WO2018060215A1 - Dispositif de positionnement dans un véhicule automobile avec système d'amortissement à friction - Google Patents

Dispositif de positionnement dans un véhicule automobile avec système d'amortissement à friction Download PDF

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Publication number
WO2018060215A1
WO2018060215A1 PCT/EP2017/074430 EP2017074430W WO2018060215A1 WO 2018060215 A1 WO2018060215 A1 WO 2018060215A1 EP 2017074430 W EP2017074430 W EP 2017074430W WO 2018060215 A1 WO2018060215 A1 WO 2018060215A1
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WO
WIPO (PCT)
Prior art keywords
friction
carrier
drive
housing
adjusting device
Prior art date
Application number
PCT/EP2017/074430
Other languages
German (de)
English (en)
Inventor
Joachim Müller
Mario Pfister
Samuel Schneider
Jörg SELIGMANN
Original Assignee
Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Bamberg
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Bamberg filed Critical Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Bamberg
Publication of WO2018060215A1 publication Critical patent/WO2018060215A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F7/00—Vibration-dampers; Shock-absorbers
    • F16F7/08—Vibration-dampers; Shock-absorbers with friction surfaces rectilinearly movable along each other
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
    • E05F15/00—Power-operated mechanisms for wings
    • E05F15/60—Power-operated mechanisms for wings using electrical actuators
    • E05F15/603—Power-operated mechanisms for wings using electrical actuators using rotary electromotors
    • E05F15/665—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for vertically-sliding wings
    • E05F15/689—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for vertically-sliding wings specially adapted for vehicle windows
    • E05F15/697—Motor units therefor, e.g. geared motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F7/00—Vibration-dampers; Shock-absorbers
    • F16F7/02—Vibration-dampers; Shock-absorbers with relatively-rotatable friction surfaces that are pressed together
    • F16F7/06—Vibration-dampers; Shock-absorbers with relatively-rotatable friction surfaces that are pressed together in a direction perpendicular or inclined to the axis of rotation
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2600/00—Mounting or coupling arrangements for elements provided for in this subclass
    • E05Y2600/60—Mounting or coupling members; Accessories therefor
    • E05Y2600/634—Spacers
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2800/00—Details, accessories and auxiliary operations not otherwise provided for
    • E05Y2800/40—Physical or chemical protection
    • E05Y2800/422—Physical or chemical protection against vibration or noise

Definitions

  • the invention relates to an adjusting device for a motor vehicle, in particular for doors and flaps, such as for the motorized adjustment of windows, doors or locks.
  • piezoelectric elements are arranged in the bearing area of the drive shaft of a drive device, which are not only suitable to detect axial vibrations of the shaft, but also actively act on the vibration behavior of the shaft or the associated rotor of a motor by electronically controlled by the piezoelectric elements on the shaft end of the rotor.
  • Such active Vibration-influencing systems are technically relatively complex and economically feasible only to a limited extent in mass production.
  • a vibration damping measure which consists in the interposition of a damping element made of rubber or elastomer in the way of structure-borne noise propagation.
  • the two metallic interfaces of a connecting element were connected by vulcanization of an intermediate damping element. But even this solution is relatively expensive and technically difficult to implement in many cases.
  • vibration dampers in which an elastic friction damper fixed to a friction agent carrier and a relatively movable friction element are in frictional connection the vibration damping can perform a rubbing relative movement to each other, it is irrelevant whether the vibrating object represents the friction element or whether it is firmly connected to the friction damper, so acts as Reibstoffmik.
  • Friction damping systems are known, for example, in washing machines for the vibration-damping suspension of washing machine drums, wherein the friction paths amount to 5 millimeters or more.
  • the transmission of the technology known there to the damping of drives or motors is not possible because both the vibration amplitudes and the frequencies differ by several orders of magnitude.
  • an adjusting device for a motor vehicle with a motor drive and a support to which the drive is mounted proposed, in which a Reibdämpfungssystem is provided with at least one Reibstoffmik, at least one friction element and a friction damper, by means of the vibrations of the drive relative to the Supported carrier in the range of 30 - 1 0,000 Hz, by a rubbing relative movement between the friction member and the provided on the Reibstoffong Reibdämpfer is permitted, wherein
  • a damped amplitude of the oscillation is at least 30% lower than a non-damped amplitude.
  • the drive comprises, for example, a two-part housing with a first housing part and a second housing part, which at different, mutually remote sides of the carrier, for. B. a module carrier of a window, are arranged so that a portion of the carrier between the first and second housing parts, and the at least one friction element is part of the first housing part and the at least one Reibstoffmoi part of the second housing part.
  • the first and second housing parts are connected to one another, for example, by a plurality of fastening openings in the support. At least one of the attachment openings, a relative movement of the first and second housing parts is then specifically allowed to each other. In the region of this at least one attachment opening, the at least one friction element and the at least one friction agent carrier are provided to prevent vibrations of the Drive by in the range of at least one mounting hole specifically approved relative movements of the first and second housing parts to damp each other.
  • the at least one friction agent carrier of the second housing part can protrude through the mounting opening in the carrier and project with the provided on the Reibstoffarna at least one friction damper on the side of the carrier on which the second housing part is arranged.
  • the at least one friction element of the first housing part then at least partially receives the protruding friction medium carrier.
  • the at least one friction element of the first housing part is formed in the form of a bush, in which a protruding through the mounting hole and projecting part of the Reibstoffmiks is added.
  • the at least one friction element on the carrier and the at least one friction agent carrier are provided on the drive or conversely the at least one friction element on the drive and the at least one friction agent carrier on the carrier (1) are provided.
  • Such a variant is of course also combinable with a variant explained above.
  • the drive may then comprise a two-part housing with a first housing part and a second housing part, which are arranged on different, mutually remote sides of the carrier, so that a portion of the carrier lies between the first and second housing parts, and a first friction element part of the first Housing part and a first Reibstoffmik is part of the second housing part and (a) a second friction element on the carrier and a second Reibstoffmik are provided on the drive or vice versa (b) a second friction element on the drive and a second Reibstoffmik are provided on the carrier.
  • the Reibffenffy may be formed or formed on a housing part of the drive or on the carrier.
  • the friction element may be formed or formed on the carrier or on a housing part of the drive.
  • the at least one friction element is provided on a housing of the drive or an element connected to a housing of the drive), in particular formed thereon.
  • the at least one friction element is through a stiffening rib provided on the housing,
  • An extension element for example, rod-shaped or peg-shaped protruding from the housing of the drive can be formed.
  • a friction damping system of an adjusting device is designed or adjustable so that vibrations in the range of 30 - 10,000 Hz are attenuated, wherein the non-damped amplitude between Reibstoffmik and friction element is at most 2.0 mm, preferably in the range of 0 , 1 mm to 1, 0 mm, and the attenuated amplitude is at least 30%, preferably at least 50% lower than the non-damped amplitude.
  • the dependent claims indicate preferred variants of the invention.
  • the friction damper is at least partially enclosed, ie enclosed, in the vibration direction by the friction agent carrier, wherein the height of the mount extending orthogonally to the direction of vibration is, for example, at least 50% of a mean height of the friction damper.
  • the friction damper can be partially enclosed by the at least one friction element along at least one direction of oscillation, wherein the height of a circumferential extension of the at least one friction element is 50% of a mean height of the friction damper.
  • tolerance-dependent minimum heights of the enclosure of the Reibdämpfers provided sen.
  • the height of the enclosure of Reibdämpfers 60% to 90% of the height of the Reibdämpfers.
  • the height of the friction damper rim should be set at 30% to 60% of the height of the friction damper.
  • a friction plane of the friction damper can in principle be arranged parallel to the vibration plane of the friction element.
  • the friction plane is defined here by the at least one friction damper. Along the friction plane extends a friction surface of the Reibdämpfers.
  • a variant of the invention in particular in combination with a spring-elastic contact between the friction element on the one hand and the Reibstoffarme placed on the other friction damper on the other hand, but also an acute-angled arrangement between the friction plane of the Reibdämpfers and a plane of vibration of the friction element is possible.
  • the friction element executes its relative movement during vibrations of the drive.
  • This variant has the advantage that during each individual vibration, changing friction conditions (inter alia with regard to the ratio of friction and seer effects) and the associated different damping properties can be used.
  • Comparable effects can be achieved with a concave contour of the Reibdämpfers, wherein the concave contour may correspond to a circle portion, a portion of an ellipse or parabola, or may be formed from two obtuse composite surfaces. Such contours are also suitable to dampen the translatory vibrations superimposed rotational oscillations.
  • the friction damping system ie its components in operative connection (Reibffenou, friction damper and friction element) can be placed at different locations.
  • An extremely space-saving variant is to integrate the Reibdämpfungssystem in one of several attachment points of a drive, wherein one degree of freedom can be maintained in the direction of vibration.
  • Another possibility is to use a portion of the outer wall of the drive, esp. A suitable surface of the engine or transmission housing.
  • These vibrating surfaces of the drive can be used as a friction element, which emit vibration energy in contact with a fixed to a base friction damper.
  • the friction damper is fixed to the drive and is supported against a formed as a friction element counter surface of a base.
  • the desired amplitude can be adjusted in the ratio of the lever lengths by shifting the oscillating surface belonging to the friction damping system away from the drive to be damped.
  • This is particularly easy to implement by an extension element which is integrally formed on the desired housing wall.
  • a separate extension element can be used, which is to be connected to the oscillatory housing.
  • the drive to be damped is mounted on a pre-assembly carrier or a module carrier, as is known, for example, for drives of cable window lifters on door modules, a part of the Reibdämpfungssystems can be integrally integrated into the carrier, but at least connected to the carrier.
  • the function of the friction agent carrier or the friction element can be assigned to the relevant region of the carrier.
  • a similar procedure can be used if the friction damping system is to be combined with a drive for a vehicle seat.
  • the carrier of the drive z. B. a seat rail, a seat side part or the structure of a backrest.
  • a suitable material for the friction damper usually from the material classes “rubber” or “elastomers”, should be made depending on the specific requirements of the individual case.
  • the requirements to be considered concern in particular the material pairing, which is based on the choice of the material of the friction element, the range of the operating temperature to be covered and any changes in the surface quality over time, eg. B. due to chemical influences or pollution.
  • the material pairing which is based on the choice of the material of the friction element, the range of the operating temperature to be covered and any changes in the surface quality over time, eg. B. due to chemical influences or pollution.
  • the friction medium carrier is made of plastic or is part of a plastic part (eg a carrier plate or a housing), the friction damper can advantageously be molded onto it by means of a multi-component injection molding process.
  • the friction damping system according to the invention is particularly suitable for damping acoustic vibrations that are generated by a drive of a window regulator of a motor vehicle.
  • the friction agent carrier should be an integral part of the module carrier, wherein the associated friction element is part of the oscillatory drive, in particular the transmission or motor housing.
  • the friction element can be part of the one housing part and the Reibstoffarme part of the other housing part of the two-piece housing.
  • the proposed solution further relates to an adjusting device for a motor vehicle, with a motor drive and a carrier to which the drive is attached, wherein the drive comprises a two-part housing having a first housing part and a second housing part, which on different, mutually remote sides of Carriers are arranged so that a portion of the carrier is located between the first and second housing parts, and wherein the first and second housing parts are interconnected by a plurality of attachment openings in the carrier.
  • the drive comprises a two-part housing having a first housing part and a second housing part, which on different, mutually remote sides of Carriers are arranged so that a portion of the carrier is located between the first and second housing parts, and wherein the first and second housing parts are interconnected by a plurality of attachment openings in the carrier.
  • the at least one friction element is part of the first housing part and the at least one friction agent carrier is part of the second housing part. Relative movement of the first and second housing parts relative to one another is permitted on at least one of the fastening openings and the at least one friction element and the at least one friction-medium carrier are provided in the region of this at least one fastening opening.
  • the proposed solution further relates to an adjusting device for a motor vehicle, with a motor drive and a carrier to which the drive is attached, wherein the drive comprises a housing.
  • a friction damping system with at least one friction agent carrier, at least one friction element and a friction damper is provided, by means of which vibrations of the drive relative to the carrier in the range of 30-1000 Hz are damped by a friction relative movement between the friction element and the friction damper provided on the Reibstoffippo is allowed.
  • the at least one friction element on the carrier and the at least one Reibstoffmik to the housing of the drive or connected to a housing of the drive element or vice versa the at least one friction element on the housing of the drive or connected to a housing of the drive element and the at least one friction agent carrier is provided on the carrier.
  • FIG. 1 a a detail of the view of a module carrier of a vehicle door from the side of the cable outlet housing of a cable window lifter;
  • FIG. 1b shows a detail of the view of a module carrier of a vehicle door from the side of the drive and control unit of a cable window lifter;
  • Figure 2 a section of an exploded view of a drive unit of a
  • FIG. 2b Exploded view analogous to FIG. 2a, but without module carrier;
  • FIG. 8b shows a detail of a side view in a sectional view of the system according to FIG.
  • FIG. 9a a detail of a top view of a system similar to the system according to FIG. 6a, but with an extension element as a friction element on the pole pot of the motor;
  • FIG. 9b shows a perspective view of the system according to FIG. 9a
  • FIG. 10 shows a schematic illustration of a friction damping system with a friction damper partially enclosed by a friction agent carrier, wherein the friction surface extends parallel to the vibration plane of the friction element;
  • Figure 1 Schematic representation of a Reibdämpfungssystems with a partially enclosed by Reibstoffarna friction damper, wherein two symmetrically arranged friction surfaces extend at an angle to the vibration plane of the friction element;
  • FIG. 1 2 Schematic representation of a Reibdämpfungssystems with a partially enclosed by Reibstoffarna friction damper, wherein the friction surface is slightly concave, and with a vibrating in two main directions friction element;
  • FIG. 1 3 Schematic representation of a Reibdämpfungssystems with a partially enclosed by Reibstoffarna friction damper, wherein a concave friction surface is adapted to fit the associated rice-round cross-sectional area of a rotationally vibrating friction element;
  • Figure 14 force-displacement diagram for different Shore hardnesses of friction dampers.
  • Figures 1 a and 1 b show sections of views of a module carrier 1 of a vehicle door from the side of the cable outlet housing 330 and the motor drive 2 of a cable window lifter.
  • the support plate 1 of the door module mounting holes 1 In the region of the attachment points 331 of the cable outlet housing 330 and the associated fastening points 221 of the gear housing 220, the support plate 1 of the door module mounting holes 1 1, through which the two housings are connected together and secured to the module carrier.
  • On the so-called dry space side of the drive 2 forms a structural unit consisting of the electric motor 20, the electronic control device 21 and the transmission 220.
  • damping points 222, 332 a third attachment point was usually arranged, which was analogous to the other attachment points 221, 331 was formed.
  • this point 222, 332 is now equipped with a friction damping system, wherein at this point the transfer of fastening forces transversely to the door level is dispensed with.
  • FIGS 2a and 2b show exploded views of a drive unit of a cable window lifter analogous to Figures 1 a, 1 b, in which the Reibdämpfungssystem (in the field of otherwise conventional attachment point) can be seen in detail. Accordingly, a pin-shaped friction medium carrier 332a rises from the damping point 322, which tapers somewhat in the direction of its free end, that is to say has an acute-angled contour.
  • the outer contours of the friction damper 40 may be part of a virtual, substantially cylindrical envelope surface.
  • the friction element 222 of the gear housing 220 which serves to damp the vibration is designed in the form of a bush (see also FIG. 2 c) which is suitable for receiving the peg-shaped friction means carrier 332 a with the friction dampers 40.
  • the inner contour of the bushing can have the same acute angle as the friction agent carrier 332a.
  • the contour can also have a more acute angle.
  • the combination with a cylindrical contour is in principle applicable, especially if the outer contour of the friction damper 40 is part of a virtual, substantially cylindrical envelope surface.
  • the constructive dimensioning and material-technical selection of the components of the Reibdämpfungssystems thus offers a variety of possible variations. It is also possible to generate varying damping properties via the oscillation path. These degrees of freedom allow a good adaptation of the Reibdämpfungssystems invention to the prevailing conditions and needs. As a result, the frequencies to be damped can be influenced as well as the amplitudes of the oscillating drives.
  • the assembly formed from the motor 20, electronic unit 21 and gear 22 is excited to vibrate.
  • the drive 2 is connected via two attachment points 221 through attachment openings 1 1 of the carrier plate 1 with the rope outlet housing 330 lying on the other side (wet space side) of the carrier plate 1, the imaginary connecting line between the designated attachment points 221 forms a vibration axis S (see also Figures 1 a, 1 b).
  • the attachment points 331 on the side of the cable outlet housing 330 Befest Whilesdome 331 a are screwed into which from the sides of the transmission housing 22 screws after the Befest onlysdome 331 a were inserted into a suitable receptacles 221 a.
  • the oscillation axis S lies substantially in the plane of the carrier plate 1 and separates on the one hand the comparatively heavy motor 20 with the connected electronic unit 21 and on the other hand the transmission 22, which has a drive worm and a worm wheel 225 driven by it.
  • the drive force is transmitted to a (not shown) cable drum via a mechanical interface 224 in the manner of a positive coupling, which sits on a bearing 333 in the designated space 334 of the cable drum housing 330.
  • the friction damping system (40, 222, 332a) is arranged to provide the largest possible vibration amplitude for the Reibdämpfungssystem available.
  • a rubbing relative movement takes place between the friction means 222 and the friction damper 40. Even if this relative movement is in the range of tenths of a millimeter, measurable and subjectively perceivable improvements in the acoustics of the drive can be achieved according to findings from experiments with arrangements according to the invention.
  • FIG. 3 Another variant of the invention (see FIG. 3) is based on a largely unchanged drive 2, which has been in use for a long time, wherein only one of the usual attachment points has been converted into a swingable engagement 221 '. As described in FIGS. 2a to 2c, this engagement can be very similar to the elements 222, 332a. In principle, it would be sufficient to dispense with a friction damper 40 on Reibstoffvic 332a. According to this variant, suitable smooth or planar surfaces 222a of the gear housing 22 are used as the friction element 222a. Associated with these are friction damper 40a, which are connected to Reibstoffmikn 1 3a. Ideally, these Reibstoffrang 1 3a do not represent separate elements, but are integrally formed on the support plate 1 (preferably made of plastic) formed.
  • One of the above-described embodiment very similar variant shows the example of Figure 4. It differs only in that a stiffening rib of the gear housing 22 is used as the friction element 222b. Accordingly, on both sides of the stiffening rib 222b friction damper 40b are supported, which are supported by Reibstoffmikn 1 3b.
  • the schematically indicated friction means carrier 1 3c are preferably integrally connected to the carrier 1 of the drive unit 2.
  • the carrier 1 is produced by the plastic injection molding process, it would be considered to form a friction damper 40c consisting of elastomer in the two-component process on the friction agent carrier 1 3c.
  • the friction damper 40c can also be formed on the extension element 222c, so that it would function as a friction agent carrier.
  • the element, which is excellent as a friction agent carrier 1 3c would assume the function of a friction element.
  • FIGS. 6a-6c shows a carrier plate 1 made of plastic, on which two friction agent carriers 1 3d are formed.
  • the drive 2 is, analogously to the variant of FIG. 5 already described, fastened to the carrier plate 1 via the two fastening points 221, so that along these fastening points 221 a virtual oscillation axis S is established, around which the parts 20, 21, 22 of the drive 2 swing.
  • the friction medium carriers 1 3d are arranged in the region of the free end of the pole pot of the electric motor 20.
  • the friction dampers 40 d connected to the friction medium carriers 1 3d arranged on both sides extend along the plane of oscillation which is formed by the convex surface 222d of the pole pot of the motor 20 acting as a friction element.
  • FIGS. 7a and 7b differs from that described above only in that the friction means carriers 1 3e are associated with the friction dampers 40e of the cylindrical surface of a bearing area 231 of the motor housing 20, so that this bearing area 231 acts as a friction element 222e.
  • an extension element 222g need not necessarily and exclusively represent a rigid extension of the selected oscillatory part (electric motor 20).
  • the selection or dimensioning of a connecting adapter 231 g for the extension element 222g and the dimensioning of the extension element 222g itself, as well as the material selection, can significantly influence the properties of the friction damping system.
  • the extension element 222 g is connected to the end bearing area 231 of the electric motor 20.
  • the U-shaped connection with the extension element 222g represents an elasticity which has an effect on the vibration behavior and the damping properties of the overall system.
  • the extension or friction element 222g in the form of a longitudinally slotted tube, which is itself relatively stiff and with its end portion in frictional contact with the Reibdämpfern 40g, which bear on the Reibstoffmikn 1 3g.
  • an extension element which, while being substantially rigid in bending along the plane of oscillation, is spring-elastic transversely to the plane of oscillation.
  • Such an embodiment would have the advantage that it could easily compensate for the dimensional and positional tolerances between the drive 2 and the friction means carrier or the friction damper.
  • FIGS. 10 to 13 show by way of example some possible variants of the structure of a friction damping system in the context of the invention. Because of the large number of combinatorial possibilities of constructive details of the Reibstoffmiks, Reibdämpfers and the friction element, as well as the vibration behavior, only basic allusions to the potential variation of the design options can be presented here.
  • a friction damping system is schematically illustrated, as is also the case with the technical embodiments described above came. Accordingly, the friction surface 400h of the friction element 40h runs parallel to the vibration plane E of the friction element 222h.
  • the friction damper 40h is bordered by more than 50% of its height from the friction agent carrier. The deeper the skirt of the friction damper 40h, that is, the smaller the portion protruding from the skirt of the friction medium carrier 1 3h, the lower the shear rate in the material of the friction damper 40h.
  • FIG. 1 1 essentially corresponds to that of FIG. 10, but with the difference that the friction surface 400i extends at an acute angle to the vibration plane E, namely symmetrically, starting from the central region at the level of the illustrated rest position of the friction element 222i.
  • the ratio of shear and friction effects with the oscillations changes periodically, in such a way that with increasing deflection of the friction element 222i from its rest position, the proportion of shear effects at the expense of the frictional effects increases.
  • This tendency is additionally supported by the fact that the border of the friction damper 40i is significantly larger in the central region than at the edges, ie at the turning points of the oscillating friction element 222i.
  • the angle of the friction surface 400i is exaggerated with respect to the vibration plane E to clarify the construction.
  • FIG. 1 2 shows a friction element 222j with a circular outer friction contour whose vertical oscillations in the plane of vibration E are superimposed by rotational vibrations R.
  • the Reibstoffvic 1 3j sums a Reibdämpfer 40j to more than 50%.
  • Whose friction surface 400j is concave, which has a radius which is greater than the radius of the friction contour of the Reibdämpfers 222j. Since such a construction represents a compromise with respect to the two different vibrations, a combination in which the two friction partners 40j, 222j lie resiliently against one another appears advantageous.
  • Figure 1 3 shows an embodiment of a Reibdämpfungssystem which is tailored to an exclusively rotationally vibrating object.
  • the friction surface 400k of the Reibffenvic 1 3k held friction damper 40k has the same radius of curvature as the outer friction contour of the rotationally vibrating friction element 222k.
  • the material selection in particular with regard to the so-called Shore hardness and the tribological surface properties, plays a significant role in the efficiency and effectiveness of the friction damping system. For example, working within the proposed solution with vibration amplitudes up to 2 mm. For orientation, reference is made by way of example to the force-displacement diagram of Figure 1 4.
  • the normal force is given by the spring force of the elastomer
  • the "spring force” can be derived from the corresponding stress-strain diagram (pressure) in the elastic range.
  • Attenuation rate x 0.5
  • Friction partner rubber / steel ⁇ 0,5
  • Elastomer preload selection FS characteristic for F D 1050 N, ie. 1 mm travel or preload

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  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Prevention Devices (AREA)

Abstract

L'invention concerne un dispositif de positionnement pour un véhicule automobile, comprenant un mécanisme d'entraînement (2) motorisé et un support (1) auquel est fixé le mécanisme d'entraînement (2). Un système d'amortissement à friction comprenant au moins un support de garniture de friction (332a, 13a-13k) comporte au moins un élément de friction (222, 222a-222k) et un amortisseur à friction (40, 40a-40k) au moyen duquel les oscillations du mécanisme d'entraînement (2) par rapport au support (1) dans la plage de 30 à 10 000 Hz sont amorties grâce à la tolérance d'un mouvement relatif de friction entre l'élément de friction (222, 222a-222k) et l'amortisseur à friction (40, 40a-40k) présent sur le support de garniture de friction (13a-13k, 332a). Une amplitude non amortie d'oscillation maximale de 2,0 mm est tolérée entre le support de garniture de friction (332a, 13a-13k) et l'élément de friction (222, 222a-222k) et grâce au système d'amortissement à friction, une amplitude amortie de l'oscillation est inférieure d'au moins 30 % à une amplitude non amortie.
PCT/EP2017/074430 2016-10-01 2017-09-27 Dispositif de positionnement dans un véhicule automobile avec système d'amortissement à friction WO2018060215A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016011835.0A DE102016011835A1 (de) 2016-10-01 2016-10-01 Verwendung eines Reibdämpfungssystems für Antriebe von Verstelleinrichtungen in Kraftfahrzeugen, insbesondere für Antriebe in Tür und Klappen, sowie Reibdämpfungssystem hierfür
DE102016011835.0 2016-10-01

Publications (1)

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WO2018060215A1 true WO2018060215A1 (fr) 2018-04-05

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FR777867A (fr) * 1933-10-02 1935-03-02 Gardner & Sons Ltd Perfectionnements aux supports anti-vibratoires pour moteurs et autres machines
US20040020319A1 (en) * 2002-04-24 2004-02-05 Aisin Seiki Kabushiki Kaisha Opening and closing device
DE20302066U1 (de) 2003-02-06 2004-03-18 Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Coburg Fensterheber
DE10358204A1 (de) 2003-12-12 2005-07-07 Contitech Vibration Control Gmbh Reibdämpfer
JP2008190123A (ja) * 2007-01-31 2008-08-21 Mitsuba Corp 車両用自動開閉装置
KR100837465B1 (ko) * 2007-05-16 2008-06-12 현대자동차주식회사 차량 윈도우 장치의 레귤레이터모터 구조
DE102007042003A1 (de) 2007-09-04 2009-03-05 Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Coburg Schwingungstilger für eine Kraftfahrzeugkomponente
DE102008048236A1 (de) * 2007-09-24 2009-04-02 Brose Fahrzeugteile GmbH & Co. Kommanditgesellschaft, Würzburg Elektromotorantriebssystemanordnung mit Schwingungsdämpfung
DE102009006946A1 (de) * 2009-01-30 2010-08-05 Kiekert Ag Tür, insbesondere Kraftfahrzeugtür
EP2531686B1 (fr) 2010-02-04 2014-07-23 Brose Fahrzeugteile GmbH & Co. KG, Hallstadt Module de porte avec moyen de decouplage acoustique
DE102011005360A1 (de) 2011-03-10 2012-09-13 Brose Fahrzeugteile Gmbh & Co. Kg, Hallstadt Antriebseinrichtung mit aktiv gelagerter Antriebswelle

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