A simple and robust suspension arrangement is provided for taking into account different suspension modes without the need for excessive sensoring or electronics. The novel suspension arrangement includes a first suspension element, which directly suspends the object to the frame, and a second suspension element, which suspends the object to the frame through a magnetic coupling between the object and the second suspension element. The magnetic coupling provides a magnetic coupling force (F.sub.h) to act as a threshold such that the suspension arrangement is designed to magnetically decouple the second suspen-sion element from the object when the excitation force (F.sub.e) transmitted be-tween the frame and the object exceeds the magnetic coupling force (F.sub.h).

The present invention discloses a method for calculating a pressure loss of a series R-type automobile vibration damper. The automobile vibration damper includes a frame, a spring, an axle, a hydraulic cylinder, an upper oil tank, a piston, a lower oil tank, and a resistance adjustment section. The resistance adjustment section is composed of 4 capillaries connected in series and solenoid valves. The four capillaries are all coiled into an M shape. The 4 capillaries are R8, R4, R2, and R1 and are connected in parallel with solenoid valves V.sub.R8, V.sub.R4, V.sub.R2, V.sub.R1, respectively. Due to the viscous effect of oily liquid in the cylinder, when the oily liquid flows through the resistance adjustment section, the damping can be adjusted by adjusting the configurations SR, of the solenoid valves V.sub.R8, V.sub.R4, V.sub.R2, and V.sub.R1. The present invention provides a method for calculating a pressure loss of an R-type automobile vibration damper, and achieves the purpose of reducing uncertainties of a control model, which provides a theoretical basis for improving the control quality of the vibration damper.

A valve arrangement and a method for controlling a pilot pressure in the valve arrangement for a shock absorber, wherein the valve arrangement comprises a control valve member movable in an axial direction relative a main valve member, a pilot chamber being in fluid communication with a first port and/or a second port. The arrangement and method comprise, during an active control mode, pressure relieving (AM S1) the control valve member and applying an actuating force (AM S2) for controlling the pilot pressure (Pp). Further, during a failsafe control mode, controlling (FM S1) the control valve member by means of the pilot pressure (P.sub.P). And finally, during both the active control mode and the failsafe control mode restricting (S3) the pilot fluid flow (PF.sub.C, PF.sub.R) by at least one common valve seat (R.sub.2).

The invention relates to a torsional damper (210) in a clutch disc arrangement (200) arranged to indicate damping performance of the torsional damper (210). The torsional damper (210) comprises a driven plate (211), an output hub (212), intermediate friction plates (213) arranged on either side of the driven plate (211) and a resilient member (214) arranged to press the intermediate friction plates (213) against the driven plate (211) or against the output hub (212) with a pressure force. The intermediate friction plates (213) and the resilient member (214) are rotationally fixed to the output hub (212) or the driven plate (211) forming a rotationally fixed stack (213, 214, 212; 213, 214, 211). The rotationally fixed stack (213, 214, 212; 213, 214, 211) comprises a detection friction plate (215) rotatably decoupled from the rotationally fixed stack (213, 214, 212; 213, 214, 211) and arranged in the rotationally fixed stack (213, 214, 212; 213, 214, 211).

Various implementations include an actuator. The actuator includes a housing and a piston. The housing has a central axis and an inner surface. The housing defines at least one protrusion that extends radially inwardly from the inner surface of the housing. The piston is slidingly disposed within the housing and engages the inner surface of the housing as the piston travels a stroke length within the housing along the central axis. The piston travels from a proximal end to a distal end of the stroke length upon actuation of the actuator. The protrusion is disposed adjacent a distal end of the stroke length and is deformed in a radially outward direction when the piston engages the protrusion.

A leak containment arrangement for a fluid damper in a wind turbine tower includes a receptacle arranged below the fluid damper; a fluid guide arranged between the fluid damper and the receptacle, which fluid guide is arranged to receive fluid from a leak in the damper and to guide the leaked fluid into the receptacle; and a sensing means arranged to detect fluid in the receptacle. Further provided is a method of providing leak containment for a fluid damper in a wind turbine tower.

A method for monitoring a dual-stage, stroke activated, mixed fluid gas shock strut includes receiving, by a controller, primary chamber temperature and pressure sensor readings, secondary chamber pressure and temperature sensor readings, and a shock strut stroke sensor reading, calculating, by the controller, a compression factor, determining, by the controller, a plurality of compression factors for known oil volumes based on the primary chamber temperature sensor reading and/or the shock strut stroke sensor reading, and calculating, by the controller, an oil volume in a primary chamber of the shock strut, a number of moles of gas in the primary chamber of the shock strut, a volume of gas in a secondary chamber of the shock strut, and a number of moles of gas in the secondary chamber.

The invention relates to a torsional damper (210) in a clutch disc arrangement (200) arranged to indicate damping performance of the torsional damper (210). The torsional damper (210) comprises a driven plate (211), an output hub (212), intermediate friction plates (213) arranged on either side of the driven plate (211) and a resilient member (214) arranged to press the intermediate friction plates (213) against the driven plate (211) or against the output hub (212) with a pressure force. The intermediate friction plates (213) and the resilient member (214) are rotationally fixed to the output hub (212) or the driven plate (211) forming a rotationally fixed stack (213, 214, 212; 213, 214, 211). The rotationally fixed stack (213, 214, 212; 213, 214, 211) comprises a detection friction plate (215) rotatably decoupled from the rotationally fixed stack (213, 214, 212; 213, 214, 211) and arranged in the rotationally fixed stack (213, 214, 212; 213, 214, 211).

A hydraulic shock absorber includes a control valve. The control valve includes a valve seat formed with a closing face, a valve body configured to come into contact with the closing face, and a valve shaft configured to transmit an operation force applied from a driving unit to the valve body. The control valve is defined with an upstream side flow channel extending from an inlet coupled to the upper end opening, via a space in which the valve body moves, to the closing face, and a downstream side flow channel extending from the closing face to an outlet. The control valve is disposed above the cylinder so that a central axis of the valve shaft is inclined relative to a central axis of the vehicle body side tube and the wheel side tube.

A vibration damper for vehicles includes a damper tube which is at least partially filled with damper medium and which has a longitudinal axis along which a piston rod is movable back and forth. A working piston is movable jointly with the piston rod, by means of which working piston the interior space of the damper tube is divided into a piston-rod-side working space and a piston-rod-remote working space. The vibration damper has a leakage indicator for the damper medium.