Abstract: A dispensing head includes a fastening portion fastened to a mouth of a beverage container, a connecting portion to which a gas coupling connected to a gas cylinder via a gas tube is connected, a gas channel configured to cause the connecting portion and the beverage container to communicate with each other, a dispensing portion configured to dispense a beverage injected from the beverage container by a pressure of a gas supplied to the beverage container via the gas channel, and an operation inhibition mechanism configured to inhibit an operation for connecting the gas coupling to the connecting portion in a state in which the fastening portion is not fastened to the mouth.

Abstract: A dispensing head includes a fastening portion fastened to a mouth of a beverage container, a connecting portion to which a gas coupling connected to a gas cylinder via a gas tube is connected, a gas channel configured to cause the connecting portion and the beverage container to communicate with each other, a dispensing portion configured to dispense a beverage injected from the beverage container by a pressure of a gas supplied to the beverage container via the gas channel, and an operation inhibition mechanism configured to inhibit an operation for connecting the gas coupling to the connecting portion in a state in which the fastening portion is not fastened to the mouth.

Abstract: A vehicle electromagnetic clutch includes: an electromagnetic coil; an armature; a first cam member and a second cam member that are configured to be rotated relative to each other about a rotation axis; and a damping plate disposed over a back surface of the armature and configured to damp vibration of the armature, the back surface being an opposite surface of the armature from an opposing surface facing the electromagnetic coil, and the damping plate being disposed without being restrained in a rotational direction. When a current is applied to the electromagnetic coil, the electromagnetic coil attracts the armature and a friction force is applied to the armature, and the first cam member and the second cam member are rotated relative to each other by torque generated by the friction force to move the second cam member in the direction of the rotation axis.

Abstract: In a vehicular final speed reducing device, the intermediate, rear, bottom and the side walls define a breather chamber, and the partition wall divides the breather chamber into auxiliary and primary breather chambers. The auxiliary breather chamber is held in communication with a space outside the breather chamber and within the housing, through a first hole formed through the intermediate wall, and through an opening formed between the intermediate and bottom walls. The primary breather chamber is held in communication with an outside atmosphere outside the housing, and with the auxiliary breather chamber through a second hole formed through the partition wall. The bottom wall extends from the rear wall such that a front end of the bottom wall is located forwardly of the opening in the axial direction of the ring gear.

Abstract: A vehicle transfer comprises: a ring gear and a pinion gear; a transfer casing; and a bearing. The transfer casing includes a breather chamber that is partitioned by a partition wall with respect to a gear chamber and that is allowed to communicate with the gear chamber through a communication hole formed in the partition wall to adjust a pressure in the transfer casing, and a lubricating oil passage for supplying the oil to the bearing. The communication hole is disposed at a position to which the oil scooped up by the pinion gear is directed, and the vehicle transfer includes an oil receiver including a vertical wall portion preventing the oil scooped up by the pinion gear from flowing into the communication hole and a horizontal wall portion capturing the oil scooped up by the pinion gear and causing the captured oil to flow toward the lubricating oil passage.

Abstract: The invention detects at least either one of a supply fault and a ground fault distinctively from a disconnection. A compressor relay 22 is placed between a battery 21 and an air compressor module 5. The compressor relay 22 controls the drive and stop of the air compressor module 5. A compressor driver 26 outputs a drive signal to the compressor relay 22. A ground-side voltage monitor 28 detects the drive voltage of the compressor relay 22. A pressure sensor 17 detects air pressure in a discharge side of the air compressor module 5. A microcomputer 30 of a controller 25 detects a ground fault and a disconnection of the drive signal of the compressor 22 distinctively from each other on the basis of a voltage value Vg detected by the ground-side voltage monitor 28 and a pressure valve P detected by the pressure sensor 17.

Abstract: A vehicle differential device includes: a differential casing having a pair of axle supporting holes; a pinion gear; a pair of side gears; and a pair of washers each interposed between a contact surface of the differential casing and a back surface of each side gear. The differential casing defines first lubrication grooves provided in an inner circumferential surface of each axle supporting hole, and second lubrication grooves and third lubrication grooves provided in the contact surface. Each second lubrication groove communicates at its end with the corresponding first lubrication groove, and communicates at another end with a space. Each third lubrication groove communicates at its end with the corresponding first lubrication groove, and is closed at another end, without the third lubrication groove being in communication with the space.

Abstract: A vehicle transfer comprises: a ring gear and a pinion gear; a transfer casing; and a bearing. The transfer casing includes a breather chamber that is partitioned by a partition wall with respect to a gear chamber and that is allowed to communicate with the gear chamber through a communication hole formed in the partition wall to adjust a pressure in the transfer casing, and a lubricating oil passage for supplying the oil to the bearing. The communication hole is disposed at a position to which the oil scooped up by the pinion gear is directed, and the vehicle transfer includes an oil receiver including a vertical wall portion preventing the oil scooped up by the pinion gear from flowing into the communication hole and a horizontal wall portion capturing the oil scooped up by the pinion gear and causing the captured oil to flow toward the lubricating oil passage.

Abstract: In a vehicular final speed reducing device, the intermediate, rear, bottom and the side walls define a breather chamber, and the partition wall divides the breather chamber into auxiliary and primary breather chambers. The auxiliary breather chamber is held in communication with a space outside the breather chamber and within the housing, through a first hole formed through the intermediate wall, and through an opening formed between the intermediate and bottom walls. The primary breather chamber is held in communication with an outside atmosphere outside the housing, and with the auxiliary breather chamber through a second hole formed through the partition wall. The bottom wall extends from the rear wall such that a front end of the bottom wall is located forwardly of the opening in the axial direction of the ring gear.

Abstract: A vehicle differential device includes: a differential casing having a pair of axle supporting holes; a pinion gear; a pair of side gears; and a pair of washers each interposed between a contact surface of the differential casing and a back surface of each side gear. The differential casing defines first lubrication grooves provided in an inner circumferential surface of each axle supporting hole, and second lubrication grooves and third lubrication grooves provided in the contact surface. Each second lubrication groove communicates at its end with the corresponding first lubrication groove, and communicates at another end with a space. Each third lubrication groove communicates at its end with the corresponding first lubrication groove, and is closed at another end, without the third lubrication groove being in communication with the space.

Abstract: A suspension control apparatus for a vehicle including a damping-force adjustable shock absorber interposed between a vehicle body and a wheel of a vehicle, and a controller for variably controlling damping-force characteristics of the damping-force adjustable shock absorber between hard and soft. The controller is configured to switch the damping-force characteristics to a soft side when a direction of a stroke of the damping-force adjustable shock absorber is reversed between an extension stroke and a contraction stroke.

Abstract: The invention detects at least either one of a supply fault and a ground fault distinctively from a disconnection. A compressor relay 22 is placed between a battery 21 and an air compressor module 5. The compressor relay 22 controls the drive and stop of the air compressor module 5. A compressor driver 26 outputs a drive signal to the compressor relay 22. A ground-side voltage monitor 2S detects the drive voltage of the compressor relay 22. A pressure sensor 17 detects air pressure in a discharge side of the air compressor module 5. A microcomputer 30 of a controller 25 detects a ground fault and a disconnection of the drive signal of the compressor 22 distinctively from each other on the basis of a voltage value Vg detected by the ground-side voltage monitor 28 and a pressure valve P detected by the pressure sensor 17.

Abstract: A freezing detection device to be applied to a liquid cooling apparatus including a liquid tank for storing a liquid whose freezing is to be detected and a cooling unit located inside the liquid tank to cool the liquid, the freezing detection device comprises: a temperature detecting unit located at a predetermined distance from the cooling unit; and a determining unit configured to determine whether or not the liquid has frozen around the temperature detecting unit based on an output from the temperature detecting unit, the determining unit determining whether or not the liquid has frozen around the temperature detecting unit based on whether the output from the temperature detecting unit is fluctuating or not.

Abstract: A packaged beverage temperature adjustment apparatus includes: a temperature adjustment section configured to hold a packaged beverage, and adjust a temperature of the packaged beverage; and a rotation driving section configured to rotate the temperature adjustment section, the temperature adjustment section including at least one temperature adjustment unit abutting on a side face of the packaged beverage.

Abstract: A freezing detection device to be applied to a liquid cooling apparatus including a liquid tank for storing a liquid whose freezing is to be detected and a cooling unit located inside the liquid tank to cool the liquid, the freezing detection device comprises: a temperature detecting unit located at a predetermined distance from the cooling unit; and a determining unit configured to determine whether or not the liquid has frozen around the temperature detecting unit based on an output from the temperature detecting unit, the determining unit determining whether or not the liquid has frozen around the temperature detecting unit based on whether the output from the temperature detecting unit is fluctuating or not.

Abstract: The present invention provides a suspension control apparatus requiring a reduced number of sensors. A pitch rate estimating unit 21 calculates a pitch rate used for creating a control instruction value, with use of a wheel-speed time-rate-of change obtained based on wheel speeds vcFL and vcFR detected by wheel speed sensors 7FL and 7FR, and an estimated forward/backward acceleration aes calculated by a forward/backward acceleration estimating unit 20.

Abstract: A suspension control apparatus enabling a driver to obtain an excellent driving feeling. The suspension control apparatus controls an actuator disposed between a vehicle body and a wheel of a vehicle. The suspension control apparatus includes a lateral acceleration detector operable to detect a lateral acceleration, a lateral jerk detector operable to detect a lateral jerk, and a suspension controller operable to control the actuator to change a pitch of the vehicle based the detected lateral acceleration and lateral jerk.

Abstract: A first observer gain of an actual damping force estimating observer 21 calculates a dynamic characteristic compensating signal, and a second observer gain of an actual vehicle model state amount estimating observer 23 calculates a vehicle model compensating signal, from an output deviation corresponding to a difference between a sprung speed (observation output) provided from a vehicle 2 and an estimated sprung speed (estimated observation output) provided from a vehicle approximation model of the actual vehicle model state amount estimating observer 23. The dynamic characteristic compensating signal is input into a dynamic characteristic providing unit of the actual vehicle model state amount estimating observer 23, and is used for adjustment of the setting of the dynamic characteristic providing unit. Therefore, it is possible to curb time lag occurrence in a control, and thereby perform a vibration control with improved accuracy.

Abstract: A collision between a vehicle and an obstacle is estimated, and based on the estimation result, vehicle deceleration control is performed by a brake actuator to reduce the collision and vehicle wheel load is controlled by a suspension actuator.

Abstract: The present invention provides a suspension control apparatus capable of an excellent vibration control by a model thereof designed to incorporate nonlinearity and a time-lag element of a control damper. The present invention employs the backstepping method which is one of nonlinear control methods, and is designed so as to incorporate the nonlinearity of a damper 4. In addition, a nonlinear controller 5 uses a damping force Fu obtained by expressing the dynamics of a damping force characteristic variable portion [damping force Fu(v, i)] by a first-order lag system, so as to compensate the dynamics of the damper 4, whereby a control system is formed so as to incorporate the time-lag element of the control damper. As a result, it is possible to reduce time lag, and to practically adjust a control force according to the characteristics of the control damper.