阅读说明：本技术 频率调谐振动阻尼器装置、其制造方法以及包括该装置的振动阻尼器组件 (Frequency tuned vibration damper device, method of manufacturing the same and vibration damper assembly comprising the same ) 是由 罗宾·约翰逊 马库斯·约翰逊 于 2020-03-12 设计创作，主要内容包括：公开了一种可用于机动交通工具方向盘的频率调谐振动阻尼器装置和组件。在弹性阻尼器主体中一体形成的弹性加劲桥接件或连接器被用于在不同的空间方向(y,z)获得不同的阻尼频率。特定方向(y)上的加劲允许实现更大的频率差。不对称弹性阻尼器主体被布置成沿着第一轴线(y)以压缩模式阻尼和剪切模式阻尼的组合而操作,并且沿着不同的第二方向(z)主要以剪切模式阻尼操作。(A frequency tuned vibration damper apparatus and assembly useful for a motor vehicle steering wheel is disclosed. Resilient stiffening bridges or connectors integrated in the resilient damper body are used to obtain different damping frequencies in different spatial directions (y, z). Stiffening in a particular direction (y) allows for a larger frequency difference to be achieved. The asymmetric elastic damper body is arranged to operate in a combination of compression mode damping and shear mode damping along a first axis (y) and to operate primarily in shear mode damping along a second, different direction (z).)

1. A vibration damper apparatus for connecting a vibrating structure to a damping mass to form a frequency tuned damper assembly, comprising:

-two or more elastic damper parts; and

-a mounting frame made of a more rigid material than the elastic damper part, the mounting frame extending in a main plane and having a pair of frame wall parts extending transversely to the main plane,

wherein each elastic damper portion extends along a main axis of the elastic damper portion from a base of the elastic damper portion to a distal end of the elastic damper portion, the base of the elastic damper portion being connected to the mounting frame at the main plane,

wherein each elastic damper portion has a main portion located along the main axis between the base and the distal end of the elastic damper portion, and

wherein the elastic damper portion comprises a first pair of elastic damper portions connected to the mounting frame at locations spaced apart along a first axis extending in the primary plane;

said vibration damper means further comprising a pair of elastically stiffened bridge members,

wherein each resilient stiffening bridge is associated with a respective resilient damper portion of the first pair of resilient damper portions,

wherein each resilient stiffening bridge connects at least a major portion of the associated resilient damper portion to an associated one of the frame wall portions at a location along the primary axis between the base and the distal end of the associated resilient damper portion for stiffening the damper portion with respect to damped movement along the first axis; and is

Wherein each stiffening bridge and its associated damper portion are made integral with each other of an elastomeric material to form an elastomeric damper body.

2. The damper device of claim 1, wherein the stiffening bridge extends substantially along the first axis.

3. The damper device of claim 2, wherein each stiffening bridge has a limited extension in a circumferential direction relative to a main axis of the associated damper portion, and wherein the elastic damper body formed by the stiffening bridge and the damper portion:

-is asymmetrical with respect to a plane perpendicular to the main plane and the first axis, and

-symmetrical with respect to a plane defined by the main axis and the first axis.

4. The damper device of claim 1, wherein each damper portion has a circumferentially extending mounting groove at a distance from a distal end thereof; and wherein each stiffening bridge connects the associated damper portion to the associated frame wall portion between the base of the associated damper portion and the mounting groove.

5. A damper device according to claim 4, wherein each stiffening bridge extends in the direction of the main axis of the associated damper part to a bridge height level of at least 10%, preferably at least 25% and more preferably at least 50% of the distance between the main plane and the mounting groove of the associated damping element.

6. The damper device of any preceding claim, further comprising a resilient ring portion connected to and extending along the mounting frame and made integral with the resilient damper portion and the resilient bridge.

7. A damper device according to any preceding claim, wherein the two or more resilient damper parts further comprise a second pair of damper parts connected to the mounting frame at mutually spaced positions along a second axis extending in the main plane and transverse to the first axis.

8. The damper device of claim 7, wherein each damper portion of the second pair of damper portions is connected to the mounting frame only at its base and is not stiffened by any stiffening bridge.

9. A damper device according to any preceding claim, wherein some or all of the two or more damper portions have a cross-section along the main axis of the damper portion that is non-rotationally symmetric over at least a portion of the damper portion relative to the main axis of the damper portion.

10. A damper device according to any preceding claim, wherein the main part of each elastic damper part is arranged to undergo mainly shear deformation during damping operation of the damper device.

11. A frequency tuned damper assembly adapted to be attached to a vibrating structure exhibiting vibrations in different directions at different vibration frequencies, said damper assembly comprising:

-a damper device according to any one of the preceding claims; and

a damper mass connected to a distal end of the damper portion of the damper device,

wherein the damper assembly is frequency tuned to two different frequencies corresponding to the different vibration frequencies of the vibrating structure.

12. The damper assembly of the preceding claim, wherein the damping mass comprises an inflator.

13. A method of manufacturing a damper device according to any one of the preceding claims, the method comprising moulding all resilient damper parts and all resilient connecting bridges in one piece with a resilient annular part of the mounting frame.

14. Method according to the previous claim, wherein the damper device is manufactured using a single 2K injection molding machine, wherein the elastic damper part, the stiffening bridge and the ring part together form one part and the mounting frame forms a second part, the first and second parts being joined to each other during the molding process.

15. An elastic damper body for use in a frequency tuned damper device, the elastic damper body comprising:

a resilient main damper portion extending along a main axis of said main damper portion between a first end and a second end of said main damper portion; and

a resilient bridge portion integrally formed with and extending from the main damper portion along a first axis perpendicular to the main axis,

wherein the bridging portion has a limited extension in a circumferential direction relative to the main axis such that the damper body as a whole is asymmetric relative to a first plane defined by the main axis and a second axis perpendicular to the main axis and the first axis.

16. The damper body as recited in claim 14, wherein the damper body as a whole is symmetrical about a second plane defined by the primary axis and the first axis.

Technical Field

The present disclosure relates to the field of frequency tuned vibration dampers for automotive vehicles. A frequency tuned vibration damper arrangement for use in a vibration damping damper assembly, particularly for use in a steering wheel, is disclosed. A vibration damper assembly including such a device, and methods of making such a device and such an assembly are also disclosed. The present disclosure also relates to an elastomeric damper body for a vibration damping damper assembly.

The present inventive concept relates generally to frequency tuned vibration dampers. Such vibration dampers can be used to dampen vibrations in vibrating structures, such as vibrating components in motor vehicles. A frequency tuned vibration damper includes a mass as a vibrating body and one or more elastic vibration damping elements. The mass and the damping element together provide a damping spring-mass system and may optionally be connected to the vibrating surface by one or more intermediate components.

The weight of the mass and the stiffness and damping of the elastic damping element constitute tuning parameters and are selected to provide a damping effect on the vibrating structure that can be expected to vibrate at one or more predetermined target frequencies. When the vibrating structure is vibrated at a target frequency, the mass or vibrating body is caused to oscillate/resonate at substantially the same frequency as the structure but in anti-phase such that vibration of the structure is substantially dampened. In some applications, the frequency tuned damper may be tuned to different frequencies in different spatial directions.

Background

The function of a frequency tuned vibration damper (also referred to as tuned mass damper, dynamic damper or vibration absorber) is based on a damping spring-mass system that damps and reduces vibrations in a structure or surface to which the damper is connected by using one or more elastic damping elements to transfer vibrations from the vibrating structure to at least one mass that causes anti-phase vibrations, thereby damping the vibrations. WO 01/92752 a1, WO 2013/167524 a1 and WO 2008/127157 a1 disclose examples of frequency tuned vibration dampers.

In the automotive industry, some steering wheels are equipped with frequency tuned vibration damper assemblies for reducing steering wheel vibrations caused by road and engine-transmitted vibrations to the steering wheel. In such damper constructions, the weight of the gas generator (also referred to as an inflator) may serve as at least a portion of the weight of the mass in the spring-mass system. Thus, such a prior art vibration damper can be integrated in the airbag module of the steering wheel.

One known damper device for damping steering wheel vibrations comprises a mounting frame or bracket made of a dimensionally stable plastic material, and four resilient damping elements connected to the mounting frame. When combined with an inflator, the damper device and the mass of the inflator together form a vibration damper assembly. The mounting frame is typically attached to a steering wheel representing the vibrating structure. Each elastic damping element extends along a main axis from a base of the damping element to an opposite distal end of the damping element. Each damping element has a first circumferential mounting groove near its base and a second circumferential mounting groove near its distal end. Each damping element is connected to the mounting frame by means of its first mounting recess and to the mass by means of its second mounting recess. Therefore, the inflator is elastically connected to the steering wheel via the vibration damping device. Such elastic damping elements are disclosed in the above-mentioned documents.

The steering wheel may exhibit different vibration frequencies in different directions. In particular, the horizontal vibration and the vertical vibration of the steering wheel may have different frequencies. Some prior art dampers of the above type are designed to damp different vibration frequencies using only one damper device. The damper assembly is thus tuned to more than one vibration frequency. To this end, each damping element may have an overall oblong or elliptical shape as disclosed in the above-mentioned document WO 2013/167524 a 1. However, in some applications, the difference in damping frequency has proven to be insufficient. Furthermore, in some applications, the structure to which the damper assembly is to be mounted requires a more flexible solution with respect to the structure of the damper assembly.

Summary of The Invention

In view of the above, it is an object of the inventive concept to provide a solution according to which the above-mentioned drawbacks of the prior art are solved.

According to a first aspect of the inventive concept, a damper device for connecting a vibrating structure to a damping mass to form a frequency tuned damper assembly is provided. The vibration damper device includes:

-two or more elastic damper parts; and

a mounting frame made of a more rigid material than the elastic damper part, the mounting frame extending in a main plane and having a pair of frame wall parts extending transversely to the main plane,

wherein each elastic damper part extends along a main axis of the elastic damper part from a base of the elastic damper part to a distal end of the elastic damper part, the base of the elastic damper part being connected to the mounting frame at the main plane,

wherein each elastic damper portion has a main portion located along the main axis between the base and the distal end of the elastic damper portion, and

wherein the elastic damper portion comprises a first pair of elastic damper portions connected to the mounting frame at locations spaced apart along a first axis extending in the primary plane;

the vibration damper apparatus further includes a pair of resilient stiffening bridges,

wherein each resilient stiffening bridge is associated with a respective resilient damper portion of the first pair of resilient damper portions,

wherein each resilient stiffening bridge connects at least a major portion of the associated resilient damper portion to an associated one of the frame wall portions at a location along the primary axis between the base and the distal end of the associated resilient damper portion for stiffening the damper portion with respect to damped movement along the first axis; and is

Wherein each stiffening bridge and its associated damper portion are made integral with each other of an elastomeric material to form an elastomeric damper body.

During the damping operation of the prior art vibration dampers, each elastic damping element is subjected to an elastic shear motion perpendicular to the damping element main axis. The stiffness and the corresponding tuning frequency correspond to the shear force required to generate such shear motion. The dampers of the prior art are therefore specifically designed to allow each elastic damping element to freely perform a shearing motion perpendicular to its main axis. The concept of the invention is contrary to this conventional design principle, which consists in connecting some parts of the elastic part to the wall part of the mounting frame by means of an arrangement of elastic stiffening bridges, the free shear movement of some damper parts being limited in a defined direction. The other elastomeric portions may not be stiffened. As a result, increased differences in tuning frequency in different spatial directions may be obtained. Each of the first pair of elastic damper portions is associated with an elastic stiffening bridge. In a steering wheel application, the first pair of damper portions and their associated stiffening bridges may be arranged generally on a horizontal axis of the steering wheel so as to increase the stiffness of the damper arrangement in the horizontal direction. The second pair of elastic damper portions arranged on the vertical axis may be designed without any stiffening bridges. Each elastic damper portion on the first or horizontal axis forms an elastic damper body with its associated stiffening bridge. In damping operation, the elastic damper body may be operated with a combination of compression mode damping and shear mode damping, wherein the compression mode damping occurs in the horizontal direction and may dominate the shear mode damping in the horizontal direction. During the damping motion in the horizontal direction, the stiffening bridge may undergo mainly alternating compression and tensioning motions in the horizontal direction. The compressive and tensile forces are generally higher than the shear forces, so the overall effect is to significantly stiffen in the horizontal direction, while the vertical shear motion is substantially unaffected, or at least much less affected, as will be explained further below.

Each resilient bridge may connect a major portion of its associated damper portion to an associated one of the frame wall portions at a location along the main axis between the base and the distal end of the damper portion. The connection to the damper part should be at least at a sufficient level along the main axis from the mounting frame to stiffen the conventional shear mode motion of the main part of the damper part to the required degree. Each elastic portion may generally have a main portion located along the main axis between the base and the distal end. Without the use of any stiffening bridge, this main portion will constitute the elastic portion which is shear deformed during the damping operation. In contrast, the attachment base of the resilient portion may be substantially stationary during the damping operation. The stiffening bridge should therefore preferably be connected to at least this main part of the resilient portion at a position between the top and the distal end of the base of the resilient portion, in order to provide a stiffening effect, i.e. to limit the movement of the resilient damper portion along the horizontal axis. Thus, the stiffening bridges may generally be at least at one or more levels at which shearing motion would occur if no bridge were present. The more upwardly the bridge is connected to the elastic damper part, the more rigidity and frequency increase can be obtained. The maximum height may generally be defined by the level at which the inflator is attached to the resilient portion. Each bridge may be continuously connected to its associated damper portion along an imaginary interface, or alternatively connected at different portions along the interface. Each bridge may extend all the way down to the mounting frame or alternatively there may be some space between the bridge and the mounting frame.

In some embodiments, the stiffening bridge extends substantially along the first axis.

In some embodiments, each stiffening bridge has a limited extension in the circumferential direction with respect to the main axis of the associated damper portion, and the elastic damper body formed by the stiffening bridge and the damper portion:

-is asymmetrical with respect to a plane perpendicular to the main plane and the first axis, and

-symmetrical with respect to a plane defined by the main axis and the first axis.

In some embodiments, each damper portion has a circumferentially extending mounting groove at a distance from its distal end, wherein each stiffening bridge connects the associated damper portion to the associated frame wall portion between the base of the associated damper portion and the mounting groove.

In some embodiments, the stiffening bridge extends in the direction of the main axis of the associated damper part to a bridge height level of at least 10%, preferably at least 25%, more preferably at least 50% of the distance between the main plane and the mounting groove of the associated damper element.

In some embodiments, the damper device further comprises a resilient ring portion connected to and extending along said mounting frame and made in one piece with said resilient damper portion and said resilient bridge.

In some embodiments, the two or more elastic damper portions further comprise a second pair of damper portions connected to the mounting frame at locations spaced from each other along a second axis extending in the primary plane and transverse to the first axis. In a steering wheel application, the second axis is generally vertical. In some embodiments, each damper portion of the second pair of damper portions is connected to the mounting frame only at its base and is not stiffened by any stiffening bridge so as to increase the difference in tuning frequency along the first and second axes.

Some or all of the damper portions may exhibit a cross-section along their major axis that is non-rotationally symmetric with respect to the major axis of the damper portions over at least a portion of the damper portions. Such asymmetric damper portions may be used in conjunction with the concepts of the present invention to further increase the difference in damping frequency along the first and second axes. For example, where the elongate cross-section exhibits a major axis and a minor axis, the damper portions may be oriented in the same direction such that all major axes are parallel to the first axis. In such embodiments, both the stiffening bridge and the damper portion themselves contribute to increasing the frequency difference. A combination of symmetric and asymmetric elastic damper portions may also be used.

According to a second aspect of the inventive concept, there is provided a frequency tuned damper assembly adapted to be connected to a vibrating structure exhibiting different vibration frequencies in different directions. The damper assembly comprises a damper device according to the inventive concept as described above, and a damping mass connected to a distal end of a damper part of the damper device, wherein the damper assembly is frequency tuned to two different frequencies corresponding to said different vibration frequencies of the vibrating structure. When used in a steering wheel, the damping mass may be formed at least in part by an inflator of an airbag module.

According to a third aspect of the inventive concept, there is provided a method for manufacturing a damper device as described above. The method includes molding all of the resilient damper portions and all of the resilient connecting bridges as one piece with the resilient ring portion of the mounting frame. In a preferred embodiment, a 2K injection molding machine is used for molding, wherein the elastic damper portion, the stiffening bridge and the ring portion together form one part, and the mounting frame forms a second part, said first and second parts being joined to each other during the molding process.

According to a fourth aspect of the inventive concept, there is provided an elastic damper body for a frequency tuned damper device, the elastic damper body comprising:

a resilient main damper portion extending along a main axis of the main damper portion between a first end of the main damper portion and a second end of the main damper portion; and

a resilient bridge portion integrally formed with and extending from the main damper portion along a first axis perpendicular to the main axis,

wherein the bridging portion has a limited extension in a circumferential direction relative to the main axis such that the elastic damper body as a whole is asymmetric relative to a plane defined by the main axis and a second axis perpendicular to the main axis and the first axis.

According to another aspect of the inventive concept, which is defined in part by the damping mode according to this aspect, there is provided a vibration damper device for connecting a vibrating structure to a damping mass to form a frequency tuned damper assembly, the vibration damper device comprising a mounting frame extending in a main plane; and at least one elastic damper body integrally including with each other:

-an elastic damper part extending along a main axis of the damper part perpendicular to the main plane; and

-an elastically stiffened bridge portion connected to one side of the damper portion and extending away from the damper portion in a radial direction relative to the main axis to provide a stiffening effect in the radial direction such that the damper body as a whole is arranged to operate in a first direction parallel to the radial direction in a combination of compression mode damping and shear mode damping and to predominate in shear mode damping in a second direction perpendicular to the radial direction and the main axis.

Further preferred embodiments are set forth in the dependent claims.

The above technical effects as well as further advantages, details and variations of the inventive concept will become apparent from the following description.

Drawings

The inventive concept, some non-limiting preferred embodiments thereof and further advantages will now be described with reference to the accompanying drawings, in which:

fig. 1 shows an assembly unit for an airbag module.

Figure 2 shows a vibration damper assembly included in the unit of figure 1.

Figure 3 shows a first embodiment of a damper device.

Fig. 4 and 5 show a top view and a bottom view, respectively, of the damper device of fig. 3.

Figure 6A shows a detail of the damper device of figure 3 on a larger scale.

Figures 6B and 6C show top and cross-sectional views, respectively, of the elastomeric body of the damper device of figure 3.

Fig. 7A and 7B schematically show different damping modes.

Fig. 8A to 8C show a damper device according to a second embodiment.

Fig. 9A to 9D show additional embodiments of the damper device.

Figure 10 shows another embodiment of a damper device.

Fig. 11A to 11E show examples of elastic damper portions for damper devices.

Description of The Preferred Embodiment

First embodiment

Fig. 1 shows, on the right, a unit 2 of an airbag module for a steering wheel of a motor vehicle. The unit 2 comprises a vibration damper assembly 4 according to a first embodiment of the inventive concept. Fig. 1 shows the same unit 2 on the left side in a partially unassembled state. Figure 2 shows the damper assembly 4 in more detail. In use, the unit 2 may be mounted in an airbag module mounted in the steering wheel of a motor vehicle. The unit 2 further comprises a diffuser 6 located on one side of the damper assembly 4, and a mounting plate 8 located on the opposite side of the damper assembly 4.

The diffuser 6 is used to control the flow of gas from an inflator/gas generator 10 forming part of the damper assembly 4. These dimensions enable the gas generator 10 to move within the diffuser 6 without contacting the diffuser 6 during damping operation. The mounting plate 8 is used for mounting the unit 2 on the steering wheel, i.e. on a vibrating structure, the vibrations of which are to be damped. In alternative embodiments, the damper assembly 4 may be connected to the vibrating structure by other means than the mounting plate 8. In the illustrated embodiment, the mounting plate 8 includes a plurality of cavities 12 and a plurality of guide pins 14 for receiving and maintaining the proper orientation of the damper assembly 4 relative to the mounting plate 8.

Throughout this application, the cartesian coordinate system is used as follows: the x-axis is coaxial with the steering column of the vehicle and forms the main axis of the unit 2 and the damper assembly 4. The y-axis and the z-axis substantially correspond to the horizontal direction and the vertical direction, respectively, when the unit 2 is mounted on the steering wheel. The coordinate system is fixed to the steering wheel and damper assembly 4, which means that the directions of the y-axis and z-axis can be changed when the driver turns the steering wheel. The radial and circumferential directions are associated with the x-axis.

Fig. 2 shows the damper assembly 4 on the right and the damper assembly 4 in an unassembled state on the left. In the illustrated embodiment, the inflator 10 presents four mounting tabs 11 extending radially in the yz plane, each mounting tab having a mounting opening 13. The inflator 10 has an upper portion 10a and a lower portion 10b that are located on opposite sides of the mounting tabs 12 relative to the x-axis. In the assembled damper assembly 4, the inflator 10 is connected to and resiliently supported by the damper device 20 in a manner described below.

A vibration damper apparatus 20 according to a first embodiment of the inventive concept will now be described with reference to fig. 2 to 6A-6C. The right side of fig. 3 shows a perspective view of the damper device 20. The damper device 20 includes two components: a mounting frame or bracket 30 and a resilient second member 50. The mounting frame 30 is preferably made of a dimensionally stable material, such as a dimensionally stable plastic material. The second member 50 is a one-piece resilient member made of a resilient material, such as silicone rubber. The mounting frame 30 is more rigid than the elastic member 50.

For explanatory purposes only, the left-hand side of fig. 3 shows the mounting frame 30 and the elastic member 50 of the damper device 20, which are shown as being separated from each other. However, in a preferred embodiment, the two parts 30 and 50 are manufactured in one manufacturing step, e.g. by a 2K injection molding machine to form a 2K device, i.e. molded in one single process, without any subsequent assembly of the parts. In such a process, the resilient member 50 will also be bonded to the mounting frame 30 during the molding process. Alternative embodiments are conceivable in which the two parts 30 and 50 are formed in separate steps, for example by first forming the mounting frame 30 and then the resilient part 50, or as separate parts 50 to be attached to the mounting frame 30, or by an overmoulding process directly on the mounting frame 30. Adhesives may also be used.

Mounting frame 30 extends along the yz plane and has a generally annular configuration. As a non-limiting example, the mounting frame 30 may have dimensions on the order of 10cm in the yz plane and on the order of 1cm along the x-axis. The mounting frame 30 comprises an annular frame wall 31, which annular frame wall 31 extends transversely to the yz-plane and circumferentially with respect to the x-axis. The radially inner surface 31a of the frame wall 31 defines a central opening 32, the central opening 32 for receiving the lower portion 10b of the inflator 10 with radial spacing to allow the inflator 10 to move in the yz plane relative to the mounting frame 30 during damping operations. Two opposite wall portions 33 of the annular frame wall 31 lying on the y-axis are highlighted in fig. 3. At the radially outer side 31b of its frame wall 31, the mounting frame 30 exhibits four radially extending mounting tabs 34, each having a mounting opening 35 and a plurality of circumferentially spaced apart slots 36. When the damper assembly 4 is attached to the mounting plate 8, each mounting tab 34 is received in an associated cavity 12 of the mounting plate 4 and each guide pin 14 of the mounting plate 4 is received in an associated slot 36 of the mounting frame 30. Damper assembly 4 and mounting plate 8 may be secured/locked to each other along the x-axis in various ways, such as by using a bayonet mount, by melting guide pins 14 if mounting plate 8 is made of plastic, or by simply clamping damper assembly 4 between mounting plate 8 and diffuser 6 (the diffuser and mounting plate may be clamped together by screws).

The damper device 20 according to the present inventive concept includes two or more elastic damper portions 52. The damper device 20 according to the first embodiment includes four elastic damper portions 52y, 52z, which form integral parts of the molded elastic member 50. The four damper portions include a first pair of damper portions 52y and a second pair of damper portions 52z, the first pair of damper portions 52y being connected to the mounting frame 30 at positions spaced from each other along the y-axis, and the second pair of damper portions 52z being connected to the mounting frame 30 at positions spaced from each other along the z-axis. In the following description, reference numeral 52 will be used as a general reference for all damper portions of the elastic member 50. Each damper part 52 is located at a radial distance from the frame wall 31 of the mounting frame 30. In fig. 6A, the radial distance is labeled "D" for one of the elastic damper portions 52 y. The distance "D" between the damper portions may vary.

In the illustrated embodiment, all of the damper portions 52 are identical. In an alternative embodiment, the design of the damper portion 52y may be different from the design of the damper portion 52 z. The design may differ in the outer shape of the damper portion and/or the shape of the internal cavity, if any. This difference can be used for frequency tuning purposes. In the illustrated embodiment, all of the damper portions 52 also have the same radial distance to the x-axis. In alternative embodiments, the damper portions may have different distances to the x-axis. For example, the damper portions may be arranged in an oval or elliptical configuration. Furthermore, if the damper portions have non-circular symmetry as in the illustrated embodiment, they may be oriented in the same direction or in different directions.

The elastic member 50 further includes an elastic ring portion 53 that is attached to the inner surface 31a of the frame wall 31 of the mounting frame 30 and extends continuously around the inner surface 31 a. In this embodiment, the annular elastic portion 53 is molded integrally with the elastic damper portions 52y, 52z, which will be described in detail below. In the illustrated embodiment, the annular portion 53 is circular, but other configurations are contemplated, such as oval/elliptical.

As shown in the cross-section of fig. 6A, each damper portion 52 extends along a major axis a from a base 54 horizontal to L1 to a distal end 55 horizontal to L2. As a non-limiting illustrative example, the distance L1-L2 may be on the order of 10-30 mm. The base 54 of each damper portion 52 is connected to an associated mounting tab 34 of the mounting frame 30 at the level of L1. In some embodiments, the base 54 is substantially stationary, or exhibits only limited movement, during damping operations. In the illustrated embodiment, the connection between the damper portion 52 and the mounting frame 30 is a bond created by a molding process, preferably an injection 2K molding process. As shown in fig. 6, to obtain a more secure connection, the resilient material may optionally extend into the opening 35 of the mounting tab 34, and further optionally extend downward to the underside of the mounting tab 34.

Each damper portion 52 has a circumferentially extending mounting groove 56 at a level L3, the mounting groove 56 being located a distance along the major axis a from the distal end 55. The distance L1-L3 may be greater than the distance L3-L2. Each damper portion 52 also has an insertion portion 57 between its mounting groove 56 and its distal end 55. As shown, the insertion portion 57 may be conical or frustoconical. Each elastomeric damper portion 52 also has a main portion 58 extending along the major axis between the base 54 of the damper portion 52 and the mounting groove 56. The main portion 58 may be considered to be the portion 58 of the damper portion that is primarily active or operative in the damping function of the damper portion 52 and that is primarily subject to shear deformation during damping operation. As shown, the base 54 may be wider in the yz plane than the main portion 58.

One or more damper portions 52 may be provided with an internal cavity 60 extending along the primary axis a. The cavity 60 may be open to the base 54. In some embodiments as shown, all of the damper portions 52 may have an internal cavity 60. In other embodiments, only some of the damper portions have an internal cavity 60. For example, the design for the internal cavity may differ between damper portion 52y and damper portion 52 z. In other embodiments, one or more damper portions 52 may be designed as solid elastomeric damper portions without any internal cavities 60. The design of the internal cavity and the choice of whether or not to include an internal cavity in the damper part constitutes a further frequency tuning parameter for each damper part 52.

In embodiments where internal cavity 60 is present, internal cavity 60 may exhibit a height C1 along major axis a and a cross-section C2 perpendicular to major axis a. The height C1 and cross-section C2 may vary for frequency tuning purposes. The dimensions of the cross-section C2 may be equal or different in the y-direction and the z-direction. In the illustrated embodiment, the cross-section is elliptical. The size of the cross-section C2 may vary along the x-axis. These parameters may also be used for frequency tuning purposes.

As shown in fig. 6A, the internal cavity 60 extends to a level L4 within the damper portion 52. The taller cavity 60 generally produces a less stiff damper portion 52. The main portion 58 of the damper portion 52 is defined by a wall 61, the wall 61 having an inner surface 61a defining the interior cavity 60 and an outer surface 61b defining an outer peripheral surface of the damper portion 52. The thickness and inclination of the wall 61 constitute further frequency tuning parameters.

When the vibration damping device 20 is connected to the inflator 10 to form the vibration damping module 4, the mounting opening 13 of the inflator 10 is first aligned with the elastic vibration damping portion 52 of the vibration damping device 20. Thereafter, the frustoconical insertion portion 57 of the damper portion 52 is guided through the mounting opening 13. For this operation, a rod-like tool may be inserted into the internal cavity 60 to push the insertion portion 57 through the mounting opening 13 until the mounting groove 56 of each elastomeric damper portion 52 engages the edge of the associated mounting opening 13 of the inflator 10.

During damping operation according to the prior art, vibrations of the vibrating structure (e.g. vibrations of the steering wheel) are transmitted via the elastic element 52 to the damping mass represented by the inflator 10. This causes inflator 0 to vibrate in opposite phases, so that vibration in the steering wheel is dynamically dampened. This damping operation is schematically illustrated along the z-axis in fig. 7B, wherein the motion of the damper portion 52z along the z-axis is exaggerated for explanatory purposes only. In practice, the movement during the damping operation is only about 1mm or less, for example as small as 0.05 mm. When the main portion 58 of the damper portion 52z moves along the z-axis, the main portion 58 undergoes shear deformation, as shown in FIG. 7B. Hereinafter, this type of damping function will be referred to as "shear mode damping". As also shown in fig. 7B, the base 54 of the damper portion 52z may be designed to experience substantially no movement during damping operations. The stiffness in the z-axis corresponds to the shear force required to achieve a certain shear deformation in the z-direction. In fig. 7B, an arrow V indicates the vibration motion when the damper portion 52z is radially moved toward the frame wall 31. It will be apparent that the opposing damper portions 52z on the z-axis can move in the same direction at the same time, but away from the frame wall 31.

In the prior art, the damping operation is based on the above-mentioned shear mode damping of the elastic damping element. Thus, in the prior art, the design thus intentionally leaves the main portion 58 of each elastic damper portion free to move in all directions, particularly as shown by the space S between the damper portion 52z and the frame wall 31 in fig. 7B.

The steering wheel may vibrate at different frequencies, both horizontally (y-axis) and vertically (z-axis), and some frequency-tuned vibration damper assemblies are tuned to more than one frequency. Some prior art damper assemblies using shear mode damping may be tuned to a first frequency in the horizontal direction and a different second frequency in the vertical direction. The frequency of horizontal vibration may be higher than vertical vibration. However, in many applications, the difference in damping frequency obtained has proven to be insufficient. Further, in some applications, greater flexibility in installation and frequency tuning is desirable. Furthermore, in prior art damper assemblies, the available frequency range may be insufficient.

The damper assembly 4 and the damper device 20 according to the present inventive concept are designed to solve or at least reduce this problem, i.e. to make it possible to obtain differences in tuning frequency in different directions, e.g. in horizontal and vertical direction, in particular larger differences than is possible using prior art dampers.

According to the inventive concept, the damper device 20 further comprises a pair of resilient stiffening bridges 70, each stiffening bridge 70 being associated with a respective one of the damper portions 52y located on the y-axis. Each resilient bridge 70 connects the associated damper portion 52y to the associated wall portion 33 of the frame wall 31. The wall portion 33 is shown on the left side in fig. 3. Each resilient stiffening bridge 70 and its associated resilient damper portion 52y are made integral with one another from a resilient material to form a resilient damper body. The imaginary interface between stiffening bridge 70 and damper portion 52y is indicated by reference numeral "I" in fig. 6A. As can be seen in the figures, and as will be described further below, the resilient bridge 70 also forms part of the entire resilient member 50. Thus, the resilient annular portion 53, all damper portions 52 and all bridge members 70 may be moulded in one piece during the manufacturing process, preferably in a 2K injection moulding process, wherein the mounting frame 30 is moulded in the same process. The damper portion 52z in the z-axis may be connected to the ring portion 53 via a very thin (<1mm thick) elastomeric surface portion 59 on the surface 31b and mounting tab 34 for molding purposes only. These skin portions 59 have essentially no function in the final product.

Bridge 70 is a stiffening bridge 70 and constitutes an integrally formed component that has a stiffening function or effect on the movement of main portion 58 of damper portion 52y along the y-axis during damping operations. Accordingly, the stiffening bridge 70 should preferably be connected to the elastic damper portion 52y at a sufficiently high level L5 to create a sufficient degree of stiffening along the y-axis. As a result, each damper body formed by stiffening bridge 70 and associated damper portion 52y may exhibit increased stiffness along the y-axis, resulting in an increase in tuned frequency along the y-axis, which in turn results in a targeted greater difference in damping frequency along the y-axis and z-axis. Stiffness along the z-axis may be affected to some extent by the bridge 70, but to a much lesser extent than the increased stiffness along the y-axis. This is because the damper body formed by the damper portion 52y and the stiffening bridge 70 will operate in a completely new manner during the damping operation.

Fig. 7A illustrates a damping operation along the y-axis according to the inventive concept. As with fig. 7B, the movement and shape change of the damper portion 52y and the bridge 70 are exaggerated for explanatory purposes. In practice, the movement may be on the order of 1mm or less. With respect to shear mode damping with respect to damping along the z-axis shown in fig. 7B, the damper body (52y +70) operates in a combination of compression mode damping and shear mode damping. Depending on the design and selection of tuning parameters, compression mode damping may dominate over shear mode damping.

During vibration along the y-axis as shown by arrow V in fig. 7A, the stiffening bridge 70 itself may operate substantially only in compression mode, as schematically shown by the (exaggerated) concave top surface 72 of the bridge 70. The compression mode is generally a more rigid mode than the shear mode. Accordingly, stiffening bridge 70 may limit the shear mode motion of damper portion 52 y. As a result, the entire damper body 70, 52y may be substantially stiffer along the y-axis than the non-stiffened damper portion 52z, such that a substantially higher tuning frequency may be obtained along the y-direction, and thus a greater difference between the tuning frequencies along the y-and z-directions. As mentioned above, the bridge 70 has a limited effect on damping along the z-axis, and thus the end result is an increase in frequency difference. At least one reason the bridge 70 has a limited effect on damping along the z-axis is that the bridge 70 does not substantially operate in compression mode along the z-axis, but rather operates in shear mode. For example, if the bridge 70 has a rectangular cross-section perpendicular to the x-axis, the rectangular cross-section may tend to become substantially slightly diamond-shaped when the damper portion 52y moves along the z-axis and subjects the bridge 70 to shear forces in the z-direction, i.e., the impact of the bridge's shear mode deformation on the damper portion 52y will be much less than the compression mode along the y-axis.

According to the concept of the invention, the stiffening bridge 70 is connected to the wall portion 33 of the more rigid mounting frame 34. The term "connected" is here to be construed as not only contacting, but also attaching or bonding. Such attachment or bonding may be produced directly by the molding process and/or through the use of an adhesive. Thus, when the inflator 10 is moved to the right opposite to that in FIG. 7A, there will be a corresponding tension in the bridge 70 along the y-axis that also serves to stiffen the overall operation of the damper portion 52y along the y-axis. It will therefore be appreciated that in this embodiment, two stiffening bridges 70 located on opposite sides of the mounting frame 30 operate in pairs. When one stiffening bridge 70 is compressed, the other is tensioned and vice versa, both sides contributing to increase stiffness and tuning frequency. In the present application, the term "compression mode damping" relates to the operation of the stiffening bridge 70 alternately compressing and tensioning.

The size, shape, and other design parameters of the bridge 70 may be used as additional frequency tuning parameters. Some of which will be discussed below.

As shown in fig. 6A, each stiffening bridge 70 has a bottom surface 71, a top surface 72, and a radially inner portion 73, the bottom surface 71 being connected or joined to the associated mounting tab 34, the radially inner portion 73 being attached or joined to the outer surface 31b or frame wall 32 at the wall portion 33. The inner portion 73 is also in contact with the annular portion 53 via a small tongue of elastic material extending over the frame wall 31. The height of the bridge 70 along the main axis a is indicated by reference H in fig. 6A. In the present application, the height H of the bridge 70 is understood to correspond to the level L5 of the bridge 70 at the interface I closest to the outer periphery of the vibrating portion 52 y. Further, in some embodiments, the stiffening bridge 70 may not extend all the way down to the level L1 that is in contact with the mounting tab 34 or the mounting frame 30. Thus, each stiffening bridge 70 constitutes a resilient connecting element connecting the main portion 58 of the resilient damper portion 52y to the frame wall 31 at one or more levels/portions between level L3 and level L1 of the mounting groove 56, such that a stiffening effect is achieved on the main portion 58 along the y-axis. To achieve this stiffening effect, bridge 70 may connect at least a major portion 58 of damper portion 52y to the associated wall portion 31 at a location along major axis a between the top of base 54 and distal end 55 of the damper portion. The connection may be continuous along the main axis a as in the illustrated embodiment, or discontinuous along the main axis a. The bridge connection may extend all the way down to the level of L1 as in the illustrated embodiment, or to a level above the level of L1, or a combination thereof. The bridge is a stiffening bridge because it is constructed and arranged to stiffen the damper portion 52y with respect to the damped motion of the main portion 58 along the y-axis. Therefore, stiffening bridge 70 should be connected to at least main portion 58 of damper portion 52y, which main portion 58 moves along the y-axis during damping operations. The width of the bridge 70 in the z-direction is indicated by W in the top view of fig. 4.

As shown in fig. 6A to 6C, each stiffening bridge 70 associated with one of the two damper portions 52y bridges the space S existing at the other two damper portions 52z on the z-axis. In the illustrated embodiment, the stiffening bridge 70 extends in the y-direction. And the bottom surface 71 of each bridge 70 is in contact with and attached to the upper surface of the associated mounting tab 34 of the mounting frame 30. The height H of the bridge 70, measured from level L5 in fig. 6A, is selected such that the top surface 72 (at least at the damper portion 52y closest to the interface "I") is located above the base 54 and below the mounting groove 56, i.e., somewhere along the main portion 58 of the damper portion 52 y. Since the purpose of bridge 70 is to stiffen damper portion 52y with respect to movement along the y-axis, it is preferable to select a fairly large value for H, and in some embodiments a maximum value, so that bridge 70 extends all the way to or very close to mounting groove 56. To achieve a higher stiffening effect, in some embodiments, the radially inner portion 73 of the bridge 70 may be located higher up and extend all the way to the top of the wall portion 33, thus resulting in the top surface 72 of the bridge 70 not being parallel to the yz plane.

The height H of the stiffening bridge 70 represents the new frequency tuning parameters of the damper device 20, in addition to the known tuning parameters associated with the damper portion 52. The higher the bridge 70 extends over the damper portion 52y, particularly over the main portion 58, the greater the stiffening effect achieved. For example, the bridge height H may be selected such that it is at least 10% of the distance L1-L3, at least 25% of the distance L1-L3, or at least 50% of the distance L1-L3. The width W of the bridge 70, the radial extension of the bridge 70 and the elastic material of the bridge 70 also represent new frequency tuning parameters that can be individually selected.

As best seen in the cross-sectional view of fig. 6B, each stiffening bridge 70 extends along the y-axis and has a limited extension W parallel to the z-axis, leaving a major portion of the outer peripheral surface of the damper portion 52y exposed or free. As a result, each elastic damper body formed by stiffening bridge 70 and damper portion 52y exhibits at the same time the following characteristics:

is asymmetrical with respect to a first plane P1 extending through the main axis a and parallel to the xz-plane, and

symmetrical with respect to a second plane P2 defined by the main axis a and the y axis.

This asymmetric/symmetric design of the elastic vibration damper body for a dynamic vibration damper is very different from prior art vibration damping elements which do not have this asymmetric/symmetric combination or even the asymmetry referred to at the outset with respect to the plane P1. This feature allows for greater target variation in tuning frequency.

This asymmetry/symmetry of the damper body (52y +70) (created by the use of stiffening bridges on only one side of the resilient portion 52 y) can be combined with additional asymmetry by using a non-circularly symmetric resilient damper portion 52y, such as the oval design used in the first embodiment shown. This asymmetry of the damper portion 52y is evident from a comparison of the cross-sectional views in fig. 6A and 6C. In the cross-sectional view of fig. 6A, the wall 61 of the main portion 58 is cylindrical, and in the cross-sectional view of fig. 6C is frustoconical. Further, the internal cavity 60 appears rectangular in fig. 6A, but has a different shape in fig. 6C.

Second embodiment

Fig. 8A and 8B show a damper device 20 according to a second embodiment of the inventive concept, in which the same reference numerals as in the first embodiment are used. The modifications and effects described for the first embodiment are also applicable to the second embodiment. The second embodiment differs in the design of the four elastic damper portions 52y, 52 z. Each damper portion 52y, 52z has a circularly symmetric outer shape relative to its main axis a, rather than the oval design of the first embodiment. Further, the design of the internal cavities 60 differs in that the damper parts 52y on the y-axis have no internal cavities, so that they are more rigid, and each damper part 52z on the z-axis has a cylindrical cavity 60 with a height corresponding to the cavity height in the first embodiment.

Variants of the second embodiment

Fig. 9A to 9F show a variant of the damper device 20, in which different frequency tuning parameters are selected, and in which all damper parts 52 have a circularly symmetrical outer shape.

In fig. 9A, two stiffening bridges 70 have a greater height and extend up to the top of the mounting groove and frame wall 31, resulting in increased stiffness and therefore higher tuning frequency along the y-axis.

In fig. 9B, the two stiffening bridges 70 also have a greater height. All four internal cavities 60 have a smaller height C1 resulting in increased stiffness along the y-axis and z-axis.

In fig. 9C, the bridge height is substantially the same as in fig. 8A-8C, and all four cavities 80 have substantially the same height as the two cavities 60 in fig. 8A-8C.

In fig. 9D, the bridge height is substantially the same as in fig. 8A-8C, but the absence of the internal cavity 60 makes all damper portions 52y and 52z more rigid.

Third embodiment

Fig. 10 shows a damper device 20 according to a third embodiment of the inventive concept. In fig. 10, each damper portion 52y, 52z has a circularly symmetric outer shape with respect to its main axis a. Each damper portion 52y, 52z also has an internal cavity 60. In this embodiment, the internal cavities 60 all have an elongated cross-section with a major axis and a minor axis. This design makes each damper portion 52 more rigid in a direction along the major axis of the cavity 60 than in a direction along the minor axis of the cavity 60. Furthermore, all four cavities 60 are oriented in the same direction such that the long axis of each cavity 60 is parallel to the y-axis. Thus, each damper portion 52 itself contributes to greater damping along the y-axis. In addition, stiffening the bridge 70 of the two damper portions 52y helps to make the damping stronger along the y-axis. In a variant of this embodiment, the outer shape of the damper part can also have an elongated cross section, for example an oval or elliptical shape. The interior cavity 60 may also have an oval or elliptical cross-section over at least a portion of its height.

Fig. 11A-11E illustrate examples of how the damper portion 52 for any of the foregoing embodiments may be frequency tuned by varying one or more different design parameters. Each damper portion 52 has an outer shape with an elongated or oval cross-section, with the major axis being denoted M-M and the minor axis being denoted M-M. In all variations, the internal cavity 60 has a main cavity portion 60a that is flush with the main portion 58 of the damper portion 52, a base cavity portion 60b that is flush with the base 54 of the damper portion 52, and a top cavity portion 60c that is flush with the mounting groove 56 of the damper portion 52. In designing the internal cavity 60, it is the shape of the main cavity portion 60a that primarily affects frequency tuning. The top cavity portion 60c is primarily intended to receive a tool for pushing the damper portion into the mounting opening 13 of the inflator 10. The top cavity portion 60c may also facilitate deformation of the top of the damper portion 52 during insertion into the mounting opening 13 of the inflator 10. In all of the modifications of fig. 11A to 11E, the vertical cross section of the main cavity portion 60a has a truncated conical shape when viewed along the short axis M-M, and has a rectangular shape when viewed along the long axis M-M. Thus, the outer oval shape of each damper section 52 and the design of the inner cavity 60 of each damper section results in a damper section 52 that is stiffer along the major axis M-M than along the minor axis M-M. Fig. 11A to 11E show how frequency tuning can be achieved by varying the height of the main cavity portion 60a and/or the wall thickness along the main portion 58.

It is apparent from the above disclosure that frequency tuning of damper devices and damper assemblies according to the inventive concept can be achieved by varying one or more tuning parameters included in a number of available tuning parameters, including at least the following:

-an elastic material, which is,

the size and shape of the stiffening bridge (height H, width W, etc.),

the height L1-L2 of the damper parts 52y, 52z, in particular the height of the main part 58,

the outer size and shape of the damper parts 52y, 52z,

with or without the use of an internal cavity 60 (optionally mixed),

the size and shape (height, cross-section, etc.) of the internal cavity 60,

the wall thickness of the main portion 58, which may also vary in the circumferential direction, and

the inclination of the wall 61, which may also vary in the circumferential direction.

Alternative embodiments

The embodiments described above and shown in the drawings can be varied in a number of ways within the scope of the claims. For example, the stiffening bridges are only arranged along the y-axis in the illustrated embodiment. Lower stiffening bridges may also be used in the damper portion in the z-axis if higher frequencies are desired along the z-axis while still maintaining the desired frequency difference between the y-axis and the z-axis.