Double-endpoint tuned mass inerter damper
By designing a dual-endpoint tuned mass inertial capacitive damper, and utilizing the combination of a fluid inertial container and a damper, the limitations of single-endpoint inertial capacitive tuned mass dampers in terms of vibration reduction effect and applicability are solved, achieving more effective vibration isolation and improved safety.
Patent Information
- Application Number
- CN202511157457.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-08-19
- Publication Date
- 2025-10-24
AI Technical Summary
Existing single-end inertia-capacitive tuned mass dampers have limitations in vibration reduction effect and scope of application, especially in large and complex structures and multi-modal vibration control.
Design a tuned mass inertial capacity vibration damper with two endpoints. By combining a fluid inertial container and a damper, the inertial characteristics of the two endpoints are utilized. Combined with a spring and a connecting plate, coaxial motion is formed, avoiding the need to add an extra mass block and achieving more effective vibration isolation.
It improves vibration reduction, expands the scope of application, reduces structural complexity, and enhances vehicle safety and ride comfort during high-frequency vibrations and emergency braking.
Smart Images
Figure CN120830702A_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application relates to the technical field of shock absorbers, in particular to a double-end point tuned mass inertia damper. BACKGROUND
[0002] Vibration problems exist universally in the engineering field and the automobile field, affecting the service life of buildings, mechanical equipment, etc., causing potential accident risks and affecting the use comfort of equipment, such as automobiles. The single-end point inertia type tuned mass damper is a commonly used passive damping device, which can be used on automobiles and buildings. When installed, the single-end point inertia type tuned mass damper is connected to the main structure at one end and grounded or fixed at the other end. It utilizes the characteristics of the inertia element to generate an inertial force related to the vibration acceleration when the structure vibrates. The inertial force interacts with the vibration of the structure, and by adjusting the parameters of inertia, damping and spring, etc., the frequency of the damper is matched with the vibration frequency of the main structure, so as to effectively absorb and dissipate vibration energy near the resonance region, reducing the vibration amplitude of the main structure.
[0003] The single-end point inertia type tuned mass damper in the prior art cannot fully utilize the inertia characteristics of the two end points of the inertia element. Its mechanical principle is relatively close to that of the traditional tuned mass damper, and the damping effect is greatly limited by the mass ratio and the installation position. Therefore, the damping effect of the single-end point inertia type tuned mass damper is not good in some complex structures that need to control multiple vibration modes at the same time, and the application of the single-end point inertia type tuned mass damper is limited in large and complex structures and structures with high requirements for multi-modal vibration control, thereby reducing the application range. SUMMARY
[0004] In view of the deficiencies of the prior art, the present application provides a double-end point tuned mass inertia damper, which solves the problems of the damping effect of the single-end point inertia type tuned mass damper being limited in the prior art, resulting in poor damping effect, and the application of the single-end point inertia type tuned mass damper being limited, thereby reducing the application range.
[0005] To achieve the above purpose, the present application is realized by the following technical scheme: a double-end point tuned mass inertia damper, comprising an outer shell, two springs are arranged in the inner part of the outer shell, a connecting plate is slidably connected in the inner part of the outer shell, a fluid inertia container is fixedly connected to one side of the connecting plate, a damper is fixedly connected to the other side of the connecting plate, a seat one is rotatably connected to the end of the damper away from the connecting plate, and a seat two is rotatably connected to the side of the fluid inertia container away from the connecting plate.
[0006] Preferably, one end of each of the two springs is fixedly connected to the inner part of the outer shell on both sides, and the other end of each of the two springs is fixedly connected to the connecting plate on both sides.
[0007] Preferably, the damper penetrates one end of the shell away from the connecting plate, and the fluid inerter penetrates the other end of the shell away from the connecting plate.
[0008] Preferably, the inner part of the seat one and the seat two are provided with mounting holes.
[0009] Preferably, the two inner sides are respectively sleeved on the outer part of the fluid inerter and the damper.
[0010] Preferably, the damper is arranged in the middle part of the connecting plate away from the side of the seat one, and the fluid inerter is arranged in the middle part of the connecting plate away from the side of the seat two.
[0011] The application provides a double-end-point tuned mass inerter damper. 1. The application utilizes the combination of the fluid inerter, the damper, the spring and the connecting plate to form the double-end-point tuned mass inerter damper, so that the inertia characteristics of both ends of the inerter can be fully utilized, the limitation of the mass ratio and the installation position on the damping effect is reduced, the damping effect is improved, the application in the large and complex structure and the structure with high requirements for multi-modal vibration control is not limited, and the application range is improved.
[0012] 2. The application utilizes the shell to be connected with the connecting plate through the spring, realizes the coaxial movement of the shell as the mass block and the damper, so that the structure for installing the mass block is not increased, the structural complexity is reduced, the mass of the damper is reduced due to the need for no additional mass block, and then the installation is more labor-saving and convenient.
[0013] 3. The application utilizes the synergistic effect of the fluid inerter and the damper to make the stress of both ends different, can isolate the vibration in the high-frequency vibration, attenuates the output force of the vehicle, reduces the body vibration, increases the comfort of the passengers, reduces the body inclination or pitching of the vehicle in the emergency braking, keeps the tire in contact with the road surface, and improves the safety of the vehicle. BRIEF DESCRIPTION OF DRAWINGS
[0014] Figure 1 It is a perspective view of the application; Figure 2 It is a schematic view of the internal structure of the shell in the application; Figure 3 It is a schematic view of the structure of the fluid inerter in the application; Figure 4 It is a schematic view of the structure of the connecting plate in the application; Figure 5 It is a schematic view of the principle of the application; Figure 6A device design and signal transmission model schematic diagram based on different topological structures in the application; Figure 7 A modular topological construction process schematic diagram based on an admittance function in the application; Figure 8 A modular topological design diagram based on odd-even parameter classification in the application.
[0015] Wherein, 1, shell; 2, spring; 3, connecting plate; 4, fluid inerter; 5, damper; 6, seat one; 7, seat two. DETAILED DESCRIPTION
[0016] The technical solutions in the embodiments of the application will be clearly and completely described below with reference to the accompanying drawings of the application. Obviously, the described embodiments are only part of the embodiments of the application, rather than all the embodiments of the application. Based on the embodiments in the application, all other embodiments obtained by those skilled in the art without creative work fall within the protection scope of the application.
[0017] Please refer to the accompanying drawings of the application Figure 1 - the accompanying drawings of the application Figure 4The embodiment of the present application provides a double-end-point tuned mass inerter damper, which comprises a shell 1, two springs 2 arranged in the shell 1, and a connecting plate 3 arranged in the shell 1 and connected with the two springs 2, the shell 1 is used as a mass block, a conventional damper is usually provided with an additional mass block, and the method of using the shell 1 as the mass block is unconventional, since a shell is needed to protect internal elements in the process of transportation, installation or actual work, if the method of using the shell 1 as the mass block is not adopted, an additional mass block needs to be arranged in the shell, and a guide rail or similar component is needed for installation to limit the movement direction of the mass block and the spring 2, the shell 1 is connected with the connecting plate 3 through the spring 2, so that the coaxial movement of the shell 1 as the mass and the damper is ensured, and the structural complexity is reduced, the connecting plate 3 is slidably connected with the shell 1, the connecting plate 3 is connected with a fluid inerter 4 and a damper 5, the damper 5 is a viscous damper 5, one end of the damper 5 away from the connecting plate 3 is rotatably connected with a seat one 6, one side of the fluid inerter 4 away from the connecting plate 3 is rotatably connected with a seat two 7, the seat two 7 and the seat one 6 are respectively used as a first end point and a second end point of the device, and are convenient to be connected with a wheel end and a vehicle body end of a vehicle, the fluid inerter 4 and the damper 5 can attenuate the output force of the second end point connected with the vehicle body end, so that the vehicle body vibration is reduced, and the vehicle suspension can more effectively isolate the vibration, one end of each of the two springs 2 is fixedly connected with the two sides of the shell, the other end of each of the two springs 2 is fixedly connected with the two sides of the connecting plate 3, one end of the damper 5 away from the connecting plate 3 penetrates one end of the shell 1, one side of the fluid inerter 4 away from the connecting plate 3 penetrates the other end of the shell 1, mounting holes are formed in the seat one 6 and the seat two 7, the inner sides of the two springs are respectively sleeved on the outer sides of the fluid inerter and the damper, one side of the damper 5 away from the seat one 6 is arranged in the middle of the connecting plate 3, one side of the fluid inerter 4 away from the seat two 7 is arranged in the middle of the connecting plate 3, compared with the conventional damper used in the vehicle suspension, the damper can directly transmit the vibration to the vehicle body on the rough road, so that the passengers are uncomfortable, the force of the two end points of the transmission suspension damper is equal, so that the filtering capacity of the transmission suspension damper for the high-frequency vibration such as small bump is limited, when the forces of the two end points are different, the suspension damping device can more effectively isolate the vibration, when the vehicle is on the bump road, the impact force of the first end point connected with the wheel end is large, but through the cooperation of the fluid inerter 4 and the damper 5, the output force of the second end point connected with the vehicle body end is attenuated, so that the vehicle body vibration is reduced, when the vehicle is turning, braking or accelerating, the conventional suspension can cause the tire grip to be reduced due to the vehicle body pitching or rolling, and the safety is affected, if the forces of the two end points are equal, the response of the suspension system to the dynamic load is slow.When the forces are different, this allows the suspension system to adapt to load changes more quickly. That is, when the vehicle brakes suddenly, the first end point installed at the wheel end is subjected to a larger braking force, but the second end point of the fluid inertia container 4 at the vehicle body end generates an opposing inertial force, reducing the forward tilt or pitch of the vehicle body and maintaining tire contact with the road.
[0018] Please see the attached Figure 5 The figure shows the optimal shock absorber layout. Assume that the forces on the first and second endpoints of the shock absorber are and , then:
[0019] in, is the mass of the housing 1 as a mass block, is the speed of the seat 6, is the acceleration of the seat 2 7, is the displacement of the connecting plate 3, is the speed of the connecting plate 3, is the acceleration of the connecting plate 3, is the displacement of the housing 1, is the acceleration of housing 1, is the stiffness coefficient of spring 2, is the damping coefficient of damper 5, is the inertia coefficient of the fluid inertia container 4. By adopting this principle, the double-end tuned mass inertia damper can more effectively isolate vibration and improve the vibration reduction effect when subjected to different forces.
[0020] Speed variables ( 、 ): Smooth road surface (such as highway): the wheel vibration speed is small, exist Magnitude (low frequency and small amplitude vibration), exist ; Bumpy roads (such as rural dirt roads): The wheels vibrate at high speeds, and under extreme working conditions (large potholes, speed bumps), Instant (but the duration is short, the shock absorber needs to decay quickly), exist .
[0021] Acceleration variables ( 、 、 ): Smooth Ride: Usually controlled in , extreme working conditions (sudden braking, sharp turns, big potholes): Instantaneous to ; 、 Associated with body acceleration, but usually slightly larger than , especially for the connecting plate, which acts as an intermediary for force transmission, acceleration to .
[0022] Displacement-like variables (e.g. 、 ): Normal vibration (smooth / small jolt): 、 Small displacement, in the order of (magnitude of spring compression / stretching); Extreme conditions (large potholes, speed bumps): 、 Maximum displacement, but limited by the design of the shock absorber (e.g. maximum spring compression), usually not more than (otherwise spring failure, structural damage).
[0023] In the Laplace domain, the transfer function between the force at the end and the velocity can be expressed as:
[0024] Where, 、 : Laplace transform of the force of seat two 7 and seat one 6, representing the force at the two interfaces of the system, such as mechanical force, fluid pressure; 、 : Laplace transform of the velocity of seat two 7 and seat one 6, representing the velocity of motion at the two interfaces, such as mechanical vibration velocity, fluid flow velocity; s: Laplace operator, used to convert time-domain differential equations into complex frequency-domain algebraic equations, facilitating analysis of system dynamic characteristics; c, b are the damping coefficient and inerter coefficient respectively, is the mechanical admittance or module admittance, which is a function of s, describing the frequency response characteristics of a certain sub-module, such as spring, additional inerter, damping unit; Matrix left multiplication is the "gain transfer coefficient" of the system, related to inerter b, damping c, and sub-module admittance ; is the coupling coefficient between ports, reflecting the 、 cross-influence on 、 ; The above model is used for a tuned mass damper system, describes the coupling effect of a fluid inerter (4), a damper (5) spring, such as a tuned mass inerter damper TMDI, and analyzes the transmission of force and velocity in vibration control.
[0025] Please refer to the attached Figure 6 -attached Figure 8 The optimal damper network determined by the systematic method of network synthesis theory and graph theory, the double-ended damper is abstracted as a comprehensive double-ended network to express its transfer function, a few comprehensive networks cover a large number of damper topologies, which is convenient for damper topology design optimization, reduces the number of optimization program execution and improves the calculation efficiency.
[0026] 1. Network description: (a) two physical endpoints (PT1, PT2, connected to the main structure) (b) a virtual ground point (NG, representing the inertia reference point reflecting the mass m). All mechanical elements (spring k, fluid inerter c, damper b) are two-terminal elements, which are connected in series or parallel to form two-terminal network blocks, i.e. blocks marked Y(s) in the figure, whose transfer function Y(s) describes the force-velocity relationship.
[0027] 2. Connection rule definition Series connection: merge an endpoint (such as PT or NG) to generate a new topology, such as Figure 8 a3-a4 in.
[0028] Parallel connection: only allow PT1-PT2 parallel connection (avoid NG and PT direct connection).
[0029] 3. Network construction process of comprehensive transfer function: Starting point: empty three-terminal network (only PT1, PT2, NG) to add mass: connect the reaction mass m to PT1-NG to form the basic 1PT1-NG subnetwork, and then gradually add two-terminal network blocks: preferentially parallel two-terminal network blocks to PT1-PT2, and then series two-terminal network blocks to PT1 or PT2.
[0030] Example two: In addition to the technical solutions proposed in Example One, this embodiment can also not use the shell 1 as a mass block, but instead add a mass block inside the damper, and the fluid inerter 4 can be replaced with other fluid inerter 4 components such as gear rack, ball screw, etc., and the damper 5 can be replaced with a friction damper 5 or other damper 5 components.
[0031] Working principle: two spring 2 and the fixed point of the shell 1 are A and C, the fixed point of connecting plate 3 and spring 2 is B, the connecting point of fluid inerter 4 and damper 5 and connecting plate 3 is D, when seat one 6 and seat two 7 move simultaneously, the shell 1 will also move, the force of shell 1 is transmitted to spring 2 from two fixed points A, C, the force at this time is the same size, opposite direction; again transmitted to the fixed point B of connecting plate 3 by spring 2; the force of D point to seat two 7 is generated by fluid inerter 4, which is proportional to the acceleration difference of D point and seat two 7, the ratio is the inerter value of fluid inerter 4; the force of D to seat one 6 is generated by damper 5, which is proportional to the velocity difference of seat one 6 and D point, the ratio is the damping coefficient of damper 5.
[0032] Although embodiments of the present application have been shown and described, it is to be understood that various modifications, substitutions, alternatives and variations can be made to these embodiments without departing from the principles and spirit of the present application, the scope of which is defined by the appended claims and their equivalents.
Claims
1. A two-terminal tuned mass inerter damper comprising a housing (1), characterised in that, The inside of the shell (1) is provided with two springs (2), the inside of the shell (1) is slidably connected with a connecting plate (3), one side of the connecting plate (3) is fixedly connected with a fluid inerter (4), the other side of the connecting plate (3) is fixedly connected with a damper (5), one end of the damper (5) away from the connecting plate (3) is rotatably connected with a seat one (6), one side of the fluid inerter (4) away from the connecting plate (3) is rotatably connected with a seat two (7).
2. A dual-terminal tuned mass inerter damper according to claim 1, wherein, One end of two spring (2) is fixedly connected on both sides of the inside of the shell (1), the other end of two spring (2) is fixedly connected on both sides of the connecting plate (3).
3. A dual-terminal tuned mass inerter damper according to claim 1, wherein, One end of the damper (5) away from the connecting plate (3) penetrates one end of the shell (1), one side of the fluid inerter (4) away from the connecting plate (3) penetrates the other end of the shell (1).
4. A dual-terminal tuned mass inerter damper according to claim 1, wherein, The inside of the seat one (6) and the seat two (7) is provided with a mounting hole.
5. A dual-terminal tuned mass inerter damper according to claim 1, wherein, The inside of two spring (2) is respectively sleeved on the outside of the fluid inerter (4) and the damper (5).
6. The double-end tuned mass inertia damper according to claim 1, characterized in that: One side of the damper (5) away from the seat one (6) is arranged in the middle of the connecting plate (3), one side of the fluid inerter (4) away from the seat two (7) is arranged in the middle of the connecting plate (3).