A damper device includes a first rotor, a second rotor, an elastic coupling part elastically coupling the first and second rotors in a rotational direction, and a hysteresis generating mechanism. The hysteresis generating mechanism generates a hysteresis torque and includes a friction member. The friction member is configured to make frictional contact with the first or second rotor. The friction member does not make frictional contact with the first and second rotors in a first torsion angular range where torsion is caused from a neutral condition to a first side and a second side in the rotational direction. The friction member makes frictional contact with the first or second rotor so as to generate a hysteresis torque in a second torsion angular range exceeding the first torsion angular range. The friction member is set in a neutral position by actuation of the elastic coupling part in the neutral condition.

A design method for an inerter with adaptively adjusted inertia ratio is based on a lead screw-flywheel inerter, which is to change the positions of mass blocks on a flywheel along the radial direction of the flywheel, so as to change of the moment of inertia of the flywheel, and thus to realize adaptive adjustment of the inertia ratio of the inerter. Specifically, the change of angular velocity of the flywheel is caused by the change of an external force load on a lead screw, a centrifugal force on the mass blocks in spring-mass block structures is changed by the angular velocity, and the positions of the mass blocks in the radial direction of the flywheel is determined by the balanced relation of the centrifugal force and a spring restore force, so that the design purpose is achieved.

A design method for an inerter with adaptively adjusted inertia ratio is based on a lead screw-flywheel inerter, which is to change the positions of mass blocks on a flywheel along the radial direction of the flywheel, so as to change of the moment of inertia of the flywheel, and thus to realize adaptive adjustment of the inertia ratio of the inerter. Specifically, the change of angular velocity of the flywheel is caused by the change of an external force load on a lead screw, a centrifugal force on the mass blocks in spring-mass block structures is changed by the angular velocity, and the positions of the mass blocks in the radial direction of the flywheel is determined by the balanced relation of the centrifugal force and a spring restore force, so that the design purpose is achieved.

A clutch disc assembly includes a hub flange, an output hub, an intermediate hub, a plurality of first elastic members, and a plurality of second elastic members. Power from an engine is input into the hub flange. The output hub can be coupled to an input shaft of the transmission. The intermediate hub is arranged between the hub flange and the output hub in a diameter direction such that relative rotation with the hub flange by an angle greater than or equal to a first angular range is prevented, and such that relative rotation with the output hub by an angle greater than or equal to a second angular range is prevented. The plurality of first elastic members couple the hub flange and the intermediate hub elastically in a rotation direction. The plurality of second elastic members couple the intermediate hub and the output hub elastically in the rotation direction.

A clutch disc assembly includes a hub flange, an output hub, an intermediate hub, a plurality of first elastic members, and a plurality of second elastic members. Power from an engine is input into the hub flange. The output hub can be coupled to an input shaft of the transmission. The intermediate hub is arranged between the hub flange and the output hub in a diameter direction such that relative rotation with the hub flange by an angle greater than or equal to a first angular range is prevented, and such that relative rotation with the output hub by an angle greater than or equal to a second angular range is prevented. The plurality of first elastic members couple the hub flange and the intermediate hub elastically in a rotation direction. The plurality of second elastic members couple the intermediate hub and the output hub elastically in the rotation direction.

A damper device includes an input element to which a torque from an engine is transmitted; an intermediate element; an output element; a first elastic body arranged to transmit a torque between the input element and the intermediate element; a second elastic body arranged to transmit a torque between the intermediate element and the output element; a rotary inertia mass damper that includes a mass body rotating in accordance with relative rotation between the input element and the output element and that is arranged between the input element and the output element to be parallel to a torque transmission path including the first elastic body, the intermediate element and the second elastic body; and an attenuation mechanism configured to attenuate resonance of the intermediate element.

The present invention relates to a torsional vibration damper (18) comprising a first component (20) and a second component (22) which are torsionally elastically coupled to one another, wherein a force transmission device (26) is provided for transmitting an actuating force from the one axial side (48) of the torsional vibration damper (18) to the opposite axial side (50) of the torsional vibration damper (18) to a device (54) to be actuated. In addition, the present invention relates to an arrangement (2) for the drivetrain of a motor vehicle comprising such a torsional vibration damper (18).

A vibration reduction device for reducing a torsional vibration from an engine includes an input rotary part, an output rotary part, a damper part, a dynamic vibration absorbing device, and a hysteresis torque generating part. The torsional vibration is input to the input rotary part. The output rotary part is disposed to be relatively rotatable with respect to the input rotary part. The damper part is disposed between the input rotary part and the output rotary part and attenuates the torsional vibration input to the input rotary part. The dynamic vibration absorbing device is for absorbing the torsional vibration output from the damper part. The hysteresis torque generating part is capable of generating a hysteresis torque when the damper part is in operation.

A vibration reduction device for reducing a torsional vibration from an engine includes an input rotary part, an output rotary part, a damper part, a dynamic vibration absorbing device, and a hysteresis torque generating part. The torsional vibration is input to the input rotary part. The output rotary part is disposed to be relatively rotatable with respect to the input rotary part. The damper part is disposed between the input rotary part and the output rotary part and attenuates the torsional vibration input to the input rotary part. The dynamic vibration absorbing device is for absorbing the torsional vibration output from the damper part. The hysteresis torque generating part is capable of generating a hysteresis torque when the damper part is in operation.

An internal viscous rotational damping (VRD) assembly for transmitting torque from a drive member connector to a load member connector is provided. The VRD assembly comprises a spacer tube connected between the drive member connector and the load member connector, wherein the spacer tube includes a longitudinal axis and an inner surface that extends along the longitudinal axis. The VRD assembly further includes a damper bar disposed within the spacer tube. The damper bar includes an outer surface, wherein a cavity is defined between the outer surface of the damper bar and the inner surface of the spacer tube, and wherein the cavity is configured for receiving a viscous fluid.