An over-pressure protection system includes a main body housing defining a main body chamber configured to receive a fluid therein, wherein the main body housing comprises a spring, the main body housing configurable in a collapsed configuration and an expanded configuration; and a pressure sensor configured to measure a fluid pressure of the fluid, the pressure sensor configurable in an activated mode and a deactivated mode; wherein, in the collapsed configuration, the spring biases main body housing inward at an intermediate point of the main body housing such that the main body housing defines a substantially hourglass shape.

An over-pressure protection system includes a main body housing defining a main body chamber configured to receive a fluid therein, wherein the main body housing comprises a spring, the main body housing configurable in a collapsed configuration and an expanded configuration; and a pressure sensor configured to measure a fluid pressure of the fluid, the pressure sensor configurable in an activated mode and a deactivated mode; wherein, in the collapsed configuration, the spring biases main body housing inward at an intermediate point of the main body housing such that the main body housing defines a substantially hourglass shape.

The invention relates to a compressed-air module system for a utility vehicle, comprising a plurality of compressed-air components (46-58) and a mounting device (26) which can be attached to a vehicle frame (10) of the utility vehicle. The mounting device (26) and at least some of the plurality of compressed-air components (46-58) can be combined into a first compressed-air module (24A), wherein the first compressed-air module (24A) comprises an air compressor (56). The mounting device (26) and at least some of the plurality of compressed-air components (46-58) can be combined into a second compressed-air module (24B), wherein the second compressed-air module (24B) comprises, in place of the air compressor (56), at least one compressed air reservoir (58) from the plurality of compressed-air components (46-58).

A system for automatically actuating a hydraulic accumulator—useful for oil collection systems—capable of operation while maintaining a zero or near zero draw of electrical energy.

A system for automatically actuating a hydraulic accumulator—useful for oil collection systems—capable of operation while maintaining a zero or near zero draw of electrical energy.

An air-preparation device for a motor vehicle, including: at least one first compressed air connection and a second compressed air connection; and a first air-preparation component and a second air-preparation component; wherein the first air-preparation component has at least one first solenoid valve, a second solenoid valve and a third solenoid valve, a first air drier cartridge, a first main nonreturn valve, a first regeneration nonreturn valve, a first regeneration throttle and a first inlet valve, wherein the second air-preparation component has at least one second air drier cartridge, a second main nonreturn valve, a second regeneration nonreturn valve, a second regeneration throttle and a second inlet valve, wherein the first solenoid valve and the second solenoid valve are for controlling the first air-preparation component, and wherein a control line is configured so that the second air-preparation component is connected to the third solenoid valve of the first air-preparation component.

An air-preparation device for a motor vehicle, including: at least one first compressed air connection and a second compressed air connection; and a first air-preparation component and a second air-preparation component; wherein the first air-preparation component has at least one first solenoid valve, a second solenoid valve and a third solenoid valve, a first air drier cartridge, a first main nonreturn valve, a first regeneration nonreturn valve, a first regeneration throttle and a first inlet valve, wherein the second air-preparation component has at least one second air drier cartridge, a second main nonreturn valve, a second regeneration nonreturn valve, a second regeneration throttle and a second inlet valve, wherein the first solenoid valve and the second solenoid valve are for controlling the first air-preparation component, and wherein a control line is configured so that the second air-preparation component is connected to the third solenoid valve of the first air-preparation component.

Example aspects of an over-pressure protection system and a method for operating an over-pressure protection system are disclosed. The over-pressure protection system can comprise a main body housing defining a main body chamber; a fluid received in the main body chamber, the fluid defining a fluid pressure; a pressure sensor configured to measure the fluid pressure of the fluid, the pressure sensor configurable in an activated mode and a deactivated mode; and a control system configured to place the pressure sensor in the deactivated mode when the fluid pressure is equal to or above a pre-determined threshold pressure.

Example aspects of an over-pressure protection system and a method for operating an over-pressure protection system are disclosed. The over-pressure protection system can comprise a main body housing defining a main body chamber; a fluid received in the main body chamber, the fluid defining a fluid pressure; a pressure sensor configured to measure the fluid pressure of the fluid, the pressure sensor configurable in an activated mode and a deactivated mode; and a control system configured to place the pressure sensor in the deactivated mode when the fluid pressure is equal to or above a pre-determined threshold pressure.

A fastener driving tool with a working cylinder and a piston, the piston outer surface having a lubricant-saturated foam material that stores and dispenses lubricant into the piston-cylinder wall interface, thereby increasing the performance and lifespan of the tool. Another embodiment discloses a two-part piston in which the bottom portion is made of metal and absorbs the main mechanical loading forces of the piston drive and return strokes, and the top portion is made of a non-metallic material that has surfaces that act as sliding bearings against the inner wall of the cylinder.