CN112709782B

CN112709782B - Shock absorber for vehicle and vehicle

Info

Publication number: CN112709782B
Application number: CN202010134066.5A
Authority: CN
Inventors: 包顺程; 肖荣亭
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2019-10-24
Filing date: 2020-03-02
Publication date: 2024-02-02
Anticipated expiration: 2040-03-02
Also published as: CN110805649A; CN112709782A

Abstract

The invention provides a shock absorber for a vehicle and the vehicle. The damper includes two side plates, a main damper flange, and a plurality of main damper springs mounted to a main damper spring receiving portion defined by the main damper flange and the two side plates. The centrifugal pendulum units of the damper are mounted between the two side plates in such a way as to avoid the main damping flange. The shock absorber further comprises a plurality of buffer pieces, wherein the buffer pieces are axially arranged between the two side plates, are fixed on the two side plates and are positioned on the radial inner side of the centrifugal pendulum unit. Thus, on the one hand, the buffer can serve to assist in securing the two side plates; on the other hand, the damper is used to abut against the pendulum mass of the centrifugal pendulum unit after the pendulum mass has traveled a predetermined distance toward the radially inner side, so that the damper receives the radial impact load of the pendulum mass to achieve a damping effect.

Description

Shock absorber for vehicle and vehicle

Technical Field

The present invention relates to a vehicle damper and a vehicle including the same.

Background

In the related art, a vehicle damper is widely used for a vehicle to reduce vibration generated by an engine. A shock absorber for a vehicle is generally mounted between a crankshaft of an engine of the vehicle and an input shaft of a transmission for transmitting torque of the crankshaft of the engine to the input shaft of the transmission with effective damping of the torsional vibration of the crankshaft of the engine, thereby reducing the influence of the torsional vibration of the crankshaft of the engine on the transmission.

A dual mass flywheel, which is an example of a shock absorber for a vehicle, has been used in many applications because of its ability to achieve a more satisfactory shock absorbing effect. However, a dual mass flywheel generally includes two flywheel masses separated from each other, two large-sized arc-shaped damper springs extending along the circumferential direction of the dual mass flywheel, and stamped members (e.g., a retaining plate and a cover plate) cooperating with the arc-shaped springs, etc., which results in a complex and costly dual mass flywheel structure. Therefore, in order to improve the cost performance of a shock absorber for a vehicle, a disc shock absorber, which generally includes only one flywheel mass and a plurality of small-sized cylindrical damper springs to reduce the structural complexity and cost, as another example of the shock absorber for a vehicle has been proposed by the skilled person in place of the dual mass flywheel.

However, when a centrifugal pendulum unit is further provided in the existing disc damper, the following problems may occur:

i. two flanges are additionally arranged for the centrifugal pendulum unit to work in cooperation with the centrifugal pendulum unit, so that the structural complexity and cost of the disc type shock absorber are additionally increased; and

during the travel of the pendulum mass of the centrifugal pendulum unit towards the radially inner side, the pendulum mass generates a radial impact load on the connecting rollers connecting the pendulum mass and the two flanges, which frequently acts on the connecting rollers easily resulting in damage or even breakage of the connecting rollers.

Disclosure of Invention

The present invention has been made in view of the above-mentioned problems of the prior art. The purpose of the present invention is to provide a shock absorber for a vehicle, which can eliminate the problems of increased cost and complicated structure due to the additional provision of a flange that cooperates with a centrifugal pendulum unit and can reduce the radial impact load of the pendulum mass on a connecting roller. Another object of the present invention is to provide a vehicle including the shock absorber for a vehicle.

In order to achieve the above object, the present invention adopts the following technical scheme.

The present invention provides a shock absorber for a vehicle having a radial direction, an axial direction, and a circumferential direction, and comprising:

two side plates fixed to each other at a distance from each other in the axial direction;

a main vibration damping flange located between the two side plates in the axial direction and rotatable within a predetermined range along the circumferential direction with respect to the two side plates;

a plurality of main damper springs received in main damper spring receiving portions defined by the main damper flange and the two side plates such that the main damper flange and the two side plates can compress the plurality of main damper springs and can transmit torque via the plurality of main damper springs during rotation relative to each other;

the centrifugal pendulum units are mounted on the two side plates, and the pendulum mass of each centrifugal pendulum unit is located between the two side plates in the axial direction; and

and the buffer piece is positioned between the two side plates in the axial direction and is fixed on at least one of the two side plates, and the buffer piece is positioned on the inner side of the pendulum mass in the radial direction, so that the pendulum mass can be propped against the corresponding buffer piece to buffer the radial impact of the pendulum mass after moving towards the radial inner side for a preset distance in the working process of the centrifugal pendulum unit.

Preferably, the cushioning member is a separate component from the two side plates; or alternatively

The cushioning member is integrally formed with at least one of the two side plates.

More preferably, the buffer member is the separate member, and both ends of the buffer member are respectively inserted into corresponding mounting holes formed in the two side plates, or one end of the buffer member is fixed to one of the two side plates while the other end is suspended.

More preferably, the bent structure is formed by punching the one side plate and bending the punched portion as the buffer, one end portion of the buffer is connected to the one side plate such that the buffer and the one side plate are in an integrated structure, and the other end portion of the buffer is inserted into the mounting hole of the other side plate of the two side plates or the other end portion of the buffer is suspended.

More preferably, the damper is located outside the main vibration reduction flange in the radial direction.

More preferably, one of the pendulum masses corresponds to at least one of the buffers, and the at least one buffer overlaps with an inner peripheral edge of the corresponding pendulum mass in the circumferential direction.

More preferably, one of the pendulum masses corresponds to two spaced apart ones of the buffers, the two buffers being located at both ends in the circumferential direction of the pendulum mass, and each of the buffers at least partially overlapping with an inner peripheral edge of the corresponding pendulum mass in the circumferential direction.

More preferably, one of the pendulum masses corresponds to one of the circular-arc-shaped cushioning members, which is located radially inward of the corresponding pendulum mass, and which at least partially overlaps with the inner peripheral edge of the corresponding pendulum mass in the circumferential direction. Preferably, the circular arc-shaped buffer element is located at the middle part of the inner periphery of the corresponding pendulum mass in the circumferential direction.

More preferably, each of the centrifugal pendulum units includes:

a connecting roller extending through the pendulum mass in the axial direction and having both ends respectively mounted to the two side plates;

the pendulum mass formed with a first track for the connecting roller, the first track containing extension components in both the radial and circumferential directions; and

an elastic member disposed at the inner periphery of the pendulum mass for buffering when the pendulum mass is abutted against the corresponding buffer member, an

The two side plates are respectively formed with second tracks for the connecting rollers, which are matched with the first tracks.

More preferably, the vehicle damper further includes a flywheel mass fixed to the main damper flange; or alternatively

The shock absorber for a vehicle further includes a flywheel mass, a pre-vibration-damping flange located radially inward of the main vibration-damping flange, the pre-vibration-damping flange being engageable with the main vibration-damping flange after a predetermined range of rotation with respect to the main vibration-damping flange, and a plurality of pre-vibration-damping springs received in pre-vibration-damping spring receiving portions defined by the pre-vibration-damping flange and the main vibration-damping flange such that the pre-vibration-damping flange and the main vibration-damping flange can compress the plurality of pre-vibration-damping springs during rotation with respect to each other, the flywheel mass being fixed to the pre-vibration-damping flange.

The invention also provides a vehicle which comprises the vehicle shock absorber according to any one of the technical schemes.

By adopting the technical scheme, the invention provides a novel vehicle shock absorber and a vehicle comprising the shock absorber. The damper includes two side plates, a main damper flange, and a plurality of main damper springs mounted to a main damper spring receiving portion defined by the main damper flange and the two side plates. The centrifugal pendulum units of the damper are mounted between the two side plates in such a way as to avoid the main damping flange. The damper further includes a plurality of cushioning members located axially between the two side plates, fixed to at least one of the two side plates and located radially inward of the centrifugal pendulum unit.

Thus, on the one hand, the buffer can serve to assist in securing the two side plates; on the other hand, the damper is used to abut against the pendulum mass of the centrifugal pendulum unit after the pendulum mass has traveled a predetermined distance toward the radially inner side, so that the damper receives the radial impact load of the pendulum mass to achieve a damping effect. In this way, in the shock absorber for a vehicle according to the present invention, the functions of the two flanges that cooperate with the centrifugal pendulum unit as described in the background art are achieved by the two side plates for defining the main damper spring receiving portion, and thus the problems of increased cost and complicated structure due to the additional provision of the two flanges are avoided. Moreover, the radial impact load generated by the pendulum mass is borne by the buffer before the radial impact load of the pendulum mass acts on the connecting roller, so that the risk of breakage or even fracture of the connecting roller of the centrifugal pendulum unit due to frequent bearing of the radial impact load is reduced.

Drawings

Fig. 1 is a schematic front view showing a shock absorber for a vehicle according to a first embodiment of the present invention, with a partial structure of a second side plate omitted for clarity of illustrating an internal structure thereof.

FIG. 2a is a schematic cross-sectional view showing the vehicular shock absorber of FIG. 1 taken along the line S1-S1 and including the center axis O; fig. 2b is an enlarged schematic view showing the region M in fig. 2 a; fig. 2c is an enlarged schematic diagram showing the region N in fig. 2 a.

Fig. 3 is a schematic view showing an exploded structure of the shock absorber for a vehicle in fig. 1.

Fig. 4 is a schematic front view showing a shock absorber for a vehicle according to a second embodiment of the present invention.

Fig. 5 is a schematic sectional view showing the vehicular damper in fig. 4 including the center axis O taken along the line S2-S2.

Fig. 6a is a schematic view showing a partial structure of the shock absorber for a vehicle in fig. 4, in which a first side plate is omitted; fig. 6b is a schematic diagram showing a cross-section taken along line S3-S3 in fig. 6 a.

Fig. 7a is a schematic view showing a partial structure of a first side plate of the shock absorber for a vehicle in fig. 4;

fig. 7b is a schematic view showing a partial structure of a second side plate of the shock absorber for a vehicle in fig. 4.

FIG. 8a is a schematic diagram illustrating another embodiment of a bumper of the present invention; fig. 8b is a schematic view showing another installation manner of the buffer member in fig. 8 a.

Description of the reference numerals

1 flywheel mass 1h flywheel mass fixing hole

The first concave part 21h of the pre-vibration-damping flange 21c is provided with external splines of a pre-vibration-damping flange fixing hole 21t

22 main vibration reduction flange 22c second concave portion 22h1 first window 22h2 limit hole 22p limit pin 22t internal spline

31 first side plate 31h1 second window 31h2 second track 31h3 first mounting hole

32 second side plate 32h1 third window 32h2 second track 32h3 second mounting hole

41 pre-damper spring 42 main damper spring

5 centrifugal pendulum unit 51 pendulum mass 51h first track 52 is connected with roller 53 rubber ball

6 insert part of main body part 62 of buffer 61

7 hub 8 diaphragm spring 9 friction sleeve

71 circular arc-shaped buffer piece 72 rivet

Rradial A axial C circumferential O central axis.

Detailed Description

Exemplary embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood that these specific illustrations are for the purpose of illustrating how one skilled in the art may practice the invention, and are not intended to be exhaustive of all of the possible ways of practicing the invention, nor to limit the scope of the invention.

Hereinafter, a specific embodiment of a shock absorber for a vehicle according to the present invention will be described with reference to the accompanying drawings. In the drawings, unless otherwise indicated, the axial direction, the radial direction, and the circumferential direction refer to the axial direction, the radial direction, and the circumferential direction, respectively, of the shock absorber for a vehicle; the axial one side refers to the left side (e.g., the side of the power source) in fig. 2a to 2c, 5, 6b, and the axial other side refers to the right side (e.g., the side of the transmission) in fig. 2a to 2c, 5, 6 b; the radially outer side refers to the side radially away from the central axis O in fig. 2a and 5 (the upper side in fig. 2b and 6b and the lower side in fig. 2 c), and the radially inner side refers to the side radially approaching the central axis O (the lower side in fig. 2b and 6b and the upper side in fig. 2 c). In addition, "drive coupling" refers to the ability to transfer drive/torque between two components, which may be directly connected or indirectly coupled through various drive mechanisms or connecting structures to achieve the above-described functions.

A specific structure of a shock absorber for a vehicle according to a first embodiment of the present invention will be first described below.

(specific structure of shock absorber for vehicle according to first embodiment of the invention)

As shown in fig. 1, 2a to 2c, 3, the shock absorber for a vehicle according to the first embodiment of the present invention has a disk shape as a whole and includes a flywheel mass 1, a predamper flange 21, a main vibration flange 22, two side plates 31 and 32, two predamper springs 41, four main vibration springs 42, a centrifugal pendulum unit 5, a damper 6, a hub 7, a diaphragm spring 8, and a friction sleeve 9, which are assembled together.

Specifically, in the present embodiment, the flywheel mass 1 is formed in a disk shape and has a considerable weight to ensure that the damper has a sufficient moment of inertia.

A plurality of flywheel mass fixing holes 1h penetrating in the axial direction a are formed in the radially inner portion of the flywheel mass 1. The flywheel mass 1 can be fixedly coupled to an engine crankshaft of a vehicle by bolts passing through a plurality of flywheel mass fixing holes 1h.

The flywheel mass 1 is formed with or fitted with gear teeth at its outer periphery. The motor of the vehicle can start the engine via other transmission and the above-mentioned gear teeth.

In the present embodiment, the pre-vibration damping flange 21 is also formed in a disk shape. The predamper flange 21 is formed with a plurality of predamper flange fixing holes 21h penetrating in the axial direction a. The bolts passing through the plurality of flywheel mass fixing holes 1h also pass through the plurality of predamper flange fixing holes 21h to fixedly connect the predamper flange 21 with the flywheel mass 1 and the crankshaft of the vehicle. In this way, torque from the engine crankshaft can be transferred to the pre-damper flange 21 via bolts.

Further, the outer peripheral portion of the pre-damper flange 21 is formed with an external spline 21t, and the external spline 21t is for engagement with an internal spline 22t of the main damper flange 22. Further, the outer peripheral portion of the pre-damper flange 21 is also formed with a first recess 21c recessed toward the radially inner side, the first recess 21c being for cooperating with a second recess 22c of the main damper flange 22 to define together a pre-damper spring housing portion for housing the pre-damper spring 41.

In the present embodiment, the main vibration damping flange 22 is also formed in a disk shape. The main damping flange 22 is located radially outside the predamper flange 21 and is rotatable within a predetermined range in the circumferential direction C with respect to the predamper springs 41. The main vibration damping flange 22 is formed with an internal spline 22t that mates with the external spline 21t of the pre-vibration damping flange 21 and a second recess 22c that is opposite to the first recess 21c of the pre-vibration damping flange 21, the second recess 22c being recessed toward the radial outside.

Further, the main vibration damping flange 22 is also formed with four first windows 22h1 penetrating in the axial direction a. Four first windows 22h1 are uniformly distributed in the circumferential direction C and are used for mounting the main damper springs 42.

Further, the main vibration damping flange 22 is also formed with four arc-shaped stopper holes 22h2 extending in the circumferential direction C. The four limiting holes 22h2 are uniformly distributed in the circumferential direction C, and each limiting hole 22h2 is located between two adjacent first windows 22h1 in the circumferential direction C. The stopper pin 22p passes through the corresponding stopper hole 22h2 and both ends of the stopper pin 22p are fixed to the two side plates 31, 32, respectively. In this way, the stopper pin 22p can fix the two side plates 31, 32 on the one hand and can rotate together with the two side plates 31, 32, and on the other hand, the rotation of the stopper pin 22p relative to the main vibration damping flange 22 is limited by the length of the stopper hole 22h2, so that the cooperation of the stopper hole 22h2 and the stopper pin 22p with each other defines the range in which the main vibration damping flange 22 can rotate relative to the two side plates 31, 32 in the circumferential direction C.

In the present embodiment, both side plates 31, 32 (first side plate 31 and second side plate 32) are formed in a disc shape. The first side plate 31 is located on one axial side of the pre-damper flange 21 and the main damper flange 22, and the second side plate 32 is located on the other axial side of the pre-damper flange 21 and the main damper flange 22, such that the first side plate 31 and the second side plate 32 are oppositely disposed across the pre-damper flange 21 and the main damper flange 22 in the axial direction a. The first side plate 31 and the second side plate 32 are fixedly coupled together via a plurality of stopper pins 22p and a plurality of buffers 6 therebetween such that the first side plate 31 and the second side plate 32 as a whole can rotate within a predetermined range in the circumferential direction C with respect to the main vibration reduction flange 22.

Further, the first side plate 31 is formed with four second windows 31h1 penetrating in the axial direction a, and the positions of the respective second windows 31h1 correspond to the positions of the corresponding first windows 22h1. The second side plate 32 is formed with four third windows 32h1 penetrating in the axial direction a, and the positions of the third windows 32h1 correspond to the positions of the corresponding first windows 22h1. Thus, the main damper spring housing portion for housing the main damper spring 42 is defined by the first window 22h1 of the main damper flange 22, the second window 31h1 of the first side plate 31, and the third window 32h1 of the second side plate 32.

Further, the first side plate 31 is formed with a second rail 31h2 penetrating in the axial direction a and bent toward the radial outside, and the second rail 31h2 is located radially outside the second window 31h 1. The second side plate 32 is also formed with a second rail 32h2 penetrating in the axial direction a and bent radially outward, and the second rail 32h2 is located radially outward of the third window 32h 1. The second rails 31h2, 32h2 of the first side plate 31 and the second side plate 32 each serve to define a movement locus of the connecting roller 52 of the centrifugal force pendulum unit 5.

Further, the first side plate 31 is formed with a plurality of sets of first mounting holes 31h3 penetrating in the axial direction a, the first mounting holes 31h3 being located radially outside the second window 31h1 and radially inside the second rail 31h2, each set of first mounting holes 31h3 including two first mounting holes 31h3. The second side plate 32 is also formed with a plurality of sets of second mounting holes 32h3 penetrating in the axial direction a, the second mounting holes 32h3 being located radially outside the third window 32h1 and radially inside the second rail 32h2, each set of second mounting holes 32h3 including two second mounting holes 32h3. The set of first mounting holes 31h3 corresponds to the set of second mounting holes 32h3 for insertion and mounting of a total of four insertion portions 62 on both sides of one cushion member 6.

In the present embodiment, each pre-damper spring 41 is a cylindrical coil spring and is accommodated in a corresponding pre-damper spring accommodating portion. Specifically, the pre-damper spring 41 is housed in the pre-damper spring housing portion so that its longitudinal direction is tangential to the circumferential direction C. Thus, the limitation of the predamper 41 is achieved by the first side plate 31, the second side plate 32, the main vibration damping flange 22 and the predamper flange 21 together in the three directions of the axial direction a, the radial direction R and the circumferential direction C.

Further, when the predamper flange 21 rotates in the circumferential direction C relative to the main vibration flange 22 under torque from the crankshaft of the engine, the predamper flange 21 compresses the predamper springs 41. And the compression amount of the predamper 41 is defined by the external splines 21t of the predamper flange 21 and the internal splines 22t of the main dampener flange 22. That is, the external spline 21t of the predamper flange 21 and the internal spline 22t of the main vibration damping flange 22 are not engaged when the predamper 41 is not compressed, and the external spline 21t of the predamper flange 21 and the internal spline 22t of the main vibration damping flange 22 are engaged only when the compression amount of the predamper 41 reaches a predetermined value. Via the predamper 41 and the spline structures described above (external spline 21t and internal spline 22 t), predamper flange 21 is capable of transmitting torque from the engine crankshaft to main vibration flange 22. It should be appreciated that pre-damper spring 41 primarily reduces engine torsional vibrations during engine idle operation.

In the present embodiment, each of the main damper springs 42 is a cylindrical coil spring. The main damper spring 42 is attached to the first window 22h1 of the main damper flange 22 so that its longitudinal direction is tangential to the circumferential direction C, and is accommodated in a main damper spring accommodating portion defined by the first window 22h1 of the main damper flange 22, the second window 31h1 of the first side plate 31, and the third window 32h1 of the second side plate 32. Thus, the primary damping spring 42 is restrained in three directions of the axial direction a, the radial direction R, and the circumferential direction C by the first side plate 31, the second side plate 32, and the primary damping flange 22.

Further, when the main vibration damping flange 22 rotates in the circumferential direction C with respect to both the first side plate 31 and the second side plate 32 under the torque from the engine crankshaft, the main vibration damping flange 22 compresses the main vibration damping spring 42, whereby the main vibration damping spring 42 effects damping of torsional vibrations. And the compression amount of the main damper spring 42 is defined by the above-described limit pin 22p and limit hole 22h2. The main damping flange 22 is able to transmit further the torque of the engine crankshaft to the two side plates 31, 32 via the main damping spring 42. It should be appreciated that the main damper springs 42 primarily reduce engine torsional oscillations during normal engine operation.

In the present embodiment, the four centrifugal force pendulum units 5 are mounted to the two side plates 31, 32 in a uniformly distributed manner in the circumferential direction C and the centrifugal force pendulum units 5 are located radially outward of the main vibration reduction flange 22, so that interference between the centrifugal force pendulum units 5 and the main vibration reduction flange 22 during rotation of the main vibration reduction flange 22 relative to the two side plates 31, 32 can be avoided.

Further, each centrifugal pendulum unit 5 includes a pendulum mass 51, two connecting rollers 52, and two rubber balls 53. The pendulum mass 51 has a fan-like shape as a whole and is located between the two side plates 31, 32 in the axial direction a. The pendulum mass 51 is formed with a meandering first track 51h, which first track 51h comprises an extension component in both the circumferential direction C and the radial direction R. Each of the connecting rollers 52 passes through the first rail 51h and both ends of each of the connecting rollers 52 are respectively mounted to the second rail 31h2 of the first side plate 31 and the second rail 32h2 of the second side plate 32. Thus, when the damper is in operation, the pendulum mass 51 has a component of motion in the circumferential direction C and the radial direction R as the pendulum mass 51 swings on the connecting roller 52. In addition, two rubber balls 53 are provided on the inner peripheral edge of the pendulum mass 51, respectively, and project radially inward from the inner peripheral edge of the pendulum mass 51. In this way, when the pendulum mass 51 travels a predetermined distance toward the radially inner side against the damper 6, the rubber ball 53 plays a role of damping. It will be appreciated that all centrifugal pendulum units 5 are capable of providing good damping of torsional vibrations during engine operation.

In the present embodiment, the damper includes eight cushioning members 6 uniformly distributed in the circumferential direction C, and each cushioning member 6 is an independent member. All the damping elements 6 are located between the two side plates 31, 32 in the axial direction a and between the centrifugal pendulum unit 5 and the main damping flange 22 in the radial direction R. In the present embodiment, two buffers 6 correspond to one centrifugal pendulum unit 5.

Specifically, each of the cushion members 6 includes an arcuate main body portion 61 extending in the circumferential direction C, and insertion portions 62 extending from the main body portion 61 toward both sides in the axial direction. The body portion 61 extends a sufficient length along the circumferential direction C and is shaped to match the inner periphery of the pendulum mass 51. The main body portions 61 of the two buffers 6 corresponding to one centrifugal pendulum unit 5 are located at both end portions of the pendulum mass 51 of the centrifugal pendulum unit 5, respectively, and the main body portions 61 of the two buffers 6 partially overlap the pendulum mass 51 of the centrifugal pendulum unit 5 in the circumferential direction C, so that the pendulum mass 51 of the centrifugal pendulum unit 5 can be abutted against the main body portions 61 of the two buffers 6 after traveling a predetermined distance toward the radially inner side, and further, the two buffers 6 are subjected to a radial impact load of the pendulum mass 51 of the centrifugal pendulum unit 5, preventing the radial impact load from acting on the connecting roller 52. Two insertion portions 62 are formed on both sides of each cushioning material 6, and the insertion portions 62 are inserted into the corresponding mounting holes 31h3, 32h3 of the two side plates 31, 32, so that the ability of the cushioning material 6 to withstand radial impact is improved and the two side plates 31, 32 are fixed in an auxiliary manner.

In the present embodiment, the hub 7 is formed in a disc shape and is fixed to the second side plate 32 by a plurality of rivets. The inner peripheral portion of the hub 7 is formed with a spline for engagement with an input shaft of the transmission, by which torque from the engine crankshaft can be finally transmitted to the input shaft of the transmission.

In the present embodiment, one diaphragm spring 8 is provided between the first side plate 31 and the pre-vibration-damping flange 21 and between the first side plate 31 and the main vibration-damping flange 22, respectively, and one friction sleeve 9 is provided between the first side plate 31 and the pre-vibration-damping flange 21, between the first side plate 31 and the main vibration-damping flange 22, between the second side plate 32 and the pre-vibration-damping flange 21, and between the second side plate 32 and the main vibration-damping flange 22, respectively. The diaphragm springs 8 are each mounted to the first side plate 31 and respectively abut against the corresponding friction sleeve 9. The relative positions of the two side plates 31, 32 with respect to the main damping flange 22 and the pre-damping flange 21 in the axial direction a can be defined by the provision of the diaphragm spring 8 and the friction sleeve 9 described above, and the friction sleeve 9 can provide a damping effect in the case of a rotation of the two side plates 31, 32 with respect to the pre-damping flange 21 and the main damping flange 22 in the circumferential direction C.

By adopting the vehicle damper having the above-described structure, the transmission path of torque from the engine crankshaft is: engine crankshaft- & gtflywheel mass 1 & pre-damper flange 21- & gtpre-damper spring 41- & gtmain damper flange 22- & gtmain damper spring 42- & gttwo side plates 31, 32- & gthub 7- & gtthe input shaft of the transmission. During torque transfer from the engine crankshaft in the above-described transfer path, torsional vibrations of the torque are effectively damped.

In addition, the invention also provides a vehicle comprising the vehicle shock absorber with the structure. The flywheel mass 1 and the pre-damping flange 21 of the vehicle damper are fixedly connected with the engine crankshaft of the vehicle, and the hub core 7 of the vehicle damper is directly in transmission connection with the input shaft of the transmission of the vehicle through a spline.

In summary, the embodiment of the vehicular damper according to the first embodiment of the present invention can be summarized as follows. The present invention provides a vehicle damper having a radial direction, an axial direction, and a circumferential direction, comprising:

the flywheel mass is fixedly connected with an engine crankshaft of the vehicle;

a primary vibration reduction flange drivingly coupled with the engine crankshaft to receive torque from the engine crankshaft;

a first side plate and a second side plate fixed to each other across the main vibration damping flange in the axial direction and rotatable within a predetermined range in the circumferential direction with respect to the main vibration damping flange;

a plurality of main damper springs received in a main damper spring receiving portion defined by the main damper flange, the first side plate, and the second side plate such that the main damper flange is capable of transmitting the torque to the first side plate and the second side plate via the plurality of main damper springs, the first side plate and the second side plate being for driving coupling with an input shaft of a transmission of the vehicle to transmit the torque thereto;

a plurality of centrifugal pendulum units mounted to the first side plate and the second side plate so as to be located radially outward of the main vibration damping flange, and pendulum masses of the centrifugal pendulum units being located between the first side plate and the second side plate in the axial direction; and

the fixed buffer piece is positioned between the first side plate and the second side plate in the axial direction and fixedly connected with the first side plate and the second side plate, and the fixed buffer piece is positioned between the pendulum mass and the main vibration reduction flange in the radial direction, so that the pendulum mass can be propped against the corresponding fixed buffer piece after moving towards the radial inner side for a preset distance in the working process of the centrifugal pendulum unit.

Preferably, the fixed bumper has an arcuate shape extending generally along the circumferential direction, the arcuate shape matching an inner periphery of the pendulum mass.

More preferably, one of the pendulum masses corresponds to at least one of the fixed buffers, which overlaps with an inner peripheral edge of the corresponding pendulum mass in the circumferential direction.

More preferably, one of the pendulum masses corresponds to two spaced apart fixed buffers located at both ends of the pendulum mass in the circumferential direction, and each of the fixed buffers at least partially overlaps with an inner peripheral edge of the corresponding pendulum mass in the circumferential direction.

More preferably, each of the centrifugal pendulum units includes:

a connecting roller extending through the pendulum mass in the axial direction and having both ends respectively mounted to the first side plate and the second side plate;

and the buffer piece is arranged at the inner periphery of the pendulum mass so as to buffer when the pendulum mass is propped against the corresponding fixed buffer piece.

More preferably, the first side plate and the second side plate are each formed with a second rail for the connecting roller that cooperates with the first rail.

More preferably, the shock absorber for a vehicle further includes:

the pre-vibration-reduction flange is positioned on the radial inner side of the main vibration-reduction flange and fixedly connected with the flywheel mass, and the main vibration-reduction flange is in transmission connection with the engine crankshaft through the pre-vibration-reduction flange; and

a plurality of predamper springs received in predamper spring receiving portions defined by the predamper flange and the main vibration flange.

More preferably, the main damping flange is formed with an internal spline, the pre-damping flange is formed with an external spline matched with the internal spline, and only when the plurality of pre-damping springs are in a preset compression state, the key teeth of the external spline are in meshed abutting connection with the key teeth of the internal spline.

More preferably, the pre-damper spring and the main damper spring are both cylindrical coil springs.

Having described the specific structure of the shock absorber for a vehicle according to the first embodiment of the present invention above, the specific structure of the shock absorber for a vehicle according to the second embodiment of the present invention will be described below with reference to the accompanying drawings.

(specific structure of shock absorber for vehicle according to second embodiment of the invention)

As shown in fig. 4 and 5, the basic structure of the shock absorber for a vehicle according to the second embodiment of the present invention is substantially the same as that according to the first embodiment of the present invention, and differences therebetween will be mainly described below.

As shown in fig. 6a and 6b and fig. 7a and 7b, in the present embodiment, a bent structure is formed as the cushion material 6 by punching the second side plate 32 and bending the punched portion. Thus, one end portion of the cushion 6 is connected to the second side plate 32 to form an integral structure, and the other end portion of the cushion 6 forms an insertion portion 62, and the insertion portion 62 is inserted into the mounting hole 31h3 of the first side plate 31.

Compared with the first embodiment, the damper 6 can not only play a role of damping the radial impact of the pendulum mass 51, but also in this embodiment the damper 6 is easier to form and assemble, facilitating mass production in industry.

Further, as shown in fig. 4 and 5, in the present embodiment, the flywheel mass 1, the pre-damper flange 21, and the pre-damper spring 41 in the first embodiment are omitted, and in the present embodiment, the main damper flange 22 can be fixedly connected to the engine crankshaft by bolts, and the hub core 7 is formed integrally with the second side plate 32.

(another embodiment of a cushioning member according to the present invention)

As shown in fig. 8a, the buffer member is a circular arc-shaped buffer member 71 which has an "L" shape or "f" shape in radial cross section. The circular arc-shaped damper 71 extends in the circumferential direction and has more than half the length of the inner periphery of its corresponding pendulum mass. In order to be able to better receive the radial impact of the pendulum mass, the arc of the circular-arc-shaped buffer element 71 is identical to the arc of the inner circumference of its corresponding pendulum mass. When the inner periphery of the pendulum mass has rubber balls, the circumferential length of the circular-arc-shaped buffer element is preferably longer than the inner periphery of the corresponding pendulum mass, so that the rubber balls can be supported on the circular-arc-shaped buffer element.

The circular arc-shaped buffer member 71 has an arc surface facing radially outward and an arc edge extending radially after being bent from one end of the arc surface, and the circular arc-shaped buffer member 71 is fixed on any one of the two side plates by the bent arc edge, and any fixing manner such as riveting, bolting, welding and the like can be adopted. The curved edge may be located radially inward of the arcuate surface for supporting the pendulum mass, as shown in fig. 8 a; the curved edge may also be located radially outward of the arcuate surface for supporting the pendulum mass, as shown in fig. 8 b.

Although the radially extending arcuate edge of the arcuate bumper 71 in fig. 8a and 8b is integral, the invention is not limited thereto and the arcuate edge may be grid-like with at least a portion of the grid fixedly attached to the side plate.

It should be understood that the above-described embodiments are merely exemplary and are not intended to limit the present invention. Those skilled in the art can make various modifications and changes to the above-described embodiments without departing from the scope of the present invention. The following supplementary explanation is also made.

(i) Although the number of the pre-damper springs 41 is two and the number of the main damper springs 42 is four in the above embodiment, the present invention is not limited thereto. For example, the number of pre-damper springs 41 may be four, and the number of main damper springs 42 may be six. In addition, the pre-damper spring 41 and the main damper spring 42 may be not only linear coil springs as described above, but also arc-shaped coil springs, rubber springs, or a combination of coil springs and rubber springs.

When the pre-damper spring 41 and the main damper spring 42 are linear coil springs, each damper spring is preferably housed in the corresponding damper spring housing portion such that the longitudinal direction thereof coincides with the direction of one tangential line of the circumferential direction of the damper; when the pre-damper spring 41 and the main damper spring 42 are arc-shaped coil springs, each damper spring is preferably housed in the corresponding damper spring housing portion such that the longitudinal direction thereof coincides with the circumferential direction of the damper.

(ii) Although it is described in the above embodiment that the length of the circular-arc-shaped damper in the circumferential direction C is at least half, it is preferable that the damper 6 completely covers the pendulum mass 51 when the length of the main body portion 61 of the damper 6 in the circumferential direction C is equal to or greater than the length of the inner peripheral edge of the pendulum mass 51 of the centrifugal pendulum unit 5 in the circumferential direction C, that is, when the centrifugal pendulum unit 5 is not in operation, the pendulum mass 51 and the main body portion 61 of the damper 6 can be completely overlapped in the circumferential direction C, that is, the damper 6 is completely shielded from the pendulum mass 51 when viewed from the radially inner side. In addition, when the length of the main body portion 61 of the damper 6 in the circumferential direction C is smaller than the length of the inner peripheral edge of the pendulum mass 51 of the centrifugal pendulum unit 5 in the circumferential direction C, no matter where the pendulum mass 51 moves, it should be ensured that the rubber ball 53 corresponding to the pendulum mass 51 comes into contact with the damper 6 when the pendulum mass 51 abuts against the damper 6.

(iii) Although the use of the rubber ball 53 for cushioning when the pendulum mass 51 abuts against the cushioning member 6 has been described in the above embodiment, the present invention is not limited thereto. The above-described cushioning effect may be achieved by vulcanization molding of rubber to the inner peripheral edge of the pendulum mass 51, or may be achieved by vulcanization molding of rubber to the damper 6, for example.

Claims

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

-two side plates (31, 32), said two side plates (31, 32) being fixed to each other at a distance from each other in the axial direction (a);

-a main vibration-damping flange (22), the main vibration-damping flange (22) being located between the two side plates (31, 32) in the axial direction (a) and being rotatable relative to the two side plates (31, 32) along the circumferential direction (C) within a predetermined range;

a plurality of main damper springs (42), the plurality of main damper springs (42) being received in main damper spring receiving portions defined by the main damper flange (22) and the two side plates (31, 32) such that the main damper flange (22) and the two side plates (31, 32) can compress the plurality of main damper springs (42) and can transmit torque via the plurality of main damper springs (42) during rotation relative to each other;

a plurality of centrifugal pendulum units (5), the plurality of centrifugal pendulum units (5) being mounted to the two side plates (31, 32) with a pendulum mass (51) of each of the centrifugal pendulum units (5) being located between the two side plates (31, 32) in the axial direction (a); and

and a buffer member (6), wherein the buffer member (6) is positioned between the two side plates (31, 32) in the axial direction (A) and fixed on at least one of the two side plates (31, 32), and the buffer member (6) is positioned on the inner side of the pendulum mass (51) in the radial direction (R), so that the pendulum mass (51) can be propped against the corresponding buffer member (6) to buffer the radial impact of the pendulum mass (51) after moving towards the radial inner side for a preset distance in the working process of the centrifugal pendulum unit (5).

2. The shock absorber for a vehicle according to claim 1, wherein,

the cushioning member (6) is a separate component from the two side plates (31, 32); or alternatively

The cushioning member (6) is formed integrally with at least one side plate (32) of the two side plates (31, 32).

3. The shock absorber for a vehicle according to claim 2, wherein the cushion member (6) is the separate member, both ends of the cushion member (6) are respectively inserted into corresponding mounting holes (31 h3, 32h 3) formed in the two side plates (31, 32), or one end of the cushion member (6) is fixed to one of the two side plates (31, 32) while the other end thereof is suspended.

4. The shock absorber for a vehicle according to claim 2, wherein a bent structure is formed as the cushion member (6) by punching the one side plate (32) and bending the punched portion, one end portion of the cushion member (6) is connected to the one side plate (32) such that the cushion member (6) and the one side plate (32) are integrally structured, and the other end portion of the cushion member (6) is inserted into a mounting hole (31 h 3) of the other side plate (31) of the two side plates (31, 32) or the other end portion of the cushion member (6) is suspended.

5. The vehicular damper according to any one of claims 1 to 4, wherein one of the pendulum masses (51) corresponds to at least one of the shock absorbers (6), and the at least one shock absorber (6) overlaps with an inner peripheral edge of the corresponding pendulum mass (51) in the circumferential direction (C).

6. The shock absorber for a vehicle according to claim 5, wherein one of the pendulum masses (51) corresponds to two spaced apart cushioning members (6), the two spaced apart cushioning members (6) are located at both ends in the circumferential direction (C) of the pendulum mass (51), and each of the cushioning members (6) at least partially overlaps with an inner peripheral edge of the corresponding pendulum mass (51) in the circumferential direction (C).

7. The shock absorber for a vehicle according to claim 5, wherein one of the pendulum masses (51) corresponds to one of the circular-arc-shaped cushioning members (6), the circular-arc-shaped cushioning members (6) are located radially inward of the corresponding pendulum mass (51), and the circular-arc-shaped cushioning members (6) at least partially overlap with an inner peripheral edge of the corresponding pendulum mass (51) in the circumferential direction (C).

8. The shock absorber for a vehicle according to any one of claims 1 to 4, wherein each centrifugal pendulum unit (5) includes:

-a connecting roller (52), which connecting roller (52) extends through the pendulum mass (51) along the axial direction (a) and both ends of which connecting roller (52) are mounted to the two side plates (31, 32), respectively;

-the pendulum mass (51), the pendulum mass (51) being formed with a first track (51 h) for the connecting roller (52), the first track (51 h) comprising an extension component in both the radial direction (R) and the circumferential direction (C); and

an elastic member (53), the elastic member (53) being provided on the inner periphery of the pendulum mass (51) to cushion when the pendulum mass (51) abuts against the corresponding cushion member (6), and

the two side plates (31, 32) are respectively formed with second rails (31 h2, 32h 2) for the connecting rollers (52) that cooperate with the first rails (51 h).

9. A shock absorber for a vehicle according to any one of claims 1 to 4, wherein,

the vehicle damper further includes a flywheel mass (1), the flywheel mass (1) being fixed with the main damper flange (22); or alternatively

The vehicle damper further includes a flywheel mass (1), a pre-damper flange (21) and a plurality of pre-damper springs (41), the pre-damper flange (21) being located radially inside the main damper flange (22), the pre-damper flange (21) being engageable with the main damper flange (22) after being rotatable relative to the main damper flange (22) through a predetermined range, the plurality of pre-damper springs (41) being received in pre-damper spring receiving portions defined by the pre-damper flange (21) and the main damper flange (22) such that the pre-damper flange (21) and the main damper flange (22) are capable of compressing the plurality of pre-damper springs (41) during rotation relative to each other, the flywheel mass (1) being fixed to the pre-damper flange (21).

10. A vehicle characterized in that it includes the vehicular damper according to any one of claims 1 to 9.