Damper apparatus for use with vehicle torque converters are disclosed. A disclosed damper assembly for a vehicle torque converter includes a first portion operatively coupled to a clutch of the vehicle torque converter and configured to receive an engine torque from the clutch based on a state of the clutch. The damper assembly also includes a second portion and a hub rotatably coupled to a turbine of the vehicle torque converter. The damper assembly also includes a gear train including a ring gear coupled to the first portion, a planet gear rotatably coupled to the second portion, and a sun gear coupled to the hub. The damper assembly also includes a primary damping element positioned in a cavity formed by the second portion. Rotation of the first portion relative to the second portion compresses and decompresses the primary damping element to dampen a torsional vibration associated with the engine torque.

A torsional vibration damper whose vibration damping performance will not be reduced in a high speed range. In the torsional vibration damper, a planetary gear is oscillated within a first oscillating range when a torsional torque is smaller than a reference torque, and within a second oscillating range when the torsional torque is greater than the reference torque. Each backlash between the pinion gear and at least one of a sun gear and a ring gear within the second oscillating range is individually wider than each backlash between the pinion gear and the sun gear and each backlash between the pinion gear and the ring gear within the first oscillating range.

A reciprocating device applied to a load-bearing member includes a motor, an eccentric wheel, a first pulley disposed on a movable base of the load-bearing member, a first belt, and a recovery mechanism disposed on the movable base. The motor and the eccentric wheel are disposed on a fixed base of the load-bearing member. The eccentric wheel is connected to the motor to be driven to rotate around an eccentric shaft of the eccentric wheel. The first belt surrounds the eccentric wheel and the first pulley. The eccentric wheel is operatively coupled to the first pulley via the first belt. When the eccentric wheel is rotated by the motor, the first pulley and the movable base connected to the first pulley is operatively coupled to the eccentric wheel. The recovery mechanism provides a reverse force to the movable base according to said linkage.

A torsional vibration damping device that prevents an increase in an inertial torque due to resonance without reducing a mass of an inertial mass member. A torque of an engine is delivered to a first rotary element of a planetary unit. The torsional vibration damping device damps pulsation of the torque of the engine to be delivered to the transmission by an inertial torque generated by a rotation of the third rotary element resulting from a relative rotation between the first rotary element and the second rotary element caused by the pulsation of the engine torque. The torsional vibration damping device comprises: a connection member rotated integrally with the first rotary element; an intermediate member rotated integrally with the second rotary element; an output member delivering torque to the transmission; a first elastic member connecting the connection member to the intermediate member; and a second elastic member connecting the intermediate member to the output member.

A torsional vibration damper whose vibration damping performance will not be reduced in a high speed range. In the torsional vibration damper, a planetary gear is oscillated within a first oscillating range when a torsional torque is smaller than a reference torque, and within a second oscillating range when the torsional torque is greater than the reference torque. Each backlash between the pinion gear and at least one of a sun gear and a ring gear within the second oscillating range is individually wider than each backlash between the pinion gear and the sun gear and each backlash between the pinion gear and the ring gear within the first oscillating range.

A rotary inertia mass damper of a damper device is configured to include a planetary gear that includes a driven member with outer teeth, first and second input plate member as a carrier which rotatably supports a plurality of pinion gears, and a ring gear that meshes with the plurality of pinion gears and works as the mass body. The outer teeth of the driven member are arranged to be disposed outside first and second springs in a radial direction of the damper device. The driven member, the plurality of pinion gears and the ring gear are arranged to at least partially overlap with the first and second springs as viewed in the radial direction. A motion of the ring gear in the axial direction is restricted by the plurality of pinion gears.

Damper apparatus for use with vehicle torque converters are disclosed. A disclosed damper assembly for a vehicle torque converter includes a first portion operatively coupled to a clutch of the vehicle torque converter and configured to receive an engine torque from the clutch based on a state of the clutch. The damper assembly also includes a second portion and a hub rotatably coupled to a turbine of the vehicle torque converter. The damper assembly also includes a gear train including a ring gear coupled to the first portion, a planet gear rotatably coupled to the second portion, and a sun gear coupled to the hub. The damper assembly also includes a primary damping element positioned in a cavity formed by the second portion. Rotation of the first portion relative to the second portion compresses and decompresses the primary damping element to dampen a torsional vibration associated with the engine torque.

A gear support device of an automatic transmission reduces vibration and noise that are generated in a planetary gear set when power is transmitted from a vehicle driving source. In particular, the gear support device includes a gear support which is disposed on an outer peripheral surface of a hub retainer coupled to a planetary gear set directly connected to an input shaft of a transmission. The gear support rotatably supports the hub retainer by contacting with the outer peripheral surface of the hub retainer at every predetermined interval in a circumferential direction of the hub retainer.

A torsional vibration damper having enhanced damping performance is provided. A first gear held in the holding member includes a first engagement member situated in an opposite side of a fluid coupling and a second engagement member situated between a holding member and the fluid coupling. A second gear is meshed with the first engagement member, and a third gear is meshed with the second engagement member. The second gear is integrated with the input member, the third gear is integrated with the inertial mass, and the holding member is integrated with the output member.

An electromechanical transmission apparatus for actuation systems for guidance systems of an aircraft, includes a planetary gear system configured to provide a kinematic transmission between a driving element and an output shaft. The planetary gear system includes a central sun gear planet gears coupled rotatably to a planet carrier, and an external ring gear; furthermore having an electromechanical brake and a viscoelastic damper, the electromechanical brake being configured to lock and release selectively the viscoelastic damper and the central sun gear so that the electromechanical transmission apparatus can be configured: in an active configuration, and An electronic control unit is configured to control the electromechanical brake so as to make the transmission apparatus pass from the active configuration to the passive configuration when a locking condition of the driving element occurs.