higher than or close to that of water.

A drive assembly for a vehicle drive train includes a base assembly including a base hub configured for non-rotatably connecting to an outer circumferential surface of a transmission input shaft. The base assembly includes a torsional damper fixed to the base hub. The torsional damper includes an input section and an output section drivingly connected by springs. The springs allow relative rotation between the input section and the output section. The output section of the torsional damper is non-rotatably fixed to the base hub. The drive assembly also includes a raw hub extension configured for non-rotatably connecting to an engine crankshaft. The raw hub extension is non-rotatably fixed to the input part of the torsional damper at an engine side of the torsional damper. The torsional damper allows relative rotation between the raw hub extension and the base hub.

A sole structure for an article of footwear includes an impact-attenuation support member. The impact-attenuation support member includes a first impact-attenuation element and a second-impact-attenuation element. The first and second impact-attenuation elements include one or more portions that are interlinked and that are movable with respect to one another in at least one direction.

A composite spring made of a wire of a longitudinal axis curved around a spring axis in a winding direction and a method of fabrication thereof, the spring, the wire comprising a core; and fibers layers wound around the core, and an angular positioning, relative to the spring axis, of each one of the fiber layers being selected, along a length of the core, depending on the winding direction of the wire about the spring axis, to adjust at least one of: high natural frequency of the spring, resistance to buckling and resistance to tensile and compressive stress components induced by a compressive load on the spring.