BEARING UNIT, METHOD FOR USE AND FUNCTIONAL INFLUENCING OF A BEARING UNIT AND VIBRATION DAMPER AND METHOD FOR USE AND FUNCTIONAL INFLUENCING OF A VIBRATION DAMPER

Description

State of the art

[0001] The invention is based on a storage unit according to the preamble of claim 1, a method for using a storage unit according to the preamble of Claim 11 , a method for influencing the function of a storage unit, according to the type of Claim 14 , a vibration damper, according to the type of Claim 16 , a method for using a vibration damper, according to the preamble of claim 28, and a method for influencing the function of a vibration damper, according to the preamble of claim 31. In particular, the invention is based on a vibration damper and / or an integrated steering stop for handlebars of two- and three-wheeled vehicles, which is integrated in a steering head bearing of the vehicle.

[0002] Traditional bicycles are increasingly being replaced by motorized e-bikes. The motorization of bicycles serves to support muscle power, which clearly distinguishes them from motorcycles. Compared to traditional bicycles, modern e-bikes face additional challenges in their development. For example, the installation of the battery and motor requires more stable frames. Due to these additional components and the resulting more substantial frame design, the weight of an e-bike is higher than that of a traditional bicycle.

[0003] The increased weight of the bike leads to an undesirable physical effect that occurs particularly with heavy e-bikes: the so-called handlebar flutter, also called the "shimmy effect."

[0004] Handlebar wobble is a physical phenomenon that, even today, cannot be mathematically determined. Factors influencing this phenomenon include frame weight, frame stiffness, axle distance, center of gravity, total weight, tire pressure, etc. While it is impossible to prevent this phenomenon through design, it can be reduced through appropriate measures. For example, women's bikes are more frequently affected by handlebar wobble because their low-step frame geometry results in lower frame stiffness than a men's bike. Handlebar wobble manifests itself in an unintentional left-right movement of the handlebars while riding straight ahead. This can also lead to accidents, as depending on the severity of the effect, the bike becomes uncontrollable.

[0005] The incalculable impact of the entire system, consisting of the bike, the rider's weight, and additional weight on the rack or in panniers, is very dangerous. Because the same bike can behave inconspicuously with regard to this handlebar wobble in a favorable combination of weights, but can become uncontrollable with increased rider weight and additional luggage.

[0006] Especially with cargo bikes, the high masses create unfavorable conditions, which increases handlebar flutter.

[0007] To counteract this physical effect, a linear damper, located between the frame and handlebars, has become standard on motorcycles. The function of a damper is to quickly dissipate vibrations. In motorcycles, the rotational energy is therefore dissipated by a linear damper. This solution cannot simply be transferred to a bicycle, as motorcycles are generally much more solid than bicycles. For reasons of aerodynamics, appearance, ergonomics, and structural constraints, the motorcycle solution is not feasible for bicycles.

[0008] The current solution for minimizing handlebar wobble on bicycles is a friction damper, although this is not based on the principle of a damper. With the existing solution, friction discs create a very high level of constant friction, which occurs during both slow and fast steering movements. While this effectively reduces handlebar wobble, it also makes sensitive steering impossible. The high level of constant steering resistance makes steering feel unnatural, and riding hands-free is often no longer possible. When riding a bicycle hands-free, the handlebars automatically follow the effects of the rider's weight shift, making hands-free riding possible by turning the handlebars slightly. The high level of friction makes this impossible, and riding hands-free is usually not possible.

[0009] The prior art also includes a steering damper described in European patent application EP 0 225 982 A1, US patent US 5 927 740 A1 or Chinese patent application CN 108 916 291 A, a steering unit described in US patent application US 2011 / 241301 A1, a steering head bearing described in German laid-open specification DE 10 2013 106 899 A1, a vibration-damping bearing described in German laid-open specification DE 1 269 842 B and a rotating damper described in European patent application EP 2 706 256 A2.

[0010] The state of the art also includes bicycles in which the rotation angle of the bicycle fork is limited by a rotation angle limiter. British patent application GB 2 368 826 A discloses a rotation angle limiter, but it has the disadvantage that, due to its design, contamination cannot be ruled out, which could compromise proper functionality. To overcome this disadvantage, the European patent application proposes a rotation angle limiter located inside the head tube. The disadvantage here is that the rotation center limiter represents an additional component, which may increase weight.

[0011] The invention is therefore based on the object of providing a bearing unit which overcomes the disadvantages of the prior art, a method for using a bearing unit which overcomes the disadvantages of the prior art, and a method for influencing the function of a bearing unit which overcomes the disadvantages of the prior art. The invention and its advantages

[0012] The storage unit according to the invention, with the features of claim 1, the method according to the invention for using a storage unit, with the features of claim11, the inventive method for influencing the function of a bearing unit, with the features of claim 14, the vibration damper, with the features of claim 16, the inventive method for using a vibration damper, with the features of claim 28, and the inventive method for influencing the function of a vibration damper, with the features of claim 31, have the advantage that a bearing unit, in particular a bearing unit for a two-wheeler, is provided, which has a bearing shell having an outer side and an inner side and in which a base having an outer side and an inner side and at least one bearing are arranged at least partially, wherein the base has at least one groove in which at least one stop and / or at least partially at least one damping element and / or at least one damping medium is arranged,wherein at least one groove is arranged on the outer side and / or at least one groove is arranged on the inner side of the base and at least one groove is covered by a sleeve and / or the bearing shell, and / or the bearing shell has at least one through-opening from the outer side to the inner side and / or the bearing shell has at least one groove on the inner side in which at least one stop and / or at least partially at least one damping element and / or at least one damping medium is arranged, whereby a rotational angle of a component connected to the bearing unit can be limited and / or a rotational movement (rotational movement) of a component connected to the bearing unit, enabled by the bearing unit, can be damped. As a result, the bearing unit according to the invention is a rotational angle limiter and / or a vibration damper (rotational damper). It is therefore conceivable,that a sleeve for covering a groove arranged on the outside of the base is arranged on the outside of the base and / or a sleeve for covering a groove arranged on the inside of the base is arranged on the inside of the base.,

[0013] According to an advantageous embodiment of the bearing unit according to the invention, at least one sleeve having an outer side and an inner side is arranged at least partially in the bearing shell.

[0014] According to an additional advantageous embodiment of the bearing unit according to the invention, a gap is arranged between a damping element located in a groove and the groove.

[0015] According to an additional advantageous embodiment of the bearing unit according to the invention, at least one groove contains at least one damping medium.

[0016] According to an advantageous embodiment of the bearing unit according to the invention, at least one damping medium can be temperature-controlled by at least one heating and / or at least one cooling means. This allows the viscosity of the damping medium and thus the damping effect of the bearing unit according to the invention to be influenced.

[0017] According to an additional advantageous embodiment of the bearing unit according to the invention, at least one damping medium is air, a fluid and / or a gas.

[0018] According to an advantageous embodiment of the bearing unit according to the invention, at least one fluid is an electrorheological and / or magnetorheological fluid. An electrorheological fluid is preferably a dispersion of electrically non-conductive base fluids and polarizable particles or droplets. A magnetorheological fluid is preferably a suspension of a base fluid and magnetizable particles.

[0019] According to an advantageous embodiment of the bearing unit according to the invention, the bearing unit according to the invention has at least one device for generating an electric field to change the viscosity of the electrorheological fluid and / or at least one device for generating a magnetic field to change the viscosity of the magnetorheological fluid. This can influence the viscosity of the damping medium and thus the damping effect of the bearing unit according to the invention. When using an electrorheological fluid, the shear stress that can be transmitted by the electrorheological fluid, i.e. its viscosity, increases when an electric field is applied depending on the field strength of the field. In comparison, the shear stress that can be transmitted by the magnetorheological fluid, i.e. its viscosity, increases when a magnetic field is applied depending on the field strength of the field.

[0020] According to an additional advantageous embodiment of the bearing unit according to the invention, the bearing unit has at least one compensation system for at least temporarily receiving at least one damping medium.

[0021] According to an additional advantageous embodiment of the bearing unit according to the invention, at least one damping element is arranged in a chamber.

[0022] According to an additional advantageous embodiment of the bearing unit according to the invention, at least one damping element has a spring and / or a stop.

[0023] According to an additional advantageous embodiment of the bearing unit according to the invention, at least one stop is movably arranged in the groove.

[0024] According to an advantageous embodiment of the bearing unit according to the invention, the movement of the stop is a radial movement.

[0025] According to an additional advantageous embodiment of the bearing unit according to the invention, at least one stop has a spring.

[0026] According to an additional advantageous embodiment of the bearing unit according to the invention, the bearing unit has at least one counterpressure chamber. This could preferably generate an overpressure to prevent gas bubbles, as is common with linear dampers, to prevent foaming of the fluid, e.g., oil. In gas-pressure shock absorbers, a high gas overpressure (at least 20-30 bar) is maintained in a counterpressure chamber, preventing the fluid, e.g., oil, from outgassing into the adjacent working chamber. The bearing unit according to the invention could also utilize a connection to a gas chamber to prevent the formation of gas bubbles in the fluid, e.g., oil.

[0027] According to an additional advantageous embodiment of the bearing unit according to the invention, the bearing unit is a vibration damper and / or a rotation angle limiter.

[0028] According to an additional advantageous embodiment of the method according to the invention for the use of a bearing unit which has a bearing shell which has an outer side and an inner side and in which at least one base having an outer side and an inner side and at least one bearing are arranged at least partially, wherein the base has at least one groove in which at least one stop and / or at least partially at least one damping element and / or at least one damping medium is arranged, wherein at least one groove is arranged on the outer side and / or at least one groove on the inner side of the base and at least one groove is covered by a sleeve and / or the bearing shell, and / or the bearing shell has at least one through-opening from the outer side to the inner side and / or the bearing shell has at least one groove on the inner side,in which at least one stop and / or at least partially at least one damping element and / or at least one damping medium is arranged, whereby the bearing unit can be used as a rotation angle limiter, since a rotation angle of a component connected to the bearing unit made possible by the bearing unit is limited by at least one end stop, and / or the bearing unit can be used as a vibration damper, since a rotational movement of a component connected to the bearing unit made possible by the bearing unit is damped, the bearing unit is used in a steering head bearing of a vehicle.

[0029] According to an advantageous embodiment of the method according to the invention, the vehicle is a two-wheeler.

[0030] According to an additional advantageous embodiment of the method according to the invention, the storage unit used is a storage unit according to one of the Claims 1 to 10, used.

[0031] According to an additional advantageous embodiment of the method according to the invention for influencing the function of a bearing unit, which has a bearing shell having an outer side and an inner side and in which at least one sleeve having an outer side and an inner side, a base having an outer side and an inner side and at least one bearing are arranged at least partially, wherein the base has at least one groove in which at least one stop and / or at least partially at least one damping element and / or at least one damping medium is arranged, wherein at least one groove is arranged on the outer side and / or at least one groove on the inner side of the base and at least one groove is covered by a sleeve and / or the bearing shell, and / or the bearing shell has at least one through-opening from the outer side to the inner side and / or the bearing shell has at least one groove on the inner side,in which at least one stop and / or at least partially at least one damping element and / or at least one damping medium is arranged, whereby the bearing unit can be used as a rotation angle limiter, since a rotation angle of a component connected to the bearing unit made possible by the bearing unit is limited by at least one end stop, and / or the bearing unit can be used as a vibration damper, since a rotational movement of a component connected to the bearing unit made possible by the bearing unit is damped, wherein the rotation angle can be adjusted by selecting a suitable sleeve in which at least one damping element is arranged, and / or a suitable bearing shell in which at least one damping element is arranged,is influenced and / or wherein the angle of rotation is influenced by changing the position of a stop arranged in a groove and / or wherein the damping effect is influenced by selecting a suitable damping medium and / or wherein the damping effect is influenced by influencing the properties of a damping medium by heating, by cooling, by at least one magnetic field and / or by at least one electric field, the bearing unit is a bearing unit according to one of the , Claims 1 to 10, and / or the method is used in a method for using a storage unit according to one of claims 11 to 13.

[0032] According to an advantageous embodiment of the vibration damper according to the invention, which has a bearing shell which has an outer side and an inner side and in which a base having an outer side and an inner side and at least one bearing are arranged at least partially, wherein the base has at least one groove in which at least one stop and / or at least partially at least one damping element and / or at least one damping medium is arranged, wherein at least one groove is arranged on the outer side and / or at least one groove on the inner side of the base and at least one groove is covered by a sleeve and / or the bearing shell, and / or the bearing shell has at least one through-opening from the outer side to the inner side and / or the bearing shell has at least one groove on the inner side in which at least one stop and / or at least partially at least one damping element and / or at least one damping medium is arranged,at least one sleeve having an outer side and an inner side is arranged at least partially in the bearing shell.

[0033] According to an additional advantageous embodiment of the vibration damper according to the invention, at least one groove is arranged on the outside and / or at least one groove on the inside of the base.

[0034] According to an additional advantageous embodiment of the vibration damper according to the invention, at least one groove is covered by a sleeve and / or the bearing shell.

[0035] According to an additional advantageous embodiment of the vibration damper according to the invention, a gap is arranged between a damping element located in a groove and the groove.

[0036] According to an additional advantageous embodiment of the vibration damper according to the invention, at least one groove contains at least one damping medium.

[0037] According to an advantageous embodiment of the vibration damper according to the invention, at least one damping medium can be tempered by at least one heating and / or at least one cooling means.

[0038] According to an additional advantageous embodiment of the vibration damper according to the invention, at least one damping medium is air, a fluid and / or a gas.

[0039] According to an advantageous embodiment of the vibration damper according to the invention, at least one fluid is an electrorheological and / or magnetorheological fluid.

[0040] According to an additional advantageous embodiment of the vibration damper according to the invention, the vibration damper has at least one device for generating an electric field to change the viscosity of the electrorheological fluid and / or at least one device for generating a magnetic field to change the viscosity of the magnetorheological fluid.

[0041] According to an additional advantageous embodiment of the vibration damper according to the invention, at least one damping element is arranged in a chamber.

[0042] According to an additional advantageous embodiment of the vibration damper according to the invention, at least one damping element has a spring and / or a stop.

[0043] According to an additional advantageous embodiment of the vibration damper according to the invention, at least one stop is movably arranged in the groove.

[0044] According to an advantageous embodiment of the vibration damper according to the invention, the movement of the stop is a radial movement.

[0045] According to an additional advantageous embodiment of the vibration damper according to the invention, at least one stop has a spring.

[0046] According to an additional advantageous embodiment of the vibration damper according to the invention, the vibration damper has at least one counter-pressure chamber.

[0047] According to an additional advantageous embodiment of the vibration damper according to the invention, the vibration damper has a bearing unit according to one of claims 1 to 10.

[0048] According to an advantageous embodiment of the method according to the invention for using a vibration damper, which has a bearing shell having an outer side and an inner side and in which at least one sleeve having an outer side and an inner side, a base having an outer side and an inner side and at least one bearing are arranged at least partially, wherein the base has at least one groove in which at least one stop and / or at least partially at least one damping element and / or at least one damping medium is arranged, wherein at least one groove is arranged on the outer side and / or at least one groove on the inner side of the base and at least one groove is covered by a sleeve and / or the bearing shell, and / or the bearing shell has at least one through-opening from the outer side to the inner side and / or the bearing shell has at least one groove on the inner side,in which at least one stop and / or at least partially at least one damping element and / or at least one damping medium is arranged, whereby a rotation angle of a component connected to the vibration damper, made possible by the vibration damper, is limited by at least one end stop and / or a rotational movement of a component connected to the vibration damper, made possible by the vibration damper, is damped, the vibration damper is used in a steering head bearing of a vehicle.

[0049] According to an advantageous embodiment of the method according to the invention, the vehicle is a two-wheeler.

[0050] According to an additional advantageous embodiment of the method according to the invention, a vibration damper according to one of claims 16 to 27 is used as the vibration damper.

[0051] According to an advantageous embodiment of the method according to the invention for influencing the function of a vibration damper, which has a bearing shell which has an outer side and an inner side and in which at least one base having an outer side and an inner side and at least one bearing are arranged at least partially, wherein the base has at least one groove in which at least one stop and / or at least partially at least one damping element and / or at least one damping medium is arranged, wherein at least one groove is arranged on the outer side and / or at least one groove on the inner side of the base and at least one groove is covered by a sleeve and / or the bearing shell, and / or the bearing shell has at least one through-opening from the outer side to the inner side and / or the bearing shell has at least one groove on the inner side,in which at least one stop and / or at least partially at least one damping element and / or at least one damping medium is arranged, whereby a rotation angle of a component connected to the vibration damper, which is made possible by the vibration damper, is limited by at least one end stop and / or a rotational movement of a component connected to the vibration damper, which is made possible by the vibration damper, is damped, wherein the rotation angle is influenced by selecting a suitable sleeve in which at least one damping element is arranged, and / or a suitable bearing shell in which at least one damping element is arranged, and / or wherein the rotation angle is influenced by changing the position of a stop arranged in a groove and / or wherein the damping effect is influenced by selecting a suitable damping medium and / or wherein the damping effect is achieved by influencing the properties of a damping medium by heating, by cooling,is influenced by at least one magnetic field and / or by at least one electric field, a vibration damper according to one of claims 16 to 27 is used as the vibration damper and / or the method is used in a method for using a vibration damper according to one of claims 28 to 30.

[0052] The bearing unit according to the invention, the method according to the invention for using a bearing unit, the method according to the invention for influencing the function of a bearing unit, the vibration damper according to the invention, the method according to the invention for using a vibration damper, and the method according to the invention for influencing the function of a vibration damper have the advantage that, when used on two-wheelers to counteract handlebar flutter on two-wheelers, the invention utilizes the same basic physical principle as commercially available solutions that have been established for motorcycles for decades. These known solutions convert the rotational movement of the handlebar into a linear movement for a linear shock absorber by attaching the shock absorber to two rockers on the frame and eccentrically to the steering axis. The rotational movement (the handlebar flutter) is thus dampened by a conventional linear damper.

[0053] In contrast to the use of a linear damper, the invention offers the advantage of directly damping the rotational movement of the handlebars. This allows for a compact design appropriate for the bicycle. The rotational damper (vibration damper) enables the compact design because the handlebar movement is not converted from a circular motion to a linear motion, as was previously the case with the prior art, thus eliminating many components.

[0054] Even though modern bicycles become heavier, for example, due to the additional drive motor, the overall weight of the bicycles still plays a very significant role. Since e-bikes, for example, must be propelled by muscle power when the battery is empty, all manufacturers strive for the lowest possible weight. The rotational damper according to the invention does not add any noticeable weight, whereas a linear steering damper, due to its design, would increase the bicycle's weight by approximately 1% to 5%.

[0055] A further advantage is the easy adaptation to existing bicycle frames. The inventive rotation damper requires no additional mounting elements on the frame or handlebars and can be retrofitted without modifying the bicycle. Bicycle manufacturers also have the option of integrating the inventive rotation damper into existing bicycle models as a "running change," thereby increasing safety.

[0056] In terms of ergonomics, there is a major difference between motorcycles and bicycles. This is because, in order to operate the bicycle pedals, a sufficient range of leg movement must be taken into account. A linear damper between the frame and handlebars would be extremely difficult to implement, whereas the rotational damping system according to the invention, located inside the head tube, only takes up space that is already available and usually unused. The compact solution thus prevents the damping from colliding with the rider.

[0057] Modern e-bikes not only offer the functionality of an electric drive, but also, especially in expensive models, a clean, aerodynamic design without any components protruding beyond the frame. A mounted linear damper would therefore not be an acceptable solution for aesthetic reasons alone. The rotary damper according to the invention can be used on all bicycles due to its invisibility thanks to its installation in the head tube.

[0058] A further advantage of the invention is that, depending on the design, a rotation angle limiter is provided, which can be used to limit the rotation angle. This is because, in some applications, the rotational movement of the handlebar should only be usable within a defined angular range, in particular to prevent connecting cables and wires between the handlebar and frame from twisting. The end stops are preferably arranged symmetrically around the center position of the handlebar (straight-ahead travel) so that the handlebar can be deflected by the same angular amount to the left and right.

[0059] Likewise, the bearing unit according to the invention can be used as a vibration damper and / or rotation angle limiter in many applications in mechanical engineering where an oscillating rotational movement is to be damped and / or a rotation angle is to be limited. The invention is therefore not limited to a bearing unit according to the invention for handlebars of two- and three-wheeled vehicles.

[0060] Further advantages and advantageous embodiments of the invention can be found in the following description and the drawings. Drawings

[0061] Preferred embodiments of the subject matter according to the invention are illustrated in the drawings and are explained in more detail below. Fig. 1 an isometric exploded view of a control head bearing, Fig. 2 a perspective exploded view of a bearing unit according to the invention, Fig. 3 a further perspective exploded view of a bearing unit according to the invention, according to Fig. 2 , Fig. 4 a further perspective exploded view of a bearing unit according to the invention, according to Fig. 2 , Fig. 5 a further perspective exploded view of a bearing unit according to the invention, according to Fig. 2 , Fig. 6 a perspective sectional drawing of a bearing unit according to the invention, Fig. 7 a perspective exploded view of the bearing unit according to the invention, according to Fig. 6 , Fig. 8 a damping element, according to section A of Fig. 6, Fig. 9 a detailed view of a bearing unit according to the invention from above, Fig. 10 a side view of the sleeve, the base and the bearing of a bearing unit according to the invention, Fig. 11 a perspective sectional view of the bearing unit according to the invention, according to the line BB of Fig. 10 , Fig. 12a valve, according to section D of Fig. 10 , Fig. 13 a perspective sectional drawing, according to the line CC of Fig. 10 , Fig. 14 a perspective view of a base with valve, Fig. 15 a perspective exploded view of a base, Fig. 16 a base in section, Fig. 17 a diagram of a damper curve with pressure limitation, Fig. 18 a base in section, Fig. 19 a perspective view of a lower bearing shell, Fig. 20 a further perspective exploded view of a bearing unit according to the invention, Fig. 21 a damping element, according to the section E from Fig. 20 , Fig. 22 a sectional drawing of the bearing unit according to the invention, according to Fig. 20 , Fig. 23 a sectional view of the bearing unit according to the invention, along the line FF of Fig. 22 , Fig. 24 an enlarged section G from Fig. 22 , Fig. 25 a partially sectioned perspective view of the bearing unit according to the invention, according to Fig. 20 , Fig. 26 a further perspective exploded view of a bearing unit according to the invention, Fig. 27 a partially sectioned side view of the assembled vibration damper according to the invention, according to Fig. 26 , Fig. 28 a partially sectioned perspective view of the assembled bearing unit according to the invention, according to Fig. 26 , Fig. 29 an enlarged section H from Fig. 27 , Fig. 30 a partially sectioned perspective view of the assembled bearing unit according to the invention, according to Fig. 26, Fig. 31 a perspective exploded view of another embodiment of a bearing unit according to the invention, Fig. 32 a perspective sectional view of a bearing unit according to the invention, according to Fig. 31 , and Fig. 33 a perspective exploded view of the bearing unit according to the invention, according to Fig. 31 . Description of the embodiment

[0062] Fig. 1shows an isometric exploded view of a steering head bearing. The steering head bearing is installed in a head tube 7 of a vehicle frame (not shown here) and consists, in a known manner, of an upper steering head bearing arranged below a handlebar stem of a handlebar of the vehicle in the head tube 7 and a lower steering head bearing arranged above the fork with fork shaft of the vehicle (also not shown here). The upper steering head bearing has an upper bearing shell with bearing 5 (upper roller bearing), which is mounted in the head tube 7 by means of a clamping ring 4. The lower steering head bearing consists of a base 15, which is struck onto the fork shaft (not shown here), a lower bearing 9 (lower roller bearing) resting on the base 15, and a lower bearing shell 8, into which the lower bearing 9 is pressed with its outer ring. The lower bearing shell 8 is pressed into the lower opening of the head tube 7.The fork steerer tube passes through the inner ring of the lower bearing 9 and the inner ring of the upper bearing 5 and extends into the upper clamping ring 4. A clamping claw 6 is driven into the upper opening of the fork steerer tube, which transfers the steering torque applied by the rider to the handlebars via the handlebar stem (also not shown here) to the fork. According to legal regulations, the minimum torque is 60 Nm. For the sake of completeness, the . Fig. 1 The parts that connect the handlebar stem to the fork and the head tube 7 are also shown: the head tube 7 is covered by a cover 3 (spacer). The handlebar stem is firmly connected to the fork tube and to the head tube 7 by means of a clamping cover 2 and an adjusting screw 1. The steering head bearing essential for the invention is the lower one. As can be seen from Fig. 1As can be seen, the base 15 has an upper sealing ring 14 and a lower sealing ring 16 to prevent loss of damping medium (e.g. fluid, air or gas). In addition, a left release ball 17, a spring 18, a right release ball 19, a left locking ball 20 and a right locking ball 21 are arranged on the base 15. The base 15 is in a lower opening of a sleeve 22, which has a right damping element 10, an annular sealing element 11 for the right damping element 10, a left damping element 13 and an annular sealing element 12 for the left damping element 13.

[0063] The invention preferably acts as a vibration damper and angle of rotation limiter to dampen the steering movement, with the two end positions being limited by a stop. Both the damping and the stop function create a torque that is to be transmitted between the handlebars and frame, the force being introduced between the steering head bearing and the fork shaft. The lower bearing shell 8 transmits the torque to the frame, and the base 15 transmits the torque to the bicycle fork. The exemplary embodiment shows an advantageous arrangement of the invention at the lower bearing point. This arrangement is advantageous because the trend in modern bicycles is towards the complete integration of shift cables and wires. As a result, there is more space in the lower area of ​​the head tube 7 than at the upper bearing point because, for example, no shift cables or brake lines run there.The direct damping of the circular movement is also advantageous, as a lever mechanism for using conventional linear dampers can be dispensed with.

[0064] Fig. 2 shows a perspective exploded view of a bearing unit according to the invention, which can be used, for example, as the lower functional unit of a control head bearing, according to Fig. 1 , corresponds. The lower functional unit represents a ready-to-assemble assembly and consists in particular of the base 15, the left damping element 13, the right damping element 10, the sleeve 22 and the lower bearing 9. The lower functional unit is mounted on the shaft (or bicycle fork) in a rotationally fixed manner, and the lower bearing shell 8 is pressed into the frame in a rotationally fixed manner.

[0065] When the pre-assembled lower functional unit is inserted into the lower bearing shell 8, the right damping element 10 is inserted into a Fig. 19shown groove 29 for the right damping element 10 and the left damping element 13 into a Fig. 19 The groove 28 shown is inserted for the left damping element 13. This allows the flow of force between the components base 15, right damping element 10, left damping element 13 sleeve 22, lower bearing shell 8 and head tube 7.

[0066] The basic principle of a state-of-the-art linear hydraulic shock absorber is as follows: The operating mechanism of a conventional shock absorber is based on the progressive resistance force that arises when shock absorber oil is displaced through a valve. During a linear piston movement, shock absorber oil is directed through constrictions, creating resistance. Since the resistance force increases with increasing flow velocity, slow movements are damped less than fast movements. If rotary movements are to be hydraulically damped, lever shock absorbers represent the current state of the art. A lever mechanism converts rotary movement into linear movement, which is then damped by a linear damper. Converting rotary movement into linear movement requires an additional mechanical system.

[0067] The functioning of the bearing unit according to the invention differs considerably from this. The vibration damper according to the invention, which acts in a circular motion and can also be referred to as a rotary damper, uses the progressive effect of fluids and gases, like the linear damper, to generate a damping force or a damping torque that is dependent on the rotational speed. However, while in conventional linear dampers, oil is pressed through a valve via a piston movement, which leads to a progressive increase in the damping force depending on the speed of movement, in the rotary damper according to the invention at least one damping element, preferably several damping elements, in particular the right damping element 10 and the left damping element 13, are rotated to a Fig. 15shown groove 25 filled with a damping medium, which can be, for example, a fluid, air or a gas, whereby a resistance is generated when passing through the groove 25, since both the flow of the damping medium around the damping element (or the damping elements) and the displacement of the damping medium through the gap between the damping element (or the damping elements) and the groove 25 lead to a progressively increasing force with increasing speed.

[0068] Based on the principle of the linear damper, a circularly moving damping element or circularly moving damping elements, as in Fig. 17 shown, results in a rotational speed-dependent progressive resistance being generated, which leads to a braking force in the form of a torque between the base 15 and the bearing shell 8.

[0069] The damping element generates a higher torque the narrower the gap between the groove 25 and the at least one damping element. The magnitude of the damping force depends essentially on the viscosity of the fluid, the cross-sectional area of ​​the gap, and the speed of the damping element.

[0070] The bearing unit according to the invention thus exhibits ideal behavior for damping, for example, the rotational movement of a bicycle headset. The requirement here is to allow slow steering movements for sensitive corrections of the direction of travel as unrestrictedly as possible, while counteracting uncontrolled, rapid back-and-forth movements (e.g., caused by the shimmy effect) with a high damping force.

[0071] It would also be conceivable that when at least two damping elements are used, the damping elements are arranged in at least two grooves, whereby at least one damping element is arranged in one groove and at least one further damping element is arranged in another groove. It is also conceivable that the damping medium in one groove is different from the damping medium in the other groove, so that, for example, a gas is used in one groove and a fluid in the other, a fluid with a higher viscosity is used in one groove and a fluid with a lower viscosity in the other groove, or an easier-to-compress gas is used in one groove and a more difficult-to-compress gas in the other groove. This makes it possible to guarantee optimal damping behavior even under fluctuating weather conditions.

[0072] Fig. 3shows a further perspective exploded view of a bearing unit according to the invention, according to Fig. 2 . The bearing unit according to the invention, which depending on the design can be a vibration damper and / or a rotation angle limiter, consists of the base 15, the left damping element 13 with its sealing element 12, the right damping element 10 with its sealing element 11, the sleeve 22 and the lower bearing 9 and is inserted into the lower bearing shell 8.

[0073] The left damping element 13 and the right damping element 10 are arranged at a specific angle to each other, which allows for a rotation angle limitation. The rotation angle limitation function is made possible by the fact that the left damping element 13 and the right damping element 10 cannot rotate 360°. The function of the compensation system described in the exemplary embodiment requires a central web through which the damping medium, e.g., the fluid, is guided. This central web simultaneously serves as the end stop for the rotational movement, as the two damping elements strike against it.

[0074] A further resulting advantage is the simple structural adaptability of this angle of rotation, since only changing the angle between the two stop elements, namely the left damping element 13 and the right damping element 10, is necessary to create a different angle between the two stops. This means that the angle of rotation can be changed simply by replacing a sleeve 22 with a sleeve 22 in which the damping elements are arranged at a different angle to each other. Replacing the base is therefore not necessary.

[0075] Fig. 4 a further perspective exploded view of a bearing unit according to the invention, according to Fig. 2. In order to compensate for temperature differences, a compensation system is preferably used. Fluids such as damper oils exhibit temperature-dependent behavior. At high temperatures, the viscosity of fluids decreases and leads to a low section modulus or a low damping force. This temperature-dependent damping force is very pronounced, for example, in the shock absorbers of older vehicles. After a long journey, the oil in the shock absorber heats up and leads to spongy roadholding as a result of a decreasing damping effect. The high viscosity of the fluid at low temperatures leads to a high damping force of the damping elements and would, on the one hand, lead to very high loads on the sealing elements 11, 12 and, on the other hand, to an excessively high section modulus at low temperatures.The maximum torque generated by the damper should be limited to a value that can be determined by design, namely the value given in . Fig. 17 The internal compensation system solves this problem by creating a spring-loaded ball (left release ball 17, right release ball 19) that is spring-loaded and creates a channel through which the fluid can drain. The temperature dependence of springs is negligible, which is why the activation force of the compensation system is temperature-independent. Thus, the actual damper generates a temperature- and rotational speed-dependent rotational resistance, the maximum force of which is limited by the compensation system.

[0076] Fig. 5 shows a further perspective exploded view of a bearing unit according to the invention, according to Fig. 2 The internal compensation system is preferably bidirectional and limits the maximum possible damping force by, as in Fig. 17As shown, a channel (return) opens for the fluid to flow back when a defined damping force is exceeded. The functional principle of the compensation system is comparable to a double check valve, which opens in both directions of rotation when the applied pressure exceeds the spring force of spring 18. A bidirectional system (compensation system) is necessary to enable pressure equalization during both left and right steering movements.

[0077] While the sleeve 22 forms a unit 23 with the left damping element 13 with its sealing element 12 and the right damping element 10 with its sealing element 11, the base 15 with its valve (compensation system) can be combined to form a unit 24. The sleeve has an outer side 44 and an inner side 45. In the present exemplary embodiment, the sleeve 22 surrounds the base 15, which has an outer side 46 and an inner side 47, as a result of which, in the assembled state, the inner side 45 of the sleeve 22 faces the outer side 46 of the base 15. It would also be conceivable for at least one groove to be arranged alternatively or additionally on the inner side 47 of the base 15, so that the base 15 surrounds the sleeve, as a result of which, in the assembled state, the inner side of the base 15 would face the outer side of the sleeve. In order to prevent a loss of damping medium (e.g.fluid, air or gas), have an upper sealing ring and a lower sealing ring on its inside.

[0078] Fig. 6 shows a perspective sectional view of a bearing unit according to the invention. By rotating the base 15, which, together with the bearing 9, is surrounded by the bearing shell 8, and / or the bearing shell 8, the position of the damping element(s) within the groove 25 can be changed. It is thus conceivable that the damping element(s) move within the groove 25 and / or that a relative movement of the damping element(s) occurs due to a movement of the groove 25. The bearing unit according to the invention can be used, for example, as the lower functional unit of a steering head bearing.

[0079] Fig. 7 shows a perspective exploded view of the bearing unit according to the invention, according to Fig. 6. The bearing shell 8 has a groove 29 for the right damping element 10.

[0080] Fig. 8 shows a damping element, according to section A of Fig. 6 . Between the damping element 10 (or the damping elements) shown as an example and the groove 25 there is a gap 39, which allows the damping medium to flow around the damping element (or the damping elements).

[0081] Fig. 9 shows a detailed view of a bearing unit according to the invention from above. It is clear that the groove 29 ensures that the right damping element 10, and thus also the sleeve 22, are arranged in a stable position on the bearing shell 8.

[0082] Fig. 10 shows a side view of the sleeve 22, the base 15 and the bearing 9 of a bearing unit according to the invention, which can be used, for example, as the lower functional unit of a steering head bearing.

[0083] Fig. 11shows a perspective sectional drawing, according to line BB of Fig. 10 . Clearly visible are a left stop 40 and a right stop 41. The left stop 40 serves as an end stop for a damping element 10 and the right stop 41 serves as an end stop for a damping element 13. It would also be conceivable that at least one stop can be adjusted by an adjusting device so that the position of the stop within the groove 25 can be changed, thereby influencing the angle of rotation.

[0084] Fig. 12 shows a valve, according to section D of Fig. 10 The valve consists of a left release ball 17, a right release ball 19, and a spring 18 arranged between them. By compressing the spring 18, the damping medium can flow into a compensation chamber 26.

[0085] Fig. 13 shows a perspective sectional drawing s, according to the line CC of Fig. 10. Visible are the left locking ball 20, a right locking ball 21, a left return 42 and a right return 43. The left return 42 and the right return 43 serve to ensure that the damping medium located in the compensation chamber 26 can flow from the compensation chamber 26 into the groove 25. In the case shown, the left locking ball 20 is in the locked position, so that, since the right locking ball 21 is not in the locked position due to the pressure generated by the left damping element 13, the damping medium can flow from the compensation chamber 26 through the right return 43.

[0086] Fig. 14 shows a perspective view of a base 15 with valve (compensation system).

[0087] Fig. 15 shows a perspective exploded view of a base 15. The left release ball 17, the right release ball 19 and the spring 18 arranged between them ensure that the overpressure compensation works in two directions.

[0088] Fig. 16 shows a cross-sectional view of a base 15. The compensation system is shown in an unconfirmed state. The right release ball 19, the left release ball 17, the left locking ball 20, and the right locking ball 21 are in the locked position.

[0089] Fig. 17 shows a diagram of a damper curve with pressure limitation. The resulting diagram of the damper curve and the maximum pressure limitation leads to a characteristic damper curve, which is referred to as the overall system.

[0090] Fig. 18shows a cross-sectional view of a base 15. This shows the compensation system in the actuated state. The actuation process, which is described below from one direction, occurs when the left damping element 13 is moved in a circular motion through the groove 25, building up pressure from the damping medium in the groove 25. This pressure acts on the surface of the right locking ball 20 and generates a force dependent on the surface of the locking ball 21, which counteracts the spring force of the spring 18.

[0091] If this pressure exceeds the spring preload of spring 18, it escapes into a compensation chamber 26. As a result, a channel is exposed between the groove 25 and the compensation chamber 26. The excess pressure in the compensation chamber 26 acts on the two locking balls, whereby only the left locking ball 20 disengages into the open position, since an external pressure from the groove 25 also acts on the right locking ball 21. A pressure equalization 27, shown as an arrow, occurs between the groove 25, the compensation chamber 26, and the groove 25 adjacent to the left locking ball 20.

[0092] While the Fig. 18 When the compensation system is actuated from the right as shown, the right locking ball 21 and the left release ball 17 are in the locking position, the left locking ball 20 and the right release ball 19 are in the open position.

[0093] If the compensation system is actuated from the left, the left locking ball 20 and the right release ball 19 would be in the locked position and the right locking ball 21 and the left release ball 17 would be in the open position.

[0094] The invention creates a damping of the steering movement, wherein the two end positions are limited by a stop located on both sides of the compensation system.

[0095] Fig. 19 shows a perspective view of a bearing shell 8. The bearing shell 8 has a groove 28 for the left damping element 13 and the groove 29 for the right damping element 10.

[0096] Fig. 20shows a further perspective exploded view of a bearing unit according to the invention, which can be used, for example, as the lower functional unit of a steering head bearing. In this exemplary embodiment, a spring 32 is arranged on a damping element having a head 30, which can be inserted into an opening 31. The spring 32 is supported on one side by a support 33.

[0097] Fig. 21 shows a damping element, according to section E of Fig. 20 .

[0098] Fig. 22 shows a sectional drawing of the bearing unit according to the invention, according to Fig. 20. In the position shown, the spring 32, by means of the system 33, seals off a chamber 34 from the groove 25, so that a damping medium located in the groove 25 cannot escape into the chamber 34 up to a certain pressure. As the pressure in the groove 25 increases, the damping element acting as a valve, the head 30 of which can move in the chamber 35, deflects radially, allowing the damping medium to flow into the chamber 34. This results in an alternative or additional compensation system to the compensation system described above. It is also conceivable for only one damping element to be equipped with a spring 32. It is also conceivable for at least one valve, which is not a damping element, to be arranged on the base 15 to provide a compensation system.

[0099] Fig. 23 shows a sectional drawing of the bearing unit according to the invention, along the line FF of Fig. 20 .

[0100] Fig. 24shows an enlarged section G from Fig. 22 .

[0101] Fig. 25 shows a perspective view, partly in section, of the bearing unit according to the invention, according to Fig. 20 .

[0102] Fig. 26shows a further perspective exploded view of a bearing unit according to the invention, which can be used, for example, as the lower functional unit of a steering head bearing. In this exemplary embodiment, a stop 36, which is loaded by a spring 37, is arranged on the base 15 within the groove 25. A damping element moving in the groove 25 towards the stop 36 causes the stop 36, due to its geometry, to be pushed away against the spring 37 into an opening 38 upon reaching the stop 36, whereby the damping element can pass over the stop 36. This enables 360° rotational mobility without a stop function, since the inventive design of this exemplary embodiment can now also dampen an oscillating movement, such as occurs when a handlebar or steering wheel moves. As shown in the previous exemplary embodiments, this movement is limited in its end positions by a stop.However, if a 360° rotary movement is to be dampened, a continuous groove 25 is necessary. According to the description of the exemplary embodiment, one or more damping elements, namely preferably the right damping element 10 and the left damping element 13, are moved through a groove 25 filled with a damping medium (e.g. fluid, air or gas), wherein the counterpressure necessary for the function of the damper is made possible by a stop 36, which can be a spring-loaded release pin, for example. This spring-loaded release pin deflects radially when the damping element is passed over, thereby enabling the 360° movement. It is also conceivable for the stop to pivot upwards, downwards and / or sideways to allow the damping element to pass.

[0103] Fig. 27 shows a partially sectioned side view of the bearing unit according to the invention, according to Fig. 26 .

[0104] Fig. 28shows a perspective view, partly in section, of the bearing unit according to the invention, according to Fig. 26 .

[0105] Fig. 29 shows an enlarged section H from Fig. 27 .

[0106] Fig. 30 shows a perspective view, partly in section, of the bearing unit according to the invention, according to Fig. 26 , in the assembled state.

[0107] Fig. 31 shows a perspective exploded view of another embodiment of a bearing unit according to the invention. In contrast to the Fig. 5 The bearing unit according to the invention shown in Fig. 31The bearing unit according to the invention shown does not have a sleeve, so that the function of the sleeve is taken over by the bearing shell 8. For this purpose, the bearing shell 8, which has an outer side 48 and an inner side 49, has openings 50 into which the damping elements 10 and 13 can be inserted. It would be conceivable for depressions to be arranged in the region of the openings 50 on the outer side 48, which serve to receive the head 30, as a result of which the head 30 does not protrude, or at least protrudes less, on the outer side 48. It would also be conceivable for at least one groove to be arranged on the inner side 49, in which a damping element 10 and / or a damping element 13 is arranged. It would also be conceivable for at least one groove arranged on the inner side 49 to correspond with a groove 25 arranged on the base, so that a damping element 10 and / or a damping element 13 also projects into the groove 25. In this case, the bearing shell 8 would also take over at least some of the functions of the base 15.It would also be conceivable for the base 15 not to have a groove 25, so that a bearing shell 8 having a groove would take over the relevant function. A bearing unit according to the invention would also be conceivable, comprising both a sleeve 22 having at least one opening 31 for a damping element that projects into a groove 25 arranged on the base 15, and a bearing shell 8 having at least one opening 50 for a damping element that projects into a groove arranged on the bearing shell 8 or into a groove 25 arranged on the base 15. It would be conceivable in this case for the groove 25 and the groove arranged on the bearing shell 8 to be connected to one another or for there to be no connection.

[0108] Fig. 32 shows a perspective sectional drawing of a bearing unit according to the invention, according to Fig. 31 .

[0109] Fig. 33 shows a perspective exploded view of the bearing unit according to the invention, according to Fig. 31 . Reference number list

[0110] 1 Adjustment screw 2 Clamping cover 3 Cover 4 Clamping ring 5 Upper bearing shell with bearing 6 Clamping claw 7 Head tube (bicycle frame) 8 Bearing shell 9 Bearing 10 Right damping element 11 Sealing element 12 Sealing element 13 Left damping element 14 Upper sealing ring 15 Base 16 Lower sealing ring 17 Left release ball 18 Spring 19 Right release ball 20 Left locking ball 21 Right locking ball 22 Sleeve 23 Sleeve unit with damper 24 Base unit with valve 25 Groove for damping element 26 Compensation chamber 27 Pressure compensation 28 Groove for left damping element 29 Groove for right damping element 30 Head 31 Opening 32 Spring 33 System 34 Chamber 35 Chamber 36 Stop 37 Spring 38Opening 39Gap 40Left stop 41Right stop 42Left return 43Right return 44Outside 45Inside 46Outside 47Inside 48Outside 49Inside 50Opening

Claims

1. A bearing unit, in particular a bearing unit for a two-wheeled vehicle, - including a bearing shell (8) which has an outer surface (48) and an inner surface (49) and in which at least one bottom (15) having an outer surface (46) and an inner surface (47) as well as at least one bearing (9) are arranged, said bottom (15) having at least one groove (25), characterised in that said groove (25) has at least one stop (36, 40, 41) and / or, at least partially, at least one damping element (10, 13) and / or at least one damping medium arranged therein, with at least one groove (25) being arranged on the outer surface (46) and / or at least one groove (25) being arranged on the inner surface (47) of said bottom (15) and at least one groove (25) being covered by a sleeve (22) and / or by the bearing shell (8), and / or the bearing shell (8) has at least one through opening (50) which extends from the outer surface (48) to the inner surface (49) and in which at least one stop and / or, at least partially, at least one damping element and / or at least one damping medium are arranged, and / or the bearing shell (8) has at least one groove which is formed on its inner surface (49) and has at least one stop and / or, at least partially, at least one damping element and / or at least one damping medium arranged therein.

2. . The bearing unit as claimed in claim 1, characterised in that said bearing shell (8) has, at least partially, at least one sleeve (22) having an outer surface (44) and an inner surface (45) arranged therein.

3. . The bearing unit as claimed in claim 1 or claim 2, characterised in that a gap (39) is arranged between a damping element (10,13) located in a groove (25) and said groove (25).

4. . The bearing unit as claimed in any of the preceding claims, characterised in that at least one groove (25) contains at least one damping medium.

5. . The bearing unit as claimed in any of the preceding claims, characterised in that the bearing unit has at least one compensation system for at least temporarily accommodating at least one damping medium.

6. . The bearing unit as claimed in any of the preceding claims, characterised in that at least one damping element (10, 13) is arranged within a chamber (34).

7. . The bearing unit as claimed in any of the preceding claims, characterised in that at least one damping element (10, 13) has a spring (32) and / or a stop (33).

8. . The bearing unit as claimed in any of the preceding claims, characterised in that at least one stop (36) is movably arranged within the groove (25).

9. . The bearing unit as claimed in any of the preceding claims, characterised in that the bearing unit has at least one counterpressure chamber.

10. . The bearing unit as claimed in any of the preceding claims, characterised in that the bearing unit is a vibration damper and / or a rotation angle limiter.

11. . A method of employing a bearing unit including a bearing shell (8) which has an outer surface (48) and an inner surface (49) and in which, at least partially, at least one bottom (15) having an outer surface (46) and an inner surface (47) as well as at least one bearing (9) are arranged, said bottom (15) having at least one groove (25), characterised in that said groove (25) has at least one stop (36, 40, 41) and / or, at least partially, at least one damping element (10, 13) and / or at least one damping medium arranged therein, with at least one groove (25) being arranged on the outer surface (46) and / or at least one groove (25) being arranged on the inner surface (47) of said bottom (15) and at least one groove (25) being covered by a sleeve (22) and / or by the bearing shell (8), and / or the bearing shell (8) has at least one through opening (50) which extends from the outer surface (48) to the inner surface (49) and in which at least one stop and / or, at least partially, at least one damping element and / or at least one damping medium are arranged, and / or the bearing shell (8) has at least one groove which is formed on its inner surface (49) and has at least one stop and / or, at least partially, at least one damping element and / or at least one damping medium arranged therein, whereby the bearing unit may be employed as a rotation angle limiter since a rotation angle of a component associated with the bearing unit which is enabled by said bearing unit will be limited by means of at least one limit stop, and / or whereby the bearing unit may be employed as a vibration damper since a rotational movement of a component associated with the bearing unit which is enabled by said bearing unit will be damped.

12. . The method as claimed in claim 11, characterised in that the bearing unit is employed in a steering head bearing of a vehicle.

13. . The method as claimed in claim 11 or claim 12, characterised in that the bearing unit employed is a bearing unit as claimed in any one of claims 1 to 10.

14. . A method of exerting an influence on the function of a bearing unit including a bearing shell (8) which has an outer surface (48) and an inner surface (49) and in which, at least partially, at least one bottom (15) having an outer surface (46) and an inner surface (47) as well as at least one bearing (9) are arranged, said bottom (15) having at least one groove (25), characterised in that said groove (25) has at least one stop (36, 40, 41) and / or, at least partially, at least one damping element (10, 13) and / or at least one damping medium arranged therein, with at least one groove (25) being arranged on the outer surface (46) and / or at least one groove (25) being arranged on the inner surface (47) of said bottom (15) and at least one groove (25) being covered by a sleeve (22) and / or by the bearing shell (8), and / or the bearing shell (8) has at least one through opening (50) which extends from the outer surface (48) to the inner surface (49) and in which at least one stop and / or, at least partially, at least one damping element and / or at least one damping medium are arranged, and / or the bearing shell (8) has at least one groove which is formed on its inner surface (49) and has at least one stop and / or, at least partially, at least one damping element and / or at least one damping medium arranged therein, whereby the bearing unit may be employed as a rotation angle limiter since a rotation angle of a component associated with the bearing unit which is enabled by said bearing unit will be limited by means of at least one limit stop, and / or whereby the bearing unit may be employed as a vibration damper since a rotational movement of a component associated with the bearing unit which is enabled by said bearing unit will be damped, wherein an influence is exerted on the rotation angle by selecting a suitable sleeve (22) in which at least one damping element (10, 13) is arranged and / or by selecting a suitable bearing shell (8) in which at least one damping element is arranged, and / or wherein an influence is exerted on the rotation angle by changing the position of a stop (36, 40, 41) arranged within a groove (25), and / or wherein an influence is exerted on the damping action by selecting a suitable damping medium, and / or wherein an influence is exerted on the damping action by influencing the characteristics of a damping medium by heating, by cooling, by applying at least one magnetic field and / or by applying at least one electric field.

15. . The method as claimed in claim 14, characterised in that the bearing unit employed is a bearing unit as claimed in any one of claims 1 to 10 and / or the method is employed in the context of a method of employing a bearing unit as claimed in any one of claims 11 to 13.

16. . A vibration damper, in particular a vibration damper for a two-wheeled vehicle, - including a bearing shell (8) which has an outer surface (48) and an inner surface (49) and in which, at least partially, at least one bottom (15) having an outer surface (46) and an inner surface (47) as well as at least one bearing (9) are arranged, said bottom (15) having at least one groove (25), characterised in that said groove (25) has at least one stop (36, 40, 41) and / or, at least partially, at least one damping element (10, 13) and / or at least one damping medium arranged therein, with at least one groove (25) being arranged on the outer surface (46) and / or at least one groove (25) being arranged on the inner surface (47) of said bottom (15) and at least one groove (25) being covered by a sleeve (22) and / or by the bearing shell (8), and / or the bearing shell (8) has at least one through opening (50) which extends from the outer surface (48) to the inner surface (49) and in which at least one stop and / or, at least partially, at least one damping element and / or at least one damping medium are arranged, and / or the bearing shell (8) has at least one groove which is formed on its inner surface (49) and has at least one stop and / or, at least partially, at least one damping element and / or at least one damping medium arranged therein.

17. . The vibration damper as claimed in claim 16, characterised in that said bearing shell (8) has, at least partially, at least one sleeve (22) having an outer surface (44) and an inner surface (45) arranged therein.

18. . The vibration damper as claimed in claim 16 or in claim 17, characterised in that at least one groove (25) is arranged on the outer surface (44) and / or at least one groove (25) is arranged on the inner surface (45) of the bottom (15).

19. . The vibration damper as claimed in any one of claims 16 to 18, characterised in that at least one groove (25) is covered by a sleeve (22) and / or by the bearing shell (8).

20. . The vibration damper as claimed in any one of claims 16 to 19, characterised in that a gap (39) is arranged between a damping element (10,13) located in a groove (25) and said groove (25).

21. . The vibration damper as claimed in any one of claims 16 to 20, characterised in that at least one groove (25) contains at least one damping medium.

22. . The vibration damper as claimed in any one of claims 16 to 21, characterised in that the vibration damper has at least one compensation system for at least temporarily accommodating at least one damping medium.

23. . The vibration damper as claimed in any one of claims 16 to 22, characterised in that at least one damping element (10, 13) is arranged within a chamber (34).

24. . The vibration damper as claimed in any one of claims 16 to 23, characterised in that at least one damping element (10, 13) has a spring (32) and / or a stop (33).

25. . The vibration damper as claimed in any one of claims 16 to 24, characterised in that at least one stop (36) is movably arranged within the groove (25).

26. . The vibration damper as claimed in any one of claims 16 to 25, characterised in that the vibration damper has at least one counterpressure chamber.

27. . The vibration damper as claimed in any one of claims 16 to 26, characterised in that the vibration damper has a bearing unit as claimed in any one of claims 1 to 10.

28. . A method of employing a vibration damper including a bearing shell (8) which has an outer surface (48) and an inner surface (49) and in which, at least partially, at least one bottom (15) having an outer surface (46) and an inner surface (47) as well as at least one bearing (9) are arranged, said bottom (15) having at least one groove (25), characterised in that said groove (25) has at least one stop (36, 40, 41) and / or, at least partially, at least one damping element (10, 13) and / or at least one damping medium arranged therein, with at least one groove (25) being arranged on the outer surface (46) and / or at least one groove (25) being arranged on the inner surface (47) of said bottom (15) and at least one groove (25) being covered by a sleeve (22) and / or by the bearing shell (8), and / or the bearing shell (8) has at least one through opening (50) which extends from the outer surface (48) to the inner surface (49) and in which at least one stop and / or, at least partially, at least one damping element and / or at least one damping medium are arranged, and / or the bearing shell (8) has at least one groove which is formed on its inner surface (49) and has at least one stop and / or, at least partially, at least one damping element and / or at least one damping medium arranged therein, whereby a rotation angle of a component associated with the vibration damper which is enabled by said vibration damper will be limited by means of at least one limit stop, and / or whereby a rotational movement of a component associated with the vibration damper which is enabled by said vibration damper will be damped.

29. . The method as claimed in claim 28, characterised in that the vibration damper is used in a steering head bearing of a vehicle.

30. . The method as claimed in claim 28 or claim 29, characterised in that the vibration damper employed is a vibration damper as claimed in any one of claims 16 to 27.

31. . A method for exerting an influence on the function of a vibration damper including a bearing shell (8) which has an outer surface (48) and an inner surface (49) and in which, at least partially, at least one bottom (15) having an outer surface (46) and an inner surface (47) as well as at least one bearing (9) are arranged, said bottom (15) having at least one groove (25), characterised in that said groove (25) has at least one stop (36, 40, 41) and / or, at least partially, at least one damping element (10, 13) and / or at least one damping medium arranged therein, with at least one groove (25) being arranged on the outer surface (46) and / or at least one groove (25) being arranged on the inner surface (47) of said bottom (15) and at least one groove (25) being covered by a sleeve (22) and / or by the bearing shell (8), and / or the bearing shell (8) has at least one through opening (50) which extends from the outer surface (48) to the inner surface (49) and in which at least one stop and / or, at least partially, at least one damping element and / or at least one damping medium are arranged, and / or the bearing shell (8) has at least one groove which is formed on its inner surface (49) and has at least one stop and / or, at least partially, at least one damping element and / or at least one damping medium arranged therein, whereby a rotation angle of a component associated with the vibration damper which is enabled by said vibration damper will be limited by means of at least one limit stop, and / or whereby a rotational movement of a component associated with the vibration damper which is enabled by said vibration damper will be damped, wherein an influence is exerted on the rotation angle by selecting a suitable sleeve (22) in which at least one damping element (10, 13) is arranged and / or by selecting a suitable bearing shell (8) in which at least one damping element is arranged, and / or wherein an influence is exerted on the rotation angle by changing the position of a stop (36, 40, 41) arranged within a groove (25), and / or wherein an influence is exerted on the damping action by selecting a suitable damping medium, and / or wherein an influence is exerted on the damping action by influencing the characteristics of a damping medium by heating, by cooling, by applying at least one magnetic field and / or by applying at least one electric field.

32. . The method as claimed in claim 31, characterised in that the vibration damper employed is a vibration damper as claimed in any one of claims 16 to 27 and / or the method is employed in the context of a method of employing a vibration damper as claimed in any one of claims 28 to 30.