Shock absorber for vehicle and vehicle

Abstract

The present invention provides a shock absorber for a vehicle and a vehicle. The shock absorber for a vehicle transmits and connects a torque limiting mechanism and a shock absorbing mechanism in which shock absorbing springs are connected in series by independent connecting members. Thus, on the one hand, by using the shock absorbing springs connected in series of the shock absorbing mechanism, the vibration in the process of torque transmission of the shock absorbing mechanism can be effectively weakened or even eliminated; on the other hand, by using the torque limiting mechanism with a predetermined torque capacity, excessive torque can be prevented from being transmitted from the power source of the vehicle to the transmission, thereby avoiding the situation of torque overload.

Description

Technical Field

[0001] The present invention relates to the field of vehicle vibration reduction, in particular to a vehicle vibration reducer and a vehicle comprising the vehicle vibration reducer. Background Art

[0002] Since the automatic transmission of a vehicle has very high requirements for vibration reduction performance, a dual-mass flywheel with a large arc spring is usually used as a vibration reducer for vibration reduction, especially in existing commercially available vehicles. However, the arc spring used in this vibration reducer is expensive and needs to be matched with a corresponding more complex structure to function properly, which results in a more complex structure and higher cost for this vibration reducer. Moreover, for a system using this vibration reducer, the above vibration reducer does not have a corresponding torque overload protection measure, and thus lacks the necessary torque overload protection for the system. Summary of the invention

[0003] The present invention is made in view of the above-mentioned state of the prior art. An object of the present invention is to provide a vehicle shock absorber, which is lower in cost than the above-mentioned shock absorber and can prevent torque overload in a system using the shock absorber according to the present invention. Another object of the present invention is to provide a vehicle using the vehicle shock absorber according to the present invention.

[0004] In order to achieve the above object, the present invention adopts the following technical solution.

[0005] The present invention provides a vehicle shock absorber having axial, radial and circumferential transmission-connected torque limiting mechanisms and damping mechanisms, for transmitting torque from a power source of a vehicle to a transmission of the vehicle via the torque limiting mechanisms and the damping mechanisms, and making the torque transmitted via the vehicle shock absorber not greater than the torque capacity of the torque limiting mechanisms, wherein the damping mechanisms include:

[0006] two side plates, the two side plates are fixed to each other and receive the torque from the torque limiting mechanism, and a plurality of damping spring mounting portions are formed between the two side plates;

[0007] A flange, the flange is located between the two side plates and can rotate relative to the two side plates within a predetermined range;

[0008] a plurality of damping springs, wherein the plurality of damping springs are divided into a plurality of groups, each group of the damping springs comprises at least two damping springs connected in series, and each group of the damping springs is respectively mounted on one of the damping spring mounting portions, so that in the process of the two side plates transmitting torque to the flange via the plurality of damping springs, the maximum torsion angle of the two side plates relative to the flange is equal to the sum of the compression angles of the plurality of damping springs in one group of the damping springs; and

[0009] A plurality of mutually independent connecting members are provided between two adjacent damping springs in each group of the damping springs, and the connecting members enable the two adjacent damping springs to be connected in series.

[0010] Preferably, the connecting member comprises a connecting member body and convex portions protruding from the connecting member body toward two circumferential sides, and the convex portions extend into the turns of the damping spring located on two sides of the connecting member respectively.

[0011] More preferably, the vehicle shock absorber further comprises a guide pin, the guide pin being mounted on the two side plates in a manner of passing through the corresponding connecting member, and

[0012] The two side plates are formed with guide holes corresponding to the guide pins and extending along the circumferential direction, and both ends of the guide pins are installed in the guide holes so as to be able to slide along the guide holes, thereby limiting the movement trajectory of the connecting member.

[0013] More preferably, the flange is formed with an abutment surface for abutting against an end of the damper spring during torque transmission, and the abutment surface is substantially orthogonal to a central axis of the corresponding damper spring.

[0014] More preferably, the two side plates respectively include windows extending along the circumferential direction and opposite to each other, the windows of the two side plates form the shock absorbing spring mounting portion, so that the shock absorbing spring is installed between the two side plates, and the flange is formed with a notch to avoid the shock absorbing spring.

[0015] More preferably, the torque limiting mechanism includes a carrier plate and two support plates spaced apart from each other in the axial direction via the carrier plate, the two support plates being torsionally connected to the two side plates and clamping the carrier plate, and the friction between the two support plates and the carrier plate enables the torque transmitted via the carrier plate to be transmitted to the flange via the two support plates.

[0016] More preferably, the torque limiting mechanism further comprises two friction parts, which are respectively located between the carrier plate and the corresponding support plates in a manner of abutting against the carrier plate and the two support plates, so that the carrier plate and the two support plates can transmit torque via the friction parts.

[0017] More preferably, one of the two support plates is formed as one piece with one of the two side plates, and the other of the two support plates is located between the two side plates.

[0018] More preferably, the torque limiting mechanism further comprises an elastic member, which is disposed between one of the two side plates and a support plate, and the elastic member acts on the one side plate with force so that the two support plates can clamp the carrier plate by force.

[0019] The present invention also provides a vehicle as follows, comprising the vehicle shock absorber as described in any one of the above technical solutions.

[0020] By adopting the above technical solution, the present invention provides a novel vehicle shock absorber and a vehicle including the vehicle shock absorber, wherein the vehicle shock absorber drives and connects a torque limiting mechanism and a shock absorbing mechanism in which shock absorbing springs are connected in series by independent connecting members. Thus, on the one hand, by using the series shock absorbing springs of the shock absorbing mechanism, the vibration in the torque transmission process of the shock absorbing mechanism can be effectively weakened or even eliminated; on the other hand, by using the torque limiting mechanism with a predetermined torque capacity, excessive torque can be prevented from being transmitted from the power source of the vehicle to the transmission, thereby avoiding the situation of torque overload. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 1 is a front schematic diagram of a vehicle shock absorber according to an embodiment of the present invention, in which a partial structure of the vehicle shock absorber is omitted.

[0022] Figure 2 yes Figure 1 Schematic diagram of the exploded structure of the vehicle shock absorber.

[0023] Figure 3a yes Figure 1 A partial cross-sectional schematic diagram of the vehicle shock absorber taken along line S1-S1; Figure 3b yes Figure 1 A schematic partial cross-sectional view of the vehicle shock absorber taken along line S2-S2.

[0024] Description of Reference Numerals

[0025] 1 torque limiting mechanism 11 carrier plate 12 first support plate 12a first friction portion 12c groove 13 second support plate 13a second friction portion 14 first diaphragm spring

[0026] 2 vibration reduction mechanism 21 first side plate 21h1 first window 21h2 first guide hole 22 second side plate 22h1 second window 22h2 second guide hole 23 fixing member 24 flange 241 flange body 242 wing 242s abutting surface 25 vibration reduction spring 26 connecting member 261 connecting member body 262 convex portion 27 guide pin 28a first friction plate 28b second friction plate 29 second diaphragm spring

[0027] A is axial, R is radial, and C is circumferential. DETAILED DESCRIPTION

[0028] The exemplary embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood that these specific descriptions are only used to teach those skilled in the art how to implement the present invention, and are not intended to exhaust all possible modes of the present invention, nor to limit the scope of the present invention.

[0029] In the present invention, unless otherwise specified, the axial direction, radial direction and circumferential direction refer to the axial direction, radial direction and circumferential direction of the shock absorber for a vehicle, respectively; the axial side refers to the Figure 3a , Figure 3b The left side of the axis refers to Figure 3a , Figure 3b The radially outer side is Figure 3a , Figure 3b The upper side, radial inner side refers to Figure 3a , Figure 3b In addition, "transmission connection" refers to the connection between two components that can transmit driving force / torque. The two components can be directly connected or indirectly connected through various transmission mechanisms or connection structures to transmit driving force / torque.

[0030] Hereinafter, the structure of a vehicle shock absorber according to an embodiment of the present invention will be described with reference to the drawings.

[0031] like Figure 1 , Figure 2 , Figure 3a and Figure 3b As shown, a vehicle shock absorber according to an embodiment of the present invention has a disc shape as a whole and includes a torque limiting mechanism 1 and a damping mechanism 2 assembled together, so that the torque of the power source of the vehicle can be transmitted to the transmission of the vehicle via the torque limiting mechanism 1 and the damping mechanism 2.

[0032] The structure of the torque limiting mechanism 1 will first be described below.

[0033] Specifically, in the present embodiment, the torque limiting mechanism 1 includes a carrier plate 11 , two support plates 12 , 13 and a first diaphragm spring 14 .

[0034] In this embodiment, the carrier plate 11 can be connected to the flywheel to receive torque from the power source of the vehicle, and the friction between the friction parts 12a, 13a of the carrier plate 11 and the two support plates 12, 13 is used to achieve transmission connection between the carrier plate 11 and the two support plates 12, 13.

[0035] In the present embodiment, the two support plates 12 and 13 are arranged at intervals in the axial direction A across the carrier plate 11. The two support plates 12 and 13 include a first support plate 12 located on one axial side of the carrier plate 11 and a second support plate 13 located on the other axial side of the carrier plate 11. The radially outer portion of the first support plate 12 and the radially outer portion of the second support plate 13 are respectively provided with a first friction portion 12a and a second friction portion 13a that are opposite to each other in the axial direction A, and the first friction portion 12a and the second friction portion 13a are provided on both axial sides of the carrier plate 11 in a manner of sandwiching the carrier plate 11 and abutting against the carrier plate 11 from both axial sides.

[0036] Further, the first support plate 12 is located between the carrier plate 11 and the first side plate 21. The first support plate 12 is formed with a plurality of grooves 12c recessed toward the radial outside, the grooves 12c are for the fixing members 23 to pass through, and the fixing members 23 are used to enable the first support plate 12 to be fixed relative to the two side plates 21 and 22 in the circumferential direction C. In addition, in the present embodiment, the second support plate 13 is formed as a whole with the second side plate 22, and it can also be said that the second support plate 13 also serves as the second side plate 22.

[0037] In this way, by utilizing the friction between the friction parts 12 a and 13 a of the two support plates 12 and 13 and the carrier plate 11 , the torque can be smoothly transmitted from the carrier plate 11 to the two side plates 21 and 22 via the two support plates 12 and 13 .

[0038] In this embodiment, the first diaphragm spring 14 is disposed between the first support plate 12 and the first side plate 21, the outer periphery of the first diaphragm spring 14 abuts against the first support plate 12, and the inner periphery abuts against the first side plate 21, so that under the action of the spring force of the first diaphragm spring 14, the friction parts 12a, 13a of the two support plates 12, 13 can press the carrier plate 11. Moreover, the first support plate 12 and the carrier plate 11 can be axially positioned by the cooperation of the two friction parts 12a, 13a and the first diaphragm spring 14. It should be understood that here, the first side plate 21 can also be used as a part of the torque limiting mechanism 1.

[0039] Thus, the torque limiting mechanism 1 can transmit a torque that does not exceed its torque capacity to the damping mechanism 2. Once the transmitted torque exceeds the torque capacity of the torque limiting mechanism 1, slippage will occur between the friction parts 12a and 13a of the support plate and the carrier plate 11, thereby preventing excessive torque from being transmitted to the damping mechanism 2 and the transmission.

[0040] The structure of the vibration reduction mechanism 2 will be further described below.

[0041] Further, in the present embodiment, the vibration reduction mechanism 2 is coaxially arranged with the torque limiting mechanism 1. The vibration reduction mechanism 2 has a disc shape as a whole and includes two side plates (a first side plate 21 and a second side plate 22) assembled to each other, a plurality of fixing members 23, a flange 24, a plurality of vibration reduction springs 25, a connecting member 26, a guide pin 27 and a damping mechanism.

[0042] Specifically, in the present embodiment, the two side plates 21, 22 include a first side plate 21 located on one axial side and a second side plate 22 located on the other axial side. The two side plates 21, 22 are coaxially fixedly connected to each other via a flange 24 through a plurality of fixing members 23. The torque from the torque limiting mechanism 1 can drive the two side plates 21, 22 to rotate together, and the two side plates 21, 22 as a whole can rotate within a predetermined range in the circumferential direction C relative to the flange 24, and the two side plates 21, 22 form a damping spring mounting portion for mounting the corresponding damping spring 25.

[0043] The first side plate 21 includes two first windows 21h1 that penetrate the first side plate 21 in the axial direction A and correspond to the damping springs 25, and the second side plate 22 includes two second windows 22h1 that penetrate the second side plate 22 in the axial direction A and correspond to the damping springs 25. The first window 21h1 and the second window 22h1 are arranged opposite to each other in the axial direction A and both of the first window 21h1 and the second window 22h1 extend a predetermined length along the circumferential direction C. The positions of the corresponding damping springs 25 can be defined by the periphery of the first window 21h1 and the periphery of the second window 22h1, thereby forming a damping spring mounting portion. In this way, the positions of the damping springs 25 in the axial direction A, radial direction R and circumferential direction C can be defined by the damping spring mounting portion.

[0044] In addition, the first side plate 21 further includes two first guide holes 21h2 that penetrate the first side plate 21 in the axial direction A and correspond to the guide pins 27, and the second side plate 22 further includes two second guide holes 22h2 that penetrate the second side plate 22 in the axial direction A and correspond to the guide pins 27. The first guide hole 21h2 and the second guide hole 22h2 are arranged opposite to each other in the axial direction A and both extend along the circumferential direction C. The circumferential length of the first guide hole 21h2 is smaller than the circumferential length of the first window 21h1, and the circumferential length of the second guide hole 22h2 is smaller than the circumferential length of the second window 22h1. The two first guide holes 21h2 are respectively located radially inward of the corresponding first window 21h1 and spaced apart from the first window 21h1, and the circumferential center lines of the two first guide holes 21h2 are respectively aligned with the circumferential center lines of the corresponding first window 21h1. The two second guide holes 22h2 are respectively located radially inward of the corresponding second window 22h1 and spaced apart from the second window 22h1 , and the circumferential center lines of the two second guide holes 22h2 are respectively aligned with the circumferential center lines of the corresponding second window 22h1 .

[0045] Further, in the present embodiment, the flange 24 is located between the two side plates 21 and 22 in the axial direction A, and the two side plates 21 and 22 can rotate within a predetermined range in the circumferential direction C relative to the flange 24. The flange 24 includes a flange body 241 located in the center and two wing portions 242 extending from the flange body 241 toward both sides. The circumferential side surfaces of the two wing portions 242 are formed as abutment surfaces 242s for abutting against the end of the damping spring 25 during the torque transmission process, and the abutment surfaces 242s are substantially orthogonal to the central axis of the corresponding damping spring 25 in the form of a cylindrical coil spring. When the vehicle shock absorber is installed, the two wing portions 242 and the two groups of damping springs 25 are alternately arranged in the circumferential direction C, so the flange 24 is formed with a notch to avoid the damping spring installation portion, and the two notches and the two wing portions 242 are alternately arranged in the circumferential direction C. In addition, the central portion of the flange body 241 can form a structure for driving connection with the input shaft of the transmission.

[0046] Further, in the present embodiment, the four damping springs 25 are all linear cylindrical coil springs. The four damping springs 25 are divided into two groups, and each group of damping springs 25 includes two damping springs 25 connected in series with each other through a connecting member 26. Each group of damping springs 25 is respectively installed on a damping spring installation portion, so that in the process of the two side plates 21 and 22 transmitting torque to the flange 24 via the damping springs 25, the maximum torsion angle of the two side plates 21 and 22 relative to the flange 24 is equal to the total compression angle of all damping springs 25 in one group of damping springs 25.

[0047] Further, in this embodiment, a connector 26 is provided between two adjacent damping springs 25 in each group of damping springs 25. The connector 26 includes a connector body 261 and two convex portions 262 protruding from the body toward both sides in the circumferential direction, and the two convex portions 262 extend into the turns of the damping springs 25 located on both sides of the connector 26, respectively. Therefore, firstly, the connecting member 26 enables two adjacent damping springs 25 to be arranged in series; secondly, the connecting member 26 can achieve a certain radial limiting effect on the damping springs 25 located on both sides thereof, so as to suppress the radial movement of the compressed damping springs 25 in the damping spring mounting portion due to the centrifugal force; thirdly, the two protrusions 262 of the connecting member 26 are formed to have a predetermined angle, so that two damping springs 25 in a group of damping springs 25 are arranged in the damping spring mounting portion with their central axes forming a predetermined angle, thereby avoiding the interference that may be caused by the direct series connection between the two damping springs 25 and minimizing the interference that may be caused by the damping springs 25 that are deformed during the compression process and the two side plates 21, 22.

[0048] Further, in the present embodiment, the guide pin 27 is installed on the two side plates 21 and 22 in a manner of passing through the connecting member 26. The connecting member 26 can rotate relative to the guide pin 27, and the two ends of the guide pin 27 are installed in the guide holes 21h2 and 22h2 of the two side plates 21 and 22 so as to be able to slide along the guide holes 21h2 and 22h2. In this way, when the two damping springs 25 connected by the connecting member 26 are compressed, the guide pin 27 and the guide holes 21h2 and 22h2 can guide the movement of the connecting member 26, thereby limiting the movement trajectory of the connecting member 26, and further avoiding the interference between the damping spring 25 and the two side plates 21 and 22 during the compression process to the greatest extent. Furthermore, in this embodiment, the guide pin 27 can be sleeved with two spacers, which are located on both sides of the connecting member 26 and between the connecting member 26 and the two side plates 21, 22, so as to limit the relative position of the connecting member 26 and the two side plates 21, 22 in the axial direction A while preventing the guide pin 27 from moving in the axial direction A.

[0049] Furthermore, in this embodiment, in order to limit the flange 24 and the two side plates 21 and 22 in the axial direction A and provide appropriate damping effect, two friction plates 28 a and 28 b and a second diaphragm spring 29 are provided.

[0050] Specifically, the first friction plate 28a extends along the radial direction R and has a circular ring shape. The first friction plate 28a is disposed between the first side plate 21 and the flange 24 in the axial direction A. The second diaphragm spring 29 is fixed to the first side plate 21 and pressed against the first friction plate 28a from one axial side, so that the first friction plate 28a abuts against the flange 24 from one axial side under the action of the spring force of the second diaphragm spring 29.

[0051] The second friction plate 28 b extends in the radial direction R and has an annular shape. The second friction plate 28 b is disposed between the flange 24 and the second side plate 22 in the axial direction A and abuts against the flange 24 and the second side plate 22 under the spring force of the second diaphragm spring 29 .

[0052] In this way, through the cooperation of the two friction plates 28a, 28b and the second diaphragm spring 29, not only the axial position of the flange 24 relative to the two side plates 21, 22 can be ensured, but also the damping effect can be provided during the operation of the vehicle shock absorber.

[0053] By adopting the above technical solution, the transmission path of the torque from the torque limiting mechanism 1 is as follows: carrier plate 11 → two friction parts 12a, 13a → two support plates 12, 13 → two side plates 21, 22 → damping spring 25 → flange 24. In this way, on the one hand, the torque limiting mechanism 1 can prevent the occurrence of torque overload. On the other hand, the damping springs 25 of each group of damping springs 25 in the damping mechanism 2 are compressed together during the above torque transmission process, so that the relative rotation angle of the two side plates 21, 22 relative to the flange 24 is equal to the sum of the compression angles of the damping springs 25 in series. In this way, the damping effect of the entire shock absorber can be improved.

[0054] In addition to providing a vehicle shock absorber having the above structure, the present invention also provides a vehicle including the shock absorber having the above structure. The vehicle can be a conventional non-hybrid vehicle using only an engine as a power source, or a hybrid vehicle using an engine and at least one motor as a power source. In the vehicle, the carrier plate 11 of the torque limiting mechanism 1 of the vehicle shock absorber is transmission-connected to the power source of the vehicle, and the flange 24 of the damping mechanism 2 is transmission-connected to the input shaft of the vehicle's transmission. The transmission can be various types of transmissions such as a dual-clutch transmission.

[0055] It should be understood that the above embodiments are only exemplary and are not intended to limit the present invention. Those skilled in the art may make various modifications and changes to the above embodiments under the guidance of the present invention without departing from the scope of the present invention.

[0056] (i) Although the number of each group of damping springs 25 is two in the above specific embodiment, the present invention is not limited thereto. The number of each group of damping springs 25 can be adjusted as needed, and preferably a connector 26 is provided between every two adjacent damping springs 25. Although a connector is used in the above specific embodiment, other forms of connecting components may also be used, such as a flange-shaped connector, an annular connector, etc. These connecting components may be provided with a plurality of connecting portions on the connecting component body, and the connecting portion is located between two series-connected coil springs.

[0057] (ii) The damping spring 25 may be not only a linear coil spring as described above, but may also be an arc-shaped coil spring, a rubber spring, or a combination of a coil spring and a rubber spring.

[0058] When the damping spring 25 is a linear coil spring, preferably, each damping spring 25 is housed in the damping spring mounting portion as described above in such a manner that its length direction is consistent with the direction of a tangent line in the circumferential direction of the damper; when the damping spring 25 is an arc-shaped coil spring, preferably, each damping spring 25 is housed in the damping spring mounting portion as described above in such a manner that its length direction is consistent with the circumferential direction of the damper.

[0059] (iii) Although not described in the above specific embodiments, it can be understood that in order to ensure the running trajectory of the damping spring 25 when it is compressed by the flange 24 and to further suppress the radial movement of the compressed damping spring 25 in the damping spring mounting portion, the abutment surface 242s of the flange 24 can also form a convex portion extending into the coil of the damping spring 25.

[0060] (iv) Although the above specific embodiments describe that the first friction portion 12a and the second friction portion 13a are formed on the first support plate 12 and the second support plate 13, respectively, the present invention is not limited thereto. The two friction portions 12a and 13a may also be separate components independent of the carrier plate 11 and the two support plates 12 and 13, or the two friction portions 12a and 13a may also be formed on the carrier plate 11, as long as the carrier plate 11 and the two support plates 12 and 13 can transmit torque by friction with the two friction portions 12a and 13a.

Claims

1. A shock absorber for a vehicle, having axial (A), radial (R) and circumferential (C) directions and comprising a torque limiting mechanism (1) and a shock absorbing mechanism (2) connected by transmission, for transmitting torque from a power source of a vehicle to a transmission of the vehicle via the torque limiting mechanism (1) and the shock absorbing mechanism (2), and making the torque transmitted via the shock absorber for the vehicle not greater than the torque capacity of the torque limiting mechanism (1), The vibration reduction mechanism (2) comprises: Two side plates (21, 22), the two side plates (21, 22) being fixed to each other and receiving torque from the torque limiting mechanism (1), and a plurality of damping spring mounting portions being formed between the two side plates (21, 22); a flange (24), the flange (24) being located between the two side plates (21, 22) and being capable of rotating within a predetermined range relative to the two side plates (21, 22); a plurality of damping springs (25), the plurality of damping springs (25) being divided into a plurality of groups, each group of the damping springs (25) comprising at least two damping springs (25) connected in series with each other, each group of the damping springs (25) being respectively mounted on one of the damping spring mounting portions, so that in the process of the two side plates (21, 22) transmitting torque to the flange (24) via the plurality of damping springs (25), the maximum torsion angle of the two side plates (21, 22) rotating relative to the flange (24) is equal to the sum of the compression angles of the plurality of damping springs (25) in one group of the damping springs (25); as well as A plurality of mutually independent connecting members (26), wherein the connecting member (26) is arranged between two adjacent vibration-damping springs (25) in each group of the vibration-damping springs (25), and the connecting member (26) enables the two adjacent vibration-damping springs (25) to be connected in series, wherein the connecting member (26) comprises a connecting member body (261) and convex portions (262) protruding from the connecting member body (261) toward both sides in the circumferential direction, and the convex portions (262) respectively extend into the turns of the vibration-damping springs (25) located on both sides of the connecting member (26), The vehicle shock absorber further comprises a guide pin (27), wherein the guide pin (27) is mounted on the two side plates (21, 22) in a manner of passing through the corresponding connecting member (26), and The two side plates (21, 22) are formed with guide holes (21h2, 22h2) corresponding to the guide pin (27) and extending along the circumferential direction, and both ends of the guide pin (27) are installed in the guide holes (21h2, 22h2) so as to be able to slide along the guide holes (21h2, 22h2), thereby limiting the movement trajectory of the connecting member (26).

2. The vehicle shock absorber according to claim 1, characterized in that: The flange (24) is formed with an abutment surface (242s) for abutting against the end of the damping spring (25) during torque transmission, and the abutment surface (242s) is substantially orthogonal to the central axis of the corresponding damping spring (25).

3. The vehicle shock absorber according to claim 1, characterized in that: The two side plates (21, 22) respectively include windows (21h1, 22h1) extending along the circumferential direction (C) and facing each other, the windows (21h1, 22h1) of the two side plates (21, 22) forming the vibration-damping spring mounting portion, so that the vibration-damping spring (25) is mounted between the two side plates (21, 22), and the flange (24) is formed with a cutout portion avoiding the vibration-damping spring (25).

4. The vehicle shock absorber according to claim 1, characterized in that: The torque limiting mechanism (1) comprises a carrier plate (11) and two support plates (12, 13) arranged in an axial direction (A) with the carrier plate (11) spaced apart from each other. The two support plates (12, 13) are connected to the two side plates (21, 22) in a torsionally rigid manner and clamp the carrier plate (11). The friction between the two support plates (12, 13) and the carrier plate (11) enables the torque transmitted via the carrier plate (11) to be transmitted to the flange (24) via the two support plates (12, 13).

5. The vehicle shock absorber according to claim 4, characterized in that: The torque limiting mechanism (1) further comprises two friction parts (12a, 13a), wherein the two friction parts (12a, 13a) are respectively located between the carrier plate (11) and the corresponding support plates (12, 13) in a manner of abutting against the carrier plate (11) and the two support plates (12, 13), so that the carrier plate (11) and the two support plates (12, 13) can transmit torque via the friction parts (12a, 13a).

6. The vehicle shock absorber according to claim 4, characterized in that: One of the two support plates (12, 13) is formed as one piece with one of the two side plates (21, 22), and the other of the two support plates (12, 13) is located between the two side plates (21, 22).

7. The vehicle shock absorber according to claim 4, characterized in that: The torque limiting mechanism (1) also includes an elastic member, which is arranged between one of the two side plates (21, 22) and a support plate, and acts on the one side plate with a spring force, so that the two support plates can clamp the carrier plate under the action of the spring force. 8 . A vehicle, comprising the vehicle shock absorber according to claim 1 .

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