To provide a solenoid, a solenoid valve, and a damper in which when the amount of current supplied to the solenoid is small, the thrust of the solenoid to bias an object in one direction can be made small, and at the same time, even when the solenoid is not energized, the object can be biased in the same direction as that of the thrust. The solenoid includes a coil, a first movable iron core and a second movable iron core that are attracted in a direction away from each other by energizing the coil, a coil spring that biases the first movable iron core toward the second movable iron core, and a leaf spring that restricts the approach of the first movable iron core and the second movable iron core.

An aircraft comprises an aircraft component, a sensor, and a multiple frequency vibration absorber (absorber). The sensor is operable to detect a frequency of a vibration of the aircraft component. The absorber is coupled to the aircraft component and configured to absorb the vibration. The absorber comprises a beam element, a fluidic flexible matrix composite (FFMC) tube, a valve, and a controller. The beam element is attached to the aircraft component. The fluidic flexible matrix composite (FFMC) tube is coupled to the beam element and is operable to absorb the vibration based on a stiffness of the FFMC tube. The valve is fluidically coupled to the FFMC tube and is to control the stiffness of the FFMC tube based on regulating a flow of a liquid through the FFMC tube. The controller can actively control absorption of the vibration via the FFMC tube based on opening and/or closing the valve.

Damper engine mount links are disclosed. An example engine assembly includes a core including a fore portion and an aft portion, the fore portion of the core to couple to a fan hub frame, the aft portion of the core to couple to a turbine rear frame or a turbine center frame. The engine assembly further includes a forward mount to couple the fan hub frame to an aircraft, and a damper link to couple the turbine rear frame or the turbine center frame to an aircraft mount.

A bearing support system includes a bearing disposed within a bearing housing. A bearing damper is disposed around the bearing and includes one or more knitted mesh pads. A compression ring is positioned to be movable relative to the bearing housing and to apply a compression to the bearing damper that results in a change in at least one of a length and a wall thickness of each knitted wire mesh pad and a corresponding change in the stiffness and bearing of the damper. The system supports rotation of a shaft and may include one or more sensors to measure vibrations in the shaft and a controller to control movement of the compression ring in response to the mechanical vibrations.

A mounting eye (21) is fastened to a rod by pushing, partially or over an entire periphery, an outer periphery of a joint portion of a mounting eye into an annular groove of the rod. Accordingly, an axial length of a fastening portion can be set shorter than that of a related-art structure (screw fastening), thereby being capable of securing a stroke of the rod of a shock absorber in which the mounting eye is fastened to the rod.

A vehicle active vibration control (AVC) system includes a vehicle having at least an engine, a transmission, a controller area network (CAN) bus, a frame, and a cabin. The vibration control devices (120) are distributed about the frame, with each device including a circular force generator (CFG) (122). At least one sensor is positioned on the frame to detect and measure a noise and/or vibration within the cabin. Each sensor creates an electronic data signal and electrically communicates with a corresponding vibration control device. Each vibration control device receives an electronic data signal from a corresponding sensor and vehicle data from the CAN bus. Each vibration control device processes the electronic data signal and the vehicle data. The CFG of each vibration control device generates a vibration canceling force having a magnitude and phase that attenuates noise and/or vibration within the cabin.

A rotary-wing aircraft includes a fuselage, and an external device. The fuselage is provided with a rotary wing. The external device is mounted on the outside of the fuselage. The external device includes a mounting device, a mass variation device, and a damper. The mounting device is fixed to the fuselage and disposed so as to project in a lateral direction of the fuselage. The mass variation device is mounted on the mounting device and has mass that varies as the mass variation device is used. The damper couples the fuselage to the mounting device and supports the mounting device. The damper includes a stiffness variable mechanism configured to change stiffness of the damper in response to variation in the mass of the mass variation device.

An energy absorption system, for absorbing an impact energy imparted to a subject upon landing on a surface, includes a mass containment vessel fixed to the subject and a plurality of electromagnets disposed at fixed positions relative to the mass containment vessel. The mass containment vessel may contain one or more mass elements movably disposed therein. A controller may be configured to charge one or more of the electromagnets upon an impact of the subject with the surface to move the mass element(s) toward the surface by electromagnetic force. Alternatively, the energy absorption system may include a pulley system operable to mechanically move one or more mass elements along an axis, a multi-axis joint connecting the pulley system to the subject, and a controller configured to operate the pulley system upon an impact of the subject with the surface to mechanically move the mass element(s) toward the surface.

An apparatus is provided with a dampening unit coupled to an engine. The apparatus further includes a control unit communicably coupled to the dampening unit. The control unit detects a gear shift in a transmission unit associated with the engine. The control unit further determines a dampening duration of the dampening unit at the detected gear shift. The dampening duration corresponds to a time taken for the dampening unit to absorb torsional vibrations of the engine at the detected gear shift. The control unit further compares the determined dampening duration at the detected gear shift with a preset dampening duration at a preset gear shift. The control unit further determines, based on the comparison, a torque control amount for the dampening unit to absorb the torsional vibrations of the engine. The control unit further controls the dampening unit based on the determined torque control amount.

An active suspension system with body wearable device integration is disclosed. The system includes a prosthetic having a shock assembly with at least one active valve and a controller communicatively coupled with the at least one active valve of the shock assembly, the controller configured to communicate damping adjustment information to the at least one active valve of the shock assembly, the damping adjustment information used by said at least one active valve to modify a damping characteristic of the shock assembly.