Stabiliser for a chassis of a motor vehicle, and wheel suspension

Abstract

The invention relates to a stabiliser (15) for a chassis (1) of a motor vehicle, comprising: a first lever part (16) which can be pivoted about a first pivot axis (18) and has a first coupling point (19) via which the first lever part (16) can be coupled to a first wheel suspension (2) which is designed for guiding a first vehicle wheel (4); a second lever part (17) which is spaced apart from the first lever part (16) and can be pivoted about a second pivot axis (20) and has a second coupling point (21) via which the second lever part (17) can be coupled to a second wheel suspension (3) which is designed for guiding a second vehicle wheel (5) spaced apart from the first vehicle wheel (4); and a stabiliser part (22) via which the lever parts (16, 17) can be coupled or are coupled to one another at least indirectly, wherein the respective lever part (16, 17) is assigned in each case one hydraulic damping device (25, 26) which is in the form of a rotation damper (24).

Description

[0001] Stabilizer for a chassis of a motor vehicle and wheel suspension

[0002] The invention relates to a stabilizer for a chassis of a motor vehicle according to the preamble of patent claim 1. Furthermore, the invention relates to a wheel suspension for a chassis of a motor vehicle according to the preamble of patent claim 9.

[0003] DE 102005 013 769 B4 discloses an actuator for a split stabilizer of a motor vehicle, consisting of a switchable clutch unit with an outer rotating part which is connected in a rotationally fixed manner on the one hand to a stabilizer part, with an inner rotating part which is connected in a rotationally fixed manner on the other hand to another stabilizer part, and with a locking piston which locks the outer rotating part and the inner rotating part in a rotationally fixed manner in one position and opens them in another position for a predetermined radial rotational travel.

[0004] Furthermore, DE 102019 111 488 A1 discloses a stabilizer arrangement of a two-track vehicle for stabilizing a rolling movement.

[0005] The object of the invention is to provide a stabilizer for a chassis of a motor vehicle and a wheel suspension for a chassis of a motor vehicle, so that the rolling behavior of the motor vehicle can be particularly improved.

[0006] This object is achieved according to the invention by a stabilizer for a chassis of a motor vehicle having the features of patent claim 1 and by a wheel suspension for a chassis of a motor vehicle having the features of patent claim 9. Advantageous embodiments of the invention are the subject of the dependent patent claims and the description.

[0007] A first aspect of the invention relates to a stabilizer for a chassis of a motor vehicle. The motor vehicle is preferably designed as a passenger car or as a commercial vehicle. Preferably, the motor vehicle, particularly in its fully manufactured state, has the chassis. Preferably, the chassis, particularly in its fully manufactured state, has the stabilizer. The stabilizer can be understood in particular as a component in the chassis or for the chassis of the motor vehicle, for example acting as a spring, wherein the stabilizer can be used to particularly reduce roll angles occurring when the motor vehicle corners. Furthermore, the stabilizer can be used to adjust self-steering behavior, particularly during particularly high lateral accelerations.Thus, the stabilizer can be used to influence the rolling movement of the vehicle, also known as sway, and in particular to keep it particularly small.

[0008] The stabilizer has, for example, at least one holding device by means of which the stabilizer is to be held or is held at least indirectly, in particular directly, on a body of the motor vehicle and / or on a chassis of the motor vehicle. The body can be understood, for example, as a shell of the motor vehicle. The body is preferably designed as a, in particular self-supporting, body of the motor vehicle. The body, for example, delimits an interior of the motor vehicle at least partially, in particular predominantly or completely. In particular when the body is designed as a body, the chassis is preferably designed as a, in particular self-supporting, body. The chassis can thus be a part of the, in particular self-supporting, body, for example a floor assembly or a floor element of the body. The chassis is designed, for example, as a support, in particular as an axle support.The axle support is, for example, a rear axle support or a front axle support. The support is, for example, frame-shaped. This means that the support is designed as a frame, for example.

[0009] The stabilizer has at least one first lever part, which can be pivoted about at least one pivot axis, for example, relative to the body and / or the chassis, in particular between at least two pivot positions. Pivoting the first lever part about the pivot axis can be understood, in particular, as rotating or turning the lever part, in particular relative to the body and / or relative to the chassis. Thus, the first pivot axis can be understood, in particular, as a first axis of rotation or first axis of rotation.

[0010] The first holding part has at least one first coupling point, via which the first lever part can be or is coupled, for example at least indirectly or directly, in particular in an articulated manner, to a first wheel suspension designed to guide a first vehicle wheel of the motor vehicle, for example, to at least one check arm and / or to at least one wheel carrier. In other words, the first lever part can be or is connected, in particular in an articulated manner, to the first wheel suspension, for example, to the check arm and / or the wheel carrier, via the first coupling point, in particular at least indirectly or directly.

[0011] The stabilizer has a second lever part spaced apart from the first lever part, which can be pivoted about a second pivot axis, in particular relative to the body and / or relative to the chassis, for example, between at least two pivot positions. Pivoting the second lever part can be understood, in particular, as rotating or turning the second lever part. The second pivot axis can therefore be referred to, in particular, as a second pivot axis or a second rotation axis. The pivot axes are preferably arranged parallel to one another, in particular coaxially to one another.

[0012] The second lever part has at least one second coupling point, in particular spaced from the first coupling point, via which the second lever part can be coupled or is coupled, in particular at least indirectly or directly, to a second wheel suspension designed to guide a second vehicle wheel spaced from the first vehicle wheel, for example at least one check arm and / or a wheel carrier of the second wheel suspension, in particular in an articulated manner. In other words, the second lever part is connected or can be connected, in particular in an articulated manner, via the second coupling point, in particular at least indirectly or directly, to the second wheel suspension, for example to the check arm and / or the wheel carrier of the second wheel suspension.

[0013] The respective lever part can be understood in particular as a respective linkage lever. The respective coupling point is designed, for example, as a respective bearing point. The respective vehicle wheel can be understood in particular as a respective ground contact element of the motor vehicle or for the motor vehicle. In particular, the motor vehicle can be supported or is supported via the vehicle wheels, preferably directly, on a surface, for example a roadway. In particular, the respective vehicle wheel rolls on or against the surface while the motor vehicle is traveling. The vehicle wheels are preferably spaced apart from one another in the transverse direction of the vehicle. In particular, the wheel suspensions are spaced apart from one another in the transverse direction of the vehicle.Preferably, the vehicle wheels, and in particular the wheel suspensions, are arranged in the transverse direction of the vehicle on different, in particular opposite, sides of the motor vehicle, particularly in the installed position of the chassis in the motor vehicle. Thus, the first vehicle wheel is designed, for example, as a left-hand vehicle wheel, and the second vehicle wheel is designed, for example, as a right-hand vehicle wheel.

[0014] The lever parts can be formed separately from one another, or they can be formed integrally, i.e., together as one piece. The term "integral" refers in particular to the lever parts being formed integrally, for example, as a single piece, for example, a monoblock. This means that the lever parts are not components formed separately from one another, and especially subsequently connected to one another.

[0015] The stabilizer has at least one stabilizer part, via which the lever parts are or can be coupled to one another, at least indirectly, in particular directly, in particular to reduce the roll angle of the motor vehicle. In other words, the lever parts are or can be coupled to one another via the stabilizer part in order to influence the roll behavior or a roll movement of the motor vehicle, in particular to be able to keep it particularly small. Coupling can be understood in particular as a mechanical coupling and / or a hydraulic coupling. By coupling the lever parts via the stabilizer part, for example, a translational movement of one of the vehicle wheels can be at least partially compensated for by a translational movement of the other of the vehicle wheels, whereby the roll movement of the motor vehicle, or the roll angle, can be kept particularly small.The respective translational movement can be understood, in particular, as a respective translational movement of the vehicle wheel relative to the body and / or the chassis. For example, the respective translational movement runs at least substantially in the vertical direction of the vehicle. The respective translational movement of the respective vehicle wheel can be understood, in particular, as a compression movement and / or a rebound movement of the respective vehicle wheel. The compression movement and the rebound movement can also be collectively referred to as wheel stroke.

[0016] In order to be able to particularly improve the rolling behavior of the motor vehicle, it is provided according to the invention that a respective hydraulic damping device designed as a rotary damper is assigned to each lever part, which can in particular be referred to as a rotational vibration damper. This means that a first hydraulic damping device designed as a rotary damper is assigned to the first lever part, in particular exclusively with regard to the hydraulic damping devices, and a second hydraulic damping device designed as a rotary damper is assigned to the second lever part, in particular exclusively with regard to the damping devices. In other words, the first hydraulic damping device is coupled to the first lever part and the second hydraulic damping device is coupled to the second lever part.In other words, the first hydraulic damping device is designed as a lever-part-individual damping device for the first lever part with respect to the lever parts, and the second hydraulic damping device is designed as a lever-part-individual damping device for the second lever part with respect to the lever parts.

[0017] The respective hydraulic damping device has at least one respective chamber arranged within a respective housing element of the respective hydraulic damping device. In other words, the respective chamber of the respective hydraulic damping device extends, in particular completely, within the respective housing element. This means that the chamber is at least partially, in particular predominantly or completely, delimited or formed by the respective housing element, in particular directly. The respective chamber can be or is filled with a, in particular respective, fluid, which can in particular be referred to as hydraulic fluid. In other words, the, in particular respective, fluid can be collected or absorbed in the respective chamber. The fluid is preferably a liquid, which can in particular be referred to as hydraulic fluid. For example, the fluid is an oil.The respective hydraulic damping device has at least one respective damping element arranged outside the housing element, through which the respective fluid can flow, and which is fluidly connectable or connected, in particular at least indirectly or directly, to the respective chamber of the respective hydraulic damping device. In other words, the fluid can be drained from the respective chamber and introduced into the respective damping element and / or the respective fluid can be drained from the respective damping element and introduced into the respective chamber. The hydraulic damping devices, in particular the housing elements and / or the chambers and / or the damping elements, are, for example, structurally identical.By means of the respective damping element, a respective pivoting movement of the respective lever part about the respective pivot axis, i.e., the pivoting of the respective lever part about the pivot axis, can be damped or dampened by fluid introduced from the chamber of the respective rotary damper into the respective damping element and flowing through the damping element. In other words, a fluid flow introduced from the respective chamber into the respective damping element and flowing through the respective damping element can be damped or dampened in order to dampen the pivoting movement of the respective lever part.

[0018] The translational movement of the respective vehicle wheel can be converted by means of or via the respective lever part into a rotational movement in the form of pivoting the respective lever part, wherein this rotational movement can be damped by means of the respective hydraulic damping device, in particular by means of the respective damping element. Because the respective damping element is arranged outside the respective housing element of the respective hydraulic damping device, the respective damping element can in particular be referred to as an external damping element. This means that an actual damping unit in the form of the respective damping element of the respective hydraulic damping device is, so to speak, externally located, in particular with respect to the respective housing element and / or with respect to the respective lever part.

[0019] The invention is based in particular on the following findings and considerations: In principle, it is conceivable to use a conventional rotation damper or a conventional frequency-selective,

[0020] Roll stabilization dampers with a rotational translation converter (FSRD = frequency-selective rotary damper) are used. However, it has been shown that the conventional rotary damper can require a particularly large amount of installation space, as a damper valve of the conventional rotary damper can be integrated into the rotary damper. Furthermore, a seal in the conventional rotary damper can be challenging. Furthermore, wheel-specific damping cannot be achieved with the conventional system.

[0021] In contrast, the aforementioned disadvantages can be overcome by means of the stabilizer according to the invention. By assigning the respective hydraulic damping device to the respective lever part, damping for each vehicle wheel, in particular of the rolling movement, can be achieved by means of the stabilizer. This can particularly improve the comfort and / or driving dynamics of the motor vehicle. Furthermore, the stabilizer can be designed in a particularly advantageous manner in terms of installation space, since the respective damping element is arranged outside the respective housing element and is thus designed as a respective external unit. Thus, via the respective lever part, the respective hydraulic damping device can generate a hydraulic flow from the respective wheel stroke of the respective wheel, which can be damped in a respective external unit in the form of the respective damping element.This allows the installation space of the stabilizer to be kept particularly small, which makes it possible, for example, to have a particularly flat vehicle axle. In other words, a particularly flat axle, in particular the rear axle, i.e. one with optimized installation space in the vertical direction of the vehicle, can be created. The roll behavior of the vehicle can thus be particularly improved in a particularly space-efficient manner. Overall, it can be seen that a respective damping device, designed, for example, as a rotation-translation converter, for example with a direct connection to chassis components and / or the body and / or the chassis, can be implemented in order to achieve wheel-specific damping, in particular with regard to the translational movement of the vehicle wheel. A rotation-translation converter can therefore be provided in the chassis as a damper.In particular, in the stabilizer according to the invention, two systems in the form of the frequency-selective rotary damper and the rotary damper can be combined.

[0022] In a further embodiment, it is provided that a rotary piston is arranged within each respective housing element, which is coupled at least indirectly, in particular directly, to the respective lever part and pivotable about the respective pivot axis. This means that within the housing element of the first damping device, referred to in particular as the first housing element, a first rotary piston is arranged, pivotable about the first pivot axis and coupled to the first lever part, and within the housing element of the second damping device, referred to in particular as the second housing element, a second rotary piston is arranged, pivotable about the second pivot axis and coupled to the second lever part.In other words, the respective rotary piston is at least indirectly, in particular directly, connected to the respective lever part, in particular in a torque-transmitting and / or rotationally fixed manner, wherein the respective rotary piston extends at least partially, in particular predominantly or completely, within the respective housing element. Pivoting the rotary piston about the respective pivot axis can be understood in particular as turning or rotating the respective rotary piston about the respective pivot axis. The rotary piston can in particular be referred to as a centrifugal piston. The rotary piston partially, in particular directly, delimits the respective chamber. This means that the first rotary piston delimits the first chamber and the second rotary piston delimits the second chamber. In other words, the respective chamber is at least partially formed by the respective rotary piston.By pivoting or rotating the respective rotary piston, the fluid in the respective chamber can be set into rotation. A rotating fluid flow can thus be generated. In other words, the fluid in the respective damping device, in particular in the respective chamber, can be driven by the rotary piston, i.e., by pivoting or rotating the rotary piston. This allows the oil in the respective chamber to be drained from the respective chamber and introduced into the respective damping element.

[0023] In a further embodiment, it is provided that the respective damping element is designed as a respective, in particular external, valve device, which can in particular be referred to as an external or external valve unit. The stabilizer can thus comprise the respective damping device with a rotation-translation converter and an external valve unit. The respective valve device has at least two respective valve regions through which the fluid can flow, which are or can be fluidically connected to one another via at least one respective through-opening through which the fluid can flow, in particular directly.This means that the valve regions of the first hydraulic damping device are fluidically connected or connectable to one another via the through-opening of the damping element of the first damping device, and the valve regions of the second damping device are fluidically connected or connectable to one another via the through-opening of the damping element of the second damping device. In other words, the fluid located in a respective valve region, in particular for damping the fluid flow, can be discharged from the respective valve region and introduced into the other respective valve region. The respective damping element can alternatively have a plurality of such through-openings.

[0024] In a further embodiment, it is provided that the stabilizer part is designed as a torsion bar, in particular as a torsion bar spring, via which the lever parts are at least indirectly, in particular directly, connected to one another, in particular mechanically. In other words, the lever parts can be or are coupled to one another at least indirectly, in particular directly, via the torsion bar, in particular mechanically, in order to reduce the roll angle or to influence the roll behavior of the motor vehicle. This means that the lever parts are connected to one another in a torque-transmitting and / or torsion-resistant manner via the stabilizer part designed as a torsion bar. As a result, the lever parts can be connected to one another with particularly little effort and / or with particular reliability, in particular with particular robustness.

[0025] A rotationally fixed connection is understood to mean a connection between two components which are formed separately from one another and which are connected to one another in such a way that at least relative rotations between the components and preferably relative movements between the components in the axial direction and in the radial direction of the components are avoided or prevented.

[0026] The lever parts and the torsion bar can be formed separately from one another, or the lever parts and the torsion bar can be formed integrally, i.e., integrally with one another. In particular, the respective damping device is arranged at least partially between the respective lever part and the torsion bar with respect to a respective torque flow running from the respective lever part to the torsion bar, whereby the torque flow runs via the respective damping device.

[0027] In a further embodiment, it is provided that the respective rotary piston is arranged, in particular directly, on or on the torsion bar. This allows the rotary piston to be arranged in a particularly space-efficient or particularly space-saving manner. Preferably, it is provided that the respective rotary piston is connected to the torsion bar in a torque-transmitting and / or rotationally fixed manner, in particular directly. In other words, the respective rotary piston and the torsion bar are coupled to one another in a torque-transmitting and / or rotationally fixed manner. This allows the respective rotary piston to be driven by the torsion bar, in particular in a particularly space-efficient manner. The fluid intended for damping can thus be driven via the torsion bar with the mediation of the respective rotary piston in a particularly low-effort and / or particularly space-efficient manner.

[0028] Preferably, the respective rotary piston and the torsion bar are arranged coaxially with each other. This means that the respective pivot axis of the respective rotary piston is arranged coaxially with a torsion bar rotation axis of the torsion bar. In particular, the torsion bar is pivotable or rotatable about the torsion bar rotation axis, for example, relative to the body and / or the chassis.

[0029] In a further embodiment, it is provided that the stabilizer part is designed as a split torsion bar, in particular as a split torsion bar spring. The split torsion bar has at least a first torsion bar part, via which the split torsion bar is connected, in particular at least indirectly or directly, to the first lever part, in particular mechanically. In other words, the first lever part and the second torsion bar part are or can be coupled to one another at least indirectly, in particular directly, in a torque-transmitting and / or rotationally fixed manner. The split torsion bar has at least one second torsion bar part, which is designed, in particular, separately from the second torsion bar part, via which the split torsion bar is connected, in particular indirectly or directly, to the second lever part, in particular mechanically.In other words, the second lever part and the second torsion bar part are or can be coupled to one another, in particular indirectly or directly, in a torque-transmitting and / or rotationally fixed manner.

[0030] Preferably, the torsion bar parts are or can be coupled to one another, in particular at least indirectly or directly, via at least one further, in particular hydraulic, damping device that is different from the hydraulic damping devices. In other words, the torsion bar parts are or can be connected to one another, in particular in a torque-transmitting or mechanical manner, via the hydraulic damping device. By means of the further damping device, a rotational movement of the split torsion bar, in particular about the torsion bar rotation axis, can be damped or damped. This means that the pivoting or rotation of the split torsion bar about the torsion bar rotation axis can be damped or damped by means of the further damping device.In other words, a torque flow between the torsion bar components passes through the additional damping device, which allows the torque flow to be damped or attenuated. This allows the stabilizer to be damped particularly advantageously, particularly with a particularly high degree of freedom. This allows for a particularly advantageous, particularly variable, damping behavior to be achieved, which can significantly improve the vehicle's roll behavior.

[0031] In a further embodiment, it is provided that the stabilizer part is designed as a hydraulic unit, via which the lever parts are or can be coupled to one another hydraulically, in particular indirectly or directly, through the damping elements. In other words, the lever parts are or can be coupled to one another hydraulically via the stabilizer part through the damping elements, in particular exclusively. This means that the stabilizer part is or can be formed as a hydraulic connection between the lever parts. The lever parts can therefore be free of any mechanical connection to one another, which means that no mechanical connection can be provided between the lever parts.The stabilizer may therefore not be a mechanical stabilizer, in particular a continuous one, but rather a hydraulic coupling of the lever parts via the external valve units may be provided, whereby the stabilizer may in particular be referred to as a hydraulic stabilizer.

[0032] In a further embodiment, the respective hydraulic damping device is mounted or secured to the body. This means that a rotation-translation converter can be provided that is fixed to the body. Thus, for example, and in particular exclusively, the respective hydraulic damping device, also referred to as a rotation-translation converter, can be fixed to the body. In other words, the holding device of the stabilizer is provided or secured to the hydraulic damping devices.Thus, the holding device has, for example, a first holding element and a second holding element, in particular formed separately from the first holding element, wherein the first hydraulic damping device is to be held or is held on the body, for example on a first body component, via a first of the holding elements, and the second hydraulic damping device is to be held or is held on the body, for example on a second body component, via the second of the holding elements. For example, it is provided that the holding device of the stabilizer is provided or formed on the respective housing element of the respective hydraulic damping device.This means that the respective holding element can be formed or provided on the respective housing element, via which the stabilizer is to be held or is held at least indirectly, in particular directly, preferably rotatably or movably, on the body and / or on the chassis.

[0033] A second aspect of the invention relates to a wheel suspension for a chassis of a motor vehicle. Advantages and advantageous embodiments of the first aspect of the invention are to be regarded as advantages and advantageous embodiments of the second aspect of the invention, and vice versa. The wheel suspension has at least one check rail provided for guiding a vehicle wheel of the motor vehicle. The check rail has at least one first bearing point, via which the check rail can be or is coupled in an articulated manner to a body and / or a chassis of the motor vehicle, in particular directly or indirectly. In other words, the check rail can be or is connected in an articulated manner to the body and / or the chassis, in particular directly or indirectly, via the first bearing point.

[0034] The check arm has at least one second bearing point spaced apart from the first bearing point, via which the check arm can be or is coupled to a wheel carrier in an articulated manner, in particular at least indirectly or directly. In other words, the check arm can be or is connected to the wheel carrier in an articulated manner via the second bearing point, in particular indirectly or directly.

[0035] Preferably, the vehicle wheel is held or can be held on the wheel carrier, for example at least directly or indirectly, in particular about a wheel rotation axis, so that it can rotate about the wheel carrier. Thus, the check rail is or can be coupled to the vehicle wheel, for example, via the second bearing point through the intermediary of the wheel carrier, in particular indirectly or directly. Coupling the check rail via the respective bearing point can be understood, in particular, as a respective mechanical coupling.

[0036] In order to particularly improve the rolling behavior of the motor vehicle, the invention provides that the wheel suspension has at least one hydraulic damping device designed as a rotary damper, which has at least one chamber arranged within a housing element of the hydraulic damping device and integrated into the check arm, which chamber can be or is filled with a fluid. In other words, the chamber extends at least partially, in particular predominantly or entirely, within the check arm.The hydraulic damping device has at least one damping element arranged outside the housing element, through which the fluid can flow and, in particular at least indirectly or directly, can be or is connected fluidically to the chamber, which can be referred to in particular as an external damping element, by means of which a pivoting movement of the wheel guide about a wheel guide pivot axis running through the first bearing point and / or about a wheel guide pivot axis running through the second bearing point can be or is damped by fluid introduced from the chamber of the rotary damper into the respective damping element.In other words, the fluid can be drained from the chamber and introduced into the damping element, and / or the respective fluid can be drained from the damping element and introduced into the chamber, whereby a fluid flow introduced from the chamber into the damping element and flowing through the damping element can be damped or dampened to dampen the pivoting movement. Because the chamber is integrated into the wheel guide, the wheel suspension can be designed to be particularly space-saving.

[0037] A translational movement of the vehicle wheel, in particular during compression and / or rebound of the vehicle wheel, can therefore be converted into the pivoting movement or a rotational movement by means of the wheel guide with the mediation of the hydraulic damping device, whereby the hydraulic damping device can be referred to in particular as a rotation-translation converter which is integrated into the wheel guide.

[0038] In a further embodiment, it is provided that the check arm has at least one receiving space at the first or second bearing point, which is at least partially, in particular predominantly or completely, preferably directly, delimited or formed by at least one wall of the check arm. In other words, at least one through-opening of the check arm is arranged at the first or second bearing point. The receiving space can therefore be understood in particular as a through-opening. It is preferably provided that at least the chamber of the damping device is arranged in the receiving space or in the through-opening, and the damping element is arranged at least partially, in particular predominantly or completely, outside the receiving space.In other words, the chamber extends at least partially, in particular predominantly or entirely, within the receiving space or the through-opening, and the damping element extends at least partially, in particular predominantly or entirely, outside the receiving space or the through-opening. This allows the wheel suspension to be designed in a particularly space-efficient manner. This can be achieved, in particular, by accommodating the chamber at the first or second bearing point in a particularly space-efficient manner, and by accommodating the damping element, in particular designed as an external valve unit, externally with respect to the wheel guide, for example, at a particularly space-efficient location.

[0039] In a further embodiment, it is provided that a piston element is accommodated or arranged within the housing element. The piston element partially, in particular directly, delimits the chamber. For example, the wheel check valve is articulated via the first or second bearing point with the mediation of the piston element, i.e. via the piston element, i.e. pivotable about the respective pivot axis relative to the body and / or the chassis, and can be or is coupled at least indirectly, in particular directly, to the body and / or the chassis or the wheel carrier. In particular, the housing element is pivotable or rotatable about the respective pivot axis relative to the, for example, stationary, piston element, for example during compression and / or rebound of the vehicle wheel.A relative movement, in particular relative rotation, between the housing element and the piston element is therefore possible, whereby the piston element can in particular be referred to as a rotary piston.

[0040] Preferably, the receiving space or the through-opening is designed to accommodate at least one bearing device, which is, for example, a rubber bearing. Preferably, the housing element and the chamber, and in particular the piston element, can be arranged or are arranged in the receiving space or through-opening instead of the bearing device. This means that the bearing device can be omitted, for example, since the damping device can assume the function of a bearing. The wheel suspension can thus be designed to be particularly space-efficient, since the damping function and bearing function of the wheel guide can be performed together in a particularly space-saving manner.

[0041] A further aspect of the invention relates to a chassis for a motor vehicle. Advantages and advantageous embodiments of the first aspect and the second aspect of the invention are to be regarded as advantages and advantageous embodiments of the further aspect, and vice versa. The chassis has at least one stabilizer, in particular according to the first aspect of the invention. Alternatively or additionally, the chassis has at least one wheel suspension, in particular according to the second aspect of the invention.

[0042] Further features of the invention emerge from the claims, the figures, and the description of the figures. The features and combinations of features mentioned above in the description, as well as the features and combinations of features mentioned below in the description of the figures and / or shown alone in the figures, can be used not only in the respective combinations specified, but also in other combinations or on their own. The invention will now be explained in more detail using a preferred embodiment and with reference to the drawings. They show:

[0043] Fig. 1 is a schematic plan view of a chassis with a stabilizer according to the invention; and

[0044] Fig. 2 is a schematic partial view of a chassis with a stabilizer according to the invention from above; and

[0045] Fig. 3 is a schematic and perspective partial view of a chassis with a stabilizer according to the invention; and

[0046] Fig. 4 is a schematic representation of a damping device of a stabilizer according to the invention; and

[0047] Fig. 5 is a schematic partial sectional view of a damping device of a stabilizer according to the invention; and

[0048] Fig. 6 is a schematic partial sectional view of a damping element of a

[0049] Damping device of a stabilizer according to the invention; and

[0050] Fig. 7 is a schematic plan view of a chassis with a stabilizer according to the invention according to a further embodiment; and

[0051] Fig. 8 is a schematic partial sectional view of another

[0052] Damping device of a stabilizer according to the invention; and

[0053] Fig. 9 is a schematic plan view of a chassis according to the invention with a stabilizer according to the invention according to a further embodiment; and

[0054] Fig. 10 is a schematic front view of a check rail of a wheel suspension according to the invention; and Fig. 11 is a schematic partial view of a check rail of a wheel suspension according to the invention.

[0055] In the figures, identical or functionally identical elements are provided with the same reference symbols.

[0056] Fig. 1 shows a schematic plan view of a chassis 1 for a motor vehicle. Fig. 2 shows the chassis 1 in a schematic partial view from above, and Fig. 3 shows a schematic and perspective partial view. The chassis 1 has at least two wheel suspensions 2, 3. Each wheel suspension 2, 3 is designed to guide a respective vehicle wheel 4, 5 of the motor vehicle. This means that a first of the wheel suspensions 2 is designed to guide a first vehicle wheel 4 of the motor vehicle, and the second wheel suspension 3 is designed to guide the second vehicle wheel 5 of the motor vehicle.

[0057] In this case, the respective wheel suspension 2, 3 each has a respective wheel carrier 12, on which the respective vehicle wheel 4, 5 is or is rotatably mounted about a respective wheel rotation axis 6, 7 of the respective vehicle wheel 4, 5. The respective wheel suspension 2, 3 each has at least one respective check arm 8 provided for guiding the respective vehicle wheel 4, 5. The check arm 8 has at least one first bearing point 9, via which the check arm 8 can be or is coupled in an articulated manner to a structure 67 (not shown in Figs. 1 to 3) and / or a chassis 10 of the motor vehicle, and at least one second bearing point 11 spaced from the first bearing point 9, via which the check arm 8 can be or is coupled in an articulated manner to the wheel carrier 12. The first bearing point 9 is arranged, for example, at one end on the wheel guide 8, and the second bearing point 11 is arranged, for example, at the other end on the wheel guide 8.In one embodiment, the chassis 10 is designed as an axle carrier, in particular a rear axle carrier.

[0058] For example, it is provided that the respective wheel suspension 2, 3 has further, for example two, wheel check arms 13, 14 designed to guide the respective vehicle wheel 4, 5. For example, each further wheel check arm 13, 14 has a respective first bearing point and a respective second bearing point, wherein the respective further wheel check arm 13, 14 can be coupled or is coupled, for example in an articulated manner, to the body 67 and / or the chassis 10 via its respective first bearing point and can be coupled or is coupled to the wheel carrier 12 via the respective second bearing point. The chassis 1 has at least one stabilizer 15, which is designed in particular separately from the wheel suspensions 2, 3 and has at least two lever parts 16, 17.The first lever part is pivotable about a first pivot axis 18 and has a first coupling point 19, via which the first lever part 16 can be coupled or is coupled to the first wheel suspension 2, in particular to the wheel carrier 12. The second lever part 17 can be pivoted relative to the body 67 and / or the chassis 10 about a second pivot axis 20, which runs in particular parallel or coaxial to the first pivot axis 18. Furthermore, the second lever part 17 has at least one second coupling point 21, via which the second lever part 17 can be coupled or is coupled to the second wheel suspension 3, in particular to the wheel carrier 12 of the second wheel suspension 3. The lever parts 16, 17 are spaced apart from one another.

[0059] The stabilizer 15 has at least one stabilizer part 22, via which the lever parts 16, 17 can be or are coupled to one another at least indirectly, in particular directly, in particular for influencing a roll angle of the motor vehicle or for influencing a roll behavior of the motor vehicle. In the exemplary embodiment shown in Fig. 1, the stabilizer part 22 is designed as a torsion bar 23, in particular as a torsion bar spring. The lever parts 16, 17 are at least indirectly, in particular directly, mechanically connected to one another via the torsion bar 23. In the exemplary embodiment shown in Fig. 1, a mechanical connection in the form of the torsion bar 23 is provided between the lever parts 16, 17.This mechanical connection can be understood in particular as an exclusively mechanical connection, so that, for example, no hydraulic connection, i.e. no hydraulic coupling, is provided between the lever parts 16, 17, so that a torque flow running between the lever parts 16, 17, for example, always runs via mechanical components.

[0060] In order to be able to particularly improve the rolling behavior of the motor vehicle, it is provided that a respective hydraulic damping device 25, 26 designed as a rotary damper 24 is assigned to the respective lever part 16, 17. The respective hydraulic damping device 25, 26 is shown in a schematic representation in Fig. 4. A first hydraulic damping device 25 is thus assigned to the first lever part 16, and a second hydraulic damping device 26, designed in particular separately from the first hydraulic damping device 25, is assigned to the second lever part 17. Both hydraulic damping devices 25, 26 are designed as, in particular separate, rotary dampers 24. The respective hydraulic damping device 25, 26 each has at least one respective chamber 28 arranged within a respective housing element 27, which chamber is or can be filled with a fluid.In other words, the respective hydraulic damping device 25, 26 each has a respective first structural unit 32, which has the respective housing element 27 and the respective chamber 28. Fig. 5 shows the first structural unit 32, which is designed, for example, as a respective rotation-translation converter, of the respective hydraulic damping device 25, 26 in a schematic partial sectional view. It is possible for the first structural unit 32 to have a plurality of chambers 28, 29, 30, 31 that can be filled or are filled with the fluid, for example four chambers 28, 29, 30, 31. The respective chamber 28-31 is arranged within the housing element 27 and partially delimited or formed by the housing element 27.

[0061] The respective hydraulic damping device 25, 26 each has at least one respective damping element 33 arranged outside the housing element 27, through which the fluid can flow, and which is fluidically connectable or connected to at least one of the chambers 28-31, for example, to a first and / or a second of the chambers 28, 29. The respective damping element 33 is, for example, part of a second structural unit 34 formed separately from the first structural unit 32, which, with respect to the first structural unit 32, can be referred to in particular as an external structural unit.

[0062] Fig. 6 shows the respective damping element 33 or the respective second structural unit 34 in a schematic partial sectional view. Preferably, the respective damping element 33 or the respective second structural unit 34 has a second housing element 35, which is in particular formed separately from the respective housing element 27. By means of the respective damping element 33, a pivoting movement of the respective lever part 16, 17 about the respective pivot axis 18, 20 can be damped or is damped by fluid introduced from at least the first chamber 28 of the respective rotary damper 24 into the respective damping element 33 and flowing through the respective damping element 33. The fluid flowing through the respective damping element 33, which is preferably an oil, is illustrated in Fig. 5 by arrows 36.

[0063] The respective hydraulic damping devices 25, 26 can be used to achieve individual wheel-specific damping of the stabilizer bar 15, whereby the respective external component allows the respective hydraulic damping devices 25, 26 to be designed in a particularly space-saving manner. This allows the stabilizer bar 15, in particular the chassis 1, to be designed in a particularly space-saving manner.

[0064] In the exemplary embodiment, it is provided that a respective rotary piston 46 is arranged within the respective housing element 27, which is coupled at least indirectly, in particular directly, to the respective lever part 16, 17 and pivotable about the respective pivot axis 18, 20, which at least partially delimits the respective first chamber 28, in particular the respective chambers 28-31. By means of the rotation-translation converter, a respective translational movement of the respective vehicle wheel can be converted into a rotational movement of the stabilizer part 22, in particular of the respective rotary piston 46.

[0065] For example, the respective hydraulic damping device 25, 26 each has at least one first line element 37 through which the fluid can flow, via which the fluid located in the respective first chamber 28 can be introduced into the respective damping element 33. The respective line element 37 can be rigid or flexible.

[0066] In the exemplary embodiment shown in Figs. 4 and 5, it is provided that the respective damping element 33 is designed as the respective valve device 38, which in each case has at least two respective valve regions 39, 40 through which the fluid can flow, which are each fluidically connected or connectable to one another via at least one respective through-opening 41 through which the fluid can flow. In the exemplary embodiment, the fluid flowing through the respective first line element 37 can be introduced, in particular directly, into the first valve region 39.In the exemplary embodiment, the respective hydraulic damping device 25, 26 each has at least one respective second line element 42, which is formed separately from the first line element 37 and through which the fluid can flow. The fluid can be discharged from the respective damping element 33, in particular from the respective second valve region 40, and introduced into at least one of the chambers 28-31, in particular into the second chamber 29. The respective second line element 42 can be rigid or flexible.

[0067] The respective through-opening 41 is, for example, part of a respective main valve 43 of the respective damping element 33. The respective valve regions 39, 40 are, for example, at least partially delimited by the respective second housing element 35 and, in particular, arranged within the respective second housing element 35. For example, the respective damping element 33 has a first cover element 44 at one end and a second cover element 45 at the other end, wherein the respective second housing element 35, and thus, in particular, the valve regions 39, 40, are closed by the respective cover elements 44, 45.

[0068] In the embodiment shown in Fig. 1 to Fig. 6, the respective rotary piston 46 is arranged on or on the torsion bar 23 and, in particular, is connected to the torsion bar 23 in a rotationally fixed manner. Furthermore, as illustrated in Fig. 4, the respective hydraulic damping device 25, 26, in particular the respective first structural unit 32, is mounted in a fixed manner to the body or bodywork.

[0069] Overall, the following operating principle for the respective rotary damper 24 can be recognized: By pivoting or rotating the stabilizer 15, in particular the torsion bar 23 and / or the respective lever part 16, 17, a volume of fluid, also referred to as the oil volume, can be pushed or conveyed from the first chamber 28, in particular via the first line element 37, into the first valve region 39. The oil volume can then be pushed or conveyed from the first valve region 39 through the main valve 43 or through the through-opening 41 into the second valve region 40, whereby a damping effect of the stabilizer 15, in particular the torsion bar 23 and / or the respective lever part 16, 17, can be effected or brought about.Subsequently, the fluid can be pushed or conveyed from the second valve region 40 into an outer region, for example via the second line element 42 into the second chamber 29. The functional principle of the respective rotary damper can be analogous to an ARS swivel motor.

[0070] Fig. 7 shows the chassis 1, in particular the stabilizer 15, according to a further embodiment, in which the stabilizer part 22 is designed as a split torsion bar 47. The split torsion bar 47 has a first torsion bar part 48, via which the split torsion bar 47 is connected to the first lever part 16. In addition, the split torsion bar 47 has a second torsion bar part 49, in particular formed separately from the first torsion bar part 48, via which the split torsion bar 47 is connected to the second lever part 17.

[0071] In the embodiment shown in Fig. 7, the torsion bar parts 48, 49 are coupled or can be coupled to one another via at least one further, preferably hydraulic, damping device 50 which is different from the hydraulic damping devices 25, 26, in particular is designed separately from the hydraulic damping devices 25, 26, by means of which a rotational movement of the split torsion bar 47, in particular of the stabilizer 15, can be damped or damped.

[0072] Fig. 8 shows the further damping device 50 in a schematic partial sectional view. The torsion bar parts 48, 49 are coupled to one another, for example, via a third torsion bar part 51, in particular in a torque-transmitting and / or rotationally fixed manner. The third torsion bar part 51 is rotatably mounted, for example, via at least one plain bearing 52. For example, the further damping device 50 has at least one further damping element 53, designed in particular as a rotation-translation converter. The further damping element 53 can in particular be referred to as a stabilizer adjustment unit. By means of the stabilizer adjustment unit, a rotation angle difference of a first stabilizer half, in particular of the first torsion bar part 48, can be used to adjust at least one hydraulic piston element 54, whereby an oil volume can be passed through a valve system and, in particular in a frequency-selective manner, damping can be generated.The piston element 54 can in particular be referred to as a sealing piston. Connected to a further housing element 55, the third torsion bar part 51, designed, for example, as a passive application torsion bar, can be engaged. The valve system, for example, has at least one damping valve, which can determine a system behavior, for example, between two limiting values. At a first of the limiting values, the damping valve can be closed, whereby a particularly high stiffness of the stabilizer 15, in particular of the split torsion bar 47, can be achieved. At the second limiting value, the damping valve can be open, whereby a normal stiffness of the stabilizer 15, in particular of the split torsion bar 47, can be achieved. The frequency-selective damping valve can generate a desired system behavior and, in particular, additional damping can be achieved without the supply of electrical energy.

[0073] Fig. 9 shows the chassis 1, in particular the stabilizer 15, in a schematic plan view according to a further embodiment, in which the stabilizer part 22 is designed as a hydraulic unit 56. The lever parts 16, 17 are or can be hydraulically coupled to one another via the hydraulic unit 56 through the intermediary of the damping elements 33, in particular the damping devices 25, 26. In the exemplary embodiment, the damping devices 25, 26 are or can be fluidically connected to one another via at least one third line element 57, for example via the third line element 57 and a fourth line element 58. In the exemplary embodiment, the first line elements 37 are or can be fluidically connected to one another via the third line element 57. Furthermore, the second line elements 42 are or can be fluidically connected to one another, for example via the fourth line element 57.The line elements 37, 42, 57, 58 are preferably formed separately from one another. In the exemplary embodiment, the hydraulic assembly 46 comprises at least the damping elements 33 and at least one of the line elements 57, 58. In the exemplary embodiment shown in Fig. 9, it can be seen that no mechanical coupling, in particular a direct one, is provided between the lever parts 16, 17.

[0074] Fig. 10 shows the check arm 8 in a schematic front view. In the exemplary embodiment shown in Fig. 10, the check arm 8 has at least one hydraulic damping device 25a designed as a rotary damper 24a. Fig. 8 shows the check arm 8 in a schematic partial view. The hydraulic damping device 25a, which can be referred to in particular as the third hydraulic damping device 25a, has at least one chamber 28a arranged within a housing element 27a and integrated into the check arm 8, which chamber can be filled or is filled with a fluid. In the exemplary embodiment, several chambers 28a - 31a, for example four chambers 28a - 31a, of the third hydraulic damping device 25a are provided. These chambers 28a - 31a are preferably arranged within the housing element 27a. The chambers 28a - 31a can be filled with the fluid or are filled with the fluid.

[0075] The housing element 27a and the first chamber 28a, and in particular the chambers 28a - 31a, are preferably part of a first structural unit 32a of the third hydraulic damping device 25a.

[0076] The third hydraulic damping device 25a has at least one damping element 33a arranged outside the housing element 27a, through which fluid can flow, and which is fluidically connectable or connected to at least one of the chambers 28a-31a, in particular to the first chamber 28a. The second damping element 33a is preferably part of a second structural unit 34a of the third hydraulic damping device 25a, which is formed separately from the first structural unit 32a. In the exemplary embodiment, a pivoting movement of the check arm 8 about a first check arm pivot axis 59 extending through the first bearing point 9 can be damped or damped by means of the damping element 33a by fluid introduced from the first chamber 28a of the rotary damper 24a into the damping element 33. The pivoting movement is illustrated in Fig. 11 by an arrow 60.Alternatively, by means of the damping element 33, a pivoting movement of the wheel guide 8 about a second wheel guide pivot axis 61 running through the second bearing point 11 can be damped or damped by the fluid introduced from the first chamber 28a of the rotary damper 24a into the damping element 33a.

[0077] In the exemplary embodiment, the check arm 8 has at least one receiving space 63 at the first bearing point 9, which is at least partially delimited by a wall 62 of the check arm 8 and in which at least the first chamber 28a, in particular the chambers 28a-31a, and / or the housing element 27a are arranged. The damping element 33a or the second structural unit 34a is arranged outside the receiving space 63.

[0078] In the exemplary embodiment, the check arm 8 has at least one receiving space 65 at the second bearing point 11, which is at least partially delimited by a second wall 64 and in which at least one bearing device 66, at least referred to as a rubber bearing, is arranged or accommodated. It can thus be seen that the first structural unit 32a of the third hydraulic damping device is arranged or accommodated in the receiving space 63, instead of a corresponding bearing device 66. The first structural unit 32a can thus perform a bearing function at the first bearing point 9, which means that the check arm 8 can be or is held at the first bearing point 9 via the first structural unit 32a on the body 67 and / or the chassis 10, in particular in an articulated manner.

[0079] For example, at least the first chamber 28a, in particular the chambers 28a-31a, is or are partially delimited by a piston element 68, arranged in particular within the housing element 27a. The piston element 68 and the housing element 27a, in particular the wall 62, are preferably pivotable or rotatable relative to one another, in particular about the first wheel guide pivot axis 59. The damping element 33a is, for example, structurally identical to the damping element 33. This means that the damping element 33a can be designed equivalently to the embodiment shown in Fig. 3.Thus, the damping element 33 is designed, for example, as a valve device 38a, which, for example, has at least two valve regions through which the fluid can flow, each of which is or can be fluidically connected to one another via at least one respective through-opening through which the fluid can flow, for example, of a main valve. The first chamber 28a is fluidically connected to the first valve region, for example, via a first line element 37a. The second valve region is fluidly connected to the second chamber 29a, for example, via a second line element 42a.

[0080] Overall, it can be seen that a damper designed as a rotation-translation converter, which is designed as a rotation damper, can be integrated into the chassis 1, in particular into a chassis control arm in the form of the wheel control arm 8.

[0081] With respect to the hydraulic damping devices 25, 26, 25a, it is possible for the chassis 1 to have exclusively the hydraulic damping devices 25, 26, or exclusively the hydraulic damping device 25a, or exclusively several of the hydraulic damping devices 25a. Alternatively, the chassis 1 may have the hydraulic damping devices 25, 26, 25a.

[0082] Numerals such as "first," "second," "third," etc., are intended solely for differentiation and do not indicate any order. This means that the corresponding numerals can be interchanged at will.

[0083] List of reference symbols

[0084] Chassis first wheel suspension second wheel suspension first vehicle wheel second vehicle wheel first wheel rotation axis second wheel rotation axis

[0085] Wheel guide first bearing point

[0086] Chassis second bearing point

[0087] Wheel carrier additional wheel control additional wheel control

[0088] Stabilizer first lever part second lever part first pivot axis first coupling point second pivot axis second coupling point Stabilizer part

[0089] torsion bar

[0090] Rotary damper a Rotary damper first damping devicea third damping device second damping device housing element a housing element first chamber a first chamber second chamber a second chamber third chamber a third chamber fourth chamber a fourth chamber first structural unit a first structural unit damping element a damping element second structural unit a second structural unit second housing element arrow first line element a first line element valve device a valve device first valve area second valve area through-opening second line elementa second line element main valve first cover element second cover element rotary piston split torsion bar first torsion bar part second torsion bar part further damping device third torsion bar part plain bearing further damping element piston element further housing element hydraulic structural unit third line element fourth line element first check valve pivot axis arrow second check valve pivot axiswall

[0091] Receiving space second wall second receiving space storage facility structure

[0092] Piston element

Claims

Patent claims 1. Stabilizer (15) for a chassis (1) of a motor vehicle, comprising a first lever part (16) which is pivotable about a first pivot axis (18) and has a first coupling point (19) via which the first lever part (16) can be coupled to a first wheel suspension (2) designed to guide a first vehicle wheel (4), a second lever part (17) which is spaced from the first lever part (16) and is pivotable about a second pivot axis (20) and has a second coupling point (21) via which the second lever part (17) can be coupled to a second wheel suspension (3) designed to guide a second vehicle wheel (5) which is spaced from the first vehicle wheel (4), and a stabilizer part (22) via which the lever parts (16, 17) can be or are coupled to one another at least indirectly, characterized in that the respective lever part (16,17) each is assigned a respective hydraulic damping device (25, 26) designed as a rotary damper (24), which in each case has at least one respective chamber (28) arranged within a respective housing element (27), which can be filled or is filled with a fluid, and in each case at least one respective damping element (33) arranged outside the housing element (27), through which the fluid can flow and which can be or is connected fluidically to the respective chamber (28), by means of which a pivoting movement of the respective lever part (16, 17) about the respective pivot axis (18, 20) can be damped by fluid introduced from the chamber (28) of the respective rotary damper (24) into the respective damping element (33) and flowing through the damping element (33).

2. Stabilizer (15) according to claim 1, characterized in that within the respective housing element (27) there is arranged a rotary piston (46) which is coupled at least indirectly to the respective lever part (16, 17) and pivotable about the respective pivot axis (18, 20) and which partially delimits the respective chamber (27).

3. Stabilizer (15) according to claim 1 or 2, characterized in that the respective damping element (33) is designed as a respective valve device (38), which in each case has at least two respective valve regions (39, 40) through which the fluid can flow, which are each fluidically connected to one another via at least one respective through-opening (41) through which the fluid can flow.

4. Stabilizer (15) according to one of the preceding claims, characterized in that the stabilizer part (22) is designed as a torsion bar (33) via which the lever parts (16, 17) are at least indirectly connected to one another.

5. Stabilizer (15) according to claim 4 with reference to claim 2, characterized in that the respective rotary piston (46) is arranged on the torsion bar (23).

6. Stabilizer (15) according to one of claims 1 to 3, characterized in that the stabilizer part (22) is designed as a split torsion bar (47) which has a first torsion bar part (48), via which the split torsion bar (47) is connected to the first lever part (16), and a second torsion bar part (49), via which the split torsion bar (47) is connected to the second lever part (17), wherein the torsion bar parts (48, 49) are coupled to one another via at least one further damping device (50) which is different from the hydraulic damping devices (25, 26) and by means of which a rotational movement of the split torsion bar (47) can be damped.

7. Stabilizer (15) according to one of claims 1 to 3, characterized in that the stabilizer part (22) is designed as a hydraulic unit (56) via which the lever parts (16, 17) are or can be hydraulically coupled to one another via the damping elements (33).

8. Stabilizer (15) according to one of the preceding claims, characterized in that the respective hydraulic damping device (25, 26) must be mounted fixed to the body.

9. Wheel suspension (2) for a chassis (1) of a motor vehicle, with at least one check rod (8) provided for guiding a vehicle wheel (4), which has at least one first bearing point (9), via which the check rod (8) can be pivotally coupled to a body (67) of the motor vehicle, and at least one second bearing point (11) spaced from the first bearing point (9), via which the check rod (8) can be pivotally coupled to a wheel carrier (12), characterized by at least one hydraulic damping device (25a) designed as a rotary damper (24a), which has at least one chamber (28a) arranged within a housing element (27a) and integrated in the check rod (8), which chamber can be or is filled with a fluid, and at least one damping element arranged outside the housing element (28a), through which the fluid can flow and which can be or is fluidically connected to the chamber (28a). (33a),by means of which a pivoting movement of the wheel guide (8) about a wheel guide pivot axis (59) running through the first bearing point (9) and / or about a wheel guide pivot axis (61) running through the second bearing point (11) can be damped by fluid introduced from the chamber (28a) of the rotary damper (24a) into the respective damping element (33a).

10. Wheel suspension (2) according to claim 9, characterized in that the wheel guide (8) has at least one receiving space (63, 65) at the first or at the second bearing point (9, 11) which is at least partially delimited by a wall (62, 64) of the wheel guide (8), in which at least the chamber (28a) of the damping device (25a) is arranged, and the damping element (33a) is arranged outside the receiving space (63, 65).

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