阅读说明：本技术 车辆用减振器及车辆 (Vehicle damper and vehicle ) 是由 包顺程 肖荣亭 于 2020-03-02 设计创作，主要内容包括：本发明提供了一种车辆用减振器及车辆。该减振器包括两个侧板、主减振法兰和多个主减振弹簧,多个主减振弹簧安装于由主减振法兰和两个侧板限定的主减振弹簧收纳部。该减振器的多个离心摆单元以避开主减振法兰的方式安装于两个侧板之间。该减振器还包括多个缓冲件,缓冲件在轴向上位于两个侧板之间,固定于两个侧板且位于离心摆单元的径向内侧。因此,一方面,该缓冲件能够起到辅助固定两个侧板的作用；另一方面,该缓冲件用于在离心摆单元的摆质量朝向径向内侧行进预定距离之后与该摆质量相抵,从而缓冲件承受了摆质量的径向冲击载荷而实现了缓冲作用。(The invention provides a vehicle shock absorber and a vehicle. The damper comprises two side plates, a main damping flange and a plurality of main damping springs, wherein the main damping springs are installed in a main damping spring accommodating part limited by the main damping flange and the two side plates. The plurality of centrifugal pendulum units of the damper are mounted between the two side plates so as to avoid the main damping flange. The shock absorber further comprises a plurality of buffer pieces, wherein the buffer pieces are axially positioned between the two side plates, fixed on the two side plates and positioned on the radial inner side of the centrifugal pendulum unit. Therefore, on one hand, the buffer piece can play a role of assisting in fixing the two side plates; on the other hand, the damper is configured to abut against the pendulum mass of the centrifugal pendulum unit after the pendulum mass has traveled a predetermined distance radially inward, so that the damper receives a radial impact load of the pendulum mass and performs a damping action.)

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

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

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

a plurality of centrifugal pendulum units (5), wherein the centrifugal pendulum units (5) are mounted on the two side plates (31, 32) and the pendulum mass (51) of each centrifugal pendulum unit (5) is located between the two side plates (31, 32) in the axial direction (A); and

a buffer member (6), wherein the buffer member (6) is located 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), the buffer member (6) is located on the inner side of the pendulum mass (51) in the radial direction (R), so that the pendulum mass (51) can be abutted against the corresponding buffer member (6) to buffer the radial impact of the pendulum mass (51) after the pendulum mass (51) travels towards the inner radial direction for a preset distance in the working process of the centrifugal pendulum unit (5).

2. The vehicle shock absorber according to claim 1,

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

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

3. The vehicle damper according to claim 2, characterized in that the cushion member (6) is the separate member, both end portions of the cushion member (6) are respectively inserted into corresponding mounting holes (31h3, 32h3) 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) and the other end is provided in a suspended manner.

4. The vehicle damper 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) so that the cushion member (6) and the one side plate (32) are integrated, and the other end portion of the cushion member (6) is inserted into a mounting hole (31h3) of the other side plate (31) of the two side plates (31, 32) or the other end portion of the cushion member (6) is provided in an overhanging manner.

5. The vehicle shock absorber according to any one of claims 1 to 4, wherein one pendulum mass (51) corresponds to at least one damper (6), and the at least one damper (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, characterized in that one pendulum mass (51) corresponds to two spaced-apart dampers (6), the two dampers (6) are located at both ends of the pendulum mass (51) in the circumferential direction (C), and each damper (6) at least partially overlaps with an inner circumferential edge of the corresponding pendulum mass (51) in the circumferential direction (C).

7. The damper according to claim 5, characterized in that one of the pendulum masses (51) corresponds to one of the circular arc-shaped dampers (6), the circular arc-shaped damper (6) is located radially inward of the corresponding pendulum mass (51), and the circular arc-shaped damper (6) at least partially overlaps with an inner peripheral edge of the corresponding pendulum mass (51) in the circumferential direction (C).

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

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

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

an elastic member (53) provided on an inner peripheral edge of the pendulum mass (51) to buffer the pendulum mass (51) against the corresponding buffer member (6), and the elastic member (53) is configured to buffer the pendulum mass (51) against the corresponding buffer member (6)

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

9. The vehicular shock absorber according to any one of claims 1 to 4,

the vehicle shock absorber further comprises a flywheel mass (1), and the flywheel mass (1) is fixed with the main shock absorbing flange (22); or

The vehicle damper further comprises a flywheel mass (1), a pre-damper flange (21) and a plurality of pre-damper springs (41), wherein the pre-damper flange (21) is located on the radial inner side of the main damper flange (22), the pre-damper flange (21) can be engaged with the main damper flange (22) after rotating relative to the main damper flange (22) within a preset range, the pre-damper springs (41) are accommodated in a pre-damper spring accommodating portion defined by the pre-damper flange (21) and the main damper flange (22), so that the pre-damper flange (21) and the main damper flange (22) can compress the pre-damper springs (41) during the relative rotation of each other, and the flywheel mass (1) and the pre-damper flange (21) are fixed.

10. A vehicle characterized by comprising the vehicular shock absorber according to any one of claims 1 to 9.

Technical Field

The present invention relates to a shock absorber for a vehicle and a vehicle including the same.

Background

In the prior art, vehicle vibration dampers are widely used for vehicles to reduce vibrations generated from an engine. A vehicle damper is generally installed between a crankshaft of an engine and an input shaft of a transmission of a vehicle, and serves to transmit torque of the crankshaft of the engine to the input shaft of the transmission while effectively attenuating torsional vibration of the crankshaft of the engine, thereby reducing an 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 widely used because a more satisfactory damping effect can be achieved. 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 a pressing member (e.g., a retaining plate and a cover plate) engaged with the arc-shaped springs, etc., which results in a complex structure and high cost of the dual mass flywheel. Therefore, in order to improve the cost performance of the shock absorber for a vehicle, a skilled person has proposed a disc shock absorber as another example of the shock absorber for a vehicle, which generally includes only one flywheel mass and a plurality of cylindrical damper springs of a small size to reduce the structural complexity and cost, instead of the dual mass flywheel.

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

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

during the course of the radial inward travel of the pendulum mass of the centrifugal pendulum unit, the pendulum mass generates radial impact loads on the connecting rollers connecting the pendulum mass and the two flanges, the frequently acting radial impact loads being liable to lead to damage or even fracture of the connecting rollers.

Disclosure of Invention

The present invention has been made in view of the above-mentioned problems of the prior art. An object of the present invention is to provide a damper for a vehicle capable of eliminating problems of cost increase and structural complication due to an additional provision of a flange fitted with a centrifugal pendulum unit and capable of reducing a radial impact load of a pendulum mass to 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 solutions.

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

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

a main vibration reduction flange located between the two side plates in the axial direction and rotatable relative to the two side plates in the circumferential direction within a predetermined range;

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

a plurality of centrifugal pendulum units that are attached to the two side plates and whose pendulum mass is located between the two side plates in the axial direction; and

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

Preferably, the buffer is a separate component from the two side plates; or

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

More preferably, the buffer member is the single member, and both end portions 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 and the other end is provided in a suspended manner.

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

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

More preferably, one pendulum mass corresponds to at least one buffer member, and the at least one buffer member 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 of the buffer members spaced apart, the two buffer members being located at both ends of the pendulum mass in the circumferential direction, and each of the buffer members 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 buffer members, the circular arc-shaped buffer member is located radially inward of the corresponding pendulum mass, and the circular arc-shaped buffer member at least partially overlaps with an inner circumferential edge of the corresponding pendulum mass in the circumferential direction. Preferably, the circular arc-shaped damping element is located in the middle of the inner circumference 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 end portions mounted to the two side plates, respectively;

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

an elastic member disposed at an inner peripheral edge of the pendulum mass to buffer the pendulum mass against the corresponding buffer member, and

the two side plates are respectively formed with second rails for the connecting rollers, which are engaged with the first rails.

More preferably, the vehicle damper further comprises a flywheel mass, the flywheel mass being fixed to the main damping flange; or

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

The invention also provides a vehicle comprising the vehicle shock absorber according to any one of the above technical aspects.

By adopting the technical scheme, the invention provides a novel vehicle shock absorber and a vehicle comprising the same. The damper comprises two side plates, a main damping flange and a plurality of main damping springs, wherein the main damping springs are installed in a main damping spring accommodating part limited by the main damping flange and the two side plates. The plurality of centrifugal pendulum units of the damper are mounted between the two side plates so as to avoid the main damping flange. The damper further comprises a plurality of buffering members, wherein the buffering members are axially positioned between the two side plates, fixed on at least one of the two side plates and positioned on the radial inner side of the centrifugal pendulum unit.

Therefore, on one hand, the buffer piece can play a role of assisting in fixing the two side plates; on the other hand, the damper is configured to abut against the pendulum mass of the centrifugal pendulum unit after the pendulum mass has traveled a predetermined distance radially inward, so that the damper receives a radial impact load of the pendulum mass and performs a damping action. In this way, in the vehicle shock absorber according to the present invention, the function of the two flanges cooperating with the centrifugal pendulum unit as described in the background art is achieved by the two side plates for defining the main damper spring housing, and thus the problems of increased cost and complicated structure due to the additional provision of the two flanges are avoided. And 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 that the connecting roller of the centrifugal pendulum unit is broken or even broken due to frequent bearing of the radial impact load is reduced.

Drawings

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

FIG. 2a is a cross-sectional schematic view including a center axis O taken along line S1-S1 of the vehicular shock absorber of FIG. 1; FIG. 2b is an enlarged schematic view showing the region M in FIG. 2 a; fig. 2c is an enlarged schematic view illustrating 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 cross-sectional view including the center axis O taken along the line S2-S2 showing the vehicular shock absorber in fig. 4.

Fig. 6a is a schematic view showing a partial structure of the vehicular shock absorber in fig. 4, in which a first side plate is omitted; FIG. 6b is a schematic cross-sectional view 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 vehicle shock absorber in fig. 4.

FIG. 8a is a schematic view showing another embodiment of the buffer 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 and 1h flywheel mass fixing hole

21c first recess 21h pre-damping flange fixing hole 21t external spline

22c second recess 22h1 first window 22h2 stop hole 22p stop pin 22t internal spline

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

32 second side panel 32h1 third window 32h2 second rail 32h3 second mounting hole

41 pre-damper spring 42 main damper spring

5 centrifugal pendulum unit 51 pendulum mass 51h first track 52 connecting roller 53 rubber ball

6 buffer 61 body part 62 insertion part

7 hub core 8 diaphragm spring 9 friction sleeve

71 circular arc-shaped buffer piece 72 rivet

R radial 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 the detailed description is intended only to teach one skilled in the art how to practice the invention, and is not intended to be exhaustive or 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, axial, radial and circumferential directions refer to axial, radial and circumferential directions, respectively, of a shock absorber for a vehicle, unless otherwise specified; one axial side refers to the left side (e.g., the side where the power source is located) in fig. 2a to 2c, 5 and 6b, and the other axial side refers to the right side (e.g., the side where the transmission is located) in fig. 2a to 2c, 5 and 6 b; radially outer means a side (upper side in fig. 2b and 6b and lower side in fig. 2 c) away from the center axis O in fig. 2a and 5 in the radial direction, and radially inner means a side (lower side in fig. 2b and 6b and upper side in fig. 2 c) close to the center axis O in the radial direction. In addition, "drive coupled" means that two components are capable of transmitting a driving force/torque therebetween, and the two components may be directly connected or indirectly coupled through various transmission mechanisms or connection 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.

(concrete Structure of vehicular damper according to the first embodiment of the invention)

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

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

The flywheel mass 1 has a plurality of flywheel mass fixing holes 1h formed in a radially inner portion thereof and penetrating in the axial direction a. The flywheel mass 1 can be fixedly connected to the engine crankshaft of the vehicle by bolts passing through the plurality of flywheel mass fixing holes 1 h.

Gear teeth are formed or mounted on the outer periphery of the flywheel mass 1. The electric machine of the vehicle is able to start the engine via the other transmission and the gear teeth.

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

Further, an outer peripheral portion of the pre-damper flange 21 is formed with an external spline 21t, and the external spline 21t is adapted to be engaged with an internal spline 22t of the main damper flange 22. Moreover, the outer peripheral portion of this pre-damper flange 21 is further 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 collectively define a pre-damper spring receiving portion for receiving the pre-damper spring 41.

In the present embodiment, the main vibration control flange 22 is also formed in a circular disk shape. The main damper flange 22 is located radially outward of the pre-damper flange 21 and is rotatable in the circumferential direction C relative to the pre-damper spring 41 within a predetermined range. The main damping flange 22 is formed with an internal spline 22t that mates with the external spline 21t of the pre-damping flange 21 and a second recess 22c that opposes the first recess 21c of the pre-damping flange 21, the second recess 22c being recessed radially outward.

Further, the main damping flange 22 is formed with four first windows 22h1 penetrating in the axial direction a. The four first windows 22h1 are evenly distributed in the circumferential direction C and are used for mounting the main damper spring 42.

Further, the main vibration reduction flange 22 is formed with four arc-shaped stopper holes 22h2 extending in the circumferential direction C. The four stopper holes 22h2 are uniformly distributed in the circumferential direction C, and each stopper 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 end portions 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 and can rotate together with the two side plates 31, 32 on the one hand, and on the other hand, the rotation of the stopper pin 22p relative to the main damping flange 22 is limited by the length of the stopper hole 22h2, so that the stopper hole 22h2 and the stopper pin 22p cooperate with each other to define the range in which the main damping flange 22 can rotate relative to the two side plates 31, 32 in the circumferential direction C.

In the present embodiment, both the side plates 31, 32 (the first side plate 31 and the second side plate 32) are formed in a circular disk 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 in the axial direction a across the pre-damper flange 21 and the main damper flange 22. The first side plate 31 and the second side plate 32 are fixedly connected together via a plurality of stopper pins 22p and a plurality of dampers 6 therebetween, so 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 relative to the main damping flange 22.

Further, the first side plate 31 is formed with four second windows 31h1 penetrating in the axial direction a, and the position of each second window 31h1 corresponds to the position of the corresponding first window 22h 1. The second side plate 32 has four third windows 32h1 penetrating in the axial direction a, and the position of each third window 32h1 corresponds to the position of the corresponding first window 22h 1. Thus, a main damper spring receiving portion for receiving 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 in common.

Further, the first side plate 31 is formed with a second track 31h2 penetrating in the axial direction a and curved radially outward, and this second track 31h2 is located radially outward of 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 this second rail 32h2 is located radially outward of the third window 32h 1. The second tracks 31h2, 32h2 of the first side plate 31 and the second side plate 32 are used to define the movement locus of the connecting roller 52 of the centrifugal 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 are located radially outward of the second windows 31h1 and radially inward of the second rails 31h2, and each set of first mounting holes 31h3 includes two first mounting holes 31h 3. The second side plate 32 is also formed with a plurality of sets of second mounting holes 32h3 that pass through in the axial direction a, the second mounting holes 32h3 being located radially outward of the third windows 32h1 and radially inward of the second rails 32h2, and each set of second mounting holes 32h3 includes two second mounting holes 32h 3. The set of first mounting holes 31h3 corresponds to the set of second mounting holes 32h3, and is used for inserting and mounting 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 helical coil spring and is housed in a corresponding pre-damper spring housing portion. Specifically, the pre-damper spring 41 is housed in the pre-damper spring housing portion such that the longitudinal direction thereof is tangential to the circumferential direction C. Therefore, the first side plate 31, the second side plate 32, the main damping flange 22 and the pre-damping flange 21 together limit the pre-damping spring 41 in three directions, namely, the axial direction a, the radial direction R and the circumferential direction C.

Further, when the pre-damper flange 21 rotates in the circumferential direction C with respect to the main damper flange 22 by the torque from the crankshaft of the engine, the pre-damper flange 21 compresses the pre-damper spring 41. And the amount of compression of the pre-damper spring 41 is defined by the external splines 21t of the pre-damper flange 21 and the internal splines 22t of the main damper flange 22. That is, the external splines 21t of the pre-damper flange 21 and the internal splines 22t of the main damper flange 22 are not engaged when the pre-damper springs 41 are not compressed, and the external splines 21t of the pre-damper flange 21 and the internal splines 22t of the main damper flange 22 are engaged only when the amount of compression of the pre-damper springs 41 reaches a predetermined value. Via the pre-damper springs 41 and the spline structures described above (the external splines 21t and the internal splines 22t), the pre-damper flange 21 is able to transmit torque from the engine crankshaft to the main damper flange 22. It will be appreciated that the pre-damper spring 41 primarily reduces engine torsional vibration when the engine is operating at idle.

In the present embodiment, each of the main damper springs 42 is a cylindrical coil spring. The main damper spring 42 is mounted to the first window 22h1 of the main damper flange 22 with its longitudinal direction tangential to the circumferential direction C so as to be received in a main damper spring receiving 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. Therefore, the main damper spring 42 is restrained in the 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 main damper flange 22.

Further, when the main damping flange 22 rotates in the circumferential direction C with respect to both the first side plate 31 and the second side plate 32 by the torque from the engine crankshaft, the main damping flange 22 compresses the main damping spring 42, so that the main damping spring 42 performs the function of damping the torsional vibration. And the amount of compression of the main damper spring 42 is limited by the above-described stopper pin 22p and the stopper hole 22h 2. The main damper flange 22 is able to transmit the torque of the engine crankshaft further to the two side plates 31, 32 via the main damper spring 42. It should be appreciated that the main damper spring 42 primarily reduces engine torsional vibration during normal engine operation.

In the present embodiment, the four centrifugal pendulum units 5 are attached to the two side plates 31 and 32 so as to be evenly distributed in the circumferential direction C, and the centrifugal pendulum units 5 are located radially outward of the main damper flange 22, so that interference between the centrifugal pendulum units 5 and the main damper flange 22 can be avoided during rotation of the main damper flange 22 relative to the two side plates 31 and 32.

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, and the first track 51h includes extension components in both the circumferential direction C and the radial direction R. Each connecting roller 52 passes through the first rail 51h and both end portions of each connecting roller 52 are attached to the second rail 31h2 of the first side plate 31 and the second rail 32h2 of the second side plate 32, respectively. Thus, when the damper operates, the pendulum mass 51 has a motion component 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 respectively provided on the inner peripheral edge of the pendulum mass 51 and project from the inner peripheral edge of the pendulum mass 51 toward the radially inner side. Thus, when the pendulum mass 51 travels a predetermined distance radially inward against the damper 6, the rubber ball 53 performs a damping action. It should be understood 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 cushion members 6 evenly distributed in the circumferential direction C, and each cushion member 6 is an independent member. All dampers 6 are located in the axial direction a between the two side plates 31, 32 and in the radial direction R between the centrifugal pendulum unit 5 and the main damper flange 22. In the present embodiment, two dampers 6 correspond to one centrifugal pendulum unit 5.

Specifically, each cushion member 6 includes an arc-shaped main body portion 61 extending along the circumferential direction C and insertion portions 62 protruding from the main body portion 61 toward both axial sides. The main body portion 61 extends along the circumferential direction C by a sufficient length and has a shape matching the inner circumferential edge of the pendulum mass 51. The main body portions 61 of the two dampers 6 corresponding to one centrifugal pendulum unit 5 are located at both ends of the pendulum mass 51 of the centrifugal pendulum unit 5, respectively, and the main body portions 61 of the two dampers 6 partially overlap with 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 abut against both the main body portions 61 of the two dampers 6 after traveling a predetermined distance inward in the radial direction, and the two dampers 6 receive the radial impact load of the pendulum mass 51 of the centrifugal pendulum unit 5, thereby preventing the radial impact load from acting on the connecting roller 52. Two insertion portions 62 are formed on both sides of each cushion member 6, and the insertion portions 62 are inserted into the corresponding mounting holes 31h3, 32h3 of the two side plates 31, 32, thereby improving the ability of the cushion member 6 to receive radial impact and assisting in fixing the two side plates 31, 32.

In the present embodiment, the hub core 7 is formed in a circular disk 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 engaging with an input shaft of a transmission, through which torque from an engine crankshaft can be finally transmitted to the input shaft of the transmission.

In the present exemplary embodiment, one diaphragm spring 8 is arranged between the first side plate 31 and the pre-damper flange 21 and between the first side plate 31 and the main damper flange 22, and one friction sleeve 9 is arranged between the first side plate 31 and the pre-damper flange 21, between the first side plate 31 and the main damper flange 22, between the second side plate 32 and the pre-damper flange 21, and between the second side plate 32 and the main damper flange 22. The diaphragm springs 8 are each mounted to the first side plate 31 and are each abutted to a corresponding friction sleeve 9. By providing the diaphragm spring 8 and the friction sleeve 9 described above, the relative positions of the two side plates 31, 32 and the main and pre-damper flanges 22, 21 in the axial direction a can be defined, and the friction sleeve 9 can provide a damping action in the event that the two side plates 31, 32 rotate in the circumferential direction C relative to the pre-damper flange 21 and the main damper flange 22.

By adopting the vehicle damper having the above-described configuration, the transmission path of the torque from the engine crankshaft is: engine crankshaft → flywheel mass 1 and pre-damper flange 21 → pre-damper spring 41 → main damper flange 22 → main damper spring 42 → two side plates 31, 32 → hub core 7 → input shaft of transmission. During the transmission of the torque from the engine crankshaft in the above-described transmission path, torsional vibration of the torque is effectively damped.

Further, the invention provides a vehicle including the vehicular shock absorber having the above-described structure. The flywheel mass 1 and the pre-damping flange 21 of the vehicle damper are fixedly connected with an engine crankshaft of a vehicle, and the hub core 7 of the vehicle damper is directly in transmission connection with an input shaft of a transmission of the vehicle through a spline.

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

a flywheel mass for fixed connection with an engine crankshaft of a vehicle;

a main damping flange drivingly coupled with the engine crankshaft to receive torque from the engine crankshaft;

a first side plate and a second side plate that are fixed to each other across the main damping flange in the axial direction and are rotatable relative to the main damping flange within a predetermined range along the circumferential direction;

a plurality of main damper springs received in main damper spring receptacles 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 for driving coupling with an input shaft of a transmission of the vehicle to transmit the torque thereto;

a plurality of centrifugal pendulum units that are attached to the first side plate and the second side plate so as to be located radially outward of the main vibration reduction flange, and a pendulum mass of each centrifugal pendulum unit is located between the first side plate and the second side plate in the axial direction; and

the fixed buffer piece is located 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 located between the pendulum mass and the main damping flange in the radial direction, so that the pendulum mass can offset with the corresponding fixed buffer piece after traveling towards the radial inner side for a preset distance in the working process of the centrifugal pendulum unit.

Preferably, the stationary buffer has an arcuate shape extending substantially along the circumferential direction, the arcuate shape matching an inner circumferential edge of the pendulum mass.

More preferably, one of the pendulum masses corresponds to at least one of the fixed dampers, and the fixed damper 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 of the spaced-apart fixed buffers, the two fixed buffers are 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 end portions mounted to the first side plate and the second side plate, respectively;

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

and the buffer parts are arranged on the inner peripheral edge of the pendulum mass so as to buffer when the pendulum mass abuts against the corresponding fixed buffer parts.

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

More preferably, the vehicle shock absorber further includes:

the pre-vibration reduction flange is positioned on the radial inner side of the main vibration reduction flange and is 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 pre-damper springs received in pre-damper spring receiving portions defined by the pre-damper flange and the main damper flange.

More preferably, the main damping flange is formed with an internal spline, the pre-damping flange is formed with an external spline that is fitted with the internal spline, and the spline teeth of the external spline are brought into meshing abutment with the spline teeth of the internal spline only when the plurality of pre-damping springs are in a predetermined compressed state.

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, 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.

(concrete Structure of vehicular damper according to the second embodiment of the invention)

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

As shown in fig. 6a and 6b and fig. 7a and 7b, in the present embodiment, the second side plate 32 is punched and the punched portion is bent to form a bent structure as the cushion member 6. Thus, one end portion of the cushion member 6 is integrally connected to the second side plate 32, and the other end portion of the cushion member 6 forms one 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 play a role of damping the radial impact of the pendulum mass 51, and the damper 6 is easier to form and assemble in the present embodiment, which is advantageous for large-scale industrial production.

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 7 is formed integrally with the second side plate 32.

(Another embodiment of the buffer according to the invention)

As shown in fig. 8a, the buffer member is a circular arc-shaped buffer member 71, which has an "L" shape or a "r" shape in a radial cross section. The circular arc-shaped damper 71 extends in the circumferential direction and has an inner peripheral edge length of at least half of the 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 damper 71 is the same as the arc of the inner circumferential edge of the corresponding pendulum mass. When the inner periphery of the pendulum mass is provided with the rubber ball, the circumferential length of the circular arc-shaped buffer member is preferably greater than the inner periphery length of the corresponding pendulum mass, so that the rubber ball can be borne on the circular arc-shaped buffer member.

The arc-shaped buffer member 71 is provided with an arc-shaped surface facing the radial outside and an arc-shaped edge extending radially after being bent from one end of the arc-shaped surface, and the arc-shaped buffer member 71 is fixed on any one of the two side plates through the bent arc-shaped edge and can be fixed in any fixing mode such as riveting, bolt connection, welding and the like. The bent arc-shaped edge can be located radially inside the arc-shaped surface for supporting the pendulum mass part, as shown in fig. 8 a; the bent-over arc-shaped edge can also be located radially outside the arc-shaped surface for supporting the pendulum mass part, as shown in fig. 8 b.

Although the radially extending curved edge of the circular arc-shaped cushioning member 71 in fig. 8a and 8b is integral, the present invention is not limited thereto, and the curved edge may be grid-shaped, at least a portion of which is fixedly connected to the side plate.

It should be understood that the above embodiments are only exemplary and are not intended to limit the present invention. Various modifications and alterations of the above-described embodiments may be made by those skilled in the art in light of the teachings of the present invention without departing from the scope thereof. In addition, the following supplementary explanation is also made.

(i) Although it is described in the above embodiment that the number of the pre-damper springs 41 is two and the number of the main damper springs 42 is four, the present invention is not limited thereto. For example, the number of the pre-damper springs 41 may be four, and the number of the main damper springs 42 may be six. 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 springs 41 and the main damper springs 42 are linear coil springs, it is preferable that each damper spring is housed in a corresponding damper spring housing portion such that the longitudinal direction thereof coincides with the direction of one tangent line in the circumferential direction of the damper; when the pre-damper springs 41 and the main damper springs 42 are arc-shaped coil springs, it is preferable that each damper spring be accommodated in the corresponding damper spring accommodating portion such that the longitudinal direction thereof coincides with the circumferential direction of the damper.

(ii) Although it has been described in the above embodiment that the length of the circular-arc buffer member in the circumferential direction C is at least half, it is preferable that when the length of the main body portion 61 of the buffer member 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, the pendulum mass 51 and the main body portion 61 of the buffer member 6 can be made to completely overlap in the circumferential direction C, that is, the buffer member 6 completely covers the pendulum mass 51 when viewed from the radially inner side when the centrifugal pendulum unit 5 is not in operation. 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, 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, regardless of the position to which the pendulum mass 51 moves.

(iii) Although it has been described in the above embodiment that the rubber ball 53 is used for a buffering action when the pendulum mass 51 abuts against the buffer 6, the present invention is not limited thereto. The above-described cushioning effect can be achieved, for example, by vulcanizing rubber on the inner peripheral edge of the pendulum mass 51, or by vulcanizing rubber on the cushion member 6.