A shock absorber, a crankshaft system, an engine, and a vehicle

Abstract

The application discloses a damper, a crankshaft system, an engine and an automobile, and relates to the technical field of dampers, and specifically discloses a damper, which comprises a damper body, which can rotate around a preset axis, and a containing cavity is arranged on the damper body; a mass block, which is accommodated in the containing cavity; a driving part, which comprises a first driving flow channel and a second driving flow channel, the first driving flow channel is communicated to a first end of the containing cavity, the second driving flow channel is communicated to a second end of the containing cavity, and the first driving flow channel and the second driving flow channel are both filled with driving medium; the driving medium in the first driving flow channel is used for driving the mass block to move along a preset path towards a direction close to the preset axis; and the driving medium in the second driving flow channel is used for driving the mass block to move along the preset path towards a direction away from the preset axis. Compared with the prior art, the damper can effectively improve the safety and reliability of the crankshaft part of the engine, and can also optimize the NVH performance of the whole machine.

Description

Technical Field

[0001] This invention relates to the field of vehicle shock absorption technology, and in particular to a shock absorber, crankshaft system, engine, and automobile. Background Technology

[0002] Traditional internal combustion engine crankshaft torsional dampers utilize a drive pulley to absorb and eliminate torsional vibrations from the engine crankshaft. However, under high engine loads or other conditions that generate large torsional angles, this can affect the crankshaft's safety, reliability, and NVH performance. This is because traditional drive pulley dampers have fixed inertia and frequency. Their working principle is to reduce the peak value of a single-order torsional angle throughout the engine's operating conditions, ensuring that the torsional angle remains at a relatively stable and reliable level. Summary of the Invention

[0003] The purpose of this invention is to provide a shock absorber, crankshaft system, engine, and automobile that 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 is rotatable about a preset axis, and the shock absorber body is provided with a receiving cavity, which has a first end and a second end.

[0006] A mass block is housed within the receiving cavity. The mass block can reciprocate between a first end and a second end of the receiving cavity along a preset path, the preset path extending radially along the preset axis.

[0007] The driving unit includes a first driving channel and a second driving channel. The first driving channel is connected to a first end of the receiving cavity, and the second driving channel is connected to a second end of the receiving cavity. Both the first driving channel and the second driving channel are 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 described above, preferably, multiple receiving cavities are provided, and the multiple receiving cavities are arranged in a ring at intervals around the preset axis on the shock absorber body.

[0012] In the shock absorber described above, preferably, an elastic element is provided inside the receiving cavity, the elastic element is connected to the mass block, and the elastic element extends radially along the preset axis.

[0013] In the shock absorber described above, preferably, 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 receiving cavity, 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] Secondly, the present invention provides a crankshaft system, including the aforementioned shock absorber, and further including a crankshaft and a moment of inertia adjustment system, wherein:

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

[0016] The crankshaft is provided with a first crankshaft flow channel and a second crankshaft flow channel. The first crankshaft flow channel is connected to the first drive flow channel in the shock absorber, and the second crankshaft flow channel is connected to the second drive flow channel in the shock absorber.

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

[0018] In the crankshaft system described above, preferably, the moment of inertia adjustment system includes a control module, a data acquisition module, and an actuator, wherein the data acquisition module and the actuator are both signal-connected to the control module, 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 corresponding adjustment signals based on the crankshaft load parameters;

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

[0022] In the crankshaft system described above, preferably, the actuator includes a fixed member and a solenoid valve, the crankshaft is rotatably supported on the fixed member, the fixed member is provided with a first flow channel and a second flow channel, the first flow channel is connected to the first crankshaft flow channel, and the second flow channel is connected to 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 flow channel, the first output port is connected to a first through flow channel, and the second output port is connected to a second through flow 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] Thirdly, the present invention provides a method for adjusting the inertia of a shock absorber, the method being applied in the control module of the aforementioned crankshaft system's moment of inertia adjustment system, the method comprising the following steps:

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

[0026] Generate a corresponding adjustment signal based on the crankshaft load parameters;

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

[0028] Fourthly, the present invention provides an engine having the aforementioned crankshaft system.

[0029] Fifthly, the present invention provides an automobile having the aforementioned engine.

[0030] Compared with the prior art, the present invention sets up a first drive flow channel and a second drive flow channel in the shock absorber. According to the working state of the engine, the flow rate of the drive medium flowing into the receiving cavity in the first drive flow channel and the second drive flow channel is controlled to form a pressure difference, which drives 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 engine crankshaft components, and also optimizing the NVH performance of the whole machine. Attached Figure Description

[0031] Figure 1 This is a perspective view of the vibration damper provided in an embodiment of the present invention;

[0032] Figure 2 This is a partial cross-sectional view of the vibration damper provided in an embodiment of the present invention;

[0033] Figure 3 This is an exploded view of the vibration damper provided in an embodiment of the present invention;

[0034] Figure 4 This is a perspective view of the crankshaft system provided in an embodiment of the present invention;

[0035] Figure 5 This is an exploded view of the crankshaft system provided in an embodiment of the present invention;

[0036] Figure 6 This is a diagram showing the flow path of the driving medium within the first crankshaft flow channel and the first drive flow channel, provided in an embodiment of the present invention.

[0037] Figure 7 This is a diagram showing the flow path of the driving medium within the second crankshaft flow channel and the second drive flow channel, provided in an embodiment of the present invention.

[0038] Figure 8 This 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 the embodiment of the present invention.

[0039] Explanation of reference numerals in the attached figures:

[0040] 10-Shock absorber, 11-Shock absorber body, 111-Receiving cavity, 112-First drive flow channel, 1121-Outer ring groove, 1122-First connecting groove, 113-Second drive flow channel, 1131-Inner ring groove, 1132-Second connecting groove, 114-First oil reservoir, 115-Second oil reservoir, 12-Mass block, 13-Elastic element, 14-Hub, 15-Rubber ring;

[0041] 20-Crankshaft, 21-First crankshaft flow channel, 22-Second crankshaft flow channel;

[0042] 30 - Solenoid valve, 31 - Input port, 32 - First output port, 33 - First output port, 34 - Pressure relief port;

[0043] 40-Fixed component, 41-Base, 42-Fixing groove, 43-Fixing cover, 44-First flow channel, 45-Second flow channel;

[0044] L - Preset axis;

[0045] Y - Preset path. Detailed Implementation

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

[0047] In a first aspect, the present invention provides a shock absorber 10 for connection with the crankshaft 20 of an engine to absorb the torsional vibration of the crankshaft 20 under different operating conditions, balance the torsional 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 whole 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 hub 14, and a rubber ring 15. The shock absorber body 11, hub 14, and rubber ring 15 are coaxially arranged. The hub 14 is mounted on the crankshaft 20 and rotates together with the crankshaft 20. The rubber ring 15 is located between the hub 14 and the shock absorber body 11 and plays a role in vibration isolation. The shock absorber body 11 is used to change the torsional vibration amplitude and torsional stress of the crankshaft 20, and to change the inertia and frequency of the shock absorber 10.

[0049] In the embodiments 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. The shock absorber body 11 is provided with a receiving cavity 111, which has a first end and a second end. The first end is located at the end of the receiving cavity 111 away from the preset axis L, and the second end is located at the end of the receiving cavity 111 close to the preset axis L.

[0050] A mass block 12 is housed within the receiving cavity 111. The mass block 12 can reciprocate between the first end and the second end of the receiving cavity 111 along a preset path Y. The preset path Y extends radially along the preset axis L. The movement of the mass block 12 within the preset path Y allows for the adjustment of the inertia and frequency of the shock absorber 10, which is correlated with the working state of the crankshaft 20 in real time. This absorbs torsional vibrations under different working conditions, balances the torsional angle, and ensures that the crankshaft 20 is always in a relatively stable working state, thereby providing a better shock absorption effect.

[0051] To drive the movement of the mass block 12, a driving unit is provided within the shock absorber 10. The driving unit includes a first driving channel 112 and a second driving channel 113. The first driving channel 112 connects to the first end of the receiving cavity 111, and the second driving channel 113 connects to the second end of the receiving cavity 111. Both the first driving channel 112 and the second driving channel 113 are filled with a driving medium, preferably a liquid, such as engine oil, used to transmit force and energy. The movement of the mass block 12 along a 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. Wherein:

[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 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 bidirectional control mechanism allows for the provision of appropriate damping force to the mass block 12 in different motion directions, enabling precise control of the mass block 12 in different directions, and achieving adjustment of the inertia and frequency of the shock absorber 10 to keep it in the optimal working state, thereby ensuring that the crankshaft 20 always remains in a relatively stable working state.

[0053] In one feasible implementation, refer to Figure 1 As shown, multiple receiving cavities 111 are provided, and the multiple receiving cavities 111 are arranged in a ring around a preset axis L on the shock absorber body 11, thereby increasing the flexibility and control precision of the shock absorber 10. The adjacent receiving cavities 111 are spaced at the same angle, so that several 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 receiving cavity 111 can be used as an independent working chamber, and the mass blocks 12 in each receiving cavity 111 can be controlled independently, thereby achieving precise control of the damping of the shock absorber 10.

[0054] When the shock absorber 10 is in its initial state, the mass block 12 should remain in a preset position and should not move along the preset path Y. In the embodiments provided in this application, refer to... Figures 1 to 3 As shown, the shock absorber body 11 also includes multiple elastic elements 13, each corresponding to a mass block 12. The elastic elements 13 are connected to the mass blocks 12 and extend radially along a preset axis L. Initially, the elastic elements 13 provide an initial elastic force to the mass block 12. The centrifugal force generated when the crankshaft 20 rotates is less than this initial elastic force, thus preventing the mass block 12 from moving and keeping it in a preset position. During the movement of the mass block 12 by the drive unit, the elastic elements 13 allow the mass block 12 to elastically reciprocate along a preset path Y. After the drive unit stops working, the elastic restoring force of the elastic elements 13 allows the mass block 12 to return to its initial position. Preferably, the elastic element 13 can be a spring, with one end abutting against the first end of the receiving cavity 111 and the other end abutting against the mass block 12. It is understood that other devices or components with elastic functions can also be used for the elastic element 13; this embodiment does not impose specific limitations.

[0055] Preferably, refer to 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 receiving cavity 111. The first oil storage chamber 114 is connected to the first drive flow channel 112, and the second oil storage chamber 115 is connected to the second drive flow channel 113. The main function of the first oil storage chamber 114 and the second oil storage chamber 115 is to store and regulate the driving medium. The first oil storage chamber 114 is used to regulate and control the driving medium flowing through the first drive flow channel 112, and the second oil storage chamber 115 is used to regulate and control the driving medium flowing through the second drive flow channel 113, so as to achieve 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 one feasible implementation, refer to Figure 6 As shown, the first drive channel 112 includes an outer ring groove 1121 and a first connecting groove 1122. The first oil storage chamber 114 is connected to the outer ring groove 1121 and the first connecting groove 1122 respectively. The outer ring groove 1121 is provided on the shock absorber body 11 and is located near the first end of the receiving chamber 111. The outer ring groove 1121 is connected to the first end of each receiving chamber 111. The first connecting groove 1122 passes through the shock absorber body 11, the rubber ring 15 and the hub 14 to communicate with the outside. The external drive 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 receiving chamber 111 through the outer ring groove 1121.

[0057] Reference Figure 7 As shown, the second drive channel 113 includes an inner ring groove 1131 and a second connecting groove 1132. The second oil storage chamber 115 is connected to the inner ring groove 1131 and the second connecting groove 1132 respectively. The inner ring groove 1131 is provided on the shock absorber body 11 and is located near the second end of the receiving chamber 111. The inner ring groove 1131 is connected to the second end of each receiving chamber 111. The second connecting groove 1132 passes through the shock absorber body 11, the rubber ring 15 and the hub 14 to communicate with the outside. The external drive medium flows through the second connecting groove 1132, the second oil storage chamber 115 and the inner ring groove 1131 in sequence, and then flows into each receiving chamber 111 through the inner ring groove 1131.

[0058] Secondly, referring to Figures 4 to 8 As shown, the present invention also provides a crankshaft system, including the aforementioned shock absorber 10, and further including a crankshaft 20 and a moment of inertia adjustment system, wherein:

[0059] The shock absorber 10 is sleeved on the crankshaft 20. 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 when rotating.

[0060] Reference Figure 6 as well as Figure 7 As shown, the crankshaft 20 is provided with a first crankshaft flow channel 21 and a second crankshaft flow channel 22. 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 engine oil from the main flow channel of the engine block to the connecting rod journal to reduce the friction between the crankshaft 20 and the connecting rod and to provide necessary lubrication. The second crankshaft flow channel 22 is the inner ring flow channel of the crankshaft 20. The inner ring flow channel is mainly used to transport 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 rate 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 of the crankshaft 20, so that the mass block 12 in the shock absorber 10 moves to a preset position.

[0062] After the shock absorber body 11 is filled with oil in all the first oil reservoirs 114 and the second oil reservoirs 115, it enters the working state. To cope with different working conditions, the system will comprehensively analyze the collected parameters such as engine torque, power, speed and cylinder pressure curves based on the calibrated data. Then, the rotational inertia adjustment system will distribute the driving medium to 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. This controls the hydraulic oil circuit to adjust the rotational 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 torsional angle, and ensure that the crankshaft 20 is always in a relatively stable working state, effectively improving the safety and reliability of the crankshaft 20 and optimizing the NVH performance of the whole machine.

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

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

[0065] The control module is used to generate corresponding adjustment signals based on the crankshaft load parameters. Based on the received data, the control module calculates the required adjustment signals to optimize the rotational inertia of the crankshaft 20.

[0066] The actuator is used to adjust the flow rate 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. Since the oil flow rates in the first crankshaft flow channel 21 and the second crankshaft flow channel 22 are different, oil pressure is generated. Combined with the centrifugal force generated during the rotation of the crankshaft 20, the mass block 12 has 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, so that it is in the optimal working state, and thus the crankshaft 20 always maintains a relatively stable working state.

[0067] In the embodiments 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 one feasible embodiment, refer to... Figure 5As shown, the fixing member 40 includes a base 41 and a fixing cover 43. The base 41 is disposed on the engine cylinder block and has a fixing groove 42. The fixing cover 43 and the fixing groove 42 together enclose a support 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 support space, and the support space and the crankshaft 20 are rotatably sealed.

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

[0069] Reference Figure 8 As shown, the solenoid valve 30 has at least an input port 31, a first output port 32, and a second output port 33. The input port 31 is connected to an input flow channel, which is the main flow channel of the engine block. The first output port 32 is connected to a first through flow channel 44, and the second output port 33 is connected to a 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. This achieves the distribution of the engine oil in the main flow channel of the engine block to the engine oil delivered to the first crankshaft flow channel 21 and the second crankshaft flow channel 22. During distribution, the oil pressure in the first crankshaft flow channel 21 and the second crankshaft flow channel 22 changes. The change in oil pressure is transmitted to the mass block 12 through the first drive flow channel 112 and the second drive flow channel 113, respectively, thereby driving the mass block 12 to move along a preset path Y. The change in the position of the mass block 12 causes a corresponding change in the inertia and frequency of the shock absorber 10 to optimize the damping performance.

[0070] Furthermore, referring to Figure 8 As shown, in order to prevent excessive system pressure from causing safety accidents during the oil distribution process, the solenoid valve 30 is also equipped with a pressure relief port 34. The function of the pressure relief port 34 is to release pressure. By controlling the flow and pressure of the oil, the safe and effective operation of the system is ensured. 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 does not rise abnormally during the distribution process.

[0071] Thirdly, the present invention provides a method for adjusting the inertia of a shock absorber, which is applied to the control module of the aforementioned crankshaft system's moment of inertia adjustment system. The method includes the following steps:

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

[0073] Step S102: Generate corresponding adjustment signals based on crankshaft load parameters. After receiving the crankshaft load parameters sent by the data acquisition module, the control module generates adjustment signals based on these parameters and a preset algorithm or model.

[0074] Step S103: After generating the adjustment signal, the control module sends the signal to the actuator to adjust the flow rate of the driving medium in the first crankshaft flow channel 21 and the second crankshaft flow channel 22, causing the mass block 12 inside the shock absorber 10 to move to a preset position. By adjusting the flow rate of the driving medium, the actuator can change the position of the mass block 12 inside the shock absorber 10. The change in the position of the mass block 12 will change the moment of 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 engine performance under the current load conditions.

[0075] Thirdly, the present invention provides an engine in which the crankshaft 20 is connected to the aforementioned shock absorber 10. The shock absorber 10 can adjust the flow rate of the oil flowing through the first crankshaft channel 21 and the second crankshaft channel 22 through the solenoid valve 30 according to the actual situation. Under the action of oil pressure change, the corresponding mass block 12 is driven to move 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 torsional angle, extend the service life of the crankshaft 20, and thus improve the stability and reliability of the crankshaft 20. It also allows for more choices of crankshaft 20 materials, which is beneficial for cost control, and at the same time greatly improves NVH performance.

[0076] Fourthly, the present invention provides an automobile including the aforementioned engine.

[0077] The above description, based on the embodiments shown in the figures, details the structure, features, and effects of the present invention. The above description is only a preferred embodiment of the present invention, but the present invention is not limited to the scope of implementation shown in the figures. Any changes made in accordance with the concept of the present invention, or equivalent embodiments modified to have equivalent changes, that do not exceed the spirit covered by the specification and figures, should be within the protection scope of the present invention.

Claims

1. A shock absorber, characterized in that, Shock absorbers are used in crankshaft torsional dampers, including: The shock absorber body is rotatable about a preset axis, and the shock absorber body is provided with a receiving cavity, which has a first end and a second end. A mass block is housed within the receiving cavity. The mass block can reciprocate between a first end and a second end of the receiving cavity along a preset path, the preset path extending radially along the preset axis. The driving unit includes a first driving channel and a second driving channel. The first driving channel is connected to a first end of the receiving cavity, and the second driving channel is connected to a second end of the receiving cavity. Both the first driving channel and the second driving channel are 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; The shock absorber body is provided with a first oil storage chamber and a second oil storage chamber for storing and regulating the driving medium. The first oil storage chamber and the second oil storage chamber are located on opposite sides of the receiving cavity. 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. The driving medium flowing through the first driving flow channel is regulated and controlled by the first oil storage chamber, and the driving medium flowing through the second driving flow channel is regulated and controlled by the second oil storage chamber, so as to control the mass block in different directions of motion.

2. The shock absorber according to claim 1, characterized in that, The accommodating cavity is provided in multiple ways, and the multiple accommodating cavities are arranged in a ring at intervals around the preset axis on the shock absorber body.

3. The shock absorber according to claim 1, characterized in that, An elastic element is provided inside the receiving cavity. The elastic element is connected to the mass block and extends radially along the preset axis.

4. A crankshaft system, characterized in that, The damper includes the damper as described in any one of claims 1-3, and further includes a crankshaft and a moment of inertia adjustment system, wherein: The shock absorber is sleeved on the crankshaft, and the shock absorber is coaxially arranged with the crankshaft; The crankshaft is provided with a first crankshaft flow channel and a second crankshaft flow channel. The first crankshaft flow channel is connected to the first drive flow channel in the shock absorber, and the second crankshaft flow channel is connected to the second drive flow channel in the shock absorber. The moment of inertia adjustment system is used to adjust the flow rate of the driving medium in the first crankshaft channel and the second crankshaft channel according to the load of the crankshaft, so that the mass block in the shock absorber moves to a preset position. The moment of inertia adjustment system includes a control module, a data acquisition module, and an actuator. Both the data acquisition module and the actuator are signal-connected to the control module. The data acquisition module is used to collect crankshaft load parameters; The control module is used to generate corresponding adjustment signals based on the crankshaft load parameters; The actuator is used to adjust the flow rate of the driving medium in the first crankshaft channel and the second crankshaft channel according to the adjustment signal.

5. The crankshaft system according to claim 4, characterized in that, The actuator includes a fixed component and a solenoid valve. The crankshaft is rotatably supported on the fixed component. The fixed component is provided with a first flow channel and a second flow channel. The first flow channel is connected to the first crankshaft flow channel, and the second flow channel is connected to 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 flow channel, the first output port is connected to a first through flow channel, and the second output port is connected to a second through flow 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.

6. A method for adjusting the inertia of a shock absorber, characterized in that, The method is applied to the control module of the crankshaft system's moment of inertia adjustment system as described in any one of claims 4-5, and the method includes the following steps: Receive crankshaft load parameters sent by the data acquisition module; Generate a corresponding adjustment signal based on the crankshaft load parameters; The adjustment signal is sent to the actuator to adjust the flow rate of the driving medium in the first crankshaft channel and the second crankshaft channel, so that the mass block in the shock absorber moves to a preset position.

7. An engine, characterized in that, The engine has a crankshaft system as described in any one of claims 4-5.

8. A car, characterized in that, The vehicle has the engine as described in claim 7.

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