Abstract: A valve mechanism includes an orifice collar having a hollow portion penetrating in an axial direction, a valve body having a central hole and an opening portion which penetrate in the axial direction and arranged so as to come into contact with an axial end surface of the orifice collar, and a drive valve which is movable in the axial direction and is arranged on an opposite side of the orifice collar with the valve body as a boundary, where the valve body includes spoke valves, each of which includes an outer frame portion, an inner frame portion, and a plurality of spoke portions connecting the outer frame portion 74 and the inner frame portion, and a protective valve which protects the spoke portion when the spoke portion of the spoke valve is deformed.

Abstract: A method of making a brake assembly using recycled friction disks may comprise removing a first friction disk from a worn brake assembly, removing a portion of the first friction disk to reduce a thickness of the first friction disk, and incorporating a previously unused friction disk and the first friction disk into a brake assembly comprising unworn rotor disks made of a first material. The previously unused friction disk and the first friction disk may comprise a second material different from the first material. The thickness of the first friction disk may be different from a thickness of the previously unused friction disk.

Abstract: During the transition from the opening to the closing movement of a glove compartment door, or vice versa, undesirable noises (“clicking”/“popping”) can be reduced by providing regions of a housing surrounding a rotation damper with a contact region made of a material having a lower modulus of elasticity than the material of the remainder of the housing.

Abstract: The invention relates to a pad clip (5), comprising at least one retainer (6) for supporting a brake pad (2), and at least one retraction spring (10) for retracting the brake pad (2) in an axial direction upon a brake release, the retraction spring (10) having a spring body (17) with a first portion (11), a second portion (12), and an intermediate portion (13) connecting the first and second portions (11, 12), the first portion (11) comprising a contact portion (14) for contacting the brake pad (2), the second portion (12) being configured to be attached to a calliper support bracket (3), wherein the material of the first portion (11) axially extending between the contact portion (14) and the intermediate portion (13) is configured to be stretched in the axial direction upon a brake action and to return to its unstretched state upon a brake release. The invention also relates to a calliper support bracket (3) and a brake assembly (1).

Abstract: The disclosed method may include configuring one or more brakes based on a braking-related attribute expected at a geographic location being traversed by a personal mobility vehicle. By configuring the application of brakes of a personal mobility vehicle based on terrain, environmental conditions, and other geographic features, the system may reduce the risk of the vehicle skidding or tipping due to over-braking. In some embodiments, a rider may use a single brake lever to indicate a desire to brake and the system may make determinations about how to apply a combination of mechanical and electrical brakes to front and back wheels based at least in part on the location of the personal mobility vehicle. By configuring brake engagement based on a combination of controls and map data, the system may improve user experience and user safety, especially for inexperienced riders.

Abstract: A braking system and method control application of brakes disposed onboard vehicles using brake control devices. The vehicles are in a multi-vehicle system and are associated with different segments of the vehicle system. Brake commands are sent to the brake control devices. These commands direct the brake control devices of the vehicles to concurrently engage the brakes onboard the vehicles to different brake levels based on which of the segments that the vehicles are associated.

Abstract: An elastomeric bushing comprises an inner sleeve, an elastomeric bumper disposed around and directly engaging the inner sleeve, and an outer sleeve disposed around the inner sleeve and the elastomeric bumper. The outer sleeve is spaced apart from the inner sleeve and directly engages the elastomeric bumper. The inner sleeve includes a first protrusion and a second protrusion axially spaced apart from one another. The outer sleeve includes a radially inwardly extending indentation axially positioned between the first protrusion and the second protrusion. The indentation traps a first portion of the elastomeric bumper between the first protrusion and a first surface of the indentation and also traps a second portion of the elastomeric bumper between the second protrusion and a second surface of the indentation.

Abstract: A squeeze mode giant electrorheological fluid damper is disclosed. The squeeze mode giant electrorheological fluid damper comprises a support, a container and a connecting structure, wherein the support comprises a bottom plate, guide shafts and a top plate, the guide shaft is vertically fixed on the bottom plate, and the top plate is slidably arranged on the guide shaft; the container comprises a container body and two spiral spring pieces coaxially arranged in the container body, the container body is fixed on the bottom plate, the bottoms of the two spiral spring pieces are fixed to the bottom of the container, the two spiral spring pieces are not in contact with each other and are spaced by 180°; the top of the connecting structure is fixedly connected with the top plate, and the bottom of the connecting structure is fixedly connected with the tops of the two spiral spring pieces.

Abstract: An electropneumatic trailer control module (1) for an electronically controllable pneumatic brake system (520) for a vehicle combination (500) with a tractor vehicle (502) and a trailer vehicle (504), has an electronic control unit (ECU), a pneumatic reservoir input (11), a trailer control valve unit (65) with electropneumatic valves (RV, IV, OV), a trailer brake pressure port (22), and a trailer supply pressure port (21). The electronic control unit (ECU) has a parking brake signal input (200) for receiving an electronic brake representation signal (SB1, SB2, SB3) for an immobilizing brake (6, 532a, 532b) of the tractor vehicle (502) and is configured to, on the basis of the brake representation signal (SB1, SB2, SB3), switch at least one of the one or more electropneumatic valves (RV, IV, OV) of the trailer control valve unit (65) in order to output a brake pressure.

Abstract: A damper assembly includes a pressure tube defining a first chamber and a piston movable within the first chamber. The damper assembly includes a reserve tube defining a second chamber. The damper assembly includes a cylinder end attached to the pressure tube, the cylinder end defining a passage in fluid communication with the first chamber and the second chamber. The damper assembly includes an orifice disc attached to the cylinder end and defining an opening in fluid communication with the passage. The damper assembly includes a check disc attached to the cylinder end, the check disc movable from a first position spaced from orifice disc to a second position abutting the orifice disc. Movement of the piston within the first chamber causes fluid flow between the first chamber and the second chamber via the passage of the cylinder end. The check disc and the orifice disc limit a rate of such fluid flow.

Abstract: A brake control system for a vehicle includes a brake actuator operable over a range from an initial position that includes contiguous portions of displacement that are a first portion of displacement, a second portion of displacement and a third portion of displacement, a controller and an actuation sensor operatively coupled to the brake actuator. The actuation sensor sends a signal to the controller to activate a regenerative braking system using an electric motor of the vehicle if the actuation sensor detects the brake actuator is in the first portion of displacement. The regenerative braking system is activated and the friction braking system is activated when the brake actuator is in the second portion of displacement. The regenerative braking system is deactivated and the friction braking system is activated when the brake actuator is in the third portion of displacement.

Abstract: A strut mount includes: an inner member coupled to a suspension; an outer bracket having an outer cylinder portion housing the inner member, and a flange portion protruding radially outward from the outer cylinder portion and coupled to a vehicle body; an elastic member interposed between the inner member and the outer cylinder portion; and a seal member interposed between the flange portion and the vehicle body. The seal member includes an annular portion located between the flange portion and the vehicle body, and a first downward extending portion extending downward from an outer peripheral portion of the annular portion toward the opposite side from the vehicle body. The flange portion includes a placement surface portion which faces toward the vehicle body and on which the annular portion is placed, and a first sidewall portion extending from an outer peripheral portion of the placement surface portion to the opposite side from the vehicle body.

Abstract: An EH braking system including a brake valve operably connected to a brake and a brake pressure sensor. A calibration event for the EH braking system where the compliance calibration time is measured from when the brake valve is operated at full activation to when the brake pressure sensor senses the pressure starts to build in the brake circuit. The compliance calibration time is the time it takes to fill the compliance volume of the brake(s). The compliance calibrated fill time is used during a normal braking event wherein the brake valve will be operated to a full activation condition for duration of the compliance calibration time. After the calibrated fill time has elapsed, the brake valve will be operated at the desired operator command of the brake pedal. This results in quicker fill times of the brake and better brake system response.

Abstract: One or more techniques and systems are described herein for synchronized air delivery method between a vehicle's central tire inflation system (CTIS) and an air trailer brake (ATB) system. A synchronized air delivery system can utilize a shared air source as a common shared input to drive two different systems, including the ATB system and CTIS. Based on ATB and CTIS air need feedback, an air compressor clutch can automatically control ON and OFF modes for air inputs using a control algorithm. Air can be provided to the ATB system, to provide air to brakes on a coupled trailer, over the tire inflation operation, such as during a braking event.

Abstract: A valve mechanism includes: a cylindrical body; a plurality of valve bodies; and a drive valve. The drive valve includes a shaft portion having therein a flow path penetrating in the axial direction, and a step portion extending from an outer peripheral surface of the shaft portion to a radial outside of the shaft portion. The shaft portion has a tip portion which extends further on the cylindrical body side than the step portion. An outer diameter of the tip portion is smaller than an outer diameter of the step portion. A gap between the valve bodies is changed by elastically deforming an inner peripheral portion of the valve body, which comes into contact with the drive valve moved in a direction approaching the valve body, in a direction approaching the cylindrical body with respect to an outer peripheral portion of the valve body.

Abstract: A shock absorber having a metal damper tube and base assembly is provided. The base assembly, which includes a composite mounting attachment made of a composite material, such as a recyclable thermoplastic, is fixed to an external surface of the metal damper tube, which may be a finished product. A cavity in the composite mounting attachment houses at least a portion of the metal damper tube and thus defines an overlapping region where the composite mounting attachment and the metal damper tube are co-extensive with each other. One or more windows are provided in the overlapping region of the composite mounting attachment where the metal damper tube is left exposed. This helps to promote heat dissipation away from the metal damper tube while reducing weight and heat transmission from the metal damper tube to the composite mounting attachment to reduce overheating of the composite material.

Abstract: A machine assembly includes a first machine component and a second machine component, the first machine component including a first installation surface and the second machine component including a second installation surface. The first and second installation surfaces are mounted against one another in the assembly. A friction-increasing element is provided in the assembly between the first installation surface and the second installation surface. Further, in the assembled state, a sealing material is introduced into an intermediate space between the first and second installation surfaces.

Abstract: A protection apparatus for an appliance supported by a tripod, the protection apparatus including: a tilt sensor, for alerting upon tilting of the tripod; and an airbag inflated upon the alerting for protecting the appliance. The airbag is shaped to comprise at least one of three protrusions, projected outward upon airbag inflation, each protrusion being directed in one of the common tilting directions perpendicular to and towards an imaginary line between feet of two tripod legs.

Abstract: A damper including inner and outer tubes and a control valve. A piston is slidably disposed within the inner tube to define first and second working chambers. An intermediate member assembly is disposed annularly about the inner tube. An intermediate channel is positioned radially between the intermediate member assembly and the inner tube and a reservoir channel is positioned radially between the intermediate member assembly and the outer tube. A first unidirectional blocking valve forms a first partition between first and second intermediate channel portions of the intermediate channel. A second unidirectional blocking valve forms a second partition between the second intermediate channel portion and a third intermediate channel portion. An external control valve has a control valve inlet that is arranged in fluid communication with the second intermediate channel portion.

Abstract: A brake system for a vehicle such as a bicycle is disclosed. The brake system may comprise an improved master cylinder assembly configured (e.g. manufactured/produced, assembled, etc.) so that a setting and/or adjustment of the brake stroke and/or lever action/actuation can be provided by any one independent mechanism (e.g. without any other adjustment mechanism) or by a combination of adjustment mechanisms (e.g. in a combination with one or more adjustment mechanism); operation of a mechanism for setting and/or adjusting the brake stroke may comprise a feature configured to engage a pushrod (e.g. by direct action on the pushrod or a feature of the pushrod or by indirect action through a link, adjuster, etc. configured to engage the pushrod). The master cylinder assembly may be configured to be set and/or adjusted/tuned within the indicated range to provide an intended performance and/or “feel” for the operator at the brake lever.