Roll stabilization device for a motor vehicle

Abstract

Roll stabilization device (1) for a motor vehicle, comprising: a first roll stabilizer part (2a) and a second roll stabilizer part (2b) rotatably mounted relative to the first roll stabilizer part (2a), wherein the first roll stabilizer part (2a) comprises a housing part (5a) for at least partially, optionally completely, receiving at least one functional component and at least one functional component arranged or formed in the housing part (5a), and the second roll stabilizer part (2b) comprises a housing part (5b) for at least partial, optionally complete, accommodation of at least one functional component and at least one functional component arranged or formed in the housing part (5b), and a damping device (9) which is designed to dampen mechanical vibrations arising during the operation of the roll stabilizer device (1), wherein the damping device (9) comprises at least one arranged between the housing part (5a) of the first roll stabilizer part (2a) and the functional component arranged or formed therein or comprised of a formed elastic damping element (10) and / or at least one formed elastic damping element (10) arranged or formed between the housing part (5b) of the second roll stabilizer part (2b) and the functional component arranged or formed therein, and the at least one elastic damping element (10) has a ring-like geometric basic shape, characterized in that the at least one elastic damping element (10) has at least two concentrically arranged or formed damping element sections (10e, 10f) which are connected to each other via connecting elements (10g) extending radially between them.

Description

[0001] The invention relates to a roll stabilization device, i.e., in particular an actively adjustable roll stabilization device, for a motor vehicle according to the preamble of claim 1.

[0002] Such a roll stabilization device is known from DE 20 2017 002 542 U1 or DE 10 2016 125 226 A1.

[0003] Roll stabilization systems for motor vehicles, particularly as functional or structural components of the respective vehicle powertrains, are known in principle from the prior art in a multitude of different embodiments. The functionality of such roll stabilization systems consists, in particular, of increasing the stability and / or comfort of a motor vehicle. Specifically, such roll stabilization systems enable the targeted generation of roll movements of the vehicle body relative to a surface by means of an actively induced relative rotation of the respective roll stabilizer components. In this way, roll movements of the vehicle body caused, for example, by external influences during the operation of a motor vehicle can be specifically counteracted.

[0004] Corresponding roll stabilization devices typically have a damping device which is designed to mechanically dampen mechanical vibrations arising during the operation of the roll stabilization device, i.e., in particular high-frequency vibrations of small amplitude which cannot be compensated by the roll stabilization device.

[0005] While existing approaches to integrating damping devices into roll stabilizer systems are very efficient at damping mechanical vibrations, they are in need of improvement and further development, particularly with regard to the required installation space. For example, known approaches involve arranging the damping devices in the area of ​​a gear-side end of a roll stabilizer component. This arrangement requires a comparatively large amount of installation space and can sometimes cause difficulties in mounting connecting components, such as stabilizer arms.

[0006] The invention is therefore based on the objective of providing an improved roll stabilizer device for a motor vehicle, in contrast, particularly with regard to the installation space required for integrating the damping device into the roll stabilizer device.

[0007] The problem is solved by a roll stabilization device for a motor vehicle according to claim 1. The dependent claims relate to possible embodiments of the roll stabilization device.

[0008] A first aspect of the invention relates to a roll stabilization device for a motor vehicle, i.e., a passenger car. The roll stabilization device is typically an actively adjustable roll stabilization device. In particular, the roll stabilization device is an actively adjustable electromechanical roll stabilization device.

[0009] The roll stabilizer system comprises a first roll stabilizer part, which may also be referred to as the first stabilizer half or as a component thereof, and a second roll stabilizer part, which may also be referred to as the second stabilizer half or as a component thereof.

[0010] The two roll stabilizer components are mounted so that they can rotate relative to each other. Specifically, for example, the first roll stabilizer component can be mounted so that it can rotate relative to the second. A reverse configuration is also conceivable. Likewise, it is theoretically possible for both roll stabilizer components to be mounted so that they can rotate.

[0011] The two roll stabilizer components each comprise a housing component designed to accommodate at least one functional component associated with the respective roll stabilizer component or roll stabilizer device, and at least one functional component arranged or formed within the respective housing component. Accordingly, both the first roll stabilizer component and the second roll stabilizer component comprise a housing component for accommodating at least one functional component of the first roll stabilizer component, at least partially, and optionally completely, and at least one functional component arranged or formed within the housing component.

[0012] A functional component arranged or formed in the housing part of the first roll stabilizer section, i.e., a functional component of the first roll stabilizer section, can be, for example, a gear wheel, in particular a ring gear, a single- or multi-stage gear unit, in particular a planetary gear unit, of the roll stabilizer unit. Such a single- or multi-stage gear unit is typically coupled on the input side to an actuator unit, e.g., an (electric) motor, and on the output side to the second roll stabilizer section.

[0013] If the roll stabilization system has a multi-stage gear unit, the functional component of the first roll stabilization section can be a gear wheel of the last gear stage, particularly with respect to an input of the gear unit. In the case of a multi-stage planetary gear unit, the functional component of the first roll stabilization section can be a ring gear of the last planetary stage with respect to an input of the planetary gear unit. This arrangement enables particularly efficient damping of corresponding vibrations.

[0014] It follows from the above explanations that the first roll stabilizer component can be an active roll stabilizer component of an actively adjustable roll stabilizer device.

[0015] A functional component arranged or formed in the housing part of the second roll stabilizer section, i.e., a functional component of the second roll stabilizer section, may, for example, be a flange of a stabilizer arm associated with the second roll stabilizer section. The flange may optionally be provided with one or more openings or perforations.

[0016] From the above explanations, it follows that the second roll stabilizer component can be a passive roll stabilizer component of an actively adjustable roll stabilizer device.

[0017] Each housing part can have a tubular or tubular geometry, or a hollow cylindrical or hollow cylindrical geometry; each housing part can therefore be a tubular or tubular component, or a hollow cylindrical or hollow cylindrical component.

[0018] Each housing part, due in particular to its geometry, includes a receiving or interior space for accommodating at least one corresponding functional component. This receiving or interior space is typically bounded by the walls of the respective housing part.

[0019] The term "housing part" can also generally refer to a housing section of a housing comprising several housing sections of the roll stabilizer device.

[0020] The roll stabilization system also includes a damping device designed to dampen or filter mechanical vibrations generated during operation of the roll stabilization system, particularly high-frequency mechanical vibrations of small amplitude that cannot be compensated for by the roll stabilization system itself. Such mechanical vibrations can be caused, for example, by uneven road surfaces and / or vibrations from the drive unit of a vehicle equipped with the roll stabilization system. The damping device can also be referred to as a vibration decoupling device.

[0021] The damping device comprises at least one elastic damping element. This at least one elastic damping element can be assigned to the first roll stabilizer section and / or the second roll stabilizer section. Therefore, the first roll stabilizer section can have at least one elastic damping element forming part of the damping device, and / or the second roll stabilizer section can have at least one elastic damping element forming part of the damping device. As will be shown below, a corresponding elastic damping element is structurally designed such that it enables the damping or filtering of mechanical vibrations arising during the operation of the roll stabilizer device, as mentioned, for example, caused by road surface irregularities and / or vibrations of a drive unit of a motor vehicle equipped with the roll stabilizer device.Therefore, at least one elastic damping element typically exhibits certain elastically compressible properties.

[0022] Provided the first roll stabilizer component has at least one corresponding elastic damping element, this element is arranged or formed between the housing part of the first roll stabilizer component and the functional component of the first roll stabilizer component located or formed therein. This is an advantageous arrangement with regard to the installation space required for integrating the damping device, i.e., in particular the corresponding elastic damping element, into the roll stabilizer device, and it also enables efficient damping of corresponding mechanical vibrations.The at least one elastic damping element can, as will be shown below, be arranged or formed in particular in an axial and / or radial free space formed between a wall of a housing part bounding a receiving space on the housing part side and a functional component received in the housing part, which may be, for example, an annular space.

[0023] Provided the second roll stabilizer component has at least one corresponding elastic damping element, this element is arranged or formed between the housing part of the second roll stabilizer component and the functional component of the second roll stabilizer component located or formed therein. This is an advantageous arrangement with regard to the installation space required for integrating the damping device, i.e., in particular the corresponding elastic damping element, into the roll stabilizer device, and it also enables efficient damping of corresponding mechanical vibrations.The at least one elastic damping element can, as will be shown below, be arranged or formed in particular in an axial and / or radial free space formed between a wall of a housing part bounding a receiving space on the housing part side and a functional component received in the housing part, which may be, for example, an annular space.

[0024] Overall, this represents an improved roll stabilization system for a motor vehicle.

[0025] The specific arrangement of the at least one elastic damping element can be realized, for example, as follows: For the first roll stabilizer component, the at least one elastic damping element can be arranged or formed directly on a receiving space on the housing part of the first roll stabilizer component, which defines at least a section of the wall for receiving the at least one functional component of the first roll stabilizer component. If the housing part of the first roll stabilizer component is a tubular or hollow cylindrical component, the at least one elastic damping element can be arranged or formed directly on the inner circumference of the housing part. This is a particularly space-saving and therefore advantageous arrangement or integration of the at least one elastic damping element into the housing part, which also enables efficient damping.

[0026] For the second roll stabilizer component, the at least one elastic damping element can be arranged or formed directly on a receiving space on the housing side of the second roll stabilizer component, which at least partially accommodates the at least one functional component of the first roll stabilizer component. If the housing component of the second roll stabilizer component is a tubular or hollow cylindrical component, the at least one elastic damping element can be arranged or formed directly on the inner circumference of the housing component. This is a particularly space-saving and therefore advantageous arrangement or integration of the at least one elastic damping element into the housing component, which also enables efficient damping.

[0027] According to the invention, the at least one elastic damping element has a ring-like or ring-shaped basic geometric form. This applies to both single-piece and multi-piece embodiments of the at least one elastic damping element; in the latter, the at least one elastic damping element is formed from several damping element segments, each having a ring-like or ring-shaped basic geometric form, or comprises several such damping element segments. The respective damping element segments can be connected to one another in the circumferential direction with respect to the ring-like or ring-shaped basic geometric form of the at least one elastic damping element. The respective damping element segments can have the same or different damping properties.Therefore, at least two damping element segments can differ, at least partially, and possibly completely, in at least one parameter influencing the damping properties of the respective damping element segment, in particular a material parameter, such as hardness (Shore hardness) and / or a design parameter, such as wall thickness.

[0028] The following is a non-exhaustive list of examples of specific embodiments of the at least one elastic damping element:

[0029] In a first specific embodiment, the at least one elastic damping element can have a ring-shaped or ring-like first damping element section defining the ring-like or ring-shaped basic geometric form, and several second damping element sections projecting radially from this, in particular in a finger-like or finger-like manner. The respective housing part or functional component can have a corresponding design, in particular on its inner or outer circumference.

[0030] In a second specific embodiment, the at least one elastic damping element can have several angularly oriented damping element sections. The at least one elastic damping element can thus have an angular or angled design. The respective housing part or functional component can have a corresponding design, particularly on its inner or outer circumference.

[0031] In one embodiment according to the invention, the at least one elastic damping element has at least two concentrically arranged or formed damping element sections, which are connected to each other by connecting elements extending radially between them, in particular by web-like or -shaped connecting elements. The at least one elastic damping element can thus have a shape defined by several concentrically arranged or formed ring-like or -shaped damping element sections connected to each other by corresponding connecting elements. The respective housing part or functional component can have a corresponding shape, in particular on its inner or outer circumference.

[0032] It is conceivable that at least one connecting element extends radially over the outer circumference of the outermost damping element section and / or that at least one connecting element extends radially over the inner circumference of the innermost damping element section. The respective connecting elements, together with corresponding sections extending radially over the outer or inner circumference, can form an anchoring structure by means of which the at least one elastic damping element can be stably anchored in the respective housing part or functional component.

[0033] With regard to the connection of at least one elastic damping element to the respective housing part and / or the respective functional component, the following applies: For the first roll stabilizer component, the at least one elastic damping element can be arranged or formed in a form-fit, force-fit, and / or material-fit manner on the housing part of the first roll stabilizer component and / or on at least one functional component located or formed within the housing part of the first roll stabilizer component. Examples of possible connections include crimping, adhesive bonding, clamping, snap-fit, welding, clamping, or vulcanization. Naturally, different connection types can be combined.

[0034] For the second roll stabilizer component, the at least one elastic damping element can be attached to the housing component of the second roll stabilizer component and / or to at least one functional component located or formed within the housing component of the second roll stabilizer component by means of a form-fit, force-fit, and / or material-fit connection. Examples of possible connections include crimping, adhesive bonding, clamping, snap-fit, welding, tensioning, or vulcanization. Naturally, different connection types can be combined.

[0035] Regardless of the type of connection or fastening of the at least one elastic damping element to the respective housing part and / or functional component, the at least one elastic damping element can be arranged or designed on the respective housing part and / or functional component in a detachable manner, particularly without damage or destruction, or in a permanent manner, particularly without damage or destruction. A detachable arrangement can, in all cases, e.g., due to a positive and / or force-fit connection, include a captive arrangement or fastening of the at least one elastic damping element to the respective housing part and / or functional component.

[0036] To ensure a stable connection or attachment of at least one elastic damping element to the respective housing part and / or functional component, geometric-structural provisions may be provided on the respective housing part and / or functional component, which are explained below by way of example: For the first roll stabilizer component, it is stipulated that at least one receiving area for receiving the at least one elastic damping element can be arranged or formed on the housing part of the first roll stabilizer component and / or on at least one functional component of the first roll stabilizer component that is arranged or formed at least partially within the housing part of the first roll stabilizer component. Such a receiving area can be formed, for example, by at least one, in particular groove-like or -shaped, recess in the housing part, i.e., in particular in the inner circumference of the housing part, or at least one, in particular groove-like or -shaped, recess in the functional component, i.e., in particular in the outer circumference of the functional component.

[0037] For the second roll stabilizer component, at least one receiving area, defined in particular by a surface structure, for receiving the at least one elastic damping element can be arranged or formed on the housing part of the second roll stabilizer component and / or on at least one functional component of the second roll stabilizer component that is arranged or formed at least partially within the housing part of the second roll stabilizer component. Such a receiving area can be formed, for example, by at least one recess, in particular a groove-like or groove-shaped, in the housing part, i.e., in particular on the inner circumference of the housing part, or by at least one recess, in particular a groove-like or groove-shaped, in the functional component, i.e., in particular on the outer circumference of the functional component.

[0038] In a specific embodiment, the at least one damping element can have a U- or V-shaped cross-sectional geometry, at least partially, and optionally completely. In this embodiment, corresponding receiving areas typically have a geometry adapted to the cross-sectional geometry of the at least one damping element, at least partially, and optionally completely.

[0039] For the first roll stabilizer component, the receiving area of ​​the housing part of the first roll stabilizer component and / or the receiving area of ​​the functional component of the first roll stabilizer component can have a receiving geometry adapted to the multidimensional cross-sectional geometry of the elastic damping element. In particular, the receiving area of ​​the housing part of the first roll stabilizer component can have a receiving geometry that is cross-sectionally identical to the outer contour of the U- or V-shaped cross-sectional geometry of the at least one elastic damping element, and a receiving area of ​​the functional component arranged or formed in the housing part of the first roll stabilizer component can have a receiving geometry that engages between the legs of the U- or V-shaped cross-sectional geometry of the at least one elastic damping element. A reverse configuration is also conceivable.

[0040] For the second roll stabilizer component, the receiving area of ​​the housing part of the second roll stabilizer component and / or the receiving area of ​​the functional component of the second roll stabilizer component can have a receiving geometry adapted to the multidimensional cross-sectional geometry of the elastic damping element. In particular, the receiving area of ​​the housing part of the second roll stabilizer component can have a receiving geometry that is cross-sectionally identical to the outer contour of the U- or V-shaped cross-sectional geometry of the at least one elastic damping element, and a receiving area of ​​the functional component arranged or formed in the housing part of the second roll stabilizer component can have a receiving geometry that engages between the legs of the U- or V-shaped cross-sectional geometry of the at least one elastic damping element. A reverse configuration is also conceivable.

[0041] In all embodiments, the at least one elastic damping element can be formed from an elastic, i.e., in particular, elastically compressible, material or an elastic, i.e., in particular, elastically compressible, material structure. A corresponding material or material structure can, for example, be a natural or synthetic elastomer or rubber material, or at least comprise one. A corresponding material structure can, for example, be a material structure having openings, weakenings, etc., at least in sections. A material structure that is at least partially cellular is also possible.

[0042] It is also conceivable, for example, that the at least one elastic damping element can be made of metals or metal alloys, which may include in particular shape memory alloys, hydro-viscoelastic materials or material structures, di- or ferroelectric materials or material structures, tribologically active materials or material structures, etc.

[0043] In principle, at least one elastic damping element can be made of materials or material combinations, or material structures or combinations of material structures, with at least partially different structural properties, i.e., at least partially different elastic properties. Therefore, pairings of elastomeric materials with metals or metal structures are conceivable, for example.

[0044] A second aspect of the invention relates to a drive train for a motor vehicle, such as a passenger car, which has at least one roll stabilizer device according to the first aspect of the invention.

[0045] A third aspect of the invention relates to a motor vehicle, such as a passenger car, which has at least one roll stabilizer device according to the first aspect of the invention.

[0046] All embodiments relating to the roll stabilization device according to the first aspect of the invention apply analogously to the powertrain according to the second aspect of the invention and to the motor vehicle according to the third aspect of the invention and vice versa.

[0047] The invention is explained below with reference to exemplary embodiments and the figures. These show: Fig. 1 A schematic representation of a roll stabilization device for a motor vehicle according to an exemplary embodiment in an installed state; Fig. 2 - 6 each a schematic representation of a roll stabilizer component of a roll stabilizer device according to an exemplary embodiment; and Fig. Figures 7-13 each show a schematic representation of a damping device according to an exemplary embodiment.

[0048] Fig. Figure 1 shows a schematic representation of a roll stabilization device 1 for a motor vehicle (not shown) according to an embodiment in an installed state.

[0049] In Fig. Figure 1 is a coordinate system that specifies the vehicle's longitudinal direction x, the vehicle's transverse direction y, and the vehicle's vertical direction z.

[0050] The embodiment according to Fig. The roll stabilizer device shown in Figure 1 is an actively adjustable roll stabilizer device. The one shown in Figure 1 is an actively adjustable roll stabilizer device. Fig. 1 left wheel 4a of a motor vehicle and the one in Fig. The right wheel 4b of a motor vehicle is connected to the vehicle body (also not shown) via wheel suspensions (simplified as triangular control arms) which are not specified in detail here. The wheel suspensions allow the left wheel 4a and the right wheel 4b to move independently of each other vertically in the vehicle's vertical direction z, for example to compensate for uneven road surfaces.

[0051] The wheel suspensions of the left wheel 4a and right wheel 4b are connected to each other via the roll stabilizer 1. The roll stabilizer 1 is rotatably mounted relative to the vehicle body about a pivot axis A oriented in the transverse direction y of the vehicle. A left stabilizer arm 3a and a right stabilizer arm 3b are connected to form a C-shaped assembly via roll stabilizer components 2a, 2b arranged between them. The ends of the C-shaped assembly are connected to the wheel suspensions of the left wheel 4a and right wheel 4b, respectively, via support devices not specified in detail. The roll stabilizer 1 is configured, in particular, to couple lifting movements of the left wheel 4a with lifting movements of the right wheel 4b (copying behavior) and / or, as required, either to actively cause a rotation of the stabilizer arms 3a, 3b relative to each other or to prevent such rotation.

[0052] The two roll stabilizer parts 2a, 2b each comprise a tubular or -shaped or hollow cylindrical or -shaped housing part 5a, 5b designed to accommodate at least one functional component assigned to the respective roll stabilizer part 2a, 2b or the roll stabilizer device 1, and at least one functional component arranged or formed in the respective housing part 5a, 5b.

[0053] Each housing part 5a, 5b comprises, particularly due to its geometry, a receiving or interior space (not designated) for receiving at least one corresponding functional component. Such a receiving or interior space is typically bounded by corresponding walls of the respective housing part 5a, 5b.

[0054] In the embodiment according to Fig. Figure 2 shows that a functional component arranged or formed in the housing part 5a of the first roll stabilizer part 2a, i.e., a functional component of the first roll stabilizer part 2a, can be a gear wheel 6, i.e., in particular a ring gear, of a single- or multi-stage gear unit (not specified), i.e., in particular a planetary gear unit, of the roll stabilizer unit 1. The gear unit is coupled on the input side to an actuator unit (not shown), e.g., an (electric) motor, and on the output side to the second roll stabilizer part 2b via an output shaft 7.

[0055] If the transmission device is a multi-stage transmission device, the functional component of the first roll stabilizer part 2a is a gear wheel 6 of the last gear stage with respect to an input of the transmission device. For the example of a multi-stage planetary gear device, the functional component of the first roll stabilizer part 2a can therefore be a ring gear of the last planetary stage with respect to an input of the planetary gear device.

[0056] It follows from the above explanations that the first roll stabilizer part 2a is an active roll stabilizer part of the roll stabilizer device 1.

[0057] In the exemplary embodiments according to the Fig. Figures 3-6 show that a functional component arranged or formed in the housing part 5b of the second roll stabilizer part 2b, i.e., a functional component of the second roll stabilizer part 2b, is a flange 8 of the stabilizer arm 3b associated with the second roll stabilizer part 2b. The flange 8 may optionally be provided with one or more openings or perforations.

[0058] It follows from the above explanations that the second roll stabilizer part 2b is a passive roll stabilizer part of the roll stabilizer device 1.

[0059] In all embodiments, the roll stabilization device 1 comprises a damping device 9, which is designed to dampen or filter mechanical vibrations generated during the operation of the roll stabilization device 1, i.e., in particular, high-frequency mechanical vibrations of small amplitude that cannot be compensated by the roll stabilization device 1. Such mechanical vibrations can be caused, for example, by uneven road surfaces and / or vibrations of a drive unit of a motor vehicle equipped with the roll stabilization device 1. The damping device 9 can also be referred to as a vibration decoupling device.

[0060] The damping device 9 comprises at least one elastic damping element 10. In the exemplary embodiments shown in the Fig., the damping element 10 has, by way of example, a ring-like or -shaped geometric basic form.

[0061] The damping element 10 can, as shown by the Fig. As can be seen from 2 - 6, the first roll stabilizer part 2a (see Fig. 2) and / or the second roll stabilizer part 2b (see Fig. 3 - 6). A corresponding damping element 10 is structurally designed in such a way that it enables damping or filtering of mechanical vibrations arising during the operation of the roll stabilization device 1, as mentioned, for example caused by road surface irregularities and / or vibrations of a drive unit of a motor vehicle equipped with the roll stabilization device 1.

[0062] Provided, as in Fig. As shown in Figure 2, the first roll stabilizer part 2a has a corresponding damping element 10, which is arranged or formed between the housing part 5a of the first roll stabilizer part 2a and the functional component (gear wheel 6) of the first roll stabilizer part 2a arranged or formed therein. This is an advantageous arrangement with regard to the installation space required for integrating the damping device 9 into the roll stabilizer device 1, which also enables efficient damping of corresponding mechanical vibrations. Based on Fig. 2 it is evident that the damping element 10 is arranged or formed in a radial free space formed between a wall of the housing part 5a which limits a receiving space on the housing part and the functional component (gear wheel 6) received in the housing part 5a.

[0063] Fig. Figure 2 shows specifically that the damping element 10 is arranged or formed directly on the inner circumference of the, as mentioned, tubular or tubular first housing part 5a. This is a particularly space-saving and therefore advantageous arrangement or integration of the damping element 10 into the first housing part 5a, which also enables efficient damping.

[0064] Provided, for example, in the Fig. 3, Fig. As shown in Figure 4, the second roll stabilizer part 2b has a corresponding damping element 10, which is arranged or formed between the housing part 5b of the second roll stabilizer part 2b and the functional component (flange 8) of the second roll stabilizer part 2b arranged or formed therein. This is an advantageous arrangement with regard to the installation space required for integrating the damping device 9 into the roll stabilizer device 1, which also enables efficient damping of corresponding mechanical vibrations. As illustrated in Figure 4, Fig. As can be seen from Figures 3-6, the damping element 10 is arranged or formed in an axial and / or radial free space formed between a wall of the housing part 5b which limits a receiving space on the housing part and the functional component (flange 8) received in the housing part 5b.

[0065] The Fig. Figures 3-6 specifically show that the damping element 10 is arranged or formed directly on the inner circumference of the second housing part 5b, which, as mentioned, is tubular or tubular. This is a particularly space-saving and therefore advantageous arrangement or integration of the damping element 10 into the second housing part 5b, which also enables efficient damping.

[0066] For all embodiments, it is the case that receiving areas 11, 12 for receiving the damping element 10 can be arranged or formed both on the respective housing part 5a, 5b and on the respective functional component.

[0067] A corresponding receiving area 11, 12 can be formed, for example, by at least one, in particular groove-like or -shaped, recess in the housing part 5a, 5b, i.e., in particular in the inner circumference of the respective housing part 5a, 5b, or at least one, in particular groove-like or -shaped, recess in the respective functional component, i.e., in particular in the outer circumference of the respective functional component.

[0068] In the Fig. Figures 3-13 show different embodiments of damping elements 10 in a non-exhaustive manner: The Fig. 3, Fig. 4 and Fig. Figure 7 shows a comparatively simple ring-shaped or ring-shaped damping element 10. The damping element 10 is arranged or formed, by way of example, between the inner circumference of the tubular or ring-shaped housing part 5a, 5b and the outer circumference of the unspecified, also tubular or ring-shaped functional component of the respective roll stabilizer part 2a, 2b.

[0069] The Fig. 5, Fig. Figure 6 shows a comparatively complex damping element 10 with a U- or V-shaped cross-sectional geometry. The corresponding receiving areas 11, 12 on the housing part or functional component side are clearly adapted to the cross-sectional geometry of the damping element 10.

[0070] In the embodiment according to Fig. The receiving area 12 of the functional component has a receiving geometry that is cross-sectionally identical to the outer contour of the U- or V-shaped cross-sectional geometry of the damping element 10. The receiving area 11 of the housing part 5b has a receiving geometry that engages between the legs of the U- or V-shaped cross-sectional geometry of the damping element 10.

[0071] In the embodiment according to Fig. 6. The receiving area 11 of the housing part 5b has a receiving geometry that is cross-sectionally identical to the outer contour of the U- or V-shaped cross-sectional geometry of the damping element 10. The receiving area 12 of the functional component has a receiving geometry that engages between the legs of the U- or V-shaped cross-sectional geometry of the damping element 10. It is therefore a reverse configuration to that described in Fig. 5 shown as an example.

[0072] In the embodiment according to Fig. Figure 8 shows a damping element 10 with a ring-shaped or annular first damping element section and several second damping element sections projecting radially from the first damping element section – shown here by way of example in the form of circular or spherical geometries – resulting in a chain-like or shaped design of the damping element 10. It is further shown that the respective housing part 5a, 5b or the respective functional component, in particular on its inner or outer circumference, can have a corresponding design.

[0073] In the embodiment according to Fig. Figure 9 shows a damping element 10 with several angularly aligned damping element sections 10c, d. The damping element 10 thus has an angular or angled design. It is further shown that the respective housing part 5a, 5b or the respective functional component, in particular on the inner or outer circumference, can have a corresponding design.

[0074] In the embodiment according to Fig. Figure 10 is also a damping element 10 with several angularly aligned damping element sections 10c, d shown. The damping element sections 10c, d are shown here in contrast to the one in Fig. However, in the embodiment shown in 9, they are not connected to each other.

[0075] In the embodiment according to Fig. Figure 11 also shows a damping element 10 with several angularly aligned damping element sections 10c, d. It is further shown that the respective housing part 5a, 5b can also have a corresponding angled design.

[0076] In the embodiment according to Fig. Figure 12 shows a damping element 10 with two concentrically arranged or formed damping element sections 10e, f, which are connected to each other via connecting elements 10g extending radially between them, in particular web-like or -shaped. The respective housing part or functional component can have a corresponding design, in particular on its inner or outer circumference.

[0077] In the embodiment according to Fig. 13 is a variant of the in Fig.The embodiment shown in Figure 12 is characterized by connecting elements 10g extending radially over the outer circumference of the outer damping element section 10e and radially over the inner circumference of the inner damping element section 10f. The connecting elements 10g can form an anchoring structure with corresponding sections extending radially over the respective outer or inner circumference, by means of which the damping element 10 can be stably anchored in the respective housing part 5a, 5b or the respective functional component.

[0078] In all embodiments, the damping element 10 can be arranged or formed on the respective housing part 5a, 5b and / or on the respective functional component in a form-fit, force-fit, and / or material-fit manner. Examples of possible connections include crimping, adhesive bonding, clamping, snap-fit, welding, clamping, or vulcanization. Different connection types can be combined.

[0079] Furthermore, in all embodiments, the damping element 10 can be arranged or formed on the respective housing part 5a, 5b and / or on the respective functional component in a detachable manner, in particular without damage or destruction, or in a non-detachable manner.

[0080] Finally, in all embodiments, the damping element 10 can be formed from an elastic, i.e., in particular, elastically compressible, material or an elastic, i.e., in particular, elastically compressible, material structure. A suitable material or material structure can, for example, be a natural or synthetic elastomer or rubber material, or at least comprise one. A suitable material structure can, for example, be a material structure having openings, weakenings, etc., at least in sections. A material structure that is at least partially cellular is also possible.

[0081] It is also conceivable, for example, for the damping element 10 to be made of metals or metal alloys, which may in particular include shape memory alloys, hydro-viscoelastic materials or material structures, di- or ferroelectric materials or material structures, tribologically active materials or material structures, etc.

[0082] In principle, the damping element 10 can be made of materials or material combinations, or material structures or material structure combinations, with at least partially different structural properties, i.e., at least partially different elastic properties. Pairings of, for example, elastomeric materials with metals or metal structures are therefore conceivable. Reference sign 1 Roll stabilizer device 2a, 2b Roll stabilizer part 3a, 3b Stabilizer arm 4a, 4b Wheel 5a, 5b Housing part 6 Gear wheel 7 Output wave 8 flange 9 Damping device 10 damping elements 10c - f Damping element section 10g connecting element 11 Recording area 12 Recording area Axis

Claims

[1] Roll stabilization device (1) for a motor vehicle, comprising: a first roll stabilizer part (2a) and a second roll stabilizer part (2b) rotatably mounted relative to the first roll stabilizer part (2a), wherein the first roll stabilizer part (2a) comprises a housing part (5a) for at least partially, optionally completely, receiving at least one functional component and at least one functional component arranged or formed in the housing part (5a), and the second roll stabilizer part (2b) comprises a housing part (5b) for at least partial, optionally complete, accommodation of at least one functional component and at least one functional component arranged or formed in the housing part (5b), and a damping device (9) which is designed to dampen mechanical vibrations arising during the operation of the roll stabilizer device (1), wherein the damping device (9) comprises at least one arranged between the housing part (5a) of the first roll stabilizer part (2a) and the functional component arranged or formed therein or comprised of a formed elastic damping element (10) and / or at least one formed elastic damping element (10) arranged or formed between the housing part (5b) of the second roll stabilizer part (2b) and the functional component arranged or formed therein, and that at least one elastic damping element (10) has a ring-like geometric basic shape, characterized by, that the at least one elastic damping element (10) has at least two concentrically arranged or formed damping element sections (10e, 10f) which are connected to each other via connecting elements (10g) extending radially between them. [2] Roll stabilizer device according to claim 1, characterized by , that the at least one elastic damping element (10) is arranged or formed directly on a receiving space on the side of a housing part for the at least partial receiving of the at least one functional component of the first housing part (5a), and / or that the at least one elastic damping element (10) is arranged or formed directly on a receiving space on the side of a housing part for the at least partial receiving of the at least one functional component of the second housing part (5b). [3] Roll stabilizer device according to claim 1 or 2, characterized by , that the at least one elastic damping element (10) has a ring-like or -shaped first damping element section defining the ring-like geometric basic shape and several second damping element sections projecting radially from this, in particular finger-like or -shaped. [4] Roll stabilization device according to one of the preceding claims, characterized by , that the at least one elastic damping element (10) has several angularly oriented damping element sections (10c, 10d). [5] Roll stabilizer device according to one of the preceding claims, characterized by that the connecting elements (10g) are web-like or web-shaped. [6] Roll stabilizer device according to one of the preceding claims, characterized by, that at least one connecting element (10g) extends in a radial direction over the outer circumference of the outermost damping element section (10e) and / or at least one connecting element (10g) extends in a radial direction over the inner circumference of the innermost damping element section (10f). [7] Roll stabilizer device according to one of the preceding claims, characterized by, that the at least one elastic damping element (10) is arranged or formed in a form-fit and / or force-fit and / or material-fit manner on the housing part (5a) of the first roll stabilizer part (2a) and / or on at least one functional component arranged or formed in the housing part (5a) of the first roll stabilizer part (2a); and / or that the at least one elastic damping element (10) is arranged or formed in a form-fit and / or force-fit and / or material-fit manner on the housing part (5b) of the second roll stabilizer part (2b) and / or on at least one functional component arranged or formed in the housing part (5b) of the second roll stabilizer part (2b). [8] Roll stabilizer device according to claim 7, characterized by, that at least one receiving area (11) for receiving the at least one elastic damping element (10) is arranged or formed on the housing part (5a) of the first roll stabilizer part (2a) and / or on at least one functional component arranged or formed at least partially in the housing part (5a) of the first roll stabilizer part (2a); and / or that at least one receiving area (12) for receiving the at least one elastic damping element (10) is arranged or formed on the housing part (5b) of the second roll stabilizer part (2b) and / or on at least one functional component arranged or formed at least partially in the housing part (5b) of the second roll stabilizer part (2b). [9] Roll stabilizer device according to claim 8, characterized by, that the at least one elastic damping element (10) has at least sectionally, optionally completely, a multidimensional cross-sectional geometry, in particular a U- or V-shaped cross-sectional geometry, wherein the receiving area (11) of the housing part (5a) of the first roll stabilizer part (2a) and / or the receiving area (12) of the functional component has a receiving geometry adapted cross-sectionally to the multidimensional cross-sectional geometry of the at least one elastic damping element (10); and / or the receiving area (11) of the housing part (5a) of the first roll stabilizer part (2a) and / or the receiving area (12) of the functional component has a receiving geometry adapted cross-sectionally to the multidimensional cross-sectional geometry of the at least one elastic damping element (10). [10] Roll stabilization device according to one of the preceding claims, characterized by, that the functional component of the first roll stabilizer part (2a) is a gear wheel (6), in particular a ring gear, of a single or multi-stage gear unit, in particular a planetary gear unit, of the roll stabilizer unit (1). [11] Roll stabilizer device according to one of the preceding claims, characterized by , that the roll stabilization device (1) has a multi-stage gear unit, wherein the functional component of the first roll stabilization part (2a) is a gear wheel (6) of the last gear stage, in particular with respect to an input of the gear unit. [12] Roll stabilizer device according to one of the preceding claims, characterized by , that the functional component of the second roll stabilizer part (2b) is a flange (8) of a stabilizer arm (3b) associated with the second roll stabilizer part (2b). [13] Powertrain for a motor vehicle comprising at least one roll stabilization device (1) according to any one of the preceding claims. [14] Motor vehicle comprising at least one drive train according to claim 13 or at least one roll stabilization device (1) according to any one of claims 1 to 12.

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