1184results about "Flywheels" patented technology

A control apparatus of a vehicle includes a clutch provided between a driving force source and a drive wheel; a torque transfer power controller that controls a torque transfer power of the clutch based on a predetermined condition; a behavior control apparatus that is provided separately from the clutch, that adjusts a physical quantity related to a speed of the vehicle that changes with a control of the torque transfer power of the clutch by the torque transfer power controller; and a function determiner that determines a vehicle speed control function of the behavior control apparatus, wherein the torque transfer power controller controls the torque transfer power of the clutch based on the predetermined condition and a result of determination provided by the function determiner.

The invention relates to a torque transmission device, especially for a drive train comprising an internal combustion engine and a twin-clutch transmission having two transmission input shafts and one transmission output shaft, each transmission input shaft being connectable to an internal combustion engine via a clutch of the torque transmission device.

A drive system that includes a drive shaft, which is or can be brought into torque-transmitting connection with a drive train, a secondary drive system for transmitting torque between the drive shaft and at least one auxiliary unit, and at least one vibration-damping device including a deflection mass carrier with freedom to rotate around a rotational axis and at least one deflection mass, which can shift position relative to the deflection mass carrier in at least one deflection plane. Upon deflection of the at least one deflection mass from the home position relative to the deflection mass carrier, the radial position of the deflection mass changes relative to the rotational axis. At least part of the vibration-damping device can be integrated into part of the secondary drive system.

A vibration suppressor system includes an annular electric motor system which independently controls rotation of at least two masses about the axis of rotation to reduce in-plane vibration of the rotating system. A method of reducing vibrations in a rotary-wing aircraft includes independently controlling a relative angular position of a multiple of independently rotatable masses to reduce vibrations of a main rotor system.

A torsional vibration damper, particularly for use in the power train of a motor vehicle, employs one or more preferably arcuate coil springs having constant inner radii and one or more sets of neighboring smaller-diameter convolutions next to one or more sets of neighboring larger-diameter convolutions. The coil spring or springs is or are compressible by the retainers of two components which can turn, about a common axis, with and relative to each other and at least one of which defines a chamber for the coil spring(s). The retainers of the components can act upon the adjacent end convolutions of the coil spring or of two or more series-arranged coil springs between them by way of plastic slide elements and/or elastic bumpers. One or more plastic slides can partially surround selected convolutions to maintain it or them out of contact with the surface surrounding the coil spring(s) even when such spring or springs is or are being acted upon by centrifugal force in response to high-speed rotation of the components.

An energy storage flywheel system that includes a power connector extending through the flywheel housing assembly and is hermetically sealed thereto. A circuit board, on which is mounted at least a motor/controller circuit, is coupled to the power connector adjacent to the flywheel housing assembly.

In one aspect, there is provided a damper control system for a reciprocating pump assembly according to which control signals are sent to electromagnets. In another aspect, there is provided a method of dampening vibrations in a pump drivetrain according to which a beginning of torque variation is detected and at least a portion of the torque variation is negated. In another aspect, signals or data associated with pump characteristics are received from sensors, torque characteristics and damper response voltages per degree of crank angle are calculated, and control signals are sent to electromagnets. In another aspect, a damper system includes a fluid chamber configured to receive a magnetorheological fluid; a flywheel disposed at least partially within the fluid chamber and adapted to be operably coupled to a fluid pump crankshaft; and a magnetic device proximate the flywheel. The magnetic device applies a variable drag force to the flywheel.

A balancing method and apparatus is used for dynamically balancing an out of balance condition in a rotating body caused by resistance forces acting tangentially to the body. A device having a rotatable component and automatic or dynamic balancing includes a housing, a shaft rotatably mounted in the housing, the shaft supporting the component near one end of the shaft, at least one counterweight fixedly mounted on the shaft and at least one automatically adjusting balancer mounted on the shaft. The automatically adjusting balancer includes one or more compensating masses contained to move about a path relative to the shaft to compensate for variable imbalanced forces acting on the component.

A high energy storage flywheel having a rotor and annular disk which are of a composite material. A metal hub is secured to a shaft and joined to the disk at a hoop. The hub has opposite sections which are of a generally double conical shaft. A concentric rim extends around each hub section and upon rotation the hub sections expansivity deform about the rim to apply a compressive force to the disk to maintain a substantially stress free condition at the rotor and disk interface.

The invention belongs to the technical field of engineering structure control, and in particular relates to a stayed cable vibration damper and a design method for an apparent mass rotating electromagnetic damper. The stayed cable vibration damper comprises a damping device and a transmission mechanism, the transmission mechanism is used for connecting the stayed cable and the damping device, the design method comprises the steps that the fundamental frequency of the stayed cable is determined; the installation location of the apparent mass rotating electromagnetic damper is determined; the damping parameters of the apparent mass rotating electromagnetic damper is calculated; and the stiffness parameters of the apparent mass rotating electromagnetic damper is calculated. According to the stayed cable vibration damper and the design method for the apparent mass rotating electromagnetic damper, a ball screw is utilized to effectively improve the rotational speed of the rotating electromagnetic damper, the equivalent damping coefficient of the damper is improved, and the energy consumption efficiency of the electromagnetic damper is improved; and an inertia flywheel mounted on a rotating shaft of the electromagnetic damper generates an apparent mass effect, the apparent mass effect is amplified through a ball screw mechanism, the stayed cable vibration damping mechanism is provided passive negative stiffness control characteristics, and the vibration damping effect of the stayed cable is effectively improved.

Rolling element bores are provided in the outer circumferential portion of a disk-like main body. Each rolling element bore has an arcuate outer rim. Rollers each have a groove formed on the peripheral edge and extending along the entire circumference of the roller. The outer rim of each rolling element bore engages with the groove of the associated roller so that the roller is loosely fitted in the rolling element bore. Shafts are respectively formed on both sides of each roller. The shafts project from the center of the roller. An elastic ring is mounted on each shaft. Annular guide plates are respectively mounted on both sides of the disk-like main body so that the shafts of the rollers are supported by the guide plates.

Several embodiments of a stiff, metallic hub for an energy storage devices are disclosed in the present invention. The stiff hub produces a critical velocity that is significantly greater than the design operating speed of the flywheel assembly so that resonant frequency is never reached during normal operation of the energy storage device's flywheel assembly. The stiff hub comprises a central core section that maintains a tight interference fit with the rotating shaft; an outer rim section that maintains a tight interference with the high-strength, low-density composite fiber rim, in which energy primarily is stored; and a web section that is situated therebetween, extending radially from the rotary shaft. At high operating speeds, the outer rim of the hub expands radially commensurate with expansion of the composite fiber rim so that enough of the outer rim remains in tight interference fit with the composite fiber rim to substantially minimize vibrations.

Apparatus for damping torsional vibrations, particularly in the power train of a motor vehicle, has first and second torque transmitting devices rotatable with and relative to each other about a common axis against the opposition of a damper having springs confined in an annular chamber of one of the two devices. The extent to which the two devices can turn relative to each other is determined, at least in part, by plastic inserts which are installed in the one device radially inwardly of the chamber and have anvils which abut each other upon completion of a preselected angular displacement of the two devices relative to each other from a neutral position.

A vibration absorber assembly including a disc shaped housing having a central rotational axis and a plurality of radially elongated cavities, and a plurality of movable masses, each movable mass being housed in, and movable within, one of the plurality of radially elongated cavities. The plurality of movable masses are movable in the plurality of radially elongated cavities to absorb torsional vibration, and/or alter moment of inertia of the vibration absorber assembly.

A torsional vibration damper for a drivetrain of a motor vehicle having a substantially discoidal centrifugal flange and a plurality of centrifugal pendulum-type absorbers. Each centrifugal pendulum-type absorber includes a first pendulum mass and a second pendulum mass. The first pendulum mass is arranged above a first surface of the pendulum flange, and the second pendulum mass is arranged above a second surface of the pendulum flange. The first pendulum mass and the second pendulum mass are firmly connected to each other by means of at least two spacing bolts in each case. The pendulum flange has a plurality of cutouts in which the spacing bolts are guided. A second spacing bolt of a first centrifugal pendulum-type absorber and a first spacing bolt of a second centrifugal pendulum-type absorber are guided in at least one first cutout.

An energy storage and conversion apparatus (1) comprising a containment (5) defining a vacuum chamber (7), a substantially vertical shaft within the vacuum chamber (7), a stator (11) on the shaft (9), and a cylindrical rotor (13) which, in use, is driven by the stator (11) to store energy as kinetic energy of the rotor (13) and acts with the stator (11) as a generator to release energy, wherein the rotor (13) is supported by the shaft (9) via an end cap (29), positioned at the upper end of the cylindrical rotor (13), which engages the shaft (9). The rotor (13) is suspended from a pin bearing (31) which is attached to an end cap (29). The pin bearing (31) sits in a bearing cup (37) mounted in a damper (39) at the end of the shaft (9). A magnet bearing (43) is provided at the lower end of the rotor (13) to assist in positioning the rotor (13) relative to the stator (11).

A crankshaft damper hub (10) for attachment to an engine crankshaft (34) has an outer rim (44) and a center portion (46). The center portion (46) has a passageway (56) formed therethrough for receipt of an engine crankshaft (34). A plurality of spokes (60) extend between the outer rim (44) and the center portion (46). An opening (66) is formed in each of the plurality of spokes (60) with a tab (72) formed therein for engagement with a tool to facilitate removal of the hub (10) from the crankshaft (34).

A vibration damping device for a drive system of a motor vehicle, includes a deflection mass arrangement arranged in a base body which is rotatable about an axis of rotation (A). The deflection mass arrangement includes at least one deflection mass and a deflection path associated with the at least one deflection mass and along which the deflection mass moves during rotation of the base body about the axis of rotation (A). The deflection path has a vertex area and deflection areas on both sides of the vertex area. The deflection areas have a decreasing distance from the axis of rotation (A) as they proceed from the vertex area toward their circumferential end areas. A positive rolling arrangement is arranged between the at least one deflection mass and the deflection path which generates a rolling movement of the at least one deflection mass during the movement of the at least one deflection mass along the associated deflection path and thereby prevents a sliding movement of the deflection mass.