Damping device and suspension system

Abstract

The invention provides a damping device and a suspension system. The damping device comprises a first-stage elastic piece and a damper, and one end of the first-stage elastic piece is used for being connected with a vibration load; the shock absorber comprises a secondary elastic piece and a damping element which are arranged in parallel, one end of the secondary elastic piece and one end of the damping element are both connected with the other end of the primary elastic piece, and the other end of the secondary elastic piece and the other end of the damping element are both connected with the connector; according to the vibration reduction device and the suspension system, the first-stage elastic piece and the vibration absorber are connected in series for use, the first-stage elastic piece directly absorbs and stores vibration energy of a vibration load and counteracts the vibration energy in a high-frequency band, and then the attenuated vibration energy is transmitted to the vibration absorber; the secondary elastic piece and the damping element in the shock absorber work synergistically to consume the part of energy, so that the purposes of buffering and shock absorption are achieved, and the optimal working time and the continuous shock absorption efficiency of the shock absorber are also remarkably improved.

Description

Technical Field

[0001] The present invention relates to the technical field of suspension, and in particular to a shock absorption device and a suspension system. Background Art

[0002] The suspension structure is an important part of the vehicle structure.

[0003] For example, the suspension systems of tracked vehicles mostly adopt torsion bar spring suspension, hydro-pneumatic suspension or elbow-in suspension. No matter which suspension structure it is, the elastic element and the damping element are in parallel. Taking the torsion bar spring suspension as an example, the torsion bar spring and the shock absorber are usually in a parallel structure, which means that the torsion bar spring is mainly responsible for supporting the load of the vehicle and maintaining the height of the vehicle body, while the shock absorber plays a role in absorbing and suppressing the vibration from the road surface excitation. Road surface excitation, including road surface unevenness, potholes and other obstacles, will be transmitted to the vehicle body through the road wheels, resulting in the generation of vibration and impact. Since the shock absorber is directly connected to the balance elbow and the road wheels, it needs to bear the vibration impact in various frequency bands from the road surface all the time. This vibration includes low-frequency body settlement and rebound, as well as high-frequency instantaneous impact caused by road surface unevenness.

[0004] During the driving process of the vehicle, especially in complex terrains or at high speeds, the working state of the shock absorber is severely tested. The oil in the shock absorber is prone to temperature rise under the long-term action of vibration and temperature change. The increase in oil temperature will cause its viscosity to decrease, thereby affecting the working performance of the shock absorber. The decrease in oil viscosity will lead to a decrease in the energy absorption capacity of the shock absorber, slowing down its effective energy absorption and vibration suppression functions. Especially in a high-temperature environment, the oil in the shock absorber may become too thin, resulting in a weakened damping effect and being unable to effectively convert the vibration energy into heat energy, thus making the vibration transmission between the vehicle body and the wheels more intense.

[0005] In addition, when the vehicle is driving in complex terrains or facing high-speed impacts, the risk of damage to the shock absorber further increases. The shock absorber faces high-frequency and high-amplitude impact loads, which are prone to problems such as excessive shear of the oil, bubble generation, and oil aging. These problems will further reduce the performance of the shock absorber, resulting in a decrease in its energy absorption efficiency and may cause impact damage to the shock absorber. Especially in some extreme working conditions, such as off-road or long-term high-speed driving, the temperature of the oil in the shock absorber rises too fast, and the decline of the shock absorption performance will be more obvious. Seriously, the failure of the shock absorber may lead to the loss of the function of the suspension system, thus affecting the passability and maneuverability of the tracked vehicle. Summary of the Invention

[0006] The object of the present invention is to provide a vibration damping device and a suspension system to solve the problems existing in the above-mentioned prior art. By using a primary elastic member in series with a shock absorber, the optimal working duration and continuous vibration damping efficiency of the shock absorber can be significantly improved.

[0007] To achieve the above object, the present invention provides the following solutions:

[0008] A vibration damping device includes a primary elastic member and a shock absorber. One end of the primary elastic member is used to connect with a vibration load. The shock absorber includes a secondary elastic member and a damping element arranged in parallel. One end of the secondary elastic member and one end of the damping element are both connected to the other end of the primary elastic member. The other end of the secondary elastic member and the other end of the damping element are both connected to a connecting body.

[0009] As an embodiment, one end of the secondary elastic member and one end of the damping element are both connected to the other end of the primary elastic member through a movable end in the shock absorber.

[0010] As an embodiment, the primary elastic member is a torsion bar spring, and the torsion bar spring is connected to the movable end through a connecting component.

[0011] As an embodiment, the connecting component includes a crank and a connecting rod. One end of the crank is hinged to the end of the torsion bar spring. The other end of the crank is hinged to one end of the connecting rod. The other end of the connecting rod is hinged to the movable end.

[0012] As an embodiment, the shock absorber is a gas-oil spring.

[0013] The present invention also provides a suspension system including the vibration damping device as described above.

[0014] As an embodiment, it further includes a balance elbow. The balance elbow is fixedly connected to the end of the torsion bar spring, and the balance elbow is used to connect a road wheel through a rocker arm.

[0015] As an embodiment, the gas-oil spring is fixedly arranged.

[0016] The present invention has the following technical effects compared with the prior art:

[0017] In the vibration damping device of the present invention, the primary elastic member and the shock absorber in the suspension system are used in series. The primary elastic member directly absorbs and stores the vibration energy of the vibration load, cancels the vibration energy in the high-frequency band, and then transmits the attenuated vibration energy to the shock absorber. The secondary elastic member and the damping element in the shock absorber cooperate to consume this part of the energy, achieving the purpose of buffering and vibration damping. Since the primary elastic member cancels the vibration energy in the high-frequency band, the vibration excitation passing through the shock absorber has been weakened, which can effectively reduce the working frequency and displacement amplitude of the shock absorber, and reduce the oil temperature rise rate and the impact load on the damping element, thereby significantly improving the optimal working duration and continuous vibration damping efficiency of the shock absorber. Description of the Drawings

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required to be used in the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0019] Figure 1 It is a schematic structural diagram of a parallel vibration damping device in the prior art;

[0020] Figure 2 It is a schematic structural diagram of a series vibration damping device in an embodiment of the present invention;

[0021] Figure 3 It is a schematic structural diagram of a series suspension system in an embodiment of the present invention;

[0022] Figure 4 It is a simulation analysis model diagram of a Simulink parallel suspension system and a series suspension system;

[0023] Figure 5 It is a comparison diagram of the vehicle body vibration acceleration under the parallel suspension system and the series suspension system;

[0024] Figure 6 It is a comparison diagram of the heat generation power of the shock absorber under the parallel suspension system and the series suspension system;

[0025] Figure 7 It is a schematic diagram of the Track(HM) subsystem editing module options;

[0026] Figure 8 It is a schematic diagram of the modeling of the track running system before optimization;

[0027] Figure 9 It is a schematic diagram of the parallel suspension system and the multi-body dynamics model of the tracked vehicle;

[0028] Figure 10 is Figure 9 a partially enlarged structural schematic diagram;

[0029] Figure 11 is a schematic diagram of a series suspension system and a multi-body dynamics model of a tracked vehicle;

[0030] Figure 12 is Figure 11 a partially enlarged structural schematic diagram;

[0031] Figure 13 is a schematic diagram of a simulation Class A road surface model;

[0032] Figure 14 is a schematic diagram of the driving simulation process of a tracked vehicle;

[0033] Figure 15 is a schematic diagram of the change in driving speed of a tracked vehicle with a parallel suspension system during driving simulation;

[0034] Figure 16 is the x-direction acceleration curve of the vehicle body mass center in the driving ride comfort simulation results of a tracked vehicle with a parallel suspension system;

[0035] Figure 17 is the y-direction acceleration curve of the vehicle body mass center in the driving ride comfort simulation results of a tracked vehicle with a parallel suspension system;

[0036] Figure 18 is the z-direction acceleration curve of the vehicle body mass center in the driving ride comfort simulation results of a tracked vehicle with a parallel suspension system;

[0037] Figure 19 is the three-direction acceleration curve of the vehicle body mass center during uniform driving in the driving ride comfort simulation results of a tracked vehicle with a parallel suspension system;

[0038] Figure 20 is the vehicle body pitch angle curve in the shock absorber damping heat generation simulation results of a parallel suspension system;

[0039] Figure 21 is the balance elbow pitch angle curve in the shock absorber damping heat generation simulation results of a parallel suspension system;

[0040] Figure 22 is the parallel suspension torsion angle curve in the shock absorber damping heat generation simulation results of a parallel suspension system;

[0041] Figure 23 is the parallel suspension torsion angular velocity curve in the shock absorber damping heat generation simulation results of a parallel suspension system;

[0042] Figure 24 is the parallel suspension damping element torque curve in the shock absorber damping heat generation simulation results of a parallel suspension system;

[0043] Figure 25 It is the heating power curve of the parallel suspension damping element in the simulation result of the shock absorber damping heating in the parallel suspension system;

[0044] Figure 26 It is a schematic diagram of the driving simulation speed change of a tracked vehicle with a series suspension system;

[0045] Figure 27 It is the x-direction acceleration curve of the vehicle body center of mass in the ride comfort simulation result of a tracked vehicle with a series suspension system;

[0046] Figure 28 It is the y-direction acceleration curve of the vehicle body center of mass in the ride comfort simulation result of a tracked vehicle with a series suspension system;

[0047] Figure 29 It is the z-direction acceleration curve of the vehicle body center of mass in the ride comfort simulation result of a tracked vehicle with a series suspension system;

[0048] Figure 30 It is the three-direction acceleration curve of the vehicle body center of mass during uniform driving in the ride comfort simulation result of a tracked vehicle with a series suspension system;

[0049] Figure 31 It is the body pitch angle curve in the simulation result of the shock absorber damping heating in the series suspension system;

[0050] Figure 32 It is the balance elbow pitch angle curve in the simulation result of the shock absorber damping heating in the series suspension system;

[0051] Figure 33 It is the series suspension torsion angle curve in the simulation result of the shock absorber damping heating in the series suspension system;

[0052] Figure 34 It is the series suspension torsion angular velocity curve in the simulation result of the shock absorber damping heating in the series suspension system;

[0053] Figure 35 It is the series suspension damping element torque curve in the simulation result of the shock absorber damping heating in the series suspension system;

[0054] Figure 36 It is the heating power curve of the series suspension damping element in the simulation result of the shock absorber damping heating in the series suspension system.

[0055] Explanation of reference numerals:

[0056] 1. Primary elastic member; 2. Shock absorber; 21. Secondary elastic member; 22. Damping element; 3. Torsion bar spring; 4. Crank; 5. Connecting rod; 6. Hydro-pneumatic spring; 7. Balance elbow; 8. Road wheel. Detailed implementation manner

[0057] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0058] The purpose of the present invention is to provide a vibration damping device and a suspension system to solve the problems existing in the prior art. By using a primary elastic member and a shock absorber in series, the optimal working duration and continuous vibration damping efficiency of the shock absorber can be significantly improved.

[0059] To make the above objects, features, and advantages of the present invention more obvious and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0060] Embodiment 1:

[0061] As Figure 2 shown, this embodiment provides a vibration damping device, including a primary elastic member 1 and a shock absorber 2. One end of the primary elastic member 1 is used to connect with a vibration load; the shock absorber 2 includes a secondary elastic member 21 and a damping element 22 arranged in parallel. One end of the secondary elastic member 21 and one end of the damping element 22 are both connected to the other end of the primary elastic member 1, and the other end of the secondary elastic member 21 and the other end of the damping element 22 are both connected to a connecting body through a fixed end in the shock absorber 2, thereby forming a series vibration damping device in which the primary elastic member 1 and the shock absorber 2 are in series. The connecting body is usually other connecting members, which can be a member relatively fixed to the shock absorber 2 or a member having relative displacement with respect to the shock absorber 2.

[0062] During use, the primary elastic member 1 directly absorbs and stores the vibration energy of the vibration load, cancels the vibration energy in the high-frequency band, and then transmits the attenuated vibration energy to the shock absorber 2. The secondary elastic member 21 and the damping element 22 in the shock absorber 2 cooperate to consume this part of the energy, achieving the purpose of buffering and vibration damping. Since the primary elastic member 1 cancels the vibration energy in the high-frequency band, the vibration excitation transmitted through the shock absorber 2 has been weakened, so that the working frequency and displacement amplitude of the shock absorber 2 can be effectively reduced, and the oil temperature rise speed and the impact load received in the damping element 22 are reduced, thereby significantly improving the optimal working duration and continuous vibration damping efficiency of the shock absorber 2.

[0063] As an embodiment, one end of the secondary elastic member 21 and one end of the damping element 22 in this embodiment are both connected to the other end of the primary elastic member 1 through a movable end in the shock absorber 2, making it easier for the primary elastic member 1 to drive the secondary elastic member 21 and the damping element 22 to act simultaneously.

[0064] As an embodiment, the primary elastic member 1 is a torsion bar spring 3. One end of the torsion bar spring 3 is connected to the vibration load, and the other end is connected to the shock absorber 2 through a connecting component. The torsion bar spring 3 is twisted under the vibration of the vibration load, and the connecting component is used to convert the rotation of the torsion bar spring 3 into the linear motion of the movable end in the shock absorber 2. Specifically, the connecting component includes a crank 4 and a connecting rod 5. One end of the crank 4 is hinged to the end of the torsion bar spring 3, the other end of the crank 4 is hinged to one end of the connecting rod 5, and the other end of the connecting rod 5 is hinged to the movable end.

[0065] As an embodiment, the shock absorber 2 in this embodiment is a gas-oil spring 6.

[0066] Embodiment 2:

[0067] As Figure 3 As shown, this embodiment provides a suspension system. The suspension system includes the shock absorption device in Embodiment 1 to form a series suspension system. The series suspension system in this embodiment can not only be applied to tracked vehicles, but also be used in other suitable working conditions. When the suspension system in this embodiment is applied to a tracked vehicle, the torsion bar spring 3 in the suspension system is usually arranged horizontally, and the gas-oil spring 6 is fixedly arranged on the vehicle body, but the movable end of the gas-oil spring 6 can still move. The suspension system can be connected to the road wheel 8 to relieve the impact between the road wheel 8 and the ground and improve the driving smoothness of the tracked vehicle.

[0068] As an embodiment, the suspension system further includes a balance elbow 7. The balance elbow 7 is fixedly connected to the end of the torsion bar spring 3, and the balance elbow 7 is also used to connect the road wheel 8 through a rocker arm. When the road wheel 8 moves up and down on the uneven ground, it will drive the rocker arm to rotate. The rocker arm pushes the balance shaft, causing the torsion spring to twist. The torsion spring directly absorbs and stores the vibration energy and cancels the vibration energy in the high-frequency band; when the torsion spring twists, it will drive the crank 4 to twist, and then drive the connecting rod 5 to swing. When the connecting rod 5 swings, it drives the shock absorber 2 to act, further consuming the vibration energy and ensuring the stability of the vehicle body.

[0069] In order to verify the performance of the series suspension system in this embodiment, a simulation analysis is carried out on it.

[0070] (1) Theoretical model analysis

[0071] According to the design of the traditional parallel suspension system and the series suspension system in this embodiment, a numerical simulation analysis is carried out in Matlab / Simulink as Figure 4As shown in the figure, where 10 is the spatial road spectrum excitation input; 20 is the mass point of the rigid road wheel 8 of the tracked vehicle after simplification; 30 is the primary elastic element in the series suspension system in this embodiment; 40 is the intermediate mass block, that is, the concentrated mass point of the lower half of the torsion bar spring 3 and the shock absorber 2; 50 is the shock absorber 2 in the series suspension system in this embodiment; 70 is the overall elastic damping element 22 of the parallel suspension system in the prior art; 60 and 80 are the body mass points.

[0072] According to the ISO standard, the spatial road spectrum data is generated using the ISO standard road surface spatial power spectral density fitting formula by the mathematical modeling software Matlab and imported into the Simulink system as the road surface excitation input. After setting the masses of each mass point and the stiffness and damping coefficients of the elastic damping element 22, the numerical simulation analysis is started, and the simulation results are as Figure 5 、 Figure 6 shown.

[0073] Figure 5 is the comparison of the body vibration acceleration under different suspension systems, Figure 6 is the comparison of the heat generation power of the shock absorber 2. It can be seen from the body vibration acceleration curve that the effect of filtering the road surface vibration excitation input is better than that of the parallel suspension system. It can be seen from the heat generation power curve of the shock absorber 2 that the heat generation power of the shock absorber 2 in the series suspension is much smaller than that of the parallel suspension. The numerical simulation analysis results clearly show that after the structural optimization of the series suspension, its shock absorption effect and heat generation power have been greatly improved. The series suspension can give full play to the efficacy of the elastic and damping element 22. Next, the multi-body dynamics simulation analysis is carried out.

[0074] (2) Multi-body dynamics simulation

[0075] After the structural optimization of the tracked vehicle suspension system, it needs to be preliminarily verified through simulation experiments. The multi-body dynamics software RecurDyn is used for the whole vehicle design modeling and simulation analysis. RecurDyn (Recursive Dynamic) is a multi-body system dynamics analysis (Multi Body Dynamics, MBD) simulation software developed by Function Bay Company in South Korea. The Track (HM) module toolkit in the software is developed for the running system of high-speed tracked vehicles, supporting users to define components such as sprockets, road wheels 8, idlers, and track plates, and can be used for the simulation analysis of tracked vehicles. It has rich tracked vehicle system components built-in, allowing users to parametrically adjust the geometric shape of the components and simulate the contact relationship between the components, which is convenient for building the multi-body dynamics model of tracked vehicles.

[0076] Combined with the size parameters and coordinate positions of a certain type of tracked vehicle, the RecurDyn software is used to build the model of the high-speed tracked vehicle and conduct vibration simulation tests. The high-speed tracked vehicle subsystem editing module Track (HM) is asFigure 7 As shown, the construction of the gear train and track ring assembly model of the track vehicle's running system and the setting of the track-ground contact relationship are completed by various parts in the module.

[0077] The 3D modeling software Solidworks is used to model components such as the vehicle body and balance elbow 7, export them as x_t files and assemble them into the track vehicle model, and adjust the centroid position and connection relationship. After the track running system model is constructed using the above module, it is necessary to add joints (Revolute) inside the model, set the drive (Motion), and define the contact relationship (Contact). The main type of joint is the Revolute joint, including the revolute joints of the driving wheel, idler wheel, balance shaft, and tension lever around the vehicle body, the revolute joint of the sprocket around the tension lever, and the revolute joint of the road wheel 8 around the balance elbow 7.

[0078] The drive unit of the track vehicle model is set on the revolute joint of the driving wheel. By adding an angular velocity drive that can define functions, the angular velocity of the driving wheel rotating around the vehicle body is controlled to drive the entire track vehicle model. A helical spring needs to be added at the connection position between the balance elbow 7 and the vehicle body, and the stiffness coefficient is set to represent the action of the torsion bar spring 3. Helical springs need to be added to the first, second, sixth, and seventh road wheels 8 and balance elbows 7 along the vehicle driving direction to set the damping, and the damping coefficient represents the action of the shock absorber 2. The track vehicle running system model before optimization is as Figure 8 shown.

[0079] The dimensional parameters of the track vehicle's running system and the suspension stiffness and damping are all modeled by referring to the tracked infantry fighting vehicle. The model dimensions and coordinate positions of components such as the driving wheel, road wheel 8, sprocket, idler wheel, balance elbow 7, and track plate in the running system are all modeled in the RecurDyn software through parametric modeling. The contact effects between track plates and between the track and the gear train are automatically set through the Track(HM) module. The vehicle body model is modeled by Solidworks, imported as an x_t file, and assembled at a predetermined position between the two tracks on both sides. The established multi-body dynamics model of the track vehicle is as Figure 9 , Figure 10 shown. The elastic element and damping element 22 in the parallel suspension system are arranged through helical springs at the red-marked position in the right figure of the connection between the balance elbow 7 and the vehicle body.

[0080] In the series suspension system, the torsion bar spring 3 element is embodied as a rod element. The helical spring between the balance elbow 7 and the rod element represents the primary elastic element of the series suspension, and its stiffness coefficient is set to twice the torsional stiffness of the torsion bar spring 3, and the damping coefficient is zero; the helical spring between the torsion bar spring 3 and the vehicle body represents the secondary elastic and damping element of the suspension, and its stiffness coefficient is the same as that of the primary elastic element, so as to ensure that the overall suspension stiffness of the track vehicle is a fixed value, and the damping coefficient is the designed damping coefficient of the shock absorber 2. The series suspension system and the multi-body dynamics model of the track vehicle are asFigure 11 , Figure 12 as shown in

[0081] Next, the driving road surface of the tracked vehicle is modeled. Using the mathematical modeling software Matlab, the spatial road spectrum data is generated by fitting the formula of the ISO standard road surface spatial power spectral density. The road surface elevation data is extracted and exported as a.csv file, and then imported into the RoadData module of the RecurDyn multi-body dynamics software to generate a simulation road surface model as shown in Figure 13 . Since it is only used for the optimization effect comparison test, the road surface grade of the simulation model adopted this time is Class A.

[0082] The simulated driving speed condition of the tracked vehicle is set to 50 km / h. The theoretical driving speed is controlled by setting the relative rotational angular velocity of the driving wheel around the vehicle body. The setting result of the driving wheel rotational angular velocity is: STEP(time, 0, 0, 5, -44.0917), that is, taking the simulation start time as the initial zero moment, the tracked vehicle accelerates to the theoretical driving speed of 50 km / h within five seconds through the driving wheel speed control. After the above multi-body dynamics settings are completed, the simulation starts. The simulation process is as shown in Figure 14 .

[0083] Analysis of simulation results:

[0084] a. Simulation results of the parallel suspension system

[0085] After the simulation is completed, data such as time, driving wheel speed, vehicle driving speed, xyz three-direction accelerations of the vehicle body mass center, vehicle body pitch angle, pitch angle of balance elbow 7, and torque of the helical spring of shock absorber 2 are collected. After processing, the following curves are obtained, as shown in Figures 15 to 25 .

[0086] b. Simulation results of the series suspension system

[0087] After the simulation is completed, data such as time, driving wheel speed, vehicle driving speed, xyz three-direction accelerations of the vehicle body mass center, vehicle body pitch angle, pitch angle of balance elbow 7, and torque of the helical spring of shock absorber 2 are collected. After processing, the following curves are obtained, as shown in Figures 26 to 36 .

[0088] c. Analysis of suspension system optimization indicators

[0089] For the above data results of the xyz three-direction mass center accelerations of the vehicle body, suspension torsion angles, angular velocities, damping unit torques, and heating powers, the root mean square values are calculated and analyzed. The comparison of the parallel suspension and series suspension indicators representing the ride comfort and component reliability of the tracked vehicle is shown in Table 1.

[0090] Table 1 Analysis and comparison of series suspension structure optimization indicators

[0091]

[0092]

[0093] Comparing the analysis results of the multi-body dynamics simulation data of the tracked vehicle under the same driving road surface and speed conditions in the above table, all indicators of driving smoothness and component reliability have been greatly optimized. After the optimization of the suspension results, the overall driving smoothness of the tracked vehicle has been improved, and the reliability of the shock absorber 2 component has been significantly improved. Considering the comfort of the driver and the cabin occupants, the maximum driving speed of the heavy tracked vehicle can be further increased. The increase speed of the oil temperature of the shock absorber 2 in the suspension system slows down, and the working duration can be greatly increased, verifying the optimization effect of the suspension system of the tracked vehicle under the series connection scheme.

[0094] Adaptability changes made according to actual needs are within the protection scope of the present invention.

[0095] Specific examples are used in the present invention to elaborate on the principles and implementation manners of the present invention. The description of the above embodiments is only used to help understand the method and its core idea of the present invention; at the same time, for those of ordinary skill in the art, based on the idea of the present invention, there will be changes in the specific implementation manners and application scopes. In summary, the content of this specification should not be construed as a limitation to the present invention.

Claims

1. A vibration reduction device, characterized in that: include: A primary elastic member, one end of which is used to be connected to a vibration load; And a shock absorber, the shock absorber includes a secondary elastic member and a damping element arranged in parallel, one end of the secondary elastic member and one end of the damping element are connected to the other end of the primary elastic member, and the other end of the secondary elastic member and the other end of the damping element are connected to a connecting body.

2. The vibration reduction device according to claim 1, characterized in that: One end of the secondary elastic member and one end of the damping element are connected to the other end of the primary elastic member through a movable end in the shock absorber.

3. The vibration reduction device according to claim 2, characterized in that: The primary elastic member is a torsion bar spring, and the torsion bar spring is connected to the movable end through a connecting assembly.

4. The vibration reduction device according to claim 3, characterized in that: The connecting assembly includes a crank and a connecting rod, one end of the crank is hinged to the end of the torsion bar spring, the other end of the crank is hinged to one end of the connecting rod, and the other end of the connecting rod is hinged to the movable end.

5. The vibration reduction device according to claim 4, characterized in that: The shock absorber is an oil-gas spring.

6. A suspension system, characterized in that: It comprises the vibration reduction device as claimed in any one of claims 3 to 5.

7. The suspension system according to claim 6, characterized in that: It also includes a balancing elbow, which is fixedly connected to the end of the torsion bar spring and is used to connect the road wheel through a rocker arm.

8. The suspension system according to claim 6, characterized in that: The oil-gas spring is fixedly arranged.

Images