Abstract: An impact attenuator for vehicles, including an energy absorbing device for decelerating forces, including a housing, at least two pins arranged in the housing which are arranged in parallel to each other in the housing, as well as a metallic, elongated draw element, which can be positioned within the housing such that it extends between and in contact with the pins, wherein the pins and the draw element are positioned such that a change of direction appears on the draw element when passing by each pin such that at mutual moving of the draw element and the housing in relation to each other, the movement is decelerated due to deformation of the draw element at passage of each pin. The pins and the draw element are positioned such that the draw element obtains a change of direction of at least 90° when passing at least two of the pins.

Abstract: A disc brake assembly includes a brake pad having a first pad abutment spaced from a second pad abutment and a third pad abutment positioned between the first pad abutment and the second pad abutment. An actuator is operable to apply a force to the brake pad to apply the brake. The disc brake assembly has a first reaction abutment facing the first pad abutment, a second reaction abutment facing the second pad abutment, and a third reaction abutment facing the third pad abutment. The first, second and third pad abutments are operable to transfer brake pad drag torque to the first, second and third reaction abutments respectively. The disc brake is configured such that under no load conditions with the third pad abutment engaging the third reaction abutment, the first pad abutment is spaced from the first reaction abutment.

Abstract: A shock absorber includes a pressure sensitive valve assembly that controls fluid flow through the pressure sensitive valve assembly based upon the velocity of the piston assembly in the shock absorber. The pressure sensitive valve assembly restricts fluid flow as the velocity of the piston in a compression stroke increases to increase the damping loads provided by the shock absorber.

Abstract: A motor for actuating brake members of an electric parking (EPB) system, includes a stator and a rotor rotatably mounted to the stator. The rotor has a shaft, a commutator, a rotor core fixed to the shaft, and rotor windings wound about teeth of the rotor core and electrically connected to segments of the commutator. The rotor windings have a plurality of winding units and each of the winding units have at least two coils. The coils of each winding unit are wound about the same teeth and are connected to a same pair of segments.

Abstract: An active mount structure may include an actuator coupled to an actuator plate coupled to an orifice plate within a housing, wherein the actuator includes a plunger coupled to the actuator plate, a first rod rotatably coupled to a bottom of the plunger and rotated by a first motor unit, wherein the first rod includes a rotating shaft rotatably coupled to the plunger, one side of the rotating shaft extending to form an extending portion, and a rotation retention portion formed at the extending portion, a swash plate defining a center hole therein and having shaft protrusions, wherein the first rod may be disposed in the center hole and the rotation retention portion may be engaged to the swash plate, and a second rod engaged at the swash plate and raised or lowered by a second motor unit, wherein the shaft protrusions may be rotatably coupled to the housing.

Abstract: A light-weight, sound-damped, composite brake rotor for a vehicle braking system includes a rotor hat and an annular rotor cheek supported by, and cast around, the rotor hat. The rotor hat includes an axially-protruding central hub and an integral flange that extends radially from and circumferentially around the central hub. The rotor cheek includes a top ledge and a bottom ledge that overly a top annular surface and a bottom annular surface, respectively, of the integral flange. An annular interfacial boundary present between an underside of the top and/or bottom ledges and their respective adjacent annular surfaces of the integral flange includes a vibration damping interface. The brake rotor derives its vibration-deadening and sound-damping effects from the vibration damping interface through the occurrence of relative frictional contacting movement.

Abstract: A damping force generator for a hydraulic shock absorber featuring an increased deflection (bending) characteristic of a damping valve to widen the adjustable range of a damping force. In a damping force generator (70) for a hydraulic shock absorber, the damping valve (80) undergoes deflections with boundaries (71C) between secured portions (71A) and recessed portions (71B) of the valve seat (71) as supporting points K, and inner and outer peripheries of the damping valve (80) are disposed on an outside of line segments L each connecting two circumferentially adjacent supporting points K, K of the valve seat (71).

Abstract: An energy absorbing device including a housing having a first end and a second end longitudinally opposed from the first end, a crushing member positioned proximate the first end, a stopping member longitudinally spaced apart from the crushing member, an energy absorbing member positioned between the crushing member and the stopping member, and a linking member connected to the crushing member.

Abstract: A spring-type brake actuator for a pneumatically-operated vehicle brake is provided, in which the parking brake release piston is formed from at least one stamped actuator piston plate, preferably a stamped aluminum plate. Preferably the biasing force of the power spring of the spring brake actuator bears on a stamped spring seat cap element which is interposed between the power spring and the stamped actuator piston plate. In addition, the parking brake release piston flexible diaphragm may be captured between the stamped actuator piston plate and a stamped backing plate by affixing the backing plate to a joining member, where the joining member includes a threaded insert to receive a manually-actuated parking brake release actuation tool.

Abstract: Two pressure chambers of the master cylinder and brake cylinders provided respectively for front left and right wheels are respectively connected directly to each other by master passages. Provided respectively in the master passages are master cut-off valves each as a normally-closed electromagnetic open/close valve. As a result, when the brake pedal is not operated and when no current is supplied to solenoids of the respective master cut-off valves, the pressure chambers and the brake cylinders are respectively disconnected to each other, preventing an outflow of the working fluid from the pressure chambers, i.e., fluid chambers of a master reservoir to the brake cylinders.

Abstract: Aircraft hydraulic parking architecture, including a brake with a wheel braking hydraulic actuator, a pressure source (Alim) of high-pressure fluid, a normal braking hydraulic circuit (C1) including at least pressure control servo valve with a supply port (P) connected to the pressure source (Alim), a return port (R), a utilization port (U) connected to the actuator, the brake architecture further including a parking hydraulic circuit (C2) including a parking brake valve (PkBV) having an outlet port (Ps1) selectively connected either to the pressure source (Alim) or a low-pressure return circuit (CR). The outlet port (Ps1) of the parking brake valve (PkBV) is connected to the return port (R) of the pressure control servo valve.

Abstract: Designs and methods are provided for a hydraulic strut and control system suitable for energy attenuation applications such as vehicle seating system. In one exemplary embodiment the hydraulic strut includes a main cylinder having a first closed end, a second end with an opening. A main piston slidably disposed in the main cylinder divides it into a first fluid chamber between the main piston and the first end of the main cylinder, and a second fluid chamber between the main piston and the second end of the main cylinder. At least one fixed orifice through the piston provides fluid communication between the first and second fluid chambers. An integral flow control valve is adapted to vary the flow area of the at least one orifice through the piston. The flow control valve is operatively connected to a high speed actuator responsive to an electrical control signal.

Abstract: There is provided a disk brake that can hold a required thrust force and maintain a stop state of a vehicle without increasing complexity in the disk brake even if the disk brake is operated in a high temperature state of a brake pad and then a temperature of the brake pad is reduced. In the disk brake 1, an electric motor 8 is driven to thrust a piston 6, the piston 6 presses the brake pad 5 against a disk rotor 2, and the piston 6 is held in the pressed position, the electric motor 8 is re-driven after a predetermined time from a start of holding of the piston 6, and a driving condition of the electric motor 8 after re-driving is determined based on a change in value of a current supplied to the electric motor 8 by the re-driving.

Abstract: A vehicle damper comprises a damping medium-filled damper body in which an element divides the damper body into two chambers. A microprocessor control unit is coupled to one or more valve and connecting arrangements that comprise at least one valve and a number of flow ducts. Respective valves and flow ducts of the valve and connecting arrangement are coupled both to respective damper chambers and a pressurizing element common to both of the chambers so that even in the chamber in which a low pressure prevails there is a positive pressure acting at all times. The valve and connecting arrangements comprise a continuously electrically controlled main valve, a non-return valve and one or more bleed valves.

Abstract: An electronically controlled brake system for trailer tractors. The system having a device for braking the tractor and trailer, and for steer-by-braking the tractor only, tractor brakes, and further devices for braking the trailer only. The further devices include a normally-ON valve allowing simultaneous braking of the tractor and trailer. The valve is switched to OFF when the steer-by-braking function is activated.

Abstract: A torque arm for an automobile is configured so that the axis of a first bush and the axis of a second bush are arranged so as to intersect each other. The torque arm includes a first outer tube, a second outer tube, and an outer-tube connection section which are each divided into halves. A rubber introduction opening connecting to a second space is formed in the introduction portion of the second outer tube. A rubber material poured toward the upper flat section of an upper outer-tube connection section, which is one of the halves of the outer-tube connection section, is led to the rubber introduction opening while being guided by the upper flat section. The led rubber material is filled into the second space after passing through the rubber introduction opening, and a second rubber elastic body is formed by the rubber material filled into the second space.

Abstract: A brake actuator has a motor that provides input rotation in first and second directions. A reducer couples to the motor and reduces the input rotation into an output rotation to be applied to a brake screw of a progressive cavity pump drive. A sensor measures rotational speed of the drive shaft. In manual operation, an operator can view an indication of the rotational speed and can manually operate the motor accordingly to control rotation of the shaft. In automated operation, a controller automatically controls the motor based on the rotational speed measured by the sensor. The controller can also use a torque sensor to detect the torque applied to the brake screw, a displacement sensor to detect displacement of the brake screw, and/or a current sensor to detect the current consumption of the motor.

Abstract: The first corner portion elastically deforms in application of load such that the angle of the first corner portion changes depending on the pressing force from the first member. In this case, the first corner portion can move toward the outside of the inner periphery portion of the main body portion while the angle changes. The second corner portion has the same function as that of the first corner portion, and it can move toward the outside of the outer periphery portion of the main body portion while the angle changes depending on the pressing force from the second member in the elastic deformation of the second corner portion. As a result, the spring can prevent generation of hysteresis in load characteristics without increasing the number of parts, and enables height adjustment of the spring.

Abstract: To provide a vibration-damping support device that requires a smaller space for its own installation. A vibration-damping support device is provided with a rubber mount, a support member supporting the rubber mount thereon, and stoppers. The rubber mount is to be attached to a mounting platform for an object which is installed in a hydraulic excavator and is to be damped, for example, an engine that vibrates in vertical and horizontal directions, and has an elastic member of a rubber or like member for absorbing vibrations of the engine. The support member can be, for example, a support bracket to be fixedly secured on an unillustrated revolving frame. The stoppers are arranged integrally with the support bracket, and prevent an excessive deformation of the elastic member of the rubber mount under vibrations of the engine. The stopper is arranged on an upper side of the support bracket, while the stopper is arranged on a lower side of the support bracket.

Abstract: A structure for absorbing energy from impacts thereon, the structure being plastically deformable by an impact, with, if appropriate, the possibility that it is at least to some extent disrupted. The structure can include a) ribs for reinforcement, the ribs arranged with respect to one another at an angle with respect to the axial direction such that on failure of a rib a force acting on the structure is immediately absorbed axially by another rib, b) ribs running axially, the ribs being in essence corrugated or of zigzag shape, c) at least one rib running axially in a first plane and connected to at least two ribs running axially in a second plane rotated with respect to the first plane. The structure includes, in the direction of impact, at least two layers, each of which has different compressibility properties and different failure properties.