Disclosed is a variable damping force shock absorber including a tube cylinder having an inner tube filled with a fluid and an outer tube, a valve housing coupled to a piston rod in the inner tube and having a connection flow path formed therein, a first piston valve coupled to the outside of the valve housing to partition the inner tube into a compression chamber and a rebound chamber, and a second piston valve provided inside the valve housing, wherein the valve housing includes a magnet provided at an upper portion thereof and connected to the piston rod, and a plunger disposed between the magnet and the second piston valve at a lower portion thereof to selectively open and close the connection flow path by a magnetic field of the magnet, and wherein the fluid passes only through the first piston valve when the plunger closes the connection flow path, and the fluid passes through the first piston valve and the second piston valve when the plunger opens the connection flow path.

Disclosed is a variable damping force shock absorber including a tube cylinder having an inner tube filled with a fluid and an outer tube, a valve housing coupled to a piston rod in the inner tube and having a connection flow path formed therein, a first piston valve coupled to the outside of the valve housing to partition the inner tube into a compression chamber and a rebound chamber, and a second piston valve provided inside the valve housing, wherein the valve housing includes a magnet provided at an upper portion thereof and connected to the piston rod, and a plunger disposed between the magnet and the second piston valve at a lower portion thereof to selectively open and close the connection flow path by a magnetic field of the magnet, and wherein the fluid passes only through the first piston valve when the plunger closes the connection flow path, and the fluid passes through the first piston valve and the second piston valve when the plunger opens the connection flow path.

A displacement sensor module 1 for mounting on a telescopic-type damper 30, a damper/detector assembly including such a displacement sensor module and a telescopic-type damper, and a household appliance including such a damper/detector assembly is provided. The displacement sensor module 1 includes at least one coil element 4, an electronic detection unit 8 connected to the at least one coil element 4 and adapted to detect an impedance change of the at least one coil element, and a coil housing 2 for receiving and additionally or alternatively a coil support 6 for supporting the at least one coil element 4 and for supporting the electronic detection unit 8. The displacement sensor module 1 is adapted to be mounted on a telescopic-type damper 30, wherein in particular the housing 2 or support 6 is adapted to fit over a portion of a pre-assembled damper 30.

A displacement sensor module 1 for mounting on a telescopic-type damper 30, a damper/detector assembly including such a displacement sensor module and a telescopic-type damper, and a household appliance including such a damper/detector assembly is provided. The displacement sensor module 1 includes at least one coil element 4, an electronic detection unit 8 connected to the at least one coil element 4 and adapted to detect an impedance change of the at least one coil element, and a coil housing 2 for receiving and additionally or alternatively a coil support 6 for supporting the at least one coil element 4 and for supporting the electronic detection unit 8. The displacement sensor module 1 is adapted to be mounted on a telescopic-type damper 30, wherein in particular the housing 2 or support 6 is adapted to fit over a portion of a pre-assembled damper 30.

The invention relates to a method for operating a ground-coupling arrangement for a vehicle comprising a ground receiving element for receiving a grounding object, wherein the ground receiving element is at least partially filled with a fluid which contacts the grounding object; at least one coupling means which is designed for coupling the grounding object to the ground receiving element by means of the fluid and thus to a vehicle structure that is rigidly connected to the vehicle, and/or for at least partially decoupling of the ground receiving element from the vehicle structure; and a hydraulic line which connects the coupling means to the fluid, wherein the grounding object compresses the fluid in the case of a crash and the coupling means directs the fluid out of the ground receiving element or reroutes the fluid in the ground receiving element.

The invention relates to a method for operating a ground-coupling arrangement for a vehicle comprising a ground receiving element for receiving a grounding object, wherein the ground receiving element is at least partially filled with a fluid which contacts the grounding object; at least one coupling means which is designed for coupling the grounding object to the ground receiving element by means of the fluid and thus to a vehicle structure that is rigidly connected to the vehicle, and/or for at least partially decoupling of the ground receiving element from the vehicle structure; and a hydraulic line which connects the coupling means to the fluid, wherein the grounding object compresses the fluid in the case of a crash and the coupling means directs the fluid out of the ground receiving element or reroutes the fluid in the ground receiving element.

Provided are: a linear-motion damper which can avoid an increase in the size of a device configuration of an attachment target and broaden the type of attachment target to which the linear-motion damper is attachable; and a steering device including the linear-motion damper. A steering device (100) includes a linear-motion damper (120) between a rack bar (103) and a rack end (106). In the linear-motion damper (120), an inner chamber (121) is formed between an inner chamber forming body (130) and a socket main body (107) therein. The socket main body (107) is a shaft-shaped component forming the rack end (106) in the steering device (100). The socket main body (107) is slidably fitted in the inner chamber forming body (130). The inner chamber forming body (130) is formed in a tubular shape, and at an inner peripheral portion thereof, is formed with a circular ring-shaped flow control valve (140). The flow control valve (140) includes a first flow control valve (150), a second flow control valve (160), and a third flow control valve (170).

Provided are: a linear-motion damper which can avoid an increase in the size of a device configuration of an attachment target and broaden the type of attachment target to which the linear-motion damper is attachable; and a steering device including the linear-motion damper. A steering device (100) includes a linear-motion damper (120) between a rack bar (103) and a rack end (106). In the linear-motion damper (120), an inner chamber (121) is formed between an inner chamber forming body (130) and a socket main body (107) therein. The socket main body (107) is a shaft-shaped component forming the rack end (106) in the steering device (100). The socket main body (107) is slidably fitted in the inner chamber forming body (130). The inner chamber forming body (130) is formed in a tubular shape, and at an inner peripheral portion thereof, is formed with a circular ring-shaped flow control valve (140). The flow control valve (140) includes a first flow control valve (150), a second flow control valve (160), and a third flow control valve (170).

Methods of moving an aircraft undercarriage that is movable between a retracted position and a deployed position generally include: using a rotary electromechanical type drive actuator coupled to a portion of the aircraft undercarriage to raise it from the deployed position to the retracted position; disengaging the drive actuator during a descent of the undercarriage from the retracted position to the deployed position and using a hydraulic linear shock absorber coupled to a portion of the undercarriage to regulate the rate of descent and to absorb shock on arrival of the undercarriage in the deployed position; and neutralizing the shock absorber while raising the undercarriage.

Methods of moving an aircraft undercarriage that is movable between a retracted position and a deployed position generally include: using a rotary electromechanical type drive actuator coupled to a portion of the aircraft undercarriage to raise it from the deployed position to the retracted position; disengaging the drive actuator during a descent of the undercarriage from the retracted position to the deployed position and using a hydraulic linear shock absorber coupled to a portion of the undercarriage to regulate the rate of descent and to absorb shock on arrival of the undercarriage in the deployed position; and neutralizing the shock absorber while raising the undercarriage.