A vibration attenuator for a rotor of an aircraft has a housing adapted for rotation with the rotor about an axis. A first ring is rotatably carried within the housing on a first bearing, a first weight being coupled to the first ring for rotation therewith relative to the housing about the axis. A second ring is rotatably carried by the first ring on a second bearing, a second weight being coupled to the second ring for rotation therewith relative to the housing and to the first ring. A first motor is configured for rotating the first ring relative to the housing, and a second motor is configured for rotating the second ring relative to the housing and to the first ring. The first and second motors are operated to rotate the weights within the housing and position the weights relative to each other for attenuating vibrations.

A flat spring (70) of a solenoid valve has: an engaging claw (75) which is engaged with an engaging protrusion provided on a movable iron core, and a supporting portion (71) which is installed and fixed between a valve housing and a bobbin. The supporting portion (71) is provided with an attaching claw (72); the attaching claw (72) is attached to an attaching claw holder provided on the bobbin. The engaging claw (75) is provided on a leading end of a pulling portion (73), and a connected portion (74) connects a base end of the pulling portion (73) with the supporting portion (71).

The solenoid valve (10) has a poppet valve (41) which is operated to move between a position to close a port and a position to open the port. A fixed iron core (50) having a supporting leg (52) and a driving leg (51) is installed in a valve housing (11), and a movable iron core (60) which drives the poppet valve (41) is disposed between a valve driving member (42) and the fixed iron core (50). An arcuate sliding contact surface (61) is provided on one end portion of the movable iron core (60), and a sliding-abutting surface (62) which abuts on the sliding contact surface (61) is provided on a leading end portion of the supporting leg (52). When a coil (56) is de-energized, the sliding-contacting surface (61) is pressed onto the sliding-abutting surface (62) by a flat spring (70), with an abutting portion of the valve driving member (42) serving as a fulcrum of a tensile force applied to the movable iron core (60).

Disclosed is a torque converter in a vehicle, in which a torsional damper reduces a natural frequency and absorbs vibration energy in an anti-resonance state for enhancing a vibration isolation function. The torque converter in a vehicle includes a torsional damper including a retaining plate coupled to the piston, a plurality of springs arranged at the retaining plate for imparting elastic force in a circumferential direction, a driven plate coupled to a spline hub which acts as a reaction force on the springs and forwards driving power to a transmission, and an inertial lever arranged between the piston and the driven plate, the inertial lever including a fixed pivot coupling portion coupled to the piston with a fixed pivot and a movable pivot coupling portion coupled to the driven plate with a movable pivot.

A damper device including an input element to which a torque from an engine is transmitted; an output element; an elastic body to transmit torque between the input element and the output element; and rotary inertia mass damper having a mass body that rotates in accordance with a relative rotation of the input element and the output element. The output element is coupled to a rotor of an electric motor, which is coupled to an input shaft of a transmission. The rotary inertia mass damper includes a planetary gear mechanism having a carrier that supports pinion gears, the carrier is a part of the input element, one of the sun gear and the ring gear is a part of the output element, and the other of the sun gear and the ring gear functions as the mass body.

The disclosure relates to a drive train for a motor vehicle containing an internal combustion engine, a transmission connected downstream thereof, drive wheels and a differential arranged between the drive wheels and the transmission. In order to eliminate or at least reduce the vibrational eigenmodes behind the transmission, a centrifugal pendulum is assigned adjacent to the differential.

The disclosure relates to a drive train for a motor vehicle containing an internal combustion engine, a transmission connected downstream thereof, drive wheels and a differential arranged between the drive wheels and the transmission. In order to eliminate or at least reduce the vibrational eigenmodes behind the transmission, a centrifugal pendulum is assigned adjacent to the differential.

A vibration attenuator for a rotor of an aircraft has a housing adapted for rotation with the rotor about an axis. A first ring is rotatably carried within the housing on a first bearing, a first weight being coupled to the first ring for rotation therewith relative to the housing about the axis. A second ring is rotatably carried by the first ring on a second bearing, a second weight being coupled to the second ring for rotation therewith relative to the housing and to the first ring. A first motor is configured for rotating the first ring relative to the housing, and a second motor is configured for rotating the second ring relative to the housing and to the first ring. The first and second motors are operated to rotate the weights within the housing and position the weights relative to each other for attenuating vibrations.

A vibration damping device including: a support member rotating with a rotary element to which torque from an engine is transferred about the center of rotation of the rotary element; a restoring force generation member coupled to the support member and swingable with rotation of the support member; and an inertial mass body coupled to the support member via the restoring force generation member and swung about the center of rotation in conjunction with the restoring force generation member with rotation of the support member. The order of the vibration damping device is larger than the sum of the excitation order of the engine and an offset value determined in consideration of the effect of oil in the oil chamber. The reference order, which is a convergent value of the order of the vibration damping device, is higher than the excitation order.

A four-bar linkage vibration absorbing device includes: crank members each coupled to a driven member of a damper device via a coupling shaft and each capable of swinging about the coupling shaft when the driven member is rotated; and a mass body that is coupled to the driven member via the crank members and that swings about the rotation center RC together with the crank members when the driven member is rotated. The driven member is coupled to a turbine runner of a hydraulic transmission device so as to rotate with the turbine runner.