45results about How to "Suppress roll" patented technology

A device for controlling a rolling of a four-wheeled vehicle during a turning, wherein a target deceleration Gxt and a target yaw torque Twt of the vehicle are calculated such aswherein R is a radius of curvature of a turning course, Vx is a vehicle speed, I is an inertial yaw moment of the vehicle, Qrs is a target roll suppress quantity indicative of the degree of need of a roll suppress control, and one or both of at least a front pair or a rear pair of wheels are applied with a separately controlled braking so as to generate the target deceleration and the target yaw torque, so as thereby to suppress the rolling of the vehicle body while keeping the course of the turning radius R.

A tampon applicator which includes an ejector tube, an outer tube dimensioned to fit closely and telescopically over said ejector tube and having a distal discharge end, and a restraining means between said tubes for preventing the disassembly of said ejector tube from said outer tube in the proximal direction is disclosed. The restraining means includes a circumferentially-extending raised means and a set of at least three adjacent circumferentially-extending raised rings.

A seat cushion airbag device mountable to a vehicle seat, includes an airbag includes an inflation portion including an upper fabric portion and a lower fabric portion joined to form a bag shape. The inflation portion is inflated between a support portion and a seat cushion of the vehicle seat by an inflating fluid supplied in response to an impact applied to the vehicle from a front side, such that a seat surface of the seat portion bulges, thereby suppressing a forward movement of an object to be restrained on the seat portion. The airbag further includes a restriction member which extends in a front-rear direction of the vehicle seat within the inflation portion and which bridges the upper fabric portion and the lower fabric portion to restrict an inflated thickness of the inflation portion in the upper-lower direction.

A suspension device includes damper interposed between vehicle body and wheel in vehicle and exerted damping force for suppressing vertical movements of vehicle body and wheel, damping force adjustment mechanism adjusts damping force, control device controls damping force adjustment mechanism, lateral acceleration detection unit detects an lateral acceleration acting on vehicle body, roll angular velocity detection unit detects roll angular velocity of vehicle body, and steering angular velocity detection unit detects steering angular velocity of steering wheel. The control device sets maximum damping force out of damping force calculated from steering angular velocity, damping force calculated from lateral acceleration and damping force calculated from roll angular velocity as steering initial stage additional damping force, calculates final damping force of damper using steering initial stage additional damping force and performs steering initial stage control of controlling damper when steering angular velocity exceeds predetermined dead band.

A roll control system improves stability in turning by actively controlling roll stiffness in accordance with traveling conditions of a vehicle. The active roll control system for a vehicle suspension includes a stabilizer bar of which the middle straight portion is fixed to a sub-frame by a mount bush and both ends are connected with a lower control arm by a stabilizer link to suppress roll of the vehicle body, in which a roll control mechanism is disposed between a lower end connecting portion of the stabilizer link and the lower control arm to increase roll stiffness by increasing a lever ratio of the stabilizer bar, if needed.

A roll control system improves stability in turning by actively controlling roll stiffness in accordance with traveling conditions of a vehicle. The active roll control system for a vehicle suspension includes a stabilizer bar of which the middle straight portion is fixed to a sub-frame by a mount bush and both ends are connected with a lower control arm by a stabilizer link to suppress roll of the vehicle body, in which a roll control mechanism is disposed between a lower end connecting portion of the stabilizer link and the lower control arm to increase roll stiffness by increasing a lever ratio of the stabilizer bar, if needed.

The invention discloses a derailment safety protective device which is shaped like an inverted L. The derailment safety protective device comprises a transverse part (1-1) and a longitudinal part (1-2) which is located below one side of the transverse part (1-1) and perpendicular to the transverse part (1-1). An installation seat formed by an outwards extending wing plate (1-3) is arranged at the two sides of the transverse part (1-1) in the width direction, and bolt holes (1-4) are formed in the installation seat; the inner side face of the longitudinal part (1-2) is a stopping face (1-6). The derailment safety protective device is simple in structure, small in size, light in weight, easy to install, maintain and replace, reasonable in structural design, stable and reliable in contact mode with a rail, stable and reliable in mechanical property during contact, and capable of remarkably improving the safety protective level of a vehicle.

The invention discloses a mounting and positioning method for a bilge keel. The method comprises the following steps that S1, in a cross section drawing of a hull, a mounting point of the bilge keel and a rolling central point of a ship are connected; S2, the angle formed by a connecting line of the mounting point of the bilge keel and the rolling central point of the ship and a base line is the positioning angle of the bilge keel, wherein the base line is a tangent line of the cross section of the hull and the inner surface of a ship bottom plate; and S3, the bilge keel is mounted according to the positioning angle of the bilge keel. The height R of the rolling central point from the base line is calculated according to the following formula: R=D / 4+T / 2, wherein D is the molded depth, and T is the draft of the ship under the ballast working condition. The operation working condition with the most severe rolling serves as a preferred working condition for determining the positioning angle of the bilge keel so as to determine the positioning angle of the bilge keel, so that severe rolling of the working condition can be restrained in a maximum mode, meanwhile, rolling of other working conditions also can be restrained, and accordingly the bilge keel reaches a good overall rolling reducing effect.

The invention provides a toothed-belt pulley that is capable of reducing pneumatic and plosive sounds and of reducing engagement noises while stably transmitting rotational movements by suppressing widthwise wobbling of a toothed belt and while reducing a manufacturing cost of the pulley by simplifying its manufacturing process and of improving a production yield by shortening its manufacturing time. The toothed-belt pulley has a disk whose inner circumference is fittingly attached to a rotary shaft and which is provided with teeth to be engaged with the toothed belt around the outer circumference and flanges erected on the both outer sides of the toothed belt, wherein each of the teeth has a concaved recess with which the toothed belt deformably engages in the widthwise center part thereof.

The invention discloses a vibrating screen natural frequency regulating method and device; the method comprises the steps that the free vibration in a vertical direction of a vibrating screen on which a natural frequency regulating device is preinstalled is actually measured and analyzed to obtain the actually measured natural frequency; calculated natural frequency and a corresponding regular vibration mode are calculated through a general mathematical model; the actually measured natural frequency is compared with design natural frequency, and whether the natural frequency needs to be adjusted or not is judged according to the error criteria of the natural frequency. If adjustment is needed, an adjustment target value is determined and regulation is carried out through the regulating device, so as to judge whether to repeat the steps to the actually measured natural frequency after adjustment according to the error criteria. The device comprises a dovetail groove guide rail and a slider, a slider steel wire rope and a connector, a double-lug spring base and a pressure plate, a force adjusting bolt pair, a suspension compression spiral spring, a pressure plate steel wire rope, a connector and a three-lug suspension. The device has the characteristics of good economy, simplicity in operation, and assistance in absorbing the shock of a screen body and reducing the swinging and torsion of the screen body.

The invention discloses a stereoscopic coordinated type tethered subsatellite. According to the novel tethered subsatellite, a limited power mechanism and an electromagnetic control switching mechanism are utilized for achieving independent or coordinated recycling and releasing of multiple salve satellites under the condition that a master satellite does not spin, and needed space and mass are compressed. By controlling the running number of circles of a motor, all sub-satellites are unfolded according to a preset scheme, and interfering angular momentum generated by motor rotation is offsetthrough the symmetric layout. Multiple traction ropes are adopted for replacing a traditional thought of a single traction rope, and transverse swinging of the tethered subsatellite in the unfolding and recycling process is restrained. By means of double-layer spring pop-up mechanisms, the release initial velocity of the needed angle is provided for the salve satellites, and kinetic energy is stored and buffered in the recycling process.

A seat cushion airbag device mountable to a vehicle seat, includes an airbag includes an inflation portion including an upper fabric portion and a lower fabric portion joined to form a bag shape. The inflation portion is inflated between a support portion and a seat cushion of the vehicle seat by an inflating fluid supplied in response to an impact applied to the vehicle from a front side, such that a seat surface of the seat portion bulges, thereby suppressing a forward movement of an object to be restrained on the seat portion. The airbag further includes a restriction member which extends in a front-rear direction of the vehicle seat within the inflation portion and which bridges the upper fabric portion and the lower fabric portion to restrict an inflated thickness of the inflation portion in the upper-lower direction.

Provided are a towing device for a vehicle, a method of manufacturing a towing hook for a vehicle, and a method of manufacturing a connection member for a vehicle. The towing device is suitable for a towing device for an automobile, allows a hook part of the towing hook to be attached to a connection member on the automobile side in a specified direction, prevents lateral swing and looseness of the towing hook caused by vibration and external force during towing operation, provides reliability and safety of towing operation, enables smooth attachment of the towing hook to the connection member, allows the towing hook and the connection member to be increased in the strength and to be reduced in the size and weight, and can be easy processed and manufactured at low cost. The towing device for a vehicle includes the connection member having a female screw part and attachable to the vehicle side, and also includes the towing hook (1) having at one end a male screw part engageable with the female screw part and at the other end a hook part (3) to which a towing member (W) can be attached. The position of the hook part (3) after the male screw part is fastened to the connection member can be set to a predetermined allowable angular position (Theta).

Disclosed are a stabilizer with conventionally unattainable, extreme swift effectiveness and an air leaf suspension using the stabilizer. The stabilizer has a stabilizer bar 18 which is U-shaped when seeing from above and which has a portion 18a laterally extending along and rotatably connected to an axle 3, and a pair of upwardly convergent stabilizer links 19 which connect opposite longitudinally extending ends of the stabilizer bar to a chassis frame side above them.

The invention discloses a high-speed ship additionally provided with stern wave suppression plates and a control method of the high-speed ship. The high-speed ship additionally provided with the sternwave suppression plate is characterized in that a fixed duck tongue type hydrofoil is arranged on ship bow and the active controllable stern wave suppression plates are arranged at stern; the duck tongue type hydrofoil is fixedly connected with the lower part of the ship bow; the stern wave suppression plates are symmetrically arranged on two sides of a hull center line, wherein the two plates are the same and are both rectangular solid plates; the two ends of the stern wave suppression plates are hinged with support frames; and the support frames are fixedly mounted on a stern transom plate,and play the function of stabilizing the stern wave suppression plates. The angles of the stern wave suppression plates are adjusted to rotate within the range of 0 degree to 10 degrees; the duck tongue type hydrofoil and the stern wave suppression plates can increase vertical motion damping and obtain torque for suppressing pitch; the stern wave suppression plates can also improve a tail flow field and reduce ship resistance; and the seaworthiness, seakeeping and rapidity of the ship can be improved by combining the duck tongue type hydrofoil with the stern wave suppression plates.

The invention belongs to the field of ships and discloses a ship straight wing stabilization system. The system comprises a hull, wherein a placing groove is formed in one side of the ship body, a straight wing propeller is mounted in the placing groove, the straight wing propeller comprises a machine base, a rotor angle controller is fixedly mounted at the top of the base, a cavity is formed in the machine base, a transmission shaft is rotationally installed on an inner wall of the top of the cavity, the bottom of the transmission shaft extends out of the machine base, the transmission shaftis fixedly sleeved with a first gear, one side of the first gear is provided with a rotating motor fixedly installed on an inner wall of the bottom of the cavity, and a second gear is fixedly installed on an output shaft of the rotating motor. The system is advantaged in that when stabilization is carried out in a ship navigation state, navigation resistance is hardly generated by adjusting anglesof rotor wings, under the sea condition without stormy waves, the system can be retracted into the ship body along sliding grooves so as to further reduce navigation resistance of the ship.

A suspension apparatus includes a first extension-side damping valve provided in the first flow path; a first contraction-side damping valve provided in the first flow path in parallel with the first extension-side damping valve; a second extension-side damping valve provided in the second flow path; a second contraction-side damping valve provided in the second flow path in parallel with the second extension-side damping valve; a first damping valve configured to impart resistance to the flow of fluid from the first flow path to the first accumulator; a first check valve disposed in parallel with the first damping valve; a second damping valve configured to impart resistance to the flow of fluid from the second flow path to the second accumulator; and a second check valve disposed in parallel with the second damping valve.

A suspension device includes damper interposed between vehicle body and wheel in vehicle and exerted damping force for suppressing vertical movements of vehicle body and wheel, damping force adjustment mechanism adjusts damping force, control device controls damping force adjustment mechanism, lateral acceleration detection unit detects an lateral acceleration acting on vehicle body, roll angular velocity detection unit detects roll angular velocity of vehicle body, and steering angular velocity detection unit detects steering angular velocity of steering wheel. The control device sets maximum damping force out of damping force calculated from steering angular velocity, damping force calculated from lateral acceleration and damping force calculated from roll angular velocity as steering initial stage additional damping force, calculates final damping force of damper using steering initial stage additional damping force and performs steering initial stage control of controlling damper when steering angular velocity exceeds predetermined dead band.

The invention relates to the technical field of related engineering of railway engineering vibration suppression and the like, in particular relates to an active and passive composite control system for inhibiting high-speed train side rolling, nodding and shaking behaviors. The active and passive composite control system for inhibiting the high-speed train side rolling, nodding and shaking behaviors comprises a fixing module, a passive control module and an active control module, wherein the fixing module is fixed on a train, the fixing module is connected with the passive control module, andthe passive control module is connected with the active control module, the passive control module comprises an annular bottom plate, an annular shaft sleeve connected to the annular bottom plate anda central centrifugal force shaft rotatably connected to the annular bottom plate, the active control module comprises an active controller, a motor base, a driving motor fixed on the motor base, anda rotating shaft connected with the driving motor and a rotating mass plate connected to the top of the rotating shaft. According to the active and passive composite control system, the unstable motion behavior of a vehicle body under the dynamic disturbance is reduced, the inhibition effect is enhanced, the energy is effectively saved, the performance of the control system is exerted to the maximum extent, and the control efficiency of the control system is ensured.

The invention provides a sound emitting device. The sound emitting device comprises a basin frame, and a vibration system and a magnetic circuit system with a magnetic gap separately fixed to the basin frame; the vibration system includes a vibrating diaphragm fixed to the basin frame, a voice coil inserted in the magnetic gap to drive the vibration and sound emitting of the vibrating diaphragm, and an elastic support assembly fixed to the basin frame and arranged opposite to the vibrating diaphragm, which is characterized in that: a side of the vibrating diaphragm adjacent to the voice coil extends toward the voice coil to form a first wall, and a distal end of the first wall is bent and extended to form a second wall; the second wall is connected to the voice coil through the first wall,and the second wall is connected to the elastic support assembly and spaced from the voice coil; the first wall is connected to the side of the voice coil; and the first wall and the second wall areused to elastically suspend the voice coil below the vibrating diaphragm. Compared with the related art, the sound emitting device provided by the invention has good acoustic performance and high reliability.

The invention concerns a cargo transfer vessel (3) for transferring fluid between an offshore production facility and a tanker and a method for transferring the fluid. The cargo transfer vessel comprise a hull (20) having a first and a second outer longitudinal hull side; a deck (30), propulsion means for actively maintaining the cargo transfer vessel at a predetermined distance from the offshore production facility and the tanker during fluid transfer operations and fluid transfer means for transferring fluid between the offshore structure and the tanker. The vessel is further characterized in that the hull comprises a main hull member and at least one protruding hull member (13) arranged below the cargo transfer vessels water line at each of the outer longitudinal hull sides for suppressing roll of the vessel, wherein the at least one protruding hull member extends at least partly along the hulls longitudinal length, i.e. from the start of the vessel's bow to the end of the vessel's aft.

A female terminal (40) to be connected to a male terminal (80) includes a tubular portion (41) configured by a plurality of peripheral walls. Resilient pieces (46, 47) extend in a front-back direction while facing the peripheral walls in the tubular portion (41). Excessive deflection preventing portions (90, 91) are provided on the peripheral walls, including a front abutting portion (92) and a rear abutting portion (93) arranged behind the front abutting portion (92), and configured to prevent the resilient pieces (46, 47) from being deflected excessively by contacting the resilient pieces (46, 47) at both the front and rear abutting portions (92, 93).

In order to suppress a tray from rolling and to prevent the tray from warping so as to reduce the thickness of a disk drive, the tray is provided on the lower face thereof a substantially L-shaped first cam groove formed on the opposite side to the rack side, and a curved second cam groove formed at a rear end portion of the tray in the neighborhood of the rack; and a rack loading is provided with a first cam rod boss protruding therefrom and slidably engaging with the first cam groove, and a second cam rod boss protruding therefrom and slidably engaging with the second cam groove; so that the entire tray can be well balanced and the mechanical strength can be made uniform in the disk drive.

A female terminal (40) to be connected to a male terminal (80) includes a tubular portion (41) configured by a plurality of peripheral walls. Resilient pieces (46, 47) extend in a front-back direction while facing the peripheral walls in the tubular portion (41). Excessive deflection preventing portions (90, 91) are provided on the peripheral walls, including a front abutting portion (92) and a rear abutting portion (93) arranged behind the front abutting portion (92), and configured to prevent the resilient pieces (46, 47) from being deflected excessively by contacting the resilient pieces (46, 47) at both the front and rear abutting portions (92, 93).

A utility vehicle includes: a chassis frame, a cargo bed, a cabin, and an engine. The utility vehicle further includes: a torque rod bracket fixed to an engine body forming a shell or outline of the engine and projecting upward from an upper end of the engine body; and a torque rod provided at a position higher than the upper end of the engine body and coupling the torque rod bracket and a frame member provided at one end in a vehicle width direction of the engine.

The invention concerns a cargo transfer vessel (3) for transferring fluid between an offshore production facility and a tanker and a method for transferring the fluid. The cargo transfer vessel comprise a hull (20) having a first and a second outer longitudinal hull side; a deck (30), propulsion means for actively maintaining the cargo transfer vessel at a predetermined distance from the offshore production facility and the tanker during fluid transfer operations and fluid transfer means for transferring fluid between the offshore structure and the tanker. The vessel is further characterized in that the hull comprises a main hull member and at least one protruding hull member (13) arranged below the cargo transfer vessels water line at each of the outer longitudinal hull sides for suppressing roll of the vessel, wherein the at least one protruding hull member extends at least partly along the hulls longitudinal length, i.e. from the start of the vessel's bow to the end of the vessel's aft.

A control system for a variable damping force damper, includes: motion state quantity sensors configured to detect motion state quantities of a vehicle; a roll damping force base value setting unit configured to set a roll damping force base value based on the motion state quantities, the roll damping force base value being used to compute a target damping force of the variable damping force damper; a roll rate computation unit configured to compute a sprung mass roll rate and an unsprung mass roll rate of the vehicle based on the motion state quantities; and a roll damping force correction unit configured to correct the roll damping force base value based on a roll rate difference that is a difference between the sprung mass roll rate and the unsprung mass roll rate and to output the corrected roll damping force base value as the target damping force.