Shock absorber for vehicle and vehicle

Abstract

The present application provides a kind of vehicle shock absorber and vehicle.The vehicle shock absorber connects torque limiting mechanism and shock absorbing mechanism using connecting ring to make damping spring in series transmission together.In this way, on the one hand, using the damping spring in series of shock absorbing mechanism, it can effectively weaken or even eliminate the vibration in the process of torque transmission;On the other hand, using the torque limiting mechanism with predetermined torque capacity, it can prevent excessive torque from the power source of the vehicle to the transmission, so as to avoid the situation of 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 are expensive, and they require a relatively complex structure to function properly, resulting in a complex and costly structure. 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 and receive torque from the torque limiting mechanism, and a plurality of damping spring mounting portions are formed between the two side plates;

[0008] A flange located between the two side plates and capable of rotating relative to the two side plates within a predetermined range;

[0009] a plurality of damping springs, the plurality of damping springs being divided into groups, each group of the damping springs including at least two of the damping springs in series with each other, each group of the damping springs being respectively mounted to one of the damping spring mounting portions, such that, in a process in which the two side plates transmit torque to the flange via the plurality of damping springs, a maximum torsion angle at which the two side plates rotate relative to the flange is equal to a sum of compression angles of the plurality of damping springs in one of the groups of the damping springs; and

[0010] a connecting member including a body and a plurality of connecting portions extending from the body, one of the connecting portions being provided between two adjacent damping springs in each of the groups of the damping springs, the connecting portion enabling the two adjacent damping springs to be in series.

[0011] Preferably, the connecting portion includes protrusions protruding toward both circumferential sides, the protrusions respectively extending into turns of the damping springs located on both sides of the connecting portion.

[0012] More preferably, the body continuously extends along the circumferential direction, and the plurality of connecting portions extend from the body toward the radially inner side in a manner spaced apart in the circumferential direction.

[0013] More preferably, the flange is formed with an abutting surface for abutting against end portions of the damping springs in the process of transmitting torque, the abutting surface being substantially orthogonal to central axes of the corresponding damping springs.

[0014] More preferably, the two side plates respectively include windows extending along the circumferential direction and facing each other, the windows of the two side plates forming the damping spring mounting portions such that the damping springs are mounted between the two side plates, and the flange is formed with a recess portion avoiding the damping springs.

[0015] More preferably, the torque limiting mechanism includes a carrier plate and two support plates arranged in the axial direction with the carrier plate interposed therebetween, the two support plates being torsionally connected to the two side plates and sandwiching the carrier plate, and torque transmitted via the carrier plate being able to be transmitted to the flange via the two support plates by means of friction between the two support plates and the carrier plate.

[0016] More preferably, the torque limiting mechanism further includes two friction portions respectively located between the carrier plate and the corresponding support plate in an abutting manner with the carrier plate and the two support plates, such that the carrier plate and the two support plates are able to transmit torque via the friction portions.

[0017] More preferably, one of the two support plates is formed integrally 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, the elastic member is arranged between one of the two side plates and one of the support plates, and the elastic member acts on the one support plate with force, so that the two support plates can clampingly act on the carrier plate.

[0019] The application also provides a vehicle comprising the vehicle shock absorber according to any one of the technical solutions above.

[0020] By adopting the above technical solutions, the application provides a new vehicle shock absorber and a vehicle comprising the same, the vehicle shock absorber connects a torque limiting mechanism and a shock absorbing mechanism with connecting rings in series. In this way, on the one hand, the shock absorbing mechanism can effectively weaken or even eliminate the vibration in the process of torque transmission; on the other hand, the torque limiting mechanism with a predetermined torque capacity can prevent excessive torque from being transmitted from the power source of the vehicle to the transmission, thereby avoiding the situation of torque overload. BRIEF DESCRIPTION OF DRAWINGS

[0021] Figure 1 is a front view of a vehicle shock absorber according to an embodiment of the application, wherein the partial structure of the vehicle shock absorber is omitted.

[0022] Figure 2 is an exploded structural schematic view of the vehicle shock absorber in Figure 1 .

[0023] Figure 3a is a partial cross-sectional view of the vehicle shock absorber in Figure 1 along line S1-S1; Figure 3b is a partial cross-sectional view of the vehicle shock absorber in Figure 1 along line S2-S2.

[0024] REFERENCE SIGNS

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

[0026] 2 shock absorbing mechanism 21 first side plate 21h first window 22 second side plate 22h second window 23 fixing member 24 flange 241 flange body 242 wing part 242s abutting surface 25 shock absorbing spring 26 connecting ring 261 ring body 262 connecting part 263 protruding part 27 hub core 28a first friction plate 28b second friction plate 29 second diaphragm spring

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

[0028] Exemplary embodiments of the present application will be described below with reference to the accompanying drawings. It is to be understood that the specific description is merely for the purpose of teaching one skilled in the art how to practice the present application and is not intended to limit the scope of the present application in any way.

[0029] In the present application, unless otherwise specified, axial, radial, and circumferential mean the axial, radial, and circumferential directions of the shock absorber for a vehicle; the one axial side means the left side in Figure 3a , Figure 3b , the other axial side means the right side in Figure 3a , Figure 3b ; the radial outer side means the upper side in Figure 3a , Figure 3b , and the radial inner side means the lower side in Figure 3a , Figure 3b . In addition, "drivingly coupled" means that two components are coupled so as to be able to transmit driving force / torque therebetween, and the two components can be directly connected or indirectly connected through various transmission mechanisms or connecting structures so as to transmit driving force / torque therebetween.

[0030] The structure of a shock absorber for a vehicle according to an embodiment of the present application will be described below with reference to the accompanying drawings.

[0031] As shown in Figure 1 , Figure 2 , Figure 3a , and Figure 3b , the shock absorber for a vehicle according to an embodiment of the present application 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 a power source of a vehicle can be transmitted to a 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 be described first 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 the present embodiment, the carrier plate 11 can be connected to a flywheel for receiving the torque from a power source of a vehicle, and the carrier plate 11 is drivingly coupled to the two support plates 12, 13 by friction between friction portions 12a, 13a of the two support plates 12, 13 and the carrier plate 11.

[0035] In the present embodiment, the two support plates 12, 13 are arranged at intervals in the axial direction A with the carrier plate 11 interposed therebetween. The two support plates 12, 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 side portion of the first support plate 12 and the radially outer side portion of the second support plate 13 are provided with first and second friction portions 12a, 13a, respectively, which are located on opposite sides of the carrier plate 11 in the axial direction A and abut against the carrier plate 11 from both axial sides in a manner sandwiching the carrier plate 11.

[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 recesses 12c recessed toward the radially outer side, through which the fixing members 23 pass and by which the first support plate 12 is fixed in the circumferential direction C with respect to the two side plates 21, 22 using the fixing members 23. In addition, in the present embodiment, the second support plate 13 is integrated with the second side plate 22, and it can also be said that the second support plate 13 also functions as the second side plate 22.

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

[0038] In the present embodiment, the first diaphragm spring 14 is provided between the first support plate 12 and the first side plate 21, with the outer peripheral portion of the first diaphragm spring 14 abutting against the first support plate 12 and the inner peripheral portion abutting against the first side plate 21, so that the friction portions 12a, 13a of the two support plates 12, 13 are pressed against the carrier plate 11 by the spring force of the first diaphragm spring 14. Furthermore, by the cooperation of the two friction portions 12a, 13a and the first diaphragm spring 14, axial positioning of the first support plate 12 and the carrier plate 11 is also achieved. It should be understood that the first side plate 21 can also be regarded as a part of the torque limiting mechanism 1.

[0039] Thus, by the above-described torque limiting mechanism 1, a torque not exceeding the torque capacity thereof can be transmitted to the damping mechanism 2. Once the transmitted torque exceeds the torque capacity of the torque limiting mechanism 1, however, the friction portions 12a, 13a of the support plates and the carrier plate 11 will slip, thereby preventing excessive torque from being transmitted to the damping mechanism 2 and the transmission.

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

[0041] Further, in the present embodiment, the damping mechanism 2 is arranged coaxially with the torque limiting mechanism 1. The damping 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 together, a plurality of fixing members 23, a flange 24, a plurality of damping springs 25, a connecting ring 26, a hub core 27, and a damping mechanism.

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

[0043] The first side plate 21 includes two first windows 21h passing through the first side plate 21 on the axial direction A and corresponding to the damping springs 25, and the second side plate 22 includes two second windows 22h passing through the second side plate 22 on the axial direction A and corresponding to the damping springs 25. The first windows 21h and the second windows 22h are oppositely arranged on the axial direction A and each extends a predetermined length along the circumferential direction C, and the positions of the respective damping springs 25 can be defined by the circumferential edges of the first windows 21h and the circumferential edges of the second windows 22h, thereby forming the damping spring mounting portions. In this way, the positions of the damping springs 25 on the axial direction A, the radial direction R, and the circumferential direction C can be defined by the damping spring mounting portions.

[0044] Further, in the present embodiment, the flange 24 is located between the two side plates 21, 22 on the axial direction A, and the two side plates 21, 22 can rotate within a predetermined range on the circumferential direction C relative to the flange 24. The flange 24 includes a flange body 241 located at the center and two wing portions 242 extending from the flange body 241 towards both sides. The circumferential side surfaces of the two wing portions 242 are formed as abutting surfaces 242s for abutting against the end portions of the damping springs 25 during the torque transmission, and the abutting surfaces 242s are substantially orthogonal to the central axes of the corresponding damping springs 25 in the form of cylindrical helical springs. When the vehicle damper is installed, the two wing portions 242 are alternately arranged with the two groups of damping springs 25 on the circumferential direction C, and therefore the flange 24 is formed with two missing portions avoiding the damping spring mounting portions, and the two missing portions are alternately arranged with the two wing portions 242 on the circumferential direction C. In addition, the central portion of the flange body 241 can be fixed with the hub core 27.

[0045] Further, in the present embodiment, the four damping springs 25 are all straight 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 by a connecting ring 26. Each group of damping springs 25 is installed in a damping spring mounting portion so that, in the process of the two side plates 21, 22 transmitting torque to the flange 24 via the damping springs 25, the maximum torsion angle of the two side plates 21, 22 relative to the flange 24 is equal to the total compression angle of all the damping springs 25 in one group of damping springs 25.

[0046] Further, in the present embodiment, the connecting ring 26 includes a ring body 261 extending along the circumferential direction C and two connecting portions 262 extending from the ring body 261 toward the radially inner side. The ring body 261 continuously extends along the circumferential direction C for a full circle. The two connecting portions 262 are spaced apart along the circumferential direction C so that one connecting portion 262 is provided between every two adjacent damping springs 25 in each group of damping springs 25, and the two damping springs 25 adjacent to the connecting portion 262 are connected in series. The connecting portion 262 includes two protrusions 263 protruding toward both sides of the circumferential direction C, and the two protrusions 263 respectively extend into the turns of the two damping springs 25 located on both sides of the connecting portion 262. Thus, first, the connecting portion 262 enables the two adjacent damping springs 25 to be arranged in series; second, the connecting portion 262 can radially limit the two damping springs 25 located on both sides of the connecting portion 262 to prevent the two damping springs 25 from moving radially in the damping spring mounting portion due to centrifugal force when the damping springs 25 are compressed; third, the two protrusions 263 of the connecting portion 262 are formed to have a predetermined included angle, so that the two damping springs 25 in one group of damping springs 25 are arranged in the damping spring mounting portion so that the center axes of the two damping springs 25 form a predetermined included angle, thereby avoiding interference between the two damping springs 25 and avoiding interference between the two side plates 21, 22 and the two damping springs 25 that are deformed during compression. In addition, since the two connecting portions 262 are formed integrally with the ring body 261, the two connecting portions 262 can move together with the ring body 261, thereby avoiding movement deviation that can be caused by separately providing the connecting portions 262. Moreover, the connecting ring 26 is offset from the flange 24 in the axial direction A, thereby avoiding interference between the two.

[0047] Further, in the present embodiment, the hub core 27 is fixed to the central portion of the flange 24, for example, by welding. The inner peripheral surface of the hub core 27 is formed with internal splines, so that the hub core 27 can be coupled in transmission with the input shaft of the transmission.

[0048] Further, in the present embodiment, in order to position the flange 24 and the two side plates 21, 22 in the axial direction A while providing appropriate damping action, two friction plates 28a, 28b and a second diaphragm spring 29 are provided.

[0049] 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 presses against the first friction plate 28a from the axial direction side, so that the first friction plate 28a abuts against the flange 24 from the axial direction side under the spring force of the second diaphragm spring 29.

[0050] The second friction plate 28b extends along the radial direction R and has a circular ring shape. The second friction plate 28b 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.

[0051] In this way, by 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 damping action can be provided during operation of the vehicle shock absorber.

[0052] By adopting the above technical solution, the transmission path of the torque from the torque limiting mechanism 1 is as follows: the carrier plate 11 → the two friction portions 12a, 13a → the two support plates 12, 13 → the two side plates 21, 22 → the damping springs 25 → the flange 24. In this way, on the one hand, the torque limiting mechanism 1 can prevent the occurrence of torque overload phenomenon. On the other hand, the damping springs 25 of each group of damping springs 25 in the damping mechanism 2 are arranged in series and 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 arranged in series. In this way, the damping effect of the entire shock absorber can be improved.

[0053] In addition to providing the vehicle shock absorber with the above structure, the present application also provides a vehicle comprising the above shock absorber. The vehicle can be a conventional non-hybrid vehicle that uses only an engine as a power source, or a hybrid vehicle that uses 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 drivingly coupled to the power source of the vehicle, and the hub core 27 of the damping mechanism 2 is drivingly coupled to the input shaft of the transmission of the vehicle. The above transmission can be various types of transmissions such as a dual clutch transmission.

[0054] It should be understood that the above-described embodiments are merely exemplary but not intended to limit the present application. A person skilled in the art can make various modifications and changes to the above-described embodiments within the scope of the present application.

[0055] (i) Although the number of each group of the damping springs 25 is two in the above-described embodiments, the present application is not limited thereto. The number of each group of the damping springs 25 can be adjusted as needed, and preferably one connecting portion 262 is provided between each two adjacent damping springs 25, and a plurality of connecting rings 26 are arranged in accordance with the number of each group of the damping springs 25. Although the connecting rings are used in the above-described embodiments, other forms of connecting members, such as flange-shaped connecting members, small connecting sheet-shaped connecting members, etc., can be used, and these connecting members can be provided with connecting portions on the connecting member bodies, or the connecting members themselves can be the connecting portions.

[0056] (ii) The damping springs 25 can not only be straight-line helical springs as described above, but also arc-shaped helical springs, rubber springs, or combinations or assemblies of helical springs and rubber springs.

[0057] When the damping springs 25 are straight-line helical springs, preferably each damping spring 25 is accommodated in the damping spring mounting portion as described above in such a manner that the length direction thereof coincides with the direction of a tangent to the circumferential direction C of the damper. When the damping springs 25 are arc-shaped helical springs, preferably each damping spring 25 is accommodated in the damping spring mounting portion as described above in such a manner that the length direction thereof coincides with the circumferential direction C of the damper.

[0058] (iii) Although not described in the above-described embodiments, it can be understood that, in order to ensure the running track of the damping springs 25 when compressed by the flange 24 and further suppress the radial runout of the compressed damping springs 25 in the damping spring mounting portion, the abutting surface 242s of the flange 24 can also form a protrusion that extends into the turn of the damping spring 25.

[0059] (iv) Although the first and second friction portions 12a and 13a are formed on the first and second support plates 12 and 13, respectively, in the above-described embodiments, the present application is not limited thereto. The two friction portions 12a and 13a can also be separate members independent of the carrier plate 11 and the two support plates 12 and 13, or the two friction portions 12a and 13a can 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 vehicle damper having an axial direction (A), a radial direction (R) and a circumferential direction (C) and including a torque-limiting mechanism (1) and a damping mechanism (2) coupled in series, for transmitting torque from a power source of a vehicle to a transmission of the vehicle via the torque-limiting mechanism (1) and the damping mechanism (2), and such that the torque transmitted via the vehicle damper is not greater than a torque capacity of the torque-limiting mechanism (1), the damping mechanism (2) including: two side plates (21, 22) fixed to each other and receiving torque from the torque-limiting mechanism (1), a plurality of damping spring mounting portions being formed between the two side plates (21, 22); a flange (24) located between the two side plates (21, 22) and rotatable relative to the two side plates (21, 22) within a predetermined range; a plurality of damping springs (25) divided into a plurality of groups, each group of the damping springs (25) including at least two of the damping springs (25) connected in series with each other, each group of the damping springs (25) being respectively mounted to one of the damping spring mounting portions, such that a maximum torsion angle of the two side plates (21, 22) relative to the flange (24) during transmission of torque from the two side plates (21, 22) to the flange (24) via the plurality of damping springs (25) is equal to a sum of compression angles of the plurality of damping springs (25) in one group of the damping springs (25); and a connecting member including a body and a plurality of connecting portions (262) extending from the body, one of the connecting portions (262) being provided between two adjacent damping springs (25) in each group of the damping springs (25) and connecting the two adjacent damping springs (25) in series, the connecting portion (262) including a protrusion (263) protruding toward both sides in the circumferential direction (C), the protrusion (263) extending into turns of the damping springs (25) on both sides of the connecting portion (262), respectively. The body extends continuously along the circumferential direction (C), and the plurality of connecting portions (262) extend from the body toward the radially inner side in a manner spaced apart in the circumferential direction (C).

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

3. The vehicle shock absorber according to claim 1 or 2, characterized by The two side plates (21, 22) respectively include windows (21h, 22h) extending along the circumferential direction (C) and facing each other, the windows (21h, 22h) of the two side plates (21, 22) forming the damping spring mounting portions, such that the damping springs (25) are mounted between the two side plates (21, 22), and the flange (24) is formed with a recess portion avoiding the damping springs (25).

4. The vehicle shock absorber according to claim 1 or 2, characterized by ​ 5. The vehicle shock absorber according to claim 1 or 2, characterized by The torque limiting mechanism (1) comprises a carrier plate (11) and two support plates (12, 13) arranged spaced apart from each other in the axial direction (A) across the carrier plate (11), the two support plates (12, 13) being torsionally connected with the two side plates (21, 22) and sandwiching the carrier plate (11), the torque transmitted via the carrier plate (11) being able to be transmitted to the flange (24) via the two support plates (12, 13) by means of friction between the two support plates (12, 13) and the carrier plate (11).

6. The vehicle damper according to claim 5, characterized by The torque limiting mechanism (1) further comprises two friction portions (12a, 13a) respectively located between the carrier plate (11) and the corresponding support plate (12, 13) in abutment with 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 portions (12a, 13a).

7. The vehicle damper according to claim 5, characterized by One of the two support plates (13) is formed integrally with one of the two side plates (22), and the other of the two support plates (12) is located between the two side plates (21, 22).

8. The vehicle damper according to claim 5, characterized by The torque limiting mechanism (1) further comprises a resilient member arranged between one of the two side plates (21, 22) and one of the two support plates (12, 13), and the resilient member acts on the one support plate with a force, so that the two support plates can force-hold the carrier plate.

9. A vehicle comprising the vehicle shock absorber according to any one of claims 1 to 8.

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