CN219139716U - Vibration isolator and engineering vehicle - Google Patents

Abstract

The application provides a vibration isolator and engineering vehicle relates to engineering machine tool technical field. The method is used for solving the problem that the driver has lower comfort in working due to larger bump fluctuation in the working process of the existing engineering vehicle. The vibration isolator comprises a first vibration reduction pad, a second vibration reduction pad, a limiting piece, a supporting piece and a fastening piece. A first annular groove is formed in one side surface of the first vibration reduction pad. The second vibration reduction pad comprises a vibration reduction section, a first connecting section and a second connecting section which are distributed along the axial direction of the second vibration reduction pad in sequence, and the diameter of the second vibration reduction pad is reduced in sequence, and the second vibration reduction pad is sleeved on the second connecting section. The first vibration reduction pad and the vibration reduction section are respectively provided with a limiting piece, and the limiting pieces are arranged along the circumferential direction of the first vibration reduction pad; the thickness of the first vibration reduction pad and the thickness of the vibration reduction section are both larger than the length of the limiting piece along the axial direction of the first vibration reduction pad. The second vibration reduction pad is sleeved on the supporting piece. A fastener is coupled to the support member, the fastener configured to limit separation of the first vibration dampening pad from the second connection segment.

Description

Vibration isolator and engineering vehicle

Technical Field

The application relates to the technical field of engineering machinery, in particular to a vibration isolator and an engineering vehicle.

Background

Mechanical equipment necessary for engineering transportation of engineering vehicles. For example, a wheel loader is a large, medium and small multipurpose high-efficiency engineering vehicle mainly for loading and unloading comprehensive materials such as soil, sand, coal and the like, and is suitable for the fields of mining sites, ports, road construction and the like. The wheel loader has a complex and variable working environment and large jolt fluctuation in the working process, so that the comfort of a driver in working is greatly reduced.

Disclosure of Invention

The embodiment of the application provides a vibration isolator and engineering vehicle for solve current engineering vehicle and jolt and fluctuate great in the operation in-process, lead to the lower problem of navigating mate at the during operation travelling comfort.

In order to achieve the above purpose, the embodiments of the present application adopt the following technical solutions:

in a first aspect, a vibration isolator is provided that includes a first vibration dampening mat, a second vibration dampening mat, a limiter, a support, and a fastener. A first annular groove is formed in one side surface of the first vibration reduction pad, and the first annular groove is arranged along the circumferential direction of the first vibration reduction pad. The second vibration reduction pad comprises a vibration reduction section, a first connecting section and a second connecting section which are distributed along the axial direction of the second vibration reduction pad in sequence, and the diameter of the second vibration reduction pad is reduced in sequence, and the second vibration reduction pad is sleeved on the second connecting section. The damping sections of the first damping pad and the second damping pad are respectively provided with a limiting piece, and the limiting pieces are arranged along the circumferential direction of the first damping pad and are used for limiting the deformation of the first damping pad and the damping section along the radial direction of the first damping pad and the damping section; the thickness of the first vibration reduction pad and the thickness of the vibration reduction section are both larger than the length of the limiting piece along the axial direction of the first vibration reduction pad. The second vibration reduction pad is sleeved on the supporting piece. The both ends of support piece all are provided with the fastener, and the fastener is connected with support piece, and the fastener is used for restricting first damping pad and second linkage segment separation.

The vibration isolator that this application first aspect provided, its first damping pad butt between engineering vehicle's locomotive and frame, the damping section setting of second damping pad is kept away from one side of locomotive in the frame. And the fastener is respectively arranged on one side of the headstock far away from the frame and one side of the frame far away from the headstock so as to lock the first vibration reduction pad and the second vibration reduction pad. Therefore, in the process of working of the engineering vehicle, the frame jolts due to complex road conditions, and then generated vibration can be effectively attenuated by the first vibration damping pad and the second vibration damping pad, so that the vibration transmitted to the vehicle head (namely the cab) is slowed down, and the comfort of a driver in working is improved.

And, all be provided with the locating part on the damping section of above-mentioned first damping pad and second damping pad, this locating part can restrict the deformation that damping pad along radial emergence to avoid damping pad to lead to the condition emergence of inefficacy because of being compressed excessively. In addition, set up first annular groove on first damping pad, this first annular groove can increase the deformation volume of first damping pad in the scope of locating part restriction deformation to when avoiding first damping pad to be excessively compressed, can also guarantee the deformation volume of first damping pad, and then can effectively attenuate the vibration that leads to the road surface to be uneven to cause, be favorable to further promoting the travelling comfort of navigating mate at the during operation.

In some embodiments of the present application, the stop is embedded within the damping segments of the first and second damping pads. Under this structure, be favorable to promoting the structural strength between locating part and the first shock pad and between the shock attenuation section of locating part and second shock pad to can make overall structure more stable.

In some embodiments of the present application, the stop includes a stop plate and a support plate. The limiting plate is parallel to the axis of the first vibration reduction pad and is arranged around the axis of the first vibration reduction pad; along the axial direction of the first vibration reduction pad, the length of the limiting plate is smaller than the thickness of the first vibration reduction pad and the thickness of the vibration reduction section. The backup pad is perpendicular with the axis of first damping pad, and sets up around the axis a week of first damping pad, and the backup pad sets up on the inner wall of limiting plate. Therefore, the limiting plate is used for limiting the damping sections of the first damping pad and the second damping pad, so that the first damping pad or the damping section is prevented from being invalid due to excessive compression. Meanwhile, the supporting plate increases the contact area between the limiting piece and the damping sections of the first damping pad and the second damping pad, so that the structural strength between the limiting piece and the damping sections of the first damping pad and the second damping pad is further improved.

In some embodiments of the present application, the support plate is disposed at one end of the limiting plate along the axial direction of the first vibration reduction pad. Under this structure, can make the backup pad be close to locomotive or frame, when the shock attenuation section of first shock pad or second shock pad was compressed, the backup pad can with frame or locomotive butt to increase the area of contact between locating part and frame or the locomotive, thereby can reduce the pressure that produces when the butt, be favorable to reducing the locating part atress, and then be favorable to prolonging the life of locating part and first shock pad and second shock pad.

In some embodiments of the present application, the cross sections of the first vibration reduction pad and the first annular groove are circular and are concentrically arranged. Therefore, when the first shock pad is extruded, the stress along the radial directions of the first shock pad is the same, so that the situation that the first shock pad is broken and damaged due to overlarge stress along a certain direction can be avoided.

In some embodiments of the present application, the first annular groove is provided in plurality, and the plurality of first annular grooves are distributed at intervals along the radial direction of the first vibration reduction pad, and the cross sections of the plurality of first annular grooves are all concentrically arranged. Therefore, the deformation space of the first shock pad is increased, the deformation amount of the first shock pad can be increased, and the shock absorption effect is improved.

In some embodiments of the present application, the vibration reduction section is provided with a second annular groove on a surface of the vibration reduction section away from the first connection section, the second annular groove being provided along a circumference of the vibration reduction section. Therefore, the deformation space of the damping section of the second damping pad can be increased, namely, the deformation quantity of the damping section is improved, and the damping effect is improved.

In some embodiments of the present application, the cross sections of the second vibration reduction pad and the second annular groove are circular and are concentrically arranged. Under this structure, can make the second shock pad along radial all directions atress balanced to avoid a certain direction to lead to the second shock pad to be broken by the fracturing because of the atress is too big.

In some embodiments of the present application, the vibration isolator further comprises a support pad disposed on a side of the vibration reduction section away from the first connection section and in abutment with the vibration reduction section. Therefore, the pre-tightening force of the fastener can be prevented from being directly applied to the second shock pad, the stressed area of the pre-tightening force can be increased, and a better pre-tightening effect can be achieved.

In a second aspect, an engineering vehicle is provided that includes a head, a frame, and a vibration isolator. The headstock is arranged on the frame. The vibration isolator is the vibration isolator according to any one of the above technical solutions, one of the vibration reduction sections of the first vibration reduction pad and the second vibration reduction pad is disposed at one side of the frame away from the vehicle head, and the other of the vibration reduction sections of the first vibration reduction pad and the second vibration reduction pad is disposed between the vehicle head and the frame. The fastener is arranged on one side of the headstock, which is far away from the frame, and is connected with the first end of the supporting piece; the other fastener is arranged on one side of the frame far away from the headstock and is connected with the second end of the supporting piece.

The engineering vehicle provided in the second aspect of the present application, due to including the vibration isolator according to any one of the above technical aspects, can solve the same technical problems and achieve the same technical effects.

Drawings

Fig. 1 is a block diagram of an engineering vehicle provided in an embodiment of the present application;

FIG. 2 is a partial block diagram of an engineering vehicle provided in the prior art;

fig. 3 is a block diagram of an isolator provided in an embodiment of the present application;

fig. 4 is an exploded view of a vibration isolator provided in an embodiment of the present application;

FIG. 5 is a block diagram of a second shock pad provided in an embodiment of the present application;

fig. 6 is a connection structure diagram of an isolator and a headstock and a frame provided in an embodiment of the present application;

FIG. 7 is a cross-sectional block diagram of a support and fastener provided in an embodiment of the present application;

FIG. 8 is a cross-sectional block diagram of another support and fastener provided in an embodiment of the present application;

fig. 9 is a connection structure diagram of another vibration isolator, a headstock and a frame according to the embodiment of the present application;

fig. 10 is a structural diagram of a limiting member according to an embodiment of the present application;

FIG. 11 is a block diagram of another stop member according to an embodiment of the present disclosure;

FIG. 12 is a block diagram of yet another stop member provided in an embodiment of the present application;

fig. 13 is a block diagram of another vibration isolator provided in an embodiment of the present application;

fig. 14 is a block diagram of a first shock pad according to an embodiment of the present application.

Reference numerals: 10-engineering vehicle; 100-headstock; 110-a bottom wall; 200-frames; 210-top wall; 300-vibration isolator; 310-a first vibration dampening mat; 310 a-a first annular groove; 310 b-mounting port; 320-a second vibration dampening mat; 321-a vibration reduction section; 321 a-a second annular groove; 322-first connection section; 323-a second connecting section; 330-a limiting piece; 331-a limiting plate; 332-a support plate; 340-a support; 341-supporting the tube; 342-supporting rods; 350-a fastener; 351-screws; 352-nut; 360-support pad.

Detailed Description

The following description of the technical solutions in the embodiments of the present application will be made with reference to the drawings in the embodiments of the present application, and it is apparent that the described embodiments are only some embodiments of the present application, but not all embodiments.

Hereinafter, the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first", "a second", etc. may explicitly or implicitly include one or more such feature.

Furthermore, in this application, directional terms "upper", "lower", etc. are defined with respect to the orientation in which the components are schematically disposed in the drawings, and it should be understood that these directional terms are relative concepts, which are used for description and clarity with respect thereto, and which may be varied accordingly with respect to the orientation in which the components are disposed in the drawings.

In the present application, unless explicitly specified and limited otherwise, the term "coupled" is to be construed broadly, and for example, "coupled" may be either fixedly coupled, detachably coupled, or integrally formed; can be directly connected or indirectly connected through an intermediate medium.

The present embodiments provide a work vehicle 10, such as a wheel loader. Referring to fig. 1, fig. 1 is a block diagram of a construction vehicle 10 according to an embodiment of the present application. The work vehicle 10 includes a head 100 and a frame 200. The headstock 100 is disposed on a frame 200.

The vehicle head 100 includes a cab for a driver to maneuver the work vehicle 10 within the cab. The frame 200 includes a loading assembly for loading cargo and a power assembly for driving the work vehicle 10 on a road surface to transport the cargo. And the power assembly is operated by the driver in the cab.

Because the work environment of the work vehicle 10 is complex, the road surface is uneven. Therefore, the construction vehicle 10 generates strong jolts in the form process, and the jolts are transmitted to the cab of the vehicle head 100 through the frame 200, so that the driver in the cab experiences strong vibrations, thereby affecting the comfort of the driver's work.

In order to solve the above-mentioned problems, referring to fig. 2, fig. 2 is a partial block diagram of a construction vehicle 10 according to the prior art. Vibration isolator 300 is generally employed in the prior art to dampen vibrations. Specifically, a vibration isolator 300 is provided between the head 100 and the frame 200 to dampen vibrations transmitted to the head 100. Most isolator 300 that use among the prior art is made of rubber materials, and this isolator 300 butt is between frame 200 and locomotive 100, and when engineering vehicle 10 situation's in-process, frame 200 is because of jolting produces vibration, and this isolator 300 is extruded, then isolator 300 is through the elastic deformation that self takes place, exerts the reaction force to frame 200 to offset vibration and form the buffering, thereby effectively the vibration that the attenuation caused because of the road surface is uneven, and then can slow down the vibration that transmits to locomotive 100, is favorable to promoting the travelling comfort of navigating mate in the course of the work.

However, when the vibration isolator 300 made of rubber has a critical value due to the deformation amount of its own material, when the vibration isolator 300 is excessively compressed, resulting in the deformation amount thereof being greater than the critical value, the vibration isolator 300 is disabled and vibration cannot be continuously damped. Thus, the service life of the vibration isolator 300 is reduced.

To extend the useful life of the vibration isolator 300, embodiments of the present application provide another vibration isolator 300 that can reduce the risk of failure of the vibration isolator 300 due to compression while increasing the amount of deformation of the vibration isolator 300. Referring to fig. 3 and 4, fig. 3 is a block diagram of an isolator 300 according to an embodiment of the present application, and fig. 4 is an exploded view of the isolator 300 according to an embodiment of the present application. The vibration isolator 300 includes a first vibration dampening mat 310, a second vibration dampening mat 320, a limiter 330, a support 340, and a fastener 350.

Specifically, referring to fig. 5 and 6, fig. 5 is a structural diagram of a second shock pad 320 provided in an embodiment of the present application, and fig. 6 is a connecting structural diagram of an isolator 300, a vehicle head 100 and a frame 200 provided in an embodiment of the present application. The second vibration-damping pad 320 is sleeved on the supporting member 340, the second vibration-damping pad 320 includes a vibration-damping section 321, a first connecting section 322 and a second connecting section 323 sequentially arranged along the axial direction thereof, and the diameters of the vibration-damping section 321, the first connecting section 322 and the second connecting section 323 sequentially decrease. The first vibration-damping pad 310 is sleeved on the second connecting section 323. Wherein one of the vibration reduction sections 321 of the first vibration reduction pad 310 and the second vibration reduction pad 320 is disposed at a side of the frame 200 away from the vehicle head 100, and the other one of the vibration reduction sections 321 of the first vibration reduction pad 310 and the second vibration reduction pad 320 is disposed between the frame 200 and the vehicle head 100. That is, the second connecting section 323 of the second vibration reduction pad 320 penetrates through the frame 200 and extends into one side of the frame 200 away from the vibration reduction section 321, so that the first vibration reduction pad 310 is sleeved on the second connecting section 323. Finally, one of the two fastening members 350 at both ends of the supporting member 340 is disposed at a side of the vehicle head 100 away from the frame 200, and the other is disposed at a side of the frame 200 away from the vehicle head 100 and is fixedly connected with the supporting member 340, respectively, so as to apply a pre-tightening force to the first vibration-damping pad 310 and the second vibration-damping pad 320, so that the vibration-damping sections 321 of the first vibration-damping pad 310 and the second vibration-damping pad 320 are fixed at both sides of the frame 200.

The above-mentioned side of the frame 200 away from the headstock 100 and the side of the headstock 100 away from the frame 200 refer to opposite wall plates on the frame 200 or the headstock 100, that is, the fastening members 350 are respectively disposed on two sides of two opposite wall plates of the frame 200 and the headstock 100, so that the first vibration-damping pad 310 and the second vibration-damping pad 320 can be abutted against the headstock 100 and the frame 200 and locked relatively.

Illustratively, the bottom wall 110 of the headstock 100 and the top wall 210 of the frame 200 are disposed opposite to each other, so that the first vibration-damping pad 310 may be disposed between the bottom wall 110 of the headstock 100 and the top wall 210 of the frame 200, and the second connecting section 323 of the second vibration-damping pad 320 extends from the lower side of the top wall 210 of the frame 200 to the upper side of the top wall 210 of the frame 200, so that the first vibration-damping pad 310 is sleeved on the second connecting section 323. One of the fasteners 350 is disposed above the bottom wall 110 of the vehicle head 100, that is, within the housing of the vehicle head 100, so that the first damper pad 310 can be brought into contact with the bottom wall 110 of the vehicle head 100 when the fastener 350 is locked.

In some embodiments, referring to fig. 7, fig. 7 is a cross-sectional view of a support 340 and fastener 350 according to an embodiment of the present application. The supporting member 340 may be a supporting tube 341 made of a steel structure, internal threads may be disposed on an inner wall of the supporting member 340, the fastening member 350 may be a screw 351, and the two screws 351 are respectively disposed at two ends of the supporting tube 341 and are engaged with the internal threads on the inner wall of the supporting tube 341, thereby fixing the first vibration-damping pad 310 and the second vibration-damping pad 320.

Alternatively, referring to fig. 8, fig. 8 is a cross-sectional view of another support 340 and fastener 350 provided in an embodiment of the present application. The supporting member 340 may be a supporting rod 342 made of a steel structure, external threads may be disposed on outer walls of two ends of the supporting rod 342, the fastening member 350 may include nuts 352, and the two nuts 352 are disposed on two ends of the supporting rod 342 and are engaged with the external threads on the outer walls of the supporting rod 342, so that locking forces can be applied to two ends of the first vibration damping pad 310 and the second vibration damping pad 320, so that the first vibration damping pad 310 and the second vibration damping pad 320 are fixedly connected with the vehicle head 100 and the frame 200.

Since the first vibration-damping pad 310 is sleeved on the second connecting section 323 of the second vibration-damping pad 320, that is, the first vibration-damping pad 310 is provided with the mounting opening 310b (as shown in fig. 4), the mounting between the first vibration-damping pad 310 and the second vibration-damping pad 320 is convenient, and the mounting direction is not required to be considered. Accordingly, the first vibration damping pad 310 may be disposed between the frame 200 and the head 100, and the vibration damping section 321 of the second vibration damping pad 320 may be mounted between the frame 200 and the head 100. Therefore, the comparison of the present application is not particularly limited. In the following, the first vibration damping pad 310 is disposed between the headstock 100 and the machine frame 200, and the vibration damping section 321 of the second vibration damping pad 320 is disposed on one side of the machine frame 200 away from the headstock 100.

In some embodiments, each of the first vibration damping pad 310 and the second vibration damping pad 320 may have a cylindrical structure, that is, the cross sections (cross sections perpendicular to the axis thereof) of the first vibration damping pad 310 and the second vibration damping pad 320 are circular structures, and are coaxially disposed. In this way, when the first vibration damping pad 310 or the second vibration damping pad 320 is compressed under the force, the forces along the radial directions are the same, so that the occurrence of the situation that the vibration damping pad is cracked due to overlarge local force is avoided, and the service life of the vibration damping pad is prolonged.

Further, since the vibration damping sections 321 of the first vibration damping pad 310 and the second vibration damping pad 320 described above are each used to cancel out vibration, the vibration damping sections 321 of the first vibration damping pad 310 and the second vibration damping pad 320 may be provided in exactly the same structure. That is, first damping pad 310 and damping segment 321 may be provided in a structure having exactly the same size. For example, both have the same thickness and diameter. Alternatively, since the first vibration-damping pad 310 is disposed between the frame 200 and the vehicle head 100 and receives a larger pressing force, the thickness dimension of the first vibration-damping pad 310 may be made larger than the thickness dimension of the vibration-damping section 321, thereby making the first vibration-damping pad 310 have a larger deformation amount. It is understood that when the vibration reduction section 321 of the second vibration reduction pad 320 is disposed between the frame 200 and the vehicle head 100, the thickness of the vibration reduction section 321 may be larger.

In order to avoid the vibration-damping section 321 of the second vibration-damping pad 320 directly abutting against the fastener 350, refer to fig. 9, and fig. 9 is a connection structure diagram of another vibration isolator 300 provided in the application embodiment and the vehicle head 100 and the frame 200. The vibration isolator 300 further includes a support pad 360, the support pad 360 is sleeved on an end of the support 340 away from the vehicle head 100, and the fastener 350 abuts against a side of the support pad 360 away from the second vibration damping pad 320. In this way, the locking force of the fastener 350 can be prevented from directly acting on the second vibration-damping pad 320, so that the second vibration-damping pad 320 is prevented from being damaged due to being pressed by the fastener 350.

Based on this, the vibration isolator 300 provided in the embodiment of the present application further includes a limiting member 330 as shown in fig. 4, where the limiting member 330 is disposed on the vibration damping sections 321 of the first vibration damping pad 310 and the second vibration damping pad 320, and the limiting member 330 is disposed along the circumferential direction of the first vibration damping pad 310, so as to limit the deformation of the vibration damping sections 321 of the first vibration damping pad 310 and the second vibration damping pad 320 along the radial direction thereof. Also, the thickness of the vibration damping sections 321 of the first vibration damping pad 310 and the second vibration damping pad 320 is greater than the length of the stopper 330 in the axial direction of the first vibration damping pad 310. In this way, the limiting member 330 disposed between the frame 200 and the headstock 100 can be prevented from directly abutting against the frame 200 and the headstock 100 at both ends to form a support, so that the first vibration-damping pad 310 cannot play a role in vibration damping.

Note that, since the stopper 330 provided on the first damper pad 310 and the stopper 330 provided on the damper segment 321 of the second damper pad 320 have the same structure, the stopper 330 provided on the first damper pad 310 will be described in detail below as an example.

Specifically, referring to fig. 10, fig. 10 is a block diagram of a limiting member 330 according to an embodiment of the present application. The stopper 330 may include a stopper plate 331. The limiting plate 331 is parallel to the axis of the first vibration damping pad 310 and is disposed around the axis of the first vibration damping pad 310. Wherein, along the axial direction of the first vibration damping pad 310, the length of the limiting plate 331 is smaller than the thickness of the first vibration damping pad 310.

In this way, since the limiting plate 331 is disposed along the circumferential direction of the first vibration damping pad 310, and the length of the limiting plate 331 is smaller than the thickness of the first vibration damping pad 310. Therefore, when the frame 200 vibrates due to jolting, the first vibration-damping pad 310 is pressed, and the first vibration-damping pad 310 is elastically deformed due to the pressing. Meanwhile, since the pressing force applied to the first vibration-damping pad 310 is the pressing force applied by the frame 200 and the head 100 in the axial direction thereof, the first vibration-damping pad 310 is deformed in the radial direction thereof. At this time, when the first vibration-damping pad 310 deforms along the first vibration-damping pad, the elastic force is applied to the limiting plate 331, so that the limiting plate 331 prevents the first vibration-damping pad 310 from further deforming, and applies a reaction force to the first vibration-damping pad 310, where the reaction force is used to make the first vibration-damping pad 310 apply an elastic force to the frame 200 and the vehicle head 100, so as to counteract the vibration, so as to reduce the vibration transmitted to the vehicle head 100 (i.e. the cab), and further facilitate the improvement of the comfort of the driver during the working process.

Compared to the prior art, the vibration isolator 300 provided by the present application can counteract the vibration by the reaction force applied by the limiting plate 331 in addition to the vibration by the elastic force generated by the self deformation, and thus, can obtain a better vibration reduction effect. And, it is advantageous to reduce the risk of failure of first damping pad 310 due to being over-compressed.

In some embodiments, the limiting plate 331 may be attached to an outer surface of the first vibration-damping pad 310, for example, a sleeve structure formed by the limiting plate 331 is directly sleeved on the first vibration-damping pad 310, and the limiting plate 331 is fixedly connected with the first vibration-damping pad 310 by means of gluing and fixing.

Alternatively, referring to fig. 10, the limiting plate 331 may be embedded in the first damping pad 310, for example, the first damping pad 310 may be manufactured by a fluidization process, in which the limiting plate 331 is disposed in a mold during fluidization, and after the rubber material is solidified into the first damping pad 310, the limiting plate 331 is embedded in the first damping pad 310.

To improve the structural stability between the limiting plate 331 and the first vibration reducing pad 310. Referring to fig. 11, fig. 11 is a block diagram of another limiting member 330 according to an embodiment of the present application. The stopper 330 may further include a support plate 332. The support plate 332 is perpendicular to the axis of the first vibration-damping pad 310 and is disposed around the axis of the first vibration-damping pad 310; the support plate 332 is disposed on an inner wall of the sleeve structure formed by the limiting plate 331.

Wherein, the supporting plate 332 and the limiting plate 331 may be embedded in the first vibration-damping pad 310, and the supporting plate 332 may increase the contact area between the limiting member 330 and the first vibration-damping pad 310, thereby being beneficial to improving the connection stability between the limiting member 330 and the first vibration-damping pad 310.

In some embodiments, the support plate 332 may be disposed at a middle portion of the inner wall of the limiting plate 331 in the axial direction. Alternatively, with continued reference to fig. 11, the support plate 332 may be disposed at one end of the inner wall of the limiting plate 331 along the axial direction. Compare in setting up in the middle part of limiting plate 331 to backup pad 332, set up backup pad 332 in the tip of limiting plate 331, be favorable to promoting overall structure's support strength.

Specifically, with continued reference to fig. 11 and in combination with the frame 200 and the headstock 100 shown in fig. 6, when the frame 200 and the headstock 100 respectively abut against both ends of the limiting plate 331 in the axial direction during the process of applying the pressing force to the first vibration damping pad 310 by the frame 200 and the headstock 100, the supporting plate 332 is disposed at one end of the limiting plate 331 in the axial direction, so that the supporting plate 332 can abut against the frame 200 or the headstock 100. Because the supporting plate 332 is disposed along the axial direction perpendicular to the first vibration-damping pad 310, the contact area between the supporting plate 332 and the headstock 100 or the frame 200 is larger, so that the extrusion force applied by the limiting member 330 is reduced, and the supporting strength of the overall structure is improved, so that the damage of the limiting member 330 caused by excessive extrusion is avoided.

In other embodiments, referring to fig. 12, fig. 12 is a schematic view of a limiting member 330 according to another embodiment of the present application. The limiting plates 331 may be provided in plurality, and the limiting plates 331 may be spaced apart from each other in the radial direction of the first vibration damping pad 310 and are fixed to one side surface of the supporting plate 332. In this way, the plurality of limiting plates 331 and the plurality of sleeve structures are sequentially sleeved, and the plurality of limiting plates 331 limit the first damping pad 310 in a multi-layer manner, so that the risk of failure of the first damping pad 310 due to excessive extrusion is further reduced.

In addition, the limiting member 330 disposed on the vibration damping section 321 of the second vibration damping pad 320 has the same structure as the limiting member 330 disposed on the first vibration damping pad 310. It should be noted that, the supporting plate 332 of the limiting member 330 disposed on the vibration reduction section 321 may be disposed at one end of the limiting plate 331 near the top wall 210 of the stand 200, so that when the vibration reduction section 321 is compressed, the supporting plate 332 can abut against the top wall 210 of the stand 200, thereby increasing the contact area and reducing the stress.

On this basis, in order to further raise the deformation amount of the first vibration-damping pad 310 while restricting the deformation of the first vibration-damping pad 310 in the radial direction thereof, the damping of the vibration isolator 300 is increased. Referring to fig. 13 and 14, fig. 13 is a block diagram of another vibration isolator 300 according to an embodiment of the present application, and fig. 14 is a block diagram of a first shock pad 310 according to an embodiment of the present application. The first vibration damping pad 310 provided in this embodiment may further be provided with a first annular groove 310a, where the first annular groove 310a is disposed along the circumferential direction of the first vibration damping pad 310. In this way, the first annular groove 310a can provide a certain deformation space for the first vibration-damping pad 310, so as to increase the deformation amount of the first vibration-damping pad 310, thereby being beneficial to increasing the damping of the vibration isolator 300 and further improving the vibration-damping effect of the vibration isolator 300.

In some embodiments, the first annular groove 310a is circular in cross section perpendicular to the axial direction of the first vibration damping pad 310, and is disposed coaxially with the cross section of the first vibration damping pad 310. Therefore, the deformation amounts of the first vibration-damping pad 310 along the radial directions are the same, and the first vibration-damping pad 310 of the vibration isolator 300 can effectively attenuate the deformation amounts to play a vibration-damping role no matter when the head 100 of the working vehicle 10 leans forward, leans backward or leans sideways.

In other possible embodiments, a plurality of first annular grooves 310a may be provided, and the plurality of first annular grooves 310a are spaced apart along the radial direction of the first vibration-damping pad 310, and the cross sections of the plurality of first annular grooves 310a are all concentrically provided. With this structure, it is advantageous to further enhance the deformation amount of the first vibration-damping pad 310, thereby further enhancing the vibration-damping effect of the vibration isolator 300.

It should be noted that, when the first annular grooves 310a are provided in plurality and the limiting plates 331 are also provided in plurality, the plurality of first annular grooves 310a and the plurality of limiting plates 331 may be alternately distributed in sequence along the radial direction of the first vibration damping pad 310. For example, a limiting plate 331 is disposed between two adjacent first annular grooves 310a, and a first annular groove 310a is disposed between two adjacent limiting plates 331. A plurality of limiting plates 331 may be disposed between two adjacent first annular grooves 310a, or a plurality of first annular grooves 310a may be disposed between two adjacent limiting plates 331. Therefore, the specific distribution of the first annular groove 310a and the limiting plate 331 is not particularly limited in this application.

In addition, as shown in fig. 4, 5 and 13, the vibration damping section 321 of the second vibration damping pad 320 may further be provided with a second annular groove 321a. The second annular groove 321a may be formed on a surface of the vibration-damping section 321 away from the first connection section 322, and the second annular groove 321a is disposed along a circumferential direction of the vibration-damping section 321 of the second vibration-damping pad 320. Since the second annular grooves 321a are identical in structure, number and distribution to the first annular grooves 310a on the first vibration-damping pad 310, the description thereof will not be repeated.

In the description of the present specification, a particular feature, structure, material, or characteristic may be combined in any suitable manner in one or more embodiments or examples.

The foregoing is merely specific embodiments of the present application, but the scope of the present application is not limited thereto, and any person skilled in the art can easily think about changes or substitutions within the technical scope of the present application, and the changes and substitutions are intended to be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims (10)

1. An isolator, comprising

The first vibration reduction pad is provided with a first annular groove on one side surface, and the first annular groove is arranged along the circumferential direction of the first vibration reduction pad;

the second vibration reduction pad comprises a vibration reduction section, a first connecting section and a second connecting section which are sequentially distributed along the axial direction of the second vibration reduction pad, the diameters of the vibration reduction sections are sequentially reduced, and the second vibration reduction pad is sleeved on the second connecting section;

the limiting pieces are arranged on the first vibration reduction pad and the vibration reduction section, and are arranged along the circumferential direction of the first vibration reduction pad and used for limiting the deformation of the first vibration reduction pad and the vibration reduction section along the radial direction of the first vibration reduction pad and the vibration reduction section; the thickness of the first vibration reduction pad and the thickness of the vibration reduction section are both larger than the length of the limiting piece along the axial direction of the first vibration reduction pad;

the second vibration reduction pad is sleeved on the support piece;

the fastener, support piece's both ends all are provided with the fastener, just the fastener with support piece connects, the fastener is used for restricting first damping pad with the separation of second linkage segment.

2. The vibration isolator according to claim 1, wherein the stop is embedded within the damping segments of the first and second damping pads.

3. The vibration isolator according to claim 2, wherein the limiter comprises:

the limiting plate is parallel to the axis of the first vibration reduction pad and is arranged around the axis of the first vibration reduction pad in a circle; the length of the limiting plate is smaller than the thickness of the first vibration reduction pad and the thickness of the vibration reduction section along the axial direction of the first vibration reduction pad;

the supporting plate is perpendicular to the axis of the first vibration reduction pad and is arranged around the axis of the first vibration reduction pad; the backup pad set up in on the inner wall of limiting plate.

4. The vibration isolator according to claim 3, wherein the support plate is provided at one end of the limiting plate in the axial direction of the first vibration damping pad.

5. The vibration isolator according to any one of claims 1 to 4, wherein the first vibration-damping pad and the first annular groove are circular in cross section and are concentrically arranged.

6. The vibration isolator according to claim 5, wherein a plurality of the first annular grooves are provided, the plurality of first annular grooves are spaced apart in a radial direction of the first vibration damping pad, and the plurality of first annular grooves are all concentrically disposed in cross section.

7. The vibration isolator according to any one of claims 1 to 4, wherein a second annular groove is provided on a surface of the vibration-reduction section remote from the first connection section, the second annular groove being provided along a circumferential direction of the vibration-reduction section.

8. The vibration isolator according to claim 7, wherein the second vibration dampening mat and the second annular groove are both circular in cross-section and are concentrically disposed.

9. The vibration isolator according to claim 8, further comprising:

the support gasket is arranged on one side, away from the first connecting section, of the vibration reduction section and is abutted to the vibration reduction section.

10. An engineering vehicle, comprising:

a headstock;

the headstock is arranged on the frame;

a vibration isolator according to any one of claims 1 to 9, wherein one of the vibration damping sections of the first vibration damping pad and the second vibration damping pad is disposed on a side of the frame away from the head, and the other is disposed between the head and the frame; the fastener is arranged on one side of the headstock, which is far away from the frame, and is connected with the first end of the supporting piece; the other fastener is arranged on one side of the frame far away from the headstock and is connected with the second end of the supporting piece.

Images