Shock absorbers for vehicles and vehicles

Abstract

This invention provides a vehicle shock absorber and a vehicle, wherein the vehicle shock absorber drivesly connects a torque limiting mechanism and a damping mechanism with double flanges together. Thus, on the one hand, by utilizing the damping springs of the damping mechanism, vibrations during torque transmission can be effectively reduced or even eliminated; on the other hand, by utilizing the torque limiting mechanism with a predetermined torque capacity, excessive torque can be prevented from being transmitted from the vehicle's power source to the transmission, thereby avoiding torque overload.

Description

Technical Field

[0001] This invention relates to the field of vehicle vibration reduction, and more specifically to vehicle vibration dampers and vehicles including such vibration dampers. Background Technology

[0002] Because automatic transmissions in vehicles have high requirements for vibration damping performance, dual-mass flywheels with large curved springs are typically used as shock absorbers, especially in most commercially available vehicles. However, the curved springs used in this type of shock absorber require a relatively complex structure to function properly, resulting in a complex structure and high cost. Furthermore, systems using this type of shock absorber lack corresponding torque overload protection measures, thus lacking necessary torque overload protection for the system. Summary of the Invention

[0003] The present invention was made in view of the state of the prior art described above. An object of the present invention is to provide a vehicle shock absorber that is less expensive than the aforementioned shock absorbers and can prevent torque overload in systems employing the shock absorber according to the present invention. Another object of the present invention is to provide a vehicle employing the vehicle shock absorber according to the present invention.

[0004] To achieve the above objectives, the present invention adopts the following technical solution.

[0005] The present invention provides a vehicle shock absorber having axial, radial, and circumferential directions and including a torque limiting mechanism and a damping mechanism that are drive-coupled, for transmitting torque from a power source of the vehicle to the vehicle's transmission via the torque limiting mechanism and the damping mechanism, and such that the torque transmitted via the vehicle shock absorber does not exceed the torque capacity of the torque limiting mechanism.

[0006] The vibration damping mechanism includes:

[0007] Two side plates, which are fixed to each other;

[0008] Two flanges are located between two side plates and are each rotatable relative to the two side plates within a predetermined range. The relative rotation angle of the first flange relative to the second flange is equal to the sum of the relative rotation angles of the first flange relative to the two side plates and the relative rotation angles of the two side plates relative to the second flange. The torque limiting mechanism is mounted on one of the first and second flanges at its input end.

[0009] Multiple damping springs are mounted in a damping spring mounting portion formed by the two side plates and the two flanges, such that the multiple damping springs are compressed and torque is transmitted via the multiple damping springs during the rotation of the two flanges relative to the two side plates.

[0010] Preferably, the first flange has a first through hole extending through the first flange in the axial direction, and the second flange has a second through hole extending through the second flange in the axial direction. The first through hole and the second through hole are completely offset in the circumferential direction, and the length of the first through hole is approximately equal to the length of the first damping spring among the plurality of damping springs, and the length of the second through hole is approximately equal to the length of the second damping spring among the plurality of damping springs. The first damping spring is installed in the first through hole and the second damping spring is installed in the second through hole.

[0011] More preferably, the first flange further has a third through hole corresponding to the second through hole and extending through the first flange in the axial direction, the length of the third through hole being greater than the length of the second damping spring and the length of the second through hole; and / or

[0012] The second flange also has a fourth through hole corresponding to the first through hole and penetrating the second flange in the axial direction. The length of the fourth through hole is greater than the length of the first damping spring and the length of the first through hole.

[0013] More preferably, each of the damping spring mounting portions includes a window corresponding to each damping spring that passes through the side plate in the axial direction. The length of the window is approximately equal to the length of the corresponding damping spring, so that the position of the corresponding damping spring can be defined by the periphery of the window.

[0014] More preferably, the vibration damping mechanism further includes a centrifugal pendulum unit installed on the first flange and / or the second flange.

[0015] More preferably, the vibration damping mechanism further includes a hub core fixed to one of the first flange and the second flange at the output end.

[0016] More preferably, the torque limiting mechanism includes a carrier plate and two support plates spaced apart in the axial direction across the carrier plate. The two support plates are fixed to the first flange and clamp the carrier plate. The frictional torque between the two support plates and the carrier plate allows the torque from the carrier plate to be transmitted via the two support plates to one of the first flange and the second flange located at the input end.

[0017] More preferably, each of the support plates includes a friction portion for contacting the carrier plate, and the friction portions of the two support plates are opposite each other in the axial direction across the carrier plate.

[0018] More preferably, the torque limiting mechanism further includes an elastic element for clamping the carrier plate with force from the two support plates.

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

[0020] By adopting the above-described technical solution, the present invention provides a novel vehicle shock absorber and a vehicle including the vehicle shock absorber, wherein the vehicle shock absorber drivesly connects a torque limiting mechanism and a damping mechanism with double flanges together. Thus, on the one hand, by utilizing the damping springs of the damping mechanism, vibrations during torque transmission can be effectively reduced or even eliminated; on the other hand, by utilizing the torque limiting mechanism with a predetermined torque capacity, excessive torque can be prevented from being transmitted from the vehicle's power source to the transmission, thereby avoiding torque overload. Attached Figure Description

[0021] Figure 1 This is a partial cross-sectional schematic diagram of a vehicle shock absorber according to an embodiment of the present invention, wherein the cross-sectional lines of each component are omitted.

[0022] Figure 2 yes Figure 1 An exploded view of part of the structure of a vehicle shock absorber.

[0023] Explanation of reference numerals in the attached figures

[0024] 1. Torque limiting mechanism; 11. Carrier plate; 12. First support plate; 12a. First friction part; 13. Second support plate; 13a. Second friction part; 14. First diaphragm spring.

[0025] 2. Vibration damping mechanism 21 First side plate 21h First window 22 Second side plate 22h Second window 23 First flange 23h1 First through hole 23h2 Third through hole 24 Second flange 24h1 Second through hole 24h2 Fourth through hole 25 Vibration damping spring 251 First vibration damping spring 252 Second vibration damping spring 26 Hub core 27 Centrifugal pendulum unit 28a First friction sleeve 28b Second friction sleeve 28c Friction plate 29a Second diaphragm spring 29b Third diaphragm spring

[0026] A is axial and R is radial. Detailed Implementation

[0027] Exemplary embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood that these specific descriptions are for teaching those skilled in the art how to implement the present invention, and are not intended to exhaustively describe all possible ways of the invention, nor to limit the scope of the invention.

[0028] In this invention, unless otherwise stated, axial, radial, and circumferential refer to the axial, radial, and circumferential directions of a vehicle shock absorber, respectively; axial side refers to... Figure 1 The left side (e.g., the side where the power source is located) refers to the other side of the axis. Figure 1 The right side (e.g., the side where the transmission is located); radially outer side refers to... Figure 1 The upper side of the middle, the radial inner side refers to Figure 1 The lower side of the middle. In addition, "transmission connection" refers to the connection between two components that can transmit driving force / torque. These two components can be directly connected or indirectly connected through various transmission mechanisms or connection structures to transmit driving force / torque.

[0029] The structure of a vehicle shock absorber according to an embodiment of the present invention will be described below with reference to the accompanying drawings.

[0030] like Figure 1 and Figure 2 As shown, a vehicle shock absorber according to an embodiment of the present invention has an overall disc shape and includes a torque limiting mechanism 1 and a damping mechanism 2 assembled together, such that the torque of the vehicle's power source can be transmitted to the vehicle's transmission via the torque limiting mechanism 1 and the damping mechanism 2.

[0031] The structure of torque limiting mechanism 1 will be described first below.

[0032] Specifically, in this embodiment, the torque limiting mechanism 1 includes a carrier plate 11, two support plates 12 and 13, and a first diaphragm spring 14.

[0033] In this embodiment, the carrier plate 11 is used to receive torque from the power source of the vehicle, and the frictional torque between the carrier plate 11 and the friction portions 12a and 13a of the two support plates 12 and 13 enables the carrier plate 11 to be connected to the two support plates 12 and 13 in a transmission manner.

[0034] In this embodiment, two support plates 12 and 13 are arranged spaced apart from the carrier plate 11 along the axial direction A. The two support plates 12 and 13 also form a fork-like structure to support the carrier plate 11 from the radially inner side. 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. Advantageously, the outer diameter of the first support plate 12 is approximately equal to the outer diameter of the second support plate 13.

[0035] The radially outer sides of the first support plate 12 and the radially outer sides of the second support plate 13 are respectively provided with a first friction part 12a and a second friction part 13a that are axially opposite each other by a distance A. The first friction parts 12a and the second friction parts 13a are disposed on both axial sides of the carrier plate 11 in a manner that clamps the carrier plate 11 and abuts against the carrier plate 11 from both axial sides. Further, the radially inner sides of the two support plates 12 and 13 are fixedly connected to the radially outer sides of the first flange 23 of the vibration damping mechanism 2 by means of, for example, rivets. In this way, the frictional torque between the friction parts 12a and 13a of the two support plates 12 and 13 and the carrier plate 11 can be used to smoothly transmit torque from the carrier plate 11 to the first flange 23 via the two support plates 12 and 13.

[0036] In this embodiment, a first diaphragm spring 14 is disposed between the second support plate 13 and the first flange 23. The outer periphery of the first diaphragm spring 14 abuts against the second support plate 13, while the inner periphery abuts against the first flange 23. This allows the two support plates 12 and 13 to press against the carrier plate 11 under the spring force of the first diaphragm spring 14, thereby achieving axial positioning of the two support plates 12 and 13 and the carrier plate 11. Of course, this torque limiting mechanism 1 can also adopt other existing forms of torque limiting structures. Simultaneously, this torque limiting structure 1 can also be installed on the second flange 24, in which case the first flange 23 serves as an output component.

[0037] Therefore, the torque limiting mechanism 1 can transmit torque not exceeding its torque capacity to the vibration 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 vibration damping mechanism 2 and the transmission.

[0038] The structure of vibration damping mechanism 2 will be further explained below.

[0039] Furthermore, in this embodiment, the vibration damping mechanism 2 is arranged coaxially with the torque limiting mechanism 1 and includes two side plates 21, 22 (first side plate 21 and second side plate 22), two flanges 23, 24 (first flange 23 and second flange 24), a plurality of (four in this embodiment) vibration damping springs 25, a hub core 26, a centrifugal pendulum unit 27 and a damping mechanism assembled together.

[0040] In this embodiment, the two side plates 21 and 22 are fixed to each other across two flanges 23 and 24 so that the two side plates 21 and 22 can rotate together. The two side plates 21 and 22 as a whole can rotate within a predetermined range in the circumferential direction relative to the first flange 23 and the second flange 24, and the two side plates 21 and 22 cooperate with the two flanges 23 and 24 to form a damping spring mounting part to define the position of the damping spring 25.

[0041] More specifically, the two side plates 21 and 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 first side plate 21 includes four first windows 21h that pass through the first side plate 21 in the axial direction A and correspond to each damping spring 25. The second side plate 22 includes four second windows 22h that pass through the second side plate 22 in the axial direction A and correspond to each damping spring 25. The four first windows 21h and the four second windows 22h are evenly distributed in the circumferential direction. The length of each first window 21h and the length of each second window 22h are approximately equal to the length of the damping spring 25, such that the periphery of the paired first windows 21h and second windows 22h can define the position of the corresponding damping spring 25.

[0042] In this embodiment, both flanges 23 and 24 are located between the two side plates 21 and 22 and are capable of rotating circumferentially relative to the two side plates 21 and 22 within a predetermined range. The two flanges 23 and 24 include a first flange 23 and a second flange 24 spaced apart from each other in the axial direction A. The relative rotation angle of the first flange 23 relative to the second flange 24 is equal to the sum of the relative rotation angles of the first flange 23 relative to the two side plates 21 and 22 and the relative rotation angles of the two side plates 21 and 22 relative to the second flange 24.

[0043] The first flange 23 is generally circular and is fixedly connected to the support plates 12 and 13 of the torque limiting mechanism 1 to receive torque from the torque limiting mechanism 1. The first flange 23 has two first through holes 23h1 and two third through holes 23h2 extending axially along the first flange 23. The first through holes 23h1 and third through holes 23h2 are arranged alternately in the circumferential direction. Each first through hole 23h1 extends linearly and its length is approximately equal to the length of the first damping spring 251 in the damping springs 25. Two of the four damping springs 25 are respectively installed in the two first through holes 23h1. Each third through hole 23h2 is arc-shaped extending circumferentially and its length is much greater than the length of the second damping spring 252 in the damping springs 25. Two of the four damping springs 25 are respectively installed in the two third through holes 24h1.

[0044] The second flange 24 is generally disc-shaped and is used for drive connection with the input shaft of the vehicle's transmission via the hub 26, enabling torque transmission to the transmission's input shaft. The second flange 24 is capable of rotating within a predetermined range in the circumferential direction relative to the two side plates 21, 22. The second flange 24 has two second through holes 24h1 corresponding to the third through hole 23h2 of the first flange 23 and extending axially through the second flange 24 in the same direction. Each second through hole 24h1 extends linearly, and the length of each second through hole 24h1 is approximately equal to the length of the second damping spring 252 in the damping springs 25. The second through holes 24h1 and the first through hole 23h1 are completely offset in the circumferential direction, and in the initial installation state of the vehicle's shock absorber, the second through holes 24h1 and the first through hole 23h1 are evenly distributed in the circumferential direction. The two second damping springs 252 of the four damping springs 25, excluding the first damping spring 251, are respectively installed in the two second through holes 24h1. In addition, the second flange 24 also has two fourth through holes 24h2 that correspond to the first through hole 23h1 of the first flange 23 and pass through the second flange 24 in the axial direction A. Each fourth through hole 24h2 is an arc shape that extends circumferentially and the length of the fourth through hole 24h2 is much greater than the length of the first damping spring 251.

[0045] Thus, the damping spring 251 can be positioned in the axial, radial, and circumferential directions by means of the damping spring mounting part formed by the first through hole 23h1 of the first flange 23, the first window 21h of the first side plate 21, and the second window 22h of the second side plate 22. The second damping spring 252 can be positioned in the axial, radial, and circumferential directions by means of the damping spring mounting part formed by the second through hole 24h1 of the second flange 24, the first window 21h of the first side plate 21, and the second window 22h of the second side plate 22.

[0046] Furthermore, during the rotation of the two side plates 21 and 22 driven by the first damping spring 251 via the first damping spring 251, the first damping spring 251 is compressed, and the first flange 23 achieves relative rotation with respect to the two side plates 21 and 22. During this process, the fourth through hole 24h2 ensures that the second flange 24 does not affect the compression of the first damping spring 251. Subsequently, during the rotation of the second flange 24 driven by the two side plates 21 and 22 via the second damping spring 252, the second damping spring 252 is compressed, and the two side plates 21 and 22 achieve relative rotation with respect to the second flange 24. During this process, the third through hole 23h2 ensures that the first flange 23 does not affect the compression of the second damping spring 252. In the above process, the torque transmission path is as follows: first flange 23 → first damping spring 251 → two side plates 21 and 22 → second damping spring 252 → second flange 24. The first damping spring 251 and the second damping spring 252 are configured in series during the torque transmission process described above. Therefore, the total relative rotation angle of the two flanges 23 and 24 is equal to the sum of the relative rotation angle of the first flange 23 relative to the side plates 21 and 22 and the relative rotation angle of the side plates 21 and 22 relative to the second flange 24 (or, in other words, equal to the sum of the compression angles of the series-connected first damping spring 251 and second damping spring 252). This reduces the torsional stiffness of the vehicle damper, thereby improving the damping effect.

[0047] In this embodiment, all damping springs 25 are linear cylindrical helical springs with the same shape and size. The four damping springs 25 are evenly distributed circumferentially and housed in their respective damping spring mounting portions. Specifically, two first damping springs 251, spaced 180 degrees apart circumferentially, are mounted in the first through hole 23h1, and two second damping springs 252, also spaced 180 degrees apart circumferentially, are mounted in the second through hole 24h1. The first damping springs 251 and the second damping springs 252 are arranged alternately circumferentially.

[0048] In this embodiment, the hub 26 is fixed to the radially inner side of the second flange 24 by a connector such as a rivet and is located on the radially inner side of the second side plate 22. The hub 26 can be driven to the input shaft of the transmission via a spline, thereby transmitting the torque from the second flange 24 to the input shaft of the transmission.

[0049] In this embodiment, the centrifugal pendulum mechanism is installed on the radially outer side of the second flange 24 and located on the radially outer side of the second side plate 22. The centrifugal pendulum mechanism can further reduce vibration during torque transmission.

[0050] Furthermore, the damping mechanism includes a first friction sleeve 28a and a second diaphragm spring 29a disposed between the first flange 23 and the first side plate 21, a second friction sleeve 28b and a third diaphragm spring 29b disposed between the second flange 24 and the second side plate 22, and a friction plate 28c disposed between the first flange 23 and the second flange 24.

[0051] The first friction sleeve 28a includes an axial portion extending along the axial direction and a radial portion extending radially outward from the other axial end of the axial portion. A first side plate 21 abuts against the axial portion of the first friction sleeve 28a from the radial outward, and the axial portion abuts against the first flange 23 from the radial outward. The outer periphery of the second diaphragm spring 29a abuts against the first side plate 21, and the inner periphery of the second diaphragm spring 29a abuts against the radial portion of the first friction sleeve 28a, such that the radial portion presses against the first flange 23.

[0052] Similarly, the second friction sleeve 28b includes an axial portion extending along the axial direction and a radial portion extending radially outward from one axial end of the axial portion. A second side plate 22 abuts against the axial portion of the second friction sleeve 28b from the radial outward, and the axial portion abuts against the second flange 24 from the radial outward. The outer periphery of the third diaphragm spring 29b abuts against the second side plate 22, and the inner periphery of the third diaphragm spring 29b abuts against the radial portion of the second friction sleeve 28b, such that the radial portion presses against the second flange 24.

[0053] The friction plate 28c is located between the first flange 23 and the second flange 24 and is pressed against the first flange 23 and the second flange 24 under the action of the second diaphragm spring 29a and the third diaphragm spring 29b.

[0054] In this way, by cooperating with the first friction sleeve 28a, the second friction sleeve 28b, the friction plate 28c, the second diaphragm spring 29a, and the third diaphragm spring 29b, not only can the axial position between the two side plates 21, 22 and the two flanges 23, 24 be ensured, but also a damping effect can be provided during the operation of the vehicle shock absorber.

[0055] In addition to providing a vehicle shock absorber with the above-described structure, this invention also provides a vehicle including a shock absorber with the above-described structure. This vehicle can be a conventional non-hybrid vehicle powered solely by an engine, or a hybrid vehicle including both an engine and at least one electric motor as power sources. In this vehicle, the carrier plate 11 of the torque limiting mechanism 1 of the vehicle shock absorber is drive-connected to the vehicle's power source, and the hub 26 of the damping mechanism 2 is drive-connected to the input shaft of the vehicle's transmission. The transmission can be any type of transmission, such as a dual-clutch transmission.

[0056] It should be understood that the above embodiments are merely exemplary and not intended to limit the present invention. Those skilled in the art can make various modifications and changes to the above embodiments under the guidance of the present invention without departing from the scope of the invention. Furthermore, the following supplementary descriptions are provided.

[0057] (i) Although the above specific embodiments describe that the centrifugal pendulum unit 27 is disposed on the second flange 24 and located radially outside the second side plate 22, the present invention is not limited thereto. The centrifugal pendulum unit 27 disposed on the second flange 24 may also be located radially inside the second through hole 24h1 and the fourth through hole 24h2. The centrifugal pendulum unit 27 may also be disposed on other components of the vehicle shock absorber, such as on the first flange 23 or on the side plates 21 and 22, and may be located either radially inside or radially outside the aforementioned through holes.

[0058] (ii) Although the above specific embodiments describe a quantity of four damping springs 25, the present invention is not limited thereto. The quantity of damping springs 25 may also be six or other quantities. The damping springs 25 may be not only straight helical springs as described above, but may also be arc-shaped helical springs.

[0059] When the damping spring 25 is a straight helical spring, preferably, each damping spring 25 is housed in the damping spring mounting part as described above, with its length direction aligned with the direction of a tangent line in the circumference of the damper; when the damping spring 25 is an arc-shaped helical spring, preferably, each damping spring 25 is housed in the damping spring mounting part as described above, with its length direction aligned with the circumference of the damper.

[0060] Furthermore, the first damping spring 251 and the second damping spring 252 may differ in type, size and spring stiffness.

[0061] Although the specific implementation specifies that the first through hole 23h1 and the second through hole 24h1 are circumferentially uniformly distributed, they can also be non-uniformly distributed to achieve different angle adjustments of the vibration damper in the forward and reverse directions, making its function more diversified.

[0062] (iii) Although not explicitly stated in the above specific embodiments, the two side plates 21 and 22 can be fixed to each other by multiple fixing pins passing through the third through hole 23h2 and the fourth through hole 24h2. The positions of these fixing pins can be set as needed, as long as they do not interfere with the operation of the flanges 23 and 24 and the damping spring 25.

Claims

1. A vehicle shock absorber having axial (A), radial (R), and circumferential directions and including a torque limiting mechanism (1) and a damping mechanism (2) with transmission coupling, for transmitting torque from a power source of the vehicle to the vehicle's transmission via the torque limiting mechanism (1) and the damping mechanism (2), and such that the torque transmitted via the vehicle shock absorber is not greater than the torque capacity of the torque limiting mechanism (1). The vibration damping mechanism (2) includes: Two side plates (21, 22) are fixed to each other; Two flanges (23, 24) are located between two side plates (21, 22) and are respectively rotatable relative to the two side plates (21, 22) within a predetermined range. The relative rotation angle of the first flange (23) of the two flanges (23, 24) relative to the second flange (24) of the two flanges (23, 24) is equal to the sum of the relative rotation angle of the first flange (23) relative to the two side plates (21, 22) and the relative rotation angle of the two side plates (21, 22) relative to the second flange (24). The torque limiting mechanism (1) is installed on one of the first flange (23) and the second flange (24) at the input end. as well as Multiple damping springs (25) are mounted in a damping spring mounting portion formed by the two side plates (21, 22) and the two flanges (23, 24), such that the multiple damping springs (25) are compressed and torque is transmitted via the multiple damping springs (25) during the rotation of the two flanges (23, 24) relative to the two side plates (21, 22).

2. The vehicle shock absorber according to claim 1, characterized in that, The first flange (23) has a first through hole (23h1) that passes through the first flange (23) in the axial direction (A), and the second flange (24) has a second through hole (24h1) that passes through the second flange (24) in the axial direction (A). The first through hole (23h1) and the second through hole (24h1) are completely offset in the circumferential direction. The length of the first through hole (23h1) is equal to the length of the first damping spring (251) among the plurality of damping springs (25), and the length of the second through hole (24h1) is equal to the length of the second damping spring (252) among the plurality of damping springs (25). The first damping spring (251) is installed in the first through hole (23h1), and the second damping spring (252) is installed in the second through hole (24h1).

3. The vehicle shock absorber according to claim 2, characterized in that, The first flange (23) also has a third through hole (23h2) corresponding to the second through hole (24h1) and penetrating the first flange (23) in the axial direction (A), the length of the third through hole (23h2) being greater than the length of the second damping spring (252) and the length of the second through hole (24h1); and / or The second flange (24) also has a fourth through hole (24h2) corresponding to the first through hole (23h1) and penetrating the second flange (24) in the axial direction (A). The length of the fourth through hole (24h2) is greater than the length of the first damping spring (251) and the length of the first through hole (23h1).

4. The vehicle shock absorber according to claim 2, characterized in that, Each damping spring mounting part includes a window (21h, 22h) that passes through the side plate (21, 22) in the axial direction (A) and corresponds to each damping spring (25). The length of the window (21h, 22h) is equal to the length of the corresponding damping spring (25), so that the position of the corresponding damping spring (25) can be defined by the periphery of the window (21h, 22h).

5. The vehicle shock absorber according to any one of claims 1 to 4, characterized in that, The vibration damping mechanism (2) further includes a centrifugal pendulum unit (27) installed on the first flange (23) and / or the second flange (24).

6. The vehicle shock absorber according to any one of claims 1 to 4, characterized in that, The vibration damping mechanism (2) also includes a hub (26) fixed to one of the first flange (23) and the second flange (24) at the output end.

7. The vehicle shock absorber according to any one of claims 1 to 4, characterized in that, The torque limiting mechanism (1) includes a carrier plate (11) and two support plates (12, 13) spaced apart in the axial direction (A) through the carrier plate (11). The two support plates (12, 13) are fixed to the first flange (23) and clamp the carrier plate (11). The frictional torque between the two support plates (12, 13) and the carrier plate (11) allows the torque from the carrier plate (11) to be transmitted through the two support plates (12, 13) to one of the first flange (23) and the second flange (24) located at the input end.

8. The vehicle shock absorber according to claim 7, characterized in that, Each of the support plates (12, 13) includes a friction portion (12a, 13a) for contacting the carrier plate (11), and the friction portions (12a, 13a) of the two support plates (12, 13) are opposite each other in the axial direction (A) across the carrier plate (11).

9. The vehicle shock absorber according to claim 7, characterized in that, The torque limiting mechanism (1) also includes an elastic element for clamping the carrier plate (11) by force of the two support plates (12, 13).

10. A vehicle comprising a vehicle shock absorber according to any one of claims 1 to 9.

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