WO2021248351A1

WO2021248351A1 - Vehicle shock absorber and vehicle

Info

Publication number: WO2021248351A1
Application number: PCT/CN2020/095311
Authority: WO
Inventors: 肖荣亭; 埃夫根尼·弗朗茨; 塞巴斯蒂安·赫尔默
Original assignee: 舍弗勒技术股份两合公司; 肖荣亭
Priority date: 2020-06-10
Filing date: 2020-06-10
Publication date: 2021-12-16
Also published as: CN115023561A; DE112020007306T5

Abstract

A vehicle shock absorber. The vehicle shock absorber has three side plates (31, 32, 33). In the three side plates (31, 32, 33), the first side plate (31) (a non-integrated side plate) forms a window (31h) for forming a damper spring mounting part, the second side plate (32) (an integrated side plate) not only forms a window (32h1) for forming the damper spring mounting part, but also forms a track (32h2) for limiting the movement trajectory of the pendulum mass of a centrifugal pendulum unit (5), and the third side plate (33) (a non-integrated side plate) forms a track (33h) for limiting the movement trajectory of the centrifugal pendulum unit (5). Compared with a dual mass flywheel, the vehicle shock absorber is simple in structure. The integrated side plate can reduce the number and cost of components forming the vehicle shock absorber. Moreover, the three side plates (31, 32, 33) also facilitate the installation of the vehicle shock absorber. Also provided is a vehicle comprising the vehicle shock absorber.

Description

Shock absorber for vehicle and vehicle

Technical field

The present invention relates to the field of vehicle vibration reduction, in particular to a vehicle shock absorber and a vehicle including the vehicle shock absorber.

Background technique

Since vehicles have high requirements for vibration damping performance, a dual-mass flywheel with a large arc spring is usually used as a shock absorber to reduce vibration. This type of shock absorber is mostly used in existing commercial vehicles. However, the arc spring used in this type of shock absorber is costly, and needs to be matched with a corresponding more complicated structure to be able to function normally, which results in a relatively complex structure and high cost of this type of shock absorber.

Summary of the invention

The present invention has been made in view of the above-mentioned state of the prior art. The object of the present invention is to provide a shock absorber for a vehicle, which is simpler in structure, lower in manufacturing cost, and easier to install than the dual-mass flywheel described in the background art. Another object of the present invention is to provide a vehicle using the shock absorber for a vehicle according to the present invention.

In order to achieve the above-mentioned purpose of the invention, the present invention adopts the following technical solutions.

The present invention provides a shock absorber for a vehicle as follows, which has an axial direction, a radial direction and a circumferential direction and includes:

Three side panels, the three side panels are fixed to each other and include a first side panel, a second side panel, and a third side panel;

Flange, the flange is located between the first side plate and the second side plate in the axial direction and can be relative to the first side plate and the second side plate along the Circumferential rotation within a predetermined range;

A plurality of damping springs, the plurality of damping springs are arranged at intervals along the circumferential direction and respectively mounted on the damping formed by the first side plate, the second side plate and the flange A spring mounting part, which can transmit torque between the flange and the three side plates via the plurality of damping springs;

A centrifugal pendulum unit, the centrifugal pendulum unit is arranged between the second side plate and the third side plate and is located on the radially outer side of the flange.

Preferably, the first side plate and the second side plate are respectively formed with windows for forming the damping spring mounting portion, so that the damping spring is mounted on the first side plate and the damping spring. Between the second side panels, and

The second side plate and the third side plate are formed with a track for limiting the movement trajectory of the pendulum mass of the centrifugal pendulum unit.

More preferably, in the axial direction,

The second side panel is located between the first side panel and the third side panel; or

The second side plate is located on the same side of the first side plate and the third side plate.

More preferably, the first side plate and the second side plate are fixed to each other by a connecting piece, the second side plate and the third side plate are fixed to each other by a connecting piece, and the third side plate is located at the The first side plate is radially outside and spaced apart from the first side plate.

More preferably, the flange is formed with a mounting hole for constituting the damping spring mounting portion, and the length of the mounting hole is greater than the initial length of the damping spring when the damping spring is not compressed.

More preferably, the vehicle shock absorber further includes a friction damping mechanism, the friction damping mechanism includes a ring-shaped friction member and an elastic member, the ring-shaped friction member and the elastic member are located on the first side plate and Between the second side plates, under the action of the spring force of the elastic member, at least one of the ring-shaped friction members abuts against one of the first side plate and the second side plate with different pressures. One side and the flange, so that during the operation of the vehicle shock absorber, due to the pressure difference, the at least one annular friction member can be relative to the flange along with the one side. Perform a predetermined range of relative rotation and generate a first friction damping between the at least one ring-shaped friction member and the flange, and after the at least one ring-shaped friction member is engaged with the flange, two The second friction damping is generated between the at least one ring-shaped friction member and the one side, and the second friction damping is different from the first friction damping. Of course, the size of the first friction damping and the second friction damping can also be the same, and can be set freely according to the situation.

More preferably, the ring-shaped friction member includes a first ring-shaped friction member, and the elastic member includes a first elastic member and a second elastic member,

The first ring-shaped friction member includes a ring-shaped friction portion and a plurality of projecting portions extending from the ring-shaped friction portion, and the ring-shaped friction portion is located on the one side and the method in the axial direction. Between the flanges, the protrusion passes through the flange in the axial direction, and

The first elastic member is pressed against the protruding portion, and the second elastic member is pressed against the flange, so that under the action of the spring force of the first elastic member and the second elastic member The ring-shaped friction part is pressed against the one side, and the flange is pressed against the ring-shaped friction part under the action of the spring force of the second elastic member.

More preferably, the ring-shaped friction member further includes a second ring-shaped friction member and a third ring-shaped friction member,

The second annular friction member is located between the second elastic member and the flange in the axial direction, and the second elastic member is pressed against the second annular friction member so that the The second annular friction member is pressed against the flange,

The third annular friction member is sandwiched between the protrusion and the first elastic member, the first elastic member is pressed against the third annular friction member, and the third annular friction member is pressed against the third annular friction member. The piece is pressed against the protruding part.

More preferably, the flange is formed with a plurality of through holes distributed in the circumferential direction, each of the protrusions of the first annular friction member passes through the corresponding through hole, and

Both the through hole and the extension portion extend along the circumferential direction, and the size of each extension portion in the circumferential direction is smaller than the size of the corresponding through hole in the circumferential direction, so that The first ring-shaped friction member can perform a predetermined range of relative rotation relative to the flange in the circumferential direction.

Alternatively, the first ring-shaped friction member may also be in a discrete form, that is, the first ring-shaped friction member includes a plurality of independent first friction members, and each first friction member includes a friction part and a secondary friction member. A protruding portion protruding from a portion, the friction portion is located between the one side and the flange in the axial direction, and the protruding portion passes through the flange in the axial direction. The engagement and arrangement of the first elastic member, the second elastic member, and the third annular friction member with the first friction member are basically the same as those described above.

The present invention also provides a vehicle including the vehicle shock absorber described in any one of the above technical solutions.

By adopting the above technical solution, the present invention provides a new type of vehicle shock absorber and a vehicle including the vehicle shock absorber. The vehicle shock absorber has three side plates. Among the three side plates, The first side plate (non-integrated side plate) forms a window for forming the damping spring installation part, and the second side plate (integrated side plate) forms not only the window for forming the damping spring installation part but also a window for defining The trajectory of the movement trajectory of the pendulum mass of the centrifugal pendulum unit, and the third side plate (non-integrated side plate) forms a trajectory for limiting the movement trajectory of the centrifugal pendulum unit. Compared with the dual-mass flywheel, the vehicle shock absorber according to the present invention has a simpler structure. The integrated side plate can reduce the number and cost of components used to form the vehicle shock absorber, and the arrangement of the three side plates is convenient. Installation of shock absorbers for vehicles.

Description of the drawings

Fig. 1a is a schematic front view of a vehicle shock absorber according to a first embodiment of the present invention, in which part of the structure is omitted in order to show its internal structure; Fig. 1b is a line of the vehicle shock absorber in Fig. 1a Figure 1c is an exploded schematic view of the vehicle shock absorber in Figure 1a, with the flywheel mass omitted; Figure 1d is an enlarged schematic view of the area M in Figure 1b.

2 is a schematic partial cross-sectional view of a shock absorber for a vehicle according to a second embodiment of the present invention.

3 is a schematic partial cross-sectional view of a shock absorber for a vehicle according to a third embodiment of the present invention.

4 is a schematic partial cross-sectional view of a shock absorber for a vehicle according to a fourth embodiment of the present invention.

Description of Reference Signs

1 flywheel mass

2 Flange 2h1 Mounting hole 2h2 Through hole

31 First side panel 31h First window 32 Second side panel 32h1 Second window 32h2 First rail 33 Third side panel 33h Second rail

4 Damping spring

5 Centrifugal pendulum unit

6 Friction damping mechanism 61 First ring friction member 611 Ring friction part 612 Extension part

62 Second annular friction member 63 Third annular friction member 64 First elastic member 65 Second elastic member

7 hub core

R radial direction A axial direction C circumferential direction O central axis.

detailed description

Hereinafter, specific embodiments of the present invention will be described with reference to the drawings. In the drawings, unless otherwise specified, the axial, radial, and circumferential directions refer to the axial, radial, and circumferential directions of the shock absorber for a vehicle according to the present invention; the axial side refers to Figures 1b and The left side in 1d, Figure 2, Figure 3, Figure 4, for example, the side where the engine is located; the other axial side refers to the right side in Figure 1b, Figure 1d, Figure 2, Figure 3, Figure 4, such as the side where the transmission is located ; The radial outer side refers to the side away from the central axis O in the radial direction, and the radial inner side refers to the side closer to the central axis O in the radial direction. In addition, "transmission coupling" refers to a coupling capable of transmitting driving force/torque between two components. The two components can be directly connected or can achieve the above-mentioned functions through various transmission mechanisms or connection structures.

Hereinafter, the structure and function of the vehicle shock absorber according to the first embodiment of the present invention will be described with reference to the drawings.

(Vehicle shock absorber according to the first embodiment of the present invention)

As shown in FIGS. 1a to 1c, the vehicle shock absorber according to the first embodiment of the present invention has a circular ring shape as a whole and includes a flywheel mass 1, a flange 2, and three side plates (first side Plate 31, second side plate 32 and third side plate 33), damping spring 4, centrifugal pendulum unit 5, friction damping mechanism 6 and hub core 7.

In this embodiment, the flywheel mass 1 has a circular ring shape and is used for fixed connection with, for example, an engine crankshaft of a vehicle, and the flywheel mass 1 includes a flywheel mass radial portion and a flywheel mass axial portion formed as one body. The flywheel mass radial portion extends substantially along the radial direction R, and the flywheel mass axial portion extends from the radially outer end of the flywheel mass radial portion along the axial direction A toward the other side of the axial direction by a predetermined length. In addition, the flywheel mass 1 also includes gear teeth provided on the outer periphery of the axial portion of the flywheel mass, so that the motor of the vehicle can start the engine via the gear teeth. The flywheel mass 1 should have a considerable weight to ensure that the shock absorber has sufficient moment of inertia. In addition, a radially inner portion of the flywheel mass 1 is formed with a plurality of flywheel mass fixing holes penetrating in the axial direction A. The flywheel mass 1 can be fixedly connected with, for example, the crankshaft of the engine of a vehicle by a fixing member passing through a plurality of flywheel mass fixing holes.

In this embodiment, the flange 2 is also formed in a circular ring shape. The flange 2 is fixed to, for example, an engine crankshaft together with the flywheel mass 1 via a fixing member and can rotate relative to the three

side plates

31, 32, 33 along the circumferential direction C within a predetermined range.

Further, the flange 2 is formed with four mounting holes 2h1 penetrating in the axial direction A. The four mounting holes 2h1 are evenly distributed in the circumferential direction C, and each mounting hole 2h1 corresponds to the following first window 31h of the first side plate 31 and the following second window 32h1 of the second side plate 32, respectively, to form a vibration reduction Spring mounting part. In this way, after the damping spring 4 is installed in the mounting hole 2h1 of the flange 2, it passes through the mounting hole 2h1 of the flange 2, the first window 31h of the first side plate 31, and the second window 32h1 of the second side plate 32. The damping spring 4 is restricted in the direction C, the axial direction A and the radial direction R. In addition, the length of the mounting hole 2h1 is greater than the initial length of the damping spring 4 in the uncompressed state, so that the damping spring 4 is not at the initial stage of the relative rotation of the flange 2 with respect to the three

side plates

31, 32, 33 Compressed; after the flange 2 has rotated a certain angle relative to the three

side plates

31, 32, 33, the damping spring 4 is compressed. Therefore, a two-stage torsional stiffness can be achieved (corresponding to a stage in which the damping spring 4 is not compressed, the first-stage torsional stiffness of the damping spring 4 is 0).

In this embodiment, the three

side plates

31, 32, and 33 are all formed in a circular ring shape. The second side plate 32 is located on one axial side of the flange 2, and the first side plate 31 is located on the other axial side of the flange 2, so that the first side plate 31 and the second side plate 32 are separated in the axial direction A The flanges 2 are arranged oppositely. The first side plate 31 and the second side plate 32 may be fixed via a plurality of connecting members, so that the first side plate 31 and the second side plate 32 can move integrally. The second side plate 32 is located on one axial side of the pendulum mass of the centrifugal pendulum unit 5, and the third side plate 33 is located on the other axial side of the pendulum mass of the centrifugal pendulum unit 5, so that the second side plate 32 and the third side plate 33 is arranged oppositely in the axial direction A with the pendulum mass of the centrifugal pendulum unit 5. The second side plate 32 and the third side plate 33 can be fixed via a plurality of connecting pieces, so that the second side plate 32 and the third side plate 33 Able to move as a whole. Further, in this embodiment, the third side plate 33 and the first side plate 31 are spaced apart from each other, the third side plate 33 is located on the radially outer side of the first side plate 31, and the third side plate 33 and the first side plate 31 at least partially overlap each other in the axial direction A. In this way, the first side plate 31 and the third side plate 33 are both located on the other axial side of the second side plate 32.

Further, the first side plate 31 is formed with four first windows 31h penetrating in the axial direction A, and the four first windows 31h are evenly distributed in the circumferential direction C. The second side plate 32 is formed with four second windows 32h1 penetrating in the axial direction A. The four second windows 32h1 are evenly distributed in the circumferential direction C. The position of each second window 32h1 corresponds to the first window 31h. Corresponding to the location. In this way, the pair of the first window 31h and the second window 32h1 corresponds to the mounting hole 2h1 of the flange 2 to form a damping spring mounting portion for mounting the damping spring 4.

Further, the second side plate 32 is formed with a plurality of sets of first rails 32h2 penetrating in the axial direction A and curved toward the radially outer side, and the first rails 32h2 are located on the radially outer side of the second window 32h1. The third side plate 33 is formed with a plurality of sets of second rails 33h penetrating in the axial direction A and bent toward the radially outer side, and each set of second rails 33h corresponds to each set of first rails 32h2. The first rail 32h2 of the second side plate 32 and the second rail 33h of the third side plate 33 are both used to define the movement trajectory of the connecting roller of the centrifugal pendulum unit 5.

In this embodiment, each damping spring 4 is a linear cylindrical coil spring. The damping spring 4 is installed in such a manner that its length direction is tangent to the circumferential direction C, which is defined by the mounting hole 2h1 of the flange 2, the first window 31h of the first side plate 31, and the second window 32h1 of the second side plate 32 Damping spring installation part. Therefore, through the flange 2, the first side plate 31, and the second side plate 32, the limit of the damping spring 4 in the three directions of the axial direction A, the radial direction R and the circumferential direction C is realized. In addition, in this embodiment, the cylindrical coil spring is not an arc-shaped coil spring with a larger length in the prior art. In this way, it is possible to omit the arc-shaped coil spring with a large length and the parts matched with it, thereby saving cost. When the flange 2 rotates relative to the three

side plates

31, 32, 33 in the circumferential direction C under the action of the torque from the engine crankshaft, it can compress the damping spring 4, so that when the torque is transmitted through the damping spring 4 The effect of attenuating torsional vibration is realized in the process.

In this embodiment, four centrifugal pendulum units 5 are installed between the second side plate 32 and the third side plate 33 in a uniformly distributed manner in the circumferential direction C, and the centrifugal pendulum unit 5 is located on the radially outer side of the flange 2 In this way, interference between the flange 2 and the centrifugal pendulum unit 5 can be avoided.

Specifically, each centrifugal pendulum unit 5 includes a pendulum mass and two connecting rollers. The pendulum mass has a fan shape as a whole and is located between the second side plate 32 and the third side plate 33 in the axial direction A. The pendulum mass is formed with a serpentine track including extension components in both the circumferential direction C and the radial direction R. Each connecting roller passes through the rail, and both ends of each connecting roller are respectively mounted on the first rail 32h2 of the second side plate 32 and the second rail 33h of the third side plate 33. In this way, when the shock absorber for a vehicle according to the present invention operates, as the pendulum mass swings on the connecting roller, the pendulum mass has motion components in the circumferential direction C and the radial direction R. The centrifugal pendulum unit 5 can effectively suppress the torsional vibration during the working process of the engine.

In this embodiment, the friction damping mechanism 6 includes three ring-shaped

friction members

61, 62, 63 and two diaphragm springs 64, 65.

Specifically, the first ring-shaped friction member 61 has a ring shape as a whole, and the first ring-shaped friction member 61 can not only perform a predetermined range of relative rotation relative to the flange 2 in the circumferential direction C, but also connect the first ring-shaped friction member 61 and After the flange 2 is joined, it can rotate synchronously with the flange 2. As shown in FIGS. 1b and 1d, the first annular friction member 61 includes an annular friction portion 611 and a plurality of protrusions 612 extending from the annular friction portion 611 toward the other side in the axial direction. The annular friction portion 611 of the first annular friction member 61 is located between the second side plate 32 and the flange 2 in the axial direction A. The plurality of protrusions 612 are evenly distributed in the circumferential direction C and the protrusions 612 pass through the through hole 2h2 of the flange 2 in the axial direction A. The dimension (thickness) of each extension 612 in the axial direction A is greater than the dimension (thickness) of the flange 2 in the axial direction A, so each extension 612 can extend across the entire flange 2 to reach the flange 2 Axis on the other side. In this embodiment, the cross-sectional shape of the extension 612 is not the same. A protruding part 612 has a trapezoidal cross-sectional shape, so that the dimension in the radial direction R of the protruding part 612 is large and the dimension in the circumferential direction C is small, and the corresponding through holes are in the two springs 4/two mounting holes Between 2h1. This kind of extension 612 has a large size in the radial direction R, which makes full use of the space between the two mounting holes 2h1, and can improve the strength of the extension 612. The other type of extension 612 has a circular arc cross-sectional shape, and the other type of extension 612 has a large size in the circumferential direction C and a small size in the radial direction R, and the corresponding through hole is on the radial inner side of the mounting hole 2h1 , Connect with the mounting hole 2h1. The dimension in the radial direction R of the other extension 612 is small, which can reduce the radial dimension of the flange 2 and the entire shock absorber.

When the damping spring 4 is in the uncompressed initial state, the extension 612 is located approximately in the center of the through hole 2h2 (as shown in Figure 1a), and the circumferential end of the extension 612 is between the circumferential end of the extension 612 and the corresponding circumferential end of the through hole 2h2. The angle of the center angle corresponding to the arc between is α. In this way, when the flange 2 rotates from the initial state relative to the three

side plates

31, 32, 33 by an angle less than α, the following first ring friction member 61 is used between the flange 2 and the second side plate 32. The friction force of the first ring friction member 61 also rotates the same angle relative to the flange 2. As the flange 2 rotates relative to the three

side plates

31, 32, 33 by an angle equal to α, the first ring The shaped friction member 61 is engaged with the flange 2, and the first ring-shaped friction member 61 will rotate with the flange 2, and there will be no relative rotation between the two.

It should be understood that the engagement of the protrusion 612, the first annular friction member 61 and the flange 2 mentioned in this application means that the two cannot rotate relative to each other in at least one circumferential direction (clockwise or counterclockwise). After the first annular friction member 61 is engaged with the flange 2, due to the rotation of the three

side plates

31, 32, 33 relative to the flange 2, the engaged state can be released and formed again. In addition, a reset component (not shown) can be separately provided so that the extension 612 can return to the approximate center of the through hole 2h2 after the damping structure is completed; in addition, the flange 2 can be made relative to the three side plates 31 The maximum relative rotation angles of, 32, 33 and the central angle corresponding to the maximum compression of the damping spring 4 are both greater than 2α. In this way, the damping structure according to the present invention can normally exert a two-stage damping effect.

The second annular friction member 62 is annular as a whole, and is located between the second diaphragm spring 65 and the flange 2 in the axial direction A, so that the flange 2 abuts against the second annular friction member from one side in the axial direction 62 and the second diaphragm spring 65 abuts against the second annular friction member 62 from the other side in the axial direction. The third ring-shaped friction member 63 is in the shape of a ring as a whole. The third ring-shaped friction member 63 is sandwiched between the extension 612 and the first diaphragm spring 64 in the axial direction A, so that the extension 612 is from one side of the axial direction. Abuts against the third annular friction member 63 and the first diaphragm spring 64 abuts against the third annular friction member 63 from the other side in the axial direction.

The first diaphragm spring 64 is fixed to the first side plate 31 (not able to rotate relative to the first side plate 31) and presses against the extension 612 from the other side in the axial direction, more specifically, presses against the third ring The friction member 63 further presses the extension 612. The second diaphragm spring 65 is fixed to the first side plate 31 (not able to rotate relative to the first side plate 31) and is pressed against the second annular friction member 62 from the other side in the axial direction. In this way, under the action of the spring force of both the first diaphragm spring 64 and the second diaphragm spring 65, the annular friction portion 611 is pressed against the second side plate 32 from the other side in the axial direction; Under the action of the single spring force of the leaf spring 65, the flange 2 is pressed against the annular friction portion 611 from the other side in the axial direction. Therefore, the pressure between the ring-shaped friction portion 611 and the second side plate 32 and the flange 2 is different. When the friction coefficient of the second side plate 32 and the flange 2 is equivalent, the ring-shaped friction portion 611 and the second side The (static) friction force between the plates 32 is obviously greater than the (static) friction force between the annular friction portion 611 and the flange 2.

It should be further explained that the spring force of the first diaphragm spring 64 may be greater than the spring force of the second diaphragm spring 65 to further enable the flange 2 to rotate relative to the three

side plates

31, 32, 33 from the initial state. In the initial stage, the first annular friction member 61 can rotate with the three

side plates

31, 32, 33 instead of with the flange 2. In addition, according to design requirements, the second ring-shaped friction member 62 may be fixed to the flange 2 or the second ring-shaped friction member 62 may be fixed to the first side plate 31.

The working principle of the friction damping mechanism 6 will be described below.

Because the pressure between the ring-shaped friction portion 611 and the second side plate 32 and the flange 2 is different, the (static) friction force between the ring-shaped friction portion 611 and the second side plate 32 is greater than that between the ring-shaped friction portion 611 and the flange. 2 (static) friction. In this way, when the damping structure according to the present invention is in the initial state as shown in FIG. 1a, due to the relationship between the aforementioned frictional forces, the flange 2 starts to rotate relative to the three

side plates

31, 32, 33 instead of rotating with the flange 2. Therefore, the first annular friction member 61 produces a relative movement relative to the flange 2. Relative rotation. Only when the protruding portion 612 of the first annular friction member 61 abuts the circumferential end of the through hole 2h2 of the flange 2, that is, when the protruding portion 612 engages with the flange 2, does the first annular friction member 61 follow The flange 2 rotates synchronously. At this time, the first annular friction member 61 rotates relative to the three

side plates

31, 32, 33. In the above two processes of relative rotation and synchronous rotation, the following different frictions act on each other, thus producing a two-stage damping effect.

Based on the above structural design, as shown in FIG. 1d, in the working process of the vibration damping structure according to the present invention, the following five friction pairs can be realized.

In this way, when the flange 2 rotates relative to the three

side plates

31, 32, 33 from the initial state by an angle smaller than α, the first ring-shaped friction member 61 rotates with the second side plate 32, so the flange 2 On the axial side of the flange 2, the third friction pair plays a damping effect; on the other axial side of the flange 2, depending on whether the second annular friction member 62 is fixed relative to the flange 2 or relative to the first side plate 31, the fourth The friction pair or the fifth friction pair has a damping effect. The above-mentioned damping effect mainly plays a role in the idling state of the engine.

When the flange 2 is rotated by an angle equal to α relative to the three

side plates

31, 32, 33 from the initial state, the first annular friction member 61 rotates with the flange 2, so on the axial side of the flange 2, The second friction pair plays a damping role; on the other side of the flange 2 in the axial direction, the first friction pair plays a damping role. In addition, depending on whether the second annular friction member 62 is fixed relative to the flange 2 or relative to the first side plate 31 , The fourth friction pair or the fifth friction pair plays a damping effect. The above-mentioned damping effect mainly plays a role in the normal working state of the engine.

In this way, the damping structure according to the present invention can take into account the normal working state and the idling state of the engine, and exert a two-stage damping effect.

In this embodiment, the hub core 7 is formed in a circular ring shape and is fixed to the first side plate 31. The inner peripheral portion of the hub core 7 is formed with splines for engaging with the input shaft of the transmission, and the torque from the crankshaft of the engine can be finally transmitted to the input shaft of the transmission through the splines.

(Vehicle shock absorber according to the second embodiment of the present invention)

As shown in FIG. 2, the basic structure of the vehicle shock absorber according to the second embodiment of the present invention is substantially the same as the basic structure of the vehicle shock absorber according to the first embodiment of the present invention, and both will be mainly described below. The difference between.

As shown in FIG. 2, different from the first embodiment, the first side plate 31 is located on one side of the flange 2 in the axial direction, and the second side plate 32 is located on the other side of the flange 2 in the axial direction; and the third side plate 33 is located on one side of the pendulum mass in the axial direction, and the second side plate 32 is located on the other side of the pendulum mass in the axial direction. Both the first side plate 31 and the third side plate 33 are located on one axial side of the second side plate 32. Further, compared with the first embodiment, the structure of the friction damping mechanism 6 itself has not changed, but the corresponding components abutted by its components are different, but it does not affect the friction damping mechanism 6 to exert two-stage damping. effect. In addition, the hub core 7 and the second side plate 32 are fixed together. Although the above-mentioned structural changes are produced in the second embodiment, the same functions and effects as the first embodiment can still be produced.

(Vehicle shock absorber according to the third embodiment of the present invention)

As shown in FIG. 3, the basic structure of the vehicle shock absorber according to the third embodiment of the present invention is substantially the same as the basic structure of the vehicle shock absorber according to the second embodiment of the present invention, and both will be mainly described below. The difference between.

As shown in FIG. 3, different from the second embodiment, the second side plate 32 is located on one side of the pendulum mass in the axial direction, the third side plate 33 is located on the other side of the pendulum mass in the axial direction, and the second side plate 32 is located Between the first side plate 31 and the third side plate 33. Although the above-mentioned structural changes are produced in the third embodiment, the same action and effect as the second embodiment can still be produced.

(Vehicle shock absorber according to the fourth embodiment of the present invention)

As shown in FIG. 4, the basic structure of the vehicle shock absorber according to the fourth embodiment of the present invention is substantially the same as the basic structure of the vehicle shock absorber according to the first embodiment of the present invention, and both will be mainly described below. The difference between.

As shown in Figure 4, different from the first embodiment, the third side plate 33 is located on one side of the pendulum mass in the axial direction, the second side plate 32 is located on the other side of the pendulum mass in the axial direction, and the second side plate 32 is located Between the first side plate 31 and the third side plate 33. Although the above-mentioned structural changes are produced in the fourth embodiment, the same actions and effects as the first embodiment can still be produced.

The shock absorber for a vehicle according to the present invention has been described above, and the present invention also provides a vehicle including the shock absorber for a vehicle.

The specific technical solutions of the present invention have been described in detail above, and further supplementary descriptions will be made below.

(i) It can be understood that in the vehicle shock absorber according to the present invention, due to the realization of the two-stage torsional stiffness and the two-stage friction damping function, it can not only reduce the vibration of the engine under normal working conditions, but also reduce the engine vibration. Vibration under start-up and idling working conditions, which has the same function but reduces the cost compared with the solution of the vehicle shock absorber equipped with a pre-damping spring.

(ii) It can be understood that the vehicle shock absorber according to the present invention has an integrated side plate (formed with a window for constituting a damping spring mounting portion and a track that defines the movement trajectory of the pendulum mass of the centrifugal pendulum) and two non- Integrated side panels. In this way, compared with the assembly method of the shock absorber solution with two integrated side plates in which the centrifugal pendulum unit and the damping structure must be assembled at the same time, the vehicle shock absorber according to the present invention can pre-assemble the centrifugal pendulum unit and then assemble the damping structure. Structure, so the assembly method is more convenient and flexible. Compared with the shock absorber solution that is all non-integrated side panels, the vehicle shock absorber according to the present invention can reduce the number of parts and reduce the cost. At the same time, for the arrangement position of the centrifugal pendulum unit, although it is located radially outside of the flange in the specific embodiment, of course, the centrifugal pendulum unit can also be located on the radial inner side of the damping spring, or arranged axially with the flange s position.

(iii) Although the solution including the pre-damping spring is not described in the above specific embodiments, it can be understood that the pre-damping spring can be provided in the vehicle shock absorber according to the present invention if necessary.

In addition, any suitable number of the aforementioned damping springs and pre-damping springs can be used. The damping spring and the pre-damping spring can be not only the linear cylindrical spiral spring as described above, but also an arc-shaped spiral spring, a rubber spring, or a combination or combination of a spiral spring and a rubber spring.

When the damping spring and the pre-damping spring are linear cylindrical coil springs, preferably, the length of each damping spring and the pre-damping spring is consistent with the direction of a tangent to the circumferential direction of the vehicle shock absorber When the damping spring and the pre-damping spring are arc-shaped coil springs, preferably, each damping spring and the pre-damping spring are aligned with the vehicle damping spring in their length direction. The vibrator is housed in the damping spring mounting part described above so that the circumferential direction of the vibrator is aligned.

Although in the above-mentioned specific embodiments, the damping springs are arranged in a uniformly distributed manner in the circumferential direction, they may also be arranged in a manner that is non-uniformly distributed in the circumferential direction.

(iv) In order to prevent the linear damping spring from interfering with the flange when the flange rotates relative to the side plate, the radially outer edge of the mounting hole of the flange may form an arc-shaped contour that is convex toward the radially outer side. In addition, in order to reduce the weight of the shock absorber for a vehicle, a plurality of weight reduction holes may be formed in at least one side plate.

(v) Although not explicitly stated, it is understood that the vehicle shock absorber according to the present invention may also include a torque limiter, and the torque limiter may be provided at the torque input end and/or the torque output of the vehicle shock absorber At the end, or at other locations of the vehicle shock absorber. For example, in a non-limiting embodiment of a shock absorber for a vehicle, the torque limiter can be provided between the flywheel mass and the flange as the input member, or between the side plate as the output member and the output shaft. between.

Claims

A shock absorber for a vehicle has an axial direction (A), a radial direction (R) and a circumferential direction (C) and includes:

At least two side panels (31, 32, 33), the at least two side panels (31, 32, 33) are fixed to each other and include a first side panel (31) and a second side panel (32);

Flange (2), the flange (2) is located between the first side plate (31) and the second side plate (32) in the axial direction (A) and can be relatively The first side plate (31) and the second side plate (32) rotate within a predetermined range along the circumferential direction (C);

A plurality of damping springs (4), the plurality of damping springs (4) are arranged at intervals along the circumferential direction (C) and are respectively installed on the first side plate (31) and the first side plate (31) The damping spring mounting part formed by the two side plates (32) and the flange (2), the flange (2) and the at least two (31, 32, 33) can pass through the plurality of The damping spring (4) transmits torque;

A centrifugal pendulum unit (5), the centrifugal pendulum unit (5) is arranged on the second side plate (32); and

A friction damping mechanism (6), the friction damping mechanism (6) includes a friction piece (61, 62, 63) and an elastic piece (64, 65), the friction piece (61, 62, 63) and the elastic piece (64, 65) is located between the first side plate (31) and the second side plate (32), and at least one friction member ( 61) Abutting against one of the first side plate (31) and the second side plate (32) and the flange (2) with different pressures.
The shock absorber for a vehicle according to claim 1, wherein the first side plate (31) and the second side plate (32) are respectively formed with mutually for forming the damping spring mounting portion. The opposing windows (31h, 32h1) enable the damping spring (4) to be installed between the first side plate (31) and the second side plate (32), and

The second side plate (32) is formed with a track (32h2, 33h) for limiting the movement trajectory of the pendulum mass of the centrifugal pendulum unit (5).
The vehicle shock absorber according to claim 1 or 2, wherein the at least two side plates (31, 32, 33) further comprise a third side plate (33), and the third side plate ( 33) is connected to the second side plate (32), and an installation space for the centrifugal pendulum unit (5) is formed between the second side plate (32) and the third side plate (33), and The centrifugal pendulum unit (5) is installed on the second side plate and the third side plate.
The shock absorber for a vehicle according to claim 1 or 2, characterized in that the flange (2) is formed with a mounting hole (2h1) for constituting the damping spring mounting portion, and the mounting hole (2h1) The length of) is greater than the initial length of the damping spring (4) when it is not compressed.
The vehicle shock absorber according to claim 1 or 2, characterized in that, during the operation of the vehicle shock absorber, due to the difference in the pressure, the at least one friction member (61) can As the one side performs a predetermined range of relative rotation with respect to the flange (2), and a first friction damping is generated between the at least one friction member (61) and the flange (2), After the at least one friction member (61) and the flange (2) are engaged, the two synchronously rotate and generate a second frictional damping between the at least one friction member (61) and the one side.
The vibration damping structure according to claim 5, wherein the second friction damping is different from the first friction damping.
The damping structure according to claim 5, wherein:

The friction member includes a first ring-shaped friction member (61), the elastic member includes a first elastic member (64) and a second elastic member (65), and the first ring-shaped friction member (61) includes a ring A friction portion (611) and a plurality of protrusions (612) protruding from the annular friction portion (611), the annular friction portion (611) is located on the one side in the axial direction (A) And the flange (2), the extension (612) passes through the flange (2) in the axial direction (A), and the first elastic member (64) is pressed against On the protruding portion (612), the second elastic member (65) is pressed against the flange (2), so that the first elastic member (64) and the second elastic member (65) ) Under the action of the elastic force of the annular friction portion (611) pressed against the one side, and under the action of the elastic force of the second elastic member (65), the flange (2) pressed against the Annular friction part (611);

or,

The friction member includes a plurality of first friction members, the elastic member includes a first elastic member (64) and a second elastic member (65), and each of the first friction members includes a friction part and a secondary friction part. A protruding portion, the friction portion is located between the one side and the flange (2) in the axial direction (A), and the protruding portion penetrates in the axial direction (A) Through the flange (2), and the first elastic member (64) is pressed against the protruding portion, and the second elastic member (65) is pressed against the flange (2), thereby Under the action of the elastic force of the first elastic piece (64) and the second elastic piece (65), the friction portion is pressed against the one side, and the action of the elastic force of the second elastic piece (65) The lower flange (2) is pressed against the friction part.
The vibration damping structure according to claim 7, wherein the friction member further comprises a second annular friction member (62) and a third annular friction member (63),

The second annular friction member (62) is located between the second elastic member (65) and the flange (2) in the axial direction (A), and the second elastic member (65) Pressing against the second annular friction member (62), so that the second annular friction member (62) is pressed against the flange (2),

The third annular friction member (63) is sandwiched between the protruding portion (612) and the first elastic member (64), and the first elastic member (64) is pressed against the third An annular friction member (63), and the third annular friction member (63) is pressed against the extension portion (612).
The damping structure according to claim 7, wherein the flange (2) is formed with a plurality of through holes (2h2) distributed in the circumferential direction (C), and the first annular friction Each of the protrusions (612) of the member (61) or the protrusion of the first friction member passes through the corresponding through hole (2h2), and

The through hole (2h2) and the extension (612) both extend along the circumferential direction (C), and the size of each extension (612) in the circumferential direction (C) is smaller than The size of the corresponding through hole (2h2) in the circumferential direction (C) enables the first ring-shaped friction member (61) or the first friction member to be positioned relative to the flange (2) A predetermined range of relative rotation is performed in the circumferential direction (C).
A vehicle including the vehicle shock absorber according to any one of claims 1 to 9.