Abstract: Example bicycle suspension components and analysis devices are described herein. An example suspension component includes a first tube and a second tube configured in a telescopic arrangement having an interior space, a spring system including a pneumatic chamber containing a mass of a gas forming a pneumatic spring configured to resist compression of the telescopic arrangement, and a suspension component analysis (SCA) device. The SCA device may include a pressure sensor to detect a pressure of the gas in the pneumatic chamber and provide a signal indicative of the detected pressure and circuitry configured to receive the signal. The circuitry and the pressure sensor are at least partially disposed in the interior space.

Abstract: A pipeline includes a pipeline body in which fluid flows and a throttle formed at a specific position of the pipeline body as a flow passage sectional shape of the pipeline body is changed from that of a remaining portion of the pipeline body. The specific position at which the throttle is provided is a position in the pipeline body and corresponds to a position that serves as an abdominal part of the pipeline in a vibration mode where a resonance frequency is the closest to a pulsation frequency of pressure pulsation caused by the fluid.

Abstract: An anti-rotation banjo connection comprising a banjo plate attached to a pipe at its own first end edge and including an opening configured to receive a bolt, the bolt being configured to be screwed into a port of a hydraulic component, wherein a second end edge of the banjo plate, opposite to the first end edge, is provided with a positioning notch configured to partially surround a stopping fastener when the bolt is screwed into the port, whereby an edge wall delimiting the positioning notch is configured to interfere with the stopping fastener preventing the banjo plate from rotating about the bolt.

Abstract: A brake control system includes first and second brake control units for controlling braking of first and second bogies of a rail car. The brake control units include relay valves for controlling pressurized air flow from a main reservoir to brake cylinder pipes. A bypass conduit connects an outlet of a first brake control module to an outlet of a second brake control module. A fail-safe valve moves between open and closed positions. In the closed position, the fail-safe valve prevents a flow of the pressurized air between the brake control units. The fail-safe valve provides a first pilot pressure to a first relay valve upon a failure of the first brake control unit and provides a third pilot pressure to the second relay valve in response to a failure of the second brake control unit.

Abstract: To provide a solenoid, a solenoid valve, and a damper in which when the amount of current supplied to the solenoid is small, the thrust of the solenoid to bias an object in one direction can be made small, and at the same time, even when the solenoid is not energized, the object can be biased in the same direction as that of the thrust. The solenoid includes a coil, a first movable iron core and a second movable iron core that are attracted in a direction away from each other by energizing the coil, a coil spring that biases the first movable iron core toward the second movable iron core, and a leaf spring that restricts the approach of the first movable iron core and the second movable iron core.

Abstract: A shock absorbing device includes a control unit and a transmission unit. The control unit includes a first shaft and a second shaft which freely and rotatably extends through the first shaft. The first end of first shaft and the first end of the second shaft protrude beyond the shock absorbing device. The transmission unit includes a first bevel gear and a second bevel gear. The second shaft freely and rotatably extends through the first bevel gear. When the first shaft is rotated to drives the first bevel gear, the first bevel gear drives the second bevel gear to adjust the recovery damping of the shock absorbing device. When the second shaft is rotated, the compression damping of the shock absorbing device is adjusted. The cooperation of the first and second bevel gears makes the operation of the shock absorbing device be smooth and stable.

Abstract: A wheel assembly includes an inboard wheel portion having a rim and a disk. A radially inward surface of the rim and an inboard surface of the disk define a wheel well cavity configured to house a brake assembly. The wheel assembly also includes a torque bar (e.g., a torque bar of the brake assembly) mounted to the inboard wheel portion. Further, the wheel assembly includes a retainer coupled to the torque bar and disposed radially between the torque bar and the radially inward surface of the rim of the inboard wheel portion. The retainer includes a first end, a second end opposite the first end, and a body extending between the first end and the second end. The body includes opposing longitudinal sides configured to respectively engage and retain a respective heat shield segment of a segmented annular heat shield.

Abstract: An air spring strut for a motor vehicle comprising an air spring with a shock damper for the spring-cushioning and damping of oscillations of a motor vehicle chassis, wherein the air spring comprises an air spring cover and a rolling piston, wherein a rolling bellows of elastomer material is clamped in an airtight manner between the air spring cover and the rolling piston, wherein the air spring cover comprises a damper bearing receptacle in which a damper bearing of the shock damper is arranged, and wherein the air spring cover comprises a clamping base to which a first end of the rolling bellows is attached, wherein at least the damper bearing receptacle of the air spring cover is produced from a plastic material.

Abstract: The present invention provides a friction material and a brake pad having excellent wear resistance while exhibiting a high friction coefficient under high-temperature and high-speed conditions.

Abstract: The invention relates to a vibration damper for a motor vehicle comprising an inner tube, an outer tube and at least one compensating chamber, which is formed between the inner tube and the outer tube and comprises at least one gas bag, which is arranged in the compensating chamber, wherein the compensating chamber is fluidically connected to at least one working area of the inner tube filled with a hydraulic fluid, wherein at least one guide element is provided, which deflects a flow of the hydraulic fluid during a rebound stage or a compression stage in such a way that the gas bag is indirectly subjected to flow. Furthermore, the invention relates to a motor vehicle.

Abstract: A damper assembly includes a pressure tube defining a chamber. The damper assembly includes a body supported by the pressure tube. The body has a first surface and a second surface opposite and spaced from the first surface along an axis. The body defines a passage extending from the first surface to the second surface. The damper assembly includes an orifice disc movable from an unflexed position to a first flexed position and movable from the first flexed position to a second flexed position. The orifice disc in the unflexed position is spaced from the first surface radially outward and radially inward of the passage. The orifice disc in the first flexed position is spaced from the first surface radially outward of the passage and abuts the first surface radially inward of the passage. The orifice disc in the second flexed position abuts the first surface radially outward and radially inward of the passage.

Abstract: A bidirectional anti-slipping apparatus includes a vehicle following stabilizing mechanism, a track, and two front and rear sets of locking mechanisms with opposite directions. The vehicle following stabilizing mechanism includes a protective shell, a middle vehicle capable of sliding and a hydraulic cylinder configured to control the middle vehicle to slide are arranged in the protective shell, a front vehicle and a rear vehicle are respectively fixed at two front and rear ends of the protective shell. Each locking mechanism includes two left and right groups of ratchet devices, each of the ratchet devices includes a fixing rod, a plurality of inner ratchet wheels capable of rotating unidirectionally are respectively fixed at two ends of the fixing rod on one side of the fixing rod proximate to the track, the inner ratchet wheels on the two front and rear sets of locking mechanisms rotate in opposite directions.

Abstract: Brake apparatus for a motor vehicle with a restoring apparatus, comprising a brake support body, a brake lining, a restoring apparatus for the brake lining, and a wear compensation means, the restoring apparatus being connected via the wear compensation means to the brake lining, the restoring apparatus having a lever arm which comprises a spring section, a supporting bearing and a lever bearing, the lever bearing being arranged between the spring section and the supporting bearing.

Abstract: A damper unit for use in a vibration-reducing assembly for a steering wheel is disclosed. The damper unit includes a slider configured, upon horn activation, to slide on a guide shaft. A damper element made from an elastomeric material is arranged on a first part of the slider. A molded horn spring element is molded directly on a second part of the slider and is configured to exert a spring force on the slider. The damper unit provides a unitary structure providing both a vibration damping function and a horn spring function in one single assembly unit, reducing the number of components to assemble. A vibration-reducing damper assembly including one or more such damper units is also disclosed, as well as a method of making such a damper unit.

Abstract: End members are supportable along a damper housing and dimensioned for securement to a flexible spring member. The end members include a wall with a first wall portion having an outer surface portion dimensioned to receivingly engage the flexible spring member. A second wall portion includes an inner surface portion dimensioned to receivingly engage a torsional isolator supported on the damper housing. A third wall portion extends radially outward beyond the second wall portion and includes a passage surface at least partially defining a passage extending axially through the third wall portion. The passage is dimensioned to receive a projection of the torsional isolator. End member assemblies including such an end member as well as gas spring and damper assemblies and suspension systems are also included.

Abstract: A method for controlling a hydraulic brake system for a motor vehicle to carry out a braking operation by means of at least one wheel brake includes, in a first step, a pressure buildup in the wheel brake, wherein hydraulic fluid is passed to a wheel brake via a normally open inlet valve. In a second step, a pressure reduction takes place in the wheel brake, wherein hydraulic fluid is discharged from the wheel brake via an energized normally closed outlet valve. The pressure reduction at the wheel brake is accomplished by means of control of the outlet valve in a predefined manner.

Abstract: The hydraulic shock absorber includes: a first cylinder containing fluid; a piston body including extension-side oil paths permitting flow of oil along with relative movement of the piston rod in the axial direction of the first cylinder; and an extension-side damping valve configured to open and close the extension-side oil paths of the piston body. The extension-side damping valve includes: a valve plate configured to close the extension-side oil paths by covering them and open them by deforming under pressure of oil; and a preload member configured to apply a preload to the valve plate. The preload member includes: a ring-shaped portion; and axis alignment portions configured to protrude from an outer periphery of the ring-shaped portion and contact the piston body to thereby perform axis alignment.

Abstract: A brake for preventing rotation of a segment of a transmission line used for actuation of control surfaces of an aircraft, including a retaining arm configured for connection to a fixed element of the aircraft, a clamp and a connection member. The clamp includes a first clamp portion having a first engagement surface and a second clamp portion having a second engagement surface facing the first engagement surface. The clamp portions are movable with respect to each other so as to vary a distance between the engagement surfaces. The clamp portions are configured to apply a pressure toward each other with the transmission line segment being received between the engagement surfaces. The connection member interconnects the clamp and the retaining arm, and is selectively configurable between an unlocked configuration allowing relative movement between the clamp and the retaining arm and a locked configuration preventing the relative movement.

Abstract: A hydraulic damper assembly comprises a main tube defining a fluid chamber. An external tube extends about the main tube defining a compensation chamber between the main and external tubes. A main piston, located in the main tube, divides the fluid chamber into a compression chamber and a rebound chamber. A piston rod couples to the main piston. A base valve, located in the compression chamber, couples to the main tube. A hydraulic compression stop, located in the compression chamber, includes an additional piston, an insert, and a fixing member. The additional piston couples to the main piston. The insert, located in the compression chamber, couples to the base valve. The insert has a main section and a terminal section. The terminal section having an external diameter that is less than an external diameter of the main section.

Abstract: A brake disc release device, a turning device, and an elevator rescue package and method. The brake disc release device comprises: an actuating mechanism; a gear connected to a first end of the actuating mechanism; a first slider capable of sliding along a first guide piece and comprising a rack portion for engagement with the gear and a first wedge portion; a second slider capable of sliding along a second guide piece and comprising a second wedge portion for engagement with the first wedge portion of the first slider; and a pulling cable having a first end connected to the second slider and a second end connected to the brake disc.