Shock absorber, crankshaft system, engine and automobile

Abstract

The invention discloses a shock absorber, a crankshaft system, an engine and an automobile, and the shock absorber comprises a shock absorber main body which can rotate by taking a preset axis as a center and is provided with a containing cavity; the mass block is accommodated in the accommodating cavity; the driving part comprises a first driving flow channel and a second driving flow channel, the first driving flow channel communicates with the first end of the containing cavity, the second driving flow channel communicates with the second end of the containing cavity, and the first driving flow channel and the second driving flow channel are both filled with driving media; the driving medium in the first driving flow channel is used for driving the mass block to move in the direction close to the preset axis along the preset path; the driving medium in the second driving flow channel is used for driving the mass block to move in the direction away from the preset axis along the preset path. Compared with the prior art, the safety and reliability of the crankshaft component of the engine can be effectively improved, and the NVH performance of the whole machine can be optimized.

Description

Technical Field

[0001] The invention relates to the technical field of vehicle shock absorption, in particular to a shock absorber, a crankshaft system, an engine and a car. Background Art

[0002] The traditional crankshaft torsional vibration damper of internal combustion engines uses the active pulley to absorb and eliminate the torsional vibration of the engine crankshaft, but it will affect the safety, reliability and NVH performance of the crankshaft under high engine load or other working conditions that will produce a large torsional angle. This is because the inertia and frequency of the traditional active pulley vibration damper are fixed, and its working principle is to reduce the peak value of a single-order torsional angle of the entire engine operating condition to ensure that its torsional angle remains at a relatively stable and reliable angle. Summary of the invention

[0003] The purpose of the present invention is to provide a shock absorber, a crankshaft system, an engine and a car, which can adjust the inertia and frequency of the shock absorber according to the state of the engine, so that the crankshaft of the engine is always in a relatively stable working state.

[0004] In a first aspect, the present invention provides a shock absorber, comprising:

[0005] The shock absorber body can rotate around a preset axis, and the shock absorber body is provided with a receiving cavity, and the receiving cavity has a first end and a second end;

[0006] a mass block, received in the accommodating cavity, the mass block being reciprocatingly movable between a first end of the accommodating cavity and a second end of the accommodating cavity along a preset path, wherein the preset path extends in a radial direction of the preset axis;

[0007] The driving part includes a first driving channel and a second driving channel, wherein the first driving channel is connected to the first end of the accommodating chamber, and the second driving channel is connected to the second end of the accommodating chamber, and the first driving channel and the second driving channel are both filled with a driving medium;

[0008] in:

[0009] The driving medium in the first driving channel is used to drive the mass block to move along the preset path toward a direction close to the preset axis;

[0010] The driving medium in the second driving channel is used to drive the mass block to move along the preset path in a direction away from the preset axis.

[0011] In the shock absorber as described above, preferably, there are a plurality of accommodating cavities, and the plurality of accommodating cavities are arranged on the shock absorber body in a circular manner with the preset axis as the center.

[0012] In the shock absorber as described above, preferably, an elastic member is provided in the accommodating cavity, the elastic member is connected to the mass block, and the elastic member is extended along the radial direction of the preset axis.

[0013] A shock absorber as described above, wherein, preferably, a first oil storage chamber and a second oil storage chamber are provided on the shock absorber body, the first oil storage chamber and the second oil storage chamber are located on opposite sides of the accommodating chamber, the first oil storage chamber is connected to the first driving flow channel, and the second oil storage chamber is connected to the second driving flow channel.

[0014] In a second aspect, the present invention provides a crankshaft system, comprising the aforementioned shock absorber, a crankshaft and a rotational inertia adjustment system, wherein:

[0015] The shock absorber is sleeved on the crankshaft, and the shock absorber is coaxially arranged with the crankshaft;

[0016] A first crankshaft flow channel and a second crankshaft flow channel are provided in the crankshaft, the first crankshaft flow channel is connected to a first drive flow channel in the shock absorber, and the second crankshaft flow channel is connected to a second drive flow channel in the shock absorber;

[0017] The moment of inertia adjustment system is used to adjust the flow of the driving medium in the first crankshaft flow channel and the second crankshaft flow channel according to the load condition of the crankshaft, so as to move the mass block in the shock absorber to a preset position.

[0018] A crankshaft system as described above, wherein preferably, the rotational inertia adjustment system comprises a control module, a data acquisition module and an actuator, wherein the data acquisition module and the actuator are both connected to the control module signal, wherein:

[0019] The data acquisition module is used to collect crankshaft load parameters, monitor the working status of the crankshaft in real time, and transmit these data to the control module;

[0020] The control module is used to generate a corresponding adjustment signal according to the crankshaft load parameter;

[0021] The actuator is used to adjust the flow of the driving medium in the first crankshaft flow channel and the second crankshaft flow channel according to the adjustment signal.

[0022] A crankshaft system as described above, wherein preferably, the actuator comprises a fixing member and a solenoid valve, the crankshaft is rotatably supported on the fixing member, a first through flow channel and a second through flow channel are provided on the fixing member, the first through flow channel is communicated with the first crankshaft flow channel, and the second through flow channel is communicated with the second crankshaft flow channel;

[0023] The solenoid valve has at least an input port, a first output port, and a second output port. The input port is connected to an input channel, the first output port is connected to the first through channel, and the second output port is connected to the second through channel. The solenoid valve controls the opening and closing degree of the first output port and the second output port according to the adjustment signal, thereby adjusting the flow rate of the driving medium flowing through the first output port and the second output port.

[0024] In a third aspect, the present invention provides a method for adjusting the inertia of a shock absorber, the method being applied to a control module of the rotational inertia adjustment system of the aforementioned crankshaft system, the method comprising the following steps:

[0025] Receiving crankshaft load parameters sent by the data acquisition module;

[0026] generating a corresponding adjustment signal according to the crankshaft load parameter;

[0027] The adjustment signal is sent to the actuator for execution, so as to adjust the flow of the driving medium in the first crankshaft flow channel and the second crankshaft flow channel, so that the mass block in the shock absorber moves to a preset position.

[0028] In a fourth aspect, the present invention provides an engine having the aforementioned crankshaft system.

[0029] In a fifth aspect, the present invention provides a car having the aforementioned engine.

[0030] Compared with the prior art, the present invention arranges the first driving flow channel and the second driving flow channel in the shock absorber respectively, and controls the flow rate of the driving medium flowing to the accommodating chamber in the first driving flow channel and the second driving flow channel according to the working state of the engine to form a pressure difference, driving the mass block to move along a preset path, thereby adjusting the rotational inertia and frequency of the shock absorber to absorb the torsional vibration generated by the engine crankshaft under different working conditions, effectively improving the safety and reliability of the crankshaft components of the engine, and optimizing the NVH performance of the entire machine. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 is a three-dimensional diagram of a shock absorber provided by an embodiment of the present invention;

[0032] Figure 2 is a partial cross-sectional view of a shock absorber provided by an embodiment of the present invention;

[0033] Figure 3 is an exploded schematic diagram of a shock absorber provided by an embodiment of the present invention;

[0034] Figure 4 is a stereoscopic diagram of a crankshaft system provided by an embodiment of the present invention;

[0035] Figure 5 is an exploded schematic diagram of a crankshaft system provided by an embodiment of the present invention;

[0036] Figure 6 It is a diagram showing the direction of the driving medium in the first crankshaft flow channel and the first driving flow channel provided by an embodiment of the present invention;

[0037] Figure 7 It is a diagram showing the direction of the driving medium in the second crankshaft flow channel and the second driving flow channel provided by an embodiment of the present invention;

[0038] Figure 8 It is a schematic diagram of the connection structure between the solenoid valve and the first crankshaft flow channel and the second crankshaft flow channel provided in an embodiment of the present invention.

[0039] Description of reference numerals:

[0040] 10- shock absorber, 11- shock absorber body, 111- accommodating chamber, 112- first driving channel, 1121- outer ring groove, 1122- first connecting groove, 113- second driving channel, 1131- inner ring groove, 1132- second connecting groove, 114- first oil storage chamber, 115- second oil storage chamber, 12- mass block, 13- elastic member, 14- wheel hub, 15- rubber ring;

[0041] 20-crankshaft, 21-first crankshaft flow passage, 22-second crankshaft flow passage;

[0042] 30-solenoid valve, 31-input port, 32-first output port, 33-first output port, 34-pressure relief port;

[0043] 40-fixing member, 41-base, 42-fixing groove, 43-fixing cover, 44-first flow passage, 45-second flow passage;

[0044] L-preset axis;

[0045] Y - Preset path. DETAILED DESCRIPTION

[0046] The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, but should not be construed as limiting the present invention.

[0047] In the first aspect, the present invention provides a shock absorber 10 for connecting to a crankshaft 20 of an engine to absorb the torsional vibration of the crankshaft 20 of the engine under different working conditions, balance the torsion angle, ensure that the crankshaft 20 is always in a relatively stable working state, improve the safety and reliability of the crankshaft 20, and optimize the NVH performance of the entire machine.

[0048] Reference Figure 1 , Figure 3 as well as Figure 8 As shown, the shock absorber 10 includes a shock absorber body 11, a wheel hub 14 and a rubber ring 15. The shock absorber body 11, the wheel hub 14 and the rubber ring 15 are coaxially arranged. The wheel hub 14 is assembled on the crankshaft 20 and rotates together with the crankshaft 20. The rubber ring 15 is located between the wheel hub 14 and the shock absorber body 11 to play a vibration isolation role. The shock absorber body 11 is used to change the torsional vibration amplitude and torsional stress of the crankshaft 20, and change the inertia and frequency of the shock absorber 10.

[0049] In the embodiment provided by the present invention, the shock absorber body 11 can rotate around a preset axis L, which is the center line of the crankshaft 20. A accommodating cavity 111 is provided on the shock absorber body 11, and the accommodating cavity 111 has a first end and a second end, wherein the first end is located at an end of the accommodating cavity 111 away from the preset axis L, and the second end is located at an end of the accommodating cavity 111 close to the preset axis L.

[0050] A mass block 12 is accommodated in the accommodating chamber 111. The mass block 12 can reciprocate between the first end of the accommodating chamber 111 and the second end of the accommodating chamber 111 along a preset path Y. The preset path Y extends along the radial direction of the preset axis L. The mass block 12 moves within the preset path Y, which can realize the adjustment of the inertia and frequency of the shock absorber 10, and is linked to the working state of the crankshaft 20 in real time, absorbs torsional vibrations under different working conditions, balances the torsion angle, and ensures that the crankshaft 20 is always in a relatively stable tooling state, thereby providing a better shock absorption effect.

[0051] In order to drive the mass block 12 to move, a driving unit is provided in the shock absorber 10, and the driving unit includes a first driving channel 112 and a second driving channel 113. The first driving channel 112 is connected to the first end of the accommodating chamber 111, and the second driving channel 113 is connected to the second end of the accommodating chamber 111. The first driving channel 112 and the second driving channel 113 are both filled with a driving medium, which is preferably a liquid, such as engine oil, for transmitting force and energy. The movement of the mass block 12 along the preset path Y is controlled by the flow of the driving medium in the two channels to achieve the effect of the shock absorber 10. Among them:

[0052] The driving medium in the first driving channel 112 is used to drive the mass block 12 to move along the preset path Y toward the direction close to the preset axis L; the driving medium in the second driving channel 113 is used to drive the mass block 12 to move along the preset path Y toward the direction away from the preset axis L. This two-way control mechanism allows the mass block 12 to be provided with appropriate damping force in different movement directions, realizes precise control of the mass block 12 in different directions, realizes the adjustment of the inertia and frequency of the shock absorber 10, makes it in the best working state, and thus makes the crankshaft 20 always maintain a relatively stable working state.

[0053] In a feasible implementation mode, referring to Figure 1 As shown, a plurality of accommodating cavities 111 are provided, and the plurality of accommodating cavities 111 are arranged on the shock absorber body 11 in a ring-shaped manner with a preset axis L as the center, thereby increasing the flexibility and control accuracy of the shock absorber 10. Adjacent accommodating cavities 111 are spaced at the same angle, so that a plurality of mass blocks 12 are symmetrically distributed around the preset axis L, which helps to evenly distribute the pressure inside the shock absorber 10 and improve the stability and durability of the shock absorber 10. Preferably, each accommodating cavity 111 can be used as an independent working chamber, and the mass blocks 12 in each accommodating cavity 111 can be independently controlled, thereby achieving precise control of the damping of the shock absorber 10.

[0054] When the shock absorber 10 is in the initial state, the mass block 12 should remain in the preset position and cannot move along the preset path Y. In the embodiment provided in the present application, Figures 1 to 3 As shown, a plurality of elastic members 13 are also provided in the shock absorber body 11, and the plurality of elastic members 13 are arranged one by one with the plurality of mass blocks 12, and the elastic members 13 are connected to the mass blocks 12, and the elastic members 13 are extended in the radial direction of the preset axis L. In the initial state, the elastic member 13 provides the mass block 12 with an initial elastic force, and the centrifugal force generated when the crankshaft 20 rotates is less than the initial elastic force, so that the mass block 12 cannot be driven to move, so that the mass block 12 remains in the preset position, and the driving part drives the mass block 12 to move in the process, and the elastic member 13 can make the mass block 12 elastically reciprocate on the preset path Y, and after the driving part stops working, the elastic restoring force of the elastic member 13 can make the mass block 12 return to the initial position. Preferably, the elastic member 13 can be a spring, one end of the spring abuts against the first end of the accommodating cavity 111, and the other end of the spring abuts against the mass block 12. It can be understood that the elastic member 13 can also be other devices or parts with elastic functions, and this embodiment does not make specific restrictions.

[0055] Preferably, reference Figure 1 as well as Figure 2 As shown, the shock absorber body 11 is provided with a first oil storage chamber 114 and a second oil storage chamber 115, the first oil storage chamber 114 and the second oil storage chamber 115 are located on opposite sides of the accommodating chamber 111, the first oil storage chamber 114 is connected to the first driving flow channel 112, and the second oil storage chamber 115 is connected to the second driving flow channel 113. The main functions of the first oil storage chamber 114 and the second oil storage chamber 115 are to store and adjust the driving medium, and the driving medium flowing through the first driving flow channel 112 is adjusted and controlled by the first oil storage chamber 114, and the driving medium flowing through the second driving flow channel 113 is adjusted and controlled by the second oil storage chamber 115, so as to realize accurate control of the movement of the mass block 12, absorb the volume change of the driving medium caused by environmental changes, and ensure that the shock absorber 10 can work smoothly.

[0056] In a feasible implementation mode, referring to Figure 6 As shown, the first driving channel 112 includes an outer ring groove 1121 and a first connecting groove 1122, and the first oil storage chamber 114 is respectively connected to the outer ring groove 1121 and the first connecting groove 1122, the outer ring groove 1121 is arranged on the shock absorber body 11 and is arranged close to the first end of the accommodating chamber 111, the outer ring groove 1121 is connected to the first end of each accommodating chamber 111, and the first connecting groove 1122 penetrates the shock absorber body 11, the rubber ring 15 and the wheel hub 14 to communicate with the outside world, and the external driving medium flows through the first connecting groove 1122, the first oil storage chamber 114 and the outer ring groove 1121 in sequence, and then flows into each accommodating chamber 111 through the outer ring groove 1121.

[0057] Reference Figure 7 As shown, the second driving channel 113 includes an inner annular groove 1131 and a second connecting groove 1132. The second oil storage chamber 115 is respectively connected to the inner annular groove 1131 and the second connecting groove 1132. The inner annular groove 1131 is arranged on the shock absorber body 11 and is close to the second end of the accommodating chamber 111. The inner annular groove 1131 is connected to the second ends of each accommodating chamber 111. The second connecting groove 1132 penetrates the shock absorber body 11, the rubber ring 15 and the wheel hub 14 to communicate with the outside world. The external driving medium flows through the second connecting groove 1132, the second oil storage chamber 115 and the inner annular groove 1131 in sequence, and then flows into each accommodating chamber 111 through the inner annular groove 1131.

[0058] Second, refer to Figures 4 to 8 As shown, the present invention also provides a crankshaft system, including the aforementioned shock absorber 10, a crankshaft 20 and a rotational inertia adjustment system, wherein:

[0059] The shock absorber 10 is sleeved on the crankshaft 20 , and the shock absorber 10 and the crankshaft 20 are coaxially arranged. The center line of the crankshaft 20 coincides with the preset axis L of the shock absorber body 11 , ensuring that the two maintain consistent dynamic characteristics during rotation.

[0060] Reference Figure 6 as well as Figure 7 As shown, a first crankshaft flow channel 21 and a second crankshaft flow channel 22 are provided in the crankshaft 20. The first crankshaft flow channel 21 is connected to the first drive flow channel 112 in the shock absorber 10, and the second crankshaft flow channel 22 is connected to the second drive flow channel 113 in the shock absorber 10. The first crankshaft flow channel 21 is the outer ring flow channel of the crankshaft 20, which is used to transport the engine oil from the main flow channel of the engine cylinder block to the connecting rod journal to reduce the friction between the crankshaft 20 and the connecting rod and provide necessary lubrication. The second crankshaft flow channel 22 is the inner ring flow channel of the crankshaft 20, and the inner ring flow channel is mainly used to transport the engine oil to various parts of the crankshaft 20 to achieve lubrication.

[0061] The moment of inertia adjustment system is used to adjust the flow of the driving medium (such as engine oil) in the first crankshaft flow channel 21 and the second crankshaft flow channel 22 according to the load condition of the crankshaft 20, so as to move the mass block 12 in the shock absorber 10 to a preset position.

[0062] After all the first oil storage chambers 114 and the second oil storage chambers 115 are filled with oil, the shock absorber body 11 enters the working state. In order to cope with different working conditions, the system will collect parameters such as engine torque, power, speed and cylinder pressure curve according to the calibrated data for comprehensive analysis, and then the moment of inertia adjustment system distributes the driving medium to the first crankshaft flow channel 21 and the second crankshaft flow channel 22 to move the mass block 12 in the shock absorber 10 to the preset position, thereby controlling the hydraulic oil circuit to adjust the moment of inertia and frequency of the shock absorber 10 in real time, which can better absorb the torsional vibration of the engine crankshaft 20 under different working conditions, balance the torsion angle, ensure that the crankshaft 20 is always in a relatively stable tooling state, effectively improve the safety and reliability of the crankshaft 20, and optimize the NVH performance of the whole machine.

[0063] In a feasible implementation manner, the moment of inertia adjustment system includes a control module, a data acquisition module and an actuator, and the data acquisition module and the actuator are both connected to the control module signal, wherein:

[0064] The data acquisition module is used to collect crankshaft load parameters. The data acquisition module monitors the working status of the crankshaft 20 in real time and transmits the data to the control module.

[0065] The control module is used to generate a corresponding adjustment signal according to the crankshaft load parameter. The control module calculates the required adjustment signal based on the received data to optimize the rotational inertia of the crankshaft 20 .

[0066] The actuator is used to adjust the flow of the driving medium in the first crankshaft flow channel 21 and the second crankshaft flow channel 22 according to the adjustment signal, so as to realize the dynamic adjustment of the rotational inertia of the crankshaft 20. Due to the different oil flow rates in the first crankshaft flow channel 21 and the second crankshaft flow channel 22, oil pressure is generated, and the centrifugal force generated during the rotation of the crankshaft 20 makes the mass block 12 have the power to move along the preset path Y, thereby driving the corresponding mass block 12 to move along the preset path Y, realizing the adjustment of the inertia and frequency of the shock absorber 10, making it in the best working state, and thus making the crankshaft 20 always maintain a relatively stable working state.

[0067] In the embodiment provided by the present invention, the actuator includes a fixing member 40 and a solenoid valve 30, and the crankshaft 20 is rotatably supported on the fixing member 40. In a feasible implementation manner, referring to Figure 5As shown, the fixing member 40 includes a base 41 and a fixing cover 43. The base 41 is arranged on the engine cylinder block. A fixing groove 42 is provided on the base 41. The fixing cover 43 and the fixing groove 42 together enclose a supporting space for supporting the crankshaft 20. The shapes of the fixing cover 43 and the fixing groove 42 are adapted to the shape of the outer contour of the crankshaft 20 so that the crankshaft 20 can be stably and rotatably supported in the supporting space, and a rotating seal is arranged between the supporting space and the crankshaft 20.

[0068] Further, refer to Figures 5 to 7 As shown, the fixing member 40 is provided with a first through flow channel 44 and a second through flow channel 45, the first through flow channel 44 is connected to the first crankshaft flow channel 21, and the second through flow channel 45 is connected to the second crankshaft flow channel 22. The oil in the main flow channel of the engine cylinder block can flow into the first crankshaft flow channel 21 and the second crankshaft flow channel 22 after passing through the first through flow channel 44 and the second through flow channel 45 respectively, thereby realizing the connection between the first crankshaft flow channel 21 and the second crankshaft flow channel 22 and the main flow channel of the engine cylinder block.

[0069] Reference Figure 8 As shown, the solenoid valve 30 at least has an input port 31, a first output port 32 and a second output port 33. The input port 31 is connected to the input flow channel, which is the main flow channel of the engine cylinder. The first output port 32 is connected to the first through flow channel 44, and the second output port 33 is connected to the second through flow channel 45. The solenoid valve 30 controls the opening and closing degree of the first output port 32 and the second output port 33 according to the adjustment signal, thereby adjusting the flow rate of the driving medium flowing through the first output port 32 and the second output port 33. The oil in the main flow channel of the engine cylinder is distributed to the oil delivered to the first crankshaft flow channel 21 and the second crankshaft flow channel 22. During the distribution, due to the change in the oil pressure in the first crankshaft flow channel 21 and the second crankshaft flow channel 22, the change in oil pressure is transmitted to the mass block 12 via the first drive flow channel 112 and the second drive flow channel 113 respectively, thereby driving the mass block 12 to move along the preset path Y. The change in the position of the mass block 12 causes the inertia and frequency of the shock absorber 10 to change accordingly, so as to optimize the shock absorption performance.

[0070] Further, refer to Figure 8 As shown, in the process of distributing oil, in order to prevent safety accidents caused by excessive system pressure, the solenoid valve 30 is also provided with a pressure relief port 34. The function of the pressure relief port 34 is to release pressure and ensure the safety and effective operation of the system by controlling the flow and pressure of the oil. The pressure relief port 34 plays a role in the process of the solenoid valve 30 controlling the opening and closing degree of different ports to ensure that the oil pressure will not increase abnormally during the distribution process.

[0071] In a third aspect, the present invention provides a method for adjusting the inertia of a shock absorber, which is applied to a control module of the rotational inertia adjustment system of the crankshaft system, and comprises the following steps:

[0072] Step S101: receiving the crankshaft load parameters sent by the data acquisition module, which is responsible for monitoring the working status of the crankshaft 20 in real time.

[0073] Step S102: Generate a corresponding adjustment signal according to the crankshaft load parameters. After the control module receives the crankshaft load parameters sent by the data acquisition module, it generates an adjustment signal according to these parameters and a preset algorithm or model.

[0074] Step S103: After the control module generates the adjustment signal, it sends the adjustment signal to the actuator for execution to adjust the flow of the driving medium in the first crankshaft flow channel 21 and the second crankshaft flow channel 22, so that the mass block 12 in the shock absorber 10 moves to the preset position. By adjusting the flow of the driving medium, the actuator can change the position of the mass block 12 in the shock absorber 10. The position change of the mass block 12 will change the rotational inertia and frequency of the crankshaft 20, thereby affecting the dynamic response of the engine. After the mass block 12 moves to the preset position, it can provide the required inertia to optimize the performance of the engine under the current load conditions.

[0075] In a third aspect, the present invention provides an engine, wherein the crankshaft 20 of the engine is connected to the aforementioned shock absorber 10, and the shock absorber 10 can adjust the oil flow through the first crankshaft flow channel 21 and the second crankshaft flow channel 22 through the solenoid valve 30 according to actual conditions, and under the action of the oil pressure change, drive the corresponding mass block 12 to make corresponding movement along the preset path Y, thereby adjusting the inertia and frequency of the shock absorber 10 to absorb the torsional vibration generated by the crankshaft 20 of the engine, balance its torsion angle, extend the service life of the crankshaft 20, and thus improve the stability and reliability of the crankshaft 20, so that there are more choices for the material of the crankshaft 20, which is conducive to cost control and greatly improves the NVH performance.

[0076] In a fourth aspect, the present invention provides a vehicle comprising the aforementioned engine.

[0077] The above describes in detail the structure, features and effects of the present invention based on the embodiments shown in the drawings. The above is only a preferred embodiment of the present invention, but the present invention is not limited to the scope of implementation shown in the drawings. Any changes made according to the concept of the present invention, or modifications to equivalent embodiments with equivalent changes, which still do not exceed the spirit covered by the description and drawings, should be within the protection scope of the present invention.

Claims

1. A shock absorber, characterized in that: include: The shock absorber body can rotate around a preset axis, and the shock absorber body is provided with a receiving cavity, and the receiving cavity has a first end and a second end; a mass block, received in the accommodating cavity, the mass block being reciprocatingly movable between a first end of the accommodating cavity and a second end of the accommodating cavity along a preset path, wherein the preset path extends in a radial direction of the preset axis; The driving part includes a first driving channel and a second driving channel, wherein the first driving channel is connected to the first end of the accommodating chamber, and the second driving channel is connected to the second end of the accommodating chamber, and the first driving channel and the second driving channel are both filled with a driving medium; in: The driving medium in the first driving channel is used to drive the mass block to move along the preset path toward a direction close to the preset axis; The driving medium in the second driving channel is used to drive the mass block to move along the preset path in a direction away from the preset axis.

2. The shock absorber according to claim 1, characterized in that: There are a plurality of accommodating cavities, and the plurality of accommodating cavities are arranged on the shock absorber body in an annular manner with the preset axis as the center.

3. The shock absorber according to claim 1, characterized in that An elastic member is arranged in the accommodating cavity, the elastic member is connected to the mass block, and the elastic member is extended along the radial direction of the preset axis.

4. The shock absorber according to claim 1, characterized in that: The shock absorber body is provided with a first oil storage chamber and a second oil storage chamber, the first oil storage chamber and the second oil storage chamber are located on opposite sides of the accommodating chamber, the first oil storage chamber is connected to the first driving flow channel, and the second oil storage chamber is connected to the second driving flow channel.

5. A crankshaft system, characterized in that: The shock absorber according to any one of claims 1 to 4 further comprises a crankshaft and a rotational inertia adjustment system, wherein: The shock absorber is sleeved on the crankshaft, and the shock absorber is coaxially arranged with the crankshaft; A first crankshaft flow channel and a second crankshaft flow channel are provided in the crankshaft, the first crankshaft flow channel is connected to a first drive flow channel in the shock absorber, and the second crankshaft flow channel is connected to a second drive flow channel in the shock absorber; The moment of inertia adjustment system is used to adjust the flow of the driving medium in the first crankshaft flow channel and the second crankshaft flow channel according to the load condition of the crankshaft, so as to move the mass block in the shock absorber to a preset position.

6. The crankshaft system according to claim 5, characterized in that: The moment of inertia adjustment system comprises a control module, a data acquisition module and an actuator, wherein the data acquisition module and the actuator are both connected to the control module by signal, wherein: The data acquisition module is used to collect crankshaft load parameters; The control module is used to generate a corresponding adjustment signal according to the crankshaft load parameter; The actuator is used to adjust the flow of the driving medium in the first crankshaft flow channel and the second crankshaft flow channel according to the adjustment signal.

7. The crankshaft system according to claim 6, characterized in that The actuator comprises a fixing member and a solenoid valve, the crankshaft is rotatably supported on the fixing member, a first through flow channel and a second through flow channel are provided on the fixing member, the first through flow channel is communicated with the first crankshaft flow channel, and the second through flow channel is communicated with the second crankshaft flow channel; The solenoid valve has at least an input port, a first output port, and a second output port. The input port is connected to an input channel, the first output port is connected to the first through channel, and the second output port is connected to the second through channel. The solenoid valve controls the opening and closing degree of the first output port and the second output port according to the adjustment signal, thereby adjusting the flow rate of the driving medium flowing through the first output port and the second output port.

8. A shock absorber inertia adjustment method, characterized in that: The method is applied to a control module of a rotational inertia adjustment system of a crankshaft system according to any one of claims 6 to 7, and the method comprises the following steps: Receiving crankshaft load parameters sent by the data acquisition module; generating a corresponding adjustment signal according to the crankshaft load parameter; The adjustment signal is sent to the actuator for execution, so as to adjust the flow of the driving medium in the first crankshaft flow channel and the second crankshaft flow channel, so that the mass block in the shock absorber moves to a preset position.

9. An engine, characterized in that: The engine has a crankshaft system as claimed in any one of claims 5-7.

10. An automobile, characterized in that: The vehicle has the engine as claimed in claim 9.

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