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WO2005119084A1 - Fixation d'un element de vehicule a une superstructure de vehicule - Google Patents

Fixation d'un element de vehicule a une superstructure de vehicule Download PDF

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Publication number
WO2005119084A1
WO2005119084A1 PCT/EP2005/004704 EP2005004704W WO2005119084A1 WO 2005119084 A1 WO2005119084 A1 WO 2005119084A1 EP 2005004704 W EP2005004704 W EP 2005004704W WO 2005119084 A1 WO2005119084 A1 WO 2005119084A1
Authority
WO
WIPO (PCT)
Prior art keywords
contact
stiffening element
body structure
vehicle body
bearing
Prior art date
Application number
PCT/EP2005/004704
Other languages
German (de)
English (en)
Inventor
Wolfgang SÄUBERLICH
Original Assignee
Daimlerchrysler Ag
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 Daimlerchrysler Ag filed Critical Daimlerchrysler Ag
Priority to EP05726198A priority Critical patent/EP1753970A1/fr
Publication of WO2005119084A1 publication Critical patent/WO2005119084A1/fr

Links

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
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/005—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion using electro- or magnetostrictive actuation means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • B60G7/02—Attaching arms to sprung part of vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/40—Type of actuator
    • B60G2202/42—Electric actuator
    • B60G2202/424—Electric actuator electrostrictive materials, e.g. piezoelectric actuator

Definitions

  • the invention relates to a device for connecting a dynamically stressed vehicle part to a vehicle body structure with the interposition of a bearing, as well as an arrangement according to the preamble of claim 11.
  • From DE 199 47 759 C2 and DE 40 11 827 C2 devices are known which are used, for example, to connect a subframe to a vehicle body and comprise a bearing with a bearing core which is clamped to the vehicle body in the assembled state by means of a screw connection.
  • the bearing core has a flat end face with which it is intended to bear over the full area of the vehicle body or of a holder connected to it.
  • this cannot be guaranteed in all cases, particularly due to component and position tolerances.
  • Vehicle body structure is arranged at least one contact stiffening element having vibration-damping properties, which is designed such that when the vehicle part connected to the vehicle body structure is dynamically loaded, tilting movements of the bearing core via the system contact area between the bearing core and the vehicle body structure are preferably avoided, but at least reduced compared to known devices.
  • the stiffening of the connection point between the bearing core and the vehicle body structure which is realized by means of the contact point stiffening element, ensures a homogeneous and process-reliable stiffness profile of the connection point, so that force peaks and excessive structure-borne noise are also introduced into the
  • Vehicle body structure can be avoided. It is also advantageous that the interior acoustics of the vehicles are less scattered than those of vehicles in which the vehicle part is connected to the vehicle body structure by means of known devices.
  • a device with the features of claim 1 which is characterized in that the contact point stiffening element with at least one actively controllable Vibration damping element is provided, the rigidity of which can be changed by means of a control signal, that is to say can be increased and decreased. If necessary, a counterforce / impedance detuning can be generated by means of the vibration damping element, as a result of which the structure-borne noise input into the vehicle body structure is reduced.
  • the at least one vibration damping element is activated by means of a control system which, for example, has a sensor system for detecting the structure-borne noise conducted into the vehicle body structure and, depending on the values determined, controls the vibration damping element accordingly, that is to say increases or decreases its stiffness in order to reduce the structure-borne noise input.
  • a control system which, for example, has a sensor system for detecting the structure-borne noise conducted into the vehicle body structure and, depending on the values determined, controls the vibration damping element accordingly, that is to say increases or decreases its stiffness in order to reduce the structure-borne noise input.
  • the device according to the invention can easily be used for all axle connections and suspension strut connections, so that an active, adaptively mismatched chassis can be implemented. Since very small amplitudes determine the rolling noise in the frequency range above 200 Hz, this would be an ideal area of application for piezo actuators as vibration dampers, which exert large forces at small amplitudes.
  • an embodiment of the device is preferred, which is characterized in that the bearing core has a contact surface which, in the assembled state of the bearing, is pressed with the aid of clamping means against a mating contact surface provided on the vehicle body structure, and that
  • Contact point stiffening element is arranged at a lateral distance from the abutting contact surfaces.
  • the non-positive connection between the bearing core and the vehicle body structure, which is realized by means of the clamping means, is preferably produced exclusively via the system contact surface and the counter-contact surface.
  • the clamping force generated by the clamping means which causes the bearing core and the vehicle body structure to press against one another, thus acts exclusively on the contact surfaces. This means that a loss or omission of the contact point stiffening element or a functional failure or a functional reduction thereof does not lead to a loosening of the clamping connection, but merely results in an inhomogeneous stiffness profile of the bearing point.
  • the tensioning means are preferably formed by at least one screw which passes through a through opening in the bearing core and can be screwed to the vehicle body structure or a holding element provided or arranged thereon.
  • An exemplary embodiment of the device is particularly preferred in which the contact point stiffening element is arranged in a recess provided on the bearing core or the vehicle body structure and in the unmounted state of the bearing projects beyond the system contact surface or the mating contact surface.
  • the depression serves in particular for centering or exact positioning of the contact point stiffening element on the bearing core or the vehicle body structure.
  • the depression also serves to keep the material of the displaced when the bearing core is pressed against the vehicle body structure as a result of the contact point stiffening element being compressed To accommodate contact point stiffening element so that it is not pressed in an uncontrolled manner into a gap possibly existing due to component and / or position tolerances between the bearing core and the vehicle body structure.
  • the course of the depression is adapted to the outer contour of the bearing core, that is to say the contour of the depression corresponds at least substantially to the outer contour of the bearing core, the distance of the depression from the edge of the bearing core preferably being constant over its entire length.
  • the depression can be designed to be all-round, that is to say closed. Alternatively, it is possible for the recess to be closed at its ends by an end wall in each case.
  • the depression is formed by a groove, so that it is ring-shaped or ring-section-shaped. It is preferably common to all of the design variants that the length of the contact point stiffening element is the same size as or slightly smaller than the length of the depression, so that the contact point stiffening element is not displaceable within the depression, but is positioned in a fixed position.
  • the contact point stiffening element is preferably only inserted into the recess, which simplifies an exchange of the contact point stiffening element.
  • the contact point stiffening element can also be pressed and / or glued into the depression.
  • an embodiment of the device is preferred, which is characterized in that the contact point stiffening element at least in the direction of the in the assembled state of the bearing, the forces acting on the contact surface and the counter-contact surface are designed to be deformable.
  • the deformability can be realized by appropriate choice of material and / or by appropriate design of the contact point stiffening element.
  • the contact point stiffening element has a lower stiffness than the bearing core and the vehicle body structure in its connection area. This ensures that when the bearing core is attached to the vehicle body structure, the contact stiffening element is deformed / compressed to the extent that the system contact is formed, until the desired frictional connection between the bearing core and the vehicle body structure is achieved, which is achieved by means of the clamping means.
  • the contact point stiffening element has vibration-damping properties.
  • the contact stiffening element can consist of a material that has these properties.
  • the contact point stiffening element can also be formed in several parts.
  • the contact point stiffening element is preferably designed such that vibrations from driving are decoupled as far as possible from the vehicle body structure in order to improve the noise behavior in the vehicle interior.
  • the contact point stiffening element can for example be made of the same material as a cylinder head gasket be made. It is also advantageous if the material of the contact point stiffening element does not tend to settle, so that the function of the
  • Contact point stiffening element can consist, for example, of metal, a plastic, in particular elastomer, or a combination of the two materials mentioned above.
  • Contact point stiffening element is designed in a ring shape and arranged in such a way that it surrounds the contact contact surface of the bearing core or the mating contact surface of the vehicle body structure.
  • the contact point stiffening element is provided with a plurality, preferably three, actively controllable vibration damping elements which are arranged uniformly distributed over the length of the contact point stiffening element.
  • the device according to the invention can be used particularly advantageously in lightweight construction (body panel area). Particularly noteworthy is the means of
  • the subject matter of the invention also relates to a bearing core which is part of a device according to one of claims 1 to 10, the bearing core being distinguished by a recess for receiving a contact stiffening element according to one of claims 1 to 10 in its end face which interacts with the vehicle body structure.
  • the bearing core has a simple and therefore inexpensive structure and, in combination with the contact point stiffening element arranged thereon, improves the introduction of vibrations into the vehicle body structure.
  • Vehicle body structure The arrangement is characterized by at least one contact point stiffening element having vibration-damping properties, which is provided with at least one actively controllable vibration damping element, the stiffness of which can be changed by means of a control signal.
  • Fig. 1 is a schematic diagram of an embodiment of the device according to the invention in the assembled state and Fig. 2 to 6 each show an embodiment of a bearing core in a plan view of one of its end faces.
  • FIG. 1 shows a section of a vehicle body structure 1, to which a vehicle part (not shown in the figures), for example a subframe or unit holder, is fastened in the region of a connection point 3 with the interposition of a bearing 5.
  • a vehicle part for example a subframe or unit holder
  • a connection point 3 with the interposition of a bearing 5.
  • a sheet metal part 7 of a floor assembly or a carrier connected to it is shown.
  • the bearing 5 is part of a device 9 for connecting the vehicle part to the vehicle body structure 1 and comprises a bearing core 11 and clamping means 13, which is coupled to or formed on the vehicle part to be connected, and clamping means 13 for bracing the bearing core 11 with the vehicle body structure 1.
  • the clamping means 13 are here of one Fastening screw 15 and a holding element 17 with which the fastening screw 15 can be screwed together.
  • a washer 18 is provided here, which is arranged between the head of the fastening screw 15 and the bearing core 11.
  • the bearing core 11 has a through opening 19 which runs coaxially to the longitudinal central axis 21 of the bearing core 11.
  • the through opening 19 serves to pass through the fastening screw 15, the free end of which, in the assembled state, passes through a through opening 23 in the sheet metal part 7 and is screwed to the holding element 17 arranged on the side of the sheet metal part 7 opposite the bearing core 11 is.
  • a threaded hole can also be provided in the vehicle body structure 1, into which the fastening screw 15 is screwed.
  • the depression 29 is located near the outer edge region of the bearing core 11 and, in this exemplary embodiment, has a rectangular cross section, that is to say the side walls of the depression 29 run parallel to one another and perpendicular to the flat base of the depression 29.
  • the shape of the depression 29 is not the embodiment shown in Figure 1 limited, but is variable.
  • An annular, deformable contact point stiffening element 31 is introduced into the recess 29 and projects beyond the end face 27 of the bearing core 11 at least when the bearing 5 is not assembled.
  • the recess 29 in the form of a groove serves, among other things, for centering and positioning the
  • the contact point stiffening element 31 serves to ensure reproducible contact and contact conditions between the bearing core 11 and the sheet metal part 7 and has a lower rigidity than the bearing core 11 and
  • Vehicle body structure 1 in its system contact area at the connection point 3.
  • the vehicle body structure 1 of the bearing core 11 is moved against the flat side 25 when the fastening screw 15 is tightened. This is done via the bearing core end face 27
  • the protruding contact point stiffening element 31 is deformed such that it lies flat against the sheet metal part 7, as shown in FIG. 1.
  • With larger deformations of the contact point stiffening element 31, its displaced material is at least largely absorbed in the recess 29.
  • the depression 29 also prevents a lateral deflection of the contact point stiffening element 31 when it is compressed and keeps it in its predetermined position.
  • the end face 27 of the bearing core approaches the flat side 25 of the sheet metal part 7 until an abutting contact is formed between the bearing core 11 and the sheet metal part 7.
  • the flat side 25 of the sheet metal part 7 and the end face 27 of the bearing core 11 are not exactly parallel to each other due to component and position tolerances. This has the consequence that when the fastening screw 15 is tightened with a required torque, the bearing core 11 in its edge region lying on the right of the longitudinal central axis 21 according to the illustration in FIG. 1 and due to deformations of the sheet metal part 7 in its central region in system contact with the sheet metal part 7 stands, while at least in the area lying to the left of the longitudinal central axis 21 there remains a gap between the bearing core 11 and the sheet metal part 7 which is bridged by the contact point stiffening element 31.
  • the major part of the contact surface 33 of the bearing core 11 on the counter-contact surface 35 of the sheet metal part 7 is essentially ring-shaped here and extends around the through opening 19 in the bearing core 11.
  • the remaining part of the contact surface 33 is here, as shown in FIG. 1- on the right the longitudinal central axis 21 is formed at the edge of the bearing core 11. It should be noted that the frictional connection between the bearing core 11 and the sheet metal part 7 realized by means of the fastening screw 15 takes place exclusively via the contact between these parts.
  • the contact point stiffening element 31 has practically no influence on the frictional connection.
  • Contact point stiffening element 31 is at least sufficiently elastic and possibly also plastically deformable that there is a flat connection with the sheet metal part 7.
  • the contact surface of the contact point stiffening element 31 on the flat side 25 of the sheet metal part 7 is provided with the reference number 37.
  • the contact point stiffening element 31 is preferably designed such that it lies flat over the entire length of the sheet metal part 7 and thus bridges the gap between the bearing core 11 and the sheet metal part 7.
  • the contact point stiffening element 31 bridges the gap between the bearing core 11 and the sheet metal part 7, movements of the bearing core 11, in particular tilting movements over the contact point in the central region of the bearing core 11, which are in the micrometer range, can preferably be prevented, or at least significantly weakened.
  • the contact point stiffening element 31 determine a clear stiffening of the contact point area, so that pronounced drops in the course of the dynamic stiffness of this connection point 3 are avoided.
  • constant contact and support relationships between the bearing core 11 and the sheet metal part 7 can be established.
  • the sheet metal part 7 has locally deformed when the fastening screw 15 is tightened, in particular under the influence of the holding element 17.
  • the contact point stiffening element 31 it is irrelevant whether the sheet metal part 7 or possibly the bearing core 11 deform due to the non-positive connection between these parts. If the bearing core 11 and / or the vehicle body structure 1 are so stiff or rigid that they are not deformed when they are braced in their system contact area, a correspondingly different system contact can result.
  • the contact surface 33 has a maximum and is the same size as the end surface 27 of the bearing core 11.
  • FIGS. 2 to 5 each show an exemplary embodiment of the bearing core 11 in a top view of the end face 27 which cooperates with the vehicle structure 1 in the assembled state.
  • the bearing core 11 shown in FIG. 2 has a circular outer contour
  • the bearing core 11 shown in FIG. 3 has an elliptical outer contour
  • Bearing core 11 shown in FIG. 4 has a rectangular outer contour
  • the bearing core 11 shown in FIG. 5 has a hexagonal outer contour.
  • All of the exemplary embodiments have in common that in the middle they have a through opening 19, which is circular here, for carrying out the fastening screw 15.
  • the bearing cores 11 each have a depression 29 arranged in the edge region of the end face 27, which is in each case adapted to the outer contour of the bearing core 11.
  • the depression 29 provided in the bearing core 11 shown in FIG. 2 has a circular contour and the depression 29 in the bearing core 11 shown in FIG. 3 has an elliptical contour, while the depression 29 of the bearing core 11 shown in FIG. 4 has a rectangular and Recess 29 in the bearing core 11 shown in Figure 5 have a hexagonal contour.
  • a common feature of the exemplary embodiments shown in FIGS. 2 to 5 is that the respective depression 29 is designed to run all the way round and surround the through opening 19.
  • the contact point stiffening element 31 introduced into the respective recess 29 has a shape that is adapted to the shape of the recess 29 So circular, elliptical, rectangular or hexagonal. It is clear that the shape of the bearing core 11, that of the depression 29 and that of the contact stiffening element 31 can be varied and is not restricted to the exemplary embodiments shown in FIGS. 2 to 5.
  • FIG. 6 shows a top view of a further exemplary embodiment of the bearing core 11, which differs from the bearing core 11 described with reference to FIG. 2 in that the depression 29 and the contact point stiffening element 31 arranged therein are not circumferential, but rather have an annular cutout shape.
  • Contact point stiffening element 31 is arranged at a lateral distance from the longitudinal central axis 21 of the bearing core 11 in the region of the end face 27 near the outer edge.
  • the contact point stiffening element 31 projects beyond the end face 27 of the bearing core 11 and is designed so rigid that when the bearing core 11 is attached it first comes into contact with the vehicle body structure 1 and, when the bearing core 11 is braced, causes a tilting movement of the latter, so that it is in the contact point stiffening element 31 diametrically opposite region of the end face 27 against the vehicle body structure 1. This ensures that the bearing core 11 rests at least in two opposing areas / points, so that tilting of the bearing core 11 in this direction can be ruled out.
  • the means of Contact point stiffening element 31 forced inclination of the bearing core 11 ensures reproducible contact and contact relationships between the bearing core 11 and the vehicle body structure 1.
  • the bearing 5 described with reference to the figures can be designed as a rigid bearing, that is to say that the bearing core 11 takes up the entire installation space of the bearing 5, for example.
  • the connection of the bearing core 11 to the vehicle part is therefore rigid.
  • the connection between the bearing core 11 and the dynamically stressed vehicle part is elastic. Exemplary embodiments of the elastic connection are generally known and can be found, for example, in DE 199 47 759 C2 and DE 40 11 827 C2, so that a detailed description is not given here.
  • the contact point stiffening element 31 described above can also be used advantageously in an arrangement (not shown in the figures) for the direct connection of the vehicle part to the vehicle body structure, in which the vehicle part is in direct contact with the vehicle body structure 1 in the assembled state.
  • the function of the contact point stiffening element 31 is the same here as in the exemplary embodiment described with reference to FIG. 1, in which the connection is not made directly but with the interposition of the bearing 5 having a bearing core 11.
  • the bearing core 11 shown in FIG. 1 must therefore be replaced by the vehicle part indicated in FIG. 1 by the reference symbol "50" in parentheses in order to form the arrangement mentioned here.
  • the contact stiffening element 31 has a total of three, only schematically indicated, actively controllable damping elements 60, which are arranged at a distance of 120 ° from one another.
  • the attenuators 60 are formed by piezo actuators and are used to detune the impedance with the purpose of reducing the structure-borne noise input into the vehicle body structure.
  • the damping members 60 are in contact with the vehicle body structure and possibly the dynamically stressed vehicle part.
  • the damping members 60 can be completely integrated into the contact point stiffening element 31, that is to say they can be completely surrounded by the material of the contact point stiffening element. Alternatively, the damping members 60 can also be flush with the outside of the contact point stiffening element or protrude beyond it to a small extent or can be inserted into a recess opening into the outside.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Vibration Prevention Devices (AREA)

Abstract

L'invention concerne un dispositif (9) servant à fixer un élément de véhicule sollicité dynamiquement à une superstructure de véhicule (1) en intercalant un palier (5). Le palier (5) présente un noyau de palier (11) qui, à l'état monté, est en contact d'appui avec la superstructure de véhicule (1) et au moins un élément de renforcement de point de contact (31), ayant des caractéristiques d'amortissement des vibrations, est placé dans la zone de contact d'appui entre le noyau de palier (11) et la superstructure de véhicule (1). Le dispositif selon l'invention est caractérisé en ce que l'élément de renforcement de point de contact (31) comprend au moins un organe amortisseur de vibrations à commande active, dont la rigidité peut être modifiée au moyen d'un signal de commande.
PCT/EP2005/004704 2004-05-27 2005-04-30 Fixation d'un element de vehicule a une superstructure de vehicule WO2005119084A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP05726198A EP1753970A1 (fr) 2004-05-27 2005-04-30 Fixation d'un element de vehicule a une superstructure de vehicule

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200410025962 DE102004025962A1 (de) 2004-05-27 2004-05-27 Anbindung eines Fahrzeugteils an eine Fahrzeugaufbaustruktur
DE102004025962.3 2004-05-27

Publications (1)

Publication Number Publication Date
WO2005119084A1 true WO2005119084A1 (fr) 2005-12-15

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ID=34968643

Family Applications (1)

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PCT/EP2005/004704 WO2005119084A1 (fr) 2004-05-27 2005-04-30 Fixation d'un element de vehicule a une superstructure de vehicule

Country Status (3)

Country Link
EP (1) EP1753970A1 (fr)
DE (1) DE102004025962A1 (fr)
WO (1) WO2005119084A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013111460A1 (de) * 2013-10-17 2015-04-23 Elringklinger Ag Verfahren zum Gewinnen elektrischer Energie in Kraftfahrzeugen und Vorrichtung hierfür

Citations (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4110601A1 (de) * 1990-04-03 1991-10-10 Toyo Tire & Rubber Co Schwingungsisoliereinrichtung
DE4011827A1 (de) 1990-04-12 1991-10-17 Daimler Benz Ag Abstuetzlager
DE19702518A1 (de) * 1997-01-24 1997-06-12 Gaul Lothar Prof Dr Ing Habil Aktive Beeinflussung von Fügestellen in mechanischen Konstruktionselementen und Strukturen
DE19642827A1 (de) * 1996-03-29 1997-10-02 Fichtel & Sachs Ag Aktuator zur Schwingungsbedämpfung
US5765817A (en) * 1995-07-27 1998-06-16 Deutsche Forschungsanstalt Fur Luft-Und Raumfahrt E.V. Interface for vibration reduction in structural-dynamic systems
DE19826170C1 (de) * 1998-06-13 1999-10-14 Daimler Chrysler Ag Verfahren und Vorrichtung zur aktiven Beeinflussung einer Geräuschkulisse einer rotierende Teile aufweisenden Maschine
EP0964181A2 (fr) * 1998-06-13 1999-12-15 DaimlerChrysler AG Méthode et dispositif pour influencer les vibrations qui résultent d'un véhicule motorisé
US6161664A (en) * 1996-12-12 2000-12-19 Alcatel Fixing arrangement with damping for a device which is protected from vibration
DE19947759A1 (de) 1999-10-02 2001-05-03 Daimler Chrysler Ag Elastisches Lager
DE10104604A1 (de) * 2001-02-02 2002-08-22 Daimler Chrysler Ag Bauteil mit schwingungsdämpfenden Eigenschaften, Gemenge zur Herstellung des Bauteils, sowie Verfahren zur Herstellung eines derartigen Bauteils
DE10110822A1 (de) * 2001-03-07 2002-09-26 Daimler Chrysler Ag Verfahren und Vorrichtung zur Beeinflussung der Übertragung von Schwingungen eines Schwingungserzeugers an einen damit verbundenen Gegenstand, insbesondere von Motorschwingungen auf die Karosserie eines Kraftfahrzeuges
DE10306160A1 (de) 2003-02-14 2004-09-02 Daimlerchrysler Ag Anbindung eines Fahrzeugteils an eine Fahrzeugaufbaustruktur
DE10333356A1 (de) * 2003-07-23 2005-02-24 Benteler Automobiltechnik Gmbh Kraftfahrzeug

Patent Citations (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4110601A1 (de) * 1990-04-03 1991-10-10 Toyo Tire & Rubber Co Schwingungsisoliereinrichtung
DE4011827A1 (de) 1990-04-12 1991-10-17 Daimler Benz Ag Abstuetzlager
US5765817A (en) * 1995-07-27 1998-06-16 Deutsche Forschungsanstalt Fur Luft-Und Raumfahrt E.V. Interface for vibration reduction in structural-dynamic systems
DE19642827A1 (de) * 1996-03-29 1997-10-02 Fichtel & Sachs Ag Aktuator zur Schwingungsbedämpfung
US6161664A (en) * 1996-12-12 2000-12-19 Alcatel Fixing arrangement with damping for a device which is protected from vibration
DE19702518A1 (de) * 1997-01-24 1997-06-12 Gaul Lothar Prof Dr Ing Habil Aktive Beeinflussung von Fügestellen in mechanischen Konstruktionselementen und Strukturen
EP0964181A2 (fr) * 1998-06-13 1999-12-15 DaimlerChrysler AG Méthode et dispositif pour influencer les vibrations qui résultent d'un véhicule motorisé
DE19826170C1 (de) * 1998-06-13 1999-10-14 Daimler Chrysler Ag Verfahren und Vorrichtung zur aktiven Beeinflussung einer Geräuschkulisse einer rotierende Teile aufweisenden Maschine
DE19947759A1 (de) 1999-10-02 2001-05-03 Daimler Chrysler Ag Elastisches Lager
DE10104604A1 (de) * 2001-02-02 2002-08-22 Daimler Chrysler Ag Bauteil mit schwingungsdämpfenden Eigenschaften, Gemenge zur Herstellung des Bauteils, sowie Verfahren zur Herstellung eines derartigen Bauteils
DE10110822A1 (de) * 2001-03-07 2002-09-26 Daimler Chrysler Ag Verfahren und Vorrichtung zur Beeinflussung der Übertragung von Schwingungen eines Schwingungserzeugers an einen damit verbundenen Gegenstand, insbesondere von Motorschwingungen auf die Karosserie eines Kraftfahrzeuges
DE10306160A1 (de) 2003-02-14 2004-09-02 Daimlerchrysler Ag Anbindung eines Fahrzeugteils an eine Fahrzeugaufbaustruktur
DE10333356A1 (de) * 2003-07-23 2005-02-24 Benteler Automobiltechnik Gmbh Kraftfahrzeug

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Publication number Publication date
EP1753970A1 (fr) 2007-02-21
DE102004025962A1 (de) 2005-12-15

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