A vibration damper in a wheel suspension of a vehicle, which damper is supported on a wheel-guide element of the wheel suspension via two resilient bearings which are provided laterally of a damper tube of the vibration damper and which are diametrically opposed in relation to the damper tube. Each bearing has a rubber-elastic bearing element in which a damper receptacle is supported which is force-transmittingly connected to the damper tube. The damper receptacle is supported on the damper tube via a releasable securing element.

A vibration damper in a wheel suspension of a vehicle, which damper is supported on a wheel-guide element of the wheel suspension via two resilient bearings which are provided laterally of a damper tube of the vibration damper and which are diametrically opposed in relation to the damper tube. Each bearing has a rubber-elastic bearing element in which a damper receptacle is supported which is force-transmittingly connected to the damper tube. The damper receptacle is supported on the damper tube via a releasable securing element.

Vehicle seat element for a vehicle seat having a residual spring travel adjustment device, the vehicle seat element having a first fastening eye, it being possible to introduce the residual spring travel adjustment device into the first fastening eye and the residual spring travel adjustment device having a fastening eye insert having an eccentric hole.

Method and device (1) for lifting loads (7). An arm (2) that is the load or that supports a load (7) is pivotably connected to a reference. The load results in a torque. At least a part of the counter-torque to result in a system supporting the load is provided by a gas or hydro-pneumatic spring (60).

Method and device (1) for lifting loads (7). An arm (2) that is the load or that supports a load (7) is pivotably connected to a reference. The load results in a torque. At least a part of the counter-torque to result in a system supporting the load is provided by a gas or hydro-pneumatic spring (60).

A wheel suspension for a motor vehicle wheel for damping NVH effects, wherein the NVH effects are transmitted from an automatic transmission to the driven wheel via the drive train at idle. The NVH effects can potentially be transmitted from the wheel to the vehicle structure via the wheel suspension. The wheel suspension having at least one elastic element, the stiffness of which in a vertical direction of deflection has a softer stiffness characteristic in a deflection range close to the zero point than in deflection ranges more remote from the zero point.

A wheel suspension for a motor vehicle wheel for damping NVH effects, wherein the NVH effects are transmitted from an automatic transmission to the driven wheel via the drive train at idle. The NVH effects can potentially be transmitted from the wheel to the vehicle structure via the wheel suspension. The wheel suspension having at least one elastic element, the stiffness of which in a vertical direction of deflection has a softer stiffness characteristic in a deflection range close to the zero point than in deflection ranges more remote from the zero point.

The present invention relates to a composite element, especially for a damping element, comprising a) at least one metallic body having a surface; b) a coating comprising an epoxy resin on at least part of the surface of the metallic body; c) a plastics body comprising at least one polyurethane, which at least partly surrounds the metallic body of (a) and in the region of the surround is at least partly in direct contact with the coating of (b), wherein the composite element between the surface of the metallic body (a) and the coating (b) has a conversion layer (d) which comprises at least one compound selected from the group of zirconium(IV) oxide, zinc(II) phosphate, and chromate. The invention further relates to a damping element comprising the composite element and at least one further body which is at least partly in direct contact with the composite element, preferably with the plastics body of (c). The invention additionally relates to production processes for composite element and damping element, to the composite and damping elements, respectively, that are produced or producible by these processes, and the use of these composite and damping elements, respectively.

A spindle drive for a motorized adjustment of an adjustment element of a motor vehicle includes a tubular or half-shell-like spindle drive housing. An annular or disk-like connection portion is inserted and secured in one end region of the spindle drive housing. The annular or disk-like connection portion is connected via a damping element comprising a resilient damping material to a connection for discharging axial drive movements. The connection portion has a coaxial recess with an inner radially peripheral wall having a radially peripheral groove. The connection with the end region thereof facing the spindle drive housing protrudes axially into the recess of the connection portion and has a radially peripheral flange which protrudes radially into the groove. The damping element is arranged in a gap disposed between the side walls of the groove and the side walls of the flange.

A suspension thrust bearing device providing a lower support cap, an upper bearing cap and at least one bearing arranged between the caps. The upper bearing cap includes an outer skirt radially surrounding the lower support cap. The lower support cap having at least one annular deflector flange extending towards the outer skirt of the upper bearing cap while remaining radially spaced apart from the outer skirt, the deflector flange having a lower inclined surface extending obliquely downwards.