{"id":8879,"date":"2026-10-19T02:00:00","date_gmt":"2026-10-19T00:00:00","guid":{"rendered":"https:\/\/biax-flexwellen.de\/dampfung-flexible-welle\/"},"modified":"2026-10-19T05:31:01","modified_gmt":"2026-10-19T03:31:01","slug":"dampfung-flexible-welle","status":"publish","type":"post","link":"https:\/\/biax-flexwellen.de\/en\/dampfung-flexible-welle\/","title":{"rendered":"Damping in Flexible Shafts: Torsional Behavior and Design"},"content":{"rendered":"<\/p>\n<p>Damping in a flexible shaft is the dissipation of vibrational energy inside the shaft assembly: the wound core, the protective sheath and the end fittings. It is not a separate component that is added afterwards. It results from internal friction between core wires, friction between core and casing, and the material properties of the lubricant and sheath. Because a flexible shaft is torsionally compliant, damping decides whether a drive line follows its command smoothly or oscillates at certain speeds. This article describes where the damping comes from, how it interacts with resonance, and which design parameters an engineer can control. The focus is on actuation and drive lines in confined installation environments, including aerospace systems.<\/p>\n<div data-blg-cta=\"after_tldr\" data-blg-cta-layout=\"split\" style=\"margin:28px 0;font-family:-apple-system, BlinkMacSystemFont, 'Segoe UI', Roboto, Helvetica, Arial, sans-serif\">\n<div style=\"border-radius:26px;padding:min(22px,3.2vw)\">\n<div style=\"background:#151b24;border-radius:18px;overflow:hidden\">\n<div style=\"flex-wrap:wrap\">\n<div style=\"flex:1 0 36%;min-width:220px;padding:30px 76px 30px 26px;color:#ffffff;background:linear-gradient(104deg,#4a4d53 0%,#2f3339 82%,rgba(0,0,0,0) 82.15%)\">\n<div style=\"margin:0 0 14px\"><span style=\"max-width:100%;border-radius:999px;padding:6px 13px;font-size:12px;font-weight:800;letter-spacing:0.1em;text-transform:uppercase;line-height:1.3;background:#ffffff;color:#222222\">Biax-flexwellen<\/span><\/div>\n<div style=\"font-size:12px;opacity:0.75\">biax-flexwellen.de<\/div>\n<\/div>\n<div style=\"flex:999 1 300px;min-width:0;padding:30px 28px\">\n<div style=\"font-size:23px;font-weight:800;line-height:1.2;letter-spacing:-0.01em;color:#f3f5f8;margin:0\">Design Around Shaft Dynamics<\/div>\n<div style=\"width:56px;height:6px;border-radius:3px;background:#E8EAED;margin:12px 0 14px\"><\/div>\n<div style=\"font-size:15px;line-height:1.55;color:#9aa5b5;margin:0 0 22px\">BIAX Flexwellen develops flexible shafts and drive solutions for confined installations, with engineering guidance for demanding torque and speed requirements.<\/div>\n<p><a href=\"https:\/\/biax-flexwellen.de\/\" style=\"align-items:center;gap:9px;border-radius:10px;font-weight:700;font-size:15px;text-decoration:none;padding:13px 22px 13px 26px;background:#E8EAED;color:#1f2937\">Explore flexible shaft solutions<\/a><\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<h2 id=\"tldr\">TL;DR<\/h2>\n<ul>\n<li>A flexible shaft has low torsional stiffness and a non-linear torque-deflection behavior. Damping comes mainly from friction between core layers and between core and sheath.<\/li>\n<li>Low stiffness lowers the torsional natural frequency. Where excitation orders cross that frequency, resonance can occur, and available damping limits the amplitude.<\/li>\n<li>Friction damping depends on bend radius, routing, preload, lubrication and load direction. It is not a fixed material constant.<\/li>\n<li>Synchronization shafts, flap and slat drives, thrust reverser actuation and valve override lines each load the shaft differently and need separate verification.<\/li>\n<li>Damping values should be established by test on the actual routing, not taken from a catalog figure for a straight shaft.<\/li>\n<\/ul>\n<h2 id=\"table-of-contents\">Table of Contents<\/h2>\n<ul>\n<li><a href=\"#what-damping-means-in-a-flexible-shaft\">What damping means in a flexible shaft<\/a><\/li>\n<li><a href=\"#sources-of-damping-in-the-shaft-assembly\">Sources of damping in the shaft assembly<\/a><\/li>\n<li><a href=\"#torsional-stiffness-natural-frequency-and-resonance\">Torsional stiffness, natural frequency and resonance<\/a><\/li>\n<li><a href=\"#aerospace-installations\">Aerospace installations<\/a><\/li>\n<li><a href=\"#design-parameters-that-influence-damping\">Design parameters that influence damping<\/a><\/li>\n<li><a href=\"#establishing-damping-values\">Establishing damping values<\/a><\/li>\n<li><a href=\"#mitigation-measures\">Mitigation measures<\/a><\/li>\n<li><a href=\"#perspective-damping-as-a-specification-item\">Perspective: damping as a specification item<\/a><\/li>\n<li><a href=\"#related-biax-product-lines\">Related BIAX product lines<\/a><\/li>\n<li><a href=\"#documentation-checklist-for-a-damping-assessment\">Documentation checklist for a damping assessment<\/a><\/li>\n<li><a href=\"#faq\">FAQ<\/a><\/li>\n<li><a href=\"#inquiries\">Inquiries<\/a><\/li>\n<li><a href=\"#sources\">Sources<\/a><\/li>\n<\/ul>\n<h2 id=\"what-damping-means-in-a-flexible-shaft\">What damping means in a flexible shaft<\/h2>\n<p>A flexible shaft transmits rotation through a core made of several wire layers, wound alternately in opposite directions around a center wire. The core runs inside a flexible sheath. Torque is carried by the core, and the sheath guides it and carries the radial reaction when the shaft is bent.<\/p>\n<p>Two effects matter for dynamics:<\/p>\n<ol>\n<li><strong>Torsional compliance.<\/strong> Under torque, the core twists. The twist angle per unit length is far larger than in a solid steel shaft of the same outer diameter. The relation between torque and angle is also not linear and differs by direction of rotation, because winding direction tightens or loosens the outer wire layers.<\/li>\n<li><strong>Energy dissipation.<\/strong> When torque or speed changes, the wire layers slide against each other and against the sheath by small amounts. This micro-slip converts mechanical energy into heat. Plotted as torque against twist angle, the loading and unloading paths do not coincide. They form a hysteresis loop, and the area of that loop is the energy lost per cycle.<\/li>\n<\/ol>\n<p>In a rigid shaft, material damping is small, and torsional resonance is often only weakly damped. A flexible shaft carries much more internal friction, which is useful for vibration but also causes losses, lag and backlash-like behavior. The design task is to know how much of each is present.<\/p>\n<h2 id=\"sources-of-damping-in-the-shaft-assembly\">Sources of damping in the shaft assembly<\/h2>\n<h3 id=\"friction-between-core-wires\">Friction between core wires<\/h3>\n<p>The wire layers press on each other. Under bending and torque, the contact pressure rises and so does the frictional force. Layer count, wire diameter, lay angle and surface condition all influence this. Higher contact pressure generally raises friction damping but also raises the torque lost in transmission, so the two cannot be optimized independently.<\/p>\n<h3 id=\"friction-between-core-and-sheath\">Friction between core and sheath<\/h3>\n<p>When the shaft is routed through bends, the core presses against the inner wall of the sheath. The friction here depends on the bend angle, the sum of all bends along the route, the lubricant and the sheath inner surface. Damping increases with total bend angle, as does drag torque. A straight installation provides little damping from this source. A routing with several bends provides more, but with a heavier load on the drive motor and more heating.<\/p>\n<h3 id=\"lubricant\">Lubricant<\/h3>\n<p>Grease or oil in the sheath reduces wear and friction coefficients. Its viscosity and temperature behavior change the dissipation. At low temperature, as found on aircraft at altitude or in cold-soak conditions, a stiffer lubricant increases drag torque and shifts damping. At high temperature, the lubricant may thin and damping may fall. The specified temperature range for the application should therefore be part of any damping assessment.<\/p>\n<p><img decoding=\"async\" src=\"https:\/\/biax-flexwellen.de\/wp-content\/uploads\/2026\/10\/1792235006841_Lubricated-wound-shaft-core-inside-opened-sheath.jpeg\" alt=\"Lubricated wound shaft core inside opened sheath\"><\/p>\n<h3 id=\"end-fittings-and-couplings\">End fittings and couplings<\/h3>\n<p>Coupling interfaces, such as square, keyed or hexagonal drives, add clearance. Clearance produces backlash, which is a non-linear effect: at low torque amplitudes the shaft may rattle in the fitting rather than twist. This can look like low damping in measurements. Fit tolerances and the interface geometry belong in the dynamic model.<\/p>\n<h3 id=\"external-damping-elements\">External damping elements<\/h3>\n<p>Where internal damping is not sufficient, external measures are possible. Research on helicopter tail rotor drivelines, for example, describes <a href=\"https:\/\/www.mdpi.com\/2073-8994\/13\/2\/281\" rel=\"nofollow noopener noreferrer\" target=\"_blank\">segmented drivelines connected by flexible couplings with dry friction dampers to suppress resonance<\/a>. Other work reviews <a href=\"https:\/\/www.extrica.com\/article\/10149\/pdf\" rel=\"nofollow noopener noreferrer\" target=\"_blank\">torsional vibration dampers designed to remain effective over a wide band of disturbing frequencies<\/a>. These are system-level measures. For a flexible shaft in an actuation line, the more common approach is to tune stiffness, inertia and routing so that excitation stays away from resonance.<\/p>\n<h2 id=\"torsional-stiffness-natural-frequency-and-resonance\">Torsional stiffness, natural frequency and resonance<\/h2>\n<p>A drive line with a motor inertia, a flexible shaft and a load inertia behaves as a torsional spring-mass system. The natural frequency of the first torsional mode follows from the stiffness of the shaft and the inertias at each end. Reducing stiffness, which is the nature of a flexible shaft, lowers the frequency. Increasing the load inertia lowers it further.<\/p>\n<p>Two consequences follow:<\/p>\n<ul>\n<li>The first torsional mode of a flexible shaft line is often low, within the range of motor speed ripple, gear mesh sub-harmonics or start-stop transients.<\/li>\n<li>Damping then determines the peak amplitude when an excitation order crosses the natural frequency.<\/li>\n<\/ul>\n<p>The standard tool for checking this is a Campbell diagram, which plots natural frequencies against shaft speed and overlays lines for excitation orders. A practical engineering treatment of this method, including the construction of the upward sloping excitation lines for gears, vaned impellers and electrical sources, is given in <a href=\"https:\/\/dyrobes.com\/wp-content\/uploads\/2016\/04\/Practical-Design-Against-Torsional-Vibration_linked.pdf\" rel=\"nofollow noopener noreferrer\" target=\"_blank\">Practical Design Against Torsional Vibration<\/a>. The material is written for turbomachinery, but the method applies to any rotating drive train.<\/p>\n<p>For flexible shafts the non-linearity needs attention. Because stiffness depends on torque level and direction, the natural frequency is not a single number. It changes with preload and operating point. A linear model should be run at the low and high end of the stiffness range, and the results compared with measurement.<\/p>\n<h3 id=\"why-light-damping-is-not-always-the-goal\">Why light damping is not always the goal<\/h3>\n<p>An undamped line can ring after a step command. Heavy damping avoids ringing but adds drag, heat and positioning error. In actuation systems, where position accuracy and synchronization matter, an excess of friction damping can create stick-slip at low speed. Stick-slip occurs when static friction exceeds sliding friction, and the shaft winds up and releases in jumps. The aim is controlled damping with a known range, not the maximum available.<\/p>\n<h2 id=\"aerospace-installations\">Aerospace installations<\/h2>\n<p>Flexible shafts appear in aircraft where rigid drive lines cannot follow the geometry. Typical installations include thrust reverser actuation, flap and slat drives on smaller aircraft, valve override systems, and synchronization of actuators. Each loads the shaft differently.<\/p>\n<h3 id=\"thrust-reverser-actuation\">Thrust reverser actuation<\/h3>\n<p>In thrust reverser actuation, a flexible shaft can synchronize or drive actuators that move the translating sleeve or blocker doors. The nacelle environment is confined, hot on one side and subject to engine vibration. Relevant damping issues:<\/p>\n<ul>\n<li>Engine-order vibration enters through the mounting, so the line is excited by base motion as well as by the drive motor.<\/li>\n<li>Deployment loads include high aerodynamic and inertial torque for short periods. The torsional windup of the shaft at peak load should be calculated, as it affects actuator synchronization.<\/li>\n<li>Temperature extremes change lubricant behavior, as described above.<\/li>\n<\/ul>\n<h3 id=\"flap-and-slat-actuation\">Flap and slat actuation<\/h3>\n<p>Flap and slat systems use drive lines that run along the wing, driving geared rotary actuators at each station. Where a flexible shaft is used in the line, particularly on smaller aircraft, the following apply:<\/p>\n<ul>\n<li>Long routes with many bends increase friction damping and drag torque.<\/li>\n<li>Wing flexure moves the bend geometry in flight, so installation tolerances must cover the full deflection range.<\/li>\n<li>Asymmetry detection and synchronization depend on the torsional windup being predictable. A shaft with high hysteresis can show different windup on extension and retraction.<\/li>\n<\/ul>\n<h3 id=\"valve-override-systems\">Valve override systems<\/h3>\n<p>Override shafts are operated infrequently, often manually or by a ground tool, to move a valve whose primary actuator is not accessible. The dynamic concern here is limited. The main requirements are torque transmission at low speed, reliable engagement at the interface and the ability to operate after long dormancy. Damping matters mainly for lubricant condition after years without motion, because the breakaway torque can exceed the running torque.<\/p>\n<h3 id=\"synchronization-shafts\">Synchronization shafts<\/h3>\n<p>A synchronization shaft links two or more actuators so that they travel together. The shaft must carry the torque difference between them without excessive angular lag. Low torsional stiffness gives windup, and windup is position error. Damping stabilizes the synchronized pair against oscillation, but friction adds a dead band. The engineer chooses the shaft diameter and core construction to hold windup within the allowed error at the maximum differential torque.<\/p>\n<h3 id=\"electromechanical-interaction\">Electromechanical interaction<\/h3>\n<p>As more aircraft functions become electric, drivetrains interact with electrical systems. A <a href=\"https:\/\/eprints.nottingham.ac.uk\/51653\/1\/ThesisConAhumada.pdf\" rel=\"nofollow noopener noreferrer\" target=\"_blank\">Nottingham thesis on torsional vibrations in aircraft systems<\/a> notes that where the drivetrain contains a flexible shaft, higher load connections can excite torsional vibration. The conclusion for actuation design is that the electrical load profile, the motor control loop and the shaft stiffness have to be assessed together.<\/p>\n<h2 id=\"design-parameters-that-influence-damping\">Design parameters that influence damping<\/h2>\n<table>\n<thead>\n<tr>\n<th>Parameter<\/th>\n<th>Effect on damping<\/th>\n<th>Effect on other characteristics<\/th>\n<\/tr>\n<\/thead>\n<tbody>\n<tr>\n<td>Core diameter<\/td>\n<td>Larger diameter raises stiffness and torque capacity, and changes friction area<\/td>\n<td>Higher minimum bend radius<\/td>\n<\/tr>\n<tr>\n<td>Number of wire layers<\/td>\n<td>More layers add inter-layer friction<\/td>\n<td>Higher drag and heat<\/td>\n<\/tr>\n<tr>\n<td>Lay direction and angle<\/td>\n<td>Differs between loading directions<\/td>\n<td>Asymmetric windup<\/td>\n<\/tr>\n<tr>\n<td>Total bend angle of route<\/td>\n<td>More bend raises core-sheath friction<\/td>\n<td>Higher drag torque, more wear<\/td>\n<\/tr>\n<tr>\n<td>Bend radius<\/td>\n<td>Tighter radius raises contact pressure<\/td>\n<td>Shorter fatigue life<\/td>\n<\/tr>\n<tr>\n<td>Lubricant type and fill<\/td>\n<td>Changes friction coefficient and temperature response<\/td>\n<td>Service life, relubrication<\/td>\n<\/tr>\n<tr>\n<td>Sheath construction<\/td>\n<td>Alters inner surface and radial support<\/td>\n<td>Flexibility, protection<\/td>\n<\/tr>\n<tr>\n<td>Coupling interface clearance<\/td>\n<td>Adds backlash non-linearity<\/td>\n<td>Positioning accuracy<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<p>These parameters interact. A route with generous bend radii and few bends behaves differently from a compact route with the same shaft. Damping data from a straight bench test cannot be transferred to an installed line.<\/p>\n<h2 id=\"establishing-damping-values\">Establishing damping values<\/h2>\n<p>Catalog data for flexible shafts usually lists torque ratings, minimum bend radii and speed limits. Damping is rarely given as a single number because it depends on installation. The practical routes are:<\/p>\n<ol>\n<li><strong>Torque-twist hysteresis test.<\/strong> Load the installed shaft slowly through a full cycle at several amplitudes and record torque against angle. The hysteresis loop area gives energy loss per cycle, from which an equivalent viscous damping ratio can be derived at the amplitude of interest.<\/li>\n<li><strong>Free decay test.<\/strong> Excite the line with a step and record the oscillation decay. The logarithmic decrement gives a damping ratio. Because the system is non-linear, repeat at different initial amplitudes.<\/li>\n<li><strong>Frequency sweep.<\/strong> Drive the line with a swept torque input and read the resonance peak width. This also locates the torsional natural frequency.<\/li>\n<li><strong>Temperature repetition.<\/strong> Repeat the tests at the extremes of the specified range.<\/li>\n<\/ol>\n<p>The measured values feed a simulation that covers the whole drive line, including motor control. Control-based approaches to torsional vibration are an active research field: one paper on <a href=\"https:\/\/doi.org\/10.11648\/j.ajmie.20230805.11\" rel=\"nofollow noopener noreferrer\" target=\"_blank\">active control of shaft torsional vibration with a dynamic torque actuator<\/a> treats multi-harmonic output torque fluctuations of engines and propellers as the main source of excitation. For actuation lines with flexible shafts, the practical equivalent is shaping the motor command profile so that it does not excite the first mode.<\/p>\n<h2 id=\"mitigation-measures\">Mitigation measures<\/h2>\n<p>When the assessment shows a resonance inside the operating range, the options in order of simplicity are:<\/p>\n<ul>\n<li><strong>Change the command profile.<\/strong> Limit acceleration and jerk, or pass quickly through the critical speed.<\/li>\n<li><strong>Shift the natural frequency.<\/strong> Change shaft diameter, reduce the length or modify the load inertia.<\/li>\n<li><strong>Adjust the routing.<\/strong> Reduce or add bend angle within the permitted radius to alter friction damping.<\/li>\n<li><strong>Select a different core construction.<\/strong> The number of layers and lay pattern change both stiffness and hysteresis.<\/li>\n<li><strong>Add a discrete damper or compliant element.<\/strong> Material-based solutions exist too: an older study describes <a href=\"https:\/\/doi.org\/10.1117\/12.310716\" rel=\"nofollow noopener noreferrer\" target=\"_blank\">cocured damped composite torsion shafts<\/a>, where viscoelastic layers are cured with composite plies for a light, stiff and highly damped component. This is a different shaft type, but it illustrates the principle of designing the damping into the structure.<\/li>\n<\/ul>\n<p>Each measure has a cost in torque loss, weight or positioning accuracy, which should be documented in the design trade.<\/p>\n<h2 id=\"perspective-damping-as-a-specification-item\">Perspective: damping as a specification item<\/h2>\n<p>From our work on custom shaft configurations, damping questions rarely arrive as a request for a damping value. They arrive as symptoms: an actuator pair that drifts apart under load, a drive that hunts at low speed, a noise at a certain rpm. The root cause is nearly always the interaction between stiffness, routing and the way the line is driven.<\/p>\n<p>We therefore ask for the following at the start of an inquiry: the torque and speed profile including peaks, the direction of rotation and whether it reverses, the route with bend radii and angles, the coupling interfaces at both ends, the temperature range, and the inertia on each side. With these, the shaft diameter, core design and sheath can be configured and the likely windup estimated before any prototype is made.<\/p>\n<p>We also recommend treating damping as something to measure on the installed configuration. A sample shaft routed as in the final installation gives more reliable data than any generic figure. Our <a href=\"https:\/\/biax-flexwellen.de\/en\/schwingungen-flexwelle\/\" target=\"_blank\" rel=\"noopener\">engineering article on flexible shaft vibration in aerospace<\/a> covers further priorities, and the <a href=\"https:\/\/biax-flexwellen.de\/en\/custom-flexible-shaft-design-engineer-better-solutions\/\" target=\"_blank\" rel=\"noopener\">custom flexible shaft design article<\/a> describes how the configuration parameters are selected.<\/p>\n<blockquote>\n<p><em>\u2014 Uli<\/em><\/p>\n<\/blockquote>\n<h2 id=\"related-biax-product-lines\">Related BIAX product lines<\/h2>\n<p>Flexible shaft cores sold by the meter, refined cores, actuation shafts, drive and tool shafts, machine elements and custom prototypes are available from BIAX. For lines where torsional behavior is critical, the <a href=\"https:\/\/biax-flexwellen.de\/produkte\/kundenspezifische-loesungen-und-loesungen-fuer-kleine-chargen\/\" target=\"_blank\" rel=\"noopener\">custom solutions and prototypes<\/a> range allows a configuration to be built to specified torque, rpm and interface requirements and tested in the installed routing. Actuation applications are covered by the <a href=\"https:\/\/biax-flexwellen.de\/produkte\/betaetigungswellen\/\" target=\"_blank\" rel=\"noopener\">actuation shafts<\/a> line. A comparison of rigid and flexible drive types is given in the <a href=\"https:\/\/biax-flexwellen.de\/en\/rigid-vs-flexible-shafts-selection-guide\/\" target=\"_blank\" rel=\"noopener\">selection guide for industrial drives<\/a>.<\/p>\n<h2 id=\"documentation-checklist-for-a-damping-assessment\">Documentation checklist for a damping assessment<\/h2>\n<p>The following data set supports a meaningful assessment and shortens the inquiry cycle:<\/p>\n<ul>\n<li>Operating torque, peak torque and duty cycle<\/li>\n<li>Speed range and acceleration profile<\/li>\n<li>Rotation direction and reversal frequency<\/li>\n<li>Route geometry: total length, number of bends, minimum bend radius<\/li>\n<li>Coupling interfaces and fit tolerances<\/li>\n<li>Inertias of source and load<\/li>\n<li>Ambient temperature range and vibration environment<\/li>\n<li>Allowed windup or angular error<\/li>\n<li>Required service life and maintenance intervals<\/li>\n<\/ul>\n<p>Where regulatory qualification applies, as in aerospace, the test methods and acceptance criteria should be agreed with the certifying party before the shaft is specified.<\/p>\n<h2 id=\"faq\">FAQ<\/h2>\n<h3 id=\"is-the-damping-of-a-flexible-shaft-a-fixed-value\">Is the damping of a flexible shaft a fixed value?<\/h3>\n<p>No. It depends on the amplitude of motion, the routing, the lubricant temperature and the load direction. The behavior is non-linear, so a single viscous damping ratio only holds near one operating point. Measure at the amplitudes and temperatures that occur in service.<\/p>\n<h3 id=\"does-more-damping-always-improve-a-drive-line\">Does more damping always improve a drive line?<\/h3>\n<p>No. Friction damping reduces resonance peaks, but it also raises drag torque, heat and the dead band around zero. In synchronization and positioning lines, excess friction can cause stick-slip or position error. The target is a known and sufficient damping range.<\/p>\n<h3 id=\"how-does-bend-routing-affect-damping\">How does bend routing affect damping?<\/h3>\n<p>Every bend increases contact pressure between core and sheath, which raises friction and therefore damping and drag torque. Tight radii also reduce fatigue life. The route should keep to the permitted minimum bend radius and be tested as installed.<\/p>\n<h3 id=\"where-are-torsional-resonances-most-likely-to-occur-in-flexible-shaft-lines\">Where are torsional resonances most likely to occur in flexible shaft lines?<\/h3>\n<p>The low torsional stiffness places the first natural frequency at a low level, so it can coincide with motor speed ripple, gearbox orders or start-stop transients. A Campbell diagram of natural frequencies and excitation orders shows which operating speeds are at risk.<\/p>\n<h2 id=\"inquiries\">Inquiries<\/h2>\n<p>Technical inquiries on torsional behavior, custom configurations and prototypes can be submitted through the <a href=\"https:\/\/biax-flexwellen.de\/\" target=\"_blank\" rel=\"noopener\">BIAX Flexwellen website<\/a>.<\/p>\n<h2 id=\"sources\">Sources<\/h2>\n<ul>\n<li><a href=\"https:\/\/dyrobes.com\/wp-content\/uploads\/2016\/04\/Practical-Design-Against-Torsional-Vibration_linked.pdf\" rel=\"nofollow noopener noreferrer\" target=\"_blank\">Practical Design Against Torsional Vibration<\/a><\/li>\n<li><a href=\"https:\/\/eprints.nottingham.ac.uk\/51653\/1\/ThesisConAhumada.pdf\" rel=\"nofollow noopener noreferrer\" target=\"_blank\">Reduction of torsional vibrations due to electromechanical interaction in aircraft systems<\/a><\/li>\n<li><a href=\"https:\/\/www.mdpi.com\/2073-8994\/13\/2\/281\" rel=\"nofollow noopener noreferrer\" target=\"_blank\">Dynamic Characteristics of a Segmented Supercritical Driveline with Flexible Couplings and Dry Friction Dampers<\/a><\/li>\n<li><a href=\"https:\/\/www.extrica.com\/article\/10149\/pdf\" rel=\"nofollow noopener noreferrer\" target=\"_blank\">Vibration Dampers for Transmission of Mechatronic Systems<\/a><\/li>\n<li><a href=\"https:\/\/doi.org\/10.11648\/j.ajmie.20230805.11\" rel=\"nofollow noopener noreferrer\" target=\"_blank\">Active Control of Shaft Torsional Vibration with a Dynamic Torque Actuator<\/a><\/li>\n<li><a href=\"https:\/\/doi.org\/10.1117\/12.310716\" rel=\"nofollow noopener noreferrer\" target=\"_blank\">Analysis, design, and testing of two cocured damped composite torsion shafts<\/a><\/li>\n<\/ul>\n<h2 id=\"recommended\">Recommended<\/h2>\n<ul>\n<li><a href=\"https:\/\/biax-flexwellen.de\/en\/torque-transmission-explained\/\" target=\"_blank\" rel=\"noopener\">How Torque Is Transmitted Through Flexible Shafts<\/a><\/li>\n<li><a href=\"https:\/\/biax-flexwellen.de\/en\/shaft-design-considerations-for-engineers-a-technical-guide\/\" target=\"_blank\" rel=\"noopener\">Shaft Design Considerations for Engineers: A Technical Guide<\/a><\/li>\n<li><a href=\"https:\/\/biax-flexwellen.de\/en\/torsion-and-torque-explained\/\" target=\"_blank\" rel=\"noopener\">Torsion and Torque Explained for Design Engineers<\/a><\/li>\n<li><a href=\"https:\/\/biax-flexwellen.de\/en\/schwingungen-flexwelle\/\" target=\"_blank\" rel=\"noopener\">3 Engineering Priorities for Flexible Shaft Vibration in Aerospace<\/a><\/li>\n<\/ul>\n<p><!-- biax-internal-links-v2 --><\/p>\n<div class=\"biax-internal-links\" style=\"margin: 2em 0;padding: 1.5em;background: #f8f9fa;border-left: 4px solid #0080C9\">\n<h3>Related Topics<\/h3>\n<ul>\n<li><a href=\"https:\/\/biax-flexwellen.de\/en\/product\/refined-flexible-shaft-cores\/\">Flexible Shafts (Refined)<\/a><\/li>\n<li><a 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