A method for monitoring a shock strut may comprise measuring a first shock strut pressure, measuring an ambient temperature, measuring a shock strut stroke, measuring a second shock strut pressure, and determining a servicing condition of the shock strut based upon the first shock strut pressure, the ambient temperature, the shock strut stroke, and the second shock strut pressure, wherein the servicing condition indicates whether it is desirable for the shock strut to be serviced with at least one of a liquid and a gas. The first shock strut pressure and the shock strut stroke may be measured before the takeoff event with a weight of an aircraft supported by the shock strut.

A method for monitoring a shock strut may comprise measuring a first shock strut pressure, measuring an ambient temperature, measuring a shock strut stroke, measuring a second shock strut pressure, and determining a servicing condition of the shock strut based upon the first shock strut pressure, the ambient temperature, the shock strut stroke, and the second shock strut pressure, wherein the servicing condition indicates whether it is desirable for the shock strut to be serviced with at least one of a liquid and a gas. The first shock strut pressure and the shock strut stroke may be measured before the takeoff event with a weight of an aircraft supported by the shock strut.

A damper that is made up of a number of dampening members that have a flexible core that is covered with an arctic grade rubber cover. Each dampening member is then attached to links that make up the damper chain. The steel core is made of steel wire that is fitted with a bolt at each end. The cover is placed over the steel core and is then sealed with end covers that are glued in place. Each end cover has a hole to receive a fastener that first passes through a link and then into the bolt at the end of the steel core. In this way, a strong, yet flexible damper chain is formed that is able to stand up to the harshest weather conditions for a long life.

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.

A method for operating a drivetrain of a motor vehicle having at least one centrifugal pendulum, in which the centrifugal pendulum comprises at least one primary part rotatable about an axis of rotation, at least one secondary part movable relative to the primary part, and at least one damping medium by which relative movements are hydraulically dampened between the primary part and the secondary part, wherein at least one temperature of the damping medium is calculated by an electronic calculating device of the drivetrain with the aid of a mathematical model.

A method for monitoring a shock strut may comprise measuring a first shock strut pressure, measuring an ambient temperature, measuring a shock strut stroke, measuring a second shock strut pressure, and determining a servicing condition of the shock strut based upon the first shock strut pressure, the ambient temperature, the shock strut stroke, and the second shock strut pressure, wherein the servicing condition indicates whether it is desirable for the shock strut to be serviced with at least one of a liquid and a gas. The first shock strut pressure and the shock strut stroke may be measured before the takeoff event with a weight of an aircraft supported by the shock strut.

A structure in which complexity of the moving path of the nozzle during forming is suppressed even if the structure has regions with different elasticity and a manufacturing method for a structure that can suppress complexity of the moving path of the nozzle when forming the structure with regions with different elasticity. The structure includes a formed body with a linear structure formed of a linear resin. The formed body includes first and second elastic regions, and the linear resin forming the first elastic region is thinner than the linear resin forming the second elastic region.

The present invention provides a rubber composition for anti-vibration rubber which can achieve a balance of a low dynamic magnification and a high dampening property when it is made into an anti-vibration rubber, as well as provides an anti-vibration rubber obtained from the rubber composition for anti-vibration rubber as a raw material. The object can be solved by a rubber composition for anti-vibration rubber, including: when a rubber component included in the rubber composition is assumed to be 100 parts by mass, 10 to 30 parts by mass of a polystyrene butadiene rubber; and 40 to 00 parts by mass of at least one kind selected from the group consisting of a natural rubber and a polyisoprene rubber. It is preferable to provide an anti-vibration rubber formed through vulcanization of the rubber composition for anti-vibration rubber, and that it has a peak of tan δ at 10° C. or more.

A method for stabilizing transversal oscillations of a rotor including the steps of acquiring a first signal representing a value of transversal oscillations of a rotor; estimating a value of a thermal gradient from the first signal; computing a value of an actuation parameter from the value of thermal gradient; emitting an actuation signal representing the value of the actuation parameter.

A method for operating a drivetrain of a motor vehicle having at least one centrifugal pendulum, in which the centrifugal pendulum comprises at least one primary part rotatable about an axis of rotation, at least one secondary part movable relative to the primary part, and at least one damping medium by which relative movements are hydraulically dampened between the primary part and the secondary part, wherein at least one temperature of the damping medium is calculated by an electronic calculating device of the drivetrain with the aid of a mathematical model.