Shock absorber for vehicle and vehicle

Abstract

A vehicle shock absorber has an axial direction (A), a radial direction (R) and a circumferential direction, and is used to transmit torque from a power source of a vehicle to a transmission of the vehicle via the vehicle shock absorber. The torque transmitted via the vehicle shock absorber is not greater than a predetermined torque capacity defined by the vehicle shock absorber, and the vehicle shock absorber is used to attenuate the torsional vibration of the transmitted torque. The vehicle shock absorber comprises three side plates fixed to each other, a flange (4) capable of rotating within a predetermined range along the circumferential direction relative to the three side plates, a plurality of shock absorbing springs (5), a centrifugal pendulum unit (6) and a torque limiting mechanism (7). The flange (4) can transmit torque to the three side plates via the plurality of shock absorbing springs (5), and the centrifugal pendulum unit (6) is arranged between a first side plate (31) and a second side plate (32) of the three side plates or between a second side plate (32) and a third side plate (33) of the three side plates. The torque limiting mechanism (7) is arranged between the second side plate (32) and the third side plate (33) to define the predetermined torque capacity. A vehicle comprising the vehicle shock absorber is also provided. By using the shock absorber, the vibration in the torque transmission process can be effectively weakened or even eliminated, and excessive torque can be prevented from being transmitted from the vehicle's power source to the transmission, thereby avoiding torque overload.

Description

Technical Field

[0001] 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 very high requirements for vibration reduction performance, dual-mass flywheels with large arc springs are usually used as shock absorbers for vibration reduction. Most of the existing commercially available vehicles use this type of shock absorber. However, the arc springs used in this shock absorber are expensive and need to be matched with a corresponding more complex structure to function properly, which results in a more complex structure and higher cost for this shock absorber. Moreover, for systems using this shock absorber, many of the above shock absorbers do not have corresponding torque overload protection measures, and thus lack the necessary torque overload protection for the system. Summary of the invention

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

[0004] In order to achieve the above-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 used to transmit torque from a power source of a vehicle to a transmission of the vehicle via the vehicle shock absorber, wherein the torque transmitted via the vehicle shock absorber is not greater than a predetermined torque capacity defined by the vehicle shock absorber and the vehicle shock absorber is used to attenuate torsional vibration of the transmitted torque, and the vehicle shock absorber comprises:

[0006] three side plates, the three side plates are fixed to each other, and in the axial direction, a second side plate of the three side plates is between a first side plate located on one side of the axial direction and a third side plate located on the other side of the axial direction, and a plurality of damping spring receiving portions are formed between the first side plate and the second side plate;

[0007] a flange, the flange being located between the first side plate and the second side plate in the axial direction and being rotatable relative to the first side plate and the second side plate along the circumferential direction within a predetermined range, the flange being used to receive the torque of the power source;

[0008] A plurality of damping springs, the plurality of damping springs are accommodated in the corresponding damping spring accommodation portions at intervals along the circumferential direction, and the central angle of each damping spring does not exceed 90 degrees, and the flange can transmit torque to the three side plates via the plurality of damping springs;

[0009] a centrifugal pendulum unit, the centrifugal pendulum unit being disposed between the first side plate and the second side plate, or between the second side plate and the third side plate, or on one of the first side plate, the second side plate, and the third side plate; and

[0010] A torque limiting mechanism is disposed between the second side plate and the third side plate and is used to limit the predetermined torque capacity.

[0011] Preferably, the vehicle shock absorber further comprises a flywheel mass, and the flywheel mass is fixed together with the flange.

[0012] More preferably, the first side plate and the second side plate are respectively formed with windows facing each other for constituting a damping spring receiving portion, so that the damping spring is installed between the first side plate and the second side plate, and

[0013] The second side plate is also formed with a track for defining a motion trajectory of the pendulum mass of the centrifugal pendulum unit.

[0014] More preferably, the torque limiting mechanism includes a carrier plate and two friction parts spaced apart from each other in the axial direction via the carrier plate, and the torque from the three side plates can be transmitted to the carrier plate via the two friction parts by friction between the two friction parts and the carrier plate.

[0015] More preferably, the torque limiting mechanism also includes a diaphragm spring, which is arranged between the second side plate and the corresponding friction part or between the third side plate and the corresponding friction part, and the elastic force of the diaphragm spring in the axial direction enables the two friction parts to clamp the carrier plate by force.

[0016] More preferably, the torque limiting mechanism further comprises a supporting washer, wherein the supporting washer is located between the diaphragm spring and the corresponding friction portion.

[0017] More preferably, the centrifugal pendulum unit is located radially outside the flange or radially outside the torque limiting mechanism.

[0018] More preferably, the centrifugal pendulum unit includes a pendulum mass and a buffer for buffering the radial impact load of the pendulum mass, the buffer is arranged on the radial inner side of the pendulum mass, and the buffer is fixed to the first side plate and the second side plate or to the second side plate and the third side plate.

[0019] More preferably, the vehicle shock absorber further includes a hub core connected to the carrier plate of the torque limiting mechanism in a rotationally fixed manner, and the hub core is capable of transmitting torque to an input shaft of the transmission.

[0020] The present invention also provides a vehicle as follows, comprising the vehicle shock absorber as described in any one of the above technical solutions.

[0021] 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 drives and connects a torque limiting mechanism and a shock absorbing system composed of a plurality of shock absorbing springs and a centrifugal pendulum unit arranged circumferentially. In this way, on the one hand, by using the shock absorbing system, the vibration in the torque transmission process can be effectively weakened or even eliminated during the torque transmission process of the vehicle shock absorber; on the other hand, by using a torque limiting mechanism with a predetermined torque capacity, excessive torque can be prevented from being transmitted from the vehicle's power source to the transmission, thereby avoiding the situation of torque overload. Moreover, the vehicle shock absorber according to the present invention does not use a long arc spring with an excessive length, thereby saving costs compared with the shock absorber of the prior art. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1a is a schematic cross-sectional view showing a vehicle shock absorber according to a first embodiment of the present invention; Figure 1b It shows Figure 1a Schematic diagram of the exploded structure of the vehicle shock absorber.

[0023] Figure 2a is a schematic cross-sectional view showing a vehicle shock absorber according to a second embodiment of the present invention; Figure 2b It shows Figure 2a Schematic diagram of the exploded structure of the vehicle shock absorber.

[0024] Description of Reference Numerals

[0025] 1 flywheel mass 2 first fixing member 31 first side plate 31h first window 32 second side plate 32h1 second window 32h2 first track 33 third side plate 33h second track 34 fixing stopper 4 flange 4h1 third window 4h2 stopper hole 5 damping spring 6 centrifugal pendulum unit 61 pendulum mass 62 connecting roller 63 buffer 7 torque limiting mechanism 71 carrier plate 72 first friction part 73 second friction part 74 diaphragm spring 75 support washer 8 hub core 9 second fixing member C engine crankshaft

[0026] O center axis A is axial and R is radial. DETAILED DESCRIPTION

[0027] The exemplary embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood that these specific descriptions are only used to teach those skilled in the art how to implement the present invention, and are not intended to exhaust all possible modes of the present invention, nor to limit the scope of the present invention.

[0028] In the present invention, unless otherwise specified, the axial direction, radial direction and circumferential direction refer to the axial direction, radial direction and circumferential direction of the shock absorber for a vehicle, respectively; the axial side refers to the Figure 1a and Figure 2a The left side of the axis (such as the engine side) is the other side of the axis. Figure 1a and Figure 2a The right side of the transmission is the radially outer side. Figure 1a and Figure 2a The radial inner side refers to the side of the central axis O in the radial direction, and the radial inner side refers to the side radially close to the central axis O. In addition, "transmission connection" means that the driving force / torque can be transmitted between two components, and the two components can be directly connected or through various transmission mechanisms or connection structures to achieve the above function.

[0029] 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.

[0030] (Vehicle shock absorber according to first embodiment of the present invention)

[0031] like Figure 1a and Figure 1b 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 first fixing member 2, three side plates (a first side plate 31, a second side plate 32 and a third side plate 33), a flange 4, a shock absorbing spring 5, a centrifugal pendulum unit 6, a torque limiting mechanism 7, a hub core 8 and a second fixing member 9 assembled together.

[0032] In this embodiment, the flywheel mass 1 has a ring shape and is used to be fixedly connected to the engine crankshaft C of the vehicle. The flywheel mass 1 includes a flywheel mass radial portion and a flywheel mass axial portion formed as one. The flywheel mass radial portion extends approximately 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 rotational inertia.

[0033] In addition, the radial inner portion of the flywheel mass 1 is formed with a plurality of flywheel mass fixing holes penetrating along the axial direction A. The flywheel mass 1 can be fixedly connected to the engine crankshaft C of the vehicle through the first fixing member 2 passing through the plurality of flywheel mass fixing holes.

[0034] In this embodiment, the plurality of first fixing members 2 and the plurality of flywheel mass 1 fixing holes of the flywheel mass 1 are the same in number and correspond one to one, and the first fixing members 2 may be fixing bolts.

[0035] In this embodiment, the three side plates (the first side plate 31, the second side plate 32 and the third side plate 33) are all formed in a circular ring shape. The first side plate 31 is located on one axial side of the flange 4, and the second side plate 32 is located on the other axial side of the flange 4, so that the first side plate 31 and the second side plate 32 are arranged oppositely in the axial direction A across the flange 4. The first side plate 31 and the second side plate 32 can be fixed via a plurality of fixed stoppers 34 located therebetween, 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 torque limiting mechanism 7, and the third side plate 33 is located on the other axial side of the torque limiting mechanism 7, so that the second side plate 32 and the third side plate 33 are arranged oppositely in the axial direction A across the torque limiting mechanism 7, and the second side plate 32 and the third side plate 33 can be fixed via a plurality of buffers 63 located therebetween, so that the second side plate 32 and the third side plate 33 can move as a whole.

[0036] 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. 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, and the position of each second window 32h1 corresponds to the position of the corresponding first window 31h. In this way, the first window 31h of the first side plate 31 and the second window 32h1 of the second side plate 32 constitute a damping spring storage portion for storing the damping spring 5.

[0037] 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 62 of the centrifugal pendulum unit 6.

[0038] Furthermore, the first side plate 31 and the second side plate 32 are both formed with mounting holes for inserting the fixed stopper 34, and the positions of the mounting holes in the radial direction R are substantially the same as the first window 31h and the second window 32h1. On the first side plate 31, the mounting holes and the first windows 31h are alternately arranged in the circumferential direction; on the second side plate 32, the mounting holes and the second windows 32h1 are alternately arranged in the circumferential direction.

[0039] In this embodiment, the flange 4 is also formed in an annular shape and is fixed to the engine crankshaft C together with the flywheel mass 1 via the first fixing member 2 and is rotatable within a predetermined range along the circumferential direction relative to the three side plates 31 , 32 , 33 .

[0040] Furthermore, the flange 4 is also formed with four third windows 4h1 that penetrate in the axial direction A. The four third windows 4h1 are evenly distributed in the circumferential direction and each third window 4h1 corresponds to the first window 31h of the first side plate 31 and the second window 32h1 of the second side plate 32. In this way, after the damping spring 5 is installed in the third window 4h1 of the flange 4, the damping spring 5 is limited in the circumferential direction, the axial direction A and the radial direction R by the first window 31h of the first side plate 31, the second window 32h1 of the second side plate 32 and the third window 4h1 of the flange.

[0041] Furthermore, the flange 4 is also formed with four arc-shaped limiting holes 4h2 extending along the circumferential direction. The four limiting holes 4h2 are evenly distributed in the circumferential direction and each limiting hole 4h2 is respectively located between two third windows 4h1 adjacent to each other in the circumferential direction. The fixed limiting member 34 passes through the corresponding limiting hole 4h2 and the two ends of the fixed limiting member 34 are respectively fixed to the above-mentioned mounting holes of the first side plate 31 and the second side plate 32. In this way, the fixed limiting member 34 can fix the first side plate 31 and the second side plate 32 on the one hand and can rotate with the first side plate 31 and the second side plate 32, and on the other hand, the rotation of the fixed limiting member 34 relative to the flange 4 is limited by the length of the limiting hole 4h2, so the limiting hole 4h2 and the fixed limiting member 34 cooperate with each other to limit the range in which the flange 4 can rotate relative to the first side plate 31 and the second side plate 32 along the circumferential direction.

[0042] In the present embodiment, each damping spring 5 is a straight cylindrical coil spring. The damping spring 5 is installed in the third window 4h1 of the flange in a manner that its length direction is tangent to the circumferential direction, so as to be received in the damping spring receiving portion defined by the first window 31h of the first side plate 31 and the second window 32h1 of the second side plate 32. Therefore, the damping spring 5 is limited in the axial direction A, radial direction R and circumferential direction by the first side plate 31, the second side plate 32 and the flange 4. In addition, in the present embodiment, the cylindrical coil spring is not a long arc coil spring in the prior art, and the central angle corresponding to the cylindrical coil spring does not exceed 90 degrees. In this way, the long arc coil spring and the parts matched therewith can be omitted, thereby saving costs.

[0043] Furthermore, when the flange 4 rotates in the circumferential direction relative to the first side plate 31 and the second side plate 32 under the action of the torque from the engine crankshaft C, the flange 4 compresses the damping spring 5, so that the damping spring 5 can attenuate torsional vibration in the process of transmitting torque to the first side plate 31 and the second side plate 32. The compression amount of the damping spring 5 is limited by the fixed stopper 34 and the stopper hole 4h2.

[0044] In this embodiment, four centrifugal pendulum units 6 are installed between the second side plate 32 and the third side plate 33 in a manner uniformly distributed in the circumferential direction, and the centrifugal pendulum units 6 are located radially outside the torque limiting mechanism 7, so as to avoid interference between the torque limiting mechanism 7 and the centrifugal pendulum units 6.

[0045] Specifically, each centrifugal pendulum unit 6 includes a pendulum mass 61, two connecting rollers 62 and a buffer 63. The pendulum mass 61 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 61 forms a winding track, which includes extension components in both the circumferential direction and the radial direction R. Each connecting roller 62 passes through the track and the two ends of each connecting roller 62 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 61 swings on the connecting roller 62, the pendulum mass 61 has motion components in the circumferential direction and the radial direction R. It should be understood that the centrifugal pendulum unit 6 can play a good role in suppressing torsional vibration during the operation of the engine.

[0046] Furthermore, eight buffers 63 are evenly distributed in the circumferential direction, and each buffer 63 is an independent component. All buffers 63 are located between the second side plate 32 and the third side plate 33 in the axial direction A and between the centrifugal pendulum unit 6 and the torque limiting mechanism 7 in the radial direction R. In this embodiment, two buffers 63 correspond to one centrifugal pendulum unit 6. Specifically, each buffer 63 includes an arc-shaped main body extending in the circumferential direction and an insertion portion extending from the main body toward both sides of the axial direction. The main body extends a sufficient length in the circumferential direction and its shape matches the inner periphery of the pendulum mass 61. The main bodies of the two buffers 63 corresponding to one centrifugal pendulum unit 6 are respectively located at the two ends of the pendulum mass 61 of the centrifugal pendulum unit 6, and the main bodies of the two buffers 63 partially overlap with the pendulum mass 61 of the centrifugal pendulum unit 6 in the circumferential direction, so that the pendulum mass 61 of the centrifugal pendulum unit 6 can abut against the main bodies of the two buffers 63 after moving a predetermined distance radially inward, thereby making the two buffers 63 bear the radial impact load of the pendulum mass 61 of the centrifugal pendulum unit 6, avoiding or reducing the radial impact load acting on the connecting roller 62. Two insertion parts are formed on both sides of each buffer 63, and the insertion parts are inserted and installed in the corresponding mounting holes of the second side plate 32 and the third side plate 33, thereby improving the ability of the buffer 63 to withstand radial impact and fixing the second side plate 32 and the third side plate 33.

[0047] In this embodiment, the torque limiting mechanism 7 is located between the second side plate 32 and the third side plate 33 in the axial direction A and includes a carrier plate 71 , two friction portions (a first friction portion 72 and a second friction portion 73 ), a diaphragm spring 74 and a support washer 75 .

[0048] Specifically, the carrier plate 71 is connected to the hub core 8 through the second fixing member 9 to transmit torque to the input shaft of the transmission, and the friction between the carrier plate 71 and the two friction parts 72, 73 is utilized so that the carrier plate 71 and the two friction parts 72, 73 can be connected by friction transmission.

[0049] Furthermore, the two friction parts 72 and 73 are arranged at intervals in the axial direction A across the carrier plate 71. The two friction parts 72 and 73 include a first friction part 72 located on one axial side of the carrier plate 71 and a second friction part 73 located on the other axial side of the carrier plate 71. The first friction part 72 and the second friction part 73 are arranged on both axial sides of the carrier plate 71 in a manner of sandwiching the carrier plate 71 and abut against the carrier plate 71 from both axial sides. The first friction part 72 is located between the carrier plate 71 and the second side plate 32, and the second friction part 73 is located between the carrier plate 71 and the third side plate 33 and abuts against the third side plate 33. In this way, by utilizing the friction force between the two friction parts 72 and 73 and the carrier plate 71, the torque can be smoothly transmitted from the second side plate 32 and the third side plate 33 to the carrier plate 71 via the two friction parts 72 and 73.

[0050] Furthermore, the diaphragm spring 74 and the support washer 75 are arranged between the first friction part 72 and the second side plate 32, the outer periphery of the diaphragm spring 74 abuts against the second side plate 32, and the inner periphery abuts against the support washer 75, and then the support washer 75 abuts against the first friction part 72, so that the two friction parts 72 and 73 press the carrier plate 71 under the action of the spring force of the diaphragm spring 74. Moreover, by the cooperation of the two friction parts 72 and 73 with the diaphragm spring 74, the axial positioning of the first friction part 72, the second friction part 73 and the carrier plate 71 can be achieved under the action of the spring force of the diaphragm spring 74.

[0051] Thus, the torque limiting mechanism 7 can transmit a torque that does not exceed its torque capacity to the input shaft of the transmission. Once the transmitted torque exceeds the torque capacity of the torque limiting mechanism 7, slippage will occur between the two friction parts 72, 73 and the carrier plate 71, thereby preventing excessive torque from being transmitted to the damping mechanism and the transmission.

[0052] In the present embodiment, the hub core 8 is formed in an annular shape and is fixed to the carrier plate 71 of the torque limiting mechanism 7 by a plurality of second fixing members 9. A spline for mating with the input shaft of the transmission is formed on the inner circumference of the hub core 8, and the torque from the engine crankshaft C can be ultimately transmitted to the input shaft of the transmission through the spline.

[0053] By adopting the vehicle shock absorber having the above-described structure, the following effects can be achieved in this embodiment.

[0054] In the case where the torque from the engine crankshaft C does not exceed the predetermined friction torque capacity of the torque limiting mechanism 7, the torque transmission path is: engine crankshaft C→flywheel mass 1 and flange 4→damping spring 5→three side plates 31, 32, 33 and centrifugal pendulum unit 6→two friction parts 72, 73→carrier plate 71→hub core 8→input shaft of the transmission. In the process of torque from the power source being transmitted in the above transmission path, torsional vibration is effectively attenuated by the damping spring 5 and the centrifugal pendulum unit 6. In the case where the torque from the engine exceeds the friction torque capacity between the carrier plate 71 and the two friction parts of the torque limiting mechanism 7, relative rotation occurs between the carrier plate 71 and the two friction parts 72, 73, resulting in slippage, which effectively avoids the transmission from being subjected to unexpected impact due to excessive torque transmitted to the transmission. Moreover, when the back-dragging torque generated on the transmission side exceeds the predetermined friction torque capacity of the torque limiting mechanism 7, relative rotation and slipping also occur between the carrier plate 71 and the two friction parts 72 and 73, thereby effectively avoiding unexpected impacts on the engine due to excessive torque transmitted to the engine.

[0055] In addition to providing a vehicle shock absorber having the above structure, the present invention also provides a vehicle including the shock absorber having the above structure. The vehicle can be a conventional non-hybrid vehicle using only an engine as a power source, or a hybrid vehicle using an engine and at least one motor as a power source. The above transmission can be various types of transmissions such as a dual-clutch transmission.

[0056] The structure and operation of the vehicle shock absorber according to the first embodiment of the present invention have been described above. The structure and operation of the vehicle shock absorber according to the second embodiment of the present invention will be described below.

[0057] (Vehicle shock absorber according to second embodiment of the present invention)

[0058] like Figure 2a and Figure 2b As shown, the structure of the vehicle shock absorber according to the second embodiment of the present invention is substantially the same as the 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.

[0059] In this embodiment, the four centrifugal pendulum units 6 are arranged between the first side plate 31 and the second side plate 32, rather than between the second side plate 32 and the third side plate 33. And the four centrifugal pendulum units 6 are arranged radially outside the flange to avoid interference with the centrifugal pendulum units 6 during the rotation of the flange relative to the three side plates. Correspondingly, the third side plate 33 will no longer form the second track 33h described in the first embodiment, but the track will be formed on the first side plate 31.

[0060] In addition, the centrifugal pendulum unit 6 may be omitted or may include the buffer member described in the first embodiment, and the second side plate 32 and the third side plate 33 may be fixed together by other fixing members.

[0061] Although the second embodiment adopts a vehicle shock absorber having a different structure from that of the first embodiment, the second embodiment of the present invention can achieve the same effects as those of the first embodiment.

[0062] It should be understood that the above embodiments are only exemplary and are not intended to limit the present invention. Those skilled in the art may make various modifications and changes to the above embodiments under the guidance of the present invention without departing from the scope of the present invention.

[0063] (i) Although the number of the vibration-damping springs 5 ​​is four in the above specific embodiment, the present invention is not limited thereto and the number of the vibration-damping springs 5 ​​can be adjusted as needed.

[0064] (ii) In addition, the damping spring 5 may be not only a linear coil spring as described above, but may also be an arc-shaped coil spring, a rubber spring, or a combination of a coil spring and a rubber spring.

[0065] When the damping spring 5 is a linear coil spring, preferably, each damping spring 5 is housed in the damping spring housing portion as described above in such a manner that its length direction is consistent with the direction of a tangent line in the circumferential direction of the damper; when the damping spring 5 is an arc-shaped coil spring, preferably, each damping spring 5 is housed in the damping spring housing portion as described above in such a manner that its length direction is consistent with the circumferential direction of the damper.

[0066] Although in the above specific embodiment, the damping springs are arranged in a circumferentially uniform manner, they may also be arranged in a circumferentially non-uniform manner, and each damping spring and each spring window accommodating the damping spring may also have different sizes.

[0067] (iii) Although the first friction part 72 and the second friction part 73 are described as separate components in the above specific embodiments, the present invention is not limited thereto. The two friction parts 72 and 73 may also be formed on two corresponding support plates sandwiching the carrier plate 71 .

[0068] Although the diaphragm spring 74 and the support washer 75 are described as being disposed between the first friction portion 72 and the second side plate 32 in the above specific embodiment, the present invention is not limited thereto. The diaphragm spring 74 and the support washer 75 may also be disposed between the second friction portion 73 and the third side plate 33, for example.

[0069] (iv) Although not explicitly stated in the above specific embodiments, it should be understood that a damping mechanism including at least one friction plate and at least one diaphragm spring may be provided, for example, between the first side plate 31 and the flange 4 and between the flange 4 and the second side plate 32, and the damping mechanism may generate the desired damping effect during the rotation of the flange 4 relative to the first side plate 31 and the second side plate 32.

[0070] (v) Although in the above specific embodiments, the centrifugal pendulum unit is disposed between the first side plate and the second side plate or between the second side plate and the third side plate, the centrifugal pendulum unit may also be disposed on only one side plate. Meanwhile, the torque limiting mechanism may also be disposed at any position in the torque transmission path.

Claims

1. A vehicle shock absorber having an axial direction (A), a radial direction (R), and a circumferential direction, and used to transmit torque from a power source of a vehicle to a transmission of the vehicle via the vehicle shock absorber, wherein the torque transmitted via the vehicle shock absorber is not greater than a predetermined torque capacity defined by the vehicle shock absorber and the vehicle shock absorber is used to attenuate torsional vibration of the transmitted torque, and the vehicle shock absorber comprises: Three side plates, the three side plates are fixed to each other, and in the axial direction (A), a second side plate (32) of the three side plates is between a first side plate (31) located on one axial side and a third side plate (33) located on the other axial side, and a plurality of damping spring receiving portions are formed between the first side plate (31) and the second side plate (32); a flange (4), the flange (4) being located between the first side plate (31) and the second side plate (32) in the axial direction (A) and being rotatable relative to the first side plate (31) and the second side plate (32) along the circumferential direction within a predetermined range, the flange (4) being used to receive torque from the power source; A plurality of vibration-damping springs (5), the plurality of vibration-damping springs (5) being accommodated in the corresponding vibration-damping spring accommodation portions at intervals along the circumferential direction, and the central angle of each vibration-damping spring (5) does not exceed 90 degrees, and the flange (4) is capable of transmitting torque to the three side plates via the plurality of vibration-damping springs (5); a centrifugal pendulum unit (6), the centrifugal pendulum unit (6) being arranged between the first side plate (31) and the second side plate (32), or between the second side plate (32) and the third side plate (33), or on one of the first side plate (31), the second side plate (32), and the third side plate (33); and A torque limiting mechanism (7), wherein the torque limiting mechanism (7) is arranged between the second side plate (32) and the third side plate (33) and is used to limit the predetermined torque capacity.

2. The vehicle shock absorber according to claim 1, characterized in that: The vehicle shock absorber further comprises a flywheel mass (1), wherein the flywheel mass (1) is fixed together with the flange (4).

3. 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 a damping spring storage portion, so that the damping spring (5) is installed between the first side plate (31) and the second side plate (32), and The second side plate (32) is also formed with a track (32h2) for defining the motion trajectory of the pendulum mass (61) of the centrifugal pendulum unit (6).

4. The vehicle shock absorber according to claim 1, characterized in that: The torque limiting mechanism (7) comprises a carrier plate (71) and two friction parts (72, 73) arranged in an axial direction (A) with the carrier plate (71) separated therefrom, and the friction between the two friction parts (72, 73) and the carrier plate (71) is utilized so that the torque from the three side plates can be transmitted to the carrier plate (71) via the two friction parts (72, 73).

5. The vehicle shock absorber according to claim 4, characterized in that: The torque limiting mechanism (7) further comprises a diaphragm spring (74), wherein the diaphragm spring (74) is arranged between the second side plate (32) and the corresponding friction portion (72) or between the third side plate (33) and the corresponding friction portion (73), and the elastic force of the diaphragm spring (74) in the axial direction (A) enables the two friction portions (72, 73) to clamp the carrier plate (71) by force.

6. The vehicle shock absorber according to claim 5, characterized in that: The torque limiting mechanism (7) further comprises a supporting washer (75), wherein the supporting washer (75) is located between the diaphragm spring (74) and the corresponding friction portion (72, 73).

7. The vehicle shock absorber according to claim 1, characterized in that: The centrifugal pendulum unit (6) is located radially outside the flange (4) or radially outside the torque limiting mechanism (7).

8. The vehicle shock absorber according to claim 7, characterized in that: The centrifugal pendulum unit (6) comprises a pendulum mass (61) and a buffer (63) for buffering a radial impact load of the pendulum mass (61); the buffer (63) is arranged radially inward of the pendulum mass (61); and the buffer (63) is fixed to the first side plate (31) and the second side plate (32) or to the second side plate (32) and the third side plate (33).

9. The vehicle shock absorber according to any one of claims 1 to 8, characterized in that: The vehicle shock absorber further comprises a hub core (8) connected to the carrier plate (71) of the torque limiting mechanism (7) in a rotationally fixed manner, and the hub core (8) is capable of transmitting torque to an input shaft of the transmission. 10 . A vehicle, comprising the vehicle shock absorber according to claim 1 .

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