A vibration absorber damper and method of dissipating vibration energy in a rotatable structure which is nominally cyclic symmetric. The nominally cyclic symmetric structure includes a hub portion having a rotational axis and a plurality of radial members radially extending from the hub portion. The hub portions having a groove extending circumferentially about the rotational axis. The vibrational absorber having a ring member having a plurality of repetitive cellular structures each defining a hollow interior section and a plurality of deformable members each extending from the ring member and disposed in a corresponding one of the repetitive cellular structures. Each of the deformable members is configured to interact with the cyclic symmetric structure to damp vibration thereof.

A vehicle steering device includes a positioning clip configured to align a pinion shaft with a joint portion of a steering shaft, wherein the pinion shaft includes a torsion bar and a tubular member having the torsion bar inserted thereinto, an upper end of the torsion bar is axially further away from the joint portion than an upper end of the tubular member, the positioning clip includes an inserted portion to be inserted into the tubular member, and a gap between the inserted portion and the tubular member is sealed.

An input device, such as a joystick, has an operating device, a magnetorheological brake device, and a controller for activating the brake device. An operating lever is disposed on a supporting structure for pivoting around at least one pivot axis. The brake device is coupled with the pivot axis for controlled damping of a pivoting motion of the operating lever. The brake device has a rotary damper with two components, namely, an inside component and an outside component. The outside component radially surrounds the inside component and a damping gap is formed in between that is filled with a magnetorheological medium. The damping gap can be exposed to a magnetic field to damp a pivoting motion between the two contrapivoting components about an axis. One of the components has radial arms equipped with an electric coil whose winding extends adjacent to and spaced apart from the axis.

The present disclosure relates to a tuning system for modulating stiffness of a gearbox 102 and a pinion 502. The tuning system comprises one or more incremental masses 606 adapted to be attached to a non-drive end (NDE) side 504 of the pinion 502 of the gearbox 102 to allow modulation of resonant frequency of the pinion 502, and a plurality of tie rods 104 coupled between a base plate 106 of the gearbox 102 and split axial line 108 casing of the gearbox 102, wherein the plurality of tie rods 104 are adapted to modulate effective stiffness of the gearbox casing in a specific direction.

The present disclosure relates to a tuning system for modulating stiffness of a gearbox 102 and a pinion 502. The tuning system comprises one or more incremental masses 606 adapted to be attached to a non-drive end (NDE) side 504 of the pinion 502 of the gearbox 102 to allow modulation of resonant frequency of the pinion 502, and a plurality of tie rods 104 coupled between a base plate 106 of the gearbox 102 and split axial line 108 casing of the gearbox 102, wherein the plurality of tie rods 104 are adapted to modulate effective stiffness of the gearbox casing in a specific direction.

A vehicle steering apparatus is provided that includes a first shaft having an empty space inside, a second shaft, one end of which is inserted into inside of the first hollow shaft, a damper located between an inner circumferential surface of the first shaft and an outer circumferential surface of the second shaft, and a presser coupled to the one end of the second shaft and pressing the damper in an axial direction in which at least one of the first shaft or the second shaft extends. By using the vehicle steering apparatus, it is possible to provide various degrees of the rigidity according to requirements of vehicles by adjusting the rigidity of a damper capable of improving driver's steering feeling through the absorbing of vibration in a coupling mechanism for coupling shafts after having been assembled.

A vehicle steering apparatus is provided that includes a first shaft having an empty space inside, a second shaft, one end of which is inserted into inside of the first hollow shaft, a damper located between an inner circumferential surface of the first shaft and an outer circumferential surface of the second shaft, and a presser coupled to the one end of the second shaft and pressing the damper in an axial direction in which at least one of the first shaft or the second shaft extends. By using the vehicle steering apparatus, it is possible to provide various degrees of the rigidity according to requirements of vehicles by adjusting the rigidity of a damper capable of improving driver's steering feeling through the absorbing of vibration in a coupling mechanism for coupling shafts after having been assembled.

A drive shaft assembly includes an elongate member and a tuned absorber assembly. The elongate member has an exterior surface that is disposed about an axis. The tuned absorber assembly includes a mass and a sleeve. The mass is at least partially disposed about the exterior surface. The sleeve extends between a first sleeve end and a second sleeve end. The sleeve is disposed about the mass and spaces the mass apart from the exterior surface of the elongate member.

The disclosure relates to a method for identifying a change in the operating behavior of a crankshaft drive of a motor vehicle. In particular, the disclosure relates to a method for identifying error states of a torsional-vibration damper in the crankshaft drive, such as a jamming or slipping of a secondary mass of the torsional-vibration damper. The crankshaft drive comprises a crankshaft, a pulse generator that rotates when the crankshaft is in operation and a fixed sensor device, which generates a rotational speed signal N as a function of the rotational speed of the pulse generator. The method comprises the following steps: detecting a current rotational speed signal N.sub.akt of the sensor device during operation of the crankshaft drive; filtering the current rotational speed signal N.sub.akt using a bandpass filter that has at least one first passband range D1 comprising a first center frequency f1; comparing the filtered current rotational speed signal N.sub.akt with a reference signal N.sub.ref stored in a memory; and identifying a change in the operating behavior of the crankshaft drive on the basis of the comparison of the filtered current rotational speed signal N.sub.akt with the reference signal N.sub.ref. The disclosure further relates to a vehicle, such as a commercial vehicle, having a control device which is configured to perform a method of this kind.

A torsional moment acting on a component in a drive train of an aircraft may be determined using at least one sensor, where the determined torsional moment is used for adjusting at least one adjustable damping element located in or on the component and/or for regulating a torsional stiffness in the torque-conducting component. As a result, the torsional load in the component may be reduced.