Pulley-torsional damper integrated group comprising a hub adapted to be rigidly connected to a drive member and a pulley connected to the hub. The hub comprises an inner tubular wall and an outer tubular wall. The pulley is angularly coupled to said hub by means of the ring made of elastomeric material. The elastomeric ring has an outer surface towards the pulley and an inner surface towards the hub, and an adhesive is arranged on at least one of the outer or inner surfaces.

In one embodiment, a method for cooling an engine damper, including converting a gas to a liquid, and cooling an engine damper by passing the liquid through a tube portion located between fan air flow and the engine damper.

A propeller shaft assembly includes a propeller shaft extending along an axis between a first and second shaft end. A propeller shaft yoke is operably connected to one of the first or second shaft ends and includes a body presenting a mounting surface extending circumferentially about the axis. A tuned damper extends radially outwardly from the mounting surface and includes a first damper ring disposed in abutting and encircling relationship with the mounting surface and a second damper ring disposed in abutting and encircling relationship with the first damper ring. The tuned damper includes a retention lip extending radially downwardly from the second damper ring in axially spaced relationship with the mounting hub by an axial spacing distance D for protecting the tuned damper from axial impact forces and improving the robustness of the tuned damper mounted on the mounting surface.

A belt pulley structure of an engine is provided to prevent abnormal noise from generating between a belt pulley and a torsional vibration damper. The belt pulley structure includes a stepped portion that is formed in a shape that blocks a cavity in a radial direction thereof. The cavity is formed at a portion where a belt pulley and a torsional vibration damper face each other.

A shaft coupling includes a drive hub that is coupled to a drive shaft to rotate integrally with the drive shaft, a driven hub that is coupled to a driven shaft to rotate integrally with the driven shaft, and a rotation transmission portion that transmits rotation between the drive hub and the driven hub. A dynamic vibration absorber is integrally coupled to a section of at least one of the drive hub and the driven hub. The section is an uninvolved section that is not involved in a torsional stiffness of the whole shaft coupling.

A shaft vibration absorber for absorbing vibrations of a shaft includes an elastomer body that is reached through by a central longitudinal centre axis. In embodiments, the elastomer body includes holding geometries that protrude in the radial direction and extend in the longitudinal direction for pressing the shaft vibration absorber to the shaft. The holding geometries may be arranged in each case in two first angle windows that lie opposite one another with regard to the longitudinal centre axis with a width of in each case at most 90°. With embodiments, the shaft vibration absorber can configure a radial pressing force of the shaft along a first tuning axis that runs in the radial direction, and the radial pressing force may be greater than a pressing force in a spatial direction that differs therefrom and runs in the radial direction.

A dynamic damper for suppressing vibration generated by a gear attached to a rotation shaft, the dynamic damper, includes: a mass body that is disposed inside a rotation shaft having a hollow shape and extends along a shaft center of the rotation shaft; and an elastic body that couples the mass body to the rotation shaft. Further, a flow path for lubricating liquid to flow is provided between an inner peripheral surface of the rotation shaft and the mass body, and the flow path is formed by the inner peripheral surface of the rotation shaft at an axial position where the elastic body is disposed.

A dynamic damper includes: a mass body that is disposed inside a rotation shaft and extends along a shaft center of the rotation shaft; and an elastic body interposed between the mass body and the rotation shaft. Further, the mass body is allowed to vibrate to a linear motion state, the elastic body includes: first and second contact surfaces, when the gear generates vibration so as to fall from a radial direction of the rotation shaft to an axial direction side of the rotation shaft, compressive stress acts on the elastic body by the mass body vibrating so as to push the first contact surface in response to the vibration, and when the gear generates vibration along the axial direction, compressive stress acts on the elastic body by the mass body coming in the linear motion state and vibrating so as to push the second contact surface.

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.

Torsional vibration dampers (TVDs) having a plurality of spokes that are asymmetric by having a changing spoke thickness in the angular direction with the greatest thickness at the position where the belt torque and the dynamic torque of the TVD act in unison are disclosed. The spokes, which connect a central member to a peripheral rim, include an asymmetrical thickness in an angular direction, as evidenced by a cross-section view transverse to a radial length of each of the plurality of spokes. Engine systems having one of the disclosed TVDs mounted to a shaft are also disclosed, for example a TVD mounted to a crankshaft.