The present invention relates to a shock absorber with mechanical stop for torque converter that has a simplified manufacturing process and also prevents the exterior springs from reaching the solid length. To achieve the foregoing, a shock absorber with mechanical buffer stop is implemented which comprises a drive plate; at least one exterior spring; and a driven plate, wherein the driven plate additionally comprises at least one mechanical stop which is configured to make contact with the drive plate when the drive plate compresses each exterior spring, and each mechanical stop is located such that it prevents each exterior spring from reaching a solid-length condition.

A damper device is capable of attenuating fluctuations in torque. The damper device includes a first rotor and a second rotor rotatable relatively to the first rotor. The damper device also includes a plurality of elastic members elastically coupling the first rotor and the second rotor. The second rotor is rotatable relatively to the first rotor while held by the first rotor with use of the plurality of elastic members.

A handling strut connects the powertrain of an automobile to a structural member, such as a panel in the engine bay. The handling strut is comprised of two strut members, one connected to the powertrain, the other connected to the structural member. A shaft attached to one strut member, extends through a bushing provided in the other strut member and an air gap is provided between the bushing and the shaft, such that when the engine is idle, or not accelerating, and in the absence of hard cornering, the strut members are decoupled. The isolation of the strut members when not required to control engine roll, reduces/avoids transmission of noise, vibration and/or harshness.

A wheel comprises a rim, a hub and a suspension unit. The wheel incorporates or is connectable to a torque source capable of producing torques up to a maximal torque for rotating the wheel around a rotation-axis. In this invention, the suspension unit includes at least one structural member, provided at least partially between the rim and the hub, configured to change in size and/or shape, relative to a nominal size and/or shape thereof, during displacements and/or rotations of the hub relative to a center point of the rim. The suspension unit also includes at least one motion resisting component adapted to retain the structural member at the nominal size and/or shape thereof under torques smaller than the maximal torque.

No numbers found in figures. An example vehicular shock absorbing apparatus includes a shock absorber, a hydraulic mount operatively coupled with the shock absorber, a first decoupler movably disposed in a first portion of the hydraulic mount, and a second decoupler movably disposed in a second portion of the hydraulic mount.

A resetting semi-passive stiffness damper (RSPSD) triggering assembly and a RSPSD and method of use for damping movement of an object. Exemplary embodiments of a RSPSD triggering assembly include, for example, a rotatable disc and a spring-loaded lever arranged between the disc and a slotted channel. A sensor is provided and communicates with a bypass valve on the cylinder. A change in the direction of movement of the disc causes reciprocation of the lever in the channel, which causes the sensor to send open and close signals to the bypass valve. In some embodiments, a single disc may be replaced with two interacting discs. A RSPSD equipped with such a triggering assembly is usable to damp movement of an object of interest.

A resetting semi-passive stiffness damper (RSPSD) for use in damping movement. Embodiments of such a RSPSD include, for example, a pistoned cylinder connected to a grooved rack, and a spring-loaded lever arranged between the rack and a slotted channel above the rack. One end of the lever is allowed to move pivotably and vertically within the channel as the other end moves with the rack. A sensor is provided and communicates with a bypass valve on the cylinder. A change in the direction of movement of the rack forces the lever further into the slotted channel where it eventually triggers the sensor, which then sends a signal to open the bypass valve. As the rack continues to move, the lever eventually reverses direction, and is forced back down the slotted channel by a return spring. Upon leaving the sensing range of the sensor, the valve is signaled to close.

An aircraft propeller drive system for an aircraft is disclosed. The aircraft has a propeller driven by an intermittent combustion internal combustion engine via the propeller drive system. The propeller drive system has: a torsion bar having a first end and a second end opposite the first end, the first end being adapted to be operatively connected to and driven by the engine about a torsion axis, the second end being rotatable relative to the first end about the torsion axis by a torsion angle; an output shaft rotationally fixedly connected to and driven by the second end of the torsion bar, the output shaft being adapted for being connected to the propeller; and a hydraulic damper operatively connected between the output shaft and the first end of the torsion bar to dampen at least some variations in torsion angle of the torsion bar.

A shock absorber includes a mechanical stop for torque converter that prevents the exterior springs from reaching the solid length. The shock absorber with mechanical buffer stop includes a drive plate; at least one exterior spring; and a driven plate, the driven plate additionally includes at least one mechanical stop which is configured to make contact with the drive plate when the drive plate compresses each exterior spring, and each mechanical stop is located such that it prevents each exterior spring from reaching a solid-length condition.