EP2501884A1

EP2501884A1 - Combined accelerating and decelerating device having separable device parts

Info

Publication number: EP2501884A1
Application number: EP10803343A
Authority: EP
Inventors: Günther Zimmer; Martin Zimmer
Original assignee: Individual
Current assignee: Individual
Priority date: 2009-11-17
Filing date: 2010-11-17
Publication date: 2012-09-26
Anticipated expiration: 2030-11-17
Also published as: EP2501884B1; PL2501884T3; DE102009053436A1; WO2011060760A1

Abstract

The invention relates to a combined accelerating and decelerating device, comprising at least one first control slot section (32) arranged parallel to the stroke directions of a piston rod (83) of a cylinder-piston unit (61) and at least one second control slot section (33) not parallel thereto, wherein a driving element (41) can be guided by means of the control slot sections. The driving element (41) and the piston rod (83) can be connected in a form-fit manner while the driving element is guided parallel to the stroke directions of the cylinder-piston unit. While the driving element is guided by means of at least one second control slot section (33), the driving element can be separated from the piston rod.

Description

Combined acceleration and deceleration device with separable device parts

Description:

The invention relates to a combined acceleration and deceleration device with at least one parallel to the stroke directions of a piston rod of a cylinder-piston unit arranged first control gate section and at least one non-parallel thereto second control gate section, wherein a driving element by means of Steuerkulissenabschnitte can be guided.

From DE 10 2006 058 639 AI such a device is known. During assembly, the piston rod is locked permanently in the driving element. The maximum pivot angle of the driving element - and thus the usable lever arm of the Mitnähmeelements - is limited by the piston rod attachment.

DE 202 18 067 Ul suggests, when using a fluid damper, the piston rod and a linearly movable

Each carriage should be provided with a stop, so that the fluid damper is effective only when retracting. Re-extending the piston rod at a low speed may cause a spring disposed in the cylinder. The final speed of such a system is dependent on the initial speed of the impinging mass, so that in the end position beating can take place.

CONFIRMATION COPY The present invention is based on the problem of enabling a simple assembly of the device and to prevent damage during operation.

This problem is solved with the features of the main claim. For this purpose, the driving element and the piston rod can be positively connected in the direction of the driving element parallel to the lifting directions. When guiding the driving element by means of at least one second control gate section, the driving element is separable from the piston rod.

Further details of the invention will become apparent from the dependent claims and the following description of schematically illustrated embodiments.

Figure 1 Combined acceleration and

Delay device;

Figure 2 device in a parking position;

FIG. 3 device in an end position;

Figure 4 detail of the cylinder-piston unit;

FIG. 5 entrainment element;

FIG. 6 piston unit;

Figure 7 Schematic representation of the device

Figures 1 to 3 show a combined acceleration and deceleration device (10) in an isometric view and in longitudinal sections in a parking position (11) and in an end position (12). With such a device (10), for example, sliding doors or pieces of furniture, eg drawers, delayed in an open and / or closed end position can be promoted. During the movement in the direction of this end position, in a partial stroke adjoining the end position, a catch element (41) of the device (10) engages around a catch moved relative thereto. The driving element (41) is in this case moved by the force and / or positively secured parking position (11) in the end position (12). During a movement out of the end position, the carrier element (41) is conveyed from the end position (12) shown in FIG. 3 into the parking position (11) shown in FIG. The combined acceleration and deceleration device (10) comprises a support and guide part (21) in which a cylinder-piston unit (61) and the entrainment element (41) are mounted. The support and guide part (21) has at its two ends in each case a through hole (22). For example, the device can by means of screws in this

Bores (22) are used, e.g. be used as a retrofit in a drawer slide system.

The support and guide part (21), which is symmetrical, for example, to a central longitudinal plane, comprises a receiving area (23) and a guide area (24). In the receiving region (23), the cylinder-piston unit (61) is held by means of two lugs (26) engaging on the cylinder head part (64) and by means of a support nose (27) protruding into the cylinder bottom (65). The guide region (24) comprises, for example, two guideways (25) arranged opposite one another. In the exemplary embodiment, these guideways (25) grooves, each one parallel to the stroke directions (2) of the piston (82) and the piston rod (83) of the cylinder-piston unit (61) oriented Section (28) and with this an obtuse angle, for example, 120 degrees, enclosing portion (29). The non-parallel to the direction of movement (2) portion (29) may be straight or curved. The groove width in the exemplary embodiment is three millimeters. The horizontal section (28) in FIG. 3 has a bulge (31) on its upper side. This bulge (31) has a in the direction of the short portion (29) facing flat leg (36), to which a circular segment-shaped portion (37) adjoins. The angle enclosed by the flat leg (36) with the horizontal section (28) is, for example, between 15 and 30 degrees.

The support and guide member (10) may also include a central guideway (25) or a plurality, e.g. Having in different planes arranged guideways (25). These may also include an edge of the support and guide part (10). Each of these guideways (25) has at least one section (28) oriented parallel to the direction of movement (2) and / or a section (29) which encloses an angle other than an integer multiple of n with the direction of movement (2).

The horizontal section (28) comprises, for example, a control gate section (32). Analogous to this, the section (29) not parallel to the lifting directions (2) comprises a control gate section (33). The normals of the two control gate sections (32, 33) may have an intersection or intersect. With crossing normals, the two control cam sections (32, 33) lie in mutually parallel planes.

The cylinder-piston unit (61) comprises a cylinder (62) in which a piston unit (81) is guided. The cylinder (62), cf. also FIG. 4, comprises a cylinder jacket (63) with a head part (64) and a cylinder bottom (65) inserted into the cylinder jacket (63). The cylinder jacket (63) and the cylinder bottom (65) are produced, for example, as injection-molded parts made of thermoplastic material, for example polyoxymethylene. The cylinder jacket (63) is here cylindrical on its outside and has a constriction (66). Its length is for example nine times the outer diameter. The non-cylindrical cylinder inner wall (67) is designed, for example, for demoulding, for example in the form of a truncated cone shell. The smaller cross-sectional area of this truncated cone shell is located on the head part (64) of the cylinder (62), the larger cross-sectional area on the cylinder bottom (65). The latter cross-sectional area is for example 62 mm ² . The slope of this cone is for example 1: 140. The inner wall (67) is optionally polished. The minimum wall thickness of the cylinder jacket (63) is for example 6% of its outer diameter. In the cylinder inner wall (67) a longitudinal groove (68) is arranged here. Their length is for example 70% of

Cylinder length and ends at the cylinder bottom (65). Their width is e.g. 2% of the larger diameter of the cylinder inner wall (67). The depth of the groove (68) in this embodiment is one quarter of its width. The groove (68) is sharp-edged to the inner wall (67), the Nutauslauf has, for example, a slope of 45 degrees. Instead of a single groove (68) can also be arranged a plurality of grooves (68) on the inner wall (67). Also, these may be e.g. along the inner wall (67) of the cylinder jacket (63).

At the bottom end (71) of the cylinder jacket (63) is located in this embodiment, a further longitudinal groove (72) in the Cylinder inner wall (67). This longitudinal groove (72), for example, offset by 180 degrees from the groove (68), for example, is twice as wide as the groove (68), its length is for example 15% of the cylinder length. The depth of this groove (72) is here one-eighth of its width. This groove (72) is also sharp-edged towards the cylinder inner wall (67) and has, for example, an outlet slope of 45 degrees.

Each of these grooves (68, 72) increases the cross-section of the cylinder interior (69).

For insertion of the cylinder bottom (65), the bottom end (71) has e.g. via a two-stage rotationally symmetrical indentation (73). When mounting the cylinder bottom (65), the air is displaced out of the region of the outer notch to the outside, while the air from the inner notch in the cylinder interior (69) is displaced. It is also conceivable to arrange a central bore in the cylinder bottom (65), which is closed after insertion of the cylinder bottom (65) by means of a closure plug.

In the head part (64), the piston rod leadthrough (74) and a piston rod seal (75) sealing the cylinder inner space (69) against the environment (1) are arranged in this exemplary embodiment. The piston rod seal (75) can be molded onto the head part (64).

In the illustrations of Figures 2 and 3, the cylinder (62) has its underside a spring retainer (76). The latter, together with a second spring receptacle (46) arranged on the catch element (41), carries an energy store (111), eg a spring (111). In the exemplary embodiment, this is a handle (111). The piston unit (81) comprises an eg two-part piston (82) and a piston rod (83). The piston (82) carries two piston sealing elements (91, 92). These delimit, at least in a partial stroke of the insertion movement of the piston (82), a displacement space (15) from a compensation space (16).

The piston (82) has a receiving area (101) formed on the piston rod (83) with a stop plate (102) and a supporting part (103). The latter sits on the receiving area (101) and is connected thereto by e.g. bonded. The support member (103) has a guide portion (104) and a front plate (105). The front plate (105) and the guide section (104) have, for example, two longitudinal channels, so that the interior (97) of the second piston sealing element (92) is always connected to the displacement chamber (15).

Both piston sealing elements (91, 92) are oriented in the embodiment in the direction of the cylinder bottom (65). The shaft sealing ring (91) oriented in the direction of the displacement space (15) rests against the cylinder inner wall (67) with its outer sealing lip (93) at least in the parking position (11) shown in FIG. In the end position (12) shown in FIG. 3, the sealing lip (93) is released from the cylinder inner wall (67). The inner ring (94) sits with play on a piston waist (88). With an annular web (95), the ellendichtring (91) applies when pressurized to the second piston sealing element (92).

The second piston sealing element (92) is a brake cuff (92). It is clamped between the stop plate (102) and the support member (103). With a collar (96) it is guided on the guide portion (104). The piston rod (83), cf. FIG. 6, is made of an elastically deformable material, eg a thermoplastic material. For example, it is cylindrical in the bendable guide region (84) and has a diameter of three millimeters. The piston rod head (85) has an end face a stop surface (86) which is oriented in the embodiment normal to the direction of movement (2). To the piston rod head (85), whose length is for example two-thirds of the diameter of the guide portion (84), a section of diametrically reduced diameter (87) follows. Its length is twice the guide diameter and its diameter is two thirds of this reference value. The entrainment element (41) is shown as an individual part in FIG. It comprises two mutually opposite pairs of guide elements (42, 43) which engage in the guide tracks (25). The entrainment recess (48) is delimited by two stops (44, 45) arranged parallel to one another, for example. The remote from the cylinder-piston unit (61) stop (44) is hook-shaped. He has a ramp (47) and is elastically deformable.

On its side facing the cylinder-piston unit (61), the driving element (41) has a piston rod head housing (51). In the exemplary embodiment, this comprises a double hook (52), a head pull face (53), a head push surface (54) and an insertion recess (55).

The double hook (52) engages in the representation of Figure 3, the piston rod head (85) in the reduced diameter section (87) of the piston rod (83). During the movement of the Actuator (41) from the end position (12) shown in Figure 3 in the direction of the parking position (11) shown in Figure 2, the Kopfzugfläche (53) of the double hook (52) on the piston rod head (85) and pulls the Kol rod (83) out. When inserting the piston rod (83) in the cylinder (62), the stop surface (86) of the piston rod (83) on the head thrust surface (54) of the actuating element (41) abuts. The double hook (52) further engages around the reduced diameter portion (87) of the piston rod (83), so that the driving element (41) and the piston rod (83) are positively connected with each other.

During assembly, the entrainment element (41) and the cylinder-piston unit (61) are inserted into the support and guide part (21). The spring (111) can already sit in the spring receptacle (46, 76). For example, during the first movement of the entrainment element (41) from the parking position (11) in the direction of the end position (12), the double hook (52) contacts an insertion surface (56), e.g. with the Kopfzugflä- (53) at an angle of 30 degrees, the stop surface (86) of the piston rod (83). Upon further movement of the driving element (41), the piston rod (83) is pressed down under elastic deformation in the illustration of Figure 3. It slides along the open on its underside double hook (52) and snaps into it. In the manner described, the entraining element (41) and the piston rod (83) can also be used at a e.g. inadvertent unhooking during operation. It is also conceivable, e.g. when the driving element (41) is stationary, push the piston rod (83) into the insertion recess (55) and lock it.

After mounting the combined acceleration and deceleration device (10) and a relative to this movable driver, the entrainment element (41) in the parking position tion (11), for example, without contact with the driver. The entrainment element (41) rests with the mutually remote sides of the guide elements (42, 43) in the section (29) and in the bulge (31). The touch can be a point, line or surface contact. Both guide elements (42, 43) may also be mounted in the inclined section (29). Other bearing points of the driving element (41) on the support and guide part (21) are conceivable. The so self-retaining driving element (41) is without contact with the example extended piston rod (83). The energy store (111) is stretched and contributes, for example, in addition to the locking of the driving element (41).

The further moving relative to the device (10) driver contacts the actuating element (41) on the stop (45). The actuator (41) releases from the lock and is displaced along the control cam sections (32, 33). In this case, the actuating element (41) is pivoted and the double hook (52) engages around the piston rod head (85). The energy store (111) is relieved and pulls the entrainment element (41) in the direction of the cylinder-piston unit (61). The head push surface (54) abuts against the stop surface (86) and pushes the piston rod (83). The guide of the driving element (41) now takes place along the parallel to the stroke direction of the piston (82) arranged Steuerkulissenabschnitts (32) or the Steuerkulissenabschnitten (32). This guide is for example a plain bearing.

In the cylinder-piston unit (61) which is closed relative to the environment (1), the sealing lip (93) of the piston sealing element (91) is pressed outwards against the cylinder inner wall (67) at the beginning of the movement according to the principle of self-help and the ring land (95) pressed against the brake boot (92). The displacement (15) and the compensation chamber (16) are now virtually hermetically separated from each other. The negative pressure created in the compensation chamber (16) reinforces the sealing of the two spaces (15, 16) from each other and thus the delay of the moving mass.

The mass, for example, the drawer is greatly delayed. The delay is e.g. depending on the inertia of the moving mass, for example, the drawer with the driver and the driving element (41).

Upon further discharge of the energy storage device (111), the carrier element (41) and the piston rod (83) in FIGS. 2 to 4 are pulled to the right in the deceleration stroke direction (3). The entrainment element (41) is mounted on the control cam section (32). The sealing lip (93) rubs along the cylinder inner wall (67). At the same time the gas column - the gas can e.g. Be air - in the displacement chamber (15) compressed. The air column builds up a counterforce against the further movement of the piston (82). From its interior (97) pressurized brake sleeve (92) applies to the

Inner wall (67) and reinforces the braking effect.

As soon as the sealing lip (93) passes the beginning of the longitudinal groove (68), gas flows from the displacement chamber (15) through this throttle gap (68) into the compensation chamber (16). The pressure in the displacement chamber (15) decreases abruptly, so that the gas column only a small counterforce against the propulsive force of the piston (82) exerts. The friction delay has a decreasing influence on the piston movement with increasing stroke. The delay decreases.

The two piston sealing elements (91, 92) are completely detached from the cylinder inner wall (67) as soon as the bottom-side longitudinal groove (72) is reached. Now that the displacement (15) and the compensation chamber (16) are throttle-free interconnected, no delay takes place. The further discharging energy storage (111) slowly pulls the moving mass into the end position. The final speed is thus independent of the speed with which the driver on the

Mitnähmeelement (41) meets. The acceleration and deceleration device (10) is now the end position (12) shown in FIG. FIG. 7 shows a schematic representation of this combined acceleration and deceleration system (10). The moving mass (35) assumed here without friction is shown on the right. It is movable along the control gate sections (32, 33).

The cylinder (62) of the cylinder-piston unit (61) has three sections (77, 78, 79). In the first section (77), the cylinder inner wall (67) is smooth. In the second section (78), the cylinder inner wall (67) additionally has the throttling groove (68). The third section (79) additionally comprises the longitudinal groove (72).

Assuming a frictionless motion of this mechanical system, its second-order equation of motion is m * x * ^v + k (x) * x + c (x) * x = 0

In this equation, the coefficient m denotes the moving mass in kilograms, k (x) the damping in Newton seconds per meter and c (x) the spring stiffness in Newtons per meter.

The variable x denotes the stroke, its first derivative after the time x ^v the velocity and its second derivative after the time x '* the acceleration. The moving mass is constant in all sections (77- 79). The force m * x ^v * is the inertial force. In the first section (77), where 0 is less than x and x is less than sl, the damping force k (x) * x * is expressed by the sum of the friction damping force of the piston sealing elements (91, 92) on the cylinder inner wall (67) and Air damping determined by leakage losses between the displacement (15) and the compensation chamber (16). Due to the seal between displacement (15) and compensation chamber (16), the latter summand is close to zero.

The spring force c (x) * x results from the sum of the spring forces of the spring (111) and the gas spring (112), which is shown here for better representation of their effect in the piston rod (83). The gas spring (112) results from the compression of the gas column in the displacement chamber (15). In the second section (78), in which sl is smaller x smaller than s2, the damping force is essentially determined by the throttling action of the longitudinal groove (68). The effect of the frictional force decreases with increasing stroke, since both piston sealing elements (91, 92) detach from the cylinder inner wall (67). This also decreases the effect of the counterforce caused by the gas spring (112). The spring force caused by the first energy store (111) continues to work, for example, it decreases only slightly with increasing stroke. In the third section (79), where s2 is smaller than x less than s, the damping force is completely canceled. The damping coefficient is zero, and the gas spring (112) no longer has any influence on the movement. The inertial force and the spring force caused by the energy storage (111) are after magnitude equal above. The final speed of the moving mass (35) is thus dependent only on the power of the energy store (111) and the friction of the guide system of the mass (35).

The damping coefficient and the coefficient of spring stiffness of the mechanical system are thus path-dependent and not constant. For example, if the drawer is pulled out again, the Mitnähmeelernent (41) along the Steuerkulissenabschnitte (32, 33) moves from the end position (12) shown in Figure 3 in the parking position (11) shown in Figure 2. When leaving the end position (12) pulls the double hook (52) with the piston rod (83). The piston (82) moves largely without resistance in the cylinder (62). As soon as the entrainment element (41) reaches the control cam section (33) oriented not parallel to the movement direction (2), the energy store (111) causes the entrainment element (41) to pivot. This tilts in the direction of the lower open side of the double hook (52). The double hook (52) moves upwards relative to the piston rod (83). The positive connection between the driving element (41) and the piston rod (83) is separated. The piston rod (83) stops. The driving element (41) is now moved by means of the driver further into the parking position (12), where it is locked by abutment against the guide track sections (29, 31). The driver leaves the driving recess (48). The pivoting angle of the driving element (41) is thus independent of the piston rod head receiving means (51).

The combined acceleration and deceleration device (10) can also be constructed so that the displacement space (15) of the cylinder-piston unit (61) between the piston Ben (82) and the cylinder head part (64) is arranged. The delay stroke direction (3) is then oriented in the direction of the cylinder head (64). Combinations of the various embodiments are conceivable.

List of reference numbers:

1 environment

2 directions of movement, stroke directions

3 delay stroke direction

10 acceleration and deceleration device

11 parking position

12 end position

displacement space

compensation space

21 support and guide part

22 through hole

23 recording area

24 leadership area

25 guideways

26 noses

27 Tragnase

28 section of (25)

29 section of (25)

31 bulge, guideway section

32 control gate section, parallel to (2)

33 control gate section, not parallel to (2)

35 moved mass

36 flat thigh

37 circular segment-shaped section

41 Take-up element, operating element

42 leadership elements

43 management elements 44 stop, hook-shaped

45 stop

46 spring receiver

47 ramp

48 driving recess

51 Piston Rod Head Pickup

52 double hooks

53 head pulling surface

54 head thrust area

55 insertion recess

56 insertion surface

61 cylinder-piston unit 62 cylinders

63 cylinder jacket

64 headboard

65 cylinder bottom

66 constriction

67 cylinder inner wall

68 longitudinal groove, throttle gap

69 cylinder interior

71 bottom end

72 longitudinal groove

73 notch

74 Piston rod bushing 75 Piston rod seal

76 spring receiver

77 section of (62)

78 section of (62)

79 section of (62)

81 piston unit 82 pistons

83 piston rod

84 management area

85 piston rod head

86 stop surface

87 section of reduced diameter

88 piston waist

91 Piston seal, shaft seal 92 Piston seal, brake boot

93 sealing lip

94 inner ring

95 ring bridge

96 fret

97 Interior 01 Recording area

02 stop plate

03 supporting part

04 guide section

05 front plate

Energy storage, spring, tension spring Gas spring

End of the first section (77) end of the second section (78) end of the third section (79) way, stroke

speed

acceleration

Claims

Claims:

1. Combined acceleration and deceleration device (10) with at least one parallel to the stroke directions (2) of a piston rod (83) of a cylinder-piston unit (61) arranged first control cam portion (32) and having at least one non-parallel thereto second Steuerkulissenabschnitt (33), wherein a driving element (41) by means of Steuerkulissenabschnitte (32, 33) is feasible, characterized

- That the driving element (41) and the piston rod (83) in guiding the Mitnähmeelements (41) parallel to the stroke directions (2) are positively connected and - that when guiding the driving element (41) by means

at least one second control gate section (33), the entrainment element (41) from the piston rod (83) is separable.

2. Device (10) according to claim 1, characterized in that the entrainment element (41) by means of an energy store (111) is loaded.

3. Device (10) according to claim 2, characterized in that the entrainment element (41) by means of the energy store (111) of the piston rod (83) is separable.

4. Device (10) according to claim 1, characterized in that the piston rod (83) is elastically deformable.

5. Device (10) according to claim 1, characterized in that all control gate sections (32, 33) lie in mutually parallel planes.

6. Device (10) according to claim 1, characterized in that it has in at least one delay stroke direction (3) stroke-dependent spring and damping coefficients.