The invention relates to a torque-transmission device (1), in particular for a motor vehicle, including a torque-input element (7), intended for being rotatably coupled with a crankshaft of an engine, an intermediate element (19) and a torque-output element (11), intended for being rotatably coupled with a gearbox input shaft, first damping means being mounted between the torque-input element (7) and the intermediate element (19) and second damping means being mounted between the intermediate element (19) and the torque-output element (11), the torque-input element (7), the torque-output element (11) and the intermediate element (19) being capable of pivoting relative to one another about an axis (X), characterised in that the first damping means (20, 21) are capable of exerting a force directed circumferentially or, respectively, a force comprising a radial component, the second damping means (21, 20) being capable of exerting a force comprising a radial component or, respectively, a force directed circumferentially.

According to one embodiment, a damper device includes a rotator, a first oscillator, a second oscillator, and two rollers, for example. The rotator is provided with a first opening. The second oscillator includes two guide surfaces recessed in a direction closer to a first center of rotation and a transmitting part capable of moving along the first opening. The two rollers each include a ring supported by the first oscillator and a shaft extending along a second center of rotation inside the ring and rotatably supported by the ring. The shaft comes into contact with a corresponding one of the two guide surfaces of the second oscillator pushed outward in the radial direction by centrifugal force, rolls along the corresponding one of the two guide surfaces by oscillation of the first oscillator, and is pushed by the corresponding one of the two guide surfaces in the circumferential direction.

A torque fluctuation inhibiting device includes a mass body, a centrifugal element and a cam mechanism. The mass body is disposed in alignment with a rotor in an axial direction, and is rotatable relatively to the rotor. The cam mechanism includes a cam and a cam follower. When relative displacement occurs between the rotor and the mass body due to a centrifugal force that acts on the centrifugal element, the cam mechanism converts the centrifugal force into a circumferential force directed to reduce the relative displacement. Guide parts are provided on both ends of the centrifugal element. Each guide part makes contact with a member adjacent thereto in an opposite position to a contact point between the cam and the cam follower through a center of gravity of the centrifugal element when the relative displacement occurs between the rotor and the mass body in the rotational direction.

A hybrid vehicle having a pendulum damper in which resonance at around an idling speed of an engine can be prevented to improve N.V. performance. The hybrid vehicle comprises an engine and at least one motor. In the hybrid vehicle, a power transmission path is formed between the engine and drive wheels. In the power transmission path, a pendulum damper is disposed to suppress torsional vibrations, and a disconnecting clutch is disposed to selectively interrupt power transmission between the engine and the pendulum damper.

A dynamic damper mounted on a drive shaft for a vehicle is provided. The dynamic damper includes variations in thicknesses for each portion of a bridge portion. Further, the bridge portion is disposed between a main body portion into which a mass body is inserted and a connecting portion into which a drive shaft is insert.

A drive train is disclosed that includes an engine operable in a first engine operating state and a second engine operating state and a torsional-vibration damping system operatively connected to the engine. The torsional-vibration damping system includes a first torsional-vibration damper having a primary inertial mass and a secondary inertial mass, a second torsional-vibration damper, a first centrifugal pendulum arranged on the secondary inertial mass of the first torsional-vibration damper, and a second centrifugal pendulum arranged on the second torsional-vibration damper.

A drive train is disclosed that includes an engine operable in a first engine operating state and a second engine operating state and a torsional-vibration damping system operatively connected to the engine. The torsional-vibration damping system includes a first torsional-vibration damper having a primary inertial mass and a secondary inertial mass, a second torsional-vibration damper, a first centrifugal pendulum arranged on the secondary inertial mass of the first torsional-vibration damper, and a second centrifugal pendulum arranged on the second torsional-vibration damper.

A dynamic damper mounted on a drive shaft for a vehicle is provided. The dynamic damper includes variations in thicknesses for each portion of a bridge portion. Further, the bridge portion is disposed between a main body portion into which a mass body is inserted and a connecting portion into which a drive shaft is insert.

An electric motor/generator configured to couple to an output of an internal combustion engine and generate power for an electrified vehicle includes a stator assembly, a rotor assembly, and a centrifugal pendulum vibration absorber (CPVA) assembly integrated into the rotor assembly and configured to absorb one or more vibrations and/or noise orders over an entire speed range of the electric motor/generator.