A suspension arm bushing provided in a vehicle includes coils. First magnetic viscoelastic elastomers are arranged at both ends in an axial direction of a housing, respectively, to sandwich the coils. A second magnetic viscoelastic elastomer is arranged in the housing so as to be sandwiched between the coils. A controller selectively switches directions of magnetic fields generated by the coils between the same direction and opposite directions.

A magnetorheological apparatus includes a flexible body formed of an elastomer material, a plurality of cell cavities defined by the flexible body, a magnetorheological (MR) fluid disposed within each cell cavity of the plurality of cell cavities, and a magnetic field inductor positioned adjacent to at least one of the cell cavities. Each cell cavity of the plurality of cell cavities is fluidly encapsulated within the flexible body. The magnetic field inductor is selectively operable to vary a magnetic field, and the MR fluid within the at least one cell cavity is configured to vary a stiffness of the at least one cell cavity in response to the magnetic field.

The disclosure provides a magnetic suspension type quasi-zero stiffness electromagnetic vibration isolator with active negative stiffness. The disclosure relates to the technical field of vibration control. The disclosure can selectively realize passive negative stiffness and active negative stiffness by adjusting the control mode of a controller. By adopting an amplifying mechanism and DIESOLE type electromagnets, the bearing capacity of the vibration isolator is further increased, and the disclosure is suitable for the field of ultra-low frequency heavy load vibration reduction and isolation. The displacement state of a negative stiffness mechanism can be measured in real time according to a sensor, and by means of cooperation of the controller and a driver, active negative stiffness is realized, real-time linear negative stiffness is realized, the multi-stable phenomenon is avoided, and complex dynamic phenomena such as jumping during working of the vibration isolator are prevented. The active negative stiffness is realized, the current passing through the system can be adjusted according to different working conditions, and the system has strong self-adaptive ability, can be applied to vibration-isolated objects of different quality, and can adapt to different working environments.

An object of the present invention is to provide a torsion damper excellent in dynamic damping effect even when a vibration frequency fluctuates. A craft damper (torsion damper) of the present invention includes a crankshaft (shaft member) to be input with a torsion vibration, a disc member coaxially attached to the crankshaft, a ring-shaped inertia mass body connected to an outer peripheral side of the disc member via a magneto-rheological elastomer member so as to be coaxial with the crankshaft, and an electromagnetic coil for applying a magnetic field to the magneto-rheological elastomer member.

A vehicle active damper includes a damping actuator that is provided between a radiator and a vehicle body so as to be interposed in a substantially vertical direction, and a coupling member that elastically couples between the vehicle body and an engine. The damping actuator is formed from a elastic modulus-variable member having an elastic modulus that varies according to the strength of an applied magnetic field. The coupling member transmits vibrations of the engine to the vehicle body along a substantially vertical direction.

A vehicle powertrain proactive damping system includes a plurality of proactive damping structures mounted on a powertrain structure with each proactive damping structure includes a magneto rheological elastomer (MRE). An electromagnet is associated with each proactive damping structure. A control unit includes a processor circuit. A sensor obtains vibration data regarding the powertrain structure. A LIDAR sensor is mounted on the vehicle and is electrically connected with the control unit. The LIDAR sensor provides data to the control unit indicative of upcoming road surface conditions to be experienced by the vehicle. Based on data from at the sensor and the LIDAR sensor, the processor circuit is constructed and arranged to control voltage to the electromagnets to selectively adjust a rigidity of the associated proactive damping structure so as to control vibrational effects on the powertrain structure.

An active vibration controller includes: a housing; a first magnetic member installed on the side of the housing having a toric shape; a movable member including a second magnetic member that is substantially coaxial with the first magnetic member and disposed inside the toric shape of the first magnetic member; an exciting coil that generates a magnetic field in accordance with an intensity of a current supplied thereto; and a magnetic viscoelastic elastomer that has a magnetic viscoelastic property varying in accordance with a magnitude of the magnetic field from the exciting coil between the first and second tip portions, and connects the first magnetic core to the second magnetic core. The magnetic viscoelastic elastomer has a region having a non-magnetic property between the first and the second magnetic cores.

An active vibration controller includes: a housing; a first magnetic member on the housing, the first magnetic member including a first tip portion extending from a first base end of the first magnetic member and including a first connecting surface extending from the base end on the first tip portion; a movable member including a second magnetic member including a second tip portion extending from a second base end of the second magnetic member and a second connecting surface extending from the second base end on the second tip portion; an exciting coil; a magnetic viscoelastic elastomer having a magnetic viscoelastic property varying according to a magnetic field magnitude between the first and second tip portions, and connects the first connecting surface to the second connecting surface. The first and second tip portions are thinner than the first and second base ends, respectively.

A suspension arm bushing provided in a vehicle includes coils. First magnetic viscoelastic elastomers are arranged at both ends in an axial direction of a housing, respectively, to sandwich the coils. A second magnetic viscoelastic elastomer is arranged in the housing so as to be sandwiched between the coils. A controller selectively switches directions of magnetic fields generated by the coils between the same direction and opposite directions.

A variable stiffness bushing assembly includes an inner tubular member, an outer tubular member coaxially surrounding the inner tubular member, and an elastic member connecting the inner and outer tubular members. The elastic member defines a pair of first liquid chambers that are on opposite sides of an axial line of the inner tubular member and communicate with each other via a first circumferentially extending communication passage defined between one of the outer yokes and the annular large diameter portion, and a pair of second liquid chambers that are on opposite sides of the axial line and communicate with each other via a second circumferentially extending communication passage defined between another one of the outer yokes and the annular large diameter portion. The magnetic fields generated by the two coils are selectively applied to a magnetic fluid flowing through the first communication passage and the second communication passage.