A one-way coupled vibration damper for generator capable of automatically adjusting torsional stiffness

Abstract

The present invention provides a one-way coupled generator damper capable of automatically adjusting torsional stiffness. The damper comprises a hub disposed in the center hole of a pulley and connected at its upper end by a bearing. A first thrust plate and a second thrust plate are located at both ends of the hub. A first thrust ring is embedded with a first clutch spring and the end of a first torsion spring on one side and clamped on the first thrust plate on the other side. A second thrust ring is embedded with a second clutch spring and the end of a second torsion spring on one side and clamped on the second thrust plate on the other side. The first and second torsion springs are embedded on both sides of the hub boss. An expansion sleeve is installed between the second clutch spring and the first torsion spring and does not contact either the first or second clutch spring under normal operating conditions. A friction ring is embedded outside the second thrust ring and located between the second thrust ring and the inner wall of the pulley. Compared with conventional structures, the damper structure of this device increases the service life of the OAD and expands the operating torque range of the OAD.

Description

Technical Field

[0001] The invention relates to the technical field of vibration absorber manufacturing, in particular to a generator one-way coupling vibration absorber capable of realizing automatic adjustment of torsional stiffness. Background Art

[0002] The front-end accessory drive (FEAD) system is designed to transmit a portion of the engine crankshaft's output power via a belt to various engine accessories, such as the fan, water pump, generator, and air conditioning compressor, ensuring proper vehicle operation. The generator's output shaft is coaxially connected to the generator pulley.

[0003] Generator speed typically runs two to three times faster than the engine, resulting in a large moment of inertia. Generators operate continuously with the engine for extended periods, making them extremely sensitive to engine speed fluctuations. Under rapid acceleration and deceleration, these speed fluctuations cause significant fluctuations in the generator rotor, impacting the entire gear train. In most cases, this is the root cause of belt vibration, noise, slippage, and large swings in the tensioner arm. To mitigate the impact of sudden engine speed changes on the entire gear train, the use of overrunning alternator decouplers (OADs) has been gaining increasing attention. Their principle is to isolate the generator's moment of inertia from the entire gear train, improving the stability of the belt drive system.

[0004] OAD adds a one-way clutch and torsion spring between the originally rigidly connected generator pulley and motor rotor, creating an elastic connection between the two. When the engine is accelerating or operating at a steady constant speed, the outer pulley speed is greater than the motor rotor speed, the OAD clutch is engaged, and torque is transmitted to the motor rotor through the motor shaft and torsion spring, driving the motor rotor. The function of the torsion spring is to transform the rigid connection between the pulley and the rotor into a flexible connection, thereby reducing the torsional vibration transmitted from the engine to the generator (vibration isolation and vibration reduction between the pulley and the rotor); when the engine is decelerating, the outer pulley speed is less than the motor rotor speed, and the OAD's one-way clutch comes into play, separating the outer pulley from the motor rotor. The high-speed impact of the motor rotor cannot be transmitted to the outer pulley, improving the NVH performance of the system.

[0005] Traditional OAD has the following problems:

[0006] (1) It adopts fixed torsional stiffness and has a limited range of adaptable working torque.

[0007] During engine acceleration, the torsion spring transmits torque between the pulley and the hub. During this process, the torsion spring's outer diameter expands due to elastic deformation. It's known that any torsion spring has a maximum permissible torsion angle and a corresponding maximum permissible torque. When the operating torque exceeds the maximum permissible torque, the torsion spring will plastically deform or even break. To prevent damage to the torsion spring due to reaching the maximum permissible torsion angle, the traditional OAD structure embeds a metal coil spring or plastic bushing outside the torsion spring to limit the unlimited expansion of the torsion spring's outer diameter, thereby limiting the torsion spring's rotation angle.

[0008] like Figure 1 As shown, when torsion spring 16 expands and squeezes plastic bushing 15 under a certain torque, the outer diameters of plastic bushing 15 and clutch spring 14 also expand. During FEAD operation, due to the influence of engine torsional vibration, the torque borne by the OAD may increase instantaneously. If this torque reaches the maximum torque that the OAD can withstand, the gap between plastic bushing 15, clutch spring 14, and the inner wall of pulley 1 will completely disappear due to the compression of torsion spring 16. At this time, the outer diameter of torsion spring 16 is ultimately restricted / fixed, and torsion spring 16 cannot absorb and release energy through elastic deformation, completely losing its vibration damping effect. The OAD fails, and the hub 2 and pulley 1 become completely rigidly connected. At this time, the generator will directly bear the torsional vibration of the generator. Therefore, without affecting the normal operation of the OAD, it is necessary to expand the operating torque range that the OAD can adapt to to prevent the OAD from losing its vibration damping ability when the operating torque suddenly increases.

[0009] (2) In order to quickly disengage the pulley 1 and the hub 2 after the engine enters the deceleration phase, the torsional stiffness of the clutch spring 14 should not be too large (if the torsional stiffness is too large, a greater force will need to be applied to the end face of the clutch spring to disengage the two). At the same time, due to the installation space constraints, the wire diameter (spring thickness) of the clutch spring is ultimately designed to be very small (torsional stiffness is proportional to the spring wire diameter), which results in a low strength of the clutch spring. The engine continuously accelerates and decelerates during operation, and the clutch spring repeatedly expands and contracts under the impact of positive and negative torques. If the working torque undertaken by the OAD is very large, it is easy to cause fatigue damage to the above-mentioned low-strength clutch spring until it breaks, thereby affecting the service life of the OAD. Summary of the Invention

[0010] The technical problem to be solved by the present invention is: in order to overcome the deficiencies in the prior art, the present invention provides a generator one-way coupling vibration absorber capable of realizing automatic adjustment of torsional stiffness.

[0011] The technical solution adopted by the present invention to solve its technical problem is: a one-way coupled vibration damper of a generator capable of realizing automatic adjustment of torsional stiffness, comprising a pulley, a shaft hub, a bearing, a friction ring, a first torsion spring, a first clutch spring, a first thrust ring, a first thrust plate, a second torsion spring, a second clutch spring, a second thrust ring and a second thrust plate, wherein the shaft hub is arranged in the center hole of the pulley, and the upper end is rotatably connected through the bearing, and the lower end is connected through the friction ring; the shaft hub comprises a cylindrical body, the interior of the body is provided with a shaft center hole, and the outer wall of the body is provided with a boss; the first thrust ring is arranged on the shaft hub above the boss, and the first thrust plate is arranged above the first thrust ring and is located between the bearing and the first thrust ring; the first thrust plate is fixedly connected to the shaft hub, and the first thrust ring rotates within the range restricted by the first thrust plate; the first torsion spring is sleeved on the shaft hub and is located between the boss and the first thrust ring, and the upper and lower ends of the first torsion spring are respectively connected to the first thrust ring and the boss The second thrust ring is arranged on the shaft hub below the boss, the second thrust plate is arranged below the second thrust ring, the second thrust plate is fixedly connected to the shaft hub, and the second thrust ring rotates within the range limited by the second thrust plate; the second torsion spring is sleeved on the shaft hub and is located between the boss and the second thrust ring, and the upper and lower ends of the second torsion spring are respectively connected to the boss and the second thrust ring; the first clutch spring is sleeved on the outer side of the first torsion spring, and the upper end of the first clutch spring is fixed to the first thrust ring, the lower end of the first clutch spring is in a free state, and when the first clutch spring is subjected to tangential torsion, it can connect to the inner wall of the pulley to transmit torque; the second clutch spring is sleeved on the outer side of the second torsion spring, and the lower end of the second clutch spring is fixed to the second thrust ring, the upper end of the second clutch spring is in a free state, and when the second clutch spring is subjected to tangential torsion, it can connect to the inner wall of the pulley to transmit torque; the friction ring is embedded in the outer wall of the second thrust ring, and the outer side of the friction ring is slidingly and frictionally connected to the inner wall of the pulley. After installation, there is always friction between the outer wall of the clutch spring and the inner wall of the pulley. The friction increases when the clutch spring expands with the traction of the pulley. The pulley transmits torque to the clutch spring through this friction. Therefore, the force it is subjected to is tangential torsion in the tangential direction.

[0012] Furthermore, in order to achieve the fixation of the ends of the first torsion spring and the second torsion spring, the upper surface ring of the boss is provided with an upper groove, and the upper spring stop is provided in the upper groove; the lower surface ring of the boss is provided with a lower groove, and the lower spring stop is provided in the lower groove; the lower surface of the first thrust ring is provided with a first groove, and the upper surface of the second thrust ring is provided with a third groove; the lower end of the first torsion spring is arranged in the upper groove, and the end is abutted on the upper spring stop, the upper end of the first torsion spring is arranged in the first groove, and the end is abutted on the end face of the first groove; the upper end of the second torsion spring is arranged in the lower groove, and the end is abutted on the lower spring stop, the lower end of the second torsion spring is arranged in the third groove, and the end is abutted on the end face of the third groove.

[0013] Furthermore, in order to achieve the connection between the first clutch spring and the second clutch spring, a second groove is provided on the lower surface of the first thrust ring, and a fourth groove is provided on the upper surface of the second thrust ring. The upper end of the first clutch spring is fixed in the second groove, and the lower end of the first clutch spring is in a free state; the lower end of the second clutch spring is fixed in the fourth groove, and the upper end of the second clutch spring is in a free state.

[0014] Furthermore, a concave ring is provided on the inner wall of the central shaft hole, the lower end of the central shaft hole is a hexagonal hole, and the upper end of the central shaft hole is an internal threaded hole.

[0015] Furthermore, it also includes an expansion sleeve, which is arranged on the outside of the hub above the boss, and the expansion sleeve is located between the first torsion spring and the second clutch spring, and is used to transmit torsion between the first torsion spring and the second clutch spring.

[0016] Furthermore, in order to achieve the connection and limitation between the thrust plate and the thrust ring, a first protrusion is provided on the upper surface of the first thrust ring, and a second protrusion is provided on the lower surface of the second thrust ring. The first thrust plate and the second thrust plate have the same structure, and a first bayonet and a second bayonet are provided on their outer edges. The first protrusion is limited between the first bayonet and the second bayonet of the first thrust plate, and the second protrusion is limited between the first bayonet and the second bayonet of the second thrust plate.

[0017] A second clutch spring is added to the outer edge of the first torsion spring. The elastic deformation (i.e., expansion and contraction of the outer diameter) of the first torsion spring automatically activates and deactivates the second clutch spring, thereby automatically adjusting the torsional stiffness of the OAD. When the operating torque suddenly increases, the second clutch spring distributes the force applied to the first clutch spring in a conventional OAD, preventing damage to the clutch spring.

[0018] In the present invention, all solutions that use other elastic deformations of the first torsion spring, including but not limited to expansion and contraction deformations, to automatically implement or cancel the call of the second clutch spring are within the scope of protection.

[0019] The beneficial effects of the present invention are:

[0020] (1) The torsional stiffness of the OAD torsion spring is automatically adjusted through the elastic deformation of the first torsion spring and the second clutch spring. When the working torque suddenly increases, the torsional stiffness of the spring is automatically increased to avoid the failure of the spring under the sudden increase in torque, that is, to prevent the pulley and the hub from being converted into a rigid connection under the sudden increase in torque, thereby expanding the torque range applicable to the OAD. At the same time, after the working torque returns to normal, the torsional stiffness of the spring is automatically reduced to the initial value, ensuring the best vibration isolation effect of the OAD under normal working conditions.

[0021] (2) Protect the clutch spring under sudden torque increase, reduce the force on the clutch spring, avoid damage to the clutch spring, and increase the service life of the OAD.

[0022] (3) While meeting the above two points, the overall structure is simple, compact and easy to install. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The present invention will be further described below with reference to the accompanying drawings and examples.

[0024] Figure 1 It is a structural diagram of a shock absorber in the prior art.

[0025] Figure 2 It is a structural schematic diagram of the generator one-way coupling damper of the present invention.

[0026] Figure 3 yes Figure 2 Schematic diagram of the cross-sectional structure of AA.

[0027] Figure 4 yes Figure 3 Schematic diagram of the three-dimensional structure.

[0028] Figure 5 It is a structural diagram of the first thrust ring.

[0029] Figure 6 It is a structural diagram of the first thrust ring.

[0030] Figure 7 It is a structural diagram of the first thrust ring.

[0031] Figure 8 It is a structural diagram of the second thrust ring.

[0032] Figure 9 It is a structural diagram of the second thrust ring.

[0033] Figure 10 It is a structural diagram of the second thrust ring.

[0034] Figure 11 It is a structural diagram of the first thrust plate / second thrust plate.

[0035] Figure 12 It is a structural diagram of the shaft hub.

[0036] Figure 13 It is a structural diagram of the shaft hub.

[0037] Figure 14 It is a schematic diagram of the cross-sectional structure of the hub.

[0038] Figure 15 It is a structural diagram of the friction ring.

[0039] Figure 16 is a graph showing the variation of OAD torsional stiffness with the spring rotation angle.

[0040] In the figure: 1. pulley, 2. hub, 2.1. body, 2.2. center shaft hole, 2.3. boss, 2.4. upper slot, 2.5. upper spring stop, 2.6. lower slot, 2.7. lower spring stop, 2.8. hexagonal hole, 2.9. concave ring, 3. second thrust plate, 3.1. first bayonet, 3.2. second bayonet, 4. friction ring, 5. second clutch spring, 6. second torsion spring, 7. expansion sleeve, 8. first torsion spring, 9. first clutch spring, 10. first thrust ring, 10.1. first protrusion, 10.2. first slot, 10.3. second slot, 11. first thrust plate, 12. bearing, 13. second thrust ring, 13.1. second protrusion, 13.2. third slot, 13.3. fourth slot, 14. clutch spring, 15. bushing, 16. torsion spring. DETAILED DESCRIPTION

[0041] The present invention will now be described in further detail with reference to the accompanying drawings. These drawings are simplified schematic diagrams, illustrating the basic structure of the present invention only in a schematic manner. They therefore only show components relevant to the present invention, and directions and references (e.g., up, down, left, right, etc.) may be used solely to facilitate the description of features in the drawings. The following detailed description is therefore not to be taken in a limiting sense, and the scope of the claimed subject matter is defined solely by the appended claims and their equivalents.

[0042] like Figures 1-4As shown, the present invention is a one-way coupled vibration damper for a generator capable of automatically adjusting torsional stiffness, comprising a hub 2, a bearing 12, a friction ring 4, an expansion sleeve 7, a first torsion spring 8, a first clutch spring 9, a first thrust ring 10, a first thrust plate 11, a second torsion spring 6, a second clutch spring 5, a second thrust ring 13 and a second thrust plate 3, wherein the outer surface is in the shape of an ordinary belt, and a stepped hole is machined inside, in which the first clutch spring 9 and the second clutch spring 5 are respectively nested. The hub 2 is arranged in the center hole of the pulley 1, and the upper end is rotatably connected by the bearing 12, and the lower end is connected by the friction ring 4. The first thrust ring 10 is arranged on the hub 2 above the boss 2.3, and the first thrust plate 11 is arranged above the first thrust ring 10 and is located between the bearing 12 and the first thrust ring 10; the first thrust plate 11 is fixedly connected to the hub 2, and the first thrust ring 10 rotates within the range limited by the first thrust plate 11; the first torsion spring 8 is sleeved on the hub 2 and is located between the boss 2.3 and the first thrust ring 10, and the upper and lower ends of the first torsion spring 8 are respectively connected to the first thrust ring 10 and the boss 2.3; the second thrust ring 13 is arranged on the hub 2 below the boss 2.3, and the second thrust plate 3 is arranged below the second thrust ring 13, and the second thrust plate 3 is fixed to the hub 2 3. The second torsion spring 6 is sleeved on the hub 2 and is located between the boss 2.3 and the second thrust ring 13. The upper and lower ends of the second torsion spring 6 are respectively connected to the boss 2.3 and the second thrust ring 13; the first clutch spring 9 is sleeved on the outside of the first torsion spring 8, and the upper end of the first clutch spring 9 is fixed to the first thrust ring 10, the lower end of the first clutch spring 9 is in a free state, and when the first clutch spring 9 is subjected to tangential torsion, it can be connected to the inner wall of the pulley 1 to transmit torque; the second clutch spring 5 is sleeved on the outside of the second torsion spring 6, and the lower end of the second clutch spring 5 is fixed to the second thrust ring 13, the upper end of the second clutch spring 5 is in a free state, and when the second clutch spring 5 is subjected to tangential torsion, it can be connected to the inner wall of the pulley 1 to transmit torque; Figure 15As shown, the friction ring 4 is a circular ring with an opening in its sidewall. It is embedded in the outer wall of the second thrust ring 13, and its outer side is in sliding frictional engagement with the inner wall of the pulley 1. The expansion sleeve 7 is a plastic component, generally in the form of a ring with an axial opening in its sidewall. Its inner and outer diameters can expand and deform under tangential forces, returning to their original shape upon removal of the external force. It is mounted on the outer side of the hub 2 above the boss 2.3 and positioned between the first torsion spring 8 and the second clutch spring 5, transmitting torque between them. Under normal conditions (i.e., when the operating torque is low and there is no sudden increase due to engine torsional vibration), the expansion sleeve 7 does not contact either the first torsion spring 8 or the second clutch spring 5. The second clutch spring 5 and second torsion spring 6 only operate when the operating torque suddenly increases. The torsional stiffness of the second torsion spring 6 can be different from that of the first torsion spring 8.

[0043] First torsion spring 8 transmits torque and reduces vibration between pulley 1 and hub 2. Friction ring 4 provides friction torque and damping during hub 2 rotation. First clutch spring 9 connects first thrust plate 11 to the inner wall of pulley 1 during engine acceleration to transmit torque, and disconnects this connection during engine deceleration to isolate the generator load and rotational inertia. First thrust plate 11 is located between bearing 12 and first thrust ring 10, connecting hub 2 and limiting bearing 12. First torsion spring 8 and second torsion spring 6 have the same structure and function, but differ in size. First clutch spring 9 and second clutch spring 5 have the same structure and function, but differ in size.

[0044] like Figure 5-Figure 7 As shown, the first thrust ring 10 is annular in shape. Its lower surface is provided with a first retaining groove 10.2 and a second retaining groove 10.3. The first retaining groove 10.2 is used to mount the first torsion spring 8 and has a spring stop. A first protrusion 10.1 is provided on its upper surface. The upper end of the first clutch spring 9 is fixed in the second retaining groove 10.3, while the lower end of the first clutch spring 9 is free.

[0045] like Figures 8-10 As shown, the second thrust ring 13 has essentially the same structure and functions as the first thrust ring 10, but differs in size. The second thrust ring 13 is also annular in shape, with a third retaining groove 13.2 and a fourth retaining groove 13.3 on its upper surface. The third retaining groove 13.2 is for mounting the second torsion spring 6 and has a spring stop. The second thrust ring 13 has a second protrusion 13.1 on its lower surface. The difference between the second thrust ring 13 and the first thrust ring 10 lies in the outer wall of the second thrust ring 13 having an annular groove for mounting the friction ring 4. The lower end of the second clutch spring 5 is secured in the fourth retaining groove 13.3, while the upper end of the second clutch spring 5 is free.

[0046] like Figure 11 As shown, the first thrust plate 11 and the second thrust plate 3 have the same structure, and a first bayonet 3.1 and a second bayonet 3.2 are provided on their outer edges. The first protrusion 10.1 is limited between the first bayonet 3.1 and the second bayonet 3.2 of the first thrust plate 11 for transmitting torque; the second protrusion 13.1 is limited between the first bayonet 3.1 and the second bayonet 3.2 of the second thrust plate 3 for transmitting torque.

[0047] like Figure 12-14 As shown, the hub 2 includes a cylindrical body 2.1, the interior of the body 2.1 is provided with a through shaft center hole, the upper and lower ends of the shaft center hole are respectively processed with internal threads and internal hexagonal structures for connection and disassembly with the generator output shaft, the internal hexagonal hole 2.8 is located at the lower end of the shaft center hole, and a concave ring 2.9 is further provided on the inner wall of the central shaft hole 2.2; a circular boss 2.3 is processed on the middle part of the outer wall of the body 2.1, and the upper surface ring of the circular boss 2.3 is processed with an annular upper groove 2.4, and an upper spring stop 2.5 is provided in the upper groove 2.4, and the lower surface ring of the circular boss 2.3 is processed with an annular lower groove 2.6. The lower retaining groove 2.6 is provided with a lower spring stop 2.7, which is used to nest the first torsion spring 8 and the second torsion spring 6, respectively. Specifically, the lower end of the first torsion spring 8 is disposed in the upper retaining groove 2.4, with its end abutting the upper spring stop 2.5. The upper end of the first torsion spring 8 is disposed in the first retaining groove 10.2, with its end abutting the end surface of the first retaining groove 10.2. The upper end of the second torsion spring 6 is disposed in the lower retaining groove 2.6, with its end abutting the lower spring stop 2.7. The lower end of the second torsion spring 6 is disposed in the third retaining groove 13.2, with its end abutting the end surface of the third retaining groove 13.2. The dimensions of the above-mentioned spring mounting grooves and stop vary with the dimensions of the torsion spring and clutch spring to which they are connected.

[0048] Installation method:

[0049] The inner ring of the bearing is in interference connection with the shaft hub 2, and the outer ring is in interference fit with the pulley 1; the first thrust plate 11 and the second thrust plate 3 are located at both ends of the shaft hub 2 and are in interference connection with the shaft hub 2; the first thrust ring 10 is nested in the first clutch spring 9 and the end of the first torsion spring 8 on one side, and is clamped on the bayonet of the first thrust plate 11 on the other side; the second thrust is nested in the second clutch spring 5 and the end of the second torsion spring 6 on one side, and is clamped on the bayonet of the second thrust plate 3 on the other side; the annular boss 2.3 of the shaft hub 2 is nested in the first torsion spring 8 and the second torsion spring 6 on both sides; the expansion sleeve 7 is installed between the second clutch spring 5 and the first torsion spring 8, and is in normal working condition with the first torsion spring 8 and the second clutch The springs 5 do not contact each other; the friction ring 4 is nested on the outside of the second thrust ring 13, and is located between the second thrust ring 13 and the inner wall of the pulley 1; the first clutch spring 9 applies a certain radial preload on its outer diameter during installation to ensure that it is always in contact with the inner wall of the pulley 1 before work begins; the second clutch spring 5 only contacts the second thrust ring 13 under normal working conditions and does not work. When the OAD takes on a sudden increase in torque, the second clutch spring 5 is forced to contact the inner wall of the pulley 1; the expansion sleeve 7 is located between the second clutch spring 5 and the first torsion spring 8. Under normal working conditions, it does not contact the second clutch spring 5 and the first torsion spring 8. Only the end circle of the second clutch spring 5 is located outside the expansion sleeve 7.

[0050] Working principle:

[0051] like Figure 16As shown, when the OAD bears a stable working torque M0 (corresponding to normal working conditions), the end of the first torsion spring 8 rotates to the corresponding angle θ0, and at the same time, its outer diameter is expanded by force. At this time, the torsional stiffness of the OAD is K0; when the working torque suddenly increases due to the torsional vibration of the engine and exceeds the specified value M1, the end of the first torsion spring 8 rotates to the corresponding angle θ1, and at the same time, its outer wall expands to contact the inner wall of the expansion sleeve 7; the expansion sleeve 7 is compressed by the first torsion spring 8 and expands, and the outer wall of the expansion sleeve 7 begins to radially squeeze the end of the second clutch spring 5; the end of the second clutch spring 5 is compressed and contacts the inner wall of the pulley 1, and the pulley 1 drags the second clutch spring 5 by friction. At the same time, the outer diameter of the second clutch spring 5 expands due to the force opposite to the rotation direction at the end, increasing the contact area with the inner wall of the pulley 1, ensuring a tight connection between the second clutch spring 5 and the pulley 1; since the other end of the second clutch spring 5 is fixedly connected to the second thrust ring 13, the second clutch spring 5 transmits the driving torque of the pulley 1 to the second thrust ring 13, and the second thrust ring 13 calls the second torsion spring 6 to work At this time, the increased working torque is distributed between the first clutch spring 9 and the second clutch spring 5. Compared with the traditional structure, the torque borne by the first clutch spring 9 is reduced, preventing clutch spring damage and extending the service life of the OAD. The second torsion spring 6 elastically deforms under force, temporarily increasing the torsional stiffness of the OAD to K1, preventing the hub 2 and pulley 1 from becoming rigidly connected when the working torque suddenly increases, thereby expanding the working torque range of the OAD. When the working torque borne by the OAD gradually decreases and eventually returns to normal, the outer diameter of the first torsion spring 8 shrinks due to the reduced force, and the expansion sleeve 7 also shrinks with the outer diameter. When the working torque decreases below the critical value M1 and the end of the first torsion spring 8 rotates to a corresponding angle less than θ1, the expansion sleeve 7 and the first torsion spring 8 no longer compress the second clutch spring 5, and the second clutch spring 5 breaks contact with the inner wall of the pulley 1. No torque is transmitted between the pulley 1 and the second torsion spring 6, and the torsional stiffness of the OAD returns to the initial value K0, ensuring the optimal vibration isolation effect of the OAD under normal operating conditions.

[0052] With the above-described preferred embodiments of the present invention as inspiration, and with reference to the above description, relevant personnel may make various changes and modifications without departing from the scope of the present invention. The technical scope of this invention is not limited to the contents of the specification, but must be determined according to the scope of the claims.

Claims

1. A one-way coupled vibration damper for a generator capable of automatically adjusting torsional stiffness, characterized by: The belt pulley comprises a pulley, a hub, a bearing, a friction ring, a first torsion spring, a first clutch spring, a first thrust ring, a first thrust plate, a second torsion spring, a second clutch spring, a second thrust ring, and a second thrust plate, wherein the hub is disposed in the center hole of the pulley, and the upper end is rotatably connected to the pulley via the bearing, and the lower end is connected via the friction ring; the hub comprises a cylindrical body, the interior of the body is provided with a central shaft hole, and the outer wall of the body is provided with a boss; The first thrust ring is arranged on the shaft hub above the boss, and the first thrust plate is arranged above the first thrust ring and located between the bearing and the first thrust ring; the first thrust plate is fixedly connected to the shaft hub, and the first thrust ring rotates within the range limited by the first thrust plate; the first torsion spring is sleeved on the shaft hub and located between the boss and the first thrust ring, and the upper and lower ends of the first torsion spring are respectively connected to the first thrust ring and the boss; the second thrust ring is arranged on the shaft hub below the boss, and the second thrust plate is arranged below the second thrust ring, the second thrust plate is fixedly connected to the shaft hub, and the second thrust ring rotates within the range limited by the second thrust plate; the second torsion spring is sleeved on the shaft hub and located between the boss and the second thrust ring, and the upper and lower ends of the second torsion spring are respectively connected to the boss and the second thrust ring; The first clutch spring is sleeved on the outside of the first torsion spring, and the upper end of the first clutch spring is fixed to the first thrust ring, the lower end of the first clutch spring is in a free state, and when the first clutch spring is subjected to tangential torsion, it can connect to the inner wall of the pulley to transmit torque; the second clutch spring is sleeved on the outside of the second torsion spring, and the lower end of the second clutch spring is fixed to the second thrust ring, the upper end of the second clutch spring is in a free state, and when the second clutch spring is subjected to tangential torsion, it can connect to the inner wall of the pulley to transmit torque; the friction ring is embedded in the outer wall of the second thrust ring, and the outer side of the friction ring is in sliding friction connection with the inner wall of the pulley; A concave ring is provided on the inner wall of the central shaft hole, the lower end of the central shaft hole is a hexagonal hole, and the upper end of the central shaft hole is an internal threaded hole; It also includes an expansion sleeve, which is arranged on the outside of the hub above the boss and is located between the first torsion spring and the second clutch spring for transmitting torsion between the first torsion spring and the second clutch spring.

2. The one-way coupled vibration absorber for a generator capable of automatically adjusting torsional stiffness according to claim 1, characterized in that: The upper surface of the boss is provided with an upper groove, and an upper spring stop is provided in the upper groove; the lower surface of the boss is provided with a lower groove, and a lower spring stop is provided in the lower groove; the lower surface of the first thrust ring is provided with a first groove, and the upper surface of the second thrust ring is provided with a third groove; the lower end of the first torsion spring is arranged in the upper groove, and the end portion abuts on the upper spring stop, the upper end of the first torsion spring is arranged in the first groove, and the end portion abuts on the end face of the first groove; the upper end of the second torsion spring is arranged in the lower groove, and the end portion abuts on the lower spring stop, the lower end of the second torsion spring is arranged in the third groove, and the end portion abuts on the end face of the third groove.

3. The one-way coupled vibration absorber for a generator capable of automatically adjusting torsional stiffness according to claim 2, characterized in that: A second slot is provided on the lower surface of the first thrust ring, and a fourth slot is provided on the upper surface of the second thrust ring. The upper end of the first clutch spring is fixed in the second slot, and the lower end of the first torsion spring is in a free state; the lower end of the second clutch spring is fixed in the fourth slot, and the upper end of the second torsion spring is in a free state.

4. The one-way coupled vibration absorber for a generator capable of automatically adjusting torsional stiffness according to claim 1, characterized in that: A first protrusion is provided on the upper surface of the first thrust ring, and a second protrusion is provided on the lower surface of the second thrust ring. The first thrust plate and the second thrust plate have the same structure, and a first bayonet and a second bayonet are provided on their outer edges. The first protrusion is limited between the first bayonet and the second bayonet of the first thrust plate, and the second protrusion is limited between the first bayonet and the second bayonet of the second thrust plate.

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