Torsional vibration damper for automobile

Abstract

The invention relates to a torsional vibration damper for an automobile, and relates to the technical field of torsional vibration dampers, the torsional vibration damper for the automobile comprises a first flywheel connected with a power module and a second flywheel connected with an output shaft, N (N is an integer) check blocks are arranged on the side, opposite to the second flywheel, of the first flywheel, N spring mounting cavities are formed in the first flywheel, each spring mounting cavity is located between every two adjacent check blocks, an arch spring is arranged in each spring mounting cavity, a sliding driving component is arranged at the end of each check block in a sliding mode, and the end of each arch spring can completely abut against the corresponding sliding driving component; n push blocks are arranged on the second flywheel, sliding through grooves allowing the push blocks to be inserted therein are formed in the check blocks, and the push blocks can slide in the sliding through grooves in the circumferential direction of the second flywheel so as to push the sliding driving component to extrude the arch springs to contract. The arch spring has the effects of supporting the whole end face of the arch spring, reducing local stress, improving the bearing capacity of the arch spring and prolonging the service life of the arch spring.

Description

Technical Field

[0001] This application relates to the technical field of torsional vibration dampers, and in particular, to a torsional vibration damper for automobiles. Background Art

[0002] A torsional vibration damper is a device used to suppress torsional vibrations in a rotating system and is widely applied in scenarios such as engines, transmission systems, generators, etc. The application of torsional vibration dampers in automobiles is crucial, mainly used to suppress torsional vibrations caused by periodic torque fluctuations in engines and transmission systems, thereby improving driving smoothness, reducing noise, and extending the lifespan of key components.

[0003] Existing torsional vibration dampers such as Figure 1 、 Figure 2 As shown, it includes a main flywheel 81 and a secondary flywheel 82. An arched damping spring 86 is disposed within a spring cavity 83 on the main flywheel 81 and is located between two first stoppers 84. The secondary flywheel 82 is provided with two second stoppers 85 respectively opposite to the two first stoppers 84. The ends of the arched damping spring 86 are uniformly abutted against the side walls of the first stoppers 84 and the second stoppers 85. The secondary flywheel 82 squeezes the arched damping spring 86 to contract through the second stoppers 85 to achieve circumferential damping. In the prior art, the contact area between the second stopper 85 and the end face of the arched damping spring 86 only accounts for half of the end face of the arched damping spring 86, resulting in a cantilever effect for the other half of the arched damping spring 86 due to lack of support, leading to a significant increase in local stress, thereby reducing the load-bearing capacity of the spring and shortening its service life. Summary of the Invention

[0004] In order to improve the problem that the contact area between the second stopper and the end face of the arched damping spring only accounts for half of the end face of the arched damping spring, resulting in a significant increase in local stress, thereby reducing the load-bearing capacity of the spring and shortening its service life, this application provides a torsional vibration damper for automobiles.

[0005] The torsional vibration damper for automobiles provided by this application adopts the following technical solutions: A torsional vibration damper for automobiles includes a first flywheel connected to a power module and a second flywheel connected to an output shaft. The first flywheel and the second flywheel are disposed opposite to each other. On one side of the first flywheel relative to the second flywheel, N (N is an integer) stoppers are provided. The N stoppers are spaced along the circumferential direction of the first flywheel. The first flywheel is provided with N spring installation cavities, each spring installation cavity is located between two adjacent stoppers, an arched spring is disposed within each spring installation cavity, and a sliding drive component is slidably provided at the end of each stopper. The end of the arched spring can be completely abutted against the sliding drive component; The second flywheel is provided with N push blocks, and the push blocks correspond to the stop blocks one by one. The stop blocks are provided with sliding through grooves for the push blocks to insert. The push blocks can slide circumferentially along the second flywheel in the sliding through grooves so as to be able to push the sliding driving component to extrude the arched spring to contract.

[0006] By adopting the above technical solution, the relative arrangement between the first flywheel and the second flywheel, combined with the design of the stop block, the spring installation cavity and the arched spring, enables the power module to transmit torque from the first flywheel to the second flywheel and finally to the output shaft. When there is torque fluctuation, the arched spring can effectively absorb vibration energy and convert it into elastic potential energy, thus achieving the vibration damping effect. The sliding design of the push block in the sliding through groove ensures that the push block can push the sliding driving component to extrude the arched spring, further improving the vibration damping performance. At the same time, the end of the arched spring abuts completely on the sliding driving component, forming a support for the entire end face of the arched spring, reducing local stress, thereby improving the load-bearing capacity of the arched spring and extending its service life.

[0007] Preferably, each stop block corresponds to two groups of the sliding driving components, and the two groups of the sliding driving components are arranged at both ends of the stop block so that the second flywheel can push the sliding driving component to extrude the arched spring when rotating in both directions.

[0008] By adopting the above technical solution, the two groups of sliding driving components are arranged at both ends of the stop block, so that the second flywheel can push the sliding driving component to extrude the arched spring whether it rotates forward or backward. This design effectively improves the adaptability of the shock absorber, ensures stable vibration damping effect under torque fluctuations in different directions, and further improves the stability and reliability of the system.

[0009] Preferably, the sliding driving component includes a driving block, and the driving block is located between the stop block and the arched spring. The arched spring can push the driving block to fit with the stop block.

[0010] By adopting the above technical solution, the driving block is arranged between the stop block and the arched spring, so that when the arched spring is compressed, it can push the driving block to move, thereby applying a reaction force to the push block and improving the vibration damping effect.

[0011] Preferably, a guiding portion is fixedly arranged on the driving block. The guiding portion is arranged along the circumferential direction of the first flywheel. The guiding portion can be inserted into the arched spring and is adapted to the inner hole of the arched spring.

[0012] By adopting the above technical solution, the guiding part is inserted into and cooperates with the inner hole of the arch spring, which can effectively prevent the arch spring from shifting or tilting during the compression process, thereby ensuring that the arch spring always maintains the correct stress state during the entire vibration damping process and improving the reliability of the vibration damping effect. In addition, the guiding part is arranged along the circumferential direction of the first flywheel, further optimizing the structural layout, making the compression and reset processes of the arch spring smoother, reducing energy loss, and improving the working efficiency of the overall shock absorber.

[0013] Preferably, spring grooves are provided on the opposite side walls of the second flywheel and the first flywheel. The spring grooves can be opposite to the spring installation cavity. The spring grooves and the spring installation cavity can enclose an installation space for installing the arch spring, and the installation space is adapted to the arch spring.

[0014] By adopting the above technical solution, the use of the installation space adapted to the arch spring makes the installation of the arch spring more stable, avoiding its shifting or shaking during the working process, thereby improving the reliability of the vibration damping effect.

[0015] Preferably, the guiding part is adapted to the installation space to be able to slide within the installation space.

[0016] By adopting the above technical solution, the use of the guiding part adapted to the installation space ensures that the guiding part has a stable movement trajectory during the working process, avoiding the arch spring from shifting or skewing when compressed, thereby improving the reliability and stability of the shock absorber during operation.

[0017] Preferably, the sliding through groove is arranged along the circumferential direction of the first flywheel and penetrates through the block. The pushing block is arranged along the circumferential direction of the second flywheel so that the pushing block can slide along the sliding through groove, and the pushing block has a clearance fit with the sliding through groove.

[0018] By adopting the above technical solution, the pushing block has a clearance fit with the sliding through groove and slides along the circumferential direction of the first flywheel, enabling the pushing block to move smoothly within the sliding through groove, thereby effectively pushing the sliding driving component to squeeze the arch spring to contract. This not only improves the response speed and stability of the shock absorber under bidirectional torque fluctuations but also ensures low-friction contact between the pushing block and the sliding through groove, thereby extending the service life of the entire shock absorber.

[0019] Preferably, a connecting portion inserted into the sliding through groove is provided on the driving block. First contact surfaces are provided on the opposite end walls of the two connecting portions inserted into the same sliding through groove. The intersection line of the first contact surface and the cylindrical surface coaxial with the first flywheel is in an "S" shape. Second contact surfaces capable of fitting with the first contact surface are provided at both ends of the pushing block. The first contact surface includes a first contact section and a second contact section, and the second contact surface includes a third contact section and a fourth contact section. When the pushing block is inserted into the sliding through groove, the fourth contact section is in sliding connection with the first contact section, so that the pushing block can push the two connecting portions away from each other, and the arched spring can drive the first contact surface to fit with the second contact surface.

[0020] By adopting the above technical solution, the contact area between the pushing block and the driving block is increased by the fitting of the first contact surface and the second contact surface, avoiding the problem of local stress concentration in the traditional structure. At the same time, the arched spring can drive the first contact surface to fit with the second contact surface, ensuring that the force transmission during the vibration reduction process is more stable and reliable, thereby improving the vibration reduction effect and the stability of the system.

[0021] Preferably, a coating layer is provided on the surface of the arched spring.

[0022] By adopting the above technical solution, the surface of the arched spring is coated by the coating layer, improving the wear resistance of the arched spring and reducing the noise generated when the arched spring expands and contracts.

[0023] Preferably, a power input wheel is provided on the first flywheel, and the first flywheel and the power input wheel are connected by a first vibration damping body. A coupling connected to the output shaft is provided on the second flywheel, and the second flywheel and the coupling are connected by a second vibration damping body.

[0024] By adopting the above technical solution, a first vibration damping body is provided between the first flywheel and the power input wheel, which can effectively absorb and attenuate the vibration from the power module, further reducing the influence of torque fluctuation on the system. A second vibration damping body is provided between the second flywheel and the coupling, which can reduce the transmission of vibration to the output shaft, improving the smoothness of the entire transmission system and prolonging the service life of the components. The added first vibration damping body and second vibration damping body form a multi-stage vibration damping structure, significantly improving the overall vibration damping effect of the torsional vibration damper.

[0025] In summary, the present application includes at least one of the following beneficial technical effects: 1. The end of the arched spring can completely abut against the sliding driving component, forming a support for the entire end face of the arched spring, effectively reducing the local stress of the arched spring, thereby improving its load-bearing capacity and prolonging its service life; 2. By making the first contact surface fit with the second contact surface, the contact area between the push block and the drive block is increased, avoiding the problem of local stress concentration in the traditional structure. At the same time, the arched spring can drive the first contact surface to fit with the second contact surface, ensuring that the force transmission during the vibration reduction process is more stable and reliable, thus improving the vibration reduction effect and the stability of the system; 3. The surface of the arched spring is coated with a coating layer to improve the wear resistance of the arched spring and reduce the noise generated when the arched spring expands and contracts. Description of the Drawings

[0026] Figure 1 is a schematic structural diagram of a torsional vibration damper in the prior art.

[0027] Figure 2 is an exploded view showing the second stop block in the prior art.

[0028] Figure 3 is a schematic structural diagram of a torsional vibration damper for an automobile according to an embodiment of the present application.

[0029] Figure 4 is an exploded view for showing the arched spring.

[0030] Figure 5 is an exploded view for showing the push block.

[0031] Figure 6 is Figure 4 the enlarged view of part A in

[0032] Figure 7 is along Figure 3 the sectional view taken along line B-B in

[0033] Figure 8 is along Figure 3 the sectional view taken along line C-C in

[0034] Figure 9 is a schematic structural diagram for showing the first contact surface and the second contact surface.

[0035] Figure 10 is a schematic structural diagram showing the coating layer coating the arched spring.

[0036] Explanation of the reference numerals in the accompanying drawings: 1. first flywheel; 2. second flywheel; 31. first damper; 32. power input wheel; 41. coupling; 42. second damper; 51. block; 52. spring mounting cavity; 53. sliding drive component; 531. drive block; 532. guide portion; 533. connecting portion; 534. first contact surface; 5341. first contact section; 5342. second contact section; 535. second contact surface; 5351. third contact section; 5352. fourth contact section; 54. arch spring; 55. sliding groove; 56. installation space; 61. push block; 62. spring groove; 7. coating layer; 81. primary flywheel; 82. secondary flywheel; 83. spring cavity; 84. first block; 85. second block; 86. arch damper spring. DETAILED DESCRIPTION

[0037] The following is combined with Figure 3-10 This application is described in further detail.

[0038] The inventor of the present application has found that a common problem in the prior art is that the contact area between the end of the arch spring 54 and the stopper 51 is limited, resulting in the other half of the arch spring 54 being suspended, forming a cantilever effect. This phenomenon significantly increases the local stress of the arch spring 54, thereby reducing its bearing capacity and shortening its service life. To this end, the present application mainly uses a push block 61 to drive the sliding drive component 53 that is in full contact with the arch spring 54 to squeeze the arch spring 54 to contract, thereby increasing the support area of the arch spring 54 and reducing the local stress, thereby improving the service life and performance of the shock absorber.

[0039] The embodiment of the present application discloses a torsional vibration damper for an automobile.

[0040] Reference Figure 3 , Figure 4, A torsional vibration damper for an automobile includes a first flywheel 1 and a second flywheel 2. The first flywheel 1 and the second flywheel 2 are arranged opposite to each other. The first flywheel 1 is used as a driving wheel. Specifically, a first damping body 31 is vulcanized on the outer edge of the first flywheel 1. The first damping body 31 is made of rubber. A power input wheel 32 is fixedly installed on the outer edge of the first damping body 31. In this embodiment, the power input wheel 32 is a belt pulley, and the power input wheel 32 is connected to the power module through a belt drive. The power module is usually an automobile engine. The setting of the first damping body 31 can effectively absorb and attenuate the vibration from the power module, further reduce the influence of torque fluctuation on the system, and form the primary damping of the damper. A coupling 41 is provided at the center of the second flywheel 2. The coupling 41 is fixedly connected to the second flywheel 2 through a second damping body 42. The second damping body 42 is made of rubber. The coupling 41 is fixedly connected to the crankshaft. The setting of the second damping body 42 can reduce the transmission of vibration to the output shaft, improve the smoothness of the entire transmission system and extend the service life of components, and form the secondary damping of the damper.

[0041] Refer to Figure 3 , Figure 4 , N (N is an integer) blocks 51 are fixedly provided on the end wall of the first flywheel 1 facing the second flywheel 2. In this embodiment, N = 2 is taken as an example. The two blocks 51 are arranged opposite to each other along the circumferential direction of the first flywheel 1. Two spring installation cavities 52 are provided on the end wall of the first flywheel 1. The two spring installation cavities 52 are also arranged opposite to each other along the circumferential direction of the first flywheel 1. Each spring installation cavity 52 is located on both sides of a single block 51, and the end of each spring installation cavity 52 extends to the block 51. In this embodiment, the cross-section of the spring installation cavity 52 is arc-shaped. A sliding drive member 53 is provided at both ends of each block 51. The sliding drive member 53 is slidably arranged with the first flywheel 1. An arched spring 54 is provided in each spring installation cavity 52. The ends of the arched spring 54 are completely abutted against the sliding drive member 53. The so-called complete means that the area of the end face of the sliding drive member 53 in contact with the arched spring 54 is larger than the cross-sectional area of the end of the arched spring 54, and there is no cantilever phenomenon of the arched spring 54 on the sliding drive member 53.

[0042] Refer to Figure 4 , Figure 5 , Two push blocks 61 are fixedly provided on the end face of the second flywheel 2 opposite to the first flywheel 1. The two push blocks 61 correspond to the blocks 51 one by one. Each push block 61 is arranged in an arc shape along the circumferential direction of the second flywheel 2. The second flywheel 2 is provided with a spring groove 62 opposite to each spring installation cavity 52 on this end face.

[0043] Refer to Figure 4 , Figure 6 and Figure 7, a sliding through - slot 55 for inserting the pushing block 61 is formed in the stopper 51. The sliding through - slot 55 is arranged along the circumferential direction of the first flywheel 1 and penetrates through the stopper 51.

[0044] Referring to Figure 8 , when the first flywheel 1 and the second flywheel 2 are oppositely installed, the spring groove 62 and the spring installation cavity 52 enclose an installation space 56 adapted to the arched spring 54. The pushing block 61 is inserted into the sliding through - slot 55, and the pushing block 61 has a clearance fit with the sliding through - slot 55, so that the pushing block 61 can smoothly move within the sliding through - slot 55, thereby effectively pushing the sliding drive component 53 to squeeze the arched spring 54 to contract. By making the installation space 56 adapted to the arched spring 54, the arched spring 54 is more stable during installation, avoiding its deviation or shaking during the working process, thereby improving the reliability of the vibration reduction effect.

[0045] The relative arrangement between the first flywheel 1 and the second flywheel 2, combined with the design of the stopper 51, the spring installation cavity 52 and the arched spring 54, enables the power module to transmit torque from the first flywheel 1 to the second flywheel 2 and finally to the output shaft. When there is torque fluctuation, the arched spring 54 can effectively absorb vibration energy and convert it into elastic potential energy, thereby achieving the vibration reduction effect. The sliding design of the pushing block 61 within the sliding through - slot 55 ensures that the pushing block 61 can push the sliding drive component 53 to squeeze the arched spring 54, further improving the vibration reduction performance. At the same time, the end of the arched spring 54 is completely abutted against the sliding drive component 53, forming a support for the entire end face of the arched spring 54, reducing local stress, thereby improving the load - bearing capacity of the arched spring 54 and extending its service life.

[0046] Referring to Figure 4 、 Figure 6 , the sliding drive component 53 in this embodiment includes a drive block 531. The drive block 531 is slidably arranged in the spring installation cavity 52 and is adapted to the installation space 56. The drive block 531 is arranged in an arc shape along the circumferential direction of the first flywheel 1, so that the drive block 531 can slide along the installation space 56. By making the drive block 531 adapted to the installation space 56, it is ensured that the guiding part 532 has a stable movement track during the working process, avoiding the deviation or skew of the arched spring 54 when it is compressed, thereby improving the reliability and stability of the shock absorber during operation.

[0047] Referring to Figure 4 、 Figure 6, on one side of the driving block 531 facing the arch spring 54, a guiding portion 532 is fixedly provided. The guiding portion 532 is arranged along the circumferential direction of the first flywheel 1. The guiding portion 532 is inserted into the inner hole of the arch spring 54 and is adapted to the inner hole of the arch spring 54, and the end of the arch spring 54 abuts against the end face of the driving block 531. The guiding portion 532 is inserted into the inner hole of the arch spring 54 and cooperates with it, which can effectively prevent the arch spring 54 from shifting or tilting during the compression process, so as to ensure that the arch spring 54 always maintains the correct stress state during the entire vibration damping process, and improve the reliability of the vibration damping effect. In addition, the guiding portion 532 is arranged along the circumferential direction of the first flywheel 1, further optimizing the structural layout, making the compression and reset processes of the arch spring 54 smoother, reducing energy loss, and improving the working efficiency of the overall shock absorber.

[0048] Refer to Figure 6 , Figure 9 , on the end wall of the driving block 531 that fits with the stop block 51, a connecting portion 533 is fixedly provided. The connecting portion 533 is integrally formed with the driving block 531. The connecting portion 533 is arranged along the circumferential direction of the first flywheel 1. The connecting portions 533 on the driving block 531 on both sides of the stop block 51 are inserted into the sliding through groove 55. On the opposite end walls of the two connecting portions 533, a first contact surface 534 is provided. The first contact surface 534 includes a first contact section 5341 and a second contact section 5342. The first contact section 5341 and the second contact section 5342 are smoothly connected and transitioned. When a cylindrical surface coaxial with the first flywheel 1 intersects with the first contact surface 534, the intersection line is in an "S" shape. The two first contact surfaces 534 form a flared shape towards the second flywheel 2 side. On the two end walls of the push block 61, a second contact surface 535 is provided. The first contact surface 534 and the second contact surface 535 correspond one by one. The second contact surface 535 includes a third contact section 5351 and a fourth contact section 5352. The second contact surface 535 is adapted to the first contact surface 534, that is, when the push block 61 is completely inserted into the sliding through groove 55, under the extrusion of the arch spring 54, the driving block 531 makes the first contact surface 534 and the second contact surface 535 abut and fit tightly. By using the fit of the first contact surface 534 and the second contact surface 535, the contact area between the push block 61 and the driving block 531 is increased, avoiding the problem of local stress concentration in the traditional structure.

[0049] During the process of inserting the pushing block 61 into the sliding through groove 55, the fourth contact section 5352 first contacts and is slidably connected to the first contact section 5341. At this time, with the insertion of the pushing block 61, the pushing block 61 pushes the two connecting portions 533 away from each other. Subsequently, the arched spring 54 pushes the two connecting portions 533 closer to each other, and causes the first contact surface 534 to be tightly pressed against the second contact surface 535. The arched spring 54 can drive the first contact surface 534 to fit with the second contact surface 535, ensuring that the force transmission during the vibration reduction process is more stable and reliable, thereby improving the vibration reduction effect and the stability of the system.

[0050] Referring to Figure 10 , a coating layer 7 is provided on the surface of the arched spring 54. In this embodiment, the coating layer 7 is a flannelette wound around the arched surface. In other embodiments, the coating layer 7 can also be formed by spraying rubber on the surface of the arched spring 54. The coating layer 7 covers the surface of the arched spring 54, improving the wear resistance of the arched spring 54 and reducing the noise generated when the arched spring 54 expands and contracts.

[0051] The implementation principle of a torsional vibration damper for an automobile according to an embodiment of the present application is as follows: When the power module outputs power to the output shaft, the belt pulley drives the first flywheel 1 to rotate. The first flywheel 1 drives the second flywheel 2 to rotate through the arched spring 54, and the second flywheel 2 drives the output shaft to rotate, completing the power transmission. When damping the output shaft, when the crankshaft torque fluctuation is transmitted to the first flywheel 1, the arched spring 54 is compressed, converting the vibration energy into elastic potential energy to complete the vibration reduction.

[0052] When the pushing block 61 slides along the sliding through groove 55 and pushes the arched spring 54 to be compressed, the arched spring 54 forms a support for the entire end surface of the arched spring 54 through full contact with the driving block 531, reducing the local stress of the arched spring 54, thereby improving the load-bearing capacity of the arched spring 54 and extending its service life.

[0053] The above are all preferred embodiments of the present application. The protection scope of the present application is not limited thereby. Therefore, all equivalent changes made according to the structure, shape, and principle of the present application should be covered within the protection scope of the present application.

Claims

1. A torsional vibration damper for an automobile, characterized in that: It includes a first flywheel (1) connected to a power module and a second flywheel (2) connected to an output shaft. The first flywheel (1) and the second flywheel (2) are arranged opposite to each other. On one side of the first flywheel (1) relative to the second flywheel (2), there are N (N is an integer) stoppers (51). The N stoppers (51) are arranged at intervals along the circumferential direction of the first flywheel (1). There are N spring mounting cavities (52) on the first flywheel (1). Each spring mounting cavity (52) is located between two adjacent stoppers (51). An arch spring (54) is arranged in each spring mounting cavity (52). A sliding driving component (53) is slidably arranged at the end of each stopper (51). The end of the arch spring (54) can completely abut against the sliding driving component (53). There are N push blocks (61) on the second flywheel (2). The push blocks (61) correspond to the stoppers (51) one by one. A sliding through groove (55) for the push block (61) to insert is formed on the stopper (51). The push block (61) can slide along the circumferential direction of the second flywheel (2) in the sliding through groove (55) so as to be able to push the sliding driving component (53) to extrude the arch spring (54) to contract.

2. The torsional vibration damper for an automobile according to claim 1, characterized in that: Each stopper (51) corresponds to two groups of the sliding driving components (53). The two groups of the sliding driving components (53) are arranged at both ends of the stopper (51) respectively, so that the second flywheel (2) can push the sliding driving component (53) to extrude the arch spring (54) when rotating in both directions.

3. The torsional vibration damper for an automobile according to claim 1, characterized in that: The sliding driving component (53) includes a driving block (531). The driving block (531) is located between the stopper (51) and the arch spring (54). The arch spring (54) can push the driving block (531) to fit with the stopper (51).

4. The torsional vibration damper for an automobile according to claim 3, characterized in that: A guiding part (532) is fixedly arranged on the driving block (531). The guiding part (532) is arranged along the circumferential direction of the first flywheel (1). The guiding part (532) can be inserted into the arch spring (54) and is adapted to the inner hole of the arch spring (54).

5. The torsional vibration damper for an automobile according to claim 4, characterized in that: A spring groove (62) is arranged on the opposite side wall of the second flywheel (2) and the first flywheel (1). The spring groove (62) can be opposite to the spring mounting cavity (52). The spring groove (62) and the spring mounting cavity (52) can enclose an installation space (56) for installing the arch spring (54). The installation space (56) is adapted to the arch spring (54).

6. The torsional vibration damper for an automobile according to claim 5, characterized in that: The guiding part (532) is adapted to the installation space (56) so as to be able to slide in the installation space (56).

7. The torsional vibration damper for an automobile according to claim 1, characterized in that: The sliding through groove (55) is arranged along the circumferential direction of the first flywheel (1) and penetrates through the stop block (51). The pushing block (61) is arranged along the circumferential direction of the second flywheel (2) so that the pushing block (61) can slide along the sliding through groove (55), and the pushing block (61) has a clearance fit with the sliding through groove (55).

8. The torsional vibration damper for an automobile according to claim 3, characterized in that: A connecting portion (533) inserted into the sliding through groove (55) is provided on the driving block (531). First contact surfaces (534) are provided on the opposite end walls of the two connecting portions (533) inserted into the same sliding through groove (55). The intersection line of the first contact surface (534) and the cylindrical surface coaxial with the first flywheel (1) is in an "S" shape. Second contact surfaces (535) capable of fitting with the first contact surfaces (534) are provided at both ends of the pushing block (61). The first contact surface (534) includes a first contact section (5341) and a second contact section (5342), and the second contact surface (535) includes a third contact section (5351) and a fourth contact section (5352). When the pushing block (61) is inserted into the sliding through groove (55), the fourth contact section (5352) is in sliding connection with the first contact section (5341) so that the pushing block (61) can push the two connecting portions (533) away from each other, and the arched spring (54) can drive the first contact surface (534) to fit with the second contact surface (535).

9. The torsional vibration damper for an automobile according to claim 1, characterized in that: A coating layer (7) is provided on the surface of the arched spring (54).

10. The torsional vibration damper for an automobile according to claim 1, characterized in that: A power input wheel (32) is provided on the first flywheel (1). The first flywheel (1) is connected to the power input wheel (32) through a first damping body (31). A coupling (41) connected to the output shaft is provided on the second flywheel (2). The second flywheel (2) is connected to the coupling (41) through a second damping body (42).

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