EP2501884B1 - Combined accelerating and decelerating device having separable device parts - Google Patents

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 the DE 10 2006 058 639 A1 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 driving element - is limited by the piston rod attachment.

The DE 202 18 067 U1 proposes, when using a fluid damper, the piston rod and a linearly movable carriage each to be provided with a stop, so that the fluid damper is effective only when retracting. The re-extension of the piston rod at a low speed can cause a spring arranged 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.

The present invention is based on the problem to enable easy installation 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 on a double hook. The piston rod has a piston rod end. The driving element and the piston rod are positively connected in guiding the driving element parallel to the stroke directions by means of the piston rod end behind engaging double hook. When guiding the entrainment element by means of at least one second control gate section, the tilted entrainment element can be separated from the piston rod by means of relative movement of the double hook thereto.

Figur 1:

Kombinierte Beschleunigungs- und Verzögerungsvorrichtung;

Figur 2:

Vorrichtung in einer Parkposition;

Figur 3:

Vorrichtung in einer Endposition;

Figur 4:

Detail der Zylinder-Kolben-Einheit;

Figur 5:

Mitnahmeelement;

Figur 6:

Kolbeneinheit;

Figur 7:

Schematische Darstellung der Vorrichtung.

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

FIG. 1:

Combined acceleration and deceleration device;

FIG. 2:

Device in a parking position;

FIG. 3:

Device in an end position;

FIG. 4:

Detail of the cylinder-piston unit;

FIG. 5:

Driving element;

FIG. 6:

Piston unit;

FIG. 7:

Schematic representation of the device.

The FIGS. 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 movement in the direction of this end position, in a partial stroke adjoining the end position, a carrier element (41) of the device (10) engages around a driver 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). In a movement out of the end position, the entrainment element (41) of the in the FIG. 3 shown end position (12) in the in FIG. 2 shown parked position (11) promoted.

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 may be screwed into these bores (22), e.g. be used as a retrofit in a drawer slide system.

For example, the support and guide part (21), which is symmetrical with respect to a center longitudinal plane, comprises a receiving region (23) and a guide region (24). In the receiving area (23), the cylinder-piston unit (61) by means of two on the cylinder head part (64) engaging lugs (26) and by means of a in the cylinder bottom (65) projecting Tragnase (27). 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 is in the exemplary embodiment three millimeters. The Indian FIG. 3 horizontal portion (28) has on its upper side a bulge (31). 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. In the case of 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 formed, for example, for demolding, 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 the 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) is one quarter of its width in this embodiment. 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. helically 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. Also, this groove (72) is sharp-edged to 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 in the cylinder bottom (65) a central bore, which is closed after insertion of the cylinder bottom (65) by means of a sealing plug.

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

In the representations of the FIGS. 2 and 3 the cylinder (62) has on its underside a spring receiver (76). This carries together with a second, on the driving element (41) arranged spring receptacle (46) an energy storage (111), for example a spring (111). In the exemplary embodiment, this is a Zugefeder (111).

The piston unit (81) comprises a e.g. two-piece 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) from a displacement chamber (15) from a compensation chamber (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 in the direction of the displacement chamber (15) oriented shaft seal (91) lies with its outer sealing lip (93) at least in the FIG. 2 shown parking position (11) on the cylinder inner wall (67). In the in the FIG. 3 shown end position (12), the sealing lip (93) of the cylinder inner wall (67) is released. The inner ring (94) sits with play on a piston waist (88). With a ring land (95), the shaft sealing ring (91) engages when pressure is applied to the second piston sealing element (92).

The second piston sealing element (92) is a brake collar (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, such as 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 as an item in the FIG. 5 shown. 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 carrier element (41) has a piston rod head receptacle (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 Actuating element (41) from in the FIG. 3 shown end position (12) in the direction of in the FIG. 2 shown parking position (11) is the Kopfzugfläche (53) of the double hook (52) on the piston rod head (85) and pulls out the piston rod (83). 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 driving element (41) out of the parking position (11) in the direction of the end position (12), the double hook (52) contacts an insertion surface (56) which, for example, encloses an angle of 30 degrees with the head pulling surface (53) , the abutment surface (86) of the piston rod (83). Upon further movement of the driving element (41), the piston rod (83) under elastic deformation in the representation of FIG. 3 pressed down. It slides along the open on its underside double hook (52) and snaps into it. In the manner described, the driving element (41) and the piston rod (83) can be coupled again during an example accidental unhooking during operation. It is also conceivable, for example, when the carrier element (41) is stationary, to insert 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 carrier, the entrainment member (41) is in the park position (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 relation to the environment (1) closed cylinder-piston unit (61) the sealing lip (93) of the piston sealing element (91) is pressed against the outside of the cylinder inner wall (67) and the annular web (67) 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 store (111), the entrainment element (41) and the piston rod (83) in the FIGS. 2 to 4 to the right, pulled in the delay stroke direction (3). The entrainment element (41) is in this case mounted on the control gate section (32). The sealing lip (93) rubs along the cylinder inner wall (67). At the same time the gas column - the gas can be eg air - compressed in the displacement chamber (15). The air column builds up a counterforce against the further movement of the piston (82). The from its interior (97) pressurized brake sleeve (92) applies to the inner wall (67) and enhances 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 strikes the carrier element (41). The acceleration and deceleration device (10) is now in the FIG. 3 shown end position (12).

The 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 equation of motion is second order: $$\mathrm{m}*\mathrm{x"}+\mathrm{k}\left(\mathrm{x}\right)*\mathrm{x\; \text{'}}+\mathrm{c}\left(\mathrm{x}\right)*\mathrm{x}=\mathrm{0}$$

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 '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 '' is the inertial force.

In the first section (77) where 0 is smaller than x and x is smaller than s1, 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 s1 is smaller than x smaller s2, the damping force is essentially determined by the throttling action of the longitudinal groove (68). The effect of the friction 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, also the gas spring (112) has no 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.

If, for example, the drawer is pulled out again, the entraining element (41) moves along the control gate sections (32, 33) of the in the FIG. 3 shown end position (12) in the in FIG. 2 shown parking position (11). 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 entraining element (41) reaches the control cam section (33) oriented not parallel to the direction of movement (2), the energy store (111) causes the entraining element (41) to pivot. This tilts in the direction of the here 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 pivot angle of the driving element (41) is thus independent of the piston rod head receptacle (51).

The combined acceleration and deceleration device (10) may also be constructed such that the displacement space (15) of the cylinder-piston unit (61) between the piston (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

Surroundings

2

Movement directions, stroke directions

3

Delay stroke direction

10

Acceleration and deceleration device

11

parking position

12

end position

15

displacement space

16

compensation space

21

Support and guide part

22

Through Hole

23

reception area

24

guide region

25

guideways

26

nose

27

support lug

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

moving mass

36

flat thigh

37

circle-segment-shaped section

41

Carrier element, actuating element

42

guide elements

43

guide elements

44

Stop, hook-shaped

45

attack

46

spring mount

47

approach ramp

48

driving recess

51

Piston rod head receiving

52

double hook

53

Kopfzugfläche

54

Head thrust surface

55

insertion recess

56

lead-in

61

Cylinder-piston unit

62

cylinder

63

cylinder surface

64

headboard

65

cylinder base

66

constriction

67

inner cylinder

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 mount

77

Section of (62)

78

Section of (62)

79

Section of (62)

81

piston unit

82

piston

83

piston rod

84

guide region

85

Piston rod head

86

stop surface

87

Section of reduced diameter

88

Kolb waist

91

Piston sealing element, shaft seal

92

Piston seal, brake boot

93

sealing lip

94

inner ring

95

ring land

96

Federation

97

inner space

101

reception area

102

stop sign

103

supporting part

104

guide section

105

front shield

111

Energy storage, spring, tension spring

112

gas spring

s1

End of the first section (77)

s2

End of the second section (78)

s

End of the third section (79)

x

Way, hub

x '

speed

x ''

acceleration

Claims (6)

1. Combined acceleration and deceleration apparatus comprising at least one first controlling guidance track section (32) extending in parallel with the stroke directions (2) of a piston rod (83) of a piston-cylinder unit (61), at least one second controlling guidance track section (33) not parallel to said first guidance track section, and an entrainment member (41) which is adapted to be guided by controlling guidance track sections (32, 33), characterized in that

   - entrainment member (41) comprises a double-hook element (52),

   - piston rod (83) has a piston rod head (85),

   - entrainment member (41) and piston rod (83) are adapted to be coupled in a form-fitting manner by means of double-hook element (52) gripping behind piston rod head (85) as entrainment member (41) is guided in parallel with stroke directions (2), and in that,

   - in its rotated condition, entrainment member (41) is separable from piston rod (83) by means of a movement of double-hook element (52) relative to said piston rod as entrainment member (41) is guided by at least said second controlling guidance track section (33).
2. Apparatus (10) as claimed in claim 1, characterized in that entrainment member (41) is loaded by energy storage means (111).
3. Apparatus (10) as claimed in claim 2, characterized in that entrainment member (41) is separable from piston rod (83) by energy storage means (111).
4. Apparatus (10) as claimed in claim 1, characterized in that piston rod (83) is designed to be resiliently deformable.
5. Apparatus (10) as claimed in claim 1, characterized in that all controlling guidance track sections (32, 33) are disposed in mutually parallel planes.
6. Apparatus (10) as claimed in claim 1, characterized by spring and damping coefficients which are stroke dependent in at least a decelerating stroke direction (3).

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