Vibration damper

Abstract

A vibration damper. The vibration damper comprises: a flywheel (10); a driven plate (20) connected to the flywheel (10) in a torsion-resistant manner, the flywheel (10) and the driven plate (20) being axially arranged and respectively forming two opposite torque transmission ends of the vibration damper; and a spoke spring buffer member (30), comprising a central part (31), a plurality of spoke springs (32), and an outer ring part (33), wherein the outer ring part (33) coaxially surrounds a radial outer side of the central part (31), the plurality of spoke springs (32) are connected radially between the outer ring part (33) and the central part (31) and are spaced apart in the circumferential direction, and the plurality of spoke springs (32) can elastically deform so as to allow the outer ring part (33) and the central part (31) to rotate relative to each other. One of the outer ring part (33) and the central part (31) serves as a connecting portion and connects to the flywheel (10) and / or the driven plate (20) in a torsion-resistant manner, while the other of the outer ring part (33) and the central part (31) serves as a rotating portion and directly or indirectly abuts the flywheel (10) and / or the driven plate (20) in a manner that permits relative rotation.

Description

shock absorber Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a shock absorber for a transmission system of a motor vehicle. Background Art

[0002] In conventional gasoline-powered and hybrid vehicles, the engine crankshaft is often subject to torque vibration. This torque vibration can be transmitted to other components in the drivetrain, such as the transmission and motor, causing damage to these components and NVH (noise, vibration, and harshness) issues. Therefore, a vibration damper is often installed between the engine crankshaft and the transmission to mitigate this torque vibration. Currently, various types of vibration dampers exist.

[0003] A common type of shock absorber is the spring-type shock absorber, which consists of multiple disc-shaped rotating components that can rotate relative to each other. Torque is transmitted between these components via coil springs, thereby damping torque vibrations through the elastic deformation of the coil springs. Spring-type shock absorbers are typically connected in series within a drivetrain as transmission components, for example, between the engine crankshaft and the transmission and / or electric motor.

[0004] Another common type of vibration damper is the flywheel type, which mounts a flywheel with a large moment of inertia to the engine crankshaft. This allows the flywheel's rotational inertia to dampen torque vibrations. Flywheel type vibration dampers are simply fixed to the engine crankshaft and do not act as a transmission component to transmit torque in the drivetrain.

[0005] Furthermore, CN 115182963 A proposes a novel spoke spring damper. This spoke spring damper comprises multiple spoke spring buffers, which, when rotated, allow the outer ring to rotate relative to the inner ring through elastic deformation of the spoke springs. Furthermore, these spoke spring buffers have different radial dimensions, thereby providing multiple frequencies to dampen the torsional vibration of the crankshaft.

[0006] Current motor vehicles have high requirements for vibration reduction performance, and the above-mentioned various conventional shock absorbers often cannot meet the requirements.

[0007] Summary of the Invention

[0008] Therefore, the technical problem to be solved by the present invention is to provide a vibration absorber with an improved structure.

[0009] The above technical problems are solved by a vibration absorber according to the present invention. The vibration absorber includes: a flywheel; a driven plate connected to the flywheel in a torsionally fixed manner, the flywheel and the driven plate being axially arranged and respectively constituting two opposing torque transmission ends of the vibration absorber; and a spoke spring buffer member including a central portion, a plurality of spoke springs, and an outer ring portion, the outer ring portion coaxially surrounding the radially outer side of the central portion, the plurality of spoke springs radially connected between the outer ring portion and the central portion and spaced circumferentially, the plurality of spoke springs being elastically deformable to allow the outer ring portion to rotate relative to the central portion. The outer ring portion and the central portion are connected to the flywheel and / or the driven plate in a torsionally fixed manner as a connecting portion, and the other of the outer ring portion and the central portion is directly or indirectly abutted against the flywheel and / or the driven plate in a relatively rotatable manner as a rotating portion, such that when the rotating portion rotates relative to the connecting portion, the rotating portion can directly or indirectly frictionally contact at least one of the flywheel and the driven plate. This type of vibration damper connects the flywheel and driven plate in series within the transmission path of the drivetrain. It simultaneously dampens torque vibrations in the drivetrain through three mechanisms: the flywheel's moment of inertia, the elastic deformation of the spoke spring buffers, and frictional damping between the rotating portion of the spoke spring buffers and the flywheel and / or driven plate. As a result, this type of vibration damper provides excellent vibration damping with a relatively simple structure.

[0010] According to a preferred embodiment of the present invention, the central portion can serve as a connecting portion, torsionally connected to the flywheel and / or driven plate, while the outer ring portion can serve as a rotating portion, directly or indirectly abutting the flywheel and / or driven plate in a relatively rotatable manner. The outer ring portion has a larger radial dimension than the central portion. Using the outer ring portion as the rotating portion to provide a friction contact surface can result in a larger friction contact area and a larger moment arm relative to the axis of rotation, thereby generating a greater damping torque.

[0011] According to another preferred embodiment of the present invention, the center portion can be fixed to the flywheel, and the outer ring portion can directly or indirectly abut the flywheel and / or the driven plate in a relatively rotatable manner, thereby providing a mounting base for the spoke spring buffer member through the flywheel.

[0012] According to another preferred embodiment of the present invention, the spoke spring buffer may be located axially between the flywheel and the driven plate. In this case, the space between the flywheel and the driven plate is utilized to accommodate the spoke spring buffer, and the spoke spring buffer facilitates frictional contact with either or both of the flywheel and the driven plate.

[0013] According to another preferred embodiment of the present invention, the flywheel and the driven plate may be fixedly connected to each other at their respective radial outer edge portions, and the spoke spring buffer member is located radially inward of the connection region between the flywheel and the driven plate. As a result, the spoke spring buffer member does not radially interfere with the connection region between the flywheel and the driven plate, and does not increase the overall radial size of the shock absorber.

[0014] According to another preferred embodiment of the present invention, the radially outer edge of the driven plate can radially overlap with the central portion and be secured to the same axial side of the flywheel via fasteners. The outer ring portion directly or indirectly abuts the flywheel in a relatively rotatable manner. This simplifies the connection between the flywheel, the driven plate, and the spoke spring buffer.

[0015] According to another preferred embodiment of the present invention, the spoke spring buffer can be axially located on the side of the driven disc facing away from the flywheel, with the central portion fixed to the driven disc and the outer ring portion rotatably abutting the driven disc directly or indirectly. The spoke spring buffer is thus located outside the driven disc. In this case, the shock absorber can further include a housing, housing the flywheel, driven disc, and spoke spring buffer, with the outer ring portion rotatably abutting both the driven disc and the housing directly or indirectly. This allows frictional damping to be further provided by the housing.

[0016] According to another preferred embodiment of the present invention, the shock absorber may further include a diaphragm spring abutting between the rotating portion and the flywheel and / or driven plate to apply an axial preload. The diaphragm spring ensures that the rotating portion and the flywheel and / or driven plate are directly or indirectly pressed against each other in the axial direction, thereby generating sufficient friction.

[0017] According to another preferred embodiment of the present invention, the driven plate may be an eccentric driven plate for eccentric compensation. The eccentric driven plate can compensate for misalignment, ie, offset or tilt, between the two torque transmission ends of the shock absorber to a certain extent. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The present invention is further described below with reference to the accompanying drawings. Elements with the same function are represented by the same reference numerals in the drawings.

[0019] 1a and 1b are schematic diagrams showing a shock absorber according to a first embodiment of the present invention;

[0020] 2a and 2b are schematic diagrams showing a shock absorber according to a second embodiment of the present invention;

[0021] 3a and 3b are schematic diagrams showing a vibration absorber according to a third embodiment of the present invention; and

[0022] FIG4 is a simulation graph showing the vibration reduction effect of the vibration absorber according to the embodiment of the present invention. DETAILED DESCRIPTION

[0023] The following detailed description and accompanying drawings are used to illustrate the principles of the present invention. The present invention is not limited to the preferred embodiments described. The scope of protection of the present invention is defined by the claims.

[0024] According to an embodiment of the present invention, a vibration damper for a transmission system of a motor vehicle is provided. The vibration damper can be installed between an engine crankshaft and a transmission input shaft and / or a motor shaft, for example, to dampen torque vibrations in the transmission system.

[0025] The shock absorber according to the exemplary embodiment of the present invention mainly includes a flywheel 10, a driven plate 20 and a spoke spring buffer 30. In addition, the shock absorber may further include a housing 40 in which the flywheel 10, the driven plate 20 and the spoke spring buffer 30 may be accommodated.

[0026] The flywheel 10 is a generally disc-shaped rotating component with a large moment of inertia, thereby being able to dampen torque vibrations through its rotational inertia. The driven plate 20 is also a generally disc-shaped rotating component, coaxially arranged with the flywheel 10 and torque-resistantly connected, particularly fixedly connected, to one axial side of the flywheel 10, so that it can rotate synchronously with the flywheel 10 about the central axis (i.e., the rotational axis) of the shock absorber. The flywheel 10 and the driven plate 20 are arranged axially in sequence, such that the driven plate 20 is axially located on the side of the flywheel 10 facing away from the engine crankshaft. The flywheel 10 and the driven plate 20 respectively constitute the two opposing torque transmission ends of the shock absorber. That is, the flywheel 10 and the driven plate 20 are connected in series in the transmission path, with one serving as the torque input end of the shock absorber and the other serving as the torque output end of the shock absorber. Furthermore, the torque transmission function of the two components (i.e., serving as the torque input end or the torque output end) can be switched based on the different directions of the torque transmitted by the shock absorber. When the vibration damper is installed in a drive train of a motor vehicle, the flywheel 10 is usually connected in a rotationally fixed manner to the engine crankshaft, in particular fixedly, and the driven plate 20 is usually connected in a rotationally fixed manner to, for example, a transmission input shaft and / or an electric motor shaft.

[0027] The spoke spring damper 30 can be an integrally formed component or a multi-layer structure laminated and fixed together to form a unitary body. The spoke spring damper 30 includes a central portion 31, an outer ring portion 33, and a plurality of spoke springs 32. The spoke spring damper 30 has a central axis parallel to the longitudinal direction. The central portion 31 is a circular, plate-shaped component formed around the central axis. The outer ring portion 33 coaxially surrounds the central portion 31 radially outward and is radially spaced apart from the central portion 31. Each spoke spring 32 extends substantially radially between the outer ring portion 33 and the central portion 31, thereby connecting the outer ring portion 33 and the central portion 31 as a single unit. The multiple spoke springs 32 of the spoke spring damper 30 are spaced circumferentially, preferably evenly distributed, and each spoke spring 32 preferably has substantially the same shape and size. The spoke spring damper 30 is coaxially and torsionally connected, specifically, fixedly connected, to the flywheel 10 and / or driven plate 20 via one of its outer ring portion 33 and its central portion 31, thereby enabling synchronous rotation with the engine crankshaft about the central axis of the shock absorber. The spoke springs 32 of the spoke spring damper 30 are made of an elastic material. Therefore, when torque vibrations occur on the spoke spring damper 30, the spoke springs 32 can elastically deform, specifically, elastically deform in a plane substantially perpendicular to the axial direction. The other of the outer ring portion 33 and the central portion 31 is not torsionally connected to the flywheel 10 and driven plate 20. Therefore, when the spoke springs 32 elastically deform, the spoke springs 32 can rotate relative to the connection portion about the central axis within a certain range (depending on the torque and the elastic deformation capacity of the spoke springs 32), thereby further damping torque vibrations.

[0028] At the same time, in this shock absorber, the central portion 31 or the outer ring portion 33, which serves as the rotating portion, directly or indirectly abuts the flywheel 10 and / or the driven plate 20 in a relatively rotatable manner, that is, it is in non-fixed contact with either or both of the flywheel 10 and the driven plate 20. Therefore, when the rotating portion rotates relative to the connecting portion or has a tendency to rotate relative to the connecting portion, the rotating portion can directly or indirectly frictionally contact at least one of the flywheel 10 and the driven plate 20, thereby generating a friction force on the corresponding contact surface that resists rotation, thereby providing additional friction damping for the shock absorber.

[0029] In different embodiments of the shock absorber according to the present invention, the flywheel 10, the driven plate 20, and the spoke spring buffer 30 can be assembled together in different manners. The following describes different assembly methods of the flywheel 10, the driven plate 20, and the spoke spring buffer 30 with reference to several exemplary embodiments shown in the accompanying drawings.

[0030] Figures 1a and 1b respectively illustrate a perspective view and a cross-sectional view of a vibration damper according to a first embodiment of the present invention. In this first embodiment, a central portion 31 serves as a connecting portion, and an outer ring portion 33 serves as a rotating portion. Specifically, as shown in Figure 1b , a cross-section passing through the central axis of the vibration damper, the central portion 31 is fixed only to the flywheel 10, while the outer ring portion 33 can directly or indirectly abut one or both of the flywheel 10 and the driven disc 20 in a relatively rotatable manner. The spoke spring buffer 30 can be axially positioned between the flywheel 10 and the driven disc 20. Preferably, the flywheel 10 and the driven disc 20 can be fixedly connected to each other at their respective radially outer edges (e.g., by fasteners such as rivets or screws, or by welding). The spoke spring buffer 30 can be mounted radially inwardly of the connection region between the flywheel 10 and the driven disc 20. The radially inward portions of the connection region between the flywheel 10 and the driven disc 20 are axially spaced apart to accommodate the spoke spring buffer 30. Preferably, fasteners (such as rivets or screws, etc., not shown) can pass through the flywheel 10 and the center portion 31 roughly simultaneously in the axial direction and be inserted into the engine crankshaft (located on the side of the flywheel 10 facing away from the driven plate 20, not shown), thereby fixing both to the engine crankshaft at the same time.

[0031] In the first embodiment shown in Figures 1a and 1b, the outer ring portion 33 can form frictional contact with either the flywheel 10 or the driven plate 20, or with both. This frictional contact can be direct or indirect via an intermediate component. Preferably, to provide a compressive force on the frictional contact surfaces, the shock absorber further includes one or more diaphragm springs 50. Each diaphragm spring 50, in a pre-compressed state, abuts approximately axially between the outer ring portion 33 and the flywheel 10 and / or the driven plate 20 to apply an axial preload. The diaphragm spring 50 can abut between the frictional contact surfaces of the outer ring portion 33 and the flywheel 10 and / or the frictional contact surfaces of the outer ring portion 33 and the driven plate 20, serving as an intermediate component for achieving frictional contact. Furthermore, the shock absorber further preferably includes one or more friction washers as intermediate components for achieving frictional contact. The diaphragm spring 50 may indirectly abut against the friction contact surfaces of the flywheel 10 and / or the driven plate 20 and / or the outer ring portion 33 via corresponding friction pads.

[0032] Figures 2a and 2b respectively show a perspective view and a cross-sectional view of a vibration absorber according to a second embodiment of the present invention. In the second embodiment, the central portion 31 also serves as the connecting portion, and the outer ring portion 33 serves as the rotating portion. As shown in the cross-section through the central axis of the vibration absorber in Figure 2b, the second embodiment differs from the first embodiment in that the flywheel 10, driven plate 20, and central portion 31 are fixed together in an integrated manner. Specifically, the radially outer edge portion of the driven plate 20 and the central portion 31 are arranged to substantially overlap in the radial direction, i.e., they have substantially the same radial extent. The overlapping radially outer edge portion of the driven plate 20 and the central portion 31 are secured to the same axial side of the flywheel 10, i.e., the axial side of the flywheel 10 facing away from the engine crankshaft, for example, via fasteners 60. The fasteners 60 may be rivets or screws that pass substantially axially through the flywheel 10, driven plate 20, and central portion 31. The main body of the driven plate 20 extends generally radially inward from the connection area with both the central portion 31 and the flywheel 10 (i.e., the radially outer edge portion overlapping with the central portion 31), thereby being substantially located radially inward of the spoke spring buffer 30, while the spoke springs 32 and the outer ring portion 33 of the spoke spring buffer 30 are substantially located radially outward of the driven plate 20. The outer ring portion 33 directly or indirectly abuts the flywheel 10 in a relatively rotatable manner.

[0033] Preferably, as shown in FIG2 b , in the second embodiment, the radially outer edge portion of the flywheel 10 may be protruded or bent substantially in the axial direction toward the driven plate 20, thereby increasing the moment of inertia of the flywheel 10. The spoke spring buffer 30 may be located radially inward of the protruding or bent portion of the flywheel 10.

[0034] Similar to the first embodiment, in the second embodiment, the frictional contact between the outer ring portion 33 and the flywheel 10 can be direct or indirect via an intermediate component. The shock absorber of the second embodiment may also preferably include one or more diaphragm springs 50. Each diaphragm spring 50, in a pre-compressed state, abuts generally axially between the outer ring portion 33 and the flywheel 10 to apply an axial preload. Alternatively, the diaphragm springs 50 may also abut the frictional contact surfaces of the flywheel 10 and / or the outer ring portion 33 indirectly, preferably via corresponding friction washers. In this case, the connection area of ​​the driven plate 20 may preferably be located axially between the flywheel 10 and the center portion 31. This allows the spoke spring buffer 30 as a whole to be axially spaced a certain distance from the flywheel 10 by the driven plate 20, facilitating the installation of the diaphragm springs 50 and / or friction washers. Alternatively, the center portion 31 may be located axially between the connection area of ​​the driven plate 20 and the flywheel 10, as long as the outer ring portion 33 is in frictional contact with the flywheel 10.

[0035] Figures 3a and 3b respectively illustrate a perspective view and a cross-sectional view of a vibration damper according to a third embodiment of the present invention. In this third embodiment, a central portion 31 is also used as a connecting portion, and an outer ring portion 33 is used as a rotating portion. As shown in the cross-section through the central axis of the vibration damper in Figure 3b, the third embodiment differs from the first embodiment in that the spoke spring buffer 30 of the third embodiment is axially located on the side of the driven plate 20 facing away from the flywheel 10. The central portion 31 is only fixed to the driven plate 20 (e.g., by fasteners or welding), while the outer ring portion 33 directly or indirectly abuts the driven plate 20 in a relatively rotatable manner.

[0036] In the third embodiment, the flywheel 10 and the driven plate 20 can be fixedly connected to each other at their respective radial outer edge portions. The specific structure and connection method of the flywheel 10 and the driven plate 20 of the third embodiment are basically the same as those of the first embodiment and will not be repeated here. In the third embodiment, preferably, the spoke spring buffer 30 may not extend radially beyond the radial outer edge portions of the flywheel 10 and the driven plate 20 to avoid increasing the overall radial size of the shock absorber. In particular, the outer ring portion 33 of the spoke spring buffer 30 can have a radial position that substantially overlaps with the radial outer edge portions of both the flywheel 10 and the driven plate 20 for mutual fixation. This allows the friction contact surface of the outer ring portion 33 and the driven plate 20 to have a larger radius, thereby generating a larger damping torque during relative rotation.

[0037] As shown in FIG3b , in the third embodiment, the outer ring portion 33 can preferably simultaneously and relatively rotatably abut both the driven plate 20 and the housing 40, either directly or indirectly. That is, the outer ring portion 33 can be clamped in a substantially axial direction between the driven plate 20 and corresponding inner wall regions of the housing 40. Because the housing 40 is stationary, a damping torque can also be generated when the outer ring portion 33 rotates relative to the housing 40.

[0038] Similar to the first embodiment, in the third embodiment, the frictional contact between the outer ring portion 33 and the driven plate 20 can be direct or indirect via an intermediate component. Preferably, the shock absorber of the third embodiment may also include one or more diaphragm springs 50. Each diaphragm spring 50, in a pre-compressed state, generally abuts axially between the outer ring portion 33 and the driven plate 20 and / or between the outer ring portion 33 and the housing 40 to apply an axial preload. Alternatively, the diaphragm spring 50 may also abut the frictional contact surfaces of the flywheel 10 and / or the outer ring portion 33 and / or the housing 40 indirectly, preferably via corresponding friction washers.

[0039] In various embodiments according to the present invention, the driven disc 20 can preferably be an eccentric driven disc for eccentricity compensation. The structure and principle of an eccentric driven disc are well known in the art, and it can compensate, to a certain extent, for misalignment, i.e., offset or tilt, between the two torque-transmitting ends of a shock absorber. Misalignment often occurs between the engine crankshaft and the transmission input shaft / or the motor shaft. For example, such an eccentric driven disc can be a clutch disc with eccentricity compensation functionality, as is known in the art. That is, the driven disc of the shock absorber can be integrated with the clutch.

[0040] Although the central portion 31 is used as a connection portion to be torsionally connected to the flywheel 10 and / or the driven plate 20 in the above-described multiple embodiments, the outer ring portion 33 may alternatively be used as a connection portion to be torsionally connected to the flywheel 10 and / or the driven plate 20 in each embodiment, and the central portion 31 may rotate relative to the outer ring portion 33, the flywheel 10, and the driven plate 20 through elastic deformation of the spoke springs 32. However, it should be understood that the embodiment in which the central portion 31 is used as the connection portion may be preferred because the outer ring portion 33 having a larger radius has a larger contact area and a larger moment arm during rotation, thereby producing a better damping effect.

[0041] FIG4 shows simulation curves obtained by simulation experiments on shock absorbers according to exemplary embodiments of the present invention. The horizontal axis of each simulation curve represents the vibration frequency of the driving torque, and the vertical axis represents the response amplitude of the shock absorber. The highest amplitude point of the simulation curve corresponds to the resonance region of the shock absorber. The upper simulation curve in FIG4 corresponds to a system without any shock absorber installed. It can be seen from the simulation curve that when the engine is directly connected to the motor and the transmission without any shock absorber, there is a resonance peak in the system. The middle simulation curve in FIG4 corresponds to a system with a traditional spring shock absorber installed. It can be seen from the simulation curve that when the engine is connected to the motor and the transmission via a spring shock absorber, the resonance region changes. This system has two different resonances under normal driving conditions: starting resonance and non-ignition resonance. The lower simulation curve in FIG4 corresponds to a system with a shock absorber according to the present invention installed. It can be seen from the simulation curve that after the shock absorber according to the present invention is installed, the system has a significantly reduced single resonance peak.

[0042] Simulation results demonstrate that the shock absorber according to the present invention improves vibration damping by combining multiple vibration-damping components. The spoke spring buffers in the shock absorber effectively alter the system's natural frequency. By designing the shape and number of spoke springs and adjusting the additional friction damping, system resonance can be effectively reduced across the engine's operating speed range. Furthermore, the shock absorber's simple structure and ease of installation save production costs and installation space.

[0043] While the foregoing descriptions illustrate possible embodiments, it should be understood that numerous variations exist through combinations of all known and other technical features and implementations readily conceivable to a skilled artisan. Furthermore, it should be understood that the exemplary embodiments serve merely as examples and in no way limit the scope, application, or configuration of the present invention. The foregoing descriptions are intended primarily to provide a skilled artisan with technical guidance for implementing at least one exemplary embodiment. Various modifications, particularly regarding the functionality and structure of the components described, may be made without departing from the scope of the claims.

[0044] REFERENCE SIGNS LIST 10 Flywheel 20 Driven plate 30 Spoke spring buffer 31 Center portion 32 Spoke spring 33 Outer ring portion 40 Housing 50 Diaphragm spring 60 Fastener

Claims

1. A shock absorber, characterized in that: The shock absorber comprises: Flywheel (10); A driven disc (20) is connected to the flywheel (10) in a torsionally fixed manner, the flywheel (10) and the driven disc (20) are arranged in the axial direction and respectively constitute two opposite torque transmission ends of the shock absorber; and A spoke spring buffer (30) comprises a central portion (31), a plurality of spoke springs (32) and an outer ring portion (33), wherein the outer ring portion (33) coaxially surrounds the radially outer side of the central portion (31), the plurality of spoke springs (32) are respectively connected radially between the outer ring portion (33) and the central portion (31) and are distributed at intervals along the circumferential direction, and the plurality of spoke springs (32) are elastically deformable so as to allow the outer ring portion (33) and the central portion (31) to rotate relative to each other; wherein one of the outer ring portion (33) and the central portion (31) is torsionally connected to the flywheel (10) and / or the driven disc (20) as a connecting portion, and the other of the outer ring portion (33) and the central portion (31) is a rotating portion that directly or indirectly abuts against the flywheel (10) and / or the driven disc (20) in a relatively rotatable manner, so that when the rotating portion rotates relative to the connecting portion, the rotating portion can directly or indirectly come into frictional contact with at least one of the flywheel (10) and the driven disc (20).

2. The shock absorber according to claim 1, characterized in that The central portion (31) is connected to the flywheel (10) and / or the driven disc (20) in a torsionally fixed manner as the connecting portion, and the outer ring portion (33) is directly or indirectly abutted against the flywheel (10) and / or the driven disc (20) in a relatively rotatable manner as the rotating portion.

3. The shock absorber according to claim 2, characterized in that The central portion (31) is fixed to the flywheel (10), and the outer ring portion (33) directly or indirectly abuts against the flywheel (10) and / or the driven disc (20) in a relatively rotatable manner.

4. The shock absorber according to claim 3, characterized in that The spoke spring buffer (30) is located between the flywheel (10) and the driven disc (20) in the axial direction.

5. The shock absorber according to claim 4, characterized in that The flywheel (10) and the driven disc (20) are fixedly connected to each other at their respective radial outer edge portions, and the spoke spring buffer (30) is located radially inside the connection area between the flywheel (10) and the driven disc (20).

6. The shock absorber according to claim 2, characterized in that The radial outer edge portion of the driven disc (20) overlaps with the central portion (31) in the radial direction and is fixed to the same axial side of the flywheel (10) via a fastener (60), and the outer ring portion (33) directly or indirectly abuts against the flywheel (10) in a relatively rotatable manner.

7. The shock absorber according to claim 2, characterized in that The spoke spring buffer (30) is axially located on a side of the driven disc (20) facing away from the flywheel (10), the central portion (31) is fixed to the driven disc (20), and the outer ring portion (33) directly or indirectly abuts against the driven disc (20) in a relatively rotatable manner.

8. The shock absorber according to claim 7, characterized in that The shock absorber further comprises a housing (40), wherein the flywheel (10), the driven plate (20) and the spoke spring buffer (30) are accommodated in the housing (40), and the outer ring portion (33) directly or indirectly abuts against both the driven plate (20) and the housing (40) in a relatively rotatable manner.

9. The shock absorber according to claim 1, characterized in that The shock absorber further comprises a diaphragm spring (50) abutting between the rotating part and the flywheel (10) and / or the driven disc (20) to apply an axial preload.

10. The vibration absorber according to any one of claims 1 to 9, characterized in that The driven disc (20) is an eccentric driven disc used for eccentricity compensation.

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