Vibration reduction structure with two-stage damping and vehicle shock absorber

Abstract

The application provides a damping structure with two-stage damping and a vehicle damper. The damping structure comprises a flange and two side plates, and a friction assembly and an elastic member are arranged between the flange and the two side plates. Under the elastic force of the elastic member, the friction assembly can rotate relative to the flange, and the friction assembly rotates synchronously with the flange after the friction assembly engages with the flange, so that the friction assembly and the flange generate friction damping in the relative rotation process and the friction assembly and one side plate generate friction damping in the synchronous rotation process, thereby realizing two-stage damping effect. In this way, the damping structure according to the application can realize two-stage damping effect under the condition of only one flange, can generate different damping effects in the normal working state and the idling working state of the engine, and takes into account the damping in the two states, thereby improving the torsional vibration damping effect.

Description

Technical Field

[0001] The present invention relates to a vibration damping structure with two-stage damping for a vehicle and a vehicle shock absorber including the vibration damping structure. Background Art

[0002] In the prior art, flywheels used as vehicle shock absorbers are typically installed between the vehicle's engine crankshaft and the transmission input shaft. They are used to transmit the engine crankshaft's torque to the transmission input shaft while effectively damping the engine crankshaft's torsional vibration, thereby reducing the impact of the engine crankshaft's torsional vibration on the transmission. To achieve this, prior art flywheels typically include, in addition to a flywheel mass, side plates, flanges, and main damping springs, a friction sleeve / friction disc and diaphragm spring located between the side plates and flanges. These friction sleeves / friction discs and diaphragm springs not only axially limit the side plates and flanges but also provide corresponding damping during operation of the vehicle shock absorber. However, existing flywheels with a single flange only achieve a single-stage damping effect, failing to provide vibration reduction during both normal engine operation and idle conditions. Similarly, prior art vehicle clutch plates present similar problems. Summary of the Invention

[0003] Based on the above-mentioned shortcomings of the prior art, the present invention aims to overcome or at least alleviate these shortcomings. To this end, the present invention provides a novel vibration-damping structure with two-stage damping, which achieves different damping effects for the engine's normal operating state and idle state. The present invention also provides a vehicle shock absorber including the above-mentioned vibration-damping structure.

[0004] In order to achieve the above-mentioned object of the invention, the present invention adopts the following technical solutions.

[0005] The present invention provides a vibration reduction structure with two-stage damping, the vibration reduction structure having circumferential, axial and radial damping and comprising:

[0006] a first side plate and a second side plate, wherein the first side plate and the second side plate are fixed together and spaced apart from each other in the axial direction;

[0007] a flange, the flange being located between the first side plate and the second side plate in the axial direction and being rotatable within a predetermined range relative to the first side plate and the second side plate in the circumferential direction;

[0008] A friction assembly and an elastic member, wherein the friction assembly and the elastic member are located between the first side plate and the second side plate, and under the action of the elastic force of the elastic member, during the operation of the vibration damping structure, the friction assembly can rotate relative to the flange within a predetermined range as the side plate rotates, and friction damping is generated between the friction assembly and the flange; after the friction assembly and the flange are engaged, the two rotate synchronously, and friction damping is generated between the friction assembly and at least one of the first side plate and the second side plate.

[0009] Preferably, the friction assembly includes a first annular friction member, and the elastic member includes a first elastic member and a second elastic member.

[0010] The first annular friction member includes an annular friction portion and an extension portion extending from the annular friction portion, wherein the annular friction portion is located between the first side plate and the flange in the axial direction, and the extension portion passes through the flange in the axial direction, and

[0011] The first elastic member is pressed against the protruding portion, and the second elastic member is pressed against the flange, so that the annular friction portion is pressed against the first side plate under the elastic force of the first elastic member and the second elastic member, and the flange is pressed against the annular friction portion under the elastic force of the second elastic member, so that the first annular friction member is in contact with the first side plate and the flange with different pressures under the elastic force of the first elastic member and the second elastic member.

[0012] More preferably, the vibration reduction structure further includes a second annular friction member and a third annular friction member.

[0013] The second annular friction member is located between the second elastic member and the flange in the axial direction, and the second elastic member presses against the second annular friction member, so that the second annular friction member presses against the flange.

[0014] At least a portion of the third annular friction member is sandwiched between the protruding portion and the first elastic member. The first elastic member presses against the third annular friction member, and the third annular friction member presses against the protruding portion.

[0015] More preferably, the flange is formed with a plurality of arc-shaped through holes distributed in the circumferential direction, and each of the protruding portions of the first annular friction member passes through the corresponding arc-shaped through hole, and

[0016] The arc-shaped through hole and the protruding portion both extend along the circumferential direction, and the size of each protruding portion in the circumferential direction is smaller than the size of the corresponding arc-shaped through hole in the circumferential direction, so that the first annular friction member can rotate relative to the flange in a predetermined range in the circumferential direction.

[0017] More preferably, the friction assembly includes a fourth annular friction member and a fifth annular friction member that cannot rotate relative to each other, the fourth annular friction member abuts the flange and is made of a first material, and the fifth annular friction member abuts the first side plate and is made of a second material having a friction coefficient different from that of the first material, so that the friction coefficient of the surface of the friction assembly abutting the first side plate is different from the friction coefficient of the surface abutting the flange.

[0018] More preferably, the fourth annular friction member includes an annular friction portion and a plurality of first protrusions extending from the annular friction portion toward the flange, the annular friction portion abuts against the flange, the plurality of first protrusions extend into the flange in the axial direction, and

[0019] The flange is formed with a plurality of arc-shaped through holes distributed in the circumferential direction, and each first protrusion extends into the corresponding arc-shaped through hole in the axial direction. The size of each first protrusion in the circumferential direction is smaller than the size of the corresponding arc-shaped through hole in the circumferential direction, so that the first protrusion engages with the flange after the fourth annular friction member can rotate relative to the flange within a predetermined range in the circumferential direction.

[0020] More preferably, the vibration damping structure also includes a sixth annular friction member, which is located between the flange and the second side plate. The elastic member is fixed to the second side plate in a non-rotatable manner and abuts against the sixth annular friction member, so that the sixth annular friction member abuts against the flange.

[0021] The present invention provides a vehicle shock absorber, comprising:

[0022] The vibration reduction structure described in any one of the above technical solutions;

[0023] a plurality of main damper springs, the main damper springs being mounted on a main damper spring mounting portion formed by the flange, the first side plate, and the second side plate; and

[0024] a plurality of pre-damping springs, wherein the plurality of pre-damping springs are mounted on a pre-damping spring mounting portion formed by the flange and the friction assembly;

[0025] During the relative rotation between the flange and the first side plate and the second side plate, torque can be transmitted and torsional vibration can be attenuated via the main damping spring and the pre-damping spring.

[0026] Preferably, the vehicle shock absorber includes the shock absorbing structure described in any one of the above technical solutions, and the pre-shock absorbing spring mounting portion includes a groove formed on the protruding portion and concave toward the radial inside or radial outside, and a mounting hole formed on the flange and located radially outside or radially inside the arc-shaped through hole and connected to the arc-shaped through hole. During the relative rotation of the flange and the first side plate and the second side plate, the pre-shock absorbing spring can be compressed by the protruding portion and the flange.

[0027] Preferably, the vehicle shock absorber includes the shock absorbing structure described in any one of the above technical solutions, and the pre-shock absorbing spring mounting portion includes a groove formed on the first protrusion and recessed toward the radial inside or radial outside, and a mounting hole formed on the flange, located on the radial outside or radial inside of the arc-shaped through hole and connected to the arc-shaped through hole. During the relative rotation of the flange and the first side plate and the second side plate, the pre-shock absorbing spring can be compressed by the first protrusion and the flange.

[0028] By adopting the above-described technical solution, the present invention provides a novel vibration damping structure with two-stage damping and a vehicle shock absorber incorporating the same. The vibration damping structure comprises a flange and two side plates, with a friction assembly and an elastic member disposed between the flange and the two side plates. Under the elastic force of the elastic member, the friction assembly is capable of relative rotation relative to the flange. After engagement with the flange, the friction assembly and the flange rotate synchronously, generating frictional damping between the friction assembly and the flange during relative rotation and between the friction assembly and one of the side plates during synchronous rotation, thereby achieving a two-stage damping effect.

[0029] In this way, the vibration reduction structure according to the present invention can achieve a two-stage damping effect while including only one flange, and can produce different damping effects in the normal working state and the idling working state of the engine, taking into account the vibration reduction in both states and improving the attenuation effect of torsional vibration. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1a is a front schematic diagram of a vibration reduction structure with two-stage damping according to a first embodiment of the present invention, wherein part of the structure is omitted to illustrate its internal structure; Figure 1b yes Figure 1a Exploded diagram of the vibration reduction structure; Figure 1c yes Figure 1aA schematic cross-sectional view of the vibration damping structure in FIG. 1 taken along line L1 - L1 and including the central axis O; Figure 1d yes Figure 1c An enlarged schematic diagram of the region M1 in FIG; Figure 1e yes Figure 1c An enlarged schematic diagram of region N1 in FIG. Figure 1f yes Figure 1a A three-dimensional schematic diagram of the first annular friction member of the vibration damping structure.

[0031] Figure 2a is a schematic front view of a vehicle shock absorber according to one embodiment of the present invention; Figure 2b yes Figure 2a Schematic cross-sectional view of the vehicle shock absorber taken along line L2 - L2 including the central axis O.

[0032] Figure 3a is a front schematic diagram of a vibration reduction structure with two-stage damping according to a second embodiment of the present invention, wherein part of the structure is omitted to illustrate its internal structure; Figure 3b yes Figure 3a Exploded diagram of the vibration reduction structure; Figure 3c yes Figure 3a A schematic cross-sectional view of the vibration damping structure in FIG. 1 taken along line L3-L3 and including the central axis O; Figure 3d yes Figure 3c An enlarged schematic diagram of the region M2 in FIG. Figure 3e yes Figure 3c An enlarged schematic diagram of region N2 in FIG. Figure 3f yes Figure 3a A three-dimensional schematic diagram of the first annular friction member of the vibration damping structure; Figure 3g yes Figure 3a Another three-dimensional schematic diagram of the first annular friction member of the vibration damping structure.

[0033] Description of Reference Numerals

[0034] 1 Flange 1h1 First mounting hole 1h2 First arc-shaped through hole 1h3 Second arc-shaped through hole 1h4 Second mounting hole

[0035] 21 first side panel 21h first window 22 second side panel 22h second window 23 connecting piece

[0036] 3 Main shock absorber spring

[0037] 4 Friction assembly 41 First annular friction member 411 Annular friction portion 412 Protruding portion 412c Groove 42 Second annular friction member 43 Third annular friction member

[0038] 4a Friction assembly 44 Fourth annular friction member 441 Annular friction portion 442 First protruding portion 442c Groove 443 Second protruding portion 45 Fifth annular friction member 45h Fixing hole 46 Sixth annular friction member

[0039] FP1 first friction pair FP2 second friction pair FP3 third friction pair FP4 fourth friction pair FP5 fifth friction pair

[0040] 51 first diaphragm spring 52 second diaphragm spring 53 third diaphragm spring

[0041] 6 Pre-damping spring 7 Flywheel mass 8 Hub core 9 Centrifugal pendulum unit

[0042] R radial direction A axial direction C circumferential direction O center axis. DETAILED DESCRIPTION

[0043] The following describes the specific embodiments of the present invention with reference to the accompanying drawings. In the accompanying drawings, unless otherwise specified, the axial, radial and circumferential directions refer to the axial, radial and circumferential directions of the vibration damping structure according to the present invention respectively; the axial side refers to the Figure 1c 、 Figure 1d 、 Figure 1e 、 Figure 2b 、 Figure 3c 、 Figure 3d 、 Figure 3e The left side in the axial direction is the side where the engine is located; the other side is the Figure 1c 、 Figure 1d 、 Figure 1e 、 Figure 2b 、 Figure 3c 、 Figure 3d 、 Figure 3e The right side in the figure, for example, the side where the transmission is located; the radially outer side refers to the side radially away from the central axis O ( Figure 1d The lower side of Figure 1e The upper side of Figure 3d The upper side of Figure 3e The radial inner side refers to the side closer to the central axis O in the radial direction ( Figure 1d The upper side of Figure 1e The lower side of Figure 3d The upper side of Figure 3e on the lower side of the center).

[0044] The following will first describe the structure and working principle of the vibration reduction structure with two-stage damping according to the first embodiment of the present invention with reference to the accompanying drawings.

[0045] (Vibration Damping Structure with Two-Stage Damping According to First Embodiment of the Present Invention)

[0046] like Figures 1a to 1fAs shown, the vibration reduction structure with two-stage damping according to the first embodiment of the present invention has a disc shape as a whole and includes a flange 1 assembled together, two side plates (a first side plate 21 and a second side plate 22), a plurality of (four in this embodiment) connecting parts 23, a plurality of (four in this embodiment) main vibration reduction springs 3, a first annular friction member 41 (as the friction assembly 4 of this embodiment), a second annular friction member 42, a third annular friction member 43, a plurality of (two in this embodiment) diaphragm springs 51, 52, and a plurality of (four in this embodiment) pre-vibration reduction springs 6.

[0047] Specifically, in this embodiment, the flange 1 has a circular plate shape and is located between the two side plates 21 and 22 in the axial direction A. After the entire vibration damping structure is installed, the flange 1 can rotate relative to the two side plates 21 and 22 within a predetermined range in the circumferential direction C.

[0048] The flange 1 is formed with a first mounting hole 1h1 passing through in the axial direction A for mounting the main damper spring 3, a first arcuate through hole 1h2 corresponding to the first annular friction member 41, a second arcuate through hole 1h3 corresponding to the connecting member 23, and a second mounting hole 1h4 for mounting the pre-damper spring 6.

[0049] The number of first mounting holes 1h1 is the same as the number of main damper springs 3, and the four first mounting holes 1h1 are evenly distributed in the circumferential direction C. The length of the first mounting holes 1h1 is longer than the initial length of the uncompressed main damper spring 3 to ensure that the main damper spring 3 is not compressed when the compression of the pre-damper spring 6 has not reached a predetermined value (e.g., a maximum value).

[0050] The first arcuate through-holes 1h2 extend a predetermined length along the circumferential direction C. The number of first arcuate through-holes 1h2 is the same as the number of protruding portions 412 of the first annular friction member 41. The length of the first arcuate through-holes 1h2 in the circumferential direction C is greater than the length of the corresponding protruding portions 412 in the circumferential direction C. The first arcuate through-holes 1h2 cooperate with the protruding portions 412 to define the maximum range of rotation of the first annular friction member 41 relative to the flange 1 in the circumferential direction C. Furthermore, in the non-limiting example shown, the number of the plurality of first arcuate through-holes 1h2 and the number of protruding portions 412 are both eight. Four of the first arcuate through-holes 1h2 are located radially inward of and integrally formed with the corresponding first mounting holes 1h1, while the other four first arcuate through-holes 1h2 are located radially inward of and spaced apart from the corresponding second arcuate through-holes 1h3.

[0051] The second arcuate through-holes 1h3 extend a predetermined length along the circumferential direction C. The number of the second arcuate through-holes 1h3 is the same as the number of the connecting members 23. The four second arcuate through-holes 1h3 are evenly distributed in the circumferential direction C, and the four second arcuate through-holes 1h3 and the four first mounting holes 1h1 are alternately arranged in the circumferential direction C. The second arcuate through-holes 1h3 cooperate with the connecting members 23 to define the maximum range of rotation of the flange 1 in the circumferential direction C relative to the two side plates 21 and 22.

[0052] The number of second mounting holes 1h4 is the same as the number of pre-damping springs 6, and the four second mounting holes 1h4 are evenly distributed in the circumferential direction C. The length of each second mounting hole 1h4 is roughly consistent with the initial length of the uncompressed pre-damping spring 6. Each second mounting hole 1h4 is located radially outward of and communicates with the corresponding first arcuate through hole 1h2.

[0053] Furthermore, in this embodiment, the first side plate 21 and the second side plate 22 are disposed opposite each other in the axial direction A with the flange 1 interposed therebetween. The first side plate 21 is located on one axial side of the flange 1, and the second side plate 22 is located on the other axial side of the flange 1. The first side plate 21 and the second side plate 22 are fixedly connected together by four connecting members 23 evenly distributed in the circumferential direction C, so that the two side plates 21 and 22 can operate as a whole.

[0054] More specifically, the first side plate 21 is formed with a first window 21h for mounting the main damper spring 3. The number of the first windows 21h is the same as the number of the main damper springs 3, and the four first windows 21h are evenly distributed in the circumferential direction C. The length of the first window 21h in the circumferential direction C is substantially equal to the length of the main damper spring 3.

[0055] The second side plate 22 is formed with a second window 22h for mounting the main damper spring 3. The number of the second windows 22h is the same as the number of the main damper springs 3, and the four second windows 22h are evenly distributed in the circumferential direction C. The length of the second window 22h in the circumferential direction C is substantially equal to the length of the main damper spring 3.

[0056] When the first and second side plates 21 and 22 are fixedly connected, the first and second windows 21h and 22h oppose each other in the axial direction A. A pair of first and second windows 21h and 22h correspond to a first mounting hole 1h1 to form a main damper spring mounting portion. When the main damper spring 3 is mounted in this mounting portion, it is restrained in the radial direction R, the axial direction A, and the circumferential direction C.

[0057] Furthermore, in this embodiment, the main damper springs 3 are all linear cylindrical coil springs with identical dimensions. The four main damper springs 3 are mounted in corresponding main damper spring mounting portions, compressing the main damper springs 3 when the first and second side plates 21, 22 rotate relative to the flange 1. This compresses the main damper springs 3, particularly when the first and second side plates 21, 22 rotate relative to the flange 1 by an angle greater than an angle α (described below). This allows the main damper springs 3 to attenuate torsional vibrations when torque is transmitted between the first and second side plates 21, 22 and the flange 1 via the main damper springs 3. These main damper springs 3 primarily attenuate torsional vibrations during torque transmission when the engine is operating normally.

[0058] Furthermore, in this embodiment, the damping structure of the vibration reduction structure according to the first embodiment of the present invention includes three annular friction members 41 , 42 , 43 and two diaphragm springs 51 , 52 .

[0059] Specifically, the first annular friction member 41 of the friction assembly 4 is annular in shape as a whole. The first annular friction member 41 can not only rotate relative to the flange 1 in a predetermined range in the circumferential direction C, but also can rotate synchronously with the flange 1 after the first annular friction member 41 is engaged with the flange 1. Figure 1f As shown, the first annular friction member 41 includes an annular friction portion 411 and multiple protruding portions 412 extending axially from the annular friction portion 411 toward the other side. The annular friction portion 411 of the first annular friction member 41 is located between the first side plate 21 and the flange 1 in the axial direction A. The multiple protruding portions 412 are evenly distributed in the circumferential direction C and extend through the first arcuate through-hole 1h2 of the flange 1 in the axial direction A. The dimension of each protruding portion 412 in the axial direction A is greater than the dimension (thickness) of the flange 1 in the axial direction A. Therefore, each protruding portion 412 can extend across the entire flange 1 and extend to the other side of the flange 1 in the axial direction A.

[0060] Assume that the extension portion 412 is located approximately at the center of the first arc-shaped through hole 1h2 (eg, Figure 1a As shown in FIG. , the central angle of the arc between the circumferential end of the extension 412 and the corresponding circumferential end of the first arcuate through-hole 1h2 is α. Thus, when the flange 1 rotates relative to the side plate by an angle less than α from its initial state (when the pre-damping spring 6 is uncompressed), the first annular friction member 41 also rotates relative to the flange 1 by the same angle due to the difference in friction between the first annular friction member 41, the flange 1, and the first side plate 21, as described below. After the flange 1 rotates relative to the side plate by an angle equal to α, the first annular friction member 41 engages with the flange 1 and rotates with it, eliminating relative rotation between the flange 1 and the side plate.

[0061] It should be understood that the term "engagement" between the extension 412, the first annular friction member 41, and the flange 1 in this application means that the two cannot rotate relative to each other in at least one circumferential direction (clockwise or counterclockwise). After the first annular friction member 41 is engaged with the flange 1, the engagement can be released and re-established by the rotation of the side plates 21 and 22 relative to the flange 1.

[0062] Furthermore, the pre-damping spring 6 or a separately provided reset assembly (not shown) can be used to return the extension 412 to the approximate center of the first arcuate through hole 1h2 after the vibration damping structure completes operation. Furthermore, the maximum relative rotation angle of the flange 1 defined by the connecting member 23 and the second arcuate through hole 1h3 relative to the two side plates 21 and 22, as well as the central angle corresponding to the maximum compression of the main vibration damping spring 3, can both be greater than 2α. In this way, the vibration damping structure according to the present invention can properly function as a two-stage damping mechanism.

[0063] The second annular friction member 42 is generally annular and is positioned between the second diaphragm spring 52 and the flange 1 in the axial direction A, such that the flange 1 abuts the second annular friction member 42 from one axial side and the second diaphragm spring 52 abuts the second annular friction member 42 from the other axial side. The third annular friction member 43 is generally annular and is fixed to the second side plate 22 (non-rotatable relative to the second side plate 22). A portion of the third annular friction member 43 is sandwiched between the extension 412 and the first diaphragm spring 51 in the axial direction A, such that the extension 412 abuts the third annular friction member 43 from one axial side and the first diaphragm spring 51 abuts the third annular friction member 43 from the other axial side.

[0064] The first diaphragm spring 51 is fixed to the second side plate 22 (cannot rotate relative to the second side plate 22) and presses against the extension 412 from the other axial side. The second diaphragm spring 52 is fixed to the second side plate 22 (cannot rotate relative to the second side plate 22) and presses against the second annular friction member 42 from the other axial side. Thus, the combined spring forces of the first and second diaphragm springs 51 and 52 press the annular friction portion 411 against the first side plate 21 from the other axial side. The spring force of the second diaphragm spring 52 alone presses the flange 1 against the annular friction portion 411 from the other axial side. Therefore, the pressure between the annular friction portion 411 and the first side plate 21 and the flange 1 is different. If the friction coefficients of the first side plate 21 and the flange 1 are the same, the (static) friction force between the annular friction portion 411 and the first side plate 21 is significantly greater than the (static) friction force between the annular friction portion 411 and the flange 1.

[0065] It should be further noted that the elastic force of the first diaphragm spring 51 can be greater than the elastic force of the second diaphragm spring 52 to further ensure that, during the initial stage of rotation of the flange 1 relative to the two side plates 21 and 22 from the initial state, the first annular friction member 41 can rotate with the two side plates 21 and 22 rather than with the flange 1. In addition, depending on design requirements, the second annular friction member 42 can be fixed to the flange 1 or the second side plate 22.

[0066] The configuration of the vibration damping structure according to the present invention has been described above. The working principle of the vibration damping structure according to the present invention will be described below.

[0067] Because the pressure between the annular friction part 411 and the first side plate 21 and the flange 1 is different, the (static) friction force between the annular friction part 411 and the first side plate 21 is greater than the (static) friction force between the annular friction part 411 and the flange 1. Figure 1a In the initial state shown, due to the relationship between the friction forces described above, during the initial stages of flange 1's relative rotation relative to the two side plates 21, 22, the first annular friction member 41 is able to rotate with the two side plates 21, 22 rather than with flange 1, resulting in relative rotation of the first annular friction member 41 relative to flange 1. Only when the extension 412 of the first annular friction member 41 abuts the circumferential end of the first arcuate through-hole 1h2 of flange 1, that is, when the extension 412 engages flange 1, does the first annular friction member 41 rotate synchronously with flange 1, at which point the first annular friction member 41 rotates relative to the side plates 21. During both the relative rotation and synchronous rotation described above, the following different friction pairs act, thereby generating a two-stage damping effect.

[0068] Based on the above structural design, Figure 1d and Figure 1e As shown, during the operation of the vibration damping structure according to the present invention, the following five friction pairs can be realized.

[0069]

[0070] Thus, when flange 1 rotates from its initial position (pre-damping spring 6 uncompressed) by an angle less than α relative to the side plates 21 and 22, first annular friction member 41 rotates with first side plate 21. Consequently, on one axial side of flange 1, third friction pair FP3 provides damping. On the other axial side of flange 1, fourth friction pair FP4 or fifth friction pair FP5 provides damping, depending on whether second annular friction member 42 is fixed relative to flange 1 or second side plate 22. This damping effect primarily occurs when the engine is idling.

[0071] When flange 1 rotates by an angle equal to α relative to side plates 21 and 22 from its initial state (with pre-damping spring 6 uncompressed), first annular friction member 41 rotates with flange 1. Consequently, on one axial side of flange 1, second friction pair FP2 provides damping. On the other axial side of flange 1, first friction pair FP1 provides damping. Additionally, depending on whether second annular friction member 42 is fixed relative to flange 1 or second side plate 22, fourth or fifth friction pair FP4 provides damping. This damping effect primarily occurs during normal engine operation.

[0072] In this way, the vibration reduction structure according to the present invention can take into account both the normal working state and the idling state of the engine, and exert a two-stage damping effect.

[0073] In addition, a groove 412c is formed on the part of the protruding portion 412 of the first annular friction member 41, which is recessed radially inward. The groove 412c is formed approximately in the center of the protruding portion 412 and is recessed radially inward. The groove 412c corresponds to the second mounting hole 1h4 of the flange 1, forming a pre-damping spring mounting portion for mounting the pre-damping spring 6. When the pre-damping spring 6 is mounted on the pre-damping spring mounting portion, both ends of the pre-damping spring 6 abut against the flange 1 and the first annular friction member 41. When the flange 1 is moved relative to the first side plate 21 and the second side plate 22, as shown in FIG. Figure 1a During the process of starting to rotate in the initial state shown, the pre-damping spring 6 can be compressed due to the relative rotation of the first annular friction member 41 with respect to the flange 1 .

[0074] In this embodiment, the pre-damper springs 6 are all linear cylindrical coil springs of identical dimensions. The four pre-damper springs 6 are mounted in corresponding pre-damper spring mounting locations. This compresses the pre-damper springs 6 when the first and second side plates 21 and 22 rotate relative to the flange 1. This allows the pre-damper springs 6 to damp torsional vibrations when torque is transmitted between the first and second side plates 21 and 22 and the flange 1 via the pre-damper springs 6. These pre-damper springs 6 primarily damp torsional vibrations when the engine is idling. Furthermore, in the axial direction A, the pre-damper springs 6 are positioned by the annular friction portion 411 of the first annular friction member 41 and the third annular friction member 43, ensuring that the pre-damper springs 6 are securely mounted in the pre-damper spring mounting locations.

[0075] (Vehicle shock absorber according to one embodiment of the present invention)

[0076] like Figure 2a and Figure 2b As shown, the present invention further provides a vehicle shock absorber that includes a flywheel mass 7 , a hub core 8 and a centrifugal pendulum unit 9 in addition to the vibration damping structure having the above-mentioned configuration.

[0077] Specifically, the vibration damping structure's flange 1 is fixedly connected to the flywheel mass 7 and the vehicle's engine crankshaft to receive torque from the engine. The vibration damping structure's second side plate 22 is fixedly connected to the hub core 8, which is drivingly coupled to the vehicle's transmission input shaft to transmit torque to the transmission input shaft. The transmission can be a dual-clutch transmission, a manual automatic transmission, or any other type of transmission. Furthermore, multiple centrifugal pendulum units 9 are located radially outward from the flange 1 and axially between the first side plate 21 and the second side plate 22. These centrifugal pendulum units 9 are mounted to the first and second side plates 21, 22 to further attenuate torsional vibrations from the engine.

[0078] (Vibration Damping Structure with Two-Stage Damping According to Second Embodiment of the Present Invention)

[0079] like Figures 3a to 3g As shown, the vibration reduction structure with two-stage damping according to the second embodiment of the present invention has a disc shape as a whole and includes a flange 1 assembled together, two side plates (a first side plate 21 and a second side plate 22), a plurality of (four in this embodiment) connecting parts 23, a plurality of (four in this embodiment) main vibration reduction springs 3, a plurality of (three in this embodiment) annular friction members 44, 45, 46 (wherein the fourth annular friction member 44 and the fifth annular friction member 45 constitute a friction assembly 4a), a third diaphragm spring 53 and a pre-vibration reduction spring 6.

[0080] Specifically, in this embodiment, the flange 1 has a circular plate shape, is located between the two side plates 21 and 22 in the axial direction A, and can rotate relative to the two side plates 21 and 22 within a predetermined range in the circumferential direction C after the entire vibration damping structure is installed.

[0081] Furthermore, the flange 1 is formed with a first mounting hole 1h1, a first arcuate through-hole 1h2, a second arcuate through-hole 1h3, and a second mounting hole 1h4 extending in the axial direction A. The first mounting hole 1h1 is used to mount the main damper spring 3, the first arcuate through-hole 1h2 is used to receive the first extension portion 445 of the fourth annular friction member 44, described below, into which it extends, the second arcuate through-hole 1h3 is used to engage the connector 23, and the second mounting hole 1h4 is used to mount the pre-damper spring 6.

[0082] Specifically, the number of the first mounting holes 1h1 is the same as the number of the main damper springs 3, and the four first mounting holes 1h1 are evenly distributed in the circumferential direction C. The length of the first mounting holes 1h1 is longer than the initial length of the uncompressed main damper spring 3, so that the main damper spring 3 is not compressed when the compression amount of the pre-damper spring 6 does not reach a predetermined value (e.g., a maximum value).

[0083] The first arcuate through-holes 1h2 extend a predetermined length along the circumferential direction C. The number of the first arcuate through-holes 1h2 is the same as the number of the first extensions 445 of the fourth annular friction member 44. The length of the first arcuate through-holes 1h2 in the circumferential direction C is greater than the length of the corresponding first extensions 445 in the circumferential direction C. The first arcuate through-holes 1h2 cooperate with the first extensions 445 to define the maximum range within which the fourth annular friction member 44 can rotate relative to the flange 1 in the circumferential direction C.

[0084] In the illustrated non-limiting example, the number of the plurality of first arcuate through holes 1h2 and the number of the plurality of first protrusions 445 are both eight. Four of the first arcuate through holes 1h2 are located radially inward of and spaced apart from the corresponding first mounting holes 1h1, and the other four first arcuate through holes 1h2 are located radially inward of and spaced apart from the corresponding second arcuate through holes 1h3.

[0085] The second arcuate through-holes 1h3 extend a predetermined length along the circumferential direction C. The number of the second arcuate through-holes 1h3 is the same as the number of the connecting members 23. The four second arcuate through-holes 1h3 are evenly distributed in the circumferential direction C, and the four second arcuate through-holes 1h3 and the four first mounting holes 1h1 are alternately arranged in the circumferential direction C. The second arcuate through-holes 1h3 cooperate with the connecting members 23 to define the maximum range of rotation of the flange 1 in the circumferential direction C relative to the two side plates 21 and 22.

[0086] The number of second mounting holes 1h4 is the same as the number of pre-damping springs 6, and the four second mounting holes 1h4 are evenly distributed in the circumferential direction C. The length of each second mounting hole 1h4 is roughly consistent with the initial length of the uncompressed pre-damping spring 6. Each second mounting hole 1h4 is located radially outward of and communicates with the corresponding first arcuate through hole 1h2.

[0087] In this embodiment, the first side plate 21 and the second side plate 22 are disposed opposite each other in the axial direction A with the flange 1 interposed therebetween. The first side plate 21 is located on one axial side of the flange 1, and the second side plate 22 is located on the other axial side of the flange 1. The first side plate 21 and the second side plate 22 are fixedly connected together by four connecting members 23 evenly distributed in the circumferential direction C, so that the two side plates 21 and 22 can operate as a whole.

[0088] Specifically, the first side plate 21 is formed with first windows 21h for mounting the main damper springs 3. The number of first windows 21h is the same as the number of main damper springs 3, and the four first windows 21h are evenly distributed in the circumferential direction C. The length of the first windows 21h in the circumferential direction C can be approximately equal to the initial length of the main damper springs 3 when uncompressed. The second side plate 22 is formed with second windows 22h for mounting the main damper springs 3. The number of second windows 22h is the same as the number of main damper springs 3, and the four second windows 22h are evenly distributed in the circumferential direction C. The length of the second windows 22h in the circumferential direction C can be approximately equal to the initial length of the main damper springs 3 when uncompressed.

[0089] When the first and second side plates 21 and 22 are fixedly connected, the first and second windows 21h and 22h oppose each other in the axial direction A. The paired first and second windows 21h and 22h correspond to a first mounting hole 1h1 to form a main damper spring mounting portion. When the main damper spring 3 is installed in this mounting portion, the main damper spring 3 is restrained in the radial direction R, the axial direction A, and the circumferential direction C.

[0090] In this embodiment, the main damper springs 3 can all be cylindrical coil springs and have the same dimensions. The four main damper springs 3 are mounted in corresponding main damper spring mounting portions. This allows the main damper springs 3 to be compressed when the first and second side plates 21, 22 rotate relative to the flange 1, particularly when the first and second side plates 21, 22 rotate relative to the flange 1 by an angle greater than the angle α described below. This allows the main damper springs 3 to attenuate torsional vibrations when torque is transmitted between the first and second side plates 21, 22 and the flange 1 via the main damper springs 3. These main damper springs 3 primarily attenuate torsional vibrations during torque transmission when the engine is operating normally.

[0091] In this embodiment, the damping structure of the vibration reduction structure according to the second embodiment of the present invention includes three annular friction members 44, 45, and 46, and a third diaphragm spring 53. The fourth annular friction member 44 and the fifth annular friction member 45 are relatively fixed to each other to form a friction assembly 4a. The phrase "the fourth annular friction member 44 and the fifth annular friction member 45 are relatively fixed" herein means that the fourth annular friction member 44 and the fifth annular friction member 45 cannot rotate relative to each other at least in the circumferential direction C. More preferably, the fourth annular friction member 44 and the fifth annular friction member 45 cannot move relative to each other in the radial direction R. Of course, the fourth annular friction member 44 and the fifth annular friction member 45 can also, but need not necessarily, be immovably separable in the axial direction A.

[0092] Specifically, the fourth annular friction member 44 is annular in shape and is made of a non-metallic material such as plastic. The fourth annular friction member 44 is located between the first side plate 21 and the flange 1 and can rotate relative to the flange 1 in a predetermined range in the circumferential direction C. Figure 3f and 3gAs shown, the fourth annular friction member 44 includes an annular friction portion 441, a plurality of first protruding portions 442 extending axially from the annular friction portion 441 toward the other side, and a plurality of second protruding portions 443 extending axially from the annular friction portion 441 toward one side. The annular friction portion 441 of the fourth annular friction member 44 is positioned between the first side plate 21 and the flange 1 in the axial direction A. The plurality of first protruding portions 442 are evenly distributed in the circumferential direction C and extend into the first arcuate through-hole 1h2 of the flange 1 in the axial direction A. The plurality of second protruding portions 443 are evenly distributed in the circumferential direction C and extend into the mounting hole 45h of the fifth annular friction member 45 in the axial direction A.

[0093] Assume that the first extension portion 442 is located at the center of the first arc-shaped through hole 1h2 (eg, Figure 1a As shown in FIG. , the central angle of the arc between the circumferential end of the first extension 442 and the corresponding circumferential end of the first arcuate through-hole 1h2 is α. Thus, when the flange 1 rotates relative to the side plates 21, 22 by an angle less than α from its initial state (when the pre-damping spring 6 is uncompressed), the fourth annular friction member 44 also rotates relative to the flange 1 by the same angle due to the difference in friction between the annular friction assemblies 44, 45, the flange 1, and the second side plate 22, as described below. After the flange 1 rotates relative to the side plates 21, 22 by an angle equal to α, the first extension 442 engages the flange 1, and the fourth annular friction member 44 rotates synchronously with the flange 1, with no relative rotation between the flange 1 and the side plates 21, 22.

[0094] It should be understood that, as used herein, the engagement of the first protrusion 442, the fourth annular friction member 44, or the annular friction assembly with the flange 1 means that the two cannot rotate relative to each other in at least one circumferential direction (clockwise or counterclockwise). After the first protrusion 442, the fourth annular friction member 44, or the annular friction assembly engages with the flange 1, this engagement can be released and re-established by rotation of the side plates 21, 22 relative to the flange 1.

[0095] Furthermore, the first extension 442 can be returned to the center of the first arcuate through-hole 1h2 after the vibration damping structure completes operation, either by means of a pre-damping spring 6 or by providing a reset assembly (not shown). Furthermore, the maximum relative rotation angle of the flange 1 defined by the connecting member 23 and the second arcuate through-hole 1h3 relative to the two side plates 21 and 22, as well as the central angle corresponding to the maximum compression of the main vibration damping spring 3, can be made greater than 2α. In this way, the vibration damping structure according to the present invention can achieve a two-stage damping effect.

[0096] Furthermore, the fifth annular friction member 45 is annular in shape and made of metal. The fifth annular friction member 45 is located between the first side plate 21 and the flange 1 in the axial direction A. The fifth annular friction member 45 is formed with a plurality of fixing holes 45h evenly distributed in the circumferential direction C and corresponding to the second extension portion 443 of the fourth annular friction member 44. The shape and size of the fixing holes 45h match those of the second extension portion 443.

[0097] Furthermore, the sixth annular friction member 46 is annular in shape and made of non-metallic material. The sixth annular friction member 46 is located between the flange 1 and the second side plate 22 in the axial direction A.

[0098] In this embodiment, the third diaphragm spring 53 is fixed to the second side plate 22 (cannot rotate relative to the second side plate 22). The third diaphragm spring 53 presses against the sixth annular friction member 46, causing the sixth annular friction member 46 to abut against the flange 1, the flange 1 to abut against the annular friction portion 441 of the fourth annular friction member 44, and the fifth annular friction member 45 to abut against the first side plate 21.

[0099] It should be further explained that the dimension of the first extension portion 442 of the fourth annular friction member 44 in the axial direction A is preferably smaller than the dimension of the flange 1 in the axial direction A (i.e., the thickness of the flange 1), and the dimension of the second extension portion 443 of the fourth annular friction member 44 in the axial direction A is preferably smaller than the dimension of the fifth annular friction member 45 in the axial direction A. Therefore, in the axial direction A, the first extension portion 442 of the fourth annular friction member 44 does not contact the sixth annular friction member 46, the third diaphragm spring 53, and the second side plate 22, and the second extension portion 443 of the fourth annular friction member 44 does not contact the first side plate 21.

[0100] The configuration of the vibration damping structure according to the second embodiment of the present invention has been described above, and the operating principle of the vibration damping structure will be described below.

[0101] Because the friction coefficients of the fourth annular friction member 44 made of non-metallic material and the fifth annular friction member 45 made of metallic material are different, under the action of the spring force of the same third diaphragm spring 53 and when the first side plate 21 and the flange 1 are made of the same type of material (e.g., metal), the (static) friction force between the fifth annular friction member 45 and the first side plate 21 is greater than the (static) friction force between the fourth annular friction member 44 and the flange 1. Figure 1aIn the initial state shown, due to the relationship between the friction forces described above, during the initial stages of flange 1's relative rotation relative to side plates 21, 22, the annular friction assembly, consisting of fourth and fifth annular friction members 44, 45, rotates along with side plates 21, 22 rather than flange 1, resulting in relative rotation relative to flange 1. Only when the first extension 442 of fourth annular friction member 44 abuts the circumferential end of the first arcuate through-hole 1h2 of flange 1—that is, when the first extension 445 engages flange 1—does the annular friction assembly rotate synchronously with flange 1, at which point it rotates relative to side plate 21. During both relative and synchronous rotation, the following different friction pairs act, resulting in a two-stage damping effect.

[0102] Based on the above structural design, Figure 3d and Figure 3e As shown, during the operation of the vibration damping structure according to the present invention, the following four friction pairs can be realized.

[0103] name Components First friction pair FP1 The annular friction portion 441 of the fourth annular friction member 44 and the flange 1 Second friction pair FP2 The sixth annular friction member 46 and the third diaphragm spring 53 Third friction pair FP3 The sixth annular friction member 46 and the flange 1 Fourth friction pair FP4 The fifth annular friction member 45 and the first side plate 21

[0104] Thus, when flange 1 rotates from its initial state (pre-damping spring 6 uncompressed) by an angle less than α relative to the side plates 21, 22, the annular friction assembly consisting of fourth and fifth annular friction members 44, 45 rotates with the side plates 21, 22. Consequently, on one axial side of flange 1, first friction pair FP1 provides damping. On the other axial side of flange 1, second or third friction pair FP2, depending on whether sixth annular friction member 46 is fixed relative to flange 1 or second side plate 22, provides damping. This damping effect primarily occurs when the engine is idling.

[0105] When flange 1 rotates by an angle equal to α relative to the two side plates 21 and 22 from its initial state (with pre-damping spring 6 uncompressed), the annular friction assembly consisting of fourth and fifth annular friction members 44, 45 rotates with flange 1. Consequently, on one axial side of flange 1, fourth friction pair FP4 provides damping. On the other axial side of flange 1, second or third friction pair FP2 provides damping, depending on whether sixth annular friction member 46 is fixed relative to flange 1 or second side plate 22. This damping effect primarily occurs during normal engine operation.

[0106] In this way, the vibration reduction structure according to the present invention can take into account both the idle state and the normal working state of the engine and exert a two-stage damping effect.

[0107] In addition, a groove 442c is formed on part of the first protruding portion 442 of the fourth annular friction member 44, which is recessed radially inward. The groove 442c is formed approximately in the center of the first protruding portion 442. The groove 442c corresponds to the second mounting hole 1h4 of the flange 1, forming a pre-damping spring mounting portion for mounting the pre-damping spring 6. When the pre-damping spring 6 is mounted on the pre-damping spring mounting portion, both ends of the pre-damping spring 6 abut against the flange 1 and the fourth annular friction member 44. When the flange 1 is moved relative to the first side plate 21 and the second side plate 22, as shown in FIG. Figure 3a During the relative rotation starting from the initial state shown, the pre-damping spring 6 can be compressed because the fourth annular friction member 44 rotates relative to the flange 1 .

[0108] In this embodiment, the pre-damper springs 6 are all linear cylindrical coil springs of identical dimensions. The four pre-damper springs 6 are mounted in corresponding pre-damper spring mounting locations. This compresses the pre-damper springs 6 when the first and second side plates 21 and 22 rotate relative to the flange 1. This allows the pre-damper springs 6 to damp torsional vibrations when torque is transmitted between the first and second side plates 21 and 22 and the flange 1 via the pre-damper springs 6. These pre-damper springs 6 primarily damp torsional vibrations when the engine is idling. Furthermore, in the axial direction A, the pre-damper springs 6 are positioned by the annular friction portion 441 of the fourth annular friction member 44 and the sixth annular friction member 46, ensuring that the pre-damper springs 6 are securely mounted in the pre-damper spring mounting locations.

[0109] The present invention also provides a vehicle shock absorber including a vibration damping structure according to the second embodiment of the present invention. Furthermore, the vibration damping structure according to the present invention can also be applied to a clutch disc. For example, in addition to the vibration damping structure having the above-described configuration, the clutch disc can also include a friction buffer mechanism and a hub core. The friction buffer mechanism can be disposed radially outward from the flange and fixedly connected to the flange, the friction buffer mechanism being used to receive torque from the outside of the clutch disc, and the hub core being fixed to the first side plate or the second side plate of the vibration damping structure and being used to transmit torque to the outside of the clutch disc.

[0110] The above describes the specific technical solutions of the present invention in detail, but it is still necessary to explain that:

[0111] (i) Although not explicitly stated in the above specific embodiments, the vibration damping structure of the present invention can also be used for a clutch driven plate, wherein a friction buffer mechanism is arranged on the radially outer side of the flange 1 and is fixedly connected to the flange 1, the friction buffer mechanism is used to receive torque from the outside of the clutch driven plate, and the hub core 8 is fixed to the first side plate 21 or the second side plate 22 of the vibration damping structure and is used to transmit torque to the outside of the clutch driven plate.

[0112] Although friction damping is generated between the friction assembly and one side plate in the above specific embodiment, friction damping can also be generated between the friction assembly and both side plates.

[0113] The friction coefficient of each friction pair can be set to be the same or different, depending on the specific application scenario and requirements.

[0114] (ii) Although the above embodiment describes four main damper springs 3 and four pre-damper springs 6, other numbers of main damper springs 3 and pre-damper springs 6 may be used. The main damper springs 3 and pre-damper springs 6 may not only be straight cylindrical coil springs as described above, but may also be curved coil springs, rubber springs, or a combination of coil springs and rubber springs.

[0115] When the main damper spring 3 and the pre-damper spring 6 are straight cylindrical coil springs, preferably, each main damper spring 3 and the pre-damper spring 6 are housed in the damper spring mounting portion as described above in such a manner that their length direction is consistent with the direction of a tangent to the circumferential direction C of the damping structure; when the main damper spring 3 and the pre-damper spring 6 are arc-shaped coil springs, preferably, each main damper spring 3 and the pre-damper spring 6 are housed in the damper spring mounting portion as described above in such a manner that their length direction is consistent with the circumferential direction C of the damping structure.

[0116] Although the main damper spring 3 and the pre-damper spring 6 are arranged in a uniform distribution in the circumferential direction C in the above specific embodiment, they may also be arranged in a non-uniform distribution in the circumferential direction C.

[0117] (iii) To prevent the linear main damping spring 3 from interfering with the flange 1 when the flange 1 rotates relative to the two side plates 21 and 22, the radially outer edge of the first mounting hole 1h of the flange 1 can form an arc-shaped profile that is convex toward the radial outside.

[0118] (iv) In the vibration damping structure according to the present invention, friction members 41, 42, 43, 44, 45, 46 and diaphragm springs 51, 52, 53 can be disposed radially inward or radially outward of the main vibration damper spring mounting portion. Furthermore, recess 412c can open radially outward, and second mounting hole 1h4 can be formed radially inward of arcuate through hole 1h2.

[0119] (v) When the vibration damping structure according to the present invention is applied to, for example, a vehicle shock absorber, the vehicle shock absorber may further include a torque limiter. The torque limiter may be disposed at the torque input end and / or the torque output end of the vehicle shock absorber, or at other locations on the vehicle shock absorber. For example, in one non-limiting embodiment of the vehicle shock absorber, the torque limiter may be disposed between the flywheel mass and the flange as the input component, or between the side plate as the output component and the output shaft.

Claims

1. A vehicle shock absorber, comprising: A vibration damping structure with two-stage damping, the vibration damping structure having circumferential (C), axial (A) and radial (R) directions and comprising: a first side plate (21) and a second side plate (22), wherein the first side plate (21) and the second side plate (22) are fixed together in a manner spaced apart from each other in the axial direction (A); A flange (1), the flange (1) being located between the first side plate (21) and the second side plate (22) in the axial direction (A) and being capable of rotating within a predetermined range in the circumferential direction (C) relative to the first side plate (21) and the second side plate (22); A friction assembly (4, 4a) and an elastic member (51, 52, 53), wherein the friction assembly (4, 4a) and the elastic member (51, 52, 53) are located between the first side plate (21) and the second side plate (22), and under the action of the elastic force of the elastic member (51, 52, 53), the friction assembly (4, 4a) can rotate relative to the flange (1) within a predetermined range as the side plates (21, 22) rotate relative to the flange (1) during operation of the vibration damping structure, and friction damping is generated between the friction assembly (4, 4a) and the flange (1); after the friction assembly (4, 4a) and the flange (1) are engaged, the two rotate synchronously, and friction damping is generated between the friction assembly (4, 4a) and at least one of the first side plate (21) and the second side plate (22); a plurality of main damping springs (3), wherein the main damping springs (3) are mounted on a main damping spring mounting portion formed by the flange (1), the first side plate (21), and the second side plate (22); and A plurality of pre-damping springs (6), wherein the plurality of pre-damping springs (6) are mounted on a pre-damping spring mounting portion formed by the flange (1) and the friction assembly (4, 4a), During the relative rotation of the flange (1) and the first side plate (21) and the second side plate (22), torque can be transmitted and torsional vibration can be attenuated via the main damping spring (3) and the pre-damping spring (6).

2. The vehicle shock absorber according to claim 1, wherein: The friction assembly (4) comprises a first annular friction member (41), and the elastic members (51, 52) comprise a first elastic member (51) and a second elastic member (52). The first annular friction member (41) comprises an annular friction portion (411) and an extension portion (412) extending from the annular friction portion (411), the annular friction portion (411) being located between the first side plate (21) and the flange (1) in the axial direction (A), the extension portion (412) passing through the flange (1) in the axial direction (A), and The first elastic member (51) is pressed against the protruding portion (412), and the second elastic member (52) is pressed against the flange (1), so that under the action of the elastic forces of the first elastic member (51) and the second elastic member (52), the annular friction portion (411) is pressed against the first side plate (21), and under the action of the elastic force of the second elastic member (52), the flange (1) is pressed against the annular friction portion (411), so that under the action of the elastic forces of the first elastic member (51) and the second elastic member (52), the first annular friction member (41) is in contact with the first side plate (21) and the flange (1) at different pressures.

3. The vehicle shock absorber according to claim 2, wherein: The vibration reduction structure further includes a second annular friction member (42) and a third annular friction member (43). The second annular friction member (42) is located between the second elastic member (52) and the flange (1) in the axial direction (A), and the second elastic member (52) is pressed against the second annular friction member (42), so that the second annular friction member (42) is pressed against the flange (1). At least a portion of the third annular friction member (43) is sandwiched between the protruding portion (412) and the first elastic member (51), the first elastic member (51) presses against the third annular friction member (43), and the third annular friction member (43) presses against the protruding portion (412).

4. The vehicle shock absorber according to claim 2, wherein: The flange (1) is formed with a plurality of arc-shaped through holes (1h2) distributed in the circumferential direction (C), and each of the protruding portions (412) of the first annular friction member (41) passes through the corresponding arc-shaped through hole (1h2), and The arc-shaped through hole (1h2) and the protruding portion (412) both extend along the circumferential direction (C), and the size of each protruding portion (412) in the circumferential direction (C) is smaller than the size of the corresponding arc-shaped through hole (1h2) in the circumferential direction (C), so that the first annular friction member (41) can rotate relative to the flange (1) in the circumferential direction (C) within a predetermined range.

5. The vehicle shock absorber according to claim 1, wherein The friction assembly (4a) comprises a fourth annular friction member (44) and a fifth annular friction member (45) which are non-rotatable relative to each other, the fourth annular friction member (44) abuts against the flange (1) and is made of a first material, and the fifth annular friction member (45) abuts against the first side plate (21) and is made of a second material having a friction coefficient different from that of the first material, so that the friction coefficient of the surface of the friction assembly (4a) abutting against the first side plate (21) is different from the friction coefficient of the surface abutting against the flange (1).

6. The vehicle shock absorber according to claim 5, wherein: The fourth annular friction member (44) comprises an annular friction portion (441) and a plurality of first protruding portions (442) extending from the annular friction portion (441) toward the flange (1), the annular friction portion (441) abuts against the flange (1), the plurality of first protruding portions (442) extend into the flange (1) in the axial direction (A), and The flange (1) is formed with a plurality of arcuate through holes (1h2) distributed in the circumferential direction (C), and each first protrusion (442) extends into the corresponding arcuate through hole (1h2) in the axial direction (A). The size of each first protrusion (442) in the circumferential direction (C) is smaller than the size of the corresponding arcuate through hole (1h2) in the circumferential direction (C), so that the fourth annular friction member (44) can rotate relative to the flange (1) in the circumferential direction (C) within a predetermined range, and then the first protrusion (442) engages with the flange (1).

7. The vehicle shock absorber according to claim 6, wherein: The vibration damping structure further includes a sixth annular friction member (46), the sixth annular friction member (46) being located between the flange (1) and the second side plate (22), the elastic member (53) being fixed to the second side plate (22) in a non-rotatable manner and abutting against the sixth annular friction member (46), so that the sixth annular friction member (46) abuts against the flange (1).

8. The vehicle shock absorber according to any one of claims 2 to 4, characterized in that: The pre-damping spring mounting portion comprises a groove (412c) formed on the protruding portion (412) and concave toward the radial inner side or the radial outer side, and a mounting hole (1h4) formed on the flange (1) and located radially outside or radially inside the arc-shaped through hole (1h2) and connected to the arc-shaped through hole (1h2). During the relative rotation of the flange (1) and the first side plate (21) and the second side plate (22), the pre-damping spring (6) can be compressed by the protruding portion (412) and the flange (1).

9. The vehicle shock absorber according to claim 6 or 7, wherein: The pre-damping spring mounting portion includes a groove (442c) formed on the first protruding portion (442) and recessed radially inward or radially outward, and a mounting hole (1h4) formed on the flange (1) and located radially outward or radially inward of the arc-shaped through hole (1h2) and connected to the arc-shaped through hole (1h2). During the relative rotation of the flange (1) and the first side plate (21) and the second side plate (22), the pre-damping spring (6) can be compressed by the first protruding portion (442) and the flange (1).

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