Shock absorber system for a vehicle as well as vehicle

Abstract

Shock absorber system (21) for a vehicle, comprising at least one shock absorber arrangement (1, 16, 22) with at least one piston rod (2), at least one damping cylinder (3) on which the piston rod (2) is guided for translational movement, and at least one rotating electric machine (23, 34), wherein the piston rod (2) is at least partially designed as a threaded rod (6) and at least one spindle nut (8) is positively guided on the threaded rod (6) and is mounted immovably on the damping cylinder (3) along a longitudinal central axis (7) of the piston rod (2), wherein at least one circumferential external toothing (10) is arranged on an outer surface (9) of the spindle nut (8) and is drivenly connected to a rotor of the rotating electric machine (23), characterized in that the spindle nut (8) is supported on the damping cylinder (3) via at least one axial roller bearing (14).wherein at least one circumferential groove (11) is arranged on the outer surface (9) of the spindle nut (8), wherein the groove (11) is arranged between the external toothing (10) and a radially flared end section (12) of the spindle nut (8), and wherein at least one radially inwardly projecting, at least partially circumferential shoulder (13) engaging in the groove (11) is arranged on the damping cylinder (3).

Description

The invention relates to a shock absorber system for a vehicle having the features of the preamble of claim 1. CN 1 05 545 617 A discloses a power-generating inert device for the front fork of a mountain bike. A suspension device according to DE 11 2010 005 559 T5 comprises an electric shock absorber, which includes a motor and a ball screw mechanism, an electrical circuit, an inverting amplification circuit, and an inertial compensation capacitor. The electrical circuit connects two power supply terminals of the motor. The inverting amplification circuit is connected to the electrical circuit. The inertial compensation capacitor is connected to the output terminal of the inverting amplification circuit. As a result of the movement of spring-loaded and unspring-loaded elements moving closer together or further apart, not only a generated current but also an inertial equivalent current, representing an inertial force of a rotating body such as the ball screw shaft and the rotor of the motor, flows through the motor and the electrical circuit.A current that is out of phase with the inertial compensation current flows through the inertial compensation capacitor. This out-of-phase current cancels out the inertial compensation current. According to EP 2 098 390 A1, an electric damper is provided that is designed to prevent the transmission of unbalance vibrations to the vehicle body. A low-pass and a high-pass cutoff frequency setting unit define the cutoff frequencies of bandstop filters within a frequency band corresponding to the unbalance vibrations. This is based on a signal from a vehicle speed sensor that detects the vehicle speed. A function acting as a bandstop filter, comprising a low-pass and a high-pass calculation unit as well as an adder, calculates the deflection rate of the vertical wheel movement. This deflection rate is determined by a differentiating unit in a damper control unit. A damper control variable calculation unit calculates the control variable for an electric motor of a motor-driven damper based on the calculated filtered deflection rate and outputs a control signal to the motor control unit via a control circuit. An electromagnetic shock absorber according to JP 2005-256888A consists of a screw shaft rotatably connected to a support element, a first motor connecting one end of the screw shaft to the other end, and a second motor. It suppresses the relative axial displacement of the screw shaft and the nut. A power transmission device transfers the rotational movement of the nut to a shaft of the second motor. An electromagnetic damper according to US 2016 / 0 159 185 A1 comprises a torque sensing unit that detects the torsional torque of an output shaft of an electric motor or a transmission shaft, which transmits an external vibration to the electric motor, and a control unit for regulating the electric motor. The control unit regulates the electric motor so that the torsional torque detected by the torque sensing unit is compensated. An electromagnetic shock absorber according to US 2009 / 0121398A1 comprises: a wheel-side element; a body-side element that is movable relative to the wheel-side element; and a damping force generator with an electromagnetic motor, which has stationary and movable elements that are movable relative to each other. The damping force generator, through the force produced by the motor, generates a damping force that opposes the relative movement of the wheel-side element and the body-side element. The motor has an axis that extends in the direction of the relative movement of both elements. The stationary element is mounted on the wheel-side element via an elastic body and can be movable relative to it in the direction of the relative movement of both elements. The electromagnetic motor enables the relative movement of the stationary and movable elements as soon as the stationary element moves relative to the wheel-side element. An electrodynamic strut according to US 5,775,489 A is coupled between two points within a structure and serves to dampen vibrations of the structure. The strut incorporates a spring mechanism for damping minor vibrations of the strut and the associated structure. The spring mechanism has a high stiffness to dampen minor vibrations of the strut until the vibration reaches a predetermined value. Once the vibration reaches the predetermined value, the spring mechanism exhibits a low, constant stiffness. Furthermore, a motion conversion mechanism with a ball screw drive and associated ball nut is integrated, which converts the linear vibrational motion of the strut into a rotary motion. A motor / generator with two associated contacts is connected to the motion conversion mechanism and generates a torque that opposes the rotary motion. The torque is a function of the resistance between the contacts.Additionally, a variable resistance mechanism is integrated between the motor / generator contacts. This variable resistance mechanism increases its resistance at a specific vibration amplitude of the strut and thus works in conjunction with the strut's spring mechanism to dampen strong vibrations of the strut and the associated structure. Various support mechanisms are also used to dampen vibrations, eliminating the need for large-load-bearing struts. US patent 5,491,633 A discloses a position sensor for an electromechanical suspension. A motor vehicle can be equipped with an active suspension system, in which spring and damping forces can be adapted to the respective driving situation. An active suspension system typically includes an active spring unit for each wheel of the vehicle, which may have an electrically controlled actuator. Vehicle parameters can be recorded by sensors mounted on the vehicle and fed to the vehicle's onboard electronics, which then process them into control signals to actuate the individual active suspension units. The weight of the components of an active suspension system is usually between 30 kg and 60 kg. Equipping a motor vehicle with an active suspension system thus significantly increases the vehicle's weight, which is associated with higher energy consumption and potentially higher pollutant emissions. It is also known to combine a suspension shock absorber with a device for generating electrical energy. This allows the kinetic energy of movable components of such a shock absorber, generated during operation, to be converted into electrical energy, which is then available for further uses. US Patent 2005 / 0211516A1 discloses an electromagnetic damper for a vehicle. The damper comprises a rotating electric machine whose rotor is non-rotatably connected to a threaded rod. A spindle nut is fixed to a translationally movable thrust unit of the damper. The threaded rod passes through this nut and engages with the threaded rod. When the thrust unit is moved translationally, the threaded rod and the rotor of the rotating electric machine are necessarily rotated, causing the rotating electric machine to generate electrical energy. US Patent 8,448,952 B2 discloses a vehicle with an active regenerative suspension. The suspension comprises a shock absorber with a translationally movable thrust unit through which a threaded rod runs centrally and is rotationally fixed to the thrust unit. A spindle nut is rotatably and axially immovably mounted on a stationary unit of the shock absorber, on which the thrust unit is guided for translational movement. The threaded rod runs through the spindle nut and engages with it. The spindle nut is rotationally fixed to a rotor of a rotating electric machine located on the stationary unit. When the thrust unit, and thus the threaded rod, moves translationally, the spindle nut and the rotor of the rotating electric machine are rotated, causing the rotating electric machine to generate electrical energy. US Patent 7,408,266 B2 discloses a shock-absorbing, electricity-generating device for a vehicle. The device comprises a shock absorber with a piston rod partially configured as a rack, into which a gear engages that rotates when the rack moves translationally. The gear is connected via a transmission to a rotor of a rotating electric machine, so that the rotating electric machine generates electrical energy when the rack moves translationally. US Patent 9,270,131 B2 discloses a regenerative suspension with an energy storage system for a vehicle. The suspension comprises a unit mounted on a shock absorber with external longitudinal teeth and a gear meshing with the longitudinal teeth. The gear is connected via a spring element to the rotor of a rotating electric machine for storing mechanical energy. Translational movement of the unit rotates the gear and the rotor of the rotating electric machine, causing the rotating electric machine to generate electrical energy. The internet extract "Mechanical Project on Regenerative Shock Absorber," available at http: / / www.final-yearproject.com / 2012 / 04 / mechanicalproject-on-regenerative.html#.WEEKILWcU34, discloses a regenerative shock absorber with which translational motion can be converted into electricity. The shock absorber comprises a series of coaxial cylinders arranged on a threaded rod. Between the outermost cylinders are two sets of helical springs, which contract and expand when the threaded rod moves, thereby rotating the outermost cylinders. The invention is based on the objective of improving the generation of electrical energy from translational movements of a piston rod of a shock absorber. According to the invention, the problem is solved by a shock absorber system with the features of claim 1. A shock absorber system for a vehicle is shown, comprising at least one shock absorber arrangement with at least one piston rod, at least one damping cylinder on which the piston rod is guided translationally movable, and at least one rotating electric machine, wherein the piston rod is at least partially designed as a threaded rod and at least one spindle nut is positively guided on the threaded rod along a longitudinal central axis of the piston rod mounted immovably on the damping cylinder, wherein at least one circumferential external toothing is arranged on an outer surface of the spindle nut, which is drivenly connected to a rotor of the rotating electric machine. According to the invention, the spindle nut is supported on the damping cylinder by at least one axial rolling bearing, wherein at least one circumferential groove is arranged on the outer surface of the spindle nut, wherein the groove is arranged between the external toothing and a radially flared end section of the spindle nut, and wherein at least one radially inwardly pointing, at least partially circumferential shoulder engaging in the groove is arranged on the damping cylinder. Advantageous embodiments are disclosed in the dependent claims. It should be noted that the features and measures listed individually in the following description can be combined in any technically sensible way and demonstrate further embodiments of the invention. The description further characterizes and specifies the invention, particularly in conjunction with the figures. During a translational movement of the piston rod, the spindle nut is necessarily rotated, without the spindle nut itself being moved translationally along the longitudinal center axis of the piston rod. The spindle nut can, for example, be rotatably mounted on at least one radial plain bearing or radial roller bearing and, while allowing a small amount of play necessary for this rotation, immovably mounted on the damping cylinder along the longitudinal center axis of the piston rod via at least one axial bearing. According to the invention, only the piston rod is used to actuate the spindle nut, not any other component connected to the piston rod in any way. This results in a lightweight design of the shock absorber assembly according to the invention. If, according to the inventive design, at least one circumferential external toothing is arranged on the outer surface of the spindle nut, the spindle nut or its external toothing can be connected to a rotor of a rotating electric machine via at least one further gear or pinion, so that the rotating electric machine generates electrical energy during a translational or axial movement of the piston rod. According to another alternative not belonging to the invention, if the spindle nut forms a section of the rotor or the entire rotor of the rotating electric machine, the assembly of shock absorber and rotating electric machine can be designed to be very compact. Furthermore, this assembly can be realized in a relatively lightweight manner compared to a separate arrangement of the rotating electric machine and shock absorber, since no additional mechanical means are required to transmit forces from the spindle nut to the rotating electric machine. The spindle nut can, for example, be provided with permanent magnets to partially or completely form the rotor of the rotating electric machine. The damping cylinder can, for example, be a hydraulic cylinder, so that the damping cylinder, together with the piston rod, forms a hydraulic shock absorber with which vibrations occurring during vehicle operation can be dampened. The piston rod is connected at one end to a piston that is slidably guided within the damping cylinder. The threaded rod can be formed directly during the manufacturing of the piston rod. Alternatively, the threaded rod can be formed subsequently by removing material from the manufactured piston rod. The vehicle can be a motor vehicle, in particular a passenger car, a truck, or another commercial vehicle. By recovering energy using the present invention, the consumption of externally supplied energy, for example in the form of electrical energy or fuel, can be reduced, thereby also reducing the vehicle's pollutant emissions. As mentioned above, the spindle nut is provided with at least one circumferential groove on its outer surface, and at least one radially inward-facing, at least partially circumferential shoulder is arranged on the damping cylinder, engaging in the groove. This ensures that the spindle nut is immovably mounted on the damping cylinder along the longitudinal center axis of the piston rod, while allowing a small amount of play necessary for its rotation. The shoulder can be located, for example, on a tubular housing section or an axial end cap of the damping cylinder. The shoulder can be arranged partially or completely circumferentially on the damping cylinder. As described above, the spindle nut is supported on the damping cylinder by at least one axial roller bearing. Preferably, the spindle nut is supported on the damping cylinder, at least on its side facing the damping cylinder, by an axial roller bearing, for example, an axial ball bearing. For example, the spindle nut is supported by the axial roller bearing against a radially inwardly projecting, at least partially circumferential shoulder of the damping cylinder, which surrounds an opening through which the piston rod or threaded rod is guided. For the rotary bearing of the spindle nut on the damping cylinder, it is necessary that the spindle nut is arranged with axial play on the damping cylinder.Without support via an axial roller bearing, the spindle nut would be displaced towards the damping cylinder under mechanical compressive stress on the shock absorber assembly during vehicle operation until it is axially supported on the damping cylinder side, for example, by sliding against the radially inward-facing shoulder of the damping cylinder. Without rolling elements, an axial plain bearing would be formed between the spindle nut and this shoulder of the damping cylinder. Since the spindle nut can continue to rotate during such axial support, an axial plain bearing would experience higher friction and the associated higher frictional losses compared to an axial roller bearing. In contrast, the axial roller bearing largely reduces the friction between the spindle nut and the damping cylinder.The spindle nut can be axially supported on one or both sides by an axial roller bearing on the damping cylinder. In a further advantageous embodiment, the spindle nut is guided on the threaded rod by spherical rolling elements. This allows the threaded rod, the spindle nut, and the spherical rolling elements arranged between them to form a ball screw drive. This is advantageous because a ball screw drive exhibits significantly less friction compared to a sliding contact between the threaded rod and the spindle nut. The rotor of the rotating electric machine is driven indirectly, for example at least via a pinion connected to a rotor shaft, by means of the external teeth of the spindle nut, so that the rotating electric machine serves as an electric generator. The shock absorber system can have a separate shock absorber assembly for each wheel of the vehicle. In this configuration, the external teeth of the spindle nut are driven by a transmission mechanism connected to the rotor of the rotating electric machine. The transmission mechanism increases the input speed at the spindle nut, so that the output speed at the rotor of the rotating electric machine is higher than the input speed. For this purpose, the transmission mechanism can have at least one gear that engages the external teeth of the spindle nut on one side and meshes with a pinion located on the rotor shaft of the rotating electric machine on the other. Alternatively, the transmission mechanism can have a first gear that engages the external teeth of the spindle nut and a second gear that meshes with the pinion and is non-rotatably connected to the first gear via an axle. According to a further advantageous embodiment, the shock absorber system comprises at least one electrical energy storage device electrically connected to the rotating electric machine. This makes it possible to at least temporarily store the electrical energy generated by the rotating electric machine. The stored electrical energy can then be supplied to the shock absorber system and / or another electrical energy consumer of the vehicle as needed. The electrical energy storage device can be a battery already installed in the vehicle, such as a starter battery or traction battery, or an additionally installed electrical energy storage device. A further advantageous embodiment provides that the shock absorber system includes at least one control electronic unit electrically connected to the rotating electric machine, wherein the control electronic unit is configured to vary an electrical load applied to the rotating electric machine. The electrical energy generated by the rotating electric machine can be used to supply the control electronic unit, for example, by supplying the electrical energy to the control electronic unit directly or via an electrical energy storage device. This embodiment makes it possible to design the shock absorber system as a semi-active shock absorber system, which offers the same advantages and functionalities as a conventional (fully) active suspension.However, the semi-automatic shock absorber system is significantly lighter than a conventional fully active shock absorber system, which has a beneficial effect on the energy consumption of a correspondingly equipped motor vehicle. During the generation of electrical energy with the rotating electric machine, eddy currents are generated within the machine. These eddy currents, in conjunction with the damping force and / or the damping velocity of the piston rod relative to the damping cylinder, can be varied by adjusting the electrical load applied to the rotating electric machine. When using a hydraulic damping cylinder, the rotating electric machine can be used as a control device outside the hydraulic control range for the damping force via the control electronics. This allows the damping force to be controlled, for example, using a hybrid (hydraulic, electrical) control algorithm.This allows the semi-active shock absorber system to offer the same functionalities as a conventional (fully) active suspension. However, the weight of the semi-active shock absorber system is significantly less than that of a conventional (fully) active suspension. Furthermore, the semi-active shock absorber system consumes considerably less electrical energy than a conventional (fully) active suspension. The above problem is also solved by a vehicle with the features of claim 5, which has at least one shock absorber system according to one of the aforementioned embodiments or any combination of at least two of these embodiments. The vehicle benefits from the advantages mentioned above with regard to the shock absorber system or shock absorber assembly. The vehicle can be a motor vehicle, in particular a conventional motor vehicle with an internal combustion engine, an electric vehicle, or a hybrid electric vehicle. The vehicle preferably comprises a shock absorber assembly for each wheel, wherein each shock absorber assembly can have its own or a shared control electronics unit. Further advantageous embodiments of the invention are disclosed in the dependent claims and the following description of the figures. Figure 1 shows a schematic representation of an embodiment of a shock absorber arrangement, Figure 2 a schematic sectional view of a further embodiment of a shock absorber arrangement, Figure 3 a schematic representation of an embodiment of a shock absorber system according to the invention, and Figure 5 a diagram relating to the damping force and the damping speed of a shock absorber system according to the invention as a function of an applied electrical load. In the different figures, identical parts are always provided with the same reference numerals, which is why they are generally described only once. Fig. 4 shows a schematic sectional view of an embodiment of a shock absorber arrangement not belonging to the invention. Fig. 1 shows a schematic representation of an embodiment of a shock absorber arrangement 1 for a vehicle not shown. The shock absorber assembly 1 comprises a piston rod 2 and a damping cylinder 3, on which the piston rod 2 is guided so as to be translationally movable. For this purpose, the damping cylinder 3 has an inner guide wall 4 which has a central opening 5 through which the piston rod 2 is guided with minimal radial play. The piston rod 2 is at least partially designed as a threaded rod 6. A spindle nut 8, which is rigidly mounted on the damping cylinder 3 along a longitudinal center axis 7 of the piston rod 2, is positively guided on the threaded rod 6. A circumferential external toothing 10 is arranged on an outer surface 9 of the spindle nut 8, the outer diameter of which decreases axially away from the damping cylinder 3. A circumferential groove 11 is arranged on the outer surface 9 of the spindle nut 8. The groove 11 is located between the external toothing 10 and a radially flared end section 12 of the spindle nut 8. A circumferential shoulder 13, engaging in the groove 11 and projecting radially inwards, is arranged at the axial end of the damping cylinder 3, thereby mounting the spindle nut 8 immovably on the damping cylinder 3 along the longitudinal center axis 7 of the piston rod 2, while allowing a small axial play along the longitudinal center axis 7 of the piston rod 2, which is necessary for the spindle nut 8 to rotate. The spindle nut 8 is guided on the threaded rod 6 by means of spherical rolling elements (not shown in Fig. 1). Furthermore, the spindle nut 8 is supported on the damping cylinder 3 and on the guide wall 4 by means of an axial rolling bearing 14 with balls 15. Fig. 2 shows a schematic sectional view of a further embodiment of a shock absorber arrangement 16 for a vehicle not shown. The shock absorber assembly 16 corresponds, except for slightly different dimensions of individual sections, to the embodiment shown in Fig. 1. In contrast to Fig. 1, the spherical rolling elements 17 are shown, over which the spindle nut 8 is guided on the threaded rod 6. The rolling elements 17 run on circular grooves 18 on an inner surface 19 of the spindle nut 8. The thread 20 of the threaded rod 6 is also designed as a groove for the rolling elements 17. To avoid repetition, reference is made to the description above for Fig. 1. Fig. 3 shows a schematic representation of an embodiment of a shock absorber system 21 according to the invention for a vehicle not shown. The shock absorber system 21 comprises a shock absorber assembly 22 with a piston rod 2 and a damping cylinder 3, on which the piston rod 2 is guided so as to be translationally movable. The shock absorber assembly 22 can be configured according to Fig. 1 or Fig. 2. Also visible in the shock absorber assembly 22 is the spindle nut 8 with its external teeth 10, which is positively guided on the threaded rod 6 formed by the piston rod 2 and is mounted immovably on the damping cylinder 3 along the longitudinal center axis 7 of the piston rod 2. Furthermore, the shock absorber system 21 includes a rotating electric machine 23. The external teeth 10 of the spindle nut 8 are connected to the rotor (not shown) of the rotating electric machine 23 via a transmission 24. For this purpose, the transmission 24 has a first gear 25 meshing with the external teeth 10 of the spindle nut 8, which is non-rotatably connected via a shaft 26 to a second gear 27, which meshes with a pinion 29 arranged on a rotor shaft 28 of the rotor of the rotating electric machine 23. The outer diameter of the first gear 25 is smaller than that of the spindle nut 8. The outer diameter of the second gear 27 is larger than that of the first gear 25. The outer diameter of the second gear 27 is larger than that of the pinion 29. This results in a speed reduction of the drive speed of the spindle nut 8 via the transmission gear 24.to a higher output speed of the pinion 29 or rotor. The shock absorber system 21 can also include at least one electrical energy storage device (not shown) electrically connected to the rotating electric machine 23 via cable 30. Furthermore, the shock absorber system 21 can include at least one control electronics unit (not shown) electrically connected to the rotating electric machine 23, wherein the control electronics unit can be configured to vary an electrical load applied to the rotating electric machine 23. Fig. 4 shows a schematic sectional view of a shock absorber arrangement 31 not belonging to the invention for a vehicle not shown. The shock absorber assembly 31 comprises a piston rod 2 and a damping cylinder 3, on which the piston rod 2 is guided for translational movement. The piston rod 2 is at least partially designed as a threaded rod 6. A spindle nut 32, which is rigidly mounted on the damping cylinder 3 along a longitudinal center axis 7 of the piston rod 2, is positively guided on the threaded rod 6. In particular, the spindle nut 32 is guided on the threaded rod 6 by means of spherical rolling elements (not shown in Fig. 4). Furthermore, the spindle nut 32 is supported on the damping cylinder 3 by means of an axial roller bearing (not shown in Fig. 4). The spindle nut 32 forms a radially inner section of a rotor 33 of a rotating electric machine 34. The rotating electric machine 34 has a stator 35 with four electromagnets 36 arranged uniformly offset from one another circumferentially. Fig. 5 shows a diagram relating the damping force F and the damping speed of a shock absorber system according to the invention as a function of an electrical load applied to the rotating electric machine of the shock absorber system. The respective electrical load is indicated by different current intensities. Rectangle 37 encompasses an operating range in which fully active control and / or regulation of the shock absorber system is possible. In quadrants I and IV of rectangle 37, electrical control and / or regulation of the shock absorber system is possible, and in quadrants II and III of rectangle 37, hydraulic control and / or regulation of the shock absorber system is possible. It can also be seen that the damping force F increases with increasing electrical load, and vice versa. Reference symbol list: 1 Shock absorber assembly 2 Piston rod 3 Damping cylinder 4 Guide wall of 3 5 Opening of 4 6 Threaded rod 7 Longitudinal center axis of 2 8 Spindle nut 9 Outer surface of 8 10 External teeth of 8 11 Groove of 8 12 End section of 8 13 Shoulder of 3 14 Axial roller bearing 15 Ball of 14 16 Shock absorber assembly 17 Rolling element 18 Running groove of 8 19 Inner surface of 8 20 Thread of 6 21 Shock absorber system 22 Shock absorber assembly 23 Rotating electric machine 24 Transmission gear 25 First gear of 24 26 Shaft of 24 27 Second gear of 24 28 Rotor shaft of 23 29 Pinion of 23 30 Cable 31 Shock absorber assembly 32 Spindle nut 33 Rotor of 34 34 Rotating electric machine 35 Stem of 34 36 Electromagnet of 35 37 Rectangle (fully active control and / or regulation)

Claims

Shock absorber system (21) for a vehicle, comprising at least one shock absorber arrangement (1, 16, 22) with at least one piston rod (2), at least one damping cylinder (3) on which the piston rod (2) is guided for translational movement, and at least one rotating electric machine (23, 34), wherein the piston rod (2) is at least partially designed as a threaded rod (6) and at least one spindle nut (8) is positively guided on the threaded rod (6) and is mounted immovably on the damping cylinder (3) along a longitudinal central axis (7) of the piston rod (2), wherein at least one circumferential external toothing (10) is arranged on an outer surface (9) of the spindle nut (8) and is drivenly connected to a rotor of the rotating electric machine (23), characterized in that the spindle nut (8) is supported on the damping cylinder (3) via at least one axial roller bearing (14).wherein at least one circumferential groove (11) is arranged on the outer surface (9) of the spindle nut (8), wherein the groove (11) is arranged between the external toothing (10) and a radially flared end section (12) of the spindle nut (8), and wherein at least one radially inwardly projecting, at least partially circumferential shoulder (13) engaging in the groove (11) is arranged on the damping cylinder (3). Shock absorber system (21) according to claim 1, characterized in that the spindle nut (8) is guided on the threaded rod (6) via spherical rolling elements (17). Shock absorber system (21) according to one of claims 1 or 2, characterized in that the external toothing (10) of the spindle nut (8) is connected to the rotor of the rotating electric machine (23) via a transmission gear (24). Shock absorber system (21) according to one of the preceding claims, characterized by at least one electrical energy storage device electrically connected to the rotating electric machine (23). Shock absorber system (21) according to one of the preceding claims, characterized by at least one control electronics electrically connected to the rotating electric machine (23), wherein the control electronics are configured to vary an electrical load applied to the rotating electric machine (23). Vehicle, in particular motor vehicle, characterized by at least one shock absorber system (21) according to one of the preceding claims.

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