CN212717806U - Vehicle damper and vehicle - Google Patents
Vehicle damper and vehicle Download PDFInfo
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- CN212717806U CN212717806U CN202022042735.4U CN202022042735U CN212717806U CN 212717806 U CN212717806 U CN 212717806U CN 202022042735 U CN202022042735 U CN 202022042735U CN 212717806 U CN212717806 U CN 212717806U
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- 238000013016 damping Methods 0.000 claims abstract description 41
- 239000006096 absorbing agent Substances 0.000 claims abstract description 28
- 230000035939 shock Effects 0.000 claims abstract description 27
- 230000009467 reduction Effects 0.000 claims description 5
- 230000009977 dual effect Effects 0.000 description 7
- 230000000694 effects Effects 0.000 description 5
- 230000009471 action Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 230000004075 alteration Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000008569 process Effects 0.000 description 1
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Abstract
The utility model provides a shock absorber and vehicle for vehicle. The vehicle damper includes a first mass and a second mass rotatable relative to each other, a flange fixed to the second mass, and a plurality of main damper springs. Further, the vehicle damper further includes a plurality of pre-damper elastic members each of which is provided to the corresponding main damper spring and extends toward an abutting portion of the flange for corresponding to the main damper spring. Therefore, during the relative rotation of the first mass and the second mass, the abutment portion abuts against the pre-damper elastic member and the pre-damper elastic member is compressed by a predetermined deformation amount before abutting against the main damper spring. Therefore, the pre-vibration damping elastic piece can effectively reduce or even eliminate noise generated by collision of the flange and the main vibration damping spring when the engine is in an idling state, and can play a pre-vibration damping role when the engine is in the idling state.
Description
Technical Field
The utility model relates to a vehicle damping field specifically relates to shock absorber for vehicle reaches vehicle including this shock absorber for vehicle.
Background
Because of the high requirements of the vehicle on the vibration damping performance, a dual mass flywheel is mostly used as a vibration damper of an engine of the vehicle in the existing conventional vehicle and hybrid vehicle to damp the torsional vibration generated in the operation process of the engine. In such a dual mass flywheel, as shown in fig. 1a and 1b, a main flywheel mass 10 and an auxiliary flywheel mass 40 capable of rotating relative to each other, a flange 30 fixed to the auxiliary flywheel mass 40, and two arc-shaped damper springs 20 are generally included. The flange 30 includes a flange body 301 located radially inside the damper springs 20, and an abutment portion 302 projecting from the flange body 301 into between the two damper springs 20. After the relative rotation of the primary flywheel mass 10 with the flange 30 and the secondary flywheel mass 40, the abutment 302 of the flange 30 extending between the two damper springs 20 presses against the damper springs 20, so that the damper springs 20 transmit torque in an elastically deformed state.
Although such a dual mass flywheel is effective in damping torsional vibrations from the engine, it may have the following problems. On the one hand, since there is a free angle a (predetermined interval) between the damper spring 20 and the abutment portion 302 of the flange 30 in the initial state as shown in fig. 1a, if the basic damping of such a dual mass flywheel in the idling state is low, the flange body 301 may undesirably collide against the arc-shaped damper spring 20 and generate noise due to the presence of the free angle a. On the other hand, when a hybrid vehicle employing such a dual mass flywheel is in an idle charge state, the dual mass flywheel has no pre-damper structure, and thus cannot generate a pre-damper effect when the engine is in an idle operation state, and it is difficult to isolate idle charge noise.
SUMMERY OF THE UTILITY MODEL
The present invention has been made in view of the above problems of the prior art. An object of the utility model is to provide a novel shock absorber for vehicle, it can reduce effectively even eliminate as above the engine be in under the idle state flange of shock absorber and the noise that damping spring collided and sent to can also play damping effect in advance under the idle state at the engine. Another object of the present invention is to provide a vehicle using the above shock absorber for vehicle.
In order to achieve the above purpose, the present invention adopts the following technical solutions.
The utility model provides a following shock absorber for vehicle, shock absorber for vehicle has axial, radial and circumference and includes:
a first mass and a second mass, the first mass and the second mass being coaxially arranged and rotatable relative to each other;
a plurality of main damper springs arranged along the circumferential direction in a spaced manner from each other;
a flange located between the first mass and the second mass in the axial direction and fixed with the second mass, the flange including an abutment that extends into between two adjacent main damping springs of the plurality of main damping springs; and
and each pre-vibration damping elastic piece is arranged on the main vibration damping spring and extends out from the circumferential end part of the corresponding main vibration damping spring towards the abutting part, so that the abutting part abuts against the corresponding main vibration damping spring after the pre-vibration damping elastic pieces are pressed against a preset deformation amount by the abutting part through the relative rotation of the first mass and the flange.
Preferably, a damping coefficient of the pre-damper elastic member is smaller than a damping coefficient of the main damper spring.
More preferably, the pre-damper elastic member is a pre-damper spring having an outer diameter smaller than an inner diameter of the main damper spring and disposed coaxially with the main damper spring inside the main damper spring.
More preferably, the length of the pre-damper spring is greater than the length of the main damper spring sleeved outside the pre-damper spring.
More preferably, one end of the pre-damper spring abuts against the abutting portion, and the other end of the pre-damper spring abuts against the first mass; or
Both ends of the pre-vibration reduction spring are simultaneously abutted against the abutting part and the first mass of the flange.
More preferably, the pre-damper elastic member is a pre-damper rubber cover provided at an end of the main damper spring facing the abutting portion.
More preferably, the pre-damper rubber cover includes a main body portion and a protrusion protruding from the main body portion toward the abutting portion, and a concave portion corresponding to the protrusion is formed on a side portion of the abutting portion facing the pre-damper rubber cover.
More preferably, the depth of the recess is less than the length of the projection, so that the abutment is pressed against the body portion and/or the main damper spring after the projection is compressed by a predetermined amount.
More preferably, in an initial state where the first mass and the second mass are not relatively rotated, the abutting portion and the pre-damper rubber cover are spaced apart from each other by a predetermined interval.
The utility model provides a following vehicle, it includes any one technical scheme in the above technical scheme shock absorber for vehicle.
By adopting the above technical scheme, the utility model provides a novel shock absorber for vehicle reaches vehicle including this shock absorber for vehicle, this shock absorber for vehicle include each other can relative pivoted first quality and second quality, with second quality fixed flange and a plurality of main damping spring together. Further, the vehicle damper further includes a plurality of pre-damper elastic members each of which is provided to the corresponding main damper spring and extends toward an abutting portion of the flange for corresponding to the main damper spring.
Therefore, during the relative rotation of the first mass and the second mass, the abutment portion abuts against the pre-damper elastic member and the pre-damper elastic member is compressed by a predetermined deformation amount before abutting against the main damper spring. In this way, the pre-vibration damping elastic piece compensates the free angle between the abutting part of the main vibration damping spring and the flange, can effectively reduce or even eliminate the noise generated by the collision between the flange of the vibration damper and the spring when the engine is in an idle state, and can play a pre-vibration damping role when the engine is in the idle state, thereby further eliminating the noise of the hybrid vehicle in the idle charging state.
Drawings
FIG. 1a is a schematic view showing a partial structure of a shock absorber for a vehicle; fig. 1b is a partially cross-sectional schematic view showing the vehicular shock absorber in fig. 1a in the arrow direction in the drawing.
Fig. 2a is a partial structural schematic view showing a shock absorber for a vehicle according to a first embodiment of the present invention; fig. 2b is a schematic diagram showing the structure in the region M in fig. 2 a.
Fig. 3a is a partial structural schematic view showing a shock absorber for a vehicle according to a second embodiment of the present invention; fig. 3b is a schematic diagram showing the structure in the region N in fig. 3 a.
Description of the reference numerals
10 main flyweight 20 damper spring 30 flange 301 flange body 302 abutment 40 secondary flyweight a free angle
1 first mass (main flywheel mass) 2 main damper spring 3 flange 31 flange body 32 second abutment 321 recess 41 pre damper spring 42 pre damper rubber cap 421 body 422 protrusion L1 length L2 recess depth.
Detailed Description
Exemplary embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood that the detailed description is only intended to teach one skilled in the art how to practice the invention, and is not intended to exhaust all possible ways of practicing the invention, nor is it intended to limit the scope of the invention.
In the present invention, unless otherwise specified, the axial direction, the radial direction, and the circumferential direction refer to the axial direction, the radial direction, and the circumferential direction of the shock absorber for a vehicle, respectively; the "one circumferential side" refers to the clockwise direction side in fig. 2a and 3a, and the "other circumferential side" refers to the counterclockwise direction side in fig. 2a and 3 a. Further, "drive-coupled" means a connection between two components capable of transmitting a driving force/torque, and the two components may be directly connected or indirectly connected through another mechanism.
The structure and operation of a vehicle shock absorber according to a first embodiment of the present invention will be described below with reference to the accompanying drawings.
(Structure and action of vehicle damper according to first embodiment of the present invention)
As shown in fig. 2a to 2b, a damper for a vehicle according to a first embodiment of the present invention has a disk shape as a whole and includes a first mass 1, a second mass (not shown), two main damper springs 2, a flange 3, and two pre-damper springs 41 assembled together.
Specifically, in the present embodiment, the first mass 1 and the second mass each have a corresponding weight, thereby providing a required moment of inertia for the shock absorber for a vehicle according to the present invention. The first mass 1 is intended to be fixedly connected to a crankshaft of an engine, for example by means of bolts, in order to serve as a main flywheel mass. A second mass is arranged axially spaced from the first mass 1, the second mass being fixed to the flange 3 to act as a secondary flywheel mass. Both the first mass 1 and the second mass are arranged coaxially and can rotate relative to each other. The radially outer portion of the first mass 1 forms a recess that accommodates the main damper spring 2, and covering the recess by a not-shown cover forms an installation space in which the main damper spring 2 is installed.
In the present embodiment, two main damper springs 2 are arranged in the circumferential direction at a distance from each other and mounted in the above-described mounting space. Each main damper spring 2 is an arc-shaped coil spring extending in the circumferential direction and spanning a circle center angle of approximately 180 degrees in an initial state as shown in fig. 2 a.
In the present embodiment, the flange 3 is located axially between the first mass 1 and the second mass, the flange 3 is arranged coaxially with the first mass 1 and the second mass, and the flange 3 is fixed together with the second mass, for example by rivets.
The flange 3 includes a flange body 31 located radially inside the two main damper springs 2 and two abutment portions 32, 33 projecting radially outward from the flange body 31. Both the abutment portions 32, 33 extend between the two main damper springs 2, wherein the first abutment portion 32 (the abutment portion located at the upper side in fig. 2 a) is located between one circumferential side end of one main damper spring 2 (the main damper spring located at the left side in fig. 2 a) and the other circumferential side end of the other main damper spring 2 (the main damper spring located at the right side in fig. 2 a); the second abutment portion 33 (the abutment portion located downward in fig. 2 a) is located between the other circumferential side end of one main damper spring 2 and the one circumferential side end of the other main damper spring 2. In the initial state shown in fig. 2a, in which the first mass 1 and the second mass are not rotating relative to each other, the two contact portions 32, 33 and the two circumferential ends of the two main damper springs 2 each have a free angle therebetween as described in the background art.
In the present embodiment, the pre-damper spring 41 is an arc-shaped coil spring extending in the circumferential direction. The outer diameter of the pre-damper spring 41 is smaller than the inner diameter of the main damper spring 2 so that the pre-damper spring 41 can be installed inside the main damper spring 2 coaxially with the corresponding main damper spring 2 and the damping coefficient (spring rate) of the pre-damper spring 41 is smaller than the damping coefficient (spring rate) of the main damper spring 2. The length of the pre-damper springs 41 is greater than the length of the main damper springs 2, so that when two pre-damper springs 41 are installed inside the corresponding main damper springs 2, the pre-damper springs 41 can extend from the circumferential ends of the corresponding main damper springs 2 toward the first contact portion 32 and the second contact portion 33. Specifically, one end of the pre-damper spring 41 can be brought into contact with the abutment portions 32, 33 and/or the first mass 1, and can be pressed and deformed when the first mass 1 rotates relative to the abutment portions 32, 33, and can transmit torque between the abutment portions 32, 33 and the first mass 1. In this way, after the first mass 1 and the second mass are relatively rotated, the pre-damper spring 41 is pressed against the first contact portion 32 or the second contact portion 33 by a predetermined deformation amount, and then the first contact portion 32 or the second contact portion 33 is brought into contact with the corresponding main damper spring 2.
In this way, the two pre-damper springs 41 compensate for the free angle between the main damper spring 2 and the first abutting portion 32 or the second abutting portion 33, respectively, avoiding the risk of the abutting portion of the flange 3 colliding with the main damper spring 2 when the engine is in the idling state, and eliminating the noise generated by the collision. In addition, the pre-damper spring 41 also acts as a pre-damper when the engine is idling.
The structure and action of a shock absorber for a vehicle according to a second embodiment of the present invention will be described below with reference to the accompanying drawings.
(Structure and action of damper for vehicle according to second embodiment of the present invention)
As shown in fig. 3a and 3b, the structure of the damper for a vehicle according to the second embodiment of the present invention is substantially the same as that of the damper for a vehicle according to the first embodiment of the present invention, and the difference therebetween will be mainly explained below.
In the present embodiment, the pre-damper spring 41 in the first embodiment is omitted, and the pre-damper rubber cover 42 having elasticity is used instead to achieve substantially the same operation as the above-described operation described in the first embodiment.
The two pre-damper rubber caps 42 are provided at one circumferential end of one main damper spring 2 (the left main damper spring in fig. 3 a) facing the first contact portion 32 and at the other circumferential end of the other main damper spring 2 (the right main damper spring in fig. 3 a) facing the first contact portion 32. Each pre-damper rubber cover 42 includes a body portion 421 that is completely inserted into the turn of the main damper spring 2, and a protrusion 422 that protrudes from the body portion 421 toward the first abutting portion 32. The convex portion 422 protrudes from the circumferential end of the main damping spring 2 and the diameter of the convex portion 422 is smaller than that of the body portion 421, the damping coefficient of the convex portion 422 being smaller than that of the main damping spring 2.
Correspondingly, the side portions of the first abutment portions 32 facing both the pre-damper rubber covers 42 are each formed with a concave portion 321 corresponding to the convex portion 422. In order to cause the first abutment portion 32 to abut the main damper spring 2 after the projection 422 is compressed by a predetermined deformation amount after the relative movement of the first mass 1 and the second mass occurs, the depth L2 of the recess 321 is smaller than the length L1 of the projection 422. In order to facilitate the protrusion 422 to enter the recess 321, the width of the opening of the recess 321 toward the protrusion 422 is greater than the width of the protrusion 422.
Unlike the structural relationship in which the two pre-damper springs 41 abut against the first abutment portion 32 in the initial state in the first embodiment, in the present embodiment, the first abutment portion 32 and the pre-damper rubber cover 42 are spaced apart from each other by a predetermined interval in the initial state in which the first mass 1 and the second mass do not perform relative rotation as shown in fig. 3a and 3 b. Although the above-described predetermined interval exists, the pre-damper rubber cover 42 can absorb the impact of the first abutting portion 32, so that the pre-damper rubber cover 42 can effectively reduce the noise generated by the impact of the first abutting portion 32 by its elasticity; but the convex portion 422 of the pre-damper rubber cover 42 also performs the pre-damper function. Alternatively, of course, in the initial state in which the first mass 1 and the second mass are not rotated relative to each other, the projection 422 of the pre-damper rubber cap 42 can also project into the recess 321 and abut against the abutment, so that in the initial state there is no space between the pre-damper rubber cap 42 and the abutment.
It should be understood that the above embodiments are exemplary only, and are not intended to limit the present invention. Various modifications and alterations of the above-described embodiments may be made by those skilled in the art in light of the teachings of the present invention without departing from the scope thereof. In addition, supplementary explanation is made as follows.
(i) Although not explicitly stated in the above specific embodiment, preferably, the circumferential width of the first abutment portion 32 may be larger than the circumferential width of the second abutment portion 33, so as to facilitate abutment between the pre-damper spring 41 and the pre-damper rubber cover 42; further, the first abutting portion 32 and the second abutting portion 33 may have an axisymmetric shape or an asymmetric shape.
(ii) Although it has been described in the above embodiment that the vehicle damper has two main damper springs 2 and the flange 3 has two abutting portions 32, 33, the present invention is not limited thereto, and the vehicle damper may have three or more main damper springs and the same number of abutting portions. In addition, it should be understood that, according to the technical solution of the present invention, only one abutting portion in all abutting portions may be needed, and it is not necessary that all abutting portions are provided with the pre-vibration reduction elastic member, as long as it is satisfied that the above technical effects of the present invention can be achieved in two relative rotation directions of the first mass 1 and the second mass.
In addition, the shapes of the main damper spring and the pre-damper spring are not limited to the above-described arc-shaped coil springs, but may take other forms, such as linearly extending coil springs and the like; the plurality of damping springs and the pre-damping spring may be of equal length or unequal length.
(iii) In the technical solution according to the first embodiment of the present invention, since both the pre-damper spring 41 and the main damper spring 2 overlap each other in the extending direction (their axial direction), the pre-damper spring 41 plays a role of pre-damping not only in the idling state of the engine but also in the normal operating state of the engine. Therefore, compared with the damper spring 20 of the dual mass flywheel in the background art, the same damper damping effect can be achieved when the spring rate of the main damper spring 2 of the vehicle damper according to the first embodiment of the present invention is small (the elastic wire diameter is small) due to the existence of the pre-damper spring 41.
In addition, it should be understood that, in contrast to the pre-damper spring 41, in the solution according to the second embodiment of the present invention, the pre-damper rubber cover 42 mainly functions when the engine is in an idle state. Further, another elastic member having one end fixed to the main damper spring 2 and the other end protruding from the main damper spring 2 toward the abutting portion may be used instead of the pre-damper rubber cover 42.
(iv) Although the first embodiment described above has explained that one end of the pre-damper spring 41 abuts against the abutting portion 32 and the other end abuts against the first mass 1, the present invention is not limited to this. For example, in the initial state in which the first mass 1 does not rotate relative to the second mass, both ends of the pre-damper spring may both abut against both the abutting portion of the flange 3 and the first mass 1 at the same time, and the technical effects according to the present invention can also be achieved.
(v) Although it is described in the above second embodiment that the body portion 421 of the rubber cover 42 is completely inserted into the turn of the main damper spring 2, the present invention is not limited thereto. The body portion 421 may be only partially inserted into the turns of the main damping spring 2 so that the body portion 421 abuts with the first abutting portion 32 after the projection 422 is compressed by a predetermined amount.
Claims (10)
1. A vehicular shock absorber characterized by having an axial direction, a radial direction and a circumferential direction and comprising:
a first mass and a second mass, the first mass and the second mass being coaxially arranged and rotatable relative to each other;
a plurality of main damper springs arranged along the circumferential direction in a spaced manner from each other;
a flange located between the first mass and the second mass in the axial direction and fixed with the second mass, the flange including an abutment that extends into between two adjacent main damping springs of the plurality of main damping springs; and
and each pre-vibration damping elastic piece is arranged on the main vibration damping spring and extends out from the circumferential end part of the corresponding main vibration damping spring towards the abutting part, so that the abutting part abuts against the corresponding main vibration damping spring after the pre-vibration damping elastic pieces are pressed against a preset deformation amount by the abutting part through the relative rotation of the first mass and the flange.
2. The vehicular shock absorber according to claim 1, wherein a damping coefficient of said pre-damper elastic member is smaller than a damping coefficient of said main damper spring.
3. The vehicular shock absorber according to claim 1 or 2, wherein the pre-damper elastic member is a pre-damper spring having an outer diameter smaller than an inner diameter of the main damper spring and disposed inside the main damper spring coaxially with the main damper spring.
4. The vehicle absorber according to claim 3, wherein the length of the pre-damper spring is greater than the length of the main damper spring sleeved outside the pre-damper spring.
5. The vehicle shock absorber according to claim 4,
one end of the pre-vibration reduction spring is abutted against the abutting part, and the other end of the pre-vibration reduction spring is abutted against the first mass; or
Both ends of the pre-vibration reduction spring are simultaneously abutted against the abutting part and the first mass of the flange.
6. The vehicular damper according to claim 1 or 2, characterized in that the pre-damper elastic member is a pre-damper rubber cap provided at an end of the main damper spring that faces the abutting portion.
7. The vehicle damper according to claim 6, wherein the pre-damper rubber cover includes a body portion and a protrusion protruding from the body portion toward the abutting portion, and a side portion of the abutting portion that faces the pre-damper rubber cover is formed with a recess corresponding to the protrusion.
8. The vehicular shock absorber according to claim 7, wherein a depth of the concave portion is smaller than a length of the convex portion, so that the abutting portion is pressed against the body portion and/or the main damper spring after the convex portion is compressed by a predetermined amount.
9. The vehicular shock absorber according to claim 6, wherein in an initial state in which the first mass and the second mass are not relatively rotated, the abutting portion and the pre-damper rubber cover are spaced apart from each other by a predetermined interval.
10. A vehicle characterized by comprising the vehicular shock absorber according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022042735.4U CN212717806U (en) | 2020-09-17 | 2020-09-17 | Vehicle damper and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022042735.4U CN212717806U (en) | 2020-09-17 | 2020-09-17 | Vehicle damper and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN212717806U true CN212717806U (en) | 2021-03-16 |
Family
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202022042735.4U Active CN212717806U (en) | 2020-09-17 | 2020-09-17 | Vehicle damper and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN212717806U (en) |
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2020
- 2020-09-17 CN CN202022042735.4U patent/CN212717806U/en active Active
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