Abstract: A closure package for a vibration damper may include a base body that is connectable to a damper tube and comprises a first end and a second end. The first end forms an end side of the damper tube and the second end is disposed in the damper tube. A seal for sealing a piston rod may be disposed in the base body. A seal holder may be disposed between the seal and the base body at the first end. The seal holder for axially fixing the seal may be connected to the base body in a form-fitting and/or force-fitting manner. The seal holder may be fusible in an emergency. For releasing the connection to the base body, the seal holder may be thermoplastically deformable upon overheating of the vibration damper.

Abstract: A system includes a helper piston that includes an axial sleeve that is integral with a guide bracket and that has a threaded exterior surface; a translationally fixed but rotational translation nut that has internal threads that complement those of the helper piston and that supports a gear connected to a drive motor; a plunger piston pushed by the helper piston and connected to a control rod; a trigger spring between the helper piston and the stop carried by the control rod for triggering brake assistance; a stop including a stop sleeve and a flange that is applied to the trigger spring, where the body of the control rod has a crimping area for securing the stop by crimping in an adjusted compression position.

Abstract: The present application relates to self-adjusting damping vibration absorbers, in particular to a self-adjusting damping vibration absorber for while-drilling instruments and an adjusting method thereof. The self-adjusting damping vibration absorber includes a vibration monitor and controller tool and a vibration absorber body. The vibration monitor and controller tool is mounted inside the downhole while-drilling instrument, one end of the vibration absorber body is connected to the vibration monitor and controller tool through an insulating connector, the joint is provided with an insulating pad, the other end is connected to a sensor or circuit board tool that needs vibration damping, and the inside of the vibration absorber body is provided with a damping adjustment layer made of an electroactive polymer. By controlling the magnitude of an applied voltage, the damping adjustment can be realized, and the damping adjustment layer has the characteristics of high response speed and high control precision.

Abstract: The invention obtains a controller and a control method capable of improving safety by an automatic braking operation while preventing a motorcycle from falling over. The invention also obtains a brake system that includes such a controller. In the controller and the control method according to the invention, a control mode that makes the motorcycle execute the automatic braking operation is initiated in response to trigger information generated in accordance with peripheral environment of the motorcycle. In the control mode, distribution of an automatic braking force to a front wheel and a rear wheel is controlled in accordance with travel posture of the motorcycle, and the automatic braking force is a braking force that is applied to the wheels of the motorcycle by the automatic braking operation.

Abstract: A railway vehicle parking brake that can provide the appropriate tension to the braking system using a motor, a brake chain drum interconnected to the motor to take up or release a brake chain, a load arm deflects in response to tension in the brake chain, and a switch that is closed by the load arm when it deflects. A movable sheave interconnects the brake chain and the load arm and is positioned between the brake chain drum and a fixed sheave over which the brake chain is looped. A control method considers the position of the first switch to determine whether to the motor off when applying the brakes and the amount of current being drawn by the motor to determine whether to the motor off because of a system failure.

Abstract: A convex wheel chock includes a contact surface generally facing a vehicle tire, a support element connected to the contact surface to transfer a tire load from the contact surface, and a base portion coupled to the support element to provide structural support to the wheel chock and transfer the tire load to a ground surface. The contact surface includes a convex surface to be engaged by the tire, extending generally upwards from the base portion to the support element, and a concave extension surface joined to an upper end of the convex surface.

Abstract: The anti-vibration device (1) includes: an inner attachment member (11); an outer cylinder (12) that surrounds the inner attachment member; and elastic bodies (31, 32) that elastically couple the inner attachment member and the outer cylinder. The elastic bodies include: a pair of end elastic bodies (31) fitted in the outer cylinder; and a pair of intermediate elastic bodies (32) separately arranged on both sides of the inner attachment member and between the end elastic bodies. Covering members (17) that form liquid chambers (14a, 14b) between the covering members and the inner attachment member is arranged between the inner attachment member and the outer cylinder. An orifice passage that provides communication between the liquid chambers is formed between the covering members and the outer cylinder. The entire intermediate elastic bodies are formed of rubber material.

Abstract: A method for damping a lateral pendular motion of a single-track motor vehicle having a front wheel, where—the presence of a pendular motion is ascertained, and—the moment of inertia of the front wheel is increased as a function of it.

Abstract: A vibration damper for a chassis of a vehicle including a damper tube which is filled at least partially with damping liquid and in which a piston rod can be moved to and fro. A working piston is movable with the piston rod, by way of which working piston the interior space of the damper tube is divided into a piston rod-side working space and a working space which is remote from the piston rod. At least one additional attachment unit is connected to the damper tube in a fluid-tight manner by way of a throughflow element. The throughflow element is arranged on the damper tube in a direction which differs from the radial direction of the damper tube.

Abstract: In the present invention, any two of a second liquid chamber (27), a third liquid chamber (28), and a fourth liquid chamber (29) communicate with each other through a first restricted passage (31) formed in an outer attachment member (11), an inner attachment member (12) or a partition member (15), and the remaining one liquid chamber communicates with a fifth liquid chamber (32) formed in the outer attachment member (11), the inner attachment member (12) or the partition member (15), the remaining one liquid chamber is divided in a circumferential direction, and each of the liquid chambers divided in the circumferential direction and the fifth liquid chamber (32) separately communicate with each other through a second restricted passage (33) formed in the outer attachment member (11), the inner attachment member (12) or the partition member (15).

Abstract: A piston cylinder device (1) comprising a cylinder (2) with a first and a second end and a guide (6), such that a pressure chamber (8) is formed in the cylinder. A piston (12) is moveable in the pressure chamber (8). The guide (6) is fixedly secured to the cylinder (2) by a lock ring (7). A sealing means (9) is arranged to seal between the guide (6) and an inner wall of a tubular wall (3) of the cylinder (2) to prevent fluid leakage from the pressure chamber (8) to the surroundings. The piston cylinder device (1) is provided with a material weakening zone (13) arranged in the inner wall of the tubular wall (3) of the cylinder (2) axially between the lock ring (7) and the second end (20) of the cylinder (2), the material weakening zone (13) being arranged to be deformed or sheared against the lock ring (7) at a predetermined level of impact of the piston (12) against the guide (6).

Abstract: Devices, systems, and methods are described that provide an braking system for a motor vehicle. The braking system extends a friction device from beneath the vehicle to contact the driving surface. Orientation of the friction device and forces applied to the braking device can be adjusted during the braking procedure. In some braking devices forces generated during braking are directed to a load bearing arm and supporting frame, thereby minimizing damage to actuating devices. The friction device can be retracted after use, permitting normal vehicle operation.

Abstract: A variable stiffness bushing assembly includes an inner tubular member, an outer tubular member coaxially surrounding the inner tubular member, and an elastic member connecting the inner and outer tubular members. The elastic member defines a pair of first liquid chambers that are on opposite sides of an axial line of the inner tubular member and communicate with each other via a first circumferentially extending communication passage defined between one of the outer yokes and the annular large diameter portion, and a pair of second liquid chambers that are on opposite sides of the axial line and communicate with each other via a second circumferentially extending communication passage defined between another one of the outer yokes and the annular large diameter portion. The magnetic fields generated by the two coils are selectively applied to a magnetic fluid flowing through the first communication passage and the second communication passage.

Abstract: A hydraulic bearing for supporting an assembly of a motor vehicle includes a carrying bearing portion and a support portion. In embodiments, a working chamber that is fillable with hydraulic fluid is formed in the carrying bearing portion, and a compensating chamber that is fillable with hydraulic fluid is formed in the support portion. A nozzle disc, through which the flow can pass and which delimits the working chamber from the compensating chamber, may be arranged between the carrying bearing portion and the support portion, and a damping duct for the fluidic communication of the working chamber with the compensating chamber may be formed in the nozzle disc. In embodiments, the two chambers, the damping duct, and the hydraulic fluid may form a first damping system for damping vibrations of lower frequencies and a second damping system may be formed for damping vibrations of higher frequencies.

Abstract: A bicycle hydraulic device is basically provided with a base member, a piston, a guide rod and a guide rod seal ring. The base member includes a main body having a cylinder bore and a guide bore. The piston is movably disposed in the cylinder bore. The guide rod is coupled to the piston to move the piston. The guide rod is movably disposed in the guide bore. The guide rod seal ring is disposed on the guide rod and in sliding contact with the guide bore.

Abstract: A hydraulic brake master cylinder (12) for a vehicle braking system defines a first smaller fluid path (70, 50, 56, 34, 42, 44) and a second larger fluid path (72, 50, 56, 34, 44, 42) for connecting a working chamber (32) with a fluid reservoir at ambient pressure when the cylinder piston (28) is retracted and the brakes are not applied. A pressure relief valve (76) normally closes the second fluid path but is arranged to open when subject to a pressure differential at or above a threshold value. The first fluid path allows a restricted return flow of fluid to the reservoir should a standard knock-back event occur. If a larger knock-back event occurs causing a fluid pressure spike at or above the threshold value, the pressure relief valve (76) opens to allow a higher volume return flow through the second fluid path to dissipate the pressure quickly.

Abstract: An inertia-actuated valve assembly includes a valve housing, a valve body and a biasing element. The valve housing includes a groove that has an open end fluidically accessible from along one side thereof. The valve housing includes a flow channel extending therethrough in fluid communication with the groove from along an opposing side of the valve housing. The valve body is positioned within the groove of the valve housing such that the valve body and the valve housing are axially co-extensive along at least a portion thereof. The biasing element operatively engages the valve body and generates a biasing force urging the valve body in a first axial direction. The biasing force is greater than a predetermined dynamic gas pressure threshold value multiplied by a pressure area and is less than or approximately equal to a valve body mass multiplied by 2.5 times the nominal acceleration due to gravity.

Abstract: A support structure and vertical isolation structure may include a plurality of spring coils and a mesh network. Each spring coil of the plurality of spring coils includes a spring, a cap, and a floating connector. The cap is configured to engage the spring. The floating connector is disposed in a middle of the spring. The mesh network secures a first spring coil of the plurality of spring coils to a second spring coil of the plurality of spring coils by passing through the floating connector of each of the first spring coil and the second spring coil.

Abstract: A frequency tuned damper including at least one elastic element, and a method for the assembly of such a damper are disclosed. The damper comprises a deflection limiting mechanism arranged to prevent excessive movements of the elastic element if the damper is subjected to large external transient forces. The at least one elastic element forms part of the deflection limiting mechanism.

Abstract: The present disclosure provides an electromechanical brake actuator system comprising an electromechanical brake actuator coupled to a derived position sensor, the derived position sensor comprising a controller, a rotation sensor, and an output drive circuit. In various embodiments, the derived position sensor may be configured to receive a first motor shaft angular velocity at a first time, receive a second motor shaft angular velocity at a second time, calculate a linear translation distance, and sum the linear translation distance and a previous ram position to obtain an actual ram position.