Torque limiting mechanism for vehicle and vibration damper for vehicle

Abstract

A torque limiting mechanism for a vehicle is provided. In the torque limiting mechanism, two pressure plates (12, 13) are arranged in the axial direction (A) so as to sandwich a carrier plate (11). The outer peripheral portion of the diaphragm spring (14) is fixed to one of the two pressing plates (12, 13), the inner peripheral portion of the diaphragm spring (14) abuts against the other pressing plate (13) of the two pressing plates (12, 13), and the diaphragm spring (14) applies spring force to the two pressing plates (12, 13) towards the carrier plate (11). The two friction portions (12a, 13a) are respectively located between the carrier plate (11) and the corresponding pressing plates (12, 13), and torque can be transmitted between the carrier plate (11) and the two pressing plates (12, 13) through the two friction portions (12a, 13a). According to the torque limiting mechanism, the structure is simplified, and the cost is reduced. A shock absorber for a vehicle including the torque limiting mechanism is also provided.

Description

Technical Field

[0001] The present application relates to the field of torque limitation for vehicles, and more particularly to a torque limiting mechanism for vehicles and a vehicle shock absorber including the torque limiting mechanism. Background Art

[0002] In existing vehicles, there is a limit to the magnitude of the torque of the power source that can be transmitted. Therefore, a torque limiting mechanism is usually provided between the power source and the transmission to achieve the torque limiting function. For example, a torque limiting mechanism is disclosed in a US patent application with publication number US2014094321A, Figure 1 which shows a partial structure of the torque limiting mechanism.

[0003] The torque limiting mechanism 10 as a whole has an annular shape, and the torque limiting mechanism 10 has an axial direction A along its central axis and a radial direction R perpendicular to the axial direction A. Specifically, as Figure 1 shown, the torque limiting mechanism 10 includes a carrier plate 101, a first friction portion 102a, a second friction portion 103a, a first pressing plate 102, a second pressing plate 103, an additional support plate 104, and a diaphragm spring 105 that are coaxially assembled together. The first friction portion 102a and the second friction portion 103a are arranged side by side and are respectively located on both axial sides of the carrier plate 101. The first friction portion 102a faces one axial side ( Figure 1 the left side in Figure 1 ), and the second friction portion 103a faces the other axial side (

[0004] the right side in ). The first pressing plate 102 abuts against the first friction portion 102a from one axial side. The second pressing plate 103 abuts against the second friction portion 103a from the other axial side. The second pressing plate 103 is also fixed to the additional support plate 104, and the additional support plate 104 extends by bending to one axial side of the first pressing plate 102. In the axial direction A, the diaphragm spring 105 is located between the additional support plate 104 and the first pressing plate 102. The outer peripheral portion of the diaphragm spring 105 abuts against the additional support plate 104, and the inner peripheral portion of the diaphragm spring 105 abuts against the first pressing plate 102. In this way, the spring force of the diaphragm spring 105 causes the first pressing plate 102 and the second pressing plate 103 to tightly press the carrier plate 101 and the friction portions 102a, 103a therebetween. Thus, while transmitting torque by using the frictional torque generated between the carrier plate 101 and the pressing plates 102, 103 and the friction portions 102a, 103a, the carrier plate 101 and the pressing plates 102, 103 and the friction portions 102a, 103a can also function to limit the magnitude of the torque that can be transmitted. Summary of the Utility Model

[0005] This application is made in view of the deficiencies of the above-mentioned prior art. One object of this application is to provide a novel torque limiting mechanism for a vehicle, which is simpler in structure and lower in manufacturing cost compared with the torque limiting mechanism described in the above background art. Another object of this application is to provide a vehicle shock absorber including the above-mentioned torque limiting mechanism for a vehicle, which can attenuate torsional vibration of the power source of the vehicle while exerting the function of torque limitation.

[0006] To achieve the above object, this application adopts the following technical solutions.

[0007] This application provides a torque limiting mechanism for a vehicle as follows. The torque limiting mechanism for a vehicle has an axial direction, a radial direction and a circumferential direction and includes a carrier plate, two friction parts, two pressure plates and a diaphragm spring.

[0008] The two pressure plates are arranged sandwiching the carrier plate in the axial direction. The outer peripheral part of the diaphragm spring is fixed to one of the two pressure plates, and the inner peripheral part of the diaphragm spring abuts against the other of the two pressure plates. The diaphragm spring applies a spring force towards the carrier plate to the two pressure plates. The two friction parts are respectively located between the carrier plate and the corresponding pressure plate, and torque can be transmitted between the carrier plate and the two pressure plates via the two friction parts.

[0009] In an alternative technical solution, the two pressure plates include a first pressure plate and a second pressure plate. The first pressure plate is formed by bending. The first pressure plate includes a radial part and an axial part that are fixed to each other. The radial part extends along the radial direction, and the axial part extends from the radial part along the axial direction towards the second pressure plate. The outer peripheral part of the diaphragm spring is fixed to the axial part.

[0010] In another alternative technical solution, the second pressure plate is formed with a plurality of through holes that penetrate along the axial direction. The plurality of through holes are arranged at intervals in the circumferential direction, and the axial part extends through the through holes from one axial side of the second pressure plate.

[0011] In another alternative technical solution, the outer peripheral part of the diaphragm spring is fixed to the part of the axial part located on the other axial side of the second pressure plate, and the inner peripheral part of the diaphragm spring abuts against the second pressure plate from the other axial side of the second pressure plate.

[0012] This application also provides a vehicle shock absorber as follows. It includes a shock absorbing mechanism and the torque limiting mechanism according to any one of the above technical solutions. The torque limiting mechanism and the shock absorbing mechanism are in transmission connection and arranged coaxially. The torque limiting mechanism is used to limit the magnitude of the torque that the vehicle shock absorber can transmit, and the shock absorbing mechanism is used to attenuate the torsional vibration of the transmitted torque.

[0013] In an alternative technical solution, the damping mechanism includes a flange, a side plate assembly, and a plurality of damping springs. The side plate assembly includes two side plates that are spaced apart in the axial direction across the flange and fixed to each other. Torque is transmitted between the flange and the side plate assembly through the plurality of damping springs. One of the flange and the side plate assembly is used to receive torque from a power source of the vehicle, and the other of the flange and the side plate assembly is in driving connection with a carrier plate of the torque limiting mechanism.

[0014] In another alternative technical solution, the carrier plate is fixed to the side plate assembly. The vehicle shock absorber further includes a hub core for outputting torque to the outside, and the second pressing plate is fixed to the hub core.

[0015] In another alternative technical solution, one of the first pressing plate and a side plate of the side plate assembly is made of the same sheet material.

[0016] In another alternative technical solution, the other of the two pressing plates also serves as a shock absorber cover of the vehicle shock absorber.

[0017] In another alternative technical solution, the vehicle shock absorber further includes a flywheel mass, and the flywheel mass is fixed to one of the flange and the side plate assembly.

[0018] By adopting the above technical solutions, the present application provides a novel vehicle torque limiting mechanism and a vehicle shock absorber including the torque limiting mechanism. The torque limiting mechanism includes a carrier plate, two friction parts, two pressing plates, and a diaphragm spring. The two pressing plates are arranged to sandwich the carrier plate in the axial direction. The outer peripheral part of the diaphragm spring is fixed to one of the two pressing plates, and the inner peripheral part of the diaphragm spring abuts against the other of the two pressing plates. The diaphragm spring applies a spring force towards the carrier plate to the two pressing plates, and the two friction parts are respectively located between the carrier plate and the corresponding pressing plates. Torque can be transmitted between the carrier plate and the two pressing plates via the two friction parts. Thus, compared with the torque limiting mechanism described in the background art, the vehicle torque limiting mechanism of the present application saves an additional support plate, thereby simplifying the structure and reducing the cost. In addition, the vehicle shock absorber including the above vehicle torque limiting mechanism can attenuate the torsional vibration of the power source of the vehicle while exerting the torque limiting function. Description of the Drawings

[0019] Figure 1 is a cross-sectional schematic view showing a partial structure of an existing torque limiting mechanism.

[0020] Figure 2It is a cross-sectional schematic view showing a partial structure of a vehicle shock absorber according to an embodiment of the present application. The shock absorber includes a torque limiting mechanism and a shock absorbing mechanism, and the hatching is omitted in the figure.

[0021] Explanation of reference numerals

[0022] 10 Torque limiting mechanism 101 Carrier plate 102a First friction part 103a Second friction part 102 First pressing plate 103 Second pressing plate 104 Additional support plate 105 Diaphragm spring

[0023] 1 Torque limiting mechanism 11 Carrier plate 12a First friction part 13a Second friction part 12 First pressing plate 121 Radial part 122 Axial part 13 Second pressing plate 13h Through hole 14 Diaphragm spring

[0024] 2 Shock absorbing mechanism 21 Flange 22 First side plate 23 Second side plate 24 Shock absorbing spring 25 Hub core 26 Friction damping mechanism

[0025] 3 Flywheel mass

[0026] R Radial A Axial O Central axis. Detailed implementation manners

[0027] The exemplary embodiments of the present application will be described below with reference to the accompanying drawings. It should be understood that these specific descriptions are only used to teach those skilled in the art how to implement the present application, and are not used to exhaust all feasible ways of the present application, nor to limit the scope of the present application.

[0028] In the present application, unless otherwise specified, the axial direction, the radial direction, and the circumferential direction respectively refer to the axial direction, the radial direction, and the circumferential direction of the vehicle shock absorber (the vehicle torque limiting mechanism); one axial side refers to Figure 2 the left side in Figure 2 (for example, the side where the power source is located), and the other axial side refers to Figure 2 the right side in Figure 2 (for example, the side where the transmission is located); the outer radial side refers to the side that is radially away from the central axis O of the vehicle shock absorber ( Figure 2 the upper side in Figure 2 ), and the inner radial side refers to the side that is radially close to the central axis O of the vehicle shock absorber ( Figure 2 the lower side in Figure 2 ).

[0029] In the present application, "driving connection" means that two components are connected in a manner that can transmit driving force / torque, and these two components can be directly connected or indirectly connected.

[0030] First, the structure and function of a vehicle shock absorber according to an embodiment of the present application will be described below with reference to the accompanying drawings.

[0031] The shock absorber for a vehicle according to an embodiment of the present application has an overall disc shape. As Figure 2 shown, the shock absorber for a vehicle includes a torque limiting mechanism 1 and a shock absorbing mechanism 2 assembled coaxially together. In this embodiment, the torque limiting mechanism 1 is drivingly connected to the shock absorbing mechanism 2 so that torque can be transmitted between a power source (such as an engine) of the vehicle and a transmission of the vehicle via the torque limiting mechanism 1 and the shock absorbing mechanism 2.

[0032] The structure of the torque limiting mechanism 1 will be described first below.

[0033] Specifically, in this embodiment, the torque limiting mechanism 1 includes a carrier plate 11, two friction portions 12a and 13a, two pressure plates 12 and 13, and a diaphragm spring 14. The carrier plate 11, the two friction portions 12a and 13a, the two pressure plates 12 and 13, and the diaphragm spring 14 are assembled together coaxially.

[0034] In this embodiment, the carrier plate 11 has an annular shape. The carrier plate 11 is fixedly connected to the second side plate 23 of the shock absorbing mechanism 2 for receiving torque from the shock absorbing mechanism 2.

[0035] In this embodiment, the two friction portions 12a, 13a include a first friction portion 12a located on one axial side of the carrier plate 11 and corresponding to the first pressure plate 12 and a second friction portion 13a located on the other axial side of the carrier plate 11 and corresponding to the second pressure plate 13. The first friction portion 12a and the second friction portion 13a are arranged on both axial sides of the carrier plate 11 in a manner of sandwiching the carrier plate 11 and abut against the carrier plate 11 from both axial sides. Specifically, in this embodiment, the first friction portion 12a can generate a frictional torque between the carrier plate 11 and the first side plate 12, and the second friction portion 13a can generate a frictional torque between the carrier plate 11 and the second side plate 13. In this way, by using the frictional torque between the carrier plate 11 and the two friction portions 12a, 13a and the frictional torque between the two pressure plates 12, 13 and the two friction portions 12a, 13a, the carrier plate 11 is drivingly connected to the two pressure plates 12, 13 via the two friction portions 12a, 13a.

[0036] In an alternative embodiment, the first friction portion 12a can be disposed on the first pressing plate 12 by using a corresponding mounting structure (such as a snap connection structure), and the first friction portion 12a abuts against the carrier plate 11, so that the carrier plate 11 and the first pressing plate 12 transmit torque by means of the first friction portion 12a; the second friction portion 13a is disposed on the second pressing plate 13 by using a corresponding mounting structure (such as a snap connection structure), and the second friction portion 13a abuts against the carrier plate 11, so that the carrier plate 11 and the second pressing plate 13 transmit torque by means of the second friction portion 13a. In another alternative embodiment, both the first friction portion 12a and the second friction portion 13a are mounted on the carrier plate 11, so that the carrier plate 11 and the two pressing plates 12 and 13 are in driving connection through the frictional torques between the two friction portions 12a and 13a and the two pressing plates 12 and 13.

[0037] In the present embodiment, both of the two pressing plates 12 and 13 have an annular shape. The two pressing plates 12 and 13 are arranged at intervals in the axial direction A with the carrier plate 11 and the two friction portions 12a and 13a therebetween. The two pressing plates 12 and 13 include a first pressing plate 12 located on one axial side of the carrier plate 11 and a second pressing plate 13 located on the other axial side of the carrier plate 11.

[0038] Specifically, the first pressing plate 12 is formed by bending. The first pressing plate 12 includes a radial portion 121 and an axial portion 122 formed integrally. The radial portion 121 extends along the radial direction R, and the axial portion 122 extends from the radially outer end of the radial portion 121 along the axial direction A toward the second pressing plate 13 (toward the other axial side). The second pressing plate 13 is formed with a plurality of through holes 13h penetrating along the axial direction A, and the plurality of through holes 13h can be uniformly arranged at intervals in the circumferential direction. The axial portion 122 of the first pressing plate 12 can be formed with tooth-shaped protrusions corresponding to these through holes 13h, and these protrusions are also uniformly arranged at intervals in the circumferential direction and the number thereof is the same as the number of the through holes 13h, so that each protrusion can pass through the corresponding through hole 13h from one axial side of the second pressing plate 13 to extend to the other axial side of the second pressing plate 13. The protrusions of the axial portion 122 are also fixed to the outer peripheral portion of the diaphragm spring 14. For example, the protrusion can be formed with a snap hole penetrating in the radial direction R, and the outer peripheral portion of the diaphragm spring 14 is formed with a tooth-shaped snap portion capable of being snap-connected to the snap hole, and the snap portion extends into the corresponding snap hole, so that the diaphragm spring 14 is fixed relative to the axial portion 122 of the first pressing plate 12. The above-mentioned matching relationship between the axial portion 122 and the through holes 13h is not only used to make the spring force of the diaphragm spring 14 act on the two pressing plates 12 and 13, but also helps the two pressing plates 12 and 13 to be centered with each other.

[0039] In this embodiment, the diaphragm spring 14 is disposed at a position axially opposite to the second pressure plate 13. The outer peripheral portion of the diaphragm spring 14 is fixed to the portion of the axial part 121 of the first pressure plate 12 that is axially opposite to the second pressure plate 13, and the inner peripheral portion of the diaphragm spring 14 abuts against the second pressure plate 13, so that under the action of the spring force of the diaphragm spring 14, the two pressure plates 12 and 13, the two friction portions 12a and 13a, and the carrier plate 11 are pressed against each other.

[0040] Thus, the torque limiting mechanism 1 can transmit a torque not exceeding its torque capacity (determined by the frictional torque between the carrier plate 11, the two pressure plates 12 and 13, and the two friction portions 12a and 13a) to the vibration damping mechanism 2. Once the transmitted torque exceeds the torque capacity of the torque limiting mechanism 1, slipping will occur between the carrier plate 11 or the two pressure plates 12 and 13 and the two friction portions 12a and 13a, thereby avoiding the transmission of excessive torque.

[0041] The structure of the vibration damping mechanism 2 will be described below.

[0042] In this embodiment, as Figure 2 shown, the vibration damping mechanism 2 includes a flange 21, a side plate assembly (including a first side plate 22 and a second side plate 23 fixed to each other), a vibration damping spring 24, a hub core 25, and a friction damping mechanism 26.

[0043] In this embodiment, the flange 21 has an annular shape. The flange 21 is located between the two side plates 22 and 23 in the axial direction A coaxially with the two side plates 22 and 23, and after the entire vibration damping mechanism 2 is installed, the flange 21 can rotate relative to the two side plates 22 and 23 within a predetermined range in the circumferential direction. The flange 21 is formed with mounting holes for mounting the vibration damping springs 24 that penetrate in the axial direction A. The number of the mounting holes is the same as the number of the vibration damping springs 24 and the plurality of mounting holes are evenly distributed in the circumferential direction. The length of each mounting hole can be substantially the same as the initial length of the vibration damping spring 24 when it is not compressed, so that the mounting hole 21h cooperates with the window of the first side plate 22 and the window of the second side plate 23 to form a vibration damping spring mounting portion. In this embodiment, the flange 21 is connected to the flywheel mass 3 through a connecting member, so as to receive the torque of the vehicle power source (such as an engine).

[0044] In this embodiment, both side plates 22 and 23 have a circular ring shape and are arranged coaxially with the flange 21. The two side plates 22 and 23 include a first side plate 22 located on one axial side of the flange 21 and a second side plate 23 located on the other axial side of the flange 21. The first side plate 22 and the second side plate 23 are oppositely arranged with the flange 21 therebetween in the axial direction A. The first side plate 22 and the second side plate 23 are fixedly connected together so that the two side plates 22 and 23 can act as a whole. In addition, as described above, the second side plate 23 is fixed to the carrier plate 11 of the torque limiting mechanism 1, so that a transmission connection can be formed between the torque limiting mechanism 1 and the vibration damping mechanism 2 by using this structure.

[0045] Further, the first side plate 22 is formed with windows for mounting the vibration damping springs 24, and the second side plate 23 is formed with windows for mounting the vibration damping springs 24. The number of windows of the first side plate 22 and the number of windows of the second side plate 23 are both the same as the number of the vibration damping springs 24. The windows of the first side plate 22 are evenly distributed in the circumferential direction, and the length of each window of the first side plate 22 can be approximately equal to the initial length of the vibration damping spring 24 when it is not compressed. The windows of the second side plate 23 are evenly distributed in the circumferential direction. The length of each window of the second side plate 23 can be approximately equal to the initial length of the vibration damping spring 24 when it is not compressed. When the first side plate 22 and the second side plate 23 are fixedly connected together, the windows of the two side plates 22 and 23 are opposite to each other in the axial direction A, and a pair of windows correspond to one mounting hole of the flange 21 to form a vibration damping spring mounting portion. When the vibration damping spring 24 is mounted in the vibration damping spring mounting portion, the vibration damping spring 24 is limited in the axial direction A, the radial direction R, and the circumferential direction.

[0046] In this embodiment, the vibration damping springs 24 can all be cylindrical helical springs and can have the same size. Each vibration damping spring 24 is respectively mounted in the corresponding vibration damping spring mounting portion, so that when the flange 21 rotates relative to the first side plate 22 and the second side plate 23, the vibration damping spring 24 is compressed, so that the vibration damping spring 24 can play a role in attenuating torsional vibration when torque is transmitted between the first side plate 22 and the second side plate 23 and the flange 21 via the vibration damping spring 24. The vibration damping spring 24 can mainly play a role in attenuating torsional vibration when the engine is in a normal working state.

[0047] In this embodiment, the hub core 25 is formed in a cylindrical shape and is fixedly connected to the second pressing plate 13 of the torque limiting mechanism 1. The hub core 25 can be formed with internal splines. The internal splines are used to engage with the external splines of the input shaft of the transmission, and the torque can be finally transmitted to the input shaft of the transmission through the hub core 25. In addition, the hub core 25 also plays a role in radially supporting and limiting the flange 21 and the side plate assembly.

[0048] In this embodiment, the friction damping mechanism 26 includes a friction ring and a diaphragm spring disposed between the flange 21 and the two side plates 22, 23. These friction rings provide friction damping during the relative rotation of the flange 21 with respect to the two side plates 22, 23.

[0049] By adopting the vehicle shock absorber with the above structure, when the transmitted torque does not exceed the torque capacity of the torque limiting mechanism 1, the torque from the power source can be transmitted to the transmission via the torque limiting mechanism 1 and the shock absorbing mechanism 2. Specifically, the torque transmission path from the power source is as follows: flywheel mass 3 → flange 21 → shock absorbing spring 24 → two side plates 22, 23 → carrier plate 11 → two friction portions 12a, 13a → two pressure plates 12, 13 → hub core 25. During the transmission of torque in the above transmission path, torsional vibration is effectively attenuated by the shock absorbing spring 24. When the transmitted torque exceeds the torque capacity of the torque limiting mechanism 1, relative rotation and slipping occur between the carrier plate 11 or the two pressure plates 12, 13 and the two friction portions 12a, 13a, effectively preventing the vehicle shock absorber from transmitting excessive torque and causing unexpected impacts on other components. Moreover, the structure of the torque limiting mechanism 1 according to the present application is simple and has a low cost.

[0050] It should be understood that the above embodiments are merely exemplary and are not intended to limit the present application. Those skilled in the art can make various modifications and changes to the above embodiments under the teaching of the present application without departing from the scope of the present application. Additionally, the following supplementary explanations are provided.

[0051] i. In the above embodiments, it is illustrated that the second side plate 23 is fixed to the carrier plate 11 and the second pressure plate 13 is fixed to the hub core 25, but the present application is not limited thereto. For example, the flange can be fixed to the carrier plate and the side plate assembly can be fixed to the flywheel mass; or the second side plate can be fixed to any one of the pressure plates and the carrier plate can be fixed to the hub core. These alternative solutions can all achieve the same functions as the above embodiments.

[0052] ii. To further reduce costs, the second side plate 23 and the first pressure plate 12 can be supported by plates of the same material and the same thickness. In a more suitable solution, since the radially outer end of the second side plate 23 is aligned with the radially inner end of the first pressure plate 12, that is, the radial dimensions of the second side plate 12 and the first pressure plate 12 match, the second side plate 23 and the first pressure plate 12 can be made of the same plate (such as a steel plate), which can further reduce the manufacturing cost. The processing here includes but is not limited to processing means such as stamping and hardening.

[0053] iii. It can be understood that in addition to the above shock absorbing spring 24, the shock absorbing mechanism 2 of the vehicle shock absorber according to the present application can further include a pre-shock absorbing spring and / or a centrifugal pendulum mechanism disposed on the two side plates 22, 23, etc.

[0054] In addition, in the present application, the number of pre-damping springs and the number of damping springs 24 can be selected as required. The pre-damping springs and the damping springs 24 can be linear helical springs, arc-shaped helical springs, rubber springs, or a combination or combination of helical springs and rubber springs.

[0055] When the pre-damping springs and the damping springs 24 are linear helical springs, preferably, each damping spring 24 is received in the corresponding damping spring mounting portion in such a manner that its longitudinal direction is consistent with the direction of a tangent to the circumference of the damper; when the pre-damping springs and the damping springs 24 (the damping springs 24 can also be referred to as main damping springs) are arc-shaped helical springs, preferably, each damping spring 24 is received in the corresponding damping spring mounting portion in such a manner that its longitudinal direction is consistent with the circumference of the damper.

[0056] The damping springs 24 can be arranged in a circumferentially uniform distribution or in a non-uniform circumferential distribution. At the same time, the sizes of the individual damping springs 24 can also be different.

[0057] The spring coefficient of the pre-damping spring is less than the spring coefficient of the damping spring 24, thereby enabling the damping of initial vibration shocks or the initial damping of large vibration shocks.

[0058] iv. In the above embodiment, the second pressure plate 23 also serves as the damper cover of the entire damper, and the diaphragm spring 14 is located on the other axial side (the side where the transmission is located) of the second pressure plate 23. Therefore, the diaphragm spring 14 is also referred to as the upper diaphragm spring.

Claims

1. A torque limiting mechanism for a vehicle, characterized in that, The vehicle torque limiting mechanism (1) has an axial direction (A), a radial direction (R), and a circumferential direction and includes a carrier plate (11), two friction portions (12a, 13a), two pressure plates (12, 13), and a diaphragm spring (14). The two pressure plates (12, 13) are arranged sandwiching the carrier plate (11) in the axial direction (A). The outer peripheral portion of the diaphragm spring (14) is fixed to one of the two pressure plates (12, 13), i.e., the first pressure plate (12). The inner peripheral portion of the diaphragm spring (14) abuts against the other pressure plate (13) of the two pressure plates (12, 13). The diaphragm spring (14) applies a spring force toward the carrier plate (11) to the two pressure plates (12, 13). The two friction portions (12a, 13a) are respectively located between the carrier plate (11) and the corresponding pressure plates (12, 13), and torque can be transmitted between the carrier plate (11) and the two pressure plates (12, 13) via the two friction portions (12a, 13a).

2. The torque limiting mechanism for a vehicle according to claim 1, characterized in that, The two pressure plates (12, 13) include a first pressure plate (12) and a second pressure plate (13). The first pressure plate (12) is formed by bending. The first pressure plate (12) includes a radial portion (121) and an axial portion (122) that are fixed to each other. The radial portion (121) extends along the radial direction (R), and the axial portion (122) extends from the radial portion (121) along the axial direction (A) toward the second pressure plate (13). The outer peripheral portion of the diaphragm spring (14) is fixed to the axial portion (122).

3. The torque limiting mechanism for a vehicle according to claim 2, characterized in that, The second pressure plate (13) is formed with a plurality of through holes (13h) that penetrate along the axial direction (A). The plurality of through holes (13h) are arranged at intervals in the circumferential direction. The axial portion (122) extends through the through holes (13h) from the axial one side of the second pressure plate (13).

4. The torque limiting mechanism for a vehicle according to claim 3, characterized in that, The outer peripheral portion of the diaphragm spring (14) is fixed to the portion of the axial portion (122) located on the axial other side of the second pressure plate (13). The inner peripheral portion of the diaphragm spring (14) abuts against the second pressure plate (13) from the axial other side of the second pressure plate (13).

5. A shock absorber for a vehicle, characterized in that, The vehicle shock absorber includes a shock absorbing mechanism (2) and the torque limiting mechanism (1) according to any one of claims 2 to 4. The torque limiting mechanism (1) and the shock absorbing mechanism (2) are in transmission connection and arranged coaxially. The torque limiting mechanism (1) is used to limit the magnitude of the torque that the vehicle shock absorber can transmit, and the shock absorbing mechanism (2) is used to attenuate the torsional vibration of the transmitted torque.

6. The shock absorber for a vehicle according to claim 5, characterized in that, The vibration damping mechanism (2) comprises a flange (21), a side plate assembly and a plurality of vibration damping springs (24); the side plate assembly comprises two side plates (22, 23) which are arranged spaced apart in the axial direction (A) with the flange (21) interposed therebetween and fixed to each other; torque is transmitted between the flange (21) and the side plate assembly via the plurality of vibration damping springs (24); one of the flange (21) and the side plate assembly is used to receive torque from a power source of the vehicle; the other of the flange (21) and the side plate assembly is drivingly connected to a carrier plate (11) of the torque limiting mechanism (1).

7. The shock absorber for a vehicle according to claim 6, wherein The carrier plate (11) is fixed to the side plate assembly, the vehicle shock absorber further comprises a hub core (25) for outputting torque to the outside, and the second pressure plate is fixed to the hub core (25).

8. The shock absorber for a vehicle according to claim 6 or 7, characterized in that, The first pressing plate (12) and one of the side plates (23) in the side plate assembly are made from the same plate material.

9. The shock absorber for a vehicle according to claim 6 or 7, characterized in that, The other of the two pressure plates (12, 13) (13) also serves as a shock absorber cover of the vehicle shock absorber.

10. The shock absorber for a vehicle according to claim 6 or 7, characterized in that, The vehicle shock absorber further comprises a flywheel mass (3), wherein the flywheel mass (3) is fixed to the flange (21) and the one of the side plate assembly.

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