Vibration damper

Abstract

A vibration damper. The vibration damper comprises a spoke spring cushioning member (10). The spoke spring cushioning member (10) comprises a central portion (11), a plurality of spoke springs (12), and an outer ring portion (13). The outer ring portion (13) coaxially surrounds the radial outer side of the central portion (11), the plurality of spoke springs (12) are respectively connected between the outer ring portion (13) and the central portion (11) in the radial direction and are distributed at intervals in the circumferential direction, and the plurality of spoke springs (12) can elastically deform so as to allow the outer ring portion (13) to rotate relative to the central portion (11). The vibration damper further comprises an annular additional mass ring (20). The additional mass ring (20) is coaxially fixed to the outer ring portion (13), and directly or indirectly abuts against the central portion (11) in a relative rotating manner, so that when the outer ring portion (13) rotates relative to the central portion (11), the additional mass ring (20) can be in direct or indirect frictional contact with the central portion (11).

Description

shock absorber Technical Field

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

[0002] The transmission components of various transmission systems, such as the engine crankshaft of a vehicle, are often affected by torque vibration. The torque vibration of the transmission components can cause damage to the transmission components and NVH (noise, vibration and harshness) problems. For example, in motor vehicles, the current conventional solution to this problem is to install a rubber vibration damper (TVD) on the engine crankshaft. The TVD vibration damper mainly uses the friction generated by the rotation of the outer ring with a large moment of inertia relative to the rubber elastic element to consume the energy of the vibration, thereby reducing the torsional amplitude of the crankshaft and avoiding resonance within the commonly used speed range. However, this type of shock absorber often finds it difficult to provide sufficient damping effect on the torsional vibration of the crankshaft, and the rubber is prone to aging in an oil-immersed environment and under the action of heat generated by friction, which may affect the service life of the shock absorber.

[0003] CN 115182963 A proposes a novel spoke spring damper. This spoke spring damper comprises a plurality of spoke spring buffers made of metal material, each having different radial dimensions, thereby providing multiple frequencies to dampen the torsional vibration of the crankshaft. Because different spoke spring buffers have different shapes and dimensions, this damper requires more complex processing and higher production costs. Moreover, the damping provided by this damper depends solely on the shape of each spoke spring buffer and the friction between them, making it difficult to design and adjust. Furthermore, when installation space is limited, the size of the damper, especially the radial dimension, is constrained, making it difficult to achieve a satisfactory vibration damping effect of the spoke spring buffer.

[0004] Summary of the Invention

[0005] Therefore, the technical problem to be solved by the present invention is to provide an improved shock absorber.

[0006] The above technical problems are solved by a vibration damper according to the present invention. The vibration damper comprises a spoke spring buffer, comprising a central portion, a plurality of spoke springs, and an outer ring portion. The outer ring portion coaxially surrounds the central portion radially outwardly. The spoke springs are radially connected between the outer ring portion and the central portion and spaced circumferentially. The spoke springs are elastically deformable to allow the outer ring portion to rotate relative to the central portion. The vibration damper also comprises an annular additional mass ring, coaxially fixed to the outer ring portion and rotatably abutting the central portion directly or indirectly. When the outer ring portion rotates relative to the central portion, the additional mass ring is in direct or indirect frictional contact with the central portion. When torsional vibration occurs, the spoke springs elastically deform, causing the outer ring portion to rotate relative to the central portion to a certain extent, thereby damping the torsional vibration. At this time, because the additional mass ring is fixed relative to the outer ring portion, it also rotates relative to the central portion, causing relative sliding between the additional mass ring and the central portion, thereby providing additional frictional damping for the vibration damper. At the same time, the outer ring portion and the additional mass ring fixed together can provide a larger moment of inertia without increasing the radial size of the shock absorber, so that the shock absorber has a better vibration reduction effect.

[0007] According to a preferred embodiment of the present invention, the additional mass ring can be fixed to an axial side portion of the outer ring portion and extend radially inward from the outer ring portion. The additional mass ring can thus be located on one axial side of the spoke spring damper, and preferably two such additional mass rings can be provided symmetrically on both axial sides of the spoke spring damper.

[0008] According to another preferred embodiment of the present invention, the additional mass ring may not extend radially outward beyond the outer ring portion, thereby preventing the radial size of the vibration absorber from increasing.

[0009] According to another preferred embodiment of the present invention, the vibration absorber may further include an annular diaphragm spring coaxially arranged with the additional mass coil. The diaphragm spring abuts between the additional mass coil and the central portion, such that the additional mass coil indirectly abuts the central portion via the diaphragm spring. The diaphragm spring can apply a compressive force to the contact surface through elastic deformation.

[0010] According to another preferred embodiment of the present invention, the diaphragm spring can be fixed to the central portion, thereby facilitating the positioning of the diaphragm spring relative to the spoke spring buffer.

[0011] According to another preferred embodiment of the present invention, the additional mass ring may include an oil inlet hole extending through the additional mass ring. The oil inlet hole allows oil to enter the cavity between the additional mass ring and the spoke spring buffer to wet the shock absorber, thereby preventing the internal structure of the shock absorber from rusting.

[0012] According to another preferred embodiment of the present invention, a radially outer portion of the additional mass ring can form a mass ring fixing portion that abuts and is fixed to the outer ring portion, a radially inner portion of the additional mass ring can form a mass ring contact portion that directly or indirectly abuts the central portion, and a portion of the additional mass ring connected between the mass ring fixing portion and the mass ring contact portion can form a mass ring transition portion. The mass ring transition portion can be axially spaced apart from the spoke spring buffer, and the oil inlet hole is formed in the mass ring transition portion. The oil inlet hole is thus aligned with the cavity and does not occupy the functional surface area of ​​the additional mass ring.

[0013] According to another preferred embodiment of the present invention, the mass ring transition portion can extend non-parallel to a plane perpendicular to the axial direction, so that the oil inlet hole is at least partially open radially outward. The radially outward-opening oil inlet hole directly faces the source of the engine oil, thereby facilitating the introduction of the engine oil.

[0014] According to another preferred embodiment of the present invention, the vibration absorber may further include a first fastener for securing the additional mass ring to the outer ring portion. The oil inlet hole may extend to the junction of the mass ring transition portion and the mass ring fixing portion. The mass ring fixing portion may include a tab portion aligned with the oil inlet hole and protruding radially inward from the inner edge of the mass ring fixing portion through the oil inlet hole. The first fastener is at least partially mounted on the tab portion. The oil inlet hole thereby increases the radial size of the area for mounting the first fastener.

[0015] According to another preferred embodiment of the present invention, the vibration damper may include two additional mass rings, one located on either axial side of the spoke spring damper and rotatably abutting the center portion thereof, either directly or indirectly. This increases the contact area to enhance frictional damping and balances the axial forces acting on the spoke spring damper to prevent unilateral deformation of the spoke spring damper. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] 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.

[0017] FIG1 is a perspective view showing a vibration damper according to an exemplary embodiment of the present invention;

[0018] FIG2 is a front view showing a vibration absorber according to an exemplary embodiment of the present invention;

[0019] FIG3 is a front cross-sectional view showing a vibration absorber to which an exemplary embodiment of the present invention is applied; and

[0020] FIG. 4 is a perspective sectional view showing a vibration absorber to which an exemplary embodiment according to the present invention is applied. DETAILED DESCRIPTION

[0021] 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.

[0022] According to an embodiment of the present invention, a vibration damper for a transmission system is provided. This vibration damper can be installed on an engine crankshaft, for example, to dampen crankshaft torque vibrations, or it can be installed in other mechanical transmission systems to dampen torque vibrations. This vibration damper can provide both damping and vibration reduction effects based on spoke springs and additional friction damping.

[0023] The specific structure of the shock absorber according to the present invention is described below with reference to the exemplary embodiments shown in Figures 1 to 4. Figure 1 is a perspective view of a shock absorber according to an exemplary embodiment of the present invention, Figure 2 is a front view of the shock absorber, Figure 3 is a front cross-sectional view of the shock absorber taken along the central axis, and Figure 4 is a perspective cross-sectional view of the shock absorber taken along the central axis.

[0024] As shown in Figures 1 and 2 , the shock absorber is generally disc-shaped. As shown in Figures 3 and 4 , the shock absorber mainly includes a spoke spring buffer 10 and an additional mass ring 20 .

[0025] The spoke spring damper 10 can be an integrally formed component or a multi-layer structure stacked and fixed together to form a unitary body. As shown in Figure 2, the spoke spring damper 10 includes a central portion 11, a plurality of spoke springs 12, and an outer ring portion 13. The spoke spring damper 10 has a central axis parallel to the axial direction. The central portion 11 is a plate-like component with a generally annular or disc-shaped shape formed around the central axis. The outer ring portion 13 coaxially surrounds the central portion 11 radially outward and is radially spaced from the central portion 11. Each spoke spring 12 extends substantially radially between the outer ring portion 13 and the central portion 11, thereby connecting the outer ring portion 13 and the central portion 11 as a single unit. The multiple spoke springs 12 of the spoke spring damper 10 are spaced circumferentially, preferably evenly distributed, and each spoke spring 12 preferably has substantially the same shape and size. For example, if used in a powertrain of a motor vehicle, the spoke spring damper 10 can be connected to the engine crankshaft (not shown) in a torsionally fixed manner, in particular, fixedly connected, so that it can rotate synchronously with the engine crankshaft around the central axis of the spoke spring damper 10. The spoke springs 12 of the spoke spring damper 10 are made of an elastic material. Therefore, when torque vibration occurs on the spoke spring damper 10, the spoke springs 12 can elastically deform, thereby allowing the outer ring portion 13 to rotate relative to the central portion 11 around the central axis within a certain range (depending on the torque magnitude and the elastic deformation capacity of the spoke springs 12), thereby damping the torque vibration.

[0026] As shown in Figures 3 and 4 , the vibration damper includes one or two additional mass rings 20. Each additional mass ring 20 is a generally annular component formed around a central axis and coaxially fixedly mounted on the outer ring portion 13. For example, each additional mass ring 20 may be coaxially fixed to a corresponding axial side of the outer ring portion 13 and extend radially inward from the outer ring portion 13. As shown in Figure 1 , the fixed connection between the additional mass ring 20 and the central portion 11 can be achieved, for example, by one or more first fasteners 40 (e.g., rivets, screws, or bolts). These first fasteners 40 may be spaced circumferentially, particularly evenly spaced. Each first fastener 40 axially passes through the additional mass ring 20 and the outer ring portion 13, thereby securing the additional mass ring 20 and the outer ring portion 13 together. As shown in Figures 3 and 4 , when the shock absorber includes two additional mass rings 20 (one additional mass ring 20 located on one side of the shock absorber is removed in the front view of Figure 2 to more clearly illustrate the structure of the spoke spring damper 10), the two additional mass rings 20 are located on either axial side of the spoke spring damper 10, such that the spoke spring damper 10 is axially located between the two additional mass rings 20. In this case, each first fastener 40 can axially pass through both the outer ring portion 13 and the two additional mass rings 20 simultaneously.

[0027] Each additional mass ring 20 directly or indirectly abuts the central portion 11 in a relatively rotatable manner. When the outer ring portion 13 of the spoke spring buffer 10 rotates or tends to rotate relative to the central portion 11, the additional mass ring 20 can slidably rotate or tends to rotate relative to the central portion 11 (i.e., frictional contact), thereby generating friction forces on the corresponding contact surfaces that resist rotation and provide additional frictional damping for the shock absorber.

[0028] Because the additional mass ring 20 is fixed to the outer ring portion 13, the outer ring portion 13 and the additional mass ring 20 together form a rotating component that can rotate synchronously with the center portion 11. This is equivalent to increasing the mass of the rotating component that can rotate relative to the center portion 11, thereby increasing the rotational inertia of the rotating component. While the radial dimensions of the outer ring portion 13 and / or the entire shock absorber remain unchanged, the larger mass of the rotating component can enhance the cushioning effect of the spoke spring buffer 10. This is particularly beneficial for improving the vibration damping performance of the shock absorber in limited installation space.

[0029] In order to advantageously control the size of the vibration absorber and save installation space, the additional mass ring 20 may preferably not extend radially outward beyond the outer ring portion 13. For example, as shown in Figures 1 and 2, the radial outer edge of the additional mass ring 20 may be substantially flush with the radial outer edge of the outer ring portion 13, or the radial outer edge of the additional mass ring 20 may be slightly offset radially inward relative to the radial outer edge of the outer ring portion 13.

[0030] The additional mass ring 20 can directly abut the central portion 11. Specifically, the additional mass ring 20 can extend radially inward until it directly abuts the central portion 11, so that the radially inner portion of the additional mass ring 20 can directly frictionally contact the central portion 11 without intervening components. In this case, at least a portion of the additional mass ring 20 can be made of an elastic material, such as spring steel. This allows the elastic deformation of the additional mass ring 20 to generate a compressive force that maintains the additional mass ring 20 in abutment with the central portion 11.

[0031] Alternatively, the additional mass ring 20 may indirectly abut the central portion 11. That is, the additional mass ring 20 may abut the central portion 11 via an intermediate component. The intermediate component may abut either or both of the central portion 11 and the additional mass ring 20 in a relatively rotatable manner, thereby generating frictional forces on the corresponding contact surfaces that resist rotation and provide additional frictional damping for the shock absorber.

[0032] The embodiment shown in Figures 1 to 4 is an exemplary implementation for indirectly contacting the additional mass coil 20 with the central portion 11. In this embodiment, the intermediate component used to achieve indirect contact between the additional mass coil 20 and the central portion 11 is a diaphragm spring 30. The diaphragm spring 30 is an annular component arranged coaxially with the additional mass coil 20. The shock absorber may include the same number of diaphragm springs 30 as there are additional mass coils 20, so that each additional mass coil 20 can indirectly contact the central portion 11 via a corresponding diaphragm spring 30. Specifically, the diaphragm spring 30 abuts between the additional mass coil 20 and the central portion 11 in a pre-deformed state to provide the required compressive force for frictional contact. Preferably, the diaphragm spring 30 abuts between the axially opposing side surfaces of the additional mass coil 20 and the central portion 11 in a pre-compressed state. The diaphragm spring 30 itself does not necessarily extend completely along the axial direction, but rather may extend obliquely relative to the axial direction (i.e., at a non-zero angle), as long as the diaphragm spring 30 can provide an axial compressive force against the contact surfaces.

[0033] In some embodiments, the diaphragm spring 30 can be fixed to either the center portion 11 or the additional mass coil 20. For example, in the exemplary embodiment shown in Figures 1 to 4, the diaphragm spring 30 is fixed to the center portion 11, for example, by a second fastener 50 extending axially through the center portion 11 and the diaphragm spring 30. Consequently, the diaphragm spring 30 rotates synchronously with the center portion 11, while frictional contact occurs between the additional mass coil 20 and the diaphragm spring 30. Alternatively, in other embodiments, the diaphragm spring 30 can be fixed to the additional mass coil 20, such that frictional contact occurs between the center portion 11 and the diaphragm spring 30. Alternatively, in still other embodiments, the diaphragm spring 30 may not be torque-proof connected to either the center portion 11 or the additional mass coil 20, such that frictional contact occurs between both the center portion 11 and the diaphragm spring 30 and between the additional mass coil 20 and the diaphragm spring 30. However, those skilled in the art will appreciate that the embodiment shown in the figures, in which the diaphragm spring 30 is fixed to the center portion 11, is preferred because it facilitates positioning of the diaphragm spring 30 during installation.

[0034] Preferably, the spoke spring buffer 10 , the additional mass ring 20 , the diaphragm spring 30 and other components of the shock absorber can be made of metal materials, thereby reducing the aging problem of rubber materials in the prior art.

[0035] In the above design, the radially outer portion of each additional mass ring 20 abuts the outer ring portion 13 of the spoke spring damper 10 to achieve a fixed connection. The remaining radially inner portion of each additional mass ring 20 is axially spaced from the spoke springs 12 and the center portion 11 and abuts the center portion 11 only indirectly via the corresponding diaphragm spring 30, thereby avoiding interference with the elastic deformation of the spoke spring 12. In this configuration, a cavity is formed between the spoke spring damper 10, the additional mass ring 20, and the diaphragm spring 30. If components such as the spoke spring damper 10, the additional mass ring 20, and the diaphragm spring 30 were made of metal, it would be difficult for engine oil to enter this cavity, especially when the shock absorber is not operating, potentially leading to rust in the shock absorber material. To this end, one or more oil inlet holes 24 are preferably provided through the additional mass ring 20.

[0036] In a preferred embodiment, the efficiency of oil entering the shock absorber can be improved by designing the position of the oil inlet hole 24. Specifically, as shown in Figures 3 and 4, the radially outer portion (the generally annular portion) of the additional mass ring 20 can abut and be fixed to the outer ring portion 13, thereby forming a mass ring fixing portion 21. The radially inner portion (the generally annular portion) of the additional mass ring 20 directly or indirectly abuts the center portion 11, thereby forming a mass ring contact portion 22. Specifically, in the illustrated embodiment, the mass ring contact portion 22 abuts the diaphragm spring 30 and indirectly abuts the center portion 11 via the diaphragm spring 30. The portion (the generally annular portion) of the additional mass ring 20 connecting between the mass ring fixing portion 21 and the mass ring contact portion 22 forms a mass ring transition portion 23, which is axially spaced apart from the spoke spring damper 10. In the illustrated embodiment, because the mass ring contact portion 22 indirectly abuts the center portion 11 via the diaphragm spring 30, it is also axially spaced apart from the spoke spring damper 10. The oil inlet holes 24 of the additional mass ring 20 are formed in the mass ring transition portion 23. When the additional mass ring 20 has a plurality of oil inlet holes 24, these oil inlet holes 24 may be spaced apart circumferentially in the mass ring transition portion 23, in particular evenly spaced apart.

[0037] Similarly, a radially inner portion (generally annular portion) of the diaphragm spring 30 can abut and be fixed to the center portion 11 to form a spring fixing portion 31; a radially outer portion (generally annular portion) of the diaphragm spring 30 can abut the mass ring contact portion 22 to form a spring contact portion 32; and a portion (generally annular portion) of the diaphragm spring 30 connected between the spring fixing portion 31 and the spring contact portion 32 forms a spring transition portion 33. The spring contact portion 32 and the spring transition portion 33 are spaced apart from the spoke spring buffer 10 in the axial direction.

[0038] As shown in Figures 3 and 4 , the mass ring transition portion 23 can extend non-parallel to a plane perpendicular to the axial direction, for example, at a right angle or an acute angle. This allows the oil inlet holes 24 extending through the mass ring transition portion 23 to be at least partially open radially outward. As a result, oil from the radially outer side of the shock absorber can more easily enter the cavity through these oil inlet holes 24.

[0039] Further preferably, as shown in Figures 1 and 3, one or more oil inlet holes 24 may extend in the mass ring transition portion 23 to the junction of the mass ring transition portion 23 and the mass ring fixed portion 21. The mass ring fixed portion 21 includes one or more tabs that abut the outer ring portion 13. Each tab is aligned with a corresponding oil inlet hole 24 and protrudes radially inward from the inner edge of the mass ring fixed portion 21 through the oil inlet hole 24. A first fastener 40 for securing the additional mass ring 20 to the outer ring portion 13 may be at least partially mounted at the corresponding tab, i.e., passing through the mass ring fixed portion 21 at the corresponding tab. This allows the radial size of the area for mounting the first fastener 40 to be increased by the oil inlet hole 24. The tabs on the mass ring fixed portion 21 may be material punched out of the area of ​​the oil inlet hole 24 when the oil inlet hole 24 is formed by a stamping process. The tabs and the oil inlet hole 24 preferably have a shape corresponding to that of the first fastener 40, such as an arc.

[0040] The shock absorber according to the present invention can, on the one hand, produce a cushioning effect through the rotation of the outer ring relative to the center portion, and on the other hand, provide an additional damping effect through direct or indirect frictional contact between the additional mass ring and the center portion, thereby improving the shock absorber's vibration reduction performance. At the same time, the additional mass ring can increase the moment of inertia of the outer ring, thereby achieving a better vibration reduction effect within a limited radial dimension. This shock absorber has a simple structure and is easy to manufacture and install, which can effectively reduce production costs and save installation space. By adjusting the mass and shape of the additional mass ring, the desired damping effect can also be easily achieved, making the product widely adaptable. In addition, by providing an oil inlet hole in the additional mass ring, the oil can be promoted to enter the cavity inside the shock absorber, thereby improving lubrication and rust prevention performance.

[0041] 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.

[0042] Reference Signs 10 Spoke spring buffer 11 Center portion 12 Spoke spring 13 Outer ring portion 20 Additional mass ring 21 Mass ring fixing portion 22 Mass ring contact portion 23 Mass ring transition portion 24 Oil inlet hole 30 Diaphragm spring 31 Spring fixing portion 32 Spring contact portion 33 Spring transition portion 40 First fastener 50 Second fastener

Claims

1. A shock absorber, comprising a spoke spring buffer (10), the spoke spring buffer (10) comprising a central portion (11), a plurality of spoke springs (12) and an outer ring portion (13), the outer ring portion (13) coaxially surrounding the radially outer side of the central portion (11), the plurality of spoke springs (12) respectively connected radially between the outer ring portion (13) and the central portion (11) and spaced apart in the circumferential direction, the plurality of spoke springs (12) being elastically deformable so as to allow the outer ring portion (13) to rotate relative to the central portion (11), It is characterized by: The vibration absorber further comprises an annular additional mass ring (20), which is coaxially fixed to the outer ring portion (13) and directly or indirectly abuts the central portion (11) in a relatively rotatable manner, so that when the outer ring portion (13) rotates relative to the central portion (11), the additional mass ring (20) can directly or indirectly come into frictional contact with the central portion (11).

2. The shock absorber according to claim 1, characterized in that The additional mass ring (20) is fixed to an axial side portion of the outer ring portion (13) and extends radially inward from the outer ring portion (13).

3. The shock absorber according to claim 2, characterized in that The additional mass ring (20) does not extend radially outward beyond the outer ring portion (13).

4. The shock absorber according to claim 2, characterized in that The shock absorber further comprises an annular diaphragm spring (30) coaxially arranged with the additional mass coil (20), wherein the diaphragm spring (30) abuts between the additional mass coil (20) and the central portion (11), so that the additional mass coil (20) indirectly abuts against the central portion (11) via the diaphragm spring (30).

5. The shock absorber according to claim 4, characterized in that The diaphragm spring (30) is fixed to the central portion (11).

6. The shock absorber according to claim 2, characterized in that The additional mass ring (20) comprises an oil inlet hole (24) penetrating the additional mass ring (20).

7. The shock absorber according to claim 6, characterized in that The radially outer portion of the additional mass ring (20) forms a mass ring fixing portion (21) abutting against and fixed to the outer ring portion (13); the radially inner portion of the additional mass ring (20) forms a mass ring contact portion (22) abutting against the center portion (11) directly or indirectly; the portion of the additional mass ring (20) connected between the mass ring fixing portion (21) and the mass ring contact portion (22) forms a mass ring transition portion (23); the mass ring transition portion (23) is spaced apart from the spoke spring buffer (10) in the axial direction; and the oil inlet hole (24) is formed in the mass ring transition portion (23).

8. The shock absorber according to claim 7, characterized in that The mass ring transition portion (23) extends non-parallel to a plane perpendicular to the axial direction, so that the oil inlet hole (24) is at least partially open toward the radial outside.

9. The shock absorber according to claim 8, characterized in that The shock absorber further comprises a first fastener (40) for fixing the additional mass ring (20) to the outer ring portion (13); the oil inlet hole (24) extends to the junction of the mass ring transition portion (23) and the mass ring fixed portion (21); the mass ring fixed portion (21) comprises a tab portion, the tab portion is aligned with the oil inlet hole (24) and protrudes from the inner edge of the mass ring fixed portion (21) through the oil inlet hole (24) toward the radial inside; the first fastener (40) is at least partially mounted on the tab portion.

10. The vibration absorber according to any one of claims 1 to 9, characterized in that The vibration absorber comprises two additional mass rings (20), which are respectively located on both axial sides of the spoke spring buffer (10) and directly or indirectly abut the central portion (11) in a relatively rotatable manner.

Images