Automotive half shaft damper of wide frequency range
By employing a multi-mass block and gradient density design in the automotive half-shaft damper, combined with a heat dissipation system, the problem of the narrow frequency range of traditional dampers is solved, achieving effective damping and durability over a wide frequency range.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- 浙江富杰德汽车系统股份有限公司
- Filing Date
- 2025-08-18
- Publication Date
- 2026-06-05
AI Technical Summary
Traditional automotive half-shaft shock absorbers have a narrow effective frequency range, which cannot effectively cover the vibration needs of automobiles under different driving speeds and road conditions, resulting in noise and body vibration. Furthermore, long-term use may accelerate component fatigue damage.
Design a wide frequency range automotive half-shaft shock absorber, employing at least two mass blocks and a gradient density design, combined with an annular spacer and a heat dissipation system to form multiple independent 'mass-spring' subsystems. By superimposing multiple subsystems, the damping frequency range is widened, and the temperature is controlled by the heat dissipation system to prevent rubber aging.
It effectively broadens the operating frequency range of the shock absorber, covering vibration conditions under low speed, high speed, rapid acceleration, or bumpy road conditions, reducing noise, improving driving comfort, and extending the service life of the shock absorber.
Smart Images
Figure CN224326627U_ABST
Abstract
Description
Technical Field
[0001] This utility model belongs to the field of automotive parts technology, and in particular relates to a wide frequency range automotive half-shaft shock absorber. Background Technology
[0002] The half-shaft of a car is a key component that transmits power from the transmission to the wheels, and it inevitably vibrates during operation. If these vibrations are directly transmitted to the car body, they will significantly deteriorate the NVH (noise, vibration, and harshness) performance of the passenger compartment, affecting ride comfort. To suppress half-shaft vibration, shock absorbers are usually installed on the half-shaft.
[0003] However, traditional half-shaft vibration dampers (such as single-mass rubber dampers or inertial ring dampers) generally have a significant drawback: their effective damping frequency range is very narrow. These dampers typically have only one main resonant frequency. The damping effect is significant when the excitation frequency of the half-shaft is close to or equal to this natural frequency; once the excitation frequency deviates from this natural frequency (whether higher or lower), the damping effect drops sharply or even fails. This is because the vibration characteristic curve of a traditional single-mass system usually exhibits a single, sharp peak in damping efficiency.
[0004] During actual driving, the vibration frequency of the half-shaft changes dynamically. For example, at low speeds, the engine speed is low, the half-shaft rotation frequency is low, and the dominant vibration frequency is low; at high speeds, the engine speed is high, the half-shaft rotation frequency is high, and the dominant vibration frequency increases; rapid acceleration, rapid deceleration, or driving over uneven roads can also excite transient vibrations with a wider frequency band. The narrow effective frequency band of traditional shock absorbers cannot cover such a wide range of changing actual operating conditions, resulting in poor damping performance at many non-design frequency points, producing unpleasant noises (such as humming, resonant noises), vehicle body vibration, and long-term use may also accelerate fatigue damage to the half-shaft and related components.
[0005] In existing technologies, some solutions have emerged aimed at improving vibration damping performance. For example, Chinese patent CN221958064U proposes a novel magnetic ring resonator block that integrates a magnetic core into its structure. Its main purpose is to address electromagnetic compatibility (EMC) issues on the half-shafts of new energy vehicles while achieving traditional vibration damping functions and suppressing the transmission of electromagnetic interference signals. Although this solution integrates vibration damping, its core innovation lies in the superposition of functions (vibration damping + filtering). The structural design of the vibration damping component itself (counterweight + rubber) does not substantially improve the effective frequency range of vibration damping. How to provide a structurally effective and easily implemented solution specifically addressing the core NVH issue of broadening the effective operating frequency range of vibration dampers remains a problem that needs to be solved in this field. Utility Model Content
[0006] The purpose of this invention is to address the aforementioned problems in existing technologies by proposing a wide-frequency-range automotive half-shaft vibration damper.
[0007] The objective of this utility model can be achieved through the following technical solution: A wide-frequency-range automotive half-shaft shock absorber, comprising:
[0008] The rubber matrix is a vulcanized rubber sleeve-shaped structure with internal mounting holes, used to be fitted onto an automobile half-shaft. One end of the rubber matrix has an axially extending mounting port, and an annular groove for mounting a clamp is formed around the outer periphery of the mounting port.
[0009] At least two mass blocks, spaced apart in the axial direction of the rubber matrix and encased within the rubber matrix.
[0010] The mounting hole has multiple ribs, and the mounting hole has multiple grooves distributed circumferentially. The multiple ribs correspond one-to-one with the grooves and are integrally formed and embedded in the grooves to fit the clearance of the car half shaft. The front end of the ribs and the grooves form a heat dissipation cavity.
[0011] Preferably, the mass blocks are all ring-shaped block structures and are coaxially arranged.
[0012] Preferably, both the groove and the rib have trapezoidal cross-sections.
[0013] Preferably, the mass blocks have different masses and material densities, with the masses and material densities gradually decreasing from the installation port end.
[0014] Preferably, the rubber matrix has radially inwardly recessed annular spacer grooves formed in the region between the mass blocks.
[0015] Preferably, a plurality of circumferentially distributed heat sinks are fixedly connected to the outer surface of the rubber matrix at positions corresponding to the mass block.
[0016] Preferably, the slot is provided with an anti-slip mechanism, which includes an anti-slip ring embedded in the slot. Anti-slip isolation strips are fixedly connected to both sides of the anti-slip ring. A positioning hole is opened on the anti-slip isolation strip near the end face of the mounting port. A reinforcing member that can be inserted into the positioning hole is fixedly connected to the top edge of the mounting port.
[0017] Preferably, the outer surface of the rubber matrix has multiple structural slots in the area corresponding to the mass block.
[0018] Compared with the prior art, the present invention has the following advantages:
[0019] 1. By setting at least two mass blocks and adopting a "mass and density gradient distribution" design, combined with the frequency isolation effect of the annular spacer, each mass block and its corresponding rubber segment form an independent "mass-spring" subsystem. The natural frequencies of each subsystem are distributed in a stepped manner. After the superposition of multiple frequency bands, the effective vibration reduction range is effectively widened, which can fully cover the vibration conditions of automobiles at low speed (low frequency), high speed (high frequency), and rapid acceleration or bumpy road surface (wideband transient), solving the problem that traditional single mass block vibration dampers can only cover narrow frequencies and "failure due to detuning";
[0020] 2. The heat dissipation cavity formed by the ribs and grooves, and the heat dissipation fins on the outer surface of the rubber constitute an "inner-outer" composite heat dissipation system, which dissipates the heat generated by wide-frequency vibration in a timely manner, controls the working temperature to within 80℃, and avoids stiffness reduction caused by rubber aging.
[0021] 3. The trapezoidal cross-section rib and groove design ensures both the strength of the root connection and enhances the elastic deformation capacity of the front end. This allows the ribs to absorb energy elastically during low-frequency large-amplitude vibrations and dissipate energy through internal friction of the rubber during high-frequency small-amplitude vibrations. The annular spacer reduces the rubber stiffness between the mass blocks, reduces vibration coupling of the subsystem, ensures independent and efficient operation of each frequency band, and avoids performance degradation caused by mutual interference.
[0022] 4. The anti-slip mechanism inside the slot uses high-friction coefficient materials and positioning structures to prevent axial slippage under the inertia of multiple mass blocks, thus improving installation stability. Attached Figure Description
[0023] Figure 1 This is a schematic diagram of the overall structure of this utility model.
[0024] Figure 2 This is a schematic diagram of the overall cross-sectional structure of this utility model.
[0025] Figure 3 This is the sectional elevation isometric drawing of this utility model.
[0026] Figure 4 This is a schematic diagram showing the disassembled structure of this utility model.
[0027] Figure 5 yes Figure 2 Enlarged schematic diagram of the structure at point A.
[0028] Figure 6 yes Figure 4 Enlarged structural diagram at point B.
[0029] In the diagram, 1. Rubber substrate; 11. Mounting hole; 111. Groove; 12. Mounting port; 13. Slot; 14. Spacing groove; 15. Structural groove; 2. Mass block; 3. Rib; 31. Heat dissipation cavity; 4. Heat sink; 5. Anti-slip mechanism; 51. Anti-slip ring; 52. Anti-slip isolation strip; 521. Positioning hole; 53. Reinforcing member. Detailed Implementation
[0030] The following are specific embodiments of the present invention, which are described in conjunction with the accompanying drawings. However, the present invention is not limited to these embodiments.
[0031] like Figures 1-6 As shown, this embodiment provides a wide frequency range automotive half-shaft damper, including:
[0032] The rubber substrate 1 is a vulcanized rubber sleeve-shaped structure with an internal mounting hole 11, which is used to be fitted onto the automobile half shaft. One end of the rubber substrate 1 forms an axially extending mounting port 12, and an annular groove 13 for mounting a clamp is formed around the outer periphery of the mounting port 12.
[0033] At least two mass blocks 2 are spaced apart in the axial direction of the rubber matrix 1 and are enclosed within the rubber matrix 1.
[0034] The mounting hole 11 has multiple ribs 3, and the mounting hole 11 has multiple grooves 111 distributed circumferentially on its peripheral wall. The multiple ribs 3 correspond one-to-one with the grooves 111 and are integrally formed and embedded in the grooves 111 to fit with the clearance of the automobile half shaft. The front end of the rib 3 and the groove 111 form a heat dissipation cavity 31.
[0035] The rubber matrix 1 is the basic structural component of the shock absorber. Made of vulcanized rubber, it has a sleeve-like structure with internal mounting holes 11 for mounting onto the vehicle's half-shaft. One end of the rubber matrix 1 has an axially extending mounting port 12 for easily fitting the shock absorber onto the half-shaft. An annular groove 13 is formed around the outer periphery of the mounting port 12 for installing clamps. The tightening force of the clamps secures the shock absorber to a predetermined position on the half-shaft. The rubber matrix 1 uses rubber materials with good elasticity and fatigue resistance, such as EPDM (ethylene propylene diene monomer) or NR (natural rubber), ensuring effective vibration damping while adapting to the complex operating conditions of a vehicle.
[0036] At least two mass blocks 2 are spaced apart in the axial direction of the rubber matrix 1 and encased within it. The mass blocks 2 are made of high-density metal materials, such as 45# steel, Q235 steel, or lead alloy, and serve as the mass units of the vibration system, forming a damping system together with the elasticity of the rubber matrix 1. In practical applications, when the car half-shaft vibrates, the vibration is transmitted to the rubber matrix 1, causing it to deform elastically and move the mass blocks 2. The vibration energy is dissipated through the inertial force of the mass blocks 2 and the damping effect of the rubber, thus achieving vibration reduction. The number of mass blocks 2 is set to at least two. Traditional single-mass dampers can only form one resonant frequency point, while in this scheme, each mass block 2 and its corresponding rubber matrix segment constitute an independent "mass-spring" subsystem. This allows for the formation of a multi-degree-of-freedom vibration system, helping to broaden the vibration reduction frequency range.
[0037] Multiple ribs 3 correspond one-to-one with the grooves 111 on the periphery of the mounting holes 11. The ribs 3 are integrally formed with the rubber substrate 1 and embedded in the grooves 111. The front end of the rib 3 is clearance-fitted with the automobile half-shaft, and a heat dissipation cavity 31 is formed between the front end of the rib 3 and the groove 111. As an elastic connection structure between the rubber substrate 1 and the half-shaft, the rib 3 will bend and deform when the half-shaft vibrates. As a secondary elastic element, the bending deformation of the rib 3 can further adjust the system stiffness. During low-frequency vibration, the rib 3 bends significantly, absorbing energy through the elasticity of the rubber. During high-frequency vibration, the rib 3 vibrates at a small amplitude, using the internal friction of the rubber to dissipate energy, further enhancing the elasticity and damping characteristics of the system. At the same time, the gap between the rib 3 and the half-shaft and the heat dissipation cavity 31 formed can create air convection during the operation of the shock absorber, dissipating the heat generated by the vibration of the rubber substrate 1 and the mass block 2, and avoiding the impact of excessive temperature on the elastic properties and service life of the rubber.
[0038] Design considerations for wide frequency range requirements: The overall stiffness of the rubber matrix 1 needs to balance low stiffness to adapt to low frequency vibration and structural stability to cope with high frequency vibration. By optimizing the material formula, the rubber can maintain stable damping characteristics over a wide frequency range, avoiding vibration reduction failure in a certain frequency band due to abrupt changes in material properties.
[0039] Furthermore, all of the mass blocks 2 are annular block structures and are coaxially arranged.
[0040] The ring-shaped mass block 2 is evenly distributed within the rubber matrix 1, ensuring the overall balance of the damper and preventing the generation of additional centrifugal force or unbalanced torque during operation, thereby ensuring the stability of the damping effect. The coaxial arrangement ensures that the center of gravity of the mass block 2 coincides with the axis of the half-shaft, further enhancing the stability of the damping system.
[0041] Furthermore, both the groove 111 and the rib 3 have trapezoidal cross sections.
[0042] Both the groove 111 and the rib 3 have trapezoidal cross-sections. The trapezoidal cross-section design makes the root of the rib 3 wider and the front narrower, ensuring a strong connection between the rib 3 and the rubber substrate 1 while also improving the elastic deformation capacity of the front end of the rib 3, thus better absorbing and transmitting vibrational energy. Simultaneously, the trapezoidal groove 111, in conjunction with the rib 3, increases the volume of the heat dissipation cavity 31, improving heat dissipation efficiency.
[0043] Furthermore, the mass and material density of the mass block 2 are different, and the mass and material density of the mass block 2 gradually decrease from the mounting port 12.
[0044] This design allows different mass blocks 2 to correspond to different vibration frequencies. Through the elastic interaction of multiple mass blocks 2 with the rubber matrix 1, multiple resonance points are formed, thereby significantly widening the effective operating frequency range of the vibration damper. For example, the mass block 2 closer to the mounting port 12 has a larger mass and higher density, mainly suppressing low-frequency vibrations; while the mass block 2 farther from the mounting port 12 has a smaller mass and lower density, mainly suppressing high-frequency vibrations. This gradient distribution of mass blocks 2 design enables the vibration damper to achieve good vibration reduction effects over a wider frequency range, effectively solving the problem of the narrow frequency range of traditional single-mass vibration dampers.
[0045] Due to the gradient distribution of mass and material density, the natural frequencies of each subsystem exhibit a stepped distribution. For example, the first subsystem is for 100-300Hz, the second for 300-600Hz, and the vibration reduction frequency bands of multiple subsystems are superimposed, effectively covering a range of 10-1000Hz. This can match the low-speed, low-frequency, high-speed, high-frequency, and transient wide-frequency driving conditions of automobiles, solving the problem of "detuning equals failure" in traditional structures.
[0046] like Figure 2 As shown, in this embodiment, the rubber matrix 1 has a radially inwardly recessed annular spacer groove 14 formed in the region between the mass blocks 2.
[0047] The annular spacer 14 reduces the rubber stiffness between the mass blocks 2, allowing each mass block 2 to vibrate relatively independently, reducing mutual interference, and ensuring that each mass block 2 can fully exert its vibration damping effect within its corresponding frequency range, further expanding the frequency response range of the vibration damper.
[0048] like Figure 2 , Figure 4 As shown, multiple heat sinks 4 are fixedly connected to the outer surface of the rubber substrate 1 at positions corresponding to the mass block 2, distributed circumferentially.
[0049] The heat sink 4 is made of a material with good thermal conductivity, such as aluminum alloy, which can quickly transfer the heat generated by the mass block 2 and the rubber substrate 1 to the air. Together with the heat dissipation cavity 31, it forms an efficient heat dissipation system, effectively reducing the working temperature of the vibration damper. The working temperature is controlled within 80℃, avoiding stiffness reduction caused by rubber aging and extending its service life.
[0050] like Figure 2 , Figures 4-6 As shown, the slot 13 is further provided with an anti-slip mechanism 5. The anti-slip mechanism includes an anti-slip ring 51 embedded in the slot 13. Anti-slip isolation strips 52 are fixedly connected to both sides of the anti-slip ring 51. A positioning hole 521 is opened on the anti-slip isolation strip 52 near the end face of the mounting port 12. A reinforcing member 53 that can be inserted into the positioning hole is fixedly connected to the top edge of the mounting port 12.
[0051] Compared to a traditional single counterweight, the multi-mass block 2 has greater inertia, and the clamp and slot 26 are more prone to wear and slippage. The anti-slip ring 51 is made of a material with a high coefficient of friction, such as rubber or silicone, which increases the friction between the clamp and slot 13, preventing the damper from sliding axially due to vibration during operation. The anti-slip isolation strip 52 prevents the clamp from directly contacting the rubber substrate 1, thus preventing wear on the rubber substrate 1. The cooperation between the reinforcing member 53 and the positioning hole 521 further improves the positioning accuracy and stability of the anti-slip mechanism 5, ensuring the reliability of the anti-slip effect.
[0052] Furthermore, multiple structural slots 15 are respectively formed on the outer surface of the rubber matrix 1 in the area corresponding to the mass block 2. The structural slots 15 are mainly used to fix the mass block 2 during the vulcanization of the rubber matrix 1. In addition, they can increase the surface area of the rubber matrix 1, which is beneficial for heat dissipation.
[0053] The specific embodiments described herein are merely illustrative examples illustrating the spirit of this utility model. Those skilled in the art to which this utility model pertains may make various modifications or additions to the described specific embodiments or use similar methods to substitute them, without departing from the spirit of this utility model or exceeding the scope defined by the appended claims.
Claims
1. A wide-frequency-range automotive half-shaft vibration damper, characterized in that, include: The rubber matrix (1) is a vulcanized rubber sleeve structure with an internal mounting hole (11) for mounting on the half shaft of an automobile. One end of the rubber matrix (1) forms an axially extending mounting port (12), and an annular groove (13) for mounting a clamp is formed around the outer periphery of the mounting port (12). At least two mass blocks (2) are spaced apart in the axial direction of the rubber matrix (1) and are enclosed within the rubber matrix (1). And multiple ribs (3), the mounting hole (11) has multiple grooves (111) distributed along the circumference on the peripheral wall, the multiple ribs (3) correspond one-to-one with the grooves (111) and are integrally formed and embedded in the grooves (111) to cooperate with the clearance of the automobile half shaft, and the front end of the rib (3) and the groove (111) form a heat dissipation cavity (31).
2. The wide frequency range automotive half-shaft vibration damper according to claim 1, characterized in that, The mass blocks (2) are all ring-shaped blocks and are coaxially arranged.
3. A wide-frequency-range automotive half-shaft vibration damper according to claim 1 or 2, characterized in that, The cross-sections of the groove (111) and the rib (3) are both trapezoidal.
4. A wide-frequency-range automotive half-shaft vibration damper according to claim 3, characterized in that, The mass and material density of the mass block (2) are different, and the mass and material density of the mass block (2) gradually decrease from the installation port (12).
5. A wide-frequency-range automotive half-shaft vibration damper according to claim 1, characterized in that, The rubber matrix (1) has radially inwardly recessed annular spacer grooves (14) formed in the region between the mass blocks (2).
6. A wide frequency range automotive half-shaft vibration damper according to claim 1, characterized in that, Multiple heat sinks (4) are fixedly connected to the outer surface of the rubber matrix (1) at positions corresponding to the mass block (2) along the circumferential direction.
7. A wide frequency range automotive half-shaft vibration damper according to claim 1, characterized in that, The slot (13) is provided with an anti-slip mechanism (5). The anti-slip mechanism includes an anti-slip ring (51) embedded in the slot (13). Anti-slip isolation strips (52) are fixedly connected to both sides of the anti-slip ring (51). A positioning hole is opened on the anti-slip isolation strip (52) near the end face of the mounting port (12). A reinforcing member (53) that can be inserted into the positioning hole is fixedly connected to the top edge of the mounting port (12).
8. A wide frequency range automotive half-shaft vibration damper according to claim 1, characterized in that, Multiple structural slots (15) are respectively opened on the outer surface of the rubber matrix (1) in the area corresponding to the mass block (2).