JP2005537975A - Vibration resistant handle and method for imparting vibration resistance - Google Patents

Abstract

A car handle (310) comprises a core member with a circular rim (312). At least one damping element (314) is mounted on the rim (312) and is supported in and provided with a spring in the sleeve (318) by at least one spring element (316). A method of manufacturing the handle (310) is also provided. The method includes the steps of providing a handle core member (312) and securing a sleeve (318) to the core member (312). The sleeve (318) comprises at least one damping element (314), which is supported in the sleeve (318) and is spring loaded. Furthermore, a method for optimizing vibrations in a vehicle handle assembly is also provided.

Description

Detailed Description of the Invention

This application enjoys the benefit of the filing date of provisional application No. 60 / 409,290, filed on Sep. 9, 2002. This application is also a partial continuation of pending US Application No. 10 / 223,137, filed on August 19, 2002.

TECHNICAL FIELD The present invention relates generally to a steering wheel or vehicle steering assembly, and more particularly to a handle or steering having higher resistance to vehicle vibration and vibration due to rotation. Concerning assembly.

BACKGROUND OF THE INVENTION A long-standing goal of those who design automobiles is to minimize vibration during operation in various vehicle systems. Benefits from reducing vibrations include higher operating efficiency in addition to reducing wear and cracks in vehicle parts. This is due to a reduction in energy that is wasted due to component vibration. It is also beneficial to increase driver comfort. Since the structure and function in the details of an automobile differ greatly for different vehicle lines and models, the criteria for vibration suppression in one vehicle may differ from the criteria in other vehicles. Moreover, changes in vibration characteristics also occur when new systems or new construction technologies or new style designs are introduced into existing vehicle models.

  Of particular interest to designers are vibration dampening materials in vehicle handles. By reducing the vibration transmitted through the steering system, it is possible to reduce the driver's fatigue and vehicle noise, and the overall driving pleasure can be enhanced. As a method for reducing vibration in a steering system, there is one that focuses on absorbing vibration transmitted through a steering column using a damper weight, and various methods are known in the art. In one approach, an elastic member is used to couple the airbag module to the handle so that the airbag module acts as a mass damper. However, this approach requires a relatively heavy airbag module in the system, otherwise rotational vibrations cannot be effectively suppressed. In other systems, mass dampers are used in direct connection with the steering column. However, in such a system, the structure is relatively complex and requires a relatively large mass.

SUMMARY OF THE INVENTION In one aspect of the present invention , an automobile handle is provided. A preferred one of the handles is that a dampening element is installed in the sleeve and provided around the handle core. Preferably, at least one spring member extends around the damping element and elastically supports the damping element in the sleeve. More preferably, it comprises a plurality of spring members, which are arranged symmetrically around the damping element. The sleeve preferably isolates the damping element and the spring member assembly in the handle's foam mold manufacturing process and provides a suspended spring loaded mass or damping material inside the handle.

  In another aspect, a method for optimizing vibration in a vehicle handle assembly is provided. The method includes forming a handle core member having a substantially circular rim, allowing the core member to connect to a vehicle steering system, and at least one damping element to the sleeve. It is preferred to include the step of installing and the damping element being resiliently supported by at least one spring element in the sleeve. More preferably, the method includes the steps of securing the sleeve to the periphery of the rim portion and rotating the sleeve relative to the rim portion. By elastically supporting the damping element by one or more spring elements, the handle assembly is elastically and relatively displaced between the sleeve and the damping element while the handle assembly is vibrating. The vibration transmitted from the vehicle steering system can be reduced.

DETAILED DESCRIPTION FIGS. 1 and 2 show a partial view of a handle 10 according to a preferred embodiment of the present invention. The handle 10 includes a core 12 that includes a substantially circular rim 13. The core 12 is preferably die-cast or machined from metal. It is preferable that the channel 11 is formed inside the rim 13 and the damping element can be installed as shown below. Preferably, the damping element 14 is fixed around or inside the rim 13 and is at least partially placed inside the channel 11 and fixed therein. In a preferred embodiment, the handle core is die-cast aluminum or magnesium, and includes a plurality of spokes (not shown) as a single core member, and the core 12 is connected to a central body (not shown) by the spokes. It is installed in the steering system of a conventional method.

  When fully assembled, the handle 10 is preferably covered with a known coating material, such as plastic, leather or cloth. By securing the damping element 14, preferably formed from a relatively dense material, to the rim 13, the moment of inertia of the handle and the rotational mass moment of inertia are increased and resistance to rotational vibration is increased. Actually providing the channel 11 in the rim 13 is not essential for the purposes of the present invention, but it should be understood that the channel is an example of a preferred embodiment as it contributes to the installation and retention of the damper weight. One skilled in the art will appreciate that the securing of the “peripheral” damping material 14 of the rim 13 includes various securing means. Further, the damping material 14 may not actually be attached to the rim 13 itself.

  The cross section of the channel 11 is preferably substantially U-shaped, but can be greatly modified without departing from the scope of the present invention. In a preferred embodiment, the channel 11 is formed by casting on a single core member. However, the channel can also be machined. Alternatively, the core member 12 may be assembled by manufacturing the entire rim 13 as another piece and attaching it to the spokes and the center mounting portion. In addition to the U-shaped channel, the rim 13 may comprise, for example, a T-shaped channel, a square channel, a semi-circular channel, or a V-shaped channel. FIG. 3 shows the T-shaped channel 111 mounted on the handle 110. Returning to FIGS. 1 and 2, the damping material 14 can also be formed as having various cross-sectional shapes, preferably designed to fit the cross-section of the channel 11, where the damping material 14 is placed. Install.

  In a preferred embodiment, the channel 11 is continuous and resides around a circular rim 13. However, it should be understood that the rim 13 comprises a plurality of channels, which may be separated by a filling area and arranged outside the periphery of the rim 13. In the die casting method, it is preferable to leave the filled portion in the channel, in which the mold has a gate for the delivery of molten metal. The damping material 14 is preferably made of a material that is completely or partially annular and denser than the core 12, such as lead, steel, tungsten or other metals. The one or more damping elements 14 may be a sufficiently dense non-metallic material, for example, dense polyvinyl chloride (PVC). Various designs are possible, whether or not annular or partial annular, the damping material 14 may include a plurality of pieces, which are arranged substantially symmetrically around the handle 10. Are preferred. The damping elements are preferably substantially symmetrical radially around the periphery of the rim, but other arrangements are conceivably arranged asymmetrically around the center of the handle.

  A further different embodiment is the use of two partial circular members instead of a continuous ring. In this embodiment, the two different members are placed in the channel 11 so that the non-continuous damping structure 14 accommodates the solid region and mold gate obtained by the molding process. can do. In the present specification, the damping material 14 is expressed in a singular form, but it should be understood that the description in the present specification can be similarly applied to a configuration using a plurality of damping materials 14. Yet another possible embodiment is that the channel 211 is filled with metal powder or metal grinding / metal turning 214 as shown in FIG. 4 and holds the material therein by pushing them into the channel 211. Or can be heated and pressed to form the damping material, which can be handled in the same manner as the damping element / ring.

  Returning to FIGS. 1 to 4, it is conceivable to mount the damping material 14 on the rim 13 by various different methods. In a preferred embodiment, the damping material 14 is mounted substantially inside the channel 11. However, the mounting of the damping material may be performed entirely or only inside the channel 11, which depends on the size of the damping material 14 and the channel 11 itself. That is, as used herein, the term “inner” is understood to mean the entire channel 11 or a portion thereof. Further, as described above, the use of a channel is not essential, and the weighted damping member may be secured to the handle rim 13 by other methods. For example, instead of the channel 11 in the rim 13, the rim 13 itself may be formed with a rounded outer surface that is matable with the channel in the damping material 14. Also, there is no need for a channel type at the interface. The damping element 14 may be formed, for example, with a flattened side that is flush with its position relative to the flattened portion of the rim 13. It may be a flush. The damping material 14 may be attached to the rim 13 by fasteners, adhesives or spot welding. Various other alternative configurations are possible, and those skilled in the art will appreciate that a variety of differently shaped rims and damping materials can be used without departing from the scope of the present invention. In this specification, “transmission of vibration” should be understood to mean that vibration is transmitted between two or more structures.

  In a preferred mounting method, the rim 13 (and the core member 12) is placed in an injection mold (not shown) with a connected or inserted damping material 14, with the channel 11 facing upwards. . Next, the elastomeric foam material having multiple components is delivered to a mold for reaction injection molding as is known in the art. The foam material, or adhesive, is preferably a polyurethane foam or a composite material known in the art and adheres to the damping material 14 and rim 13 to hold the damping material 14 in its desired position. An elastic coating layer is applied to the outside of the handle. In other words, the rim 13 can be “rotationally fixed” to the damping element 14 by the foam molding method. This can then be painted or covered with leather, plastic, etc. to finish the handle.

In addition, please understand the following. That is, the material of the damping material 14 preferably has a melting point that can sufficiently withstand the temperature during reaction injection molding, and such temperature is generally in the range of 100 ° C. or more, and more specifically 100 ° C. to 120 ° C. An example of a suitable injection molding process is described in US Pat. No. 6,386,063 to Hayashi et al. That patent is incorporated herein by reference. One skilled in the art can appreciate that known adhesives and elastomeric materials can be used as handle cover / damping material retainers without departing from the scope of the present invention.
Although the damping material 14 is fixed to the channel 11 by the foam in this way, the damping material 14 is given a certain degree of freedom of movement due to the properties of the foam that is flexible and elastic as desired. The mounting of the damping material 14 on the channel 11 is such that one or more pieces of damping material are in continuous contact with the rim 13 to transmit translational and rotational vibrations directly from the core to the damping material. Also good.

  Alternatively, a layer of foam or other elastic material may be placed between the damping material and the core so that the foam absorbs energy before it is transferred to the damping material. With such a design, the energy of rotational vibrations is partially absorbed by the expansion and contraction of the foam. Similarly, by using an elastic foam, resistance to translational vibration is increased, and the damping material can suppress non-rotational vibration, that is, linear vibration, by expanding and contracting the foam. Other methods of attaching the damping material 14 to the core member (ie, “installing by rotation”) are also conceivable. This includes mechanical attachments such as rivets, screws, or tabs that are attached to the rim 13 so that the damping material 14 can be fixed and held in place by bending. In a mode in which the damping material 14 is held in place using a tab, the tab may be formed integrally with the rim 13 by a die casting method, but may be attached separately after the rim 13 is formed. Further, other possible methods of attaching the damping material 14 to the rim 13 include press-fitting the damping material 14 into the channel 11 or crimping the rim 13 to fix the damping material 14 in or around it. Is included.

It is believed that adding weight around the rim of the handle 10 increases the handle's extreme mass moment of inertia and increases the handle's resistance to rotational vibration. By providing a mass outside the handle, the rotational inertia of the handle is increased more than when the mass is applied in the vicinity of the rotation axis (center body) of the handle. The value of the rotational inertia that occurs in a hoop that rotates around the cylinder axis, as well as the handle rim that rotates around the steering column, can be expressed by the following formula:
I = MR ²

“I” is rotational inertia, “M” is the mass of the rim (hoop), and “R” is the radius of the hoop. This equation is only an approximation of the result when the damping member 14 of the present invention is attached to the handle. However, those skilled in the art generally know that the rotational inertia is a distance 2 between the point where the mass is added and the rotation axis. It can be understood that it increases in proportion to the power. In many designed handles, the axis of rotation is not exactly at the center of the handle. However, this mathematical relationship is generally applicable. Thus, by increasing the rotational inertia, i.e., increasing the force required to begin rotating the handle or reversing the rotation, the handle will have greater resistance to rotational vibration. Since the mass is added only at the point where the damping effect is the largest, that is, the rim, the total amount of mass that must be added to reduce vibration is minimized. When the necessary mass is set to the minimum amount, the degree of reduction of the natural frequency of the vibration of the handle is not as great as in other systems, for example, a system in which a larger mass is added to a portion closer to the center of the handle. The handle system that the designers aimed to avoid building has a natural frequency that differs from the natural frequency of the entire vehicle that occurs when driving, such as the natural frequency of the engine or the vehicle itself. there were. As presently understood, the present invention adds a minimal amount of mass and maintains the natural frequency of the handle to be different from the natural frequency of the vehicle or engine, so that undesirable resonant vibration in the handle Can be reduced.

Moreover, avoiding adding an excessive amount of mass results in a lower cost and also reduces the risk of significantly changing the behavior of the steering system and related components during a collision. Such a risk problem may occur when a relatively large mass is added to the airbag module or other part near the rotation axis of the handle.
Included in the problems associated with rotational vibration is a phenomenon known in the art as "lumpy return". If the vehicle travels in a turning direction, then the jerky or rattling motion will occur continuously when the steering wheel returns to the center position, which may not be the desired smooth motion. When a mass is added to the steering wheel, particularly when it is added to the outside, the degree to which the smoothness when the steering wheel returns to the center position can be reduced due to changes in the road surface and fluctuations in the power steering operation. Further, by adding a mass to the handle, resistance to translational vibration of the handle, that is, non-rotational vibration is increased.

  In a related aspect, the present invention provides as an adjustable method a method that enables optimization, for example increased resistance, to rotational vibrations in the vehicle steering wheel. Optimal rotational vibration characteristics can vary if the vehicle lines are different or if there are slight differences in parts and manufacturing, even for the same type and model. In a preferred embodiment, damping materials having various densities, sizes, arrangements, and weights can be used as the attachment of the handle 10. Although simulation devices are well known in the art, simulations using them are performed for turning conditions encountered by, for example, smooth roads, bumpy roads, and vehicle steering systems. That is, objective measurements can be recorded under different simulated conditions for vibration magnitude and frequency. In the test, a different ring or substituting damping mechanism is inserted into the channel 11 to increase or decrease the resistance to rotational vibration imparted to the steering system and to increase or decrease the natural frequency. In this way, it is possible to select one or two or more rings or damping materials that transmit suitable vibration characteristics to the specific vehicle.

  A preferred test flow includes assembling the handle device without using the damping material insert 14, and then mounting the handle device in a simulator to determine the vibration characteristics under different conditions. . The next step includes mounting the heaviest of the multiple damping materials that can be used on the channel 11, if necessary, and then performing a second test series to determine the vibration characteristics. This is to be done for handles with added weights. If satisfactory results are obtained, the “heavy” damping material is used on the vehicle or vehicle line. If satisfactory results are not obtained, the various other damping materials are tested using a handle device to determine the optimal one or more damping materials. Giacomin, J., Shayaa, MS, Dormegnie, E. and Richard, L. 2001, A Frequency Weighting Curve For The Evaluation Of It is described in Steering Wheel Rotational Vibration. This was posted in the Journal of Sound and Vibration and can be viewed at www.shef.ac.uk/mecheng/dynam/ra/human.htm.

  Another method is to determine the appropriate damping material to be inserted into a particular handle. For example, subjective data is obtained from a test driver by a test of actually driving a vehicle. For example, without using a simulation device, the driver is allowed to drive the vehicle at different conditions and at different speeds, and the tester can select the optimum damping material according to the driver's preference and experience statement. Can be done on the basis. In some cases, the steering system may be fully incorporated into the vehicle, but the damping material 14 is not incorporated. The driving test can be carried out by holding the ring with various weights and the designed damping material on the handle, but the damping material can be molded in a predetermined place. Only after selecting the optimum damping material.

  In yet another aspect, the handle 310 is provided with at least one spring member 316 as shown in FIG. Preferably, a plurality of spring members 316 are provided around the damping material 314 so that the mass or damping material 314 provides sufficient spring. In other embodiments, the damping material 314 may be a complete ring and housed within the channel 311 of the handle core or rim 312. Preferred in this embodiment is that the mass 314 has a greater density than the handle core 312, but this is not necessary. In this case, the mass 314 may be formed of, for example, lead or tungsten, and the core may be formed of a carbon net or steel. Alternatively, the mass 314 may be two semi-circular ones, which are placed on the half located opposite the handle 310. Alternatively, the mass 314 may include a plurality of segments arranged symmetrically around the core 312 and inside the core channel 311. At least one spring member 316 is installed on the outer edge of the mass 314 and closely contacts the mass.

  In a preferred embodiment, a plurality of “O” rings or polymeric spring members 316 are placed closely and symmetrically on the outer edge of the mass 314. The sleeve 318 is preferably formed from a rigid material or polymer, such as polyvinyl chloride, to encapsulate or isolate the mass and spring assembly 320 in a handle foam mold process. The inner wall 322 of the sleeve 318 further has a torsional surface, and the outer surface 324 of the spring member 316 joins with it, thereby generating torque for the spring member 316 during vehicle operation. Damping material 314 may be rotationally mounted relative to rim 313 or core 312, for example by foam molding, as described in other embodiments.

Thus, the mass 314 is supported by the spring member 316 and is therefore suspended within the sleeve 318 near the outer edge of the handle. Therefore, the resonance vibration is damped according to the three-dimensional profile, and the torsional vibration is also damped.
As with the other aspects, the fourth aspect, ie, the one shown in FIG. 5, can be adjusted to accommodate various vibration patterns in a particular vehicle. As currently understood, determining the optimal amount of spring member 316 for mass 314 can be done in an interactive manner. In other words, to most dampen resonance and torsional vibrations, a single spring member 316 is simply used around the damping material or mass 314 and the handle 310 is used in known test equipment (eg, Ford and General Motors). And then used to measure the attenuation of resonant and torsional vibrations. That is, any vibration inherent in the handle assembly 320 is inhibited or optimized by simply adding the spring member 316 as an additional member and repeating the test so that the frequency is within the customer's specifications. Can do. Similar to changing the number of spring elements 316, vibration damping can also be achieved, for example, by changing the material used for the spring, thereby changing the inherent spring-like characteristics, and / or changing the material of the damping material 314. Achieved.

  Furthermore, the size of the spring element 316 can be varied to give the handle a desired vibration characteristic. For example, in a relatively large O-ring, the distortion of the inner wall of the sleeve 318 is greater than in the case of a relatively small O-ring, so the “spring effect” on the damping material 314 is different from that in the small O-ring. In other words, the relative displacement between the damping material 314 and the sleeve 318 by the O-ring is subject to fluctuations, and such fluctuations vary with the width of the selected O-ring and other characteristics. For example, it depends on the hardness.

As with the previous embodiment, the density and / or number of damping elements can vary depending on the design of the spring mass. That is, a damping material having a relatively large density or a small density can be placed in the sleeve of the present invention, and a different mass sleeve can be mounted on the handle core to test the vibration characteristics.
The O-ring is preferably formed from an elastic polymer, examples of which are urethane or polyurethane, and are available from well-known sources such as Freudenberg NOK or Dupont. The sleeve 318 is preferably formed of, for example, PVC, or other rigid material, and can withstand the temperatures in the foam manufacturing handle manufacturing process, similar to the material of the “O-ring” or spring member 316.

  This description is intended for purposes of illustration only and should not be construed in any way as limiting the scope of the present invention. That is, those skilled in the art will appreciate that various modifications may be made to the embodiments disclosed herein without departing from the scope of the invention with respect to the following claims as defined above. .

It is a fragmentary sectional view of the handle by the first composition mode of the present invention. It is a partial front view of the handle | steering_wheel of this invention by the structural aspect similar to FIG. It is a fragmentary sectional view of the handle by the 2nd composition mode of the present invention. It is a fragmentary sectional view of the handle by the 3rd composition mode of the present invention. It is a fragmentary sectional view of the handle by the 4th composition mode of the present invention.

Claims (20)

Car handle with:
A core member having a rim that is substantially circular;
At least one damping element fixed to the periphery or the interior of the rim, in communication with the rim to transmit vibrations and comprising an outer edge;
At least one spring member extending around the outer edge and supporting the damping element; and a sleeve installed around the damping element and covering the damping element inside the handle.   The handle according to claim 1, further comprising a plurality of spring members arranged symmetrically around the damping element.   The handle according to claim 2, wherein the spring member is an O-ring.   The handle according to claim 2, wherein the plurality of spring members are a plurality of O-rings.   The handle of claim 1, wherein the damping element has a density greater than that of the core member.   The handle of claim 1, wherein the spring member is formed from an elastic material or polymer.   The handle of claim 1, wherein the substantially circular rim comprises a channel that is substantially complementary to the damping element. A method of manufacturing a steering wheel for an automobile including the following steps:
Providing a core member having a rim that is substantially circular;
Providing at least one damping element comprising an outer edge;
Installing at least one spring member around an outer edge of the damping element;
Placing the at least one damping element within a sleeve such that the spring member resiliently supports the damping element therein; and the sleeve around or inside the rim of the handle And attaching an elastic suspension by a damping element to the core member of the handle. Furthermore, the manufacturing method of the steering wheel of the motor vehicle of Claim 8 including the following processes:
Placing the core member and the sleeve in the mold apparatus; and delivering a flowable and curable material to the mold apparatus, attaching the cured material to the sleeve and the core member, and a damping element and at least one Isolating the individual spring members by a sleeve.   The method of claim 8, wherein the at least one damping element includes a plurality of damping elements secured in at least one sleeve around the rim of the core member.   The method of claim 8, wherein the at least one spring member comprises a plurality of spring members.   The method of claim 10, wherein the at least one spring member comprises a plurality of spring members.   The method of claim 12, wherein the at least one spring member includes a plurality of O-rings.   9. The method of claim 8, wherein the rim of the handle comprises a channel that receives the sleeve.   A handle formed by the method of claim 8. A method for providing optimal vibration to a vehicle handle assembly, including the following steps:
Forming a steering wheel core member having a rim portion that is substantially circular and connectable to a vehicle steering system;
Providing at least one damping element comprising an outer edge;
Placing at least one spring element around an outer edge of the at least one damping element to form at least one spring assembly;
Installing the at least one spring assembly in a sleeve such that the at least one damping element is elastically supported by the at least one spring element in the sleeve;
Mounting the sleeve around the rim portion by rotation; and elastic support of the at least one damping element by the at least one spring element to cause the handle assembly at the sleeve and the damping element to The step of facilitating elastic and relative displacement during vibration and dampening vibrations transmitted there from the steering system.   The method of claim 16, wherein the at least one damping element is formed from a material having a density greater than that of the core member to increase inertial resistance to vibration of the handle assembly. The method of claim 16 further comprising the following steps:
Providing a plurality of sleeves each having a damping element of different mass and elastically supported therein;
Measuring vibration of the handle assembly for each of the selected sleeves fixed to the core of the handle; and selecting one sleeve from the plurality of sleeves to provide the handle assembly with an optimum resistance to vibration. The step of communicating is based on vibration characteristics imparted to the handle assembly when secured to the handle assembly. The method of claim 16 further comprising the following steps:
Installing a first number of elastic spring elements on the outer edge of the damping element;
Housing the damping element having the first number of elastic spring elements in a sleeve and securing the sleeve to a handle core;
Measuring the vibration of the handle core by mounting the sleeve on the handle core;
Installing a second number of elastic spring elements on the outer edge of the damping element;
Storing the damping element having the second number of elastic spring elements in a sleeve and securing the sleeve to a handle core;
Measuring the vibration of the handle core by mounting the sleeve on the handle core; and selecting the number of spring elements to be installed on the damping element and transmitting the optimum resistance to vibration to the handle assembly. Performing based on vibration characteristics imparted to the handle assembly when secured to the handle assembly. The method of claim 16 further comprising the following steps:
Disposing a first at least one spring element having a first width around the first damping element;
Housing the first damping element with the first spring element having a first width in a sleeve and securing the sleeve to the handle core;
Measuring the vibration of the handle core by mounting the sleeve on the handle core;
A second at least one spring element having a second width different from the first width is disposed around the second at least one damping element; and the first at least one spring element is A step corresponding to a second at least one spring element;
Housing the second at least one damping element having the second at least one spring element having a second width in a sleeve and securing the sleeve to the handle core;
Measuring the vibration of the handle core by mounting the sleeve on the handle core; and selecting a width of a spring element to be installed on the damping element to convey an optimum resistance to vibration to the handle assembly. Performing based on vibration characteristics imparted to the handle assembly when secured to the handle assembly.

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