Dual Mode Tuning Dynamic Damper for Lateral Vibration Control
Solution Overview
Problem
Existing vehicle dampers are unable to effectively tune the lateral mode, leading to increased manufacturing costs and resonance frequency avoidance limitations, as they primarily focus on the bending mode, which results in higher raw material costs and reduced application scope for minimizing driving booming noise and vibration in the 140˜160 Hz range.
Innovation Solution
A dual mode tuning type dynamic damper with a hollow main bridge and auxiliary bridges that form a dual concentric circle structure, allowing for frequency adjustment and lateral mode tuning without altering the damper's design, thereby improving resonance frequency avoidance performance and reducing manufacturing costs.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If the number of dampers is increased to improve resonance frequency avoidance performance, then the damping effect is improved, but the manufacturing cost increases due to increased raw material cost
Solution Approach 1:
The damper is designed to perform multiple functions: it provides bending mode damping through the main bridge and lateral mode damping through the auxiliary bridge. This multi-functionality allows a single damper to replace what would traditionally require multiple dampers, thereby improving resonance frequency avoidance performance without increasing the number of dampers and avoiding the associated manufacturing cost increase
Solution Approach 2:
The damper structure is segmented into distinct functional components: the main bridge for bending mode damping and the auxiliary bridge for lateral mode damping. This segmentation allows each component to be optimized for its specific function while working together as an integrated system, achieving comprehensive resonance frequency avoidance with a single damper unit
2Reliability
If ball joint specifications are upgraded to avoid resonance rotation degree, then the rotation degree avoidance performance is improved, but the manufacturing cost increases
Solution Approach 1:
The invention replaces the need for upgraded ball joint specifications with a mechanically designed damper system. Instead of modifying the ball joint to achieve rotation degree avoidance, the damper with its dual-bridge structure provides the necessary damping effects through its own mechanical design, offering an alternative solution that avoids the high manufacturing costs associated with ball joint upgrades
3Device complexity
If the damper focuses only on bending mode, then the design is simpler, but the lateral mode cannot be tuned leading to limited application scope for minimizing driving booming noise
Solution Approach 1:
The damper design incorporates dynamic tuning capabilities for both bending mode and lateral mode. The auxiliary bridge is specifically designed to enable lateral mode tuning, allowing the damper to adapt to different application requirements and frequency ranges. This dynamic design approach expands the application scope for minimizing driving booming noise while maintaining reasonable design complexity through systematic structure
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The dual mode tuning dynamic damper enhances resonance frequency avoidance performance by maintaining the main mode's bending frequency while adding lateral mode tuning, effectively reducing driving booming noise and vibration without increasing raw material costs, thus offering a cost-effective solution comparable to ball joint upgrades.
Implementation Method 1
a dual mode tuning type dynamic damper including a lateral mode capable of tuning a resonant frequency at a bending mode
Implementation Method 2
tuning a resonant frequency at a bending mode and a drive shaft device and a vehicle thereby
Data Source
AI summary
A dual mode tuning dynamic damper may include a hollow main bridge extending in an axial direction of a damper housing in a position exterior to a damper mass filled in the damper housing and forming a dual concentric circle with the damper housing, and an auxiliary bridge disposed at a connection section of the dual concentric circle for side portions of the damper mass to be supported by the main bridge.