An engine assembly has a damper rotationally coupled to a crankshaft. The damper has first and second spokes connecting a hub to an inertial weight, with the inertial weight circumferentially surrounding and spaced apart from the hub. Each of the spokes has an airfoil section. The first spoke is oriented with a positive angle of attack and the second spoke is oriented with one of a negative angle of attack and a zero angle of attack. A crankshaft damper is provided by a member having first and second spokes extending radially outwardly from a huh to an outer rim supporting an inertial weight. A chord associated with the first spoke is oriented at a first angle of attack relative to a rotational plane of the member. A chord associated with the second spoke is oriented at a second angle of attack relative to the rotational plane.

A low frequency torsional vibration damper has an annular inertia member defining an annular recess for receiving an elastomeric O-ring in a radial outer surface or a radial inner surface thereof and defining opposing annular recesses for receiving elastomeric O-rings, one each, in the top and bottom surfaces thereof, an elastomeric O-ring seated in each annular recess, and a hub defining an annular receptacle with opposing sidewalls that each comprise a plurality of spaced apart tabs permanently deformed against the plurality of elastomeric O-rings, thereby operatively coupling the hub to the inertia member for rotation together. When the inertia member defines the outer diameter of the torsional vibration damper, the hub is mountable on a shaft, and when the inertia member defines the inner diameter of the torsional vibration damper, the hub is mountable inside a shaft.

A support structure for rotating shafts of a vehicle, including: a drive shaft operatively connected to a power transmitting shaft to which a drive force of an engine is transmitted; and a rotor shaft of an electric motor spline-coupled to the drive shaft, each of the rotor shaft of the electric motor and the drive shaft is being supported by at least one bearing, in the support structure, one of the rotor shaft and the drive shaft is constituted by a first rotary shaft and a second rotary shaft which are operatively connected to each other, and an elastic member is interposed between the first rotary shaft and the second rotary shaft such that the first and second rotary shafts are operatively spline-connected to each other through the elastic member.

A damper is in the form of a disk and used for the clutch including: a clutch housing in which a clutch plate is held; and a clutch gear that transmits rotary drive power to the clutch housing via the damper. A non-circular engagement hole is formed at a center portion of a disk of the damper such that an engagement projection of the clutch housing engages with the engagement hole. First cutout portions are formed in the damper on an outer side and an inner side in a clutch radial direction on a rear side on which rotary drive power from the clutch gear is applied. A minimal distance between each first cutout portion and the engagement hole is smaller than a distance between the engagement hole and an outer circumference of the disk.

A damper is in the form of a disk and used for the clutch including: a clutch housing in which a clutch plate is held; and a clutch gear that transmits rotary drive power to the clutch housing via the damper. A non-circular engagement hole is formed at a center portion of a disk of the damper such that an engagement projection of the clutch housing engages with the engagement hole. First cutout portions are formed in the damper on an outer side and an inner side in a clutch radial direction on a rear side on which rotary drive power from the clutch gear is applied. A minimal distance between each first cutout portion and the engagement hole is smaller than a distance between the engagement hole and an outer circumference of the disk.

The invention relates to a torsional vibration absorber for a drive train, the vibration absorber having a hub and an inertia mass, and the vibration absorber having a connecting device with at least one elastomer body that elastically connects the hub and the inertia mass with one another, wherein the connecting device comprises at least one reinforcing member which is at least partially embedded in the elastomer body.

The invention relates to a torsional vibration absorber for a drive train, the vibration absorber having a hub and an inertia mass, and the vibration absorber having a connecting device with at least one elastomer body that elastically connects the hub and the inertia mass with one another, wherein the connecting device comprises at least one reinforcing member which is at least partially embedded in the elastomer body.

A clutch includes a clutch housing configured to hold a clutch plate, and a clutch gear configured to transmit rotary drive power to the clutch housing via a damper. The clutch housing has a rib that regulates a position, of the damper, in an axial direction. The dampers are accommodated in accommodation holes that are spaced from each other in a circumferential direction of the clutch gear. The rib is formed in an annular shape so as to be aligned with the accommodation holes.