Disclosed is a method for calculating a pressure loss of a parallel R-type automobile vibration damper. The automobile vibration damper includes a frame, a spring, an axle, a hydraulic cylinder, an upper oil tank, a piston, a lower oil tank, and a resistance adjustment section. The resistance adjustment section is composed of 4 capillaries connected in parallel and solenoid valves. The four capillaries are all coiled into an M shape. The 4 capillaries are R8, R4, R2, and R1 and are connected in series with solenoid valves V.sub.R8, V.sub.R4, V.sub.R2, V.sub.R1, respectively. Due to the viscous effect of oily liquid in the cylinder, when the oily liquid flows through the resistance adjustment section, damping can be adjusted by adjusting the configurations S.sub.Rn of the solenoid valves V.sub.R8, V.sub.R4, V.sub.R2, and V.sub.R1.

An axle for a vehicle, wherein the axle includes a transverse axle portion having a longitudinal end. The axle including a first axle portion connecting the transverse portion to a chassis of the vehicle and a second axle portion connecting the transverse portion to a wheel carrier for supporting a vehicle wheel. A vibration damper is arranged in a receiver in one of the axle portions.

A rotation damper for a motor vehicle. A flywheel driven via a drive with angular velocity and rotating about an axis of rotation is cardanically mounted via a first bearing element and a second bearing element. The flywheel is rotatably mounted on the first bearing element at the rotational angle and the first bearing element is rotatably mounted on the second bearing element at a first rotational angle of a first axis of the flywheel oriented orthogonally to the axis of rotation, and the second bearing element is rotatably mounted at a second rotational angle of a second axis oriented orthogonally to the first axis. The first bearing element is operationally connected to a shaft drive and the second bearing element can be connected by a means to a wheel carrier of the motor vehicle.

A rotation damper for a motor vehicle. A flywheel driven via a drive with angular velocity and rotating about an axis of rotation is cardanically mounted via a first bearing element and a second bearing element. The flywheel is rotatably mounted on the first bearing element at the rotational angle and the first bearing element is rotatably mounted on the second bearing element at a first rotational angle of a first axis of the flywheel oriented orthogonally to the axis of rotation, and the second bearing element is rotatably mounted at a second rotational angle of a second axis oriented orthogonally to the first axis. The first bearing element is operationally connected to a shaft drive and the second bearing element can be connected by a means to a wheel carrier of the motor vehicle.

A motor vehicle has a chassis and a passenger cell which is mounted on the chassis by way of vibration-damping connection elements. The chassis forms an undercarriage with at least two front wheels mutually spaced in the transverse direction of the vehicle and at least two rear wheels mutually spaced in the transverse direction of the vehicle, and with at least one drive device. The chassis is provided with front and rear energy-absorbing deformation elements of a front and rear bumper structure, respectively.

A motor vehicle has a chassis and a passenger cell which is mounted on the chassis by way of vibration-damping connection elements. The chassis forms an undercarriage with at least two front wheels mutually spaced in the transverse direction of the vehicle and at least two rear wheels mutually spaced in the transverse direction of the vehicle, and with at least one drive device. The chassis is provided with front and rear energy-absorbing deformation elements of a front and rear bumper structure, respectively.

An inerter device for a wheel suspension of a vehicle, having an inerter mass and a mechanical inerter drive which is operatively connected to the inerter mass via a coupling device. The coupling device has a control disk connected to the inerter mass and a contour disk connected to the inerter drive. The control disk and contour disk are frictionally in contact with each other via coupling surfaces. The inerter mass is reversibly movable relative to the inerter drive from an operating position into a securing position. The control disk has a contact element which, during the movement of the inerter mass into the securing position, interacts with a mating contact element of the contour disk and therefore reversibly moves the control disk from a coupling position relative to the contour disk into a release position in which the coupling surfaces are separated.

An inerter device for a wheel suspension of a vehicle, having an inerter mass and a mechanical inerter drive which is operatively connected to the inerter mass via a coupling device. The coupling device has a control disk connected to the inerter mass and a contour disk connected to the inerter drive. The control disk and contour disk are frictionally in contact with each other via coupling surfaces. The inerter mass is reversibly movable relative to the inerter drive from an operating position into a securing position. The control disk has a contact element which, during the movement of the inerter mass into the securing position, interacts with a mating contact element of the contour disk and therefore reversibly moves the control disk from a coupling position relative to the contour disk into a release position in which the coupling surfaces are separated.

A multi-axle transport trailer having a plurality of axles includes a suspension comprising air bags associated with each axle, the air bags in communication with an air source, wherein air bags associated with different axles are capable of having different air pressures therein. The trailer further optionally includes a steering system associated with at least one axle, the axle including a tie rod connected between wheels on both ends of the axle, the steering system comprising cylinders configured to articulate the wheels, and a sensing device configured to monitor movement of the tie rod and facilitate actuating the cylinders to turn the wheels.

A multi-axle transport trailer having a plurality of axles includes a suspension comprising air bags associated with each axle, the air bags in communication with an air source, wherein air bags associated with different axles are capable of having different air pressures therein. The trailer further optionally includes a steering system associated with at least one axle, the axle including a tie rod connected between wheels on both ends of the axle, the steering system comprising cylinders configured to articulate the wheels, and a sensing device configured to monitor movement of the tie rod and facilitate actuating the cylinders to turn the wheels.