Wind power tower drum adjustable damper and shock absorption adjusting method

Abstract

The present application relates to the technical field of wind power tower, especially to a wind power tower adjustable damper and shock absorption adjustment method, which comprises a wind tower mechanism, which comprises a wind tower base, the top of the wind tower base is fixedly connected with a tower, the top of the tower is fixedly connected with a middle platform, and the top of the middle platform is fixedly connected with a mounting table; by setting a damping mechanism, a damping force matched with the vibration amplitude is provided, the self-adaptive ability of the damping mechanism is significantly improved, by setting a main throttle mechanism, a stable and reliable main damping channel is formed, the working stability under a wide range of pressure is ensured, by setting an adjustment mechanism, the problem that the damping force excessively increases under high wind speed or the damping force is insufficient under low wind speed is avoided, by setting a secondary throttle mechanism, the hydraulic lock phenomenon caused by excessive shear thickening is effectively avoided, a seismometer realizes secondary protection, and the safety of the damper under extreme working conditions is further improved.

Description

Technical Field

[0001] This invention relates to the technical field of wind turbine towers, and more particularly to an adjustable damper for wind turbine towers and a vibration reduction adjustment method. Background Technology

[0002] As a tall, flexible structure, wind turbine towers are characterized by their large height, small diameter, and low natural frequency. Under the dynamic excitation of wind loads and other forces, they are prone to large-scale vibrations. Long-term reciprocating vibrations can lead to loosening of tower connecting bolts, fatigue cracking of welds, and in severe cases, even tower collapse. Therefore, installing vibration damping devices in wind turbine towers is of great engineering significance.

[0003] The damping characteristics are determined during the design phase. When the wind speed is low, fixed damping will generate unnecessary additional resistance, affecting the normal flexible response of the tower. When encountering strong winds or typhoons, fixed damping is insufficient to suppress large-amplitude vibrations. Although non-Newtonian fluids are used as damping media, their shear thickening properties are used to automatically increase the damping force during large-amplitude vibrations. However, under extreme high-speed impact conditions such as earthquakes, non-Newtonian fluids will instantly become extremely viscous, even close to a solid state, causing the throttling orifice inside the damper to be completely blocked, the piston cannot move, and hydraulic lock-up occurs. This will not only significantly reduce the damping effect, but in severe cases, it will also damage the damper connecting parts and even endanger the safety of the tower structure. Summary of the Invention

[0004] The purpose of this section is to outline some aspects of embodiments of the present invention and to briefly describe some preferred embodiments. Simplifications or omissions may be made in this section, as well as in the abstract and title of this application, to avoid obscuring the purpose of these documents; however, such simplifications or omissions should not be construed as limiting the scope of the invention.

[0005] In view of the problems existing in the current adjustable damper for wind turbine towers, the present invention is proposed.

[0006] Therefore, the purpose of this invention is to provide an adjustable damper for wind turbine towers, which aims to: reduce vibration, provide vibration protection, and divert current.

[0007] To solve the above-mentioned technical problems, the present invention provides the following technical solution: a wind tower mechanism, comprising a wind tower base, a tower frame fixedly connected to the top of the wind tower base, a central platform fixedly connected to the top of the tower frame, and an installation platform fixedly connected to the top of the central platform; characterized in that:

[0008] A shock absorption mechanism includes a top connecting seat, which is fixedly connected to the inner wall of a central platform. Six top connecting seats are evenly distributed. A cylinder connecting member is movably connected to the left side of each top connecting seat via a universal joint. A shock-absorbing cylinder is fixedly connected to the end of the cylinder connecting member away from the top connecting seat. A cylinder base plate is fixedly connected to the bottom of the shock-absorbing cylinder. A shock-absorbing spring fixing member is fixedly connected to the top of the inner wall of the shock-absorbing cylinder. A shock-absorbing rod is fixedly connected to the bottom of the shock-absorbing spring fixing member. The bottom of the shock-absorbing rod and the top of the cylinder base plate are connected... The shock absorber is fixedly connected to the surface of the shock absorber rod, and the surface of the shock absorber piston is in contact with the inner cavity of the shock absorber cylinder. The bottom of the shock absorber spring is fixedly connected to the bottom of the shock absorber spring fixing member, and the bottom of the shock absorber spring is fixedly connected to the top of the shock absorber piston. The bottom of the shock absorber piston is fixedly connected to the bottom of the shock absorber piston, and the bottom of the extension rod extends through to the bottom of the cylinder bottom plate and is fixedly connected to the bottom connecting seat. The bottom of the bottom connecting seat is movably connected to the damping ball through a universal joint. The inner cavity of the shock absorber cylinder and the top of the shock absorber piston are filled with a non-Newtonian fluid.

[0009] The main throttling mechanism is located on the left side of the damping cylinder. The main throttling mechanism can assist the piston of the damping mechanism in reciprocating motion and further damp the energy consumption and speed limit of it.

[0010] An adjustment mechanism is provided within the main throttling mechanism. The adjustment mechanism assists the main throttling mechanism in damping and energy dissipation, and further adaptively adjusts the opening of the throttling channel of the main throttling mechanism based on inertia. When the piston is compressed, the opening of the throttling channel automatically increases.

[0011] A secondary throttling mechanism is located on the right side of the shock absorber cylinder. This secondary throttling mechanism can further protect the cylinder during the high-speed impact stroke of the shock absorber.

[0012] As a preferred embodiment of the adjustable damper for wind turbine towers according to the present invention, the main throttling mechanism includes a main throttling fixing component. Three main throttling fixing components are arranged longitudinally at equal intervals. The right side of the main throttling fixing component is fixedly connected to the left side of the damping cylinder. A main throttling hole is opened at the bottom of the inner cavity of the main throttling fixing component. A main throttling column is fixedly connected to the left side of the main throttling fixing component. A main throttling compensation pipe is movably sleeved on the surface of the main throttling column via a piston ring. A rectangular mounting block is fixedly connected to the left side of the damping cylinder, corresponding to the top of the main throttling fixing component. An arc-shaped block is fixedly connected to the bottom left side of the rectangular mounting block. An arc-shaped limiting groove is fixedly connected to the left side of the arc-shaped block. A limiting rod is slidably connected to the bottom of the arc-shaped limiting groove. A limiting fixing rod is fixedly connected to the left side of the limiting rod. The bottom of the limiting fixing rod is fixedly connected to the left side of the top of the main throttling compensation pipe.

[0013] As a preferred embodiment of the adjustable damper for wind turbine towers according to the present invention, the adjusting mechanism includes two adjusting rods. The right side of the adjusting rod is fixedly connected to the top of the left side of the main throttling fixing component. The back end of the adjusting rod is movably connected to a rotating inner rod via a spiral spring. An adjusting wire is wound around the surface of the rotating inner rod. The end of the adjusting wire away from the rotating inner rod is fixedly connected to the top of the right side of the main throttling compensation pipe. An adjusting gear is fixedly connected to the inner side of the rotating inner rod. An adjusting groove is opened on the right side of the inner cavity of the main throttling column. An adjusting plate is slidably connected to the inner cavity of the adjusting groove and at the position corresponding to the main throttling hole. An adjusting spring assembly is fixedly connected to the top of the adjusting plate, extending through to the top of the arc-shaped block. A spring plate is fixedly connected to the top of the adjusting spring assembly. The right side of the spring plate is fixedly connected to the left side of the rectangular mounting block. A toothed plate is fixedly connected to the left side of the adjusting plate and at the position corresponding to the adjusting gear. The left side of the toothed plate is meshed with the right side of the adjusting gear.

[0014] As a preferred embodiment of the adjustable damper for wind turbine towers according to the present invention, the secondary throttling mechanism includes a secondary throttling fixing component. The left side of the secondary throttling fixing component and the right side of the damping cylinder are fixedly connected. A secondary throttling plate is fixedly connected to the bottom of the secondary throttling fixing component. A secondary throttling compensation pipe is fixedly connected to the right side of the secondary throttling plate. A secondary throttling spring groove is formed in the inner cavity of the secondary throttling fixing component. A secondary throttling inertia groove is formed in the inner cavity of the secondary throttling plate. The secondary throttling spring groove and the secondary throttling inertia groove are connected. A throttling spring assembly is fixedly connected to the top of the inner wall of the secondary throttling spring groove. An inertia throttling component is fixedly connected to the bottom of the throttling spring assembly. A secondary throttling hole is formed in the inner cavity of both the inertia throttling component and the secondary throttling plate. The diameter of the secondary throttling hole is larger than the diameter of the main throttling hole.

[0015] As a preferred embodiment of the adjustable damper for wind turbine towers according to the present invention, wherein: a left cylinder throttling orifice is provided on the left side of the damping cylinder body at the position corresponding to the main throttling orifice, and the left cylinder throttling orifice is connected to the main throttling orifice; a right cylinder throttling orifice is provided on the right side of the damping cylinder body at the position corresponding to the secondary throttling orifice, and the right cylinder throttling orifice is connected to the secondary throttling orifice; a throttling orifice sealing plate is fixedly connected to the left side of the bottom of the damping piston; the throttling orifice sealing plate is used in conjunction with the left cylinder throttling orifice; and the throttling orifice sealing plate is used to seal the left cylinder throttling orifice.

[0016] As a preferred embodiment of the adjustable damper for wind turbine towers according to the present invention, wherein: an extension plate is fixedly connected to the bottom of the inertial throttling element, a control cylinder is fixedly connected to the bottom of the extension plate, the bottom of the control cylinder penetrates the bottom of the auxiliary throttling plate, and the left side of the bottom of the control cylinder is fixedly connected to the right side of the damping cylinder body.

[0017] In a preferred embodiment of the adjustable damper for wind turbine towers described in this invention, a seismic detector is provided on the left side of the control cylinder, and the seismic detector and the control cylinder are used in conjunction.

[0018] As a preferred embodiment of the adjustable damper for wind turbine towers described in this invention, the front and back ends of the inertial throttling element, and the inner walls of the corresponding secondary throttling spring groove and secondary throttling inertial groove, are provided with delay grooves, which are used in conjunction with the inertial throttling element and the secondary throttling orifice.

[0019] In view of the problems existing in the current method for damping and adjusting wind turbine towers, this invention is proposed.

[0020] Therefore, the purpose of this invention is to provide a method for adjusting the vibration of wind turbine towers, which aims to enhance the damping effect and the vibration protection of the damper.

[0021] To solve the above-mentioned technical problems, the present invention provides the following technical solution: When the piston's movement amplitude and speed are below a first threshold, the adjusting mechanism maintains the normal opening of the main throttle orifice, the damping piston compresses the damping spring to perform normal damping operation, and the non-Newtonian fluid passes through the main throttle orifice at a low shear rate, generating a small damping force to maintain the tower's flexible response. When the piston's movement amplitude and speed reach the first threshold but are below a second threshold, the damping piston compresses the damping spring to push the non-Newtonian fluid to flow. The non-Newtonian fluid generates a damping force to assist the damping spring, and the shear thickening of the non-Newtonian fluid increases the damping force. Simultaneously, the main throttle compensation pipe of the adjusting mechanism... Under the action of the piston, it moves to the left. The adjusting gear is rotated by the winding adjusting wire. The adjusting gear drives the tooth plate and the adjusting plate to move upward, so that the opening of the main throttle orifice increases adaptively to maintain the damping force. When the piston movement amplitude and speed exceed the second threshold, the main throttle orifice on the left side of the shock absorber cylinder can no longer meet the damping effect. The inertial throttle element in the secondary throttle mechanism on the right side of the shock absorber cylinder moves downward under the action of inertial force to overcome the elastic force of the throttle spring group, so that the secondary throttle orifice is connected to the throttle orifice of the right cylinder. The non-Newtonian fluid forms a diversion and pressure relief through the secondary throttle orifice to avoid hydraulic lock-up due to excessive shearing and thickening. At the same time, the fluid consumes impact energy in the secondary throttle orifice.

[0022] As a preferred embodiment of the wind turbine tower vibration reduction adjustment method of the present invention, the method includes: when the seismic detector located on the left side of the control cylinder detects a seismic wave signal, the control cylinder actively pushes the extension plate to move the inertial throttling device downward, opening the secondary throttling orifice to realize earthquake activation protection.

[0023] Compared with the prior art, the beneficial effects of the present invention are:

[0024] 1. This invention employs a damping mechanism with six damping cylinders evenly distributed circumferentially. Each damping cylinder is connected to a top connecting seat and a damping ball at both ends via universal joints, forming an omnidirectional swinging damping network. Damping springs and non-Newtonian fluid are simultaneously installed within the damping cylinders. When the damping ball swings due to wind or earthquake excitation, the damping piston compresses the damping spring to store elastic potential energy, while simultaneously pushing the non-Newtonian fluid through the throttling orifice to generate shear thickening damping. This achieves the synergistic effect of elastic reset and velocity-related damping. Under low wind conditions, the non-Newtonian fluid maintains low viscosity, ensuring the tower's flexible response remains unaffected. Under high wind conditions, the non-Newtonian fluid automatically thickens, providing damping force matching the vibration amplitude, significantly improving the adaptive capability of the damping mechanism.

[0025] 2. This invention, by setting a main throttling mechanism, sets multiple longitudinally equidistant main throttling fixing parts on the left side of the shock-absorbing cylinder. Each main throttling fixing part has a main throttling hole, which, together with the main throttling column and the main throttling compensation pipe, forms a stable and reliable main damping channel. When the shock-absorbing piston reciprocates, the non-Newtonian fluid flows through the main throttling hole on both sides of the cylinder. The main throttling compensation pipe can slide under the action of fluid pressure. With the guidance and limitation of the limiting rod and the arc-shaped limiting groove, the working stability under a wide range of pressure is ensured.

[0026] 3. This invention, by setting an adjustment mechanism, integrates an adjustment rod, a rotating inner rod, an adjustment screw, an adjustment gear, an adjustment plate, and a toothed plate within the main throttling mechanism, achieving inertial adaptive adjustment of the throttling channel opening. When the piston moves, the main throttling compensation pipe moves to the left under the push of the fluid, increasing the internal space. The adjustment screw pulls the rotating inner rod to rotate, driving the adjustment gear to rotate, which in turn drives the adjustment plate to move upward through the toothed plate. This causes the effective flow area of ​​the main throttling orifice to adaptively increase with the increase of the amplitude, achieving optimized matching between the damping force and the piston amplitude. This avoids the problem of excessive damping force under high wind speeds or insufficient damping force under low wind speeds in traditional fixed throttling orifices.

[0027] 4. This invention, by setting up a secondary throttling mechanism, includes an inertial throttling element and a secondary throttling orifice with a diameter larger than the main throttling orifice on the right side of the damping cylinder. This, along with a throttling spring assembly, a delay groove, a seismic detector, and a control cylinder, forms a multi-stage pressure relief protection system. When the piston speed exceeds the second threshold, the inertial throttling element moves downwards under the action of inertial force, overcoming the elastic force of the throttling spring assembly. This connects the secondary throttling orifice with the throttling orifice of the right-side cylinder. Non-Newtonian fluid is diverted and pressure relieved through the large-diameter secondary throttling orifice, effectively avoiding hydraulic lock-up caused by excessive shearing and thickening. Simultaneously, the seismic detector can actively open the secondary throttling orifice via the control cylinder when seismic waves arrive, achieving secondary protection and further improving the safety of the damper under extreme conditions. Attached Figure Description

[0028] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. Wherein:

[0029] Figure 1 This is a schematic diagram of the overall structure of the present invention.

[0030] Figure 2 This is a schematic diagram of the top view of the damping sphere provided by the present invention.

[0031] Figure 3 This is a three-dimensional structural diagram of the shock-absorbing cylinder provided by the present invention.

[0032] Figure 4 A three-dimensional structural diagram of the secondary throttling fixing component provided by the present invention.

[0033] Figure 5 A three-dimensional structural diagram of the left cylinder block throttle hole provided by the present invention.

[0034] Figure 6 This is a three-dimensional structural diagram of the main throttling orifice provided by the present invention.

[0035] Figure 7 This is a three-dimensional structural diagram of the adjusting wire provided by the present invention.

[0036] Figure 8 This is a three-dimensional structural diagram of the auxiliary throttle plate provided by the present invention.

[0037] Figure 9 This is a three-dimensional structural diagram of the control cylinder provided by the present invention.

[0038] Figure 10 This is a three-dimensional structural diagram of the secondary throttling compensation pipe provided by the present invention. Detailed Implementation

[0039] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0040] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and those skilled in the art can make similar extensions without departing from the spirit of the invention. Therefore, the invention is not limited to the specific embodiments disclosed below.

[0041] Secondly, the term "one embodiment" or "embodiment" as used herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The phrase "in one embodiment" appearing in different places in this specification does not necessarily refer to the same embodiment, nor is it a single or selective embodiment that is mutually exclusive with other embodiments.

[0042] Secondly, the present invention is described in detail with reference to the schematic diagrams. When detailing the embodiments of the present invention, for ease of explanation, the cross-sectional views illustrating the device structure may be partially enlarged, not according to the usual scale. Furthermore, the schematic diagrams are merely examples and should not limit the scope of protection of the present invention. In addition, actual fabrication should include three-dimensional spatial dimensions of length, width, and depth.

[0043] Example 1

[0044] The wind tower mechanism 100 includes a wind tower base 101, a tower 102 fixedly connected to the top of the wind tower base 101, a central platform 103 fixedly connected to the top of the tower 102, and an installation platform 104 fixedly connected to the top of the central platform 103.

[0045] One embodiment of this example is as follows: a shock-absorbing mechanism 200, which includes a top connecting seat 201. The top connecting seat 201 is fixedly connected to the inner wall of the middle platform 103. Six top connecting seats 201 are provided and evenly distributed. A cylinder connecting member 202 is movably connected to the left side of the top connecting seat 201 via a universal joint. A shock-absorbing cylinder 203 is fixedly connected to the end of the cylinder connecting member 202 away from the top connecting seat 201. A cylinder bottom plate 204 is fixedly connected to the bottom of the shock-absorbing cylinder 203. A shock-absorbing spring fixing member 205 is fixedly connected to the top of the inner wall of the shock-absorbing cylinder 203. A shock-absorbing rod 206 is fixedly connected to the bottom of the shock-absorbing spring fixing member 205. The bottom of the shock-absorbing rod 206 and the cylinder... The top of the base plate 204 is fixedly connected to the shock absorber rod 206, and the surface of the shock absorber rod 206 is movably sleeved with the shock absorber piston 207. The surface of the shock absorber piston 207 is in contact with the inner cavity of the shock absorber cylinder 203. The bottom of the shock absorber spring fixing piece 205 is fixedly connected to the shock absorber spring 208. The bottom of the shock absorber spring 208 is fixedly connected to the top of the shock absorber piston 207. The bottom of the shock absorber piston 207 is fixedly connected to the extension rod 209. The bottom of the extension rod 209 extends through to the bottom of the cylinder base plate 204 and is fixedly connected to the bottom connecting seat 210. The bottom of the bottom connecting seat 210 is movably connected to the damping ball 211 through a universal joint. The inner cavity of the shock absorber cylinder 203 and the top of the shock absorber piston 207 are filled with non-Newtonian fluid.

[0046] It includes a top connecting seat 201, which is fixedly connected to the inner wall of the middle platform 103 by a group of high-strength bolts. Six top connecting seats 201 are provided and evenly distributed along the circumference of the middle platform 103, with an included angle of 60 degrees between adjacent top connecting seats 201. The six top connecting seats 201 are arranged in a regular hexagon. A cylinder connecting member 202 is movably connected to the left side of the top connecting seat 201 via a universal joint. This universal joint is a ball joint type, allowing the cylinder connecting member 202 to swing in space. A shock-absorbing cylinder 203 is fixedly connected to the end of the cylinder connecting member 202 away from the top connecting seat 201 via a threaded connection. The shock-absorbing cylinder 203 has a cylindrical structure and is made of high-strength stainless steel. A cylinder base plate 204 is fixedly connected to the bottom of the shock-absorbing cylinder 203 by welding. The center of the cylinder base plate 204... A through hole is provided at the position for the extension rod 209 to pass through. A high-pressure resistant sealing ring is embedded in the through hole. The top of the inner wall of the shock-absorbing cylinder 203 is fixedly connected to the shock-absorbing spring fixing component 205 by a threaded connection. The shock-absorbing spring fixing component 205 is a disc-shaped structure with a central hole. The bottom center of the shock-absorbing spring fixing component 205 is fixedly connected to the shock-absorbing rod 206 by welding. The shock-absorbing rod 206 is a slender cylindrical rod. The bottom of the shock-absorbing rod 206 is fixedly connected to the top center of the cylinder bottom plate 204 by a threaded connection, so that the shock-absorbing rod 206 is in a tensioned state inside the shock-absorbing cylinder 203. The surface of the shock-absorbing rod 206 is movably sleeved with the shock-absorbing piston 207. The shock-absorbing piston 207 is a cylindrical structure with a central hole. The piston ring slides and seals against the inner wall of the shock-absorbing cylinder 203 to ensure that the shock-absorbing piston 207 will not wobble or leak fluid during reciprocating motion.

[0047] The shock-absorbing piston 207 divides the inner cavity of the shock-absorbing cylinder 203 into an upper chamber and a lower chamber. The upper chamber is the working chamber. A shock-absorbing spring 208 is fixedly connected to the bottom of the shock-absorbing spring fixing member 205. The shock-absorbing spring 208 is a helical compression spring. The bottom of the shock-absorbing spring 208 is fixedly connected to the top end face of the shock-absorbing piston 207, so that the shock-absorbing spring 208 is always in a pre-compressed state, applying a downward preload to the shock-absorbing piston 207. An extension rod 209 is fixedly connected to the center of the bottom of the shock-absorbing piston 207 via a threaded connection. The extension rod 209 is a slender round rod. The bottom of the extension rod 209 extends to the bottom of the cylinder bottom plate 204 and is fixedly connected to a bottom connecting seat 210 via a threaded connection. The bottom connecting seat 210 is a metal seat with a ball-and-socket structure. The bottom of the bottom connecting seat 210 is movably connected to a damping ball 211 via a universal joint. This universal joint also uses a ball joint. The hinged universal joint allows the damping ball 211 to swing omnidirectionally relative to the bottom connecting seat 210. The damping ball 211 is a solid spherical structure made of high-density cast iron, and its mass is designed to counterweight according to the height of the tower 102 and the vibration characteristics. The inner cavity of the damping cylinder 203 and the top area corresponding to the damping piston 207 are filled with a non-Newtonian fluid. Specifically, the non-Newtonian fluid is a shear-thickening type. When the non-Newtonian fluid flows between the upper chamber and the main throttling mechanism 300, it generates a shear-thickening effect. When the damping piston 207 moves upward in the damping cylinder 203, the volume of the upper chamber decreases, the non-Newtonian fluid is compressed and passes through the throttling channel, generating a damping force related to the piston's movement speed. When the damping piston 207 moves downward, the non-Newtonian fluid flows back to the upper chamber. The damping spring 208 stores elastic potential energy during the compression stroke and releases elastic potential energy during the reset stroke to assist the damping piston 207 in resetting.

[0048] By setting up the damping mechanism 200, the coordinated operation of elastic restoring and speed-dependent damping is achieved. The damping spring 208 provides a speed-independent elastic restoring force, ensuring that the damping ball 211 can automatically return to its original position after swinging. The non-Newtonian fluid provides a speed-dependent damping force when the damping piston 207 moves, with low damping at low speeds and high damping at high speeds. The combination of these two forces gives the damper both good restoring capability and adaptive energy dissipation capability. Under low wind conditions, the damping piston 207 moves with low amplitude and speed, the non-Newtonian fluid maintains low viscosity, the damping force is small, and the tower 102 maintains a flexible response, without affecting the wind turbine. Normal wind power generation; under strong wind or typhoon conditions, the movement amplitude and speed of the damping piston 207 increase, the non-Newtonian fluid undergoes shear thickening, the viscosity rises sharply, the damping force automatically increases, effectively suppressing the large swing of the tower 102. The six damping cylinders 203 distributed equidistantly along the circumference, together with the universal joints at both ends, allow the damping ball 211 to swing freely in any horizontal direction. No matter which direction the wind or earthquake comes from, the corresponding damping cylinder 203 can generate compression or tension, realizing omnidirectional damping capability.

[0049] A left cylinder throttle hole 203a is provided on the left side of the shock absorber cylinder 203, corresponding to the position of the main throttle hole 302. The left cylinder throttle hole 203a is connected to the main throttle hole 302. A right cylinder throttle hole 203b is provided on the right side of the shock absorber cylinder 203, corresponding to the position of the secondary throttle hole 508. The right cylinder throttle hole 203b is connected to the secondary throttle hole 508. A throttle hole sealing plate 203c is fixedly connected to the left side of the bottom of the shock absorber piston 207. The throttle hole sealing plate 203c is used in conjunction with the left cylinder throttle hole 203a. The throttle hole sealing plate 203c is used to seal the left cylinder throttle hole 203a.

[0050] A left-side cylinder throttling orifice 203a is provided on the left side wall of the shock absorber cylinder 203, corresponding to the position of each main throttling orifice 302. The left-side cylinder throttling orifice 203a is a circular through hole with a diameter equal to that of the main throttling orifice 302. The left-side cylinder throttling orifice 203a penetrates the left side wall of the shock absorber cylinder 203, with one end communicating with the inner cavity of the shock absorber cylinder 203 and the other end sealingly communicating with the inlet end of the main throttling orifice 302 in the main throttling mechanism 300 outside the shock absorber cylinder 203. Specifically, the shock absorber... An annular sealing groove is provided on the outer side of the left side wall of the cylinder body 203 around the position of the left cylinder body throttle hole 203a. A sealing ring is embedded in the groove. The right end face of the main throttle fixing component 301 is pressed onto the sealing ring by bolts, so that the left cylinder body throttle hole 203a and the main throttle hole 302 form a sealed communication. When the shock-absorbing piston 207 reciprocates in the shock-absorbing cylinder body 203, the non-Newtonian fluid above the shock-absorbing piston 207 can flow into the main throttle mechanism 300 through the left cylinder body throttle hole 203a.

[0051] A throttle orifice sealing plate 203c is fixedly connected to the left side of the bottom of the shock-absorbing piston 207. This throttle orifice sealing plate 203c is an arc-shaped plate structure, its curvature matching the inner wall curvature of the shock-absorbing cylinder 203. The throttle orifice sealing plate 203c is made of wear-resistant material. The upper end of the throttle orifice sealing plate 203c is fixedly connected to the bottom end face of the shock-absorbing piston 207 by screws or welding, and its installation position corresponds to the axial position of the throttle orifice 203a on the left side of the cylinder. When the shock-absorbing piston 207... When 07 is in the middle of the normal reciprocating stroke, the throttle hole sealing plate 203c is located in the left cylinder throttle hole 203a and does not cover the hole. When the shock-absorbing piston 207 moves to near the stroke, that is, when the shock-absorbing spring 208 is compressed to the maximum extent, the throttle hole sealing plate 203c moves with the shock-absorbing piston 207, and its smooth surface covers and fits the inner opening of the left cylinder throttle hole 203a, forming a seal, thereby blocking the flow channel of non-Newtonian fluid through the left cylinder throttle hole 203a.

[0052] A right-side cylinder throttling orifice 203b is provided on the right side wall of the shock absorber cylinder 203, corresponding to the position of the secondary throttling orifice 508. The right-side cylinder throttling orifice 203b is a circular through hole, the diameter of which is equal to the diameter of the secondary throttling orifice 508 and significantly larger than the diameter of the main throttling orifice 302. The right-side cylinder throttling orifice 203b penetrates the right side wall of the shock absorber cylinder 203, and one end of it communicates with the lower chamber of the shock absorber cylinder 203. The right-side cylinder throttling orifice is surrounded on the outer surface of the right side wall of the shock absorber cylinder 203. An annular sealing groove is provided at position 203b, and a sealing ring is embedded in the groove. The left end face of the auxiliary throttling fixing component 501 is pressed onto the sealing ring by bolts, so that the right cylinder throttling hole 203b and the auxiliary throttling hole 508 form a sealed connection. When the inertial throttling component 507 moves downward to open the auxiliary throttling hole 508, the non-Newtonian fluid can flow from the upper chamber of the shock-absorbing cylinder 203 through the left cylinder throttling hole 203a, the main throttling hole 302, and finally to the main throttling compensation pipe 304.

[0053] By setting a sealed connection between the left cylinder throttling orifice 203a and the main throttling orifice 302, it is ensured that non-Newtonian fluid can smoothly flow from the upper chamber of the damping cylinder 203 into the main throttling mechanism 300 under normal damping conditions. After passing through the shear thickening effect of the small-diameter main throttling orifice 302, it returns, forming a stable main damping circuit. The sealing reliability is high, which can prevent fluid leakage under high pressure from causing damping failure. The connection between the right cylinder throttling orifice 203b and the auxiliary throttling orifice 508 provides a second fluid channel for extreme impact conditions. Since the orifice diameters of the right cylinder throttling orifice 203b and the auxiliary throttling orifice 508 are much larger than those of the main throttling orifice 302, during earthquakes... When the high-speed impact triggers the opening of the inertial throttling device 507, the non-Newtonian fluid can quickly be diverted and depressurized through this large-diameter bypass, effectively preventing hydraulic lock-up and consuming impact energy. The setting of the throttling orifice sealing plate 203c plays a key safety protection role: under normal high-wind conditions, the movement amplitude of the shock-absorbing piston 207 will not reach its maximum, the throttling orifice sealing plate 203c does not cover the left cylinder throttling orifice 203a, and the main damping channel remains unobstructed. Under extreme abnormal conditions, when the movement amplitude of the shock-absorbing piston 207 reaches its maximum, the throttling orifice sealing plate 203c closes the left cylinder throttling orifice 203a to prevent fluid from flowing out of the lower chamber, thus forming a protective function.

[0054] Example 2

[0055] Based on Embodiment 1, this embodiment considers that when the shock-absorbing piston 207 reciprocates under normal wind load, the non-Newtonian fluid flows only between the shock-absorbing piston 207 and the inner wall of the shock-absorbing cylinder 203. Its damping force increases too steeply with speed, making it impossible to maintain ideal energy efficiency over a wide wind speed range. Furthermore, a single fixed-section throttling channel cannot simultaneously meet the low damping requirements at low wind speeds and the medium-to-high damping requirements at high wind speeds. Therefore, this embodiment provides a main throttling mechanism 300, which includes three main throttling fixing members 301, evenly distributed longitudinally. The right side of each main throttling fixing member 301 is fixedly connected to the left side of the shock-absorbing cylinder 203. The bottom of the inner cavity of component 301 is provided with a main throttling hole 302. The left side of the main throttling fixing component 301 is fixedly connected to a main throttling column 303. The surface of the main throttling column 303 is movably sleeved with a main throttling compensation pipe 304 through a piston ring. The left side of the shock absorber cylinder 203 and the top of the main throttling fixing component 301 are fixedly connected to a rectangular mounting block 305. The bottom left side of the rectangular mounting block 305 is fixedly connected to an arc-shaped block 306. The left side of the arc-shaped block 306 is fixedly connected to an arc-shaped limiting groove 307. The bottom of the arc-shaped limiting groove 307 is slidably connected to a limiting rod 308. The left side of the limiting rod 308 is fixedly connected to a limiting fixing rod 309. The bottom of the limiting fixing rod 309 is fixedly connected to the left side of the top of the main throttling compensation pipe 304.

[0056] The main throttling mechanism 300 includes three main throttling fixing components 301, which are evenly distributed along the axial direction of the damping cylinder 203. The right end face of each component has an arc-shaped contact surface that fits against the left outer wall of the damping cylinder 203. An annular sealing groove is formed on the contact surface. The main throttling fixing components 301 are fixedly connected by passing through a hexagonal head screw from the left side and screwing it into a threaded hole on the left side wall of the damping cylinder 203. A main throttling orifice 302 is provided at the bottom of the inner cavity. The main throttling orifice 302 is a circular through hole. The inlet end of the main throttling orifice 302 is sealed and connected to the left cylinder throttling orifice 203a on the left side wall of the shock absorber cylinder 203. The inner wall of the main throttling orifice 302 is polished. The left end face of the main throttling fixing component 301 is fixedly connected to the main throttling column 303 by welding. The main throttling column 303 is a hollow cylindrical structure, and its inner diameter is connected to the inner cavity of the main throttling fixing component 301.

[0057] The outer circular surface of the main throttling column 303 is movably sleeved with the main throttling compensation tube 304 through the piston ring. The main throttling compensation tube 304 is a thin-walled cylinder, and its inner diameter is matched with the outer diameter of the main throttling column 303, so that the main throttling compensation tube 304 can slide freely along the axial direction of the main throttling column 303. The left end face of the main throttling compensation tube 304 is closed and the right end face is open. A variable volume annular chamber is formed between its right end face and the left end face of the main throttling fixing member 301. When a non-Newtonian fluid flows out from the main throttling hole 302 and enters the annular chamber, the fluid pressure acts on the closed end face of the main throttling compensation tube 304, pushing it to move to the left.

[0058] On the left side of the shock absorber cylinder 203, corresponding to the top position of each main throttling fixing component 301, a rectangular mounting block 305 is fixedly connected by welding or screws. The rectangular mounting block 305 is a rectangular metal block. An arc-shaped block 306 is fixedly connected to the bottom left side of the rectangular mounting block 305 by screws. The arc-shaped block 306 is a metal block with an arc-shaped groove, the radius of which matches the outer diameter of the limiting rod 308. An arc-shaped limiting groove 307 is fixedly connected to the left end face of the arc-shaped block 306 by screws. The arc-shaped limiting groove 307 is a long strip of thin plate. The inner surface is machined with a concave arc-shaped slide. The bottom of the arc-shaped limiting groove 307 is slidably connected to a limiting rod 308. The limiting rod 308 is a cylindrical steel rod that forms a clearance fit with the arc-shaped slide of the arc-shaped limiting groove 307. The limiting rod 308 can slide within the arc-shaped limiting groove 307. The left end of the limiting rod 308 is fixedly connected to a limiting fixing rod 309. The limiting fixing rod 309 is a bent rod, and its bottom is fixedly connected to the left end face of the top of the main throttling compensation pipe 304 by screws, thereby realizing the linkage between the limiting rod 308 and the main throttling compensation pipe 304.

[0059] By setting the main throttling mechanism 300, the movement speed of the damping piston 207 is initially limited, and the main damping channel of the non-Newtonian fluid is transferred from inside the cylinder to an external independent mechanism. At the same time, the fluid pressure drives the main throttling compensation pipe 304 to slide axially, which drives the limiting rod 308 to move in the arc-shaped limiting groove 307, providing displacement for the subsequent adaptive adjustment of the opening of the main throttling orifice 302.

[0060] Example 3

[0061] Based on Embodiment 2, this embodiment considers that the main throttling mechanism 300 in Embodiment 2 can achieve independent setting of the main damping channel and initial diversion of fluid pressure. However, the problem of the fixed throttling flow area of ​​the main throttling orifice 302 still exists. When the shock absorber piston 207 is in low wind condition, the fixed cross-section main throttling orifice 302 will still generate a certain damping force, affecting the flexible response of the tower 102. When the shock absorber piston 207 is in high wind condition, the non-Newtonian fluid shear thickening leads to an increase in damping force. If the throttling orifice opening is not increased accordingly, the damping force may increase excessively, causing excessive pressure inside the shock absorber cylinder 203, and even affecting the fatigue life of the shock absorber mechanism. Therefore, this embodiment sets an adjustment mechanism 400, which includes an adjustment rod 401. There are two adjustment rods 401. The right side of the adjustment rod 401 is fixedly connected to the top of the left side of the main throttling fixing component 301. The back end is movably connected to a rotating inner rod 402 via a spiral spring. An adjusting wire 403 is wound around the surface of the rotating inner rod 402. The end of the adjusting wire 403 away from the rotating inner rod 402 is fixedly connected to the top right side of the main throttling compensation pipe 304. An adjusting gear 404 is fixedly connected to the inner side of the rotating inner rod 402. An adjusting groove 405 is opened on the right side of the inner cavity of the main throttling column 303. An adjusting plate 406 is slidably connected to the inner cavity of the adjusting groove 405 and the position corresponding to the main throttling hole 302. An adjusting spring assembly 407 is fixedly connected to the top of the adjusting plate 406 through to the top of the arc-shaped block 306. A spring plate 408 is fixedly connected to the top of the adjusting spring assembly 407. The right side of the spring plate 408 is fixedly connected to the left side of the rectangular mounting block 305. A toothed plate 409 is fixedly connected to the left side of the adjusting plate 406 and the position corresponding to the adjusting gear 404. The left side of the toothed plate 409 is meshed with the right side of the adjusting gear 404.

[0062] The adjusting mechanism 400 includes two adjusting rods 401, symmetrically arranged on the left side of the main throttling fixing member 301. Each adjusting rod 401 is a slender round rod, with its right end fixedly connected to the top end face of the left side of the main throttling fixing member 301 by welding, and its left end extending horizontally to the left. A rotating inner rod 402 is movably connected to the back side of the adjusting rod 401 via a spiral spring. Specifically, a hole is opened at the back end of the adjusting rod 401, and a miniature spiral spring is installed in the hole. The inner end of the spiral spring is fixedly connected to the end of the rotating inner rod 402, and the outer end is fixedly connected to the inner wall of the adjusting rod 401, so that the rotating inner rod 402 can maintain its initial angle under the preload of the spiral spring when no external force is applied. Under the action of external force, it can overcome the spring force and rotate around its own axis. After the external force disappears, it automatically resets. The rotating inner rod 402 is a slender cylindrical rod. An adjusting wire 403 is wound around the surface of the rotating inner rod 402. The adjusting wire 403 is made of high-strength stainless steel wire. Its winding direction is spirally wound around the circumference of the rotating inner rod 402. One end is fixed to the surface of the rotating inner rod 402, and the other end is fixedly connected to the top end face of the right side of the main throttling compensation tube 304. When the main throttling compensation tube 304 moves to the left, the adjusting wire 403 is tightened, which drives the rotating inner rod 402 to rotate against the elastic force of the spiral spring. Conversely, when the main throttling compensation tube 304 resets to the right, the spiral spring drives the rotating inner rod 402 to rotate in the opposite direction and retracts the adjusting wire 403.

[0063] An adjusting gear 404 is fixedly connected to the inner side of the rotating inner rod 402. The adjusting gear 404 is a spur gear and meshes with the gear plate 409. An adjusting groove 405 is provided on the right side of the inner cavity of the main throttling column 303. The adjusting groove 405 is a rectangular slot extending along the axial direction of the main throttling column 303. The lower end of the adjusting groove 405 is connected to the middle of the main throttling orifice 302, so that when the adjusting plate 406 moves up and down in the adjusting groove 405, it can change the effective flow area of ​​the main throttling orifice 302. When the adjusting plate 406 moves upward, the part of the main throttling orifice 302 that is blocked is reduced, and the flow area is increased. As the volume increases, the flow area decreases when the adjusting plate 406 moves downward. A toothed plate 409 is fixedly connected to the left end face of the adjusting plate 406 and the position corresponding to the adjusting gear 404. The toothed plate 409 is a long strip of metal plate, and its right side is fixedly connected to the left side of the adjusting plate 406 by screws. A straight toothed rack that meshes with the adjusting gear 404 is machined on its left side. The rack module is the same as that of the adjusting gear 404. The left tooth surface of the toothed plate 409 meshes with the right tooth surface of the adjusting gear 404. When the adjusting gear 404 rotates, the toothed plate 409 drives the adjusting plate 406 to move upward or downward.

[0064] By setting the adjustment mechanism 400, the axial displacement of the main throttling compensation pipe 304 is converted into the up-and-down movement of the adjustment plate 406 through the transmission chain of the adjustment screw 403, rotating inner rod 402, adjustment gear 404, and toothed plate 409. This changes the effective flow area of ​​the main throttling orifice 302 in real time. When the piston speed increases, the leftward movement of the main throttling compensation pipe 304 increases, the adjustment plate 406 moves upward, and the opening of the main throttling orifice 302 increases. This achieves adaptive positive feedback adjustment where the greater the amplitude speed, the greater the opening, keeping the damping force within a reasonable range and avoiding pressure spikes caused by excessive shear thickening.

[0065] Example 4

[0066] Based on Embodiment 2, this embodiment considers that the main throttling mechanism 300 in Embodiment 2 can achieve adjustment of the main damping channel under normal wind load conditions, so that the damping force increases adaptively with the piston speed. However, the adjustment range of the throttling area of ​​the main throttling orifice 302 and the adjustment mechanism 400 is still limited, which cannot cope with the problem of instantaneous excessive shearing and thickening of non-Newtonian fluids under extreme impact conditions such as earthquakes. When the movement amplitude and speed of the shock-absorbing piston 207 exceed the second threshold, the viscosity of the non-Newtonian fluid rises sharply. Even if the main throttling orifice 302 is adjusted to the maximum opening, the fluid may still be close to solidification due to excessive flow velocity, resulting in piston movement obstruction, sudden increase in cylinder pressure, and hydraulic lock-up. This will not only greatly weaken the shock absorption effect, but in severe cases, it may also cause the shock-absorbing cylinder 203 to rupture and the damping ball 211 connector to break. Therefore, this embodiment sets a secondary throttling mechanism. The flow mechanism 500 includes a secondary throttling mechanism 501, with the left side of the secondary throttling mechanism 501 fixedly connected to the right side of the shock absorber cylinder 203. A secondary throttling plate 502 is fixedly connected to the bottom of the secondary throttling mechanism 501, and a secondary throttling compensation pipe 503 is fixedly connected to the right side of the secondary throttling plate 502. A secondary throttling spring groove 504 is provided in the inner cavity of the secondary throttling mechanism 501, and the inner cavity of the secondary throttling plate 502 is... A secondary throttling inertial groove 505 is provided, and a secondary throttling spring groove 504 is connected to the secondary throttling inertial groove 505. A throttling spring assembly 506 is fixedly connected to the top of the inner wall of the secondary throttling spring groove 504, and an inertial throttling element 507 is fixedly connected to the bottom of the throttling spring assembly 506. Both the inertial throttling element 507 and the inner cavity of the secondary throttling plate 502 are provided with secondary throttling holes 508. The diameter of the secondary throttling hole 508 is larger than the diameter of the main throttling hole 302.

[0067] The secondary throttling mechanism 500 includes a secondary throttling fixing component 501. The left end face of the secondary throttling fixing component 501 is fixedly connected to the right outer wall of the shock absorber cylinder 203 by multiple hexagonal socket screws. The contact surface between the secondary throttling fixing component 501 and the shock absorber cylinder 203 has an annular sealing groove, in which a sealing ring is embedded to ensure no leakage under high pressure. The secondary throttling fixing component 501 is made of stainless steel and has interconnected fluid channels inside. The bottom of the secondary throttling fixing component 501 is fixedly connected by welding. A secondary throttling plate 502 is connected. The secondary throttling plate 502 is a rectangular plate structure. The right end face of the secondary throttling plate 502 is fixedly connected to a secondary throttling compensation pipe 503 by screws. The secondary throttling compensation pipe 503 is a cylindrical body and is not sealed. Its inner cavity is equipped with an air bladder for compensation. It is connected to the fluid channel inside the secondary throttling plate 502. When non-Newtonian fluid flows into the secondary throttling compensation pipe 503, it can generate pressure on the internal air bladder, which plays an auxiliary buffering role to ensure that there is enough fluid buffer space.

[0068] The inner cavity of the secondary throttling fixing component 501 is provided with a secondary throttling spring groove 504, and the inner cavity of the secondary throttling plate 502 is provided with a secondary throttling inertial groove 505. The opening size of the secondary throttling spring groove 504 is the same as that of the secondary throttling spring groove 504, and they are connected to the secondary throttling spring groove 504. A throttling spring assembly 506 is fixedly connected to the top end face of the inner wall of the secondary throttling spring groove 504. The throttling spring assembly 506 is composed of two helical compression springs connected in parallel to ensure that a downward preload is always applied to the inertial throttling component 507. The upper end of the spring assembly is fixedly connected to the top wall of the secondary throttling spring groove 504 through a spring seat, and the lower end is fixedly connected to the top end face of the inertial throttling component 507. The preload of the throttling spring assembly 506 is calibrated by adjusting the position of the spring seat so that the inertial throttling component 507 is kept in the closed position under normal vibration acceleration. When the seismic acceleration exceeds the set threshold, the inertial force can overcome the spring force and push the inertial throttling component 507 downward.

[0069] An inertial throttling element 507 is fixedly connected to the bottom of the throttling spring assembly 506, which slides in conjunction with the secondary throttling spring groove 504. The inertial throttling element 507 has a secondary throttling hole 508 extending vertically through its interior. Simultaneously, a secondary throttling hole 508 is also provided at a corresponding position within the inner cavity of the secondary throttling plate 502, and both are coaxially arranged. When the inertial throttling element 507 is in the closed position, the secondary throttling hole on the inertial throttling element 507 is misaligned with the secondary throttling hole on the secondary throttling plate 502, preventing fluid from passing through. When the inertial throttling element 507 moves downward to the open position, the two secondary throttling holes 508 align and connect, forming a complete large-diameter fluid passage. The diameter of the secondary throttling orifice 508 is larger than that of the main throttling orifice 302. Under extreme high-speed impact conditions such as earthquakes, the inertial throttling element 507 moves downward under the action of inertial force, overcoming the elastic force of the throttling spring assembly 506. This connects the secondary throttling orifice 508 with the throttling orifice 203b of the right cylinder block, forming a large-diameter bypass independent of the main throttling channel. Non-Newtonian fluids are quickly diverted and depressurized through this bypass, preventing the main throttling orifice 302 from becoming blocked due to excessive shearing and thickening, thus preventing hydraulic lock-up. After the impact, the throttling spring assembly 506 pushes the inertial throttling element 507 to automatically reset, the secondary throttling orifice 508 closes, and the system returns to normal operation.

[0070] By setting the secondary throttling mechanism 500, the upper limit of the throttling area adjustment of the main throttling mechanism 300 is broken, providing an additional pressure relief channel for extreme impacts, fundamentally solving the hydraulic lock-up problem of non-Newtonian fluids, and improving the survivability of the damper in strong earthquake environments. The large diameter design of the secondary throttling orifice 508 reduces the fluid flow velocity and avoids the solidification phenomenon of non-Newtonian fluids under ultra-high shear rates.

[0071] An extension plate 507a is fixedly connected to the bottom of the inertial throttling device 507, and a control cylinder 507b is fixedly connected to the bottom of the extension plate 507a. The bottom of the control cylinder 507b passes through the bottom of the secondary throttling plate 502, and the left side of the bottom of the control cylinder 507b is fixedly connected to the right side of the shock absorber cylinder 203.

[0072] A seismic detector 507b-1 is installed on the left side of the control cylinder 507b. The seismic detector 507b-1 and the control cylinder 507b work together.

[0073] By combining the detection of the seismic detector 507b-1 with the pushing action of the control cylinder 507b, the secondary throttling orifice 508 is actively opened after an earthquake, realizing the active pre-triggering of the secondary throttling mechanism 500. At the same time, the passive triggering capability of the inertial throttling element 507 is retained, forming a dual protection mechanism. Regardless of whether the seismic detector 507b-1 is working properly, it can ensure that the secondary throttling orifice 508 can be reliably opened under high-speed impact. By setting the seismic detector 507b-1 to realize active pre-triggering and passive inertial triggering, even if the inertial throttling element 507 fails, the seismic detector 507b-1 and the control cylinder 507b can still open when the impact acceleration reaches the threshold, ensuring the fault tolerance and safety of the system.

[0074] The front end and back end of the inertial throttling element 507 and the inner walls of the corresponding secondary throttling spring groove 504 and secondary throttling inertial groove 505 are provided with a delay groove 507c, which is used in conjunction with the inertial throttling element 507 and the secondary throttling hole 508.

[0075] When the inertial throttling element 507 moves downward rapidly, the delay slider consumes some kinetic energy, slowing down the rebound speed of the inertial throttling element 507. After the inertial throttling element 507 reaches the lower dead center, the acceleration disappears, and the throttling spring assembly 506 will push the inertial throttling element 507 to reset upward. At this time, the delay slider will significantly delay the reset speed, so that even if the inertial throttling element 507 only has a brief over-threshold acceleration pulse, it can keep the secondary throttling orifice 508 open for a sufficient time, ensuring that sufficient pressure relief flow passes through the secondary throttling orifice 508. By setting the delay groove 507c, which works in conjunction with the inertial throttling element 507 and the secondary throttling orifice 508, controllable mechanical friction damping is introduced during the opening and resetting process of the inertial throttling element 507, so that the inertial throttling element 507 will not reset immediately after a brief over-threshold impact, but will close after a delay, ensuring that the secondary throttling orifice 508 can maintain its opening for a sufficient pressure relief time.

[0076] Working principle: In the wind tower mechanism 100, when the wind speed is low and the tower 102 oscillates slightly, the damping ball 211 oscillates slowly, causing the damping piston 207 in the corresponding damping cylinder 203 to slowly compress and stretch. At this time, the speed and amplitude of the damping piston 207 are below the first threshold. The non-Newtonian fluid mainly flows into the main throttling orifice 302 in the main throttling mechanism 300 through the left cylinder throttling orifice 203a. Because the orifice diameter of the main throttling orifice 302 is small, the fluid passes through at a low shear rate. The shear thickening effect is weak, the fluid maintains a low viscosity, and the damping force generated is generated. At the same time, the damping spring 208 is slowly compressed and stores elastic potential energy. Subsequently, the spring returns to its original position and pushes the piston back to its original position. During this process, the adjusting plate 406 of the adjusting mechanism 400 is in the lowest position under the action of the adjusting spring group 407, the main throttling orifice 302 has the smallest opening, and the inertial throttling element 507 of the secondary throttling mechanism 500 is in the upper position under the preload of the throttling spring group 506, while the secondary throttling orifice 508 remains closed.

[0077] As wind speed increases, the swing amplitude and speed of tower 102 increase significantly. The movement speed and amplitude of damping piston 207 reach between the first and second thresholds. At this time, non-Newtonian fluid passes through the main throttling orifice 302 at a higher speed, producing a significant shear thickening effect. The fluid viscosity rises rapidly, and the damping force automatically increases, effectively consuming vibration energy. Simultaneously, due to the increase in fluid pressure, the main throttling compensation pipe 304 moves to the left along the main throttling column 303 under the action of fluid pressure, causing the limiting rod 308 to slide in the arc-shaped limiting groove 307. When the main throttling compensation pipe 304 moves to the left, it pulls the rotating inner rod 402 to overcome the elastic force of the spiral spring through the adjusting wire 403. The rotating inner rod 402 drives the adjusting gear 404 to rotate. The adjusting gear 404 pushes the adjusting plate 406 upward through the meshing toothed plate 409, thereby increasing the effective flow area of ​​the main throttling orifice 302. The greater the piston speed, the larger the opening of the main throttling orifice, thus avoiding an excessively steep increase in damping force and keeping the damping force within the optimized range.

[0078] When an earthquake or other extreme event occurs, the tower 102 is subjected to an extremely high-speed impact. The speed and amplitude of the shock-absorbing piston 207 exceed the second threshold. At this time, even if the main throttling orifice 302 has been adjusted to its maximum opening, the non-Newtonian fluid may still solidify into a near-solid state due to excessive shear rate, causing the main throttling orifice to become blocked and the piston movement to be obstructed, i.e., hydraulic lock-up. At this time, the secondary throttling mechanism 500 intervenes. The inertial throttling element 507 generates a sufficiently large inertial force under the action of earthquake acceleration to overcome the preload of the throttling spring assembly 506 and move rapidly, so that the secondary throttling orifice 508 on the inertial throttling element 507 is aligned and connected with the secondary throttling orifice 508 on the secondary throttling plate 502. Since the diameter of the secondary throttling orifice 508 is much larger than that of the main throttling orifice 302, a large-diameter bypass is formed. The non-Newtonian fluid can be quickly diverted and depressurized through the main throttling channel and the secondary throttling channel at the same time, thereby avoiding hydraulic lock-up caused by blockage of the main throttling orifice.

[0079] The seismic detector 507b-1, located on the left side of the control cylinder 507b, monitors the signal in real time. When an earthquake is detected, it immediately outputs a trigger signal, which compresses air in the control cylinder 507b to push the piston rod downward. Through the extension plate 507a, the inertial throttling device 507 is actively pushed to the lower position, opening the secondary throttling orifice 508, thus forming a dual protection of active and passive functions.

[0080] It is important to note that the constructions and arrangements of this application shown in several different exemplary embodiments are merely illustrative. Although only a few embodiments are described in detail in this disclosure, those who consult this disclosure will readily understand that many modifications are possible without substantially departing from the novelty and advantages of the subject matter described in this application. For example, variations in the size, dimensions, structure, shape, and proportions of various elements, as well as parameter values ​​such as temperature, pressure, etc., installation arrangements, use of materials, color, orientation, etc. For instance, an element shown as integrally formed may be composed of multiple parts or elements, the position of elements may be inverted or otherwise changed, and the nature or number or position of discrete elements may be altered or changed. Therefore, all such modifications are intended to be included within the scope of the invention. The order or sequence of any process or method steps may be changed or rearranged according to alternative embodiments. In the claims, any "device plus function" clause is intended to cover the structure performing the function described herein, and not only structurally equivalent but also equivalent in structure. Other substitutions, modifications, alterations, and omissions may be made in the design, operation, and arrangement of the exemplary embodiments without departing from the scope of the invention. Therefore, the present invention is not limited to the specific embodiments, but extends to various modifications that still fall within the scope of the appended claims.

[0081] Furthermore, in order to provide a concise description of exemplary embodiments, not all features of actual embodiments may be omitted, i.e., those features that are not relevant to the currently considered best mode for carrying out the invention, or those features that are not relevant to implementing the invention.

[0082] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. An adjustable damper for a wind turbine tower, a tower mechanism (100) comprising a tower base (101), a tower frame (102) fixedly connected to the top of the tower base (101), a central platform (103) fixedly connected to the top of the tower frame (102), and an mounting platform (104) fixedly connected to the top of the central platform (103); characterized in that: A shock-absorbing mechanism (200) includes a top connecting seat (201) fixedly connected to the inner wall of a middle platform (103). Six top connecting seats (201) are provided and evenly distributed. A cylinder connecting member (202) is movably connected to the left side of the top connecting seat (201) via a universal joint. A shock-absorbing cylinder (203) is fixedly connected to the end of the cylinder connecting member (202) away from the top connecting seat (201). A cylinder base plate (204) is fixedly connected to the bottom of the shock-absorbing cylinder (203). A shock-absorbing spring fixing member (205) is fixedly connected to the top of the inner wall of the shock-absorbing cylinder (203). A shock-absorbing rod (206) is fixedly connected to the bottom of the shock-absorbing spring fixing member (205). The bottom of the shock-absorbing rod (206) and the cylinder base plate (204) are connected... The top of the shock absorber is fixedly connected, and the surface of the shock absorber rod (206) is movably sleeved with a shock absorber piston (207). The surface of the shock absorber piston (207) is in contact with the inner cavity of the shock absorber cylinder (203). The bottom of the shock absorber spring fixing piece (205) is fixedly connected with a shock absorber spring (208). The bottom of the shock absorber spring (208) is fixedly connected with the top of the shock absorber piston (207). The bottom of the shock absorber piston (207) is fixedly connected with an extension rod (209). The bottom of the extension rod (209) extends through to the bottom of the cylinder bottom plate (204) and is fixedly connected with a bottom connecting seat (210). The bottom of the bottom connecting seat (210) is movably connected with a damping ball (211) through a universal joint. The inner cavity of the shock absorber cylinder (203) and the top of the shock absorber piston (207) are filled with a non-Newtonian fluid. The main throttling mechanism (300) is located on the left side of the damping cylinder (203). The main throttling mechanism (300) can assist the piston of the damping mechanism (200) in reciprocating motion and further damp the energy consumption and speed limit of it. Adjustment mechanism (400) is provided in the main throttling mechanism (300). The adjustment mechanism (400) can assist the main throttling mechanism (300) in damping energy dissipation and further adjust the opening of the throttling channel of the main throttling mechanism (300) in an inertial adaptive manner. When the piston is compressed, the opening of the throttling channel automatically increases. A secondary throttling mechanism (500) is provided on the right side of the shock absorber cylinder (203). The secondary throttling mechanism (500) can further protect the cylinder during the high-speed impact stroke of the shock absorber (200).

2. The adjustable damper for a wind turbine tower according to claim 1, characterized in that: The main throttling mechanism (300) includes a main throttling fixing component (301), three of which are arranged longitudinally at equal distances. The right side of the main throttling fixing component (301) is fixedly connected to the left side of the shock absorber cylinder (203). A main throttling hole (302) is opened at the bottom of the inner cavity of the main throttling fixing component (301). A main throttling column (303) is fixedly connected to the left side of the main throttling fixing component (301). A main throttling compensation pipe (304) is movably sleeved on the surface of the main throttling column (303) through a piston ring. The shock absorber cylinder (203) A rectangular mounting block (305) is fixedly connected to the left side of the main throttling fixing component (301) and to the top. An arc-shaped block (306) is fixedly connected to the bottom left side of the rectangular mounting block (305). An arc-shaped limiting groove (307) is fixedly connected to the left side of the arc-shaped block (306). A limiting rod (308) is slidably connected to the bottom of the arc-shaped limiting groove (307). A limiting fixing rod (309) is fixedly connected to the left side of the limiting rod (308). The bottom of the limiting fixing rod (309) is fixedly connected to the left side of the top of the main throttling compensation pipe (304).

3. The adjustable damper for a wind turbine tower according to claim 2, characterized in that: The regulating mechanism (400) includes regulating rods (401), two of which are provided. The right side of the regulating rod (401) is fixedly connected to the top left side of the main throttling fixing component (301). The back end of the regulating rod (401) is movably connected to a rotating inner rod (402) via a spiral spring. An regulating wire (403) is wound around the surface of the rotating inner rod (402). The end of the regulating wire (403) away from the rotating inner rod (402) is fixedly connected to the top right side of the main throttling compensation pipe (304). An regulating gear (404) is fixedly connected to the inner side of the rotating inner rod (402). The right side of the inner cavity of the main throttling column (303) is open. An adjustment groove (405) is provided. An adjustment plate (406) is slidably connected to the inner cavity of the adjustment groove (405) at a position corresponding to the main throttle hole (302). An adjustment spring assembly (407) is fixedly connected to the top of the adjustment plate (406) extending through to the top of the arc-shaped block (306). A spring plate (408) is fixedly connected to the top of the adjustment spring assembly (407). The right side of the spring plate (408) is fixedly connected to the left side of the rectangular mounting block (305). A toothed plate (409) is fixedly connected to the left side of the adjustment plate (406) at a position corresponding to the adjustment gear (404). The left side of the toothed plate (409) is meshed with the right side of the adjustment gear (404).

4. The adjustable damper for a wind turbine tower according to claim 2, characterized in that: The secondary throttling mechanism (500) includes a secondary throttling fixing component (501), the left side of which is fixedly connected to the right side of the shock absorber cylinder (203). A secondary throttling plate (502) is fixedly connected to the bottom of the secondary throttling fixing component (501), and a secondary throttling compensation pipe (503) is fixedly connected to the right side of the secondary throttling plate (502). A secondary throttling spring groove (504) is provided in the inner cavity of the secondary throttling fixing component (501), and a secondary throttling spring groove (504) is provided in the inner cavity of the secondary throttling plate (502). The throttling inertia groove (505) is connected to the secondary throttling spring groove (504). A throttling spring assembly (506) is fixedly connected to the top of the inner wall of the secondary throttling spring groove (504). An inertial throttling element (507) is fixedly connected to the bottom of the throttling spring assembly (506). The inner cavity of the inertial throttling element (507) and the secondary throttling plate (502) are both provided with secondary throttling holes (508). The diameter of the secondary throttling hole (508) is larger than the diameter of the main throttling hole (302).

5. An adjustable damper for a wind turbine tower according to any one of claims 2 to 4, characterized in that: A left cylinder throttle hole (203a) is provided on the left side of the shock-absorbing cylinder (203) at the position corresponding to the main throttle hole (302). The left cylinder throttle hole (203a) is connected to the main throttle hole (302). A right cylinder throttle hole (203b) is provided on the right side of the shock-absorbing cylinder (203) at the position corresponding to the secondary throttle hole (508). The right cylinder throttle hole (203b) is connected to the secondary throttle hole (508). A throttle hole sealing plate (203c) is fixedly connected to the left side of the bottom of the shock-absorbing piston (207). The throttle hole sealing plate (203c) is used in conjunction with the left cylinder throttle hole (203a) to seal the left cylinder throttle hole (203a).

6. The adjustable damper for a wind turbine tower according to claim 4, characterized in that: An extension plate (507a) is fixedly connected to the bottom of the inertial throttling device (507), and a control cylinder (507b) is fixedly connected to the bottom of the extension plate (507a). The bottom of the control cylinder (507b) passes through the bottom of the auxiliary throttling plate (502), and the left side of the bottom of the control cylinder (507b) is fixedly connected to the right side of the shock-absorbing cylinder body (203).

7. The adjustable damper for a wind turbine tower according to claim 6, characterized in that: An earthquake detector (507b-1) is provided on the left side of the control cylinder (507b), and the earthquake detector (507b-1) and the control cylinder (507b) are used together.

8. The adjustable damper for a wind turbine tower according to claim 7, characterized in that: The front end and back end of the inertial throttling device (507) and the inner walls of the corresponding secondary throttling spring groove (504) and secondary throttling inertial groove (505) are provided with delay grooves (507c), which are used in conjunction with the inertial throttling device (507) and the secondary throttling hole (508).

9. A method for vibration damping and adjustment of wind turbine towers, characterized in that: The wind turbine tower adjustable damper according to any one of claims 1 to 8 further includes, When the piston's movement amplitude and speed are below the first threshold, the adjustment mechanism (400) maintains the normal opening of the main throttle orifice (302), the damping piston (207) compresses the damping spring (208) to perform normal damping work, and the non-Newtonian fluid passes through the main throttle orifice (302) at a low shear rate, generating a small damping force to maintain the flexible response of the tower (102). When the piston's movement amplitude and speed reach the first threshold but are below the second threshold, the damping piston (207) compresses the damping spring (208) to push the non-Newtonian fluid to flow. The non-Newtonian fluid generates a damping force to assist the damping spring (208). The non-Newtonian fluid shears and thickens, causing the damping force to rise. At the same time, the main throttling compensation pipe (304) of the adjustment mechanism (400) moves to the left under the action of the fluid. It pulls the adjustment gear (404) to rotate by winding the adjustment wire (403). The adjustment gear (404) drives the toothed plate (409) and the adjustment plate (406) to move upward, so that the opening of the main throttling orifice (302) increases adaptively, maintaining the damping force. When the piston's movement amplitude and speed exceed the second threshold, the main throttle orifice (302) on the left side of the damping cylinder (203) cannot maintain the damping effect. The inertial throttle element (507) in the secondary throttle mechanism (500) on the right side of the damping cylinder (203) moves downward under the action of inertial force, overcoming the elastic force of the throttle spring assembly (506), so that the secondary throttle orifice (508) is connected to the throttle orifice (203b) of the right cylinder. The non-Newtonian fluid forms a diversion and pressure relief through the secondary throttle orifice (508), avoiding hydraulic lock-up due to excessive shearing and thickening. At the same time, the fluid consumes impact energy in the secondary throttle orifice (508).

10. A method for damping and adjusting the vibration of a wind turbine tower according to claim 9, characterized in that: include, When the seismic detector (507b-1) located on the left side of the control cylinder (507b) detects a seismic wave signal, the control cylinder (507b) actively pushes the extension plate (507a) to drive the inertial throttling device (507) downward, opening the secondary throttling orifice (508) and realizing the earthquake activation protection.

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