Shock absorber for vehicle and vehicle

Abstract

A vehicle shock absorber, the vehicle shock absorber having three side plates (31, 32, 33), wherein the first side plate (31) (non-integrated side plate) forms a window (31h) for constituting a shock absorbing spring mounting portion, the second side plate (32) (integrated side plate) not only forms a window (32h1) for constituting a shock absorbing spring mounting portion, but also forms a track (32h2) for defining the motion track of the pendulum mass of a centrifugal pendulum unit (5), and the third side plate (33) (non-integrated side plate) forms a track (33h) for defining the motion track of the centrifugal pendulum unit (5). The vehicle shock absorber has a simple structure compared with a dual-mass flywheel, the integrated side plate can reduce the number and cost of components for constituting the vehicle shock absorber, and the arrangement of the three side plates (31, 32, 33) also facilitates the installation of the vehicle shock absorber; and a vehicle comprising the vehicle shock absorber.

Description

Technical Field

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

[0002] Since vehicles have high requirements for vibration reduction performance, dual-mass flywheels with large arc springs are usually used as shock absorbers for vibration reduction. Most existing commercially available vehicles use this type of shock absorber. However, the arc springs used in this type of shock absorber are expensive and require a corresponding complex structure to function properly, which results in a complex structure and high cost for this type of shock absorber. Summary of the invention

[0003] The present invention is made in view of the state of the prior art. The object of the present invention is to provide a vehicle shock absorber, which has a simple structure, a low manufacturing cost and is easy to install compared with the dual mass flywheel described in the above background technology. Another object of the present invention is to provide a vehicle using the vehicle shock absorber according to the present invention.

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

[0005] The present invention provides a vehicle shock absorber having axial, radial and circumferential directions and comprising:

[0006] three side panels, the three side panels being fixed to each other and comprising a first side panel, a second side panel and a third side panel;

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

[0008] a plurality of damping springs, the plurality of damping springs being arranged at intervals along the circumferential direction and respectively mounted on a damping spring mounting portion formed by the first side plate, the second side plate and the flange, wherein torque can be transmitted between the flange and the three side plates via the plurality of damping springs;

[0009] A centrifugal pendulum unit is disposed between the second side plate and the third side plate and is located radially outside the flange.

[0010] Preferably, the first side plate and the second side plate are respectively formed with windows facing each other for constituting the damping spring mounting portion, so that the damping spring is mounted between the first side plate and the second side plate, and

[0011] The second side plate and the third side plate form a track for defining a motion trajectory of the pendulum mass of the centrifugal pendulum unit.

[0012] More preferably, in the axial direction,

[0013] The second side panel is located between the first side panel and the third side panel; or

[0014] The second side plate is located on the same side of the first side plate and the third side plate.

[0015] More preferably, the first side plate and the second side plate are fixed to each other via a connecting member, the second side plate and the third side plate are fixed to each other via a connecting member, and the third side plate is located radially outward of the first side plate and spaced apart from the first side plate.

[0016] More preferably, the flange is formed with a mounting hole for constituting the mounting portion of the damping spring, and the length of the mounting hole is greater than the initial length of the damping spring when it is not compressed.

[0017] More preferably, the vehicle shock absorber further comprises a friction damping mechanism, the friction damping mechanism comprising an annular friction member and an elastic member, the annular friction member and the elastic member are located between the first side plate and the second side plate, under the action of the spring force of the elastic member, at least one of the annular friction members abuts against one of the first side plate and the second side plate and the flange with different pressures, so that during the operation of the vehicle shock absorber, due to the different pressures, the at least one annular friction member can rotate relative to the flange within a predetermined range with the one side and generate a first friction damping between the at least one annular friction member and the flange, after the at least one annular friction member and the flange are engaged, the two rotate synchronously and generate a second friction damping between the at least one annular friction member and the one side, and the second friction damping is different in size from the first friction damping. Of course, the size of the first friction damping and the second friction damping can also be the same, which can be freely set according to the situation.

[0018] More preferably, the annular friction member includes a first annular friction member, and the elastic member includes a first elastic member and a second elastic member.

[0019] The first annular friction member includes an annular friction portion and a plurality of extension portions extending from the annular friction portion, wherein the annular friction portion is located between the one side and the flange in the axial direction, and the extension portions pass through the flange in the axial direction, and

[0020] 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 one side under the spring force of the first elastic member and the second elastic member, and the flange is pressed against the annular friction portion under the spring force of the second elastic member.

[0021] More preferably, the annular friction member further comprises a second annular friction member and a third annular friction member.

[0022] The second annular friction member is located between the second elastic member and the flange in the axial direction, and the second elastic member is pressed against the second annular friction member, so that the second annular friction member is pressed against the flange.

[0023] The third annular friction member is sandwiched between the protruding portion and the first elastic member. The first elastic member is pressed against the third annular friction member. The third annular friction member is pressed against the protruding portion.

[0024] More preferably, the flange is formed with a plurality of through holes distributed in the circumferential direction, and each of the protruding portions of the first annular friction member passes through the corresponding through hole, and

[0025] The 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 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.

[0026] Alternatively, the first annular friction member may also be in a discrete form, that is, the first annular friction member includes a plurality of independent first friction members, each of which includes a friction portion and an extension portion extending from the friction portion, the friction portion is located between the one side and the flange in the axial direction, and the extension portion passes through the flange in the axial direction. The engagement and arrangement of the first elastic member, the second elastic member and the third annular friction member with the first friction member are basically the same as described above.

[0027] The present invention also provides a vehicle as follows, comprising the vehicle shock absorber as described in any one of the above technical solutions.

[0028] By adopting the above technical solution, the present invention provides a new type of vehicle shock absorber and a vehicle including the vehicle shock absorber, wherein the vehicle shock absorber has three side panels, among which the first side panel (non-integrated side panel) forms a window for constituting a shock absorbing spring mounting portion, the second side panel (integrated side panel) not only forms a window for constituting a shock absorbing spring mounting portion but also forms a track for limiting the motion trajectory of the pendulum mass of the centrifugal pendulum unit, and the third side panel (non-integrated side panel) forms a track for limiting the motion trajectory of the centrifugal pendulum unit. The vehicle shock absorber according to the present invention has a simple structure compared with a dual mass flywheel, the above integrated side panel can reduce the number and cost of components used to constitute the vehicle shock absorber, and the arrangement of the above three side panels also facilitates the installation of the vehicle shock absorber. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1a is a front schematic view of a vehicle shock absorber according to a first embodiment of the present invention, in which part of the structure is omitted to illustrate the internal structure thereof; Figure 1b yes Figure 1a A schematic cross-sectional view of the vehicle shock absorber taken along line SS including the central axis O; Figure 1c yes Figure 1a An exploded diagram of a shock absorber for a vehicle in which the flywheel mass is omitted; Figure 1d yes Figure 1b An enlarged schematic diagram of area M in FIG.

[0030] Figure 2 It is a schematic partial cross-sectional view of a vehicle shock absorber according to a second embodiment of the present invention.

[0031] Figure 3 FIG. 1 is a schematic partial cross-sectional view of a vehicle shock absorber according to a third embodiment of the present invention.

[0032] Figure 4 FIG. 1 is a schematic partial cross-sectional view of a vehicle shock absorber according to a fourth embodiment of the present invention.

[0033] Description of Reference Numerals

[0034] 1Flywheel mass

[0035] 2 flange 2h1 mounting hole 2h2 through hole

[0036] 31 first side plate 31h first window 32 second side plate 32h1 second window 32h2 first track 33 third side plate 33h second track

[0037] 4. Damping spring

[0038] 5 Centrifugal pendulum unit

[0039] 6 Friction damping mechanism 61 first annular friction member 611 annular friction portion 612 extension portion 62 second annular friction member 63 third annular friction member 64 first elastic member 65 second elastic member

[0040] 7 Hub Core

[0041] R radial direction A axial direction C circumferential direction O center axis. DETAILED DESCRIPTION

[0042] The specific embodiments of the present invention are described below with reference to the accompanying drawings. In the accompanying drawings, unless otherwise specified, the axial direction, radial direction and circumferential direction refer to the axial direction, radial direction and circumferential direction of the vehicle shock absorber according to the present invention, respectively; the axial side refers to Figure 1b , Figure 1d , Figure 2 , Figure 3 , Figure 4 The left side of the axis is the side where the engine is located; the other side is the Figure 1b , Figure 1d , Figure 2 , Figure 3 , Figure 4 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, and the radially inner side refers to the side radially close to the central axis O. In addition, "transmission connection" refers to the connection between two components that can transmit driving force / torque. The two components can be directly connected or can achieve the above function through various transmission mechanisms or connection structures.

[0043] First, the structure and operation of a vehicle shock absorber according to a first embodiment of the present invention will be described below with reference to the drawings.

[0044] (Vehicle shock absorber according to first embodiment of the present invention)

[0045] like Figure 1a to Figure 1c As shown, the vehicle shock absorber according to the first embodiment of the present invention has an annular shape as a whole and includes a flywheel mass 1, a flange 2, three side plates (a first side plate 31, a second side plate 32 and a third side plate 33) assembled together, a shock-absorbing spring 4, a centrifugal pendulum unit 5, a friction damping mechanism 6 and a hub core 7.

[0046] In the present embodiment, the flywheel mass 1 has a circular ring shape and is used for fixed connection with, for example, an engine crankshaft of a vehicle, and the flywheel mass 1 includes a flywheel mass radial portion and a flywheel mass axial portion formed as one body. The flywheel mass radial portion extends substantially along the radial direction R, and the flywheel mass axial portion extends a predetermined length from the radial outer end of the flywheel mass radial portion along the axial direction A toward the other axial side. In addition, the flywheel mass 1 also includes gear teeth arranged on the outer periphery of the flywheel mass axial portion, so that the motor of the vehicle can start the engine via the gear teeth. The flywheel mass 1 should have a considerable weight to ensure that the shock absorber has sufficient moment of inertia. In addition, a plurality of flywheel mass fixing holes penetrating along the axial direction A are formed in the radial inner portion of the flywheel mass 1. The flywheel mass 1 can be fixedly connected with, for example, an engine crankshaft of a vehicle by a fixing member passing through the plurality of flywheel mass fixing holes.

[0047] In this embodiment, the flange 2 is also formed in an annular shape and is fixed to, for example, an engine crankshaft together with the flywheel mass 1 via a fixing member and is rotatable in a predetermined range along the circumferential direction C relative to the three side plates 31 , 32 , 33 .

[0048] Furthermore, the flange 2 is formed with four mounting holes 2h1 penetrating in the axial direction A. The four mounting holes 2h1 are evenly distributed in the circumferential direction C and each mounting hole 2h1 corresponds to the first window 31h of the first side plate 31 and the second window 32h1 of the second side plate 32, respectively, to form a damping spring mounting portion. In this way, after the damping spring 4 is mounted in the mounting hole 2h1 of the flange 2, the damping spring 4 is limited in the circumferential direction C, the axial direction A and the radial direction R by the mounting hole 2h1 of the flange 2, the first window 31h of the first side plate 31 and the second window 32h1 of the second side plate 32. In addition, the length of the mounting hole 2h1 is greater than the initial length of the damping spring 4 in the uncompressed state, so that in the initial stage of the relative rotation of the flange 2 relative to the three side plates 31, 32, 33, the damping spring 4 is not compressed; the damping spring 4 is compressed only after the flange 2 rotates a certain angle relative to the three side plates 31, 32, 33. Therefore, it is possible to realize two levels of torsional rigidity (the first level torsional rigidity of the damper spring 4 is 0, corresponding to the stage in which the damper spring 4 is not compressed).

[0049] In the present embodiment, the three side plates 31, 32, and 33 are all formed in a circular ring shape. The second side plate 32 is located on one axial side of the flange 2, and the first side plate 31 is located on the other axial side of the flange 2, so that the first side plate 31 and the second side plate 32 are arranged oppositely in the axial direction A across the flange 2. The first side plate 31 and the second side plate 32 can be fixed via a plurality of connecting members, so that the first side plate 31 and the second side plate 32 can move as a whole. The second side plate 32 is located on one axial side of the pendulum mass of the centrifugal pendulum unit 5, and the third side plate 33 is located on the other axial side of the pendulum mass of the centrifugal pendulum unit 5, so that the second side plate 32 and the third side plate 33 are arranged oppositely in the axial direction A across the pendulum mass of the centrifugal pendulum unit 5, and the second side plate 32 and the third side plate 33 can be fixed via a plurality of connecting members, so that the second side plate 32 and the third side plate 33 can move as a whole. Further, in the present embodiment, the third side plate 33 and the first side plate 31 are spaced apart from each other, the third side plate 33 is located radially outside the first side plate 31 , and the third side plate 33 and the first side plate 31 at least partially overlap each other in the axial direction A. In this way, the first side plate 31 and the third side plate 33 are both located on the other axial side of the second side plate 32 .

[0050] Furthermore, the first side plate 31 is formed with four first windows 31h penetrating in the axial direction A, and the four first windows 31h are evenly distributed in the circumferential direction C. The second side plate 32 is formed with four second windows 32h1 penetrating in the axial direction A, and the four second windows 32h1 are evenly distributed in the circumferential direction C, and the position of each second window 32h1 corresponds to the position of the corresponding first window 31h. In this way, the vibration damping spring mounting portion for mounting the vibration damping spring 4 is formed by the paired first windows 31h and second windows 32h1 corresponding to the mounting holes 2h1 of the flange 2.

[0051] Further, the second side plate 32 is formed with a plurality of first tracks 32h2 that are through in the axial direction A and are bent toward the radial outside, and the first tracks 32h2 are located radially outside the second window 32h1. The third side plate 33 is formed with a plurality of second tracks 33h that are through in the axial direction A and are bent toward the radial outside, and each group of second tracks 33h corresponds to each group of first tracks 32h2. The first track 32h2 of the second side plate 32 and the second track 33h of the third side plate 33 are both used to define the motion trajectory of the connecting roller of the centrifugal pendulum unit 5.

[0052] In the present embodiment, each damping spring 4 is a straight cylindrical coil spring. The damping spring 4 is installed in a damping spring installation portion defined by the installation hole 2h1 of the flange 2, the first window 31h of the first side plate 31, and the second window 32h1 of the second side plate 32 in a manner that its length direction is tangent to the circumferential direction C. Therefore, the damping spring 4 is limited in the axial direction A, radial direction R, and circumferential direction C by the flange 2, the first side plate 31, and the second side plate 32. In addition, in the present embodiment, the cylindrical coil spring is not a long arc coil spring in the prior art. In this way, the long arc coil spring and the parts matched therewith can be omitted, thereby saving costs. When the flange 2 rotates relative to the three side plates 31, 32, and 33 in the circumferential direction C under the action of the torque from the engine crankshaft, the damping spring 4 can be compressed, thereby achieving the effect of attenuating torsional vibration in the process of transmitting torque through the damping spring 4.

[0053] In this embodiment, four centrifugal pendulum units 5 are installed between the second side plate 32 and the third side plate 33 in a manner evenly distributed in the circumferential direction C, and the centrifugal pendulum units 5 are located radially outside the flange 2, so as to avoid interference between the flange 2 and the centrifugal pendulum units 5.

[0054] Specifically, each centrifugal pendulum unit 5 includes a pendulum mass and two connecting rollers. The pendulum mass has a fan-shaped shape as a whole and is located between the second side plate 32 and the third side plate 33 in the axial direction A. The pendulum mass forms a winding track, which includes extension components in the circumferential direction C and the radial direction R. Each connecting roller passes through the track and the two ends of each connecting roller are respectively installed on the first track 32h2 of the second side plate 32 and the second track 33h of the third side plate 33. In this way, when the vehicle shock absorber according to the present invention is working, as the pendulum mass swings on the connecting rollers, the pendulum mass has motion components in the circumferential direction C and the radial direction R. The centrifugal pendulum unit 5 can play a good role in suppressing torsional vibration during the operation of the engine.

[0055] In the present embodiment, the friction damping mechanism 6 includes three annular friction members 61 , 62 , 63 and two diaphragm springs 64 , 65 .

[0056] Specifically, the first annular friction member 61 is annular as a whole, and the first annular friction member 61 can not only rotate relative to the flange 2 in a predetermined range in the circumferential direction C, but also can rotate synchronously with the flange 2 after the first annular friction member 61 is engaged with the flange 2. Figure 1b and Figure 1dAs shown, the first annular friction member 61 includes an annular friction portion 611 and a plurality of protrusions 612 extending from the annular friction portion 611 toward the other axial side. The annular friction portion 611 of the first annular friction member 61 is located between the second side plate 32 and the flange 2 in the axial direction A. The plurality of protrusions 612 are evenly distributed in the circumferential direction C and the protrusions 612 pass through the through hole 2h2 of the flange 2 in the axial direction A. The size of each protrusion 612 in the axial direction A is greater than the size (thickness) of the flange 2 in the axial direction A, so each protrusion 612 can extend across the entire flange 2 to the other axial side of the flange 2. In this embodiment, the cross-sectional shapes of the protrusions 612 are not the same. One protrusion 612 has a trapezoidal cross-sectional shape, so that the size of the protrusion 612 in the radial direction R is large and the size in the circumferential direction C is small, and the corresponding through hole is between the two springs 4 / two mounting holes 2h1. The radial dimension R of the one protrusion 612 is large, and the space between the two mounting holes 2h1 is fully utilized, so that the strength of the protrusion 612 can be improved. The other protrusion 612 has an arc-shaped cross-section. The other protrusion 612 has a large dimension in the circumferential direction C and a small dimension in the radial direction R. The corresponding through hole is on the radial inner side of the mounting hole 2h1 and is connected to the mounting hole 2h1. The radial dimension R of the other protrusion 612 is small, so the radial dimension of the flange 2 and the entire shock absorber can be reduced.

[0057] When the damping spring 4 is in an uncompressed initial state, the extension portion 612 is located approximately at the center of the through hole 2h2 (eg Figure 1a As shown), the angle of the central angle of the arc between the circumferential end of the protruding portion 612 and the corresponding circumferential end of the through hole 2h2 is α. In this way, when the flange 2 rotates from the initial state to an angle less than α relative to the three side plates 31, 32, 33, the first annular friction member 61 is also rotated by the same angle relative to the flange 2 by utilizing the difference in friction between the first annular friction member 61 and the flange 2 and the second side plate 32 described below; after the flange 2 rotates by an angle equal to α relative to the three side plates 31, 32, 33, the first annular friction member 61 engages with the flange 2, and the first annular friction member 61 will rotate with the flange 2, and there will be no relative rotation between the two.

[0058] It should be understood that the engagement of the extension 612, the first annular friction member 61 and the flange 2 mentioned in the present 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 61 is engaged with the flange 2, the engagement state can be released and formed again due to the rotation of the three side plates 31, 32, and 33 relative to the flange 2. In addition, the extension 612 can be returned to the approximate center position of the through hole 2h2 after the vibration reduction structure is completed by separately setting a reset component (not shown); in addition, the maximum relative rotation angle of the flange 2 relative to the three side plates 31, 32, and 33 and the central angle corresponding to the maximum compression amount of the vibration reduction spring 4 can be made greater than 2α. In this way, the vibration reduction structure according to the present invention can normally play a two-stage damping role.

[0059] The second annular friction member 62 is annular as a whole and is located between the second diaphragm spring 65 and the flange 2 in the axial direction A, so that the flange 2 abuts against the second annular friction member 62 from one axial side and the second diaphragm spring 65 abuts against the second annular friction member 62 from the other axial side. The third annular friction member 63 is annular as a whole and is sandwiched between the extension portion 612 and the first diaphragm spring 64 in the axial direction A, so that the extension portion 612 abuts against the third annular friction member 63 from one axial side and the first diaphragm spring 64 abuts against the third annular friction member 63 from the other axial side.

[0060] The first diaphragm spring 64 is fixed to the first side plate 31 (cannot rotate relative to the first side plate 31) and presses against the extension 612 from the other axial side, more specifically, presses against the third annular friction member 63, thereby applying pressure to the extension 612. The second diaphragm spring 65 is fixed to the first side plate 31 (cannot rotate relative to the first side plate 31) and presses against the second annular friction member 62 from the other axial side. In this way, under the action of the spring force of both the first diaphragm spring 64 and the second diaphragm spring 65, the annular friction portion 611 is pressed against the second side plate 32 from the other axial side; under the action of the spring force of the second diaphragm spring 65 alone, the flange 2 is pressed against the annular friction portion 611 from the other axial side. Therefore, the pressure between the annular friction portion 611 and the second side plate 32 and the flange 2 is different. When the friction coefficients of the second side plate 32 and the flange 2 are similar, the (static) friction force between the annular friction portion 611 and the second side plate 32 is obviously greater than the (static) friction force between the annular friction portion 611 and the flange 2.

[0061] It should be further explained that the spring force of the first diaphragm spring 64 can be greater than the spring force of the second diaphragm spring 65, so as to further enable the first annular friction member 61 to rotate with the three side plates 31, 32, 33 rather than with the flange 2 in the initial stage when the flange 2 rotates relative to the three side plates 31, 32, 33 from the initial state. In addition, according to design requirements, the second annular friction member 62 can be fixed to the flange 2, or the second annular friction member 62 can be fixed to the first side plate 31.

[0062] The working principle of the friction damping mechanism 6 is described below.

[0063] Because the pressure between the annular friction part 611 and the second side plate 32 and the flange 2 is different, the (static) friction force between the annular friction part 611 and the second side plate 32 is greater than the (static) friction force between the annular friction part 611 and the flange 2. Figure 1a In the initial state shown, due to the relationship between the above-mentioned friction forces, in the initial stage when the flange 2 rotates relative to the three side plates 31, 32, 33 from the initial state, the first annular friction member 61 can rotate with the three side plates 31, 32, 33 instead of rotating with the flange 2, so the first annular friction member 61 generates a relative rotation relative to the flange 2. Only when the extension 612 of the first annular friction member 61 abuts against the circumferential end of the through hole 2h2 of the flange 2, that is, when the extension 612 is engaged with the flange 2, the first annular friction member 61 rotates synchronously with the flange 2, and at this time, the first annular friction member 61 rotates relative to the three side plates 31, 32, 33. In the above-mentioned relative rotation and synchronous rotation processes, the following different friction pairs act, thereby generating a two-stage damping effect.

[0064] Based on the above structural design, Figure 1d As shown, during the operation of the vibration damping structure according to the present invention, the following five friction pairs can be realized.

[0065]

[0066] In this way, when the flange 2 rotates from the initial state to the three side plates 31, 32, 33 by an angle less than α, the first annular friction member 61 rotates with the second side plate 32, so that on one axial side of the flange 2, the third friction pair plays a damping role; on the other axial side of the flange 2, the fourth friction pair or the fifth friction pair plays a damping role, depending on whether the second annular friction member 62 is fixed relative to the flange 2 or the first side plate 31. The above damping role mainly plays a role in the idle state of the engine.

[0067] When the flange 2 rotates from the initial state to the three side plates 31, 32, 33 by an angle equal to α, the first annular friction member 61 rotates with the flange 2, so that the second friction pair plays a damping role on one axial side of the flange 2; the first friction pair plays a damping role on the other axial side of the flange 2, and the fourth friction pair or the fifth friction pair plays a damping role according to whether the second annular friction member 62 is fixed relative to the flange 2 or the first side plate 31. The above damping role mainly plays a role in the normal working state of the engine.

[0068] 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.

[0069] In this embodiment, the hub core 7 is formed in an annular shape and fixed to the first side plate 31. The inner circumference of the hub core 7 is formed with splines for engaging with the input shaft of the transmission, and the torque from the engine crankshaft can be finally transmitted to the input shaft of the transmission through the splines.

[0070] (Vehicle shock absorber according to second embodiment of the present invention)

[0071] like Figure 2 As shown, the basic structure of the vehicle shock absorber according to the second embodiment of the present invention is substantially the same as the basic structure of the vehicle shock absorber according to the first embodiment of the present invention, and the difference between the two will be mainly described below.

[0072] like Figure 2 As shown, unlike the first embodiment, the first side plate 31 is located on one axial side of the flange 2, and the second side plate 32 is located on the other axial side of the flange 2; and the third side plate 33 is located on one axial side of the pendulum mass, and the second side plate 32 is located on the other axial side of the pendulum mass. The first side plate 31 and the third side plate 33 are both located on one axial side of the second side plate 32. Furthermore, compared with the first embodiment, the structure of the friction damping mechanism 6 itself has not changed, but the corresponding parts abutted by its various components are different, but this does not affect the friction damping mechanism 6 from playing the role of two-stage damping. In addition, the hub core 7 is fixed together with the second side plate 32. Although the above-mentioned structural changes occur in the second embodiment, the same functions and effects as those of the first embodiment can still be produced.

[0073] (Vehicle shock absorber according to third embodiment of the present invention)

[0074] like Figure 3 As shown, the basic structure of the vehicle shock absorber according to the third embodiment of the present invention is substantially the same as the basic structure of the vehicle shock absorber according to the second embodiment of the present invention, and the difference between the two will be mainly described below.

[0075] like Figure 3 As shown, unlike the second embodiment, the second side plate 32 is located on one axial side of the pendulum mass, the third side plate 33 is located on the other axial side of the pendulum mass, and the second side plate 32 is located between the first side plate 31 and the third side plate 33. Although the above structural changes are made in the third embodiment, the same functions and effects as those of the second embodiment can still be produced.

[0076] (Vehicle shock absorber according to fourth embodiment of the present invention)

[0077] like Figure 4 As shown, the basic structure of the vehicle shock absorber according to the fourth embodiment of the present invention is substantially the same as the basic structure of the vehicle shock absorber according to the first embodiment of the present invention, and the difference between the two will be mainly described below.

[0078] like Figure 4 As shown, different from the first embodiment, the third side plate 33 is located on one axial side of the pendulum mass, the second side plate 32 is located on the other axial side of the pendulum mass, and the second side plate 32 is located between the first side plate 31 and the third side plate 33. Although the above structural changes are made in the fourth embodiment, the same functions and effects as those of the first embodiment can still be produced.

[0079] The vehicle shock absorber according to the present invention is described above. The present invention also provides a vehicle including the vehicle shock absorber.

[0080] The specific technical solutions of the present invention are described in detail above, and further supplementary explanations will be given below.

[0081] (i) It can be understood that in the vehicle shock absorber according to the present invention, since two-stage torsional stiffness and two-stage friction damping functions are realized, it is possible to reduce not only the vibration of the engine under normal working conditions but also the vibration of the engine under starting and idling conditions, which has the same function as the vehicle shock absorber equipped with a pre-damping spring but reduces the cost.

[0082] (ii) It can be understood that the vehicle shock absorber according to the present invention has an integrated side plate (forming a window for constituting a damping spring mounting portion and a track defining the motion trajectory of the pendulum mass of the centrifugal pendulum) and two non-integrated side plates. In this way, compared with the assembly method in which the centrifugal pendulum unit and the damping structure must be assembled at the same time in the shock absorber solution with two integrated side plates, the vehicle shock absorber according to the present invention can pre-assemble the centrifugal pendulum unit and then assemble the damping structure, so the assembly method is more convenient and flexible. Compared with the shock absorber solution in which all the side plates are non-integrated, the vehicle shock absorber according to the present invention can reduce the number of components and reduce costs. At the same time, as for the arrangement position of the centrifugal pendulum unit, although it is located radially outside the flange in the specific embodiment, of course the centrifugal pendulum unit can also be located radially inside the damping spring, or at a position arranged axially with the flange.

[0083] (iii) Although the above specific embodiments do not describe a solution including a pre-damping spring, it is understood that a pre-damping spring may be provided in the vehicle shock absorber according to the present invention if necessary.

[0084] In addition, the damping spring and pre-damping spring can be any suitable number. The damping spring and pre-damping spring can be not only the linear cylindrical coil spring as described above, but also an arc coil spring, a rubber spring, or a combination of a coil spring and a rubber spring.

[0085] When the vibration damping spring and the pre-vibration damping spring are linear cylindrical coil springs, preferably, each vibration damping spring and the pre-vibration damping spring are housed in the vibration damping spring mounting portion as described above in such a manner that their length direction is consistent with the direction of a tangent line in the circumferential direction of the vehicle shock absorber; when the vibration damping spring and the pre-vibration damping spring are arc-shaped coil springs, preferably, each vibration damping spring and the pre-vibration damping spring are housed in the vibration damping spring mounting portion as described above in such a manner that their length direction is consistent with the circumferential direction of the vehicle shock absorber.

[0086] Although in the above specific embodiments, the damping springs are arranged in a uniform distribution in the circumferential direction, they may also be arranged in a non-uniform distribution in the circumferential direction.

[0087] (iv) To prevent the linear damping spring from interfering with the flange when the flange rotates relative to the side plate, the radially outer edge of the mounting hole of the flange may be formed into an arc-shaped profile that is convex toward the radial outer side. In addition, to reduce the weight of the vehicle shock absorber, a plurality of weight-reducing holes may be formed on at least one side plate.

[0088] (v) Although not explicitly stated, it is understood that the vehicle shock absorber according to the present invention may further include a torque limiter, which may be disposed at the torque input end and / or the torque output end of the vehicle shock absorber, or at other positions of the vehicle shock absorber. For example, in a 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 shock absorber for a vehicle, having an axial direction (A), a radial direction (R) and a circumferential direction (C) and comprising: At least two side panels, the at least two side panels are fixed to each other and include a first side panel (31) and a second side panel (32); a flange (2), wherein the flange (2) is located between the first side plate (31) and the second side plate (32) in the axial direction (A) and is rotatable within a predetermined range along the circumferential direction (C) relative to the first side plate (31) and the second side plate (32); a plurality of damping springs (4), the plurality of damping springs (4) being arranged at intervals along the circumferential direction (C) and respectively mounted on a damping spring mounting portion formed by the first side plate (31), the second side plate (32) and the flange (2), wherein torque can be transmitted between the flange (2) and the at least two side plates via the plurality of damping springs (4); A centrifugal pendulum unit (5), wherein the centrifugal pendulum unit (5) is arranged on the second side plate (32); as well as A friction damping mechanism (6), the friction damping mechanism (6) comprising a friction member and an elastic member, the friction member and the elastic member being located between the first side plate (31) and the second side plate (32), and under the action of the elastic force of the elastic member, at least one of the friction members abuts against one of the first side plate (31) and the second side plate (32) and the flange (2) with different pressures.

2. The vehicle shock absorber according to claim 1, characterized in that: The first side plate (31) and the second side plate (32) are respectively formed with windows (31h, 32h1) facing each other for constituting the vibration-damping spring mounting portion, so that the vibration-damping spring (4) is mounted between the first side plate (31) and the second side plate (32), and The second side plate (32) is formed with a track (32h2, 33h) for defining a motion trajectory of the pendulum mass of the centrifugal pendulum unit (5).

3. The vehicle shock absorber according to claim 1 or 2, characterized in that: The at least two side panels further include a third side panel (33), the third side panel (33) being connected to the second side panel (32), a space for installing the centrifugal pendulum unit (5) being formed between the second side panel (32) and the third side panel (33), and the centrifugal pendulum unit (5) being installed on the second side panel and the third side panel.

4. The vehicle shock absorber according to claim 1 or 2, characterized in that: The flange (2) is formed with a mounting hole (2h1) for constituting the mounting portion of the vibration-damping spring, and the length of the mounting hole (2h1) is greater than the initial length of the vibration-damping spring (4) when it is not compressed.

5. The vehicle shock absorber according to claim 1 or 2, characterized in that: During the operation of the vehicle shock absorber, due to the different pressures, the at least one friction member can rotate relative to the flange (2) within a predetermined range along with one of the first side plate (31) and the second side plate (32), and generate a first friction damping between the at least one friction member and the flange (2); after the at least one friction member is engaged with the flange (2), the two rotate synchronously and generate a second friction damping between the at least one friction member and one of the first side plate (31) and the second side plate (32).

6. The vehicle shock absorber according to claim 5, characterized in that: The second friction damping is different in magnitude from the first friction damping.

7. The vehicle shock absorber according to claim 5, characterized in that: The friction member comprises a first annular friction member (61), the elastic member comprises a first elastic member (64) and a second elastic member (65), the first annular friction member (61) comprises an annular friction portion (611) and a plurality of protruding portions (612) extending from the annular friction portion (611), the annular friction portion (611) being located between one of the first side plate (31) and the second side plate (32) and the flange (2) in the axial direction (A), and the protruding portions (612) being located between the first side plate (31) and the second side plate (32) in the axial direction (A). The first elastic member (64) is pressed against the protruding portion (612), and the second elastic member (65) is pressed against the flange (2), so that under the elastic force of the first elastic member (64) and the second elastic member (65), the annular friction portion (611) is pressed against one of the first side plate (31) and the second side plate (32), and under the elastic force of the second elastic member (65), the flange (2) is pressed against the annular friction portion (611); or, The friction member includes a plurality of first friction members, and the elastic member includes a first elastic member (64) and a second elastic member (65). Each of the first friction members includes a friction portion and a protruding portion extending from the friction portion. The friction portion is located between one of the first side plate (31) and the second side plate (32) and the flange (2) in the axial direction (A). The protruding portion passes through the flange (2) in the axial direction (A), and the first elastic member (64) is pressed against the protruding portion, and the second elastic member (65) is pressed against the flange (2), so that the friction portion is pressed against one of the first side plate (31) and the second side plate (32) under the action of the elastic force of the first elastic member (64) and the second elastic member (65), and the flange (2) is pressed against the friction portion under the action of the elastic force of the second elastic member (65).

8. The vehicle shock absorber according to claim 7, characterized in that: The friction member further comprises a second annular friction member (62) and a third annular friction member (63). The second annular friction member (62) is located between the second elastic member (65) and the flange (2) in the axial direction (A), and the second elastic member (65) is pressed against the second annular friction member (62), so that the second annular friction member (62) is pressed against the flange (2). The third annular friction member (63) is sandwiched between the protruding portion (612) and the first elastic member (64), the first elastic member (64) is pressed against the third annular friction member (63), and the third annular friction member (63) is pressed against the protruding portion (612).

9. The vehicle shock absorber according to claim 7, characterized in that: The flange (2) is formed with a plurality of through holes (2h2) distributed in the circumferential direction (C), and each of the protruding portions (612) of the first annular friction member (61) or the protruding portion of the first friction member passes through the corresponding through hole (2h2), and The through hole (2h2) and the protruding portion (612) both extend along the circumferential direction (C), and the size of each protruding portion (612) in the circumferential direction (C) is smaller than the size of the corresponding through hole (2h2) in the circumferential direction (C), so that the first annular friction member (61) or the first friction member can rotate relative to the flange (2) in the circumferential direction (C) within a predetermined range. 10 . A vehicle, comprising the vehicle shock absorber according to claim 1 .

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