A vibration damper that damp vibrations transmitted between a drive unit and a support body. The vibration damper comprises: an elastic member interposed between the drive unit and the support body; a rotor supported by the drive unit or the support body; and a vibration translating mechanism that rotates the rotor and reciprocates the rotor between the drive unit and the support body, in response to the vibrations acting in a vibrating direction to isolate the drive unit and the support body away from each other and bring the drive unit and the support body closer together.

A vibration damper that damp vibrations transmitted between a drive unit and a support body. The vibration damper comprises: an elastic member interposed between the drive unit and the support body; a rotor supported by the drive unit or the support body; and a vibration translating mechanism that rotates the rotor and reciprocates the rotor between the drive unit and the support body, in response to the vibrations acting in a vibrating direction to isolate the drive unit and the support body away from each other and bring the drive unit and the support body closer together.

A dual mass flywheel coupling member for selectively coupling a primary mass and a secondary mass of a dual mass flywheel, the coupling member comprising: a central aperture for enabling axial alignment with the primary mass and the secondary mass; at least one resiliently deformable member, the resiliently deformable member comprising a fixing point attachable to the primary mass to rigidly couple one end of the resiliently deformable member to the primary mass; and at least one engagement feature coupled to the coupling member at a point remote from the fixing point, wherein the engagement feature is configured to engage the secondary mass upon deformation of the resiliently deformable member in an installed configuration.

The invention relates to a device for damping vibrations, for a motor vehicle transmission drivetrain, comprising: a first element and a second element (2) that are rotationally movable around a rotation axis X; elastic damping means having an elastic blade (13, 14) mounted rotationally integrally with the first element (3); and a rolling body movable with respect to the second element so that a curvilinear trajectory can be executed on at least a predetermined angular sector (A), the curvilinear movement of the rolling body with respect to the second element being accompanied by a movement of the rolling body on the elastic blade, causing the latter to flex.

The invention relates to a damper, in particular for an automobile clutch, comprising:

an input element and an output element rotationally movable with respect to one another around a rotation axis (X); and one of the input and output elements is equipped with a cam follower (21);

damping means interposed between the input and output elements; the damping means have a flexible blade (17a; 17b), and the flexible blade is provided with a cam surface (20) arranged to interact with the cam follower, that cam surface extending over an opening angle (A) greater than 30°, in particular 45°.

A hybrid drivetrain for a hybrid-driven vehicle, having an internal combustion engine which outputs to vehicle wheels via a load path, in which a dual-mass flywheel is connected, which has flywheel masses elastically coupled via spring assemblies, and at least one electric machine, which can be coupled with respect to drive into the load path via an automatic transmission, wherein a drive torque (MBKM) from the internal combustion engine and a drive torque (MEM) from the electric machine can be added together with power addition in the automatic transmission to form a total drive torque, using which the vehicle wheels are drivable, and wherein an electronic control unit, on the basis of driving mode parameters and/or a driver intention, controls and engine controller of the internal combustion engine and/or power electronics of the electric machine using target torque specifications.

A hybrid drivetrain for a hybrid-driven vehicle, having an internal combustion engine which outputs to vehicle wheels via a load path, in which a dual-mass flywheel is connected, which has flywheel masses elastically coupled via spring assemblies, and at least one electric machine, which can be coupled with respect to drive into the load path via an automatic transmission, wherein a drive torque (MBKM) from the internal combustion engine and a drive torque (MEM) from the electric machine can be added together with power addition in the automatic transmission to form a total drive torque, using which the vehicle wheels are drivable, and wherein an electronic control unit, on the basis of driving mode parameters and/or a driver intention, controls and engine controller of the internal combustion engine and/or power electronics of the electric machine using target torque specifications.

Methods, systems, and devices are described for mounting an antenna assembly to a vehicle, whereby rotational degrees of freedom between the antenna assembly and the vehicle are constrained. For example, an antenna mount may employ an intermediate structure between the antenna assembly and the vehicle. In various examples, the intermediate structure may be coupled with one of the vehicle or the antenna assembly by a linear coupling, and the intermediate structure may be coupled with the other of the vehicle or the antenna assembly by a planar coupling. The antenna assembly may be coupled with the vehicle by a compliant coupling that provides a centering force between the antenna assembly and the vehicle. According to various examples, rotational movement between the antenna assembly and the vehicle may be suppressed, and vibration from the vehicle to the antenna assembly may be attenuated.

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 dual mass flywheel coupling member for selectively coupling a primary mass and a secondary mass of a dual mass flywheel, the coupling member comprising: a central aperture for enabling axial alignment with the primary mass and the secondary mass; at least one resiliently deformable member, the resiliently deformable member comprising a fixing point attachable to the primary mass to rigidly couple one end of the resiliently deformable member to the primary mass; and at least one engagement feature coupled to the coupling member at a point remote from the fixing point, wherein the engagement feature is configured to engage the secondary mass upon deformation of the resiliently deformable member in an installed configuration.