Bidirectional damper, torsion damping device and vehicle

Abstract

The utility model belongs to the technical field of shock absorbers, and particularly relates to a bidirectional shock absorber, a torsion shock absorption device and a vehicle. The bidirectional shock absorber comprises a first shock absorption assembly, a second shock absorption assembly, a driving disc, a control disc, an elastic piece and a shock absorption disc. A mounting space and a mounting hole communicated with the mounting space are formed in the vibration reduction disc; the first vibration reduction assembly, the control disc, the second vibration reduction assembly and the driving disc are installed in the installation space, the first vibration reduction assembly is connected with the vibration reduction disc, and the second vibration reduction assembly is connected with the control disc; the first vibration reduction assembly is in friction connection with the control disc, and the second vibration reduction assembly is in friction connection with the driving disc. An accommodating hole communicated with the mounting hole is formed in the driving disc; and the elastic piece is mounted in the mounting hole and the accommodating hole. The first damping torque in the forward direction and the second damping torque in the reverse direction are relatively independent, adjustment of the first damping torque and the second damping torque is facilitated, the requirement for whole vehicle debugging is easily met, the whole vehicle debugging period is shortened, and the better NVH vibration and noise reduction effect is achieved.

Description

Technical Field

[0001] The utility model belongs to the technical field of shock absorbers, and particularly relates to a two-way shock absorber, a torsional shock absorption device and a vehicle. Background Art

[0002] The torque generated by an engine is usually not constant, but often fluctuates. When this non-constant torque is transmitted to the vehicle transmission system, it will cause torsional vibration of the transmission system. Therefore, the vehicle will generate corresponding noises and impacts, etc. In order to reduce the adverse effects of vibration and improve the driving comfort of the vehicle, the vehicle usually needs to be equipped with a torsional shock absorber to reduce or eliminate the vibration transmitted from the engine to the transmission system.

[0003] Although the torsional shock absorbers in the prior art can achieve two-way shock absorption damping between the engine and the transmission system, the two-way shock absorption damping is interlocked and cannot be adjusted independently. When adjusting one shock absorption damping of the existing torsional shock absorber, the other shock absorption damping also changes accordingly. Therefore, the existing torsional shock absorber cannot meet the requirement of the vehicle to only adjust one of the shock absorption dampings independently. Summary of the Utility Model

[0004] Aiming at the technical problem that the two-way damping of the torsional shock absorber in the prior art cannot be adjusted independently, the utility model provides a two-way shock absorber, a torsional shock absorption device and a vehicle.

[0005] To solve the above problems, the first embodiment of the utility model provides a two-way shock absorber, which includes a first shock absorption component, a second shock absorption component, a driving disk, a control disk, an elastic member and a shock absorption disk; an installation space and an installation hole communicating with the installation space are provided on the shock absorption disk;

[0006] The first shock absorption component, the control disk, the second shock absorption component and the driving disk are installed in the installation space. The first shock absorption component is in transmission connection with the shock absorption disk, and the second shock absorption component is in transmission connection with the control disk; the first shock absorption component is in frictional connection with the control disk, and the second shock absorption component is in frictional connection with the driving disk; when the first shock absorption component and the control disk generate relative movement by friction, the second shock absorption component and the driving disk remain relatively stationary; when the second shock absorption component and the driving disk generate relative movement by friction, the first shock absorption component and the control disk remain relatively stationary;

[0007] A receiving hole communicating with the installation hole is provided on the driving disk; the elastic member is installed in the installation hole and the receiving hole, and opposite ends of the elastic member are in contact with the inner walls of the receiving hole and the installation hole respectively.

[0008] Optionally, the installation space includes a first inner cavity provided between the control disk and the damping disk, and a second inner cavity provided between the driving disk and the control disk; the first damping assembly is installed in the first inner cavity and is frictionally connected to the control disk, and the second damping assembly is installed in the second inner cavity and is frictionally connected to the driving disk.

[0009] Optionally, the control disk includes a first control disk and a second control disk disposed on opposite sides of the driving disk; the damping disk includes a first damping disk and a second damping disk connected to the first damping disk, and the installation space is formed between the first damping disk and the second damping disk; the first inner cavity includes a first accommodation space and a second accommodation space, the first accommodation space is formed between the first control disk and the first damping disk, and the second accommodation space is formed between the second control disk and the second damping disk; the first damping assembly includes a first damping disk and a second damping disk, the first damping disk is installed in the first accommodation space, and the second damping disk is installed in the second accommodation space;

[0010] The first damping disk is frictionally connected to the end face of the first control disk facing away from the driving disk, and the second damping disk is frictionally connected to the end face of the second control disk facing away from the driving disk.

[0011] Optionally, a first annular protrusion is provided on the end face of the first control disk facing away from the driving disk, and the first damping disk is sleeved on the first annular protrusion and is frictionally attached to the first control disk;

[0012] A second annular protrusion is provided on the end face of the second control disk facing away from the driving disk; the second damping disk is sleeved on the second annular protrusion and is frictionally attached to the second control disk.

[0013] Optionally, the first damping assembly further includes a first axial elastic member disposed on a side of the first damping disk facing away from the first control disk;

[0014] A first axial insertion portion is provided on the first damping disk, a first insertion groove is provided on the first axial elastic member, a second insertion groove is provided on the first damping disk, and the first axial insertion portion is inserted into the first insertion groove and the second insertion groove;

[0015] A second axial insertion portion is provided on the second damping disk, a third insertion groove is provided on the second damping disk, and the second axial insertion portion is inserted into the third insertion groove.

[0016] Optionally, the control disc includes a first control disc and a second control disc disposed on opposite sides of the driving disc. The second inner cavity includes a third accommodation space and a fourth accommodation space. The third accommodation space is formed between the first control disc and the driving disc, and the fourth accommodation space is formed between the second control disc and the driving disc. The second damping assembly includes a third damping disc and a fourth damping disc. The third damping disc is installed in the third accommodation space, and the fourth damping disc is installed in the fourth accommodation space.

[0017] The third damping disc is in frictional connection with the end face of the driving disc facing the first control disc, and the fourth damping disc is in frictional connection with the end face of the driving disc facing the second control disc.

[0018] Optionally, third annular protrusions and fourth annular protrusions are respectively provided on opposite end faces of the driving disc.

[0019] The third damping disc is sleeved on the third annular protrusion and is in frictional fit with the driving disc; the fourth damping disc is sleeved on the fourth annular protrusion and is in frictional fit with the driving disc.

[0020] Optionally, the second damping assembly further includes a second axial elastic member. Opposite side surfaces of the second axial elastic member are respectively abutted against the first control disc and the third damping disc.

[0021] A third axial insertion portion is provided on the third damping disc, a fourth insertion groove is provided on the second axial elastic member, and a fifth insertion groove is provided on the first control disc. The third axial insertion portion is inserted into the fourth insertion groove and the fifth insertion groove.

[0022] A fourth axial insertion portion is provided on the fourth damping disc, and a sixth insertion groove is provided on the second control disc. The fourth axial insertion portion is inserted into the sixth insertion groove.

[0023] Optionally, the driving disc includes a driving body and at least two driving arms spaced apart from each other at the edge of the driving body. An accommodation hole is formed between two adjacent driving arms.

[0024] The control disc includes a first control disc and a second control disc disposed on opposite sides of the driving disc. At least two first docking portions extending into the accommodation hole are provided on the first control disc, and at least two second docking portions extending into the accommodation hole are provided on the second control disc.

[0025] The first docking part and the second docking part are in one-to-one corresponding abutment, and an accommodation space is formed among the first docking part, the second docking part, the first control disk and the second control disk; the driving body is installed in the accommodation space, and the driving arm extends out of the accommodation space between two adjacent first docking parts.

[0026] Optionally, when the damping disk rotates forward and drives a relative movement between the second damping assembly and the driving disk, a first damping torque is generated between the second damping assembly and the driving disk;

[0027] When the driving disk rotates reversely and drives a relative movement between the first damping assembly and the control disk, a second damping torque is generated between the first damping assembly and the control disk;

[0028] The second damping torque is greater than the first damping torque.

[0029] Another embodiment of the present utility model further provides a torsional vibration damper, including a torque limiter and the above-mentioned two-way damper, and the torque limiter is connected to the damping disk.

[0030] Optionally, the torque limiter includes a first friction disk, a second friction disk, a connecting disk and a torque limiting disk with an internal space. The first friction disk, the connecting disk and the second friction disk are sequentially installed in the internal space. Both the first friction disk and the second friction disk are connected to the connecting disk. The end face of the first friction disk facing away from the connecting disk is in frictional connection with the torque limiting disk, and the end face of the second friction disk facing away from the connecting disk is in frictional connection with the torque limiting disk; the connecting disk is connected to the damping disk.

[0031] Optionally, the torque limiter further includes a third axial elastic member and a fixed disk; the first friction disk, the connecting disk, the second friction disk, the fixed disk and the third axial elastic member are sequentially installed in the internal space. The friction surface of the first friction disk at the end facing away from the connecting disk is in frictional connection with the inner wall of the internal space, and the friction surface of the second friction disk at the end facing away from the connecting disk is in frictional connection with the fixed disk.

[0032] Optionally, a limiting groove is provided on the connecting disk, and a limiting convex portion is provided on the driving disk. The limiting convex portion extends into the limiting groove to limit the rotation angle of the driving disk relative to the connecting disk.

[0033] Another embodiment of the present utility model further provides a vehicle, including an engine, a transmission assembly and the above-mentioned torsional vibration damper; the torque limiting disk is connected to the engine; the driving disk is connected to the transmission assembly.

[0034] In the present utility model, when the first damping assembly and the control disk generate relative movement by friction, the second damping assembly and the driving disk remain relatively stationary; when the second damping assembly and the driving disk generate relative movement by friction, the first damping assembly and the control disk remain relatively stationary. The damping torque between the first damping assembly and the control disk can be adjusted by adjusting the first damping assembly and / or the control disk; the damping torque between the second damping assembly and the driving disk can be adjusted by adjusting the second damping assembly and / or the driving disk; the adjustment of the damping torque between the first damping assembly and the control disk does not affect and is independent of the adjustment of the damping torque between the second damping assembly and the driving disk. Description of the Drawings

[0035] The present utility model will be further described below in conjunction with the drawings and embodiments.

[0036] Figure 1 Explosion schematic diagram of a two-way shock absorber provided by an embodiment of the present utility model;

[0037] Figure 2 Structural schematic diagram of the first control disk of a two-way shock absorber provided by an embodiment of the present utility model;

[0038] Figure 3 Structural schematic diagram of the second control disk of a two-way shock absorber provided by an embodiment of the present utility model;

[0039] Figure 4 Structural schematic diagram of the first control disk and the second control disk of a two-way shock absorber provided by an embodiment of the present utility model;

[0040] Figure 5 Structural schematic diagram of the driving disk of a two-way shock absorber provided by an embodiment of the present utility model;

[0041] Figure 6 Explosion structural schematic diagram of a torsional damping device provided by an embodiment of the present utility model;

[0042] Figure 7 Explosion structural schematic diagram of a torque limiter provided by an embodiment of the present utility model;

[0043] Figure 8 Front view of a torsional damping device provided by an embodiment of the present utility model;

[0044] Figure 9 For Figure 8 Cross-sectional view taken along line A-A in

[0045] Figure 10 Partial front view of a torsional damping device provided by an embodiment of the present utility model;

[0046] Figure 11This is the torsional characteristic curve of the torsional vibration damping device of the present utility model.

[0047] The reference signs in the specification are as follows:

[0048] 1. Bidirectional shock absorber; 11. First shock absorption component; 111. First damping disc; 1111. First axial insertion part; 112. First axial elastic member; 1121. First insertion groove; 113. Second damping disc; 1131. Second axial insertion part; 12. Second shock absorption component; 121. Third damping disc; 1211. Third axial insertion part; 122. Second axial elastic member; 1221. Fourth insertion groove; 123. Fourth damping disc; 1231. Fourth axial insertion part; 13. Driving disc; 131. Third annular convex part; 132. Fourth annular convex part; 133. Accommodating hole; 134. Limiting convex part; 135. Driving body; 136. Driving arm; 14. Control disc; 141. First control disc; 1411. First annular convex part; 1412. Fifth insertion groove; 1413. First docking part; 142. Second control disc; 1421. Second annular convex part; 1422. Sixth insertion groove; 1423. Second docking part; 144. Accommodating space; 15. Elastic member; 16. Damping disc; 161. Installation space; 1611. First accommodating space; 1612. Second accommodating space; 1613. Third accommodating space; 1614. Fourth accommodating space; 162. Installation hole; 163. Second insertion groove; 164. Third insertion groove; 165. First damping disc; 166. Second damping disc;

[0049] 2. Torque limiter; 21. First friction disc; 22. Second friction disc; 23. Connecting disc; 231. Limiting groove; 24. Torque limiting disc; 25. Third axial elastic member; 26. Fixed disc. Detailed implementation manners

[0050] In order to make the technical problems, technical solutions and beneficial effects solved by the present utility model clearer and more understandable, the present utility model will be further described in detail below with reference to the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present utility model and are not used to limit the present utility model.

[0051] It should be understood that the orientation or positional relationship indicated by terms such as "upper", "lower", "left", "right", "front", "rear", "middle", etc. is the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation of the present utility model.

[0052] Such as Figure 1 、 Figure 8 And Figure 9As shown in the figure, a two-way shock absorber 1 provided by the first embodiment of the present utility model includes a first shock absorption assembly 11, a second shock absorption assembly 12, a driving disk 13, a control disk 14, an elastic member 15, and a shock absorption disk 16; an installation space 161 and an installation hole 162 communicating with the installation space 161 are provided on the shock absorption disk 16; it can be understood that the elastic member 15 includes but is not limited to a spring, etc.

[0053] The first shock absorption assembly 11, the control disk 14, the second shock absorption assembly 12, and the driving disk 13 are installed in the installation space 161. The first shock absorption assembly 11 is in transmission connection with the shock absorption disk 16, and the second shock absorption assembly 12 is in transmission connection with the control disk 14; the first shock absorption assembly 11 is in frictional connection with the control disk 14, and the second shock absorption assembly 12 is in frictional connection with the driving disk 13; when the first shock absorption assembly 11 and the control disk 14 generate relative movement by friction, the second shock absorption assembly 12 and the driving disk 13 remain relatively stationary; when the second shock absorption assembly 12 and the driving disk 13 generate relative movement by friction, the first shock absorption assembly 11 and the control disk 14 remain relatively stationary; preferably, the control space 161 includes a first inner cavity provided between the control disk 14 and the shock absorption disk 16, and a second inner cavity provided between the driving disk 13 and the control disk 14; the first shock absorption assembly 11 is installed in the first inner cavity and is in frictional connection with the control disk 14; the second shock absorption assembly 12 is installed in the second inner cavity and is in frictional connection with the driving disk 13; the driving disk 13 can rotate in the installation space 161.

[0054] Further explained, the maximum static friction force between the first shock absorption assembly 11 and the control disk 14 is related to factors such as the contact area, friction coefficient, and normal pressure between the first shock absorption assembly 165 and the control disk 14; the maximum static friction force between the second shock absorption assembly 12 and the driving disk 13 is related to factors such as the contact area, friction coefficient, and normal pressure between the first shock absorption assembly 166 and the driving disk 13.

[0055] A receiving hole 133 communicating with the installation hole 162 is provided on the driving disk 13; the elastic member 15 is installed in the installation hole 162 and the receiving hole 133, and opposite ends of the elastic member 15 are in contact with the inner walls of the receiving hole 133 and the installation hole 162 respectively. Further explained, a plurality of installation holes 162 are provided on the shock absorption disk 16 at circumferential intervals, a plurality of receiving holes 133 are provided on the driving disk 13 at circumferential intervals, a plurality of elastic members 15 are provided, and the number of the installation holes 162, the receiving holes 133, and the elastic members 15 is equal; the elastic members 15 are installed in the installation holes 162 and the receiving holes 133 in one-to-one correspondence; and when the shock absorption disk 16 and the driving disk 13 rotate relative to each other, the inner side wall of the installation hole 162 or the inner side wall of the receiving hole 133 will compress the elastic member 15.

[0056] Specifically, the engine can be connected to the vibration damping disc 16 through the torque limiter 2, and the driving disc 13 is connected to the vehicle transmission component; the torque of the engine is transmitted to the vibration damping disc 16, the vibration damping disc 16 rotates forward and compresses the elastic member 15, the vibration damping disc 16 and the driving disc 13 rotate relatively, the vibration damping disc 16 will rotate synchronously with the control disc 14, and the frictional force between the first vibration damping assembly 11 and the control disc 14 does not reach the maximum static frictional force between the first vibration damping assembly 11 and the control disc 14. Therefore, the vibration damping disc 16, the first vibration damping assembly 11, the control disc 14, and the second vibration damping assembly 12 will rotate synchronously, and there is a tendency of relative rotation between the first vibration damping assembly 11 and the control disc 14. Thus, a relatively large first static frictional force will be generated between the first vibration damping assembly 11 and the control disc 14. When the positive torque transmitted by the engine (due to fluctuations, etc.) increases to a preset value, the frictional force between the second vibration damping assembly 12 and the driving disc 13 is greater than the maximum static frictional force between the second vibration damping assembly 12 and the driving disc 13. Therefore, relative rotation will occur between the second vibration damping assembly 12 and the driving disc 13 (the frictional force between the first vibration damping assembly 11 and the control disc 14 has not reached the maximum static frictional force between the first vibration damping assembly 11 and the control disc 14, so the first vibration damping assembly 11 and the control disc 14 still remain relatively stationary). At this time, the vibration damping disc 16, the first vibration damping assembly 11, the control disc 14, and the second vibration damping assembly 12 rotate relative to the driving disc 13 as a whole. Thus, a first damping torque will be generated between the second vibration damping assembly 12 and the driving disc 13, and the first damping torque can weaken the torque fluctuation of the engine.

[0057] When the driving disc 13 rotates reversely and compresses the elastic member 15, the vibration damping disc 16 and the driving disc 13 rotate relatively. After the driving disc 13 rotates a certain angle, it will drive the control disc 14 to rotate together through the control disc 14 and the first vibration damping assembly 11. At this time, the driving disc 13, the control disc 14, and the second vibration damping assembly 12 will rotate synchronously. Since the reverse torque of the driving disc 13 is small, the frictional force between the second vibration damping assembly 12 and the driving disc 13 is less than the maximum static frictional force between the second vibration damping assembly 12 and the driving disc 13. Therefore, relative rotation will not occur between the second vibration damping assembly 12 and the driving disc 13; due to the action of the positive torque of the engine, the vibration damping disc 16 and the first vibration damping assembly 11 will rotate synchronously forward. Therefore, relative rotation will occur between the first vibration damping assembly 11 and the driving disc 13. Thus, a second damping torque will be generated between the first vibration damping assembly 11 and the control disc 14, and the second damping torque can weaken the torque fluctuation transmitted from the vehicle transmission component to the engine. When the speed difference disappears, the compressed elastic member 15 will drive the driving disc 13 to reset.

[0058] In the present utility model, the first damping torque is generated by the frictional force between the driving disc 13 and the second damping component 12, and the second damping torque is generated by the frictional force between the control disc 14 and the first damping component 11; the frictional contact surface between the second damping component 12 and the driving disc 13 and the frictional contact surface between the first damping component 11 and the control disc 14 do not affect each other and do not work simultaneously (that is, the frictional contact surface corresponding to the first damping torque and the frictional contact surface corresponding to the second damping torque do not affect each other and do not work simultaneously), so that the adjustment of the first damping torque and the second damping torque do not affect each other and can be independently adjusted. The vehicle can independently adjust the first damping torque or the second damping torque according to the actual working conditions, so that the two-way shock absorber 1 can meet the working conditions of the actual vehicle demand and has a better NVH effect; in addition, the forward first damping torque and the reverse second damping torque are relatively independent. The first damping torque can be adjusted through the second damping component 12, and the second damping torque can be adjusted through the first damping component 11, which is convenient for adjusting the first damping torque and the second damping torque, is easy to meet the requirements of vehicle debugging, shortens the vehicle debugging cycle, and achieves a better NVH (Noise, Vibration, Harshness) vibration reduction and noise reduction effect.

[0059] In an embodiment, the maximum static frictional force between the first damping component 11 and the control disc 14 is greater than the maximum static frictional force between the second damping component 12 and the driving disc 13. It can be understood that the maximum static frictional force between the first damping component 11 and the control disc 14 is related to the contact area, friction coefficient, normal pressure, etc. between the first damping component 165 and the control disc 14; the maximum static frictional force between the second damping component 12 and the driving disc 13 is related to the contact area, friction coefficient, normal pressure, etc. between the first damping component 166 and the driving disc 13.

[0060] Specifically, in the process of the forward torque of the engine being transmitted to the two-way shock absorber 1, when the forward torque transmitted by the engine increases to a preset value, since the maximum static frictional force between the first damping component 11 and the control disc 14 is greater than the maximum static frictional force between the second damping component 12 and the driving disc 13, the second damping component 12 rotates relative to the first damping component 11 preferentially with respect to the driving disc 13. At this time, the damping disc 16, the first damping component 11, the control disc 14 and the second damping component 12 rotate axially around the driving disc 13 as a whole, and a relative rotation occurs between the second damping component 12 and the control disc 14, so that a relatively small first damping torque will be generated between the second damping component 12 and the driving disc 13.

[0061] During the process of the two-way shock absorber 1 transmitting reverse torque, relative rotation will occur between the first shock absorption assembly 11 and the driving disk 13, so that a relatively large second damping torque will be generated between the first shock absorption assembly 11 and the control disk 14. In this embodiment, the two-way shock absorber 1 can generate damping torques with different magnitudes in the forward driving and reverse driving modes.

[0062] In one embodiment, as Figure 1 shown, the control disk 14 includes a first control disk 141 and a second control disk 142 arranged on opposite sides of the driving disk 13; the shock absorption disk 16 includes a first shock absorption disk 165 and a second shock absorption disk 166 connected to the first shock absorption disk 165. An installation space 161 is defined between the first shock absorption disk 165 and the second shock absorption disk 166; the first inner cavity includes a first accommodation space 1611 and a second accommodation space 1612. A first accommodation space 1611 is formed between the first control disk 141 and the first shock absorption disk 165, and a second accommodation space 1612 is formed between the second control disk 142 and the second shock absorption disk 166; the first shock absorption assembly 11 includes a first damping disk 111 and a second damping disk 113; the first damping disk 111 is installed in the first accommodation space 1611, and the second damping disk 113 is installed in the second accommodation space 1612; it can be understood that the first damping disk 111, the second damping disk 113, and the shock absorption disk 16 remain relatively stationary; the first accommodation space 1611 can be a first groove provided at one end of the first shock absorption disk 165 facing the second shock absorption disk 166. The first control disk 141 is attached to the first shock absorption disk 165 and can cover the first groove. Both the first axial elastic member 112 and the first damping disk 111 are located in the first groove; similarly, the second accommodation space 1612 can be a second groove provided at one end of the second shock absorption disk 166 facing the first shock absorption disk 165. The second control disk 142 is attached to the second shock absorption disk 166 and can cover the second groove. The second damping disk 113 is located in the second groove.

[0063] The first damping disk 111 is frictionally connected to the end face of the first control disk 141 facing away from the driving disk 13, and the second damping disk 113 is frictionally connected to the end face of the second control disk 142 facing away from the driving disk 13. It can be understood that the friction surface of the first damping disk 111 is attached to the first control disk 141 so that the first damping disk 111 is frictionally connected to the first control disk 141; the friction surface of the second damping disk 113 is attached to the second control disk 142 so that the second damping disk 113 is frictionally connected to the second control disk 142.

[0064] In this embodiment, when the damping disc 16 compresses the elastic member 15 and rotates relative to the driving disc 13, there is no relative rotation between the first damping disc 111 and the first control disc 141, and there is also no relative rotation between the second damping disc 113 and the second control disc 142, but there is a tendency of relative movement. As a result, a large static friction force will be generated between the first damping disc 111 and the first control disc 141, and a large static friction force will also be generated between the second damping disc 113 and the second control disc 142. Thus, the damping disc 16, the first damping disc 111, the first control disc 141, the second control disc 142, and the second damping disc 113 rotate relative to the driving disc 13 as a whole; after rotating a certain angle, the first control disc 141 and the second control disc 142 will abut against the driving disc 13 in the circumferential direction, and thereafter there will be no relative rotation between the first control disc 141, the second control disc 142 and the driving disc 13; after the positive torque transmitted by the engine reaches the preset torque, the damping disc 16, the first damping assembly 11, the control disc 14, and the second damping assembly 12 rotate axially relative to the driving disc 13 together, and there is relative rotation between the second damping assembly 12 and the driving disc 13, so that a relatively small first damping torque will be generated between the second damping assembly 12 and the driving disc 13.

[0065] In this embodiment, a large static friction force can be generated between the first damping disc 111 and the first control disc 141, and a large static friction force can also be generated between the second damping disc 113 and the second control disc 142. Thus, the second damping torque is jointly generated by the friction force between the first damping disc 111 and the first control disc 141 and the friction force between the second damping disc 113 and the second control disc 142. The second damping torque can be adjusted by adjusting the first damping disc 111 and / or the second damping disc 113, which further improves the convenience of adjusting the second damping torque.

[0066] In one embodiment, as Figure 1 shown, a first annular convex portion 1411 is provided on the end surface of the first control disc 141 facing away from the driving disc 13, and the first damping disc 111 is sleeved on the first annular convex portion 1411 and is in frictional fit with the first control disc 141; a second annular convex portion 1421 is provided on the end surface of the second control disc 142 facing away from the driving disc 13; the second damping disc 113 is sleeved on the second annular convex portion 1421 and is in frictional fit with the second control disc 142. It can be understood that the first damping disc 111 is rotatably sleeved on the first annular convex portion 1411, and the second damping disc 113 is rotatably sleeved on the second annular convex portion 1421, thereby improving the compactness of the two-way shock absorber 1.

[0067] In one embodiment, as Figure 1As shown, the first vibration damping assembly 11 also includes a first axial elastic member 112 arranged on the side of the first damping disk 111 away from the first control disk 141; it can be understood that the first axial elastic member 112 includes but is not limited to a damping disc spring, and the first axial elastic member 112 is compressed between the first damping disk 111 and the vibration damping disk 16, so that the first axial elastic member 112 applies an axial clamping force to the first damping disk 111, the first control disk 141, the driving disk 13, the second control disk 142 and the second damping disk 113, so that the first damping disk 111 is pressed together with the first control disk 141, and the second damping disk 113 is pressed together with the second control disk 142, and the friction surface of the first damping disk 111 fits the first control disk 141, and the friction surface of the second damping disk 113 fits the second control disk 142.

[0068] The first damping disk 111 is provided with a first axial plug-in portion 1111, the first axial elastic member 112 is provided with a first plug-in groove 1121, the first vibration damping disk 165 is provided with a second plug-in groove 163, and the first axial plug-in portion 1111 is plugged into the first plug-in groove 1121 and the second plug-in groove 163; it can be understood that the first damping disk 111 is provided with a plurality of first axial plug-in portions 1111 distributed along the circumferential direction, and correspondingly, the first axial elastic member 112 is provided with a first plug-in groove 1121 distributed along the circumferential direction, and the first vibration damping disk 165 is provided with a plurality of second plug-in grooves 163 distributed along the axial direction, and the first axial plug-in portions 1111 are plugged into the first plug-in groove 1121 and the second plug-in groove 163 one by one.

[0069] The second damping disc 113 is provided with a second axial plug-in portion 1131, and the second vibration damping disc 166 is provided with a third plug-in groove 164, and the second axial plug-in portion 1131 is plugged into the third plug-in groove 164. It can be understood that the second damping disc 113 is provided with a plurality of second axial plug-in portions 1131 spaced apart along the circumferential direction, and correspondingly, the second vibration damping disc 166 is provided with a third plug-in groove 164 spaced apart along the circumferential direction, and the second axial plug-in portions 1131 are plugged into the third plug-in groove 164 one by one.

[0070] In this embodiment, the first axial plug-in portion 1111 is plugged into the first plug-in slot 1121 and the second plug-in slot 163, so that the vibration-damping disc 16, the first axial elastic member 112 and the first damping disc 111 are axially overlapped together; the second axial plug-in portion 1131 is plugged into the third plug-in slot 164, so that the vibration-damping disc 16 and the second damping disc 113 are axially overlapped together, thereby ensuring the stability of the bidirectional shock absorber 1. In addition, the maximum static friction between the first vibration-damping assembly 11 and the control disc 14 can be adjusted separately by the preload force of the first axial elastic member 112, thereby adjusting the second damping force.

[0071] In one embodiment, if Figure 1As shown, the control disk 14 includes a first control disk 141 and a second control disk 142 disposed on opposite sides of the drive disk 13. The second inner cavity includes a third accommodation space 1613 and a fourth accommodation space 1614. A third accommodation space 1613 is formed between the first control disk 141 and the drive disk 13, and a fourth accommodation space 1614 is formed between the second control disk 142 and the drive disk 13. The second vibration damping assembly 12 includes a third damping disk 121 and a fourth damping disk 123. The third damping disk 121 is installed in the third accommodation space 1613, and the fourth damping disk 123 is installed in the fourth accommodation space 1614. It can be understood that the third damping disk 121 and the fourth damping disk 123 are respectively installed on opposite sides of the drive disk 13. The first control disk 141 and the third damping disk 121 remain relatively stationary, and the second control disk 142 and the fourth damping disk 123 remain relatively stationary. The third accommodation space 1613 can be a third groove provided at one end of the first control disk 141 facing the drive disk 13. The drive disk 13 fits on the first control disk 141 and can function to cover the third groove. The second axial elastic member 122 and the third damping disk 121 are both located in the third groove. Similarly, the fourth accommodation space 1614 can be a fourth groove provided at one end of the second control disk 142 facing the drive disk 13. The drive disk 13 fits on the second control disk 142 and can function to cover the fourth groove. The fourth damping disk 123 is located in the fourth groove.

[0072] The third damping disk 121 is in frictional connection with the end face of the drive disk 13 facing the first control disk 141, and the fourth damping disk 123 is in frictional connection with the end face of the drive disk 13 facing the second control disk 142. It can be understood that the friction surface of the third damping disk 121 is in contact with the first end face of the drive disk 13 so that the third damping disk 121 is in frictional connection with the drive disk 13. The friction surface of the fourth damping disk 123 is in contact with the second end face of the drive disk 13 so that the fourth damping disk 123 is in frictional connection with the drive disk 13.

[0073] Specifically, the driving disk 13 rotates reversely to compress the elastic member 15, and the damping disk 16 rotates relative to the driving disk 13. Since the reverse torque of the driving disk 13 is small, the frictional force between the third damping disk 121 and the driving disk 13 is less than the maximum static frictional force between the third damping disk 121 and the driving disk 13, but there is a tendency of relative movement between the third damping disk 121 and the driving disk 13. Thus, there is a small frictional force between the third damping disk 121 and the driving disk 13, and the frictional force between the fourth damping disk 123 and the driving disk 13 is less than the maximum static frictional force between the fourth damping disk 123 and the driving disk 13, but there is a tendency of relative movement between the fourth damping disk 123 and the driving disk 13, and there is a small frictional force between the fourth damping disk 123 and the driving disk 13. After the driving disk 13 rotates to abut against the control disk 14, it will drive the first control disk 141 and the second control disk 142 to rotate together. At this time, the driving disk 13, the first control disk 141, the second control disk 142, the second damping assembly 12, the third damping disk 121, and the fourth damping disk 123 will rotate synchronously, and there will be no relative rotation between the third damping disk 121 and the driving disk 13 and between the fourth damping disk 123 and the driving disk 13. Due to the forward torque of the engine, the damping disk 16 and the first damping assembly 11 will rotate synchronously. Therefore, there will be relative rotation between the second damping assembly 12 and the driving disk 13, and thus a small second damping torque will be generated between the second damping assembly 12 and the driving disk 13.

[0074] In this embodiment, a small frictional force can be generated between the third damping disk 121 and the driving disk 13, and a small frictional force can also be generated between the fourth damping disk 123 and the driving disk 13. Thus, the first damping torque is jointly generated by the frictional force between the third damping disk 121 and the driving disk 13 and the frictional force between the fourth damping disk 123 and the driving disk 13. The first damping torque can be adjusted by adjusting the third damping disk 121 and / or the fourth damping disk 123, further improving the convenience of adjusting the first damping torque.

[0075] In one embodiment, as Figure 1 shown, third annular convex portions 131 and fourth annular convex portions 132 are respectively provided on opposite end faces of the driving disk 13; the third damping disk 121 is sleeved on the third annular convex portion 131 and is in frictional fit with the driving disk 13; the fourth damping disk 123 is sleeved on the fourth annular convex portion 132 and is in frictional fit with the driving disk 13. It can be understood that the third damping disk 121 is rotatably sleeved on the third annular convex portion 131, and the fourth damping disk 123 is rotatably sleeved on the fourth annular convex portion 132, thereby improving the compactness of the two-way shock absorber 1. Further, a spline groove penetrating through the third annular convex portion 131 and the fourth annular convex portion 132 is provided on the driving disk 13, and the driving disk 13 is connected to a vehicle transmission member through a sliding key inserted in the spline groove.

[0076] In one embodiment, as Figure 1 shown, the second damping assembly 12 further includes a second axial elastic member 122. The opposite sides of the second axial elastic member 122 are respectively abutted against the first control disc 141 and the third damping disc 121. Understandably, the second axial elastic member 122 includes, but is not limited to, damping disc springs, etc. The second axial elastic member 122 is compressed between the first control disc 141 and the third damping disc 121, so that the second axial elastic member 122 applies an axial pressing force to the third damping disc 121, the driving disc 13, and the fourth damping disc 123, causing the third damping disc 121, the driving disc 13, and the fourth damping disc 123 to be pressed together, and the third damping disc 121 and the fourth damping disc 123 respectively fit against the opposite end faces of the driving disc 13.

[0077] The third damping disc 121 is provided with a third axial insertion portion 1211, the second axial elastic member 122 is provided with a fourth insertion groove 1221, and the first control disc 141 is provided with a fifth insertion groove 1412. The third axial insertion portion 1211 is inserted into the fourth insertion groove 1221 and the fifth insertion groove 1412. Understandably, the third damping disc 121 is provided with a plurality of third axial insertion portions 1211 distributed at intervals in the circumferential direction. Correspondingly, the second axial elastic member 122 is provided with a plurality of fourth insertion grooves 1221 distributed at intervals in the circumferential direction, and the first control disc 141 is provided with a plurality of fifth insertion grooves 1412 distributed at intervals in the axial direction. The second axial insertion portions 1131 are inserted into the fourth insertion grooves 1221 and the fifth insertion grooves 1412 in one-to-one correspondence.

[0078] The fourth damping disc 123 is provided with a fourth axial insertion portion 1231, and the second control disc 142 is provided with a sixth insertion groove 1422. The fourth axial insertion portion 1231 is inserted into the sixth insertion groove 1422. Understandably, the fourth damping disc 123 is provided with a plurality of fourth axial insertion portions 1231 distributed at intervals in the circumferential direction. Correspondingly, the second control disc 142 is provided with a plurality of sixth insertion grooves 1422 distributed at intervals in the circumferential direction. The fourth axial insertion portions 1231 are inserted into the sixth insertion grooves 1422 in one-to-one correspondence.

[0079] In this embodiment, the third axial insertion portion 1211 is inserted into the fourth insertion groove 1221 and the fifth insertion groove 1412 so that the first control disc 141, the second axial elastic member 122, and the third damping disc 121 are axially stacked together; the fourth axial insertion portion 1231 is inserted into the sixth insertion groove 1422 so that the second control disc 142 and the fourth damping disc 123 are axially stacked together, ensuring the stability of the two-way shock absorber 1. In addition, the maximum static friction force between the second damping assembly 12 and the driving disc 13 can be individually adjusted by the pre-tightening force of the second axial elastic member 122, and then the first damping force can be adjusted.

[0080] In one embodiment, as Figures 1 to 5 shown, the driving disk 13 includes a driving body 135 and at least two driving arms 136 spaced apart from each other at the edge of the driving body 135; accommodation holes 133 are formed between two adjacent driving arms 136; it can be understood that an opening structure is formed between two adjacent driving arms 136, and the third annular convex portion 131 and the fourth annular convex portion 132 are respectively arranged on opposite end faces of the driving body 135.

[0081] The control disk 14 includes a first control disk 141 and a second control disk 142 arranged on opposite sides of the driving disk 13. At least two first docking portions 1413 extending into the accommodation holes 133 are provided on the first control disk 141, and at least two second docking portions 1423 extending into the accommodation holes 133 are provided on the second control disk 142; it can be understood that the first docking portions 1413 extend axially, and the second docking portions 1423 extend axially.

[0082] The first docking portions 1413 and the second docking portions 1423 are in one-to-one abutment. An accommodation space 144 is defined among the first docking portions 1413, the second docking portions 1423, the first control disk 141 and the second control disk 142; the driving body 135 is installed in the accommodation space 144, and the driving arms 136 extend out of the accommodation space 144 between two adjacent first docking portions 1413. It can be understood that the driving body 135 is rotatably installed in the accommodation space 144, and the first docking portions 1413 and the second docking portions 1423 can rotate in the accommodation holes 133 between two adjacent driving arms 136.

[0083] Specifically, during the process of the two-way shock absorber 1 reversely transmitting torque, the driving disk 13 drives the first control disk 141 and the second control disk 142 to rotate through the first docking portions 1413 or the second docking portions 1423 that are in contact with the inner wall of the accommodation holes 133. In this embodiment, the structure of the two-way shock absorber 1 is simple and the manufacturing cost is low.

[0084] In one embodiment, when the damping disk 16 rotates forward and drives a relative movement between the second damping assembly 12 and the driving disk 13, a first damping torque is generated between the second damping assembly 12 and the driving disk 13; when the driving disk 13 rotates reversely and drives a relative movement between the first damping assembly 11 and the control disk 14, a second damping torque is generated between the first damping assembly 11 and the control disk 14; the second damping torque is greater than the first damping torque.

[0085] Specifically, the forward torque of the engine is transmitted to the vibration damping disc 16, and the driving disc 13 is connected to the vehicle transmission component. When the forward torque transmitted by the engine (due to fluctuations, etc.) increases to a preset value, the frictional force between the second vibration damping component 12 and the driving disc 13 is greater than the maximum static frictional force between the second vibration damping component 12 and the driving disc 13. As a result, relative rotation will occur between the second vibration damping component 12 and the driving disc 13 (the frictional force between the first vibration damping component 11 and the control disc 14 has not reached the maximum static frictional force between the first vibration damping component 11 and the control disc 14, so the first vibration damping component 11 and the control disc 14 still remain relatively stationary). At this time, the vibration damping disc 16, the first vibration damping component 11, the control disc 14, and the second vibration damping component 12 rotate relative to the driving disc 13 as a whole. As a result, a first damping torque will be generated between the second vibration damping component 12 and the driving disc 13, and the first damping torque can weaken the torque fluctuation of the engine. When the driving disc 13 rotates reversely and compresses the elastic member 15, relative rotation occurs between the vibration damping disc 16 and the driving disc 13. After the driving disc 13 rotates a certain angle, it will drive the control disc 14 to rotate together through the control disc 14 and the first vibration damping component 11. At this time, the driving disc 13, the control disc 14, and the second vibration damping component 12 will rotate synchronously. Since the reverse torque of the driving disc 13 is small, the frictional force between the second vibration damping component 12 and the driving disc 13 is less than the maximum static frictional force between the second vibration damping component 12 and the driving disc 13. As a result, relative rotation will not occur between the second vibration damping component 12 and the driving disc 13. Due to the action of the forward torque of the engine, the vibration damping disc 16 and the first vibration damping component 11 will rotate forward synchronously. Therefore, relative rotation will occur between the first vibration damping component 11 and the driving disc 13, and a second damping torque will be generated between the first vibration damping component 11 and the control disc 14. The second damping torque can weaken the torque fluctuation transmitted from the vehicle transmission component to the engine.

[0086] As Figure 6 , Figure 8 and Figure 9 shown, another embodiment of the present invention further provides a torsional vibration damping device, including a torque limiter 2 and the above-mentioned two-way shock absorber 1. The torque limiter 2 is connected to the vibration damping disc 16. It can be understood that the torque limiter 2 is connected to the vehicle engine, and the torque limiter 2 can transmit the torsional moment of the engine to the vibration damping disc 16.

[0087] In one embodiment, as Figure 7As shown in the figure, the torque limiter 2 includes a first friction disk 21, a second friction disk 22, a connection disk 23, and a torque limiter disk 24 provided with an internal space (not shown in the figure). The first friction disk 21, the connection disk 23, and the second friction disk 22 are sequentially installed in the internal space. Both the first friction disk 21 and the second friction disk 22 are connected to the connection disk 23. The end face of the first friction disk 21 facing away from the connection disk 23 is in frictional connection with the torque limiter disk 24, and the end face of the second friction disk 22 facing away from the connection disk 23 is in frictional connection with the torque limiter disk 24; the connection disk 23 is connected to the damping disk 16. It can be understood that the friction surfaces of the first friction disk 21 and the second friction disk 22 can respectively fit the inner wall of the internal space; the torque of the engine is transmitted to the torque limiter disk 24, and the static friction force between the torque limiter disk 24 and the first friction disk 21 and the second friction disk 22 causes the torque limiter disk 24 to transmit the torque to the connection disk 23 and the damping disk 16 through the first friction disk 21 and the second friction disk 22. In this embodiment, the structure of the torque limiter 2 is simple and the manufacturing cost is low.

[0088] In one embodiment, as Figure 7 shown, the torque limiter 2 further includes a third axial elastic member 25 and a fixed disk 26; the first friction disk 21, the connection disk 23, the second friction disk 22, the fixed disk 26, and the third axial elastic member 25 are sequentially installed in the internal space. The friction surface of the first friction disk 21 at the end facing away from the connection disk 23 is in frictional connection with the inner wall of the internal space, and the friction surface of the second friction disk 22 at the end facing away from the connection disk 23 is in frictional connection with the fixed disk 26. It can be understood that the third axial elastic member 25 includes, but is not limited to, a disc spring, etc.; the third axial elastic member 25 is compressed between the fixed disk 26 and the torque limiter disk 24, so that the axial elastic force of the third axial elastic member 25 will cause the fixed disk 26, the second friction disk 22, the connection disk 23, the first friction disk 21, and the inner wall of the internal space to fit together. The friction surface of the first friction disk 21 fits the inner wall of the internal space, and the friction surface of the second friction disk 22 fits the fixed disk 26. In this embodiment, the axial pressure of the third axial elastic member 25 is adjustable, and the structure of the torque limiter 2 is compact and occupies a small space.

[0089] Further explained, when the two-way shock absorber 1 cannot completely absorb the torsional vibration from the engine or the road surface, slipping will occur between the first friction disk 21 and the inner wall of the internal space, and / or between the second friction disk 22 and the fixed disk 26, thereby cutting off the power transmission between the torque limiter disk 24 and the damping disk 16, and avoiding accidents caused by excessive transmitted torque that may damage the torsional vibration damping device.

[0090] In one embodiment, as Figure 5 and Figure 10As shown, a limiting groove 231 is provided on the connecting disk 23, and a limiting convex portion 134 is provided on the driving disk 13. The limiting convex portion 134 extends into the limiting groove 231 to limit the rotation angle of the driving disk 13 relative to the connecting disk 23. It can be understood that the first docking portion 1413 and the second docking portion 1423 can automatically rotate within the first angular range limited by the receiving hole 133; and the second limiting convex portion 134 of the driving disk 13 can rotate in the limiting groove 231 of the connecting disk 23, and the second limiting convex portion 134 can rotate within the second angular range limited by the limiting groove 231; wherein, the first angular range is greater than the second angular range.

[0091] Specifically, during the process of the two-way shock absorber 1 transmitting torque in the positive direction, relative rotation occurs between the first control disk 141 and the second control disk 142 and the driving disk 13, and the first docking portion 1413 and the second docking portion 1423 can automatically rotate within the first angular range limited by the receiving hole 133; at the same time, the limiting convex portion 134 of the driving disk 13 rotates in the limiting groove 231 until the limiting convex portion 134 abuts against the inner wall of the limiting groove 231, and the relative rotation between the control disk 14 and the driving disk 13 will disappear. In this embodiment, the limiting groove 231 can limit the rotation angle of the driving disk 13 through the limiting convex portion 134, avoiding accidents where the rotation angle of the driving disk 13 is too large.

[0092] In summary, the working principle of this torsional shock absorption device is as follows:

[0093] The forward torque of the engine is transmitted to the connecting disc 23 through the first friction disc 21 and the second friction disc 22. The connecting disc 23 transmits the torsion to the damping disc 16. The damping disc 16 rotates forward and compresses the elastic member 15. The damping disc 16 rotates relative to the driving disc 13. Due to the greater elastic force of the first axial elastic member 112 (the elastic force of the first axial elastic member 112 is greater than that of the second axial elastic member 122), there is no relative rotation between the first damping disc 111 and the first control disc 141, and there is also no relative rotation between the second damping disc 113 and the second control disc 142, but there is a tendency of relative movement. As a result, a large static friction force will be generated between the first damping disc 111 and the first control disc 141, and a large static friction force will also be generated between the second damping disc 113 and the first control disc 141. Thus, the damping disc 16, the first axial elastic member 112, the first damping disc 111, the first control disc 141, the second control disc 142, and the second damping disc 113 rotate relative to the driving disc 13 as a whole; the first docking portion 1413 and the second docking portion 1423 rotate within the first angular range limited by the receiving hole 133. At the same time, the limiting convex portion 134 of the driving disc 13 rotates within the second angular range limited by the limiting groove 231. Since the second angular range is smaller than the first angular range, the limiting convex portion 134 abuts against the inner wall of the limiting groove 231, and the relative rotation between the control disc 14 and the driving disc 13 will disappear. When the forward torque transmitted by the engine is greater than the preset torque, due to the maximum static friction force between the first damping assembly 11 and the control disc 14 being greater than the maximum static friction force between the second damping assembly 12 and the driving disc 13, the second damping assembly 12 rotates relative to the driving disc 13 preferentially with respect to the first damping assembly 11. At this time, the damping disc 16, the first damping assembly 11, the control disc 14, and the second damping assembly 12 rotate around the axis together with the driving disc 13. A relative rotation is generated between the second damping assembly 12 and the control disc 14. Thus, a relatively small first damping torque will be generated between the second damping assembly 12 and the driving disc 13.

[0094] During the process of the torsional vibration damping device transmitting reverse torque, the driving disk 13 rotates reversely and compresses the elastic member 15. The damping disk 16 rotates relatively to the driving disk 13. After the inner wall of the accommodating hole 133 abuts against the first docking portion 1413 or the second docking portion 1423, the driving disk 13 will drive the first control disk 141 and the second control disk 142 to rotate together. At this time, the driving disk 13, the first control disk 141, the second control disk 142, the second damping component 12, the third damping disk 121, the second axial elastic member 122 and the fourth damping disk 123 will rotate synchronously, and there will be no relative rotation between the third damping disk 121 and the driving disk 13 and between the fourth damping disk 123 and the driving disk 13; due to the forward torque of the engine, the damping disk 16 and the first damping component 11 will rotate synchronously. Therefore, there will be relative rotation between the first damping component 11 and the driving disk 13, and thus a relatively large second damping torque will be generated between the first damping component 11 and the control disk 14. When the speed difference disappears, the compressed elastic member 15 will drive the driving disk 13 to reset, and the driving disk 13 will drive the first control disk 141 and the second control disk 142 to reset through the first docking portion 1413 and the second docking portion 1423 respectively.

[0095] According to Figure 11 the torsional characteristic curve therein (the abscissa is the torsional angle between the damping disk 16 and the driving disk 13, and the ordinate represents the torque generated by the damping disk 16 or the driving disk 13 by compressing the elastic member and overcoming the friction force), the two curves in the figure respectively represent the torques generated by compressing and releasing the elastic member, and the two curves do not coincide; when the torsional vibration damping device transmits torque in the forward direction, at the same torsional angle, the torque difference between the two curves is small, and at this time, a relatively small first damping torque is required to overcome the fluctuation generated by the forward torque; when the torsional vibration damping device transmits torque in the reverse direction, at the same torsional angle, the torque difference between the two curves is large, and at this time, a relatively large second damping torque is required to overcome the fluctuation generated by the reverse torque.

[0096] Another embodiment of the present invention further provides a vehicle, including an engine, a transmission assembly and the above-mentioned torsional vibration damping device; the torque limiting disk 24 is connected to the engine; the driving disk 13 is connected to the transmission assembly. It can be understood that the engine can be fixedly connected to the torque limiting disk 24 by screws, bolts, etc., and the driving disk 13 can be fixedly connected to the driving disk 13 by splines, etc.

[0097] The above are only the preferred embodiments of the present invention, and are not intended to limit the present invention. Any modifications, equivalent replacements, and improvements made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A bidirectional shock absorber, characterized in that: It includes a first vibration damping assembly, a second vibration damping assembly, a driving plate, a control plate, an elastic member and a vibration damping plate; the vibration damping plate is provided with an installation space and an installation hole connected to the installation space; The first vibration damping assembly, the control disk, the second vibration damping assembly and the driving disk are installed in the installation space, the first vibration damping assembly is in driving connection with the vibration damping disk, and the second vibration damping assembly is in driving connection with the control disk; the first vibration damping assembly is in friction connection with the control disk, and the second vibration damping assembly is in friction connection with the driving disk; when the first vibration damping assembly and the control disk generate relative motion due to friction, the second vibration damping assembly and the driving disk remain relatively still; when the second vibration damping assembly and the driving disk generate relative motion due to friction, the first vibration damping assembly and the control disk remain relatively still; The driving disk is provided with a receiving hole connected to the mounting hole; the elastic member is installed in the mounting hole and the receiving hole, and opposite ends of the elastic member are in contact with the inner walls of the receiving hole and the mounting hole.

2. The bidirectional shock absorber according to claim 1, characterized in that: The installation space includes a first inner cavity arranged between the control disk and the vibration damping disk, and a second inner cavity arranged between the drive disk and the control disk; the first vibration damping assembly is installed in the first inner cavity and frictionally connected to the control disk, and the second vibration damping assembly is installed in the second inner cavity and frictionally connected to the drive disk.

3. The bidirectional shock absorber according to claim 2, characterized in that: The control disk comprises a first control disk and a second control disk arranged on opposite sides of the driving disk; the damping disk comprises a first damping disk and a second damping disk connected to the first damping disk, and the first damping disk and the second damping disk form the installation space; the first inner cavity comprises a first accommodating space and a second accommodating space, the first accommodating space is formed between the first control disk and the first damping disk, and the second accommodating space is formed between the second control disk and the second damping disk; The first vibration reduction assembly comprises a first damping disc and a second damping disc, the first damping disc is installed in the first accommodating space, and the second damping disc is installed in the second accommodating space; The first damping disk is frictionally connected to an end surface of the first control disk facing away from the driving disk, and the second damping disk is frictionally connected to an end surface of the second control disk facing away from the driving disk.

4. The bidirectional shock absorber according to claim 3, characterized in that: A first annular protrusion is provided on the end surface of the first control disk facing away from the driving disk, and the first damping disk is sleeved on the first annular protrusion and frictionally fits the first control disk; A second annular protrusion is provided on the end surface of the second control disk facing away from the driving disk; the second damping disk is sleeved on the second annular protrusion and frictionally fits with the second control disk.

5. The bidirectional shock absorber according to claim 3, characterized in that: The first vibration reduction assembly further includes a first axial elastic member disposed on a side of the first damping disk away from the first control disk; The first damping disc is provided with a first axial plug-in portion, the first axial elastic member is provided with a first plug-in slot, the first vibration-damping disc is provided with a second plug-in slot, and the first axial plug-in portion is plugged into the first plug-in slot and the second plug-in slot; The second damping disc is provided with a second axial plug-in portion, the second vibration-damping disc is provided with a third plug-in groove, and the second axial plug-in portion is plugged into the third plug-in groove.

6. The bidirectional shock absorber according to claim 2, characterized in that: The control disk comprises a first control disk and a second control disk arranged on opposite sides of the driving disk, the second inner cavity comprises a third accommodating space and a fourth accommodating space, the third accommodating space is formed between the first control disk and the driving disk, and the fourth accommodating space is formed between the second control disk and the driving disk; The second vibration reduction assembly includes a third damping disc and a fourth damping disc, the third damping disc is installed in the third accommodating space, and the fourth damping disc is installed in the fourth accommodating space; The third damping disk is frictionally connected to the end surface of the driving disk facing the first control disk, and the fourth damping disk is frictionally connected to the end surface of the driving disk facing the second control disk.

7. The bidirectional shock absorber according to claim 6, characterized in that: The opposite end surfaces of the driving disc are respectively provided with a third annular protrusion and a fourth annular protrusion; The third damping disc is sleeved on the third annular protrusion and frictionally fits with the driving disc; the fourth damping disc is sleeved on the fourth annular protrusion and frictionally fits with the driving disc.

8. The bidirectional shock absorber according to claim 6, characterized in that: The second vibration reduction assembly further comprises a second axial elastic member, and opposite side surfaces of the second axial elastic member are respectively in contact with the first control disk and the third damping disk; The third damping disc is provided with a third axial plug-in portion, the second axial elastic member is provided with a fourth plug-in slot, the first control disc is provided with a fifth plug-in slot, and the third axial plug-in portion is plugged into the fourth plug-in slot and the fifth plug-in slot; The fourth damping disc is provided with a fourth axial plug-in portion, the second control disc is provided with a sixth plug-in slot, and the fourth axial plug-in portion is plugged into the sixth plug-in slot.

9. The bidirectional shock absorber according to claim 1, characterized in that: The driving plate comprises a driving body and at least two driving arms spaced apart and arranged at the edge of the driving body; the receiving hole is formed between two adjacent driving arms; The control disk comprises a first control disk and a second control disk arranged at opposite sides of the driving disk, the first control disk is provided with at least two first docking portions extending into the accommodating hole, and the second control disk is provided with at least two second docking portions extending into the accommodating hole; The first docking portion and the second docking portion are in one-to-one correspondence with each other, and a containing space is enclosed between the first docking portion, the second docking portion, the first control disk and the second control disk; The driving body is installed in the accommodating space, and the driving arm extends out of the accommodating space from between two adjacent first docking portions.

10. The bidirectional shock absorber according to any one of claims 1 to 9, characterized in that: When the vibration damping plate rotates in the forward direction and drives the second vibration damping assembly and the driving plate to generate relative motion, a first damping torque is generated between the second vibration damping assembly and the driving plate; When the driving disk rotates in the opposite direction and drives the first vibration reduction assembly and the control disk to generate relative motion, a second damping torque is generated between the first vibration reduction assembly and the control disk; The second damping torque is greater than the first damping torque.

11. A torsional vibration damping device, characterized in that: It comprises a torque limiter and the bidirectional shock absorber according to any one of claims 1 to 10, wherein the torque limiter is connected to the shock absorber plate.

12. The torsional vibration damping device according to claim 11, characterized in that: The torque limiter includes a first friction plate, a second friction plate, a connecting plate and a torque limiting plate provided with an internal space, wherein the first friction plate, the connecting plate and the second friction plate are sequentially installed in the internal space, the first friction plate and the second friction plate are both connected to the connecting plate, the end surface of the first friction plate facing away from the connecting plate is frictionally connected to the torque limiting plate, the end surface of the second friction plate facing away from the connecting plate is frictionally connected to the torque limiting plate; the connecting plate is connected to the damping plate.

13. The torsional vibration damping device according to claim 12, characterized in that: The torque limiter also includes a third axial elastic member and a fixed plate; the first friction plate, the connecting plate, the second friction plate, the fixed plate and the third axial elastic member are sequentially installed in the internal space, the friction surface of the first friction plate facing away from the connecting plate is frictionally connected to the inner wall of the internal space, and the friction surface of the second friction plate facing away from the connecting plate is frictionally connected to the fixed plate.

14. The torsional vibration damping device according to claim 13, characterized in that: The connecting disk is provided with a limiting groove, and the driving disk is provided with a limiting convex portion, and the limiting convex portion extends into the limiting groove to limit the rotation angle of the driving disk relative to the connecting disk.

15. A vehicle, characterized in that: It comprises an engine, a transmission assembly and a torsional vibration reduction device as claimed in any one of claims 11 to 14; the torsion limiting plate is connected to the engine; and the drive plate is connected to the transmission assembly.

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