A damper and damping system

Abstract

The embodiment of the present specification provides a damper and a damping system, the damper dampens the vibration of the bridge plate installed on the steering wheel hub, comprising a cylindrical base part placed in the mounting hole of the bridge plate and a first limiting part and a second limiting part clamped on both sides of the bridge plate respectively, the first limiting part and / or the second limiting part are respectively subjected to the force from other components towards the direction of the bridge plate, the second limiting part comprises a plurality of spaced damping units, the damping unit comprises a first flange abutting the bridge plate and a second flange abutting the other components, in the axial direction of the damper, the first flange and the second flange contain at least two misplacement parts and one overlapping part. When the bridge plate is subjected to vibration, the damping unit can absorb and disperse the vibration energy through the relative extrusion movement of the misplacement part and the overlapping part, when the first flange and the second flange are extruded, a certain deformation will be generated towards the misplacement part area respectively, so that the damping frequency of the second limiting part changes.

Description

Technical Field

[0001] This manual relates to the field of vehicle steering wheel technology, specifically to a damper and damping system. Background Technology

[0002] In the automotive industry, the steering wheel, as a key component that comes into direct contact with and is frequently operated by the driver, has a crucial impact on the user experience. Among its essential functions, utilizing damping mechanisms to reduce vibration and noise has become a core requirement for modern steering wheels. During actual driving, vibration sources inside and outside the vehicle transmit vibration excitation through the body to the steering column, and then to the steering wheel. This vibration not only causes discomfort for the driver when operating the steering wheel, affecting driving precision and comfort, but also generates noise, interfering with the driving environment and reducing the overall driving experience. To improve the user experience, more and more steering wheels are being equipped with frequency-tuned resonant vibration dampers, designed to effectively reduce steering wheel vibration and noise.

[0003] However, existing damping mechanism technologies have many limitations in practical applications, specifically in the following two ways:

[0004] Firstly, some damping mechanisms change the resonant frequency by adjusting their own stiffness. However, this method has significant drawbacks. The frequency adjustment range that can be achieved by simply changing the stiffness is extremely narrow, making it difficult to reach low-frequency states. This results in numerous difficulties in the frequency tuning process and fails to meet the precise requirements for steering wheel vibration and noise reduction under different operating conditions.

[0005] Secondly, some damping mechanisms reduce the amplitude of the steering wheel rim vibration by adjusting the frequency of the damping system. However, in practical applications, this type of damping system can lead to a significant drop in the overall weight distribution. This change not only severely affects the feel of the horn, making it difficult or awkward for the driver to operate, thus reducing ease of use, but it can also cause new noise problems. Summary of the Invention

[0006] In view of this, embodiments of this specification provide a damper and a damping system.

[0007] This specification provides the following technical solution: a damper for damping the vibration of a bridge plate mounted on a steering wheel hub, comprising a cylindrical base placed in a mounting hole in the bridge plate and a first limiting portion and a second limiting portion respectively clamped on both sides of the bridge plate, wherein the first limiting portion and / or the second limiting portion are respectively subjected to forces from other components toward the bridge plate.

[0008] The second limiting part includes a plurality of damping units spaced apart. Each damping unit includes a first flange that fits against the bridge plate and a second flange that fits against the other components. In the axial direction of the damper, the first flange and the second flange include at least two misaligned portions and one overlapping portion.

[0009] Preferably, the first flange gradually narrows and extends radially outward, the circumferential end of the second flange protrudes outward on both sides of the first flange and forms a notch in the middle, the circumferential end of the second flange and the location of the notch constitute the misaligned portion, and the location of the remaining portion constitutes the overlapping portion.

[0010] Preferably, a third flange is connected between the second flanges of two adjacent damping units, the third flange having a thickness less than that of the second flange and a bottom surface higher than that of the second flange.

[0011] Preferably, the first flange extends toward the first limiting portion to form a first axial protrusion, and the first axial protrusion abuts against the bridge plate.

[0012] A damping system includes a support member, a fastener, a cover plate, a biasing member, and a damper as described in any one of the preceding claims. The support member includes a guide cylinder portion and a radial support portion. The guide cylinder portion is inserted into the cylindrical base and forms a guide channel therein. The radial support portion has a plurality of axial protrusions extending along its radial outer contour toward a direction close to a second limiting portion. One end of the fastener passes through the guide channel and is fixed to a steering wheel hub. The biasing member pushes the radial support portion against the second limiting portion, causing the axial protrusions to embed into the notch. The guide cylinder portion passes through the cylindrical base and engages with the cover plate disposed on the first limiting portion.

[0013] Preferably, the outer peripheral wall of the cylindrical base is axially formed with a plurality of first ribs, and the first ribs abut against the inner wall of the mounting hole of the bridge plate.

[0014] Preferably, the first rib is provided corresponding to the damping unit.

[0015] Preferably, the inner peripheral wall of the cylindrical base is axially formed with a plurality of second ribs, and the second ribs abut against the outer wall of the guide cylinder.

[0016] Preferably, the first limiting portion extends toward one side of the cover plate and forms a plurality of second axial protrusions, the second axial protrusions being positioned corresponding to the second ribs, and the second axial protrusions abutting against the cover plate.

[0017] Preferably, the first limiting portion extends toward one side of the bridge plate and forms a plurality of third axial protrusions, the third axial protrusions abutting against the bridge plate.

[0018] Compared with the prior art, the beneficial effects that at least one technical solution adopted in the embodiments of this specification can achieve include at least:

[0019] When the bridge plate is subjected to vibration, the damping unit can absorb and disperse vibration energy through the relative compression movement of the misaligned part and the overlapping part. When the first flange and the second flange are compressed, they will deform to a certain extent toward the misaligned part area, which will cause the rigidity of the second limiting part to change, thereby changing the frequency of the damper and making the damper perform frequency regulation under different pressures. Attached Figure Description

[0020] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 This is a first-view structural schematic diagram of the damper provided in this application;

[0022] Figure 2 This is a second-view structural schematic diagram of the damper provided in this application;

[0023] Figure 3 This is an exploded structural diagram of the damping system provided in this application;

[0024] Figure 4 This is a schematic diagram of the support structure of the damping system provided in this application;

[0025] Figure 5 This is a first-view sectional view of the damping system provided in this application;

[0026] Figure 6 This is a second-view sectional view of the damping system provided in this application.

[0027] In the figure, 100 is the damper; 101 is the cylindrical base; 102 is the first limiting part; 103 is the second limiting part; 104 is the first flange; 105 is the damping unit; 106 is the second flange; 107 is the notch; 108 is the third flange; 109 is the first axial protrusion; 1010 is the first rib; 1011 is the second rib; 1012 is the second axial protrusion; 1013 is the third axial protrusion; 200 is the support; 201 is the guide cylinder; 202 is the radial support; 203 is the axial protrusion; 300 is the bridge plate; 400 is the steering wheel hub; 500 is the cover plate; 600 is the fastener; and 700 is the biasing component. Detailed Implementation

[0028] The embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0029] The following specific examples illustrate the implementation of this application. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. This application can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be noted that, in the absence of conflict, the following embodiments and features in the embodiments can be combined with each other. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0030] It should be noted that various aspects of embodiments within the scope of the appended claims are described below. It will be apparent that the aspects described herein can be embodied in a wide variety of forms, and any particular structure and / or function described herein is merely illustrative. Based on this application, those skilled in the art will understand that one aspect described herein can be implemented independently of any other aspect, and two or more of these aspects can be combined in various ways. For example, any number and aspects set forth herein can be used to implement the device and / or practice the method. Additionally, this device and / or method can be implemented using structures and / or functionalities other than one or more of the aspects set forth herein.

[0031] It should also be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. The drawings only show the components related to this application and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0032] Furthermore, specific details are provided in the following description to facilitate a thorough understanding of the examples. However, those skilled in the art will understand that the described aspects can be practiced without these specific details.

[0033] The technical solutions provided by the various embodiments of this application are described below with reference to the accompanying drawings.

[0034] like Figures 1-2 As shown, a damper 100 dampes vibrations of a bridge plate 300 mounted on a steering wheel hub 400. It includes a cylindrical base 101 disposed in a mounting hole in the bridge plate 300 and a first limiting portion 102 and a second limiting portion 103 respectively clamped on both sides of the bridge plate 300. The first limiting portion 102 and / or the second limiting portion 103 are respectively subjected to forces from other components in the direction toward the bridge plate 300.

[0035] The second limiting part 103 includes a plurality of damping units 105 arranged at intervals. Each damping unit 105 includes a first flange 104 that fits against the bridge plate 300 and a second flange 106 that fits against the other components. In the axial direction of the damper 100, the first flange 104 and the second flange 106 include at least two misaligned portions and one overlapping portion.

[0036] The damper 100 includes a cylindrical base 101 placed in the mounting hole of the bridge plate 300, and a first limiting part 102 and a second limiting part 103 respectively clamped on both sides of the bridge plate 300, ensuring that the damper 100 can be stably installed on the bridge plate 300 and effectively withstand vibrations and forces from different directions. The second limiting part 103 includes damping units 105 arranged at intervals. Each damping unit 105 includes a first flange 104 that fits against the bridge plate 300 and a second flange 106 that fits against other components, so that the damping unit 105 can buffer the bridge plate 300 in the axial direction.

[0037] In the axial direction of the damper 100, the first flange 104 and the second flange 106 include at least two misaligned portions and one overlapping portion, so that when the bridge plate 300 is vibrated, the damping unit 105 can absorb and disperse vibration energy through the relative compression movement of the misaligned portions and the overlapping portions. When the first flange 104 and the second flange 106 are compressed, a certain deformation will occur, which will change the rigidity of the second limiting portion 103, thereby changing the frequency of the damper 100 and giving the damper 100 a large frequency adjustment range.

[0038] like Figures 1-2As shown, in some embodiments, the first flange 104 gradually narrows and extends radially outward, the circumferential end of the second flange 106 protrudes outward on both sides of the first flange 104 and forms a notch 107 in the middle, the circumferential end of the second flange 106 and the location of the notch 107 constitute the misaligned portion, and the location of the remaining portion constitutes the overlapping portion.

[0039] The first flange 104 gradually narrows and extends radially outward. This design causes the contact area between the flange and the bridge plate 300 to gradually decrease from the inside to the outside. When the bridge plate 300 is subjected to vibration, the narrowed flange structure can more effectively disperse the vibration energy. The circumferential ends of the second flange 106 protrude outward on both sides of the first flange 104 and form a notch 107 in the middle. This causes the contact relationship between the second flange 106 and the first flange 104 to be misaligned in the axial direction. Specifically, the circumferential ends (protruding parts) of the second flange 106 form a misaligned portion with the side of the first flange 104, while the notch 107 forms an overlapping portion with the first flange 104. Through the synergistic effect of the misaligned portion and the overlapping portion, the damper 100 can more effectively absorb and disperse vibration energy, significantly reducing the vibration amplitude of the bridge plate 300. The notch 107 extends radially inward from the outer circumferential surface of the second flange 106, forming a reliable deformation space.

[0040] like Figures 1-2 As shown, in some embodiments, a third flange 108 is connected between the second flanges 106 of two adjacent damping units 105. The thickness of the third flange 108 is less than that of the second flanges 106, and its bottom surface is higher than that of the second flanges 106. The third flange 108 connects the second flanges 106 of two adjacent damping units 105, and its thickness is less than that of the second flanges 106, while its bottom surface is higher than that of the second flanges 106. This creates a stepped structure in the axial direction, preventing interference with the misalignment and overlapping fit between the second flanges 106 and the first flanges 104, and supplementing the damping function through its own deformation capability. Simultaneously, the presence of the third flange 108 serves to prevent incorrect installation, ensuring that the notch 107 of the second flange 106 corresponds to the designated component during installation.

[0041] like Figures 1-2 As shown, in some embodiments, the first flange 104 extends toward the first limiting portion 102 to form a first axial protrusion 109, which abuts against the bridge plate 300. Through direct contact with the bridge plate 300, when the bridge plate 300 moves axially due to vibration, the end face of the first axial protrusion 109 contacts the surface of the bridge plate 300, absorbing some of the vibration energy through elastic deformation (material is EPDM or silicone), while simultaneously limiting excessive displacement of the bridge plate 300.

[0042] It should be noted that the abutment gap between the first axial protrusion 109 and the bridge plate 300 is designed to be 0 or an interference fit. The stiffness can be adjusted by adjusting the height of the first axial protrusion 109. When lower frequency damping is required, the height of the first axial protrusion 109 is increased to increase the deformation. When higher support rigidity is required, the height of the axial protrusion is reduced or an interference fit is used. This dynamic adjustment capability allows the damper 100 to be adapted to the steering wheel vibration characteristics of different vehicle models.

[0043] like Figures 1-6 As shown, based on the same inventive concept, this specification provides a damping system including a support member 200, a fastener 600, a cover plate 500, a biasing member 700, and a damper 100 as described in any of the above. The support member 200 includes a guide cylinder portion 201 and a radial support portion 202. The guide cylinder portion 201 is inserted into the cylindrical base 101 and forms a guide channel therein. The radial support portion 202 extends radially outward toward the second limiting portion 103 and forms a plurality of axial protrusions 203. One end of the fastener 600 passes through the guide channel and is fixed to the steering wheel hub 400. The biasing member 700 pushes the radial support portion 202 against the second limiting portion 103, so that the axial protrusions 203 are embedded in the notch 107. The guide cylinder portion 201 passes through the cylindrical base 101 and engages with the cover plate 500 disposed on the first limiting portion 102.

[0044] The guide cylinder portion 201 of the support member 200 is inserted into the cylindrical base portion 101 of the damper 100 to form an axial guide channel, ensuring that the damper 100 and the support member 200 remain coaxial during installation. The fastener 600 (such as a bolt) passes through the guide channel and is fixed to the steering wheel hub 400, rigidly connecting the entire damping system to the hub. The biasing member 700 (such as a spring) applies an axial thrust to the radial support portion 202 of the support member 200, so that it abuts tightly against the second limiting portion 103 of the damper 100. At this time, the axial protrusion 203 of the outer contour of the radial support portion 202 is embedded in the notch 107 of the second flange 106 of the damper 100. After the guide cylinder portion 201 passes through the cylindrical base portion 101, it engages with the cover plate 500 on the first limiting portion 102, restricting the relative axial displacement between the damper 100 and the support member 200, and ensuring the structural stability of the system.

[0045] It should be noted that the gap between the axial protrusion 203 and the notch 107 is 0 or an interference fit, which is used to adjust the feel when the horn is pressed and to play a role in buffering and shock absorption.

[0046] like Figures 1-2 and Figures 5-6As shown, in some embodiments, the outer peripheral wall of the cylindrical base 101 is axially formed with a plurality of first ribs 1010, which abut against the inner wall of the mounting hole of the bridge plate 300. The clearance between the first ribs 1010 and the mounting hole of the bridge plate 300 is 0 or an interference fit, which is used to axially restrict the movement of the bridge plate 300 and play a role in buffering and shock absorption. At the same time, using multiple ribs to replace the entire outer periphery of the cylindrical base 101 in cooperation with the bridge plate 300 can reduce the stiffness of the damper 100 and lower the frequency.

[0047] It should be noted that the first rib 1010, through its specific shape and distribution, uses several small facets instead of the entire large facet to cooperate with the horn bracket, thereby effectively reducing the overall stiffness of the damper 100. This reduction in stiffness helps lower the system's resonant frequency, allowing the damping system to operate effectively over a wider frequency range, reducing steering wheel vibration and noise. The number and distribution density of the first ribs 1010 directly affect the dynamic stiffness of the damper 100; by adjusting the rib parameters, stiffness matching of the damper 100 at different vibration frequencies can be achieved.

[0048] like Figures 1-2 and Figures 5-6 As shown, in some embodiments, the first rib 1010 is correspondingly disposed with the damping unit 105, and two first ribs 1010 are disposed at each damping unit 105. The first ribs 1010 are distributed axially along the cylindrical base 101, and each damping unit 105 corresponds to two first ribs 1010. The first ribs 1010 direct the vibration energy transmitted by the steering wheel or bridge 300 to the corresponding damping unit 105.

[0049] like Figures 1-2 and Figures 5-6 As shown, in some embodiments, a plurality of second ribs 1011 are axially formed on the inner peripheral wall of the cylindrical base 101. The second ribs 1011 abut against the outer wall of the guide cylinder 201, and the second ribs 1011 are staggered with the damping unit 105. The plurality of second ribs 1011 axially formed on the inner peripheral wall of the cylindrical base 101 abut against the outer wall of the guide cylinder 201, which can increase the structural connection strength between the cylindrical base 101 and the guide cylinder 201. In addition, through the elastic or rigidity characteristics of the ribs, they play a certain supporting and guiding role for the guide cylinder 201, increasing the stability of the entire damping system. At the same time, they can reduce the stiffness of the damper 100 and change the frequency of the damper 100.

[0050] like Figures 1-2 and Figures 5-6As shown, in some embodiments, the first limiting portion 102 extends toward the cover plate 500 and forms a plurality of second axial protrusions 1012. The second axial protrusions 1012 are positioned corresponding to the second rib 1011 and abut against the cover plate 500. The second axial protrusions 1012 extend from the first limiting portion 102 toward the cover plate 500 and have a zero gap or interference fit with the cover plate 500. They are used to hold the cover plate 500 under the fastener 600, making the support member 200, damper 100 and cover plate 500 a whole. During the movement of the horn bracket, these three parts move together with the horn bracket, greatly reducing the amount of swaying of the damper 100 during vibration and increasing the stability of the damping system. At the same time, several small surfaces replace the entire large surface to cooperate with the cover plate 500, which reduces the stiffness of the damper 100 and lowers the frequency.

[0051] like Figures 1-2 and Figures 5-6 As shown, in some embodiments, the first limiting portion 102 extends toward the side of the bridge plate 300 and forms a plurality of third axial protrusions 1013, which abut against the bridge plate 300. The gap between the third axial protrusions 1013 and the bridge plate 300 is 0 or an interference fit, which is used to hold the bridge plate 300 and play a role in buffering and shock absorption.

[0052] It should be noted that the shape, size, quantity, and contact method between the third axial protrusion 1013 and the bridge plate 300 can be adjusted according to different vehicle models, performance requirements, and usage environments to achieve the best vibration reduction and noise reduction effect and structural performance.

[0053] The same or similar parts between the various embodiments in this specification can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, the method embodiments described later are relatively simple in description since they correspond to the system, and relevant parts can be referred to the descriptions in the system embodiments.

[0054] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A damper for damping vibrations of a bridge plate (300) mounted on a steering wheel hub (400), comprising a cylindrical base (101) disposed in a mounting hole in the bridge plate (300) and a first limiting portion (102) and a second limiting portion (103) respectively clamped on both sides of the bridge plate (300), wherein the first limiting portion (102) and / or the second limiting portion (103) are respectively subjected to forces from other components in the direction toward the bridge plate (300), characterized in that, The second limiting part (103) includes a plurality of damping units (105) arranged at intervals. The damping unit (105) includes a first flange (104) that fits against the bridge plate (300) and a second flange (106) that fits against the other components. In the axial direction of the damper, the first flange (104) and the second flange (106) include at least two misaligned portions and one overlapping portion.

2. The damper according to claim 1, characterized in that, The first flange (104) gradually narrows and extends radially outward. The circumferential end of the second flange (106) protrudes outward on both sides of the first flange (104) and forms a notch (107) in the middle. The circumferential end of the second flange (106) and the notch (107) constitute the misaligned portion, and the remaining portion constitutes the overlapping portion.

3. The damper according to claim 2, characterized in that, A third flange (108) is also connected between the second flange (106) of two adjacent damping units (105). The thickness of the third flange (108) is less than that of the second flange (106), and its bottom surface is higher than that of the second flange (106).

4. The damper according to any one of claims 2-3, characterized in that, The first flange (104) extends toward the first limiting portion (102) and forms a first axial protrusion (109), which abuts against the bridge plate (300).

5. A damping system, characterized in that, The device includes a support member (200), a fastener (600), a cover plate (500), a biasing member (700), and a damper (100) as described in any one of claims 2-4. The support member (200) includes a guide cylinder portion (201) and a radial support portion (202). The guide cylinder portion (201) is inserted into the cylindrical base (101) and forms a guide channel therein. The radial support portion (202) extends radially outward toward the direction close to the second limiting portion (103). There are several axial protrusions (203). One end of the fastener (600) passes through the guide channel and is fixed on the steering wheel hub (400). The biasing member (700) pushes the radial support (202) to abut against the second limiting part (103), so that the axial protrusions (203) are embedded in the notch (107). The guide cylinder (201) passes through the cylindrical base (101) and engages with the cover plate (500) provided on the first limiting part (102).

6. The damping system according to claim 5, characterized in that, The outer peripheral wall of the cylindrical base (101) has a plurality of first ribs (1010) formed axially, and the first ribs (1010) abut against the inner wall of the mounting hole of the bridge plate (300).

7. The damping system according to claim 6, characterized in that, The first rib (1010) is provided correspondingly to the damping unit (105).

8. The damping system according to claim 5, characterized in that, The inner peripheral wall of the cylindrical base (101) has a plurality of second ribs (1011) formed axially, and the second ribs (1011) abut against the outer wall of the guide cylinder (201).

9. The damping system according to claim 8, characterized in that, The first limiting portion (102) extends toward the side of the cover plate (500) and forms a plurality of second axial protrusions (1012). The second axial protrusions (1012) are located at positions corresponding to the second rib (1011) and abut against the cover plate (500).

10. The damping system according to claim 9, characterized in that, The first limiting part (102) extends toward the side of the bridge plate (300) and forms a plurality of third axial protrusions (1013), which abut against the bridge plate (300).

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