JP2017030386A - Vibration isolation structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vibration isolation structure which can reliably and easily obtain a vibration isolation effect for an engine.SOLUTION: A vibration isolation structure X comprises: a first bracket 10 attached to an engine 2; a second bracket 20 attached to a frame 1; and a vibration isolation part 30 which is located between the first bracket 10 and the second bracket 20, and reduces vibration which is transmitted from the first bracket 10 to the second bracket 20. The first bracket 10 has a first plane part 15a located along a virtual plane P which passes a center axis L1 of an output shaft 6 of the engine 2 and is inclined obliquely downwards from the center axis L1. The vibration isolation part 30 is interposed between the first plane part 15a and the second bracket 20.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a vibration isolation structure provided to support an engine mounted on a frame.

  As such a technique, as described in Patent Document 1, a vibration isolator that is applied to an engine of a traveling work machine such as a drug spreader is known. In the technique described in Patent Document 1, the same vibration isolator is provided at four locations below the engine. Each vibration isolator is provided with a frame-side bracket and an engine-side bracket, and the engine-side bracket is provided with an inclined surface extending so as to face the crankshaft of the engine. A vibration absorbing member including a V-type anti-vibration rubber is attached to the inclined surface. During operation of the work machine, minute vibrations generated in the engine and the crankshaft are absorbed by the vibration isolating rubber.

JP 2003-161344 A

  In the prior art, it has not been sufficient to examine the arrangement relationship between the engine and the vibration isolation member. For example, in the anti-vibration structure 100 shown in FIG. 7A, an anti-vibration rubber 103 is provided between the frame side bracket 101 and the engine side bracket 102, and the anti-vibration rubber 103 is provided on the rotating shaft 104 of the engine. It is provided on the left and right sides. When the central axis 104a of the rotating shaft 104 is used as a reference, the anti-vibration rubber 103 is disposed on both upper and lower sides of the horizontal plane including the central axis 104a. In the engine side bracket 102, the plate-like portion 102a provided with the vibration isolating rubber 103 is disposed horizontally.

  Further, in the vibration isolating structure 110 shown in FIG. 7B, an anti-vibration rubber 113 is provided between the frame side bracket 111 and the engine side bracket 112, and the anti-vibration rubber 113 is provided on the rotating shaft 114 of the engine. It is provided diagonally below the left and right. When the center axis 114a of the rotating shaft 114 is used as a reference, the anti-vibration rubber 113 is disposed so as to be inclined with respect to the center axis 114a. The plate-like portion 112a provided with the anti-vibration rubber 113 in the engine side bracket 112 is inclined so as to become lower toward the engine side.

  Further, in both the vibration isolating structure 100 shown in FIG. 7 (a) and the vibration isolating structure 110 shown in FIG. 7 (b), the anti-vibration rubber 103, symmetrically about the central axis lines 104a and 114a, is provided. 113 may be disposed, and the anti-vibration rubbers 103 and 113 may be disposed asymmetrically about the central axes 104a and 114a. As described above, since the arrangement relationship has not been sufficiently studied in the related art, there is a case in which it is difficult to obtain the anti-vibration effect depending on the position and angle at which the anti-vibration member is attached.

  An object of this invention is to provide the vibration proof structure which can acquire the vibration proof effect of an engine reliably and easily.

  One aspect of the present invention is an anti-vibration structure (X) provided to support an engine (2) mounted on a frame (1), and includes a first bracket (10) attached to the engine (2), The second bracket (20) attached to the frame (1) and the first bracket (10) to the second bracket (20) are disposed between the first bracket (10) and the second bracket (20). The first bracket (10) passes through the center axis (L1) of the output shaft (6) of the engine (2) and the center axis (L1). ) Having a first plane part (15a) disposed along a virtual plane (P) inclined obliquely downward, and the vibration isolation part (30) includes a first plane part (15a) and a second bracket (20). )

  According to this anti-vibration structure (X), the first plane portion (15a) of the first bracket (10) attached to the engine (2) is the central axis (L1) of the output shaft (6) of the engine (2). ) Along a virtual plane (P) passing through. This virtual plane (P) is a plane inclined obliquely downward from the central axis (L1). Since the anti-vibration part (30) is provided in the first plane part (15a) having such a positional relationship with respect to the central axis (L1) of the output shaft (6), rotational fluctuations, that is, vibrations generated in the engine (2). Can be reliably and effectively suppressed. In addition, by appropriately determining the position of the first plane portion (15a) on the virtual plane (P), it is possible to optimize the vibration isolation effect by the vibration isolation portion (30). Therefore, it is easy to determine the arrangement of the first flat surface portion (15a) and the vibration isolation portion (30), and the vibration isolation effect can be easily obtained.

  The second bracket (20) has a second plane part (25) disposed below the first plane part (15a) and parallel to the first plane part (15a), and the vibration isolator (30) is Further, it may be interposed between the first plane part (15a) and the second plane part (25). In this case, the first flat surface portion (15a) of the first bracket (10), the second flat surface portion (25) of the second bracket (20), and the vibration isolating portion (30) interposed therebetween. The optimal vibration isolation effect can be obtained by cooperation.

  The vibration isolator (30) is provided on both the first surface side facing the second flat surface portion (25) of the first flat surface portion (15a) and the second surface side opposite to the first surface. It may be. In this case, the anti-vibration effect is enhanced by the anti-vibration parts (30) provided on both sides of the first plane part (15a).

  The first plane part (15a) has a through hole (17a) that penetrates the first plane part (15a) in a direction perpendicular to the virtual plane (P), and a part (31e, 32e) may enter the through hole (17a). In this case, the anti-vibration effect is enhanced by a part (31e, 32e) of the anti-vibration part (30) that has entered the through hole (17a) of the first plane part (15a).

  According to the present invention, the vibration isolation effect of the engine (2) can be obtained reliably and easily.

It is a perspective view which shows the working machine with which the vibration proof structure of one Embodiment of this invention was applied. It is a side view of the working machine of FIG. It is a disassembled perspective view of the vibration proof structure applied to the working machine of FIG. It is sectional drawing which shows the positional relationship of the vibration proof structure with respect to the center axis line of an output shaft. It is sectional drawing which expands and shows the principal part of FIG. FIG. 5 is a cross-sectional view of a vibration isolating structure having a design different from that of FIG. 4. (A) And (b) is sectional drawing of the anti-vibration structure which concerns on a comparative example.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the description of the drawings, the same elements are denoted by the same reference numerals, and redundant descriptions are omitted. In the following description, the terms “front and rear” and “left and right” are based on the vehicle on which the work implement M is mounted.

  As shown in FIGS. 1 and 2, the work machine M is mounted on a traveling vehicle, for example, for performing farm work. The work machine M includes an engine 2 mounted on the frame 1. The work machine M generates power necessary for farm work by the engine 2. Although the kind of working machine M is not specifically limited, As working machine M, the control machine for spraying a chemical | medical agent etc. are mentioned, for example. As shown in FIG. 1, the engine 2 is mounted on the two frames 1 that are part of the bogie frame of the traveling vehicle by the vibration isolation structure X of the present embodiment. The frame 1 is, for example, a pair of long steel materials extending in the front-rear direction of the vehicle, and is spaced apart in the left-right direction of the vehicle.

  The vibration isolation structure X is provided to support the engine 2. The vibration isolation structure X suppresses vibration generated in the engine 2 from being transmitted to the frame 1 side. The vibration isolation structure X includes a vibration isolation device 3 provided between the engine 2 and the frame 1. In other words, the engine 2 is mounted on the frame 1 via the vibration isolator 3. The engine 2 is mounted such that the crank portion 2a (see FIG. 2) is disposed on the lower side and the cylinder portion 2b is disposed on the upper side.

  The output shaft 6 of the engine 2 protruding from the crank portion 2a is disposed horizontally, for example, along the front-rear direction of the vehicle. In other words, the central axis L1 of the output shaft 6 extends horizontally along the front-rear direction of the vehicle. In addition, the direction and position where the engine 2 is arranged are not particularly limited, and may be different from the example of the present embodiment.

  The engine 2 includes one or more transmission mechanisms 7 for transmitting the power from the output shaft 6 to other devices. The transmission mechanism 7 includes a pulley, a belt, a gear mechanism, or the like, and transmits power using these. As shown in FIG. 2, the rotational driving force generated in the engine 2 is converted into rotational force on a plurality of rotational axes L2, L3, and L4 different from the central axis L1 via the output shaft 6 and the transmission mechanism 7. The Each rotation axis L2, L3, L4 may be parallel to the center axis L1, or the rotation direction may be changed and may be in a different direction from the center axis L1.

  Next, the vibration isolator 3 constituting the vibration isolating structure X will be described in detail. The vibration isolator 3 has a pair of left and right foundation brackets 9, 9 fixed on the frame 1, and a pair of left and right vibration isolation units 4, 4 attached on the foundation brackets 9, 9. The base bracket 9 is made of, for example, channel steel, and an open portion of the C-shaped cross section is directed to the side. The pair of anti-vibration units 4, 4 are disposed on the left and right sides of the central axis L <b> 1 of the output shaft 6. Each anti-vibration unit 4 is disposed obliquely below the crank portion 2a, and supports the engine 2 from the lower left and right sides by the four support portions 12.

  One anti-vibration unit 4 and the other anti-vibration unit 4 basically have the same configuration. One anti-vibration unit 4 and the other anti-vibration unit 4 may be provided symmetrically with respect to the central axis L1 of the output shaft 6 or may be provided asymmetrically. The size (length and size), shape, and position of each vibration isolation unit 4 is appropriately determined depending on various layouts on the vehicle, the driving force output from the engine 2, the use form / use position of the driving force, and the like. It can be set.

  As shown in FIG. 3, the vibration isolation unit 4 includes a first bracket 10 attached to the engine 2 and a second bracket 20 attached to the frame 1 via a foundation bracket 9. The first bracket 10 is an engine side bracket, and the second bracket 20 is a frame 1 side bracket. The first bracket 10 extends in the left-right direction. One end of the first bracket 10 (the end closer to the center axis L1) is fixed to the side surface of the engine 2, and the other end (the end projecting sideways) is on the second bracket 20. It is fixed to. The second bracket 20 extends in the front-rear direction along the frame 1 and the foundation bracket 9 and is fixed on the foundation bracket 9.

  Between the 1st bracket 10 and the 2nd bracket 20, the vibration isolator 30 which suppresses transmission of the vibration which generate | occur | produces with the engine 2 is provided. The vibration isolator 30 reduces the vibration of the engine 2 transmitted from the first bracket 10 to the second bracket 20. The anti-vibration part 30 is provided in the support part 12 of four places in total, one place each of front and rear, right and left. The four anti-vibration units 30 are provided, for example, symmetrically with respect to the central axis L1 as described above, but may be provided asymmetrically.

  The second bracket 20 includes a base plate 23 having an L-shaped cross section fixed to the foundation bracket 9. A long seat plate 22 is interposed between the base plate 23 and the foundation bracket 9 (see FIG. 4). The base plate 23 extending in the front-rear direction is fixed to the foundation bracket 9 by a plurality of fasteners 21 made of bolts and nuts. The base plate 23 is provided with a pedestal 24 for supporting the vibration isolator 30 at two locations separated in the front-rear direction. The pedestal portion 24 protrudes above the base plate 23. The pedestal portion 24 includes a flat plate-like second flat portion 25 provided to be inclined with respect to the horizontal base plate 23 (that is, non-parallel to the base plate 23). The vibration isolator 30 is provided on the second plane portion 25.

  The first bracket 10 includes a mounting plate 14 that is fixed to the side surface of the engine 2. The substantially rectangular mounting plate 14 extends in the front-rear direction and the vertical direction, and is fixed to the engine 2 by a plurality of fasteners 11 including bolts and nuts. Four side plates 13 projecting to the left or right side (outward with respect to the central axis L1) are joined to the mounting plate 14. Each side plate 13 is disposed so as to be orthogonal to the front-rear direction (that is, the direction of the central axis L1). A support plate 15 is joined between the pair of side plates 13 and 13 that are separated in the front-rear direction. Each support plate 15 extends in the front-rear direction and the left-right direction so as to be orthogonal to the pair of side plates 13, 13. The vibration isolator 30 is attached to the support plate 15 and the second flat portion 25 of the second bracket 20.

  With reference to FIG. 3 and FIG. 4, the attachment structure of the vibration isolator 30 is demonstrated. The support plate 15 of the first bracket 10 is disposed so as to be sandwiched between the side plates 13 in the front-rear direction, and the end portion closer to the center (closest to the central axis L1) is in contact with the mounting plate 14. The support plate 15 includes a flat plate-like first flat surface portion 15a disposed on the outer side in the left-right direction, and a flat plate-shaped third flat surface portion 15b disposed on the center side (side closer to the central axis L1). The 1st plane part 15a and the 3rd plane part 15b do not exist on the same plane, but have made the angle. An obtuse angle smaller than 180 degrees is formed between the first plane part 15a and the third plane part 15b. More specifically, the normal line of the outer first flat surface portion 15a goes outward in the left-right direction as it goes upward (away from the central axis L1). The normal line of the third plane portion 15b goes inward in the left-right direction as it goes upward (approaching the central axis L1). In addition, regarding the normal line of the 3rd plane part 15b, it does not specifically limit, You may face in the perpendicular direction. A linear joint portion (bent portion) between the first plane portion 15a and the third plane portion 15b extends in parallel with the direction of the central axis L1.

  As shown in FIG. 4, the first plane portion 15 a of the support plate 15 is disposed along a virtual plane P that passes through the center axis L <b> 1 of the output shaft 6 and is inclined obliquely downward from the center axis L <b> 1. The vibration isolator 30 is interposed between at least the first flat surface portion 15 a and the second bracket 20. More specifically, the second flat portion 25 of the second bracket 20 is disposed below the first flat portion 15a and is parallel to the first flat portion 15a. The vibration isolator 30 is interposed between at least the first plane part 15 a and the second plane part 25. Here, the virtual plane P forms an inclination angle θ with respect to the horizontal plane. The inclination angle θ is an acute angle, but may be, for example, 30 ° or less or 15 ° or less. The magnitude of the inclination angle θ is appropriately determined according to various layouts on the vehicle, the driving force output from the engine 2, the use form / use position of the driving force, and the like.

  As shown in FIGS. 4 and 5, the vibration isolator 30 has a vertically divided structure, and includes a lower first anti-vibration element 31 and an upper second anti-vibration element 32. Is included. The first anti-vibration element 31 and the second anti-vibration element 32 are, for example, the same element and are shared. In any case, the columnar first vibration isolation element 31 and the second vibration isolation element 32 are arranged symmetrically with respect to the virtual plane P.

  The first anti-vibration element 31 is a flat cylindrical anti-vibration rubber 31a capable of exhibiting an anti-vibration function, a through hole 31d formed along the central axis of the anti-vibration rubber 31a, and the first anti-vibration element 31 disposed in the through hole 31d. The steel penetration pipe 31b and the steel fitting ring 31c attached to the outer peripheral part of the vibration-proof rubber 31a are included. One end (upper part) in the axial direction of the vibration isolating rubber 31a is a fitting part 31e having a smaller diameter than the other end (lower part). Similarly, the second vibration isolation element 32 includes a vibration isolation rubber 32a, a through pipe 32b disposed in the through hole 32d, and a fitting ring 32c. One end portion (lower portion) of the anti-vibration rubber 32a in the axial direction is an insertion portion 32e having a smaller diameter than the other end portion (upper portion).

  The first flat surface portion 15a is provided with a circular through hole 17a penetrating in the plate thickness direction and a holding portion 17 formed on the periphery of the through hole 17a. The holding | maintenance part 17 is a cyclic | annular part made thicker than the 1st plane part 15a. The central axes of the holding part 17 and the through-hole 17a coincide with the normal line of the first plane part 15a, and the first vibration isolation element 31 and the second vibration isolation element 32 are attached concentrically with the central axis. Yes.

  More specifically, the insertion portion 31e of the first vibration isolation element 31 and the insertion portion 32e of the second vibration isolation element 32 are disposed in the through hole 17a and are in contact with each other in a planar shape. The first anti-vibration element 31 and the second anti-vibration element 32 are overlapped so as to be plane symmetric, and the fitting ring 31 c and the fitting ring 32 c are in contact with the holding portion 17. The first vibration isolation element 31 and the second vibration isolation element 32 in this state are sandwiched between the second flat surface portion 25 and the pressing plate 33. Bolts 36 are inserted into the through pipe 31 b and the through pipe 32 b that are connected in a straight line, and the first vibration isolation element 31 and the second vibration isolation element 32 are supported by the support plate 15 by screwing the bolt 36 and the nut 37. The first flat surface portion 15a is fastened and fixed. The bolt 36 is disposed on the central axis of the holding portion 17 and the through hole 17a. That is, the bolt 36 is disposed along the normal line of the first plane portion 15a.

  In this way, a part of the vibration isolator 30 (the fitting part 31e and the fitting part 32e) enters the through hole 17a. In other words, the cross section of the vibration isolator 30 exists on the virtual plane P. The fitting ring 31 c and the fitting ring 32 c are integrally in contact with the inner peripheral surface and the upper and lower surfaces of the holding portion 17. The first vibration isolation element 31 of the vibration isolation unit 30 is interposed between the first plane part 15 a and the second plane part 25. The first vibration isolation element 31 includes a lower surface side of the first flat surface portion 15a (a first surface side facing the second flat surface portion 25), an upper surface side of the first flat surface portion 15a (an opposite second surface side), and Are provided in both.

  Thus, the vibration isolator 30 provided on the virtual plane P efficiently absorbs the vibration of the engine 2 when the engine 2 is operated, and exhibits an optimal vibration isolating effect.

  According to the vibration isolating structure X of the present embodiment, the first flat surface portion 15a of the first bracket 10 attached to the engine 2 is arranged along a virtual plane P passing through the central axis L1 of the output shaft 6 of the engine 2. ing. The virtual plane P is a plane that is inclined obliquely downward from the central axis L1. Since the vibration isolator 30 is provided in the first flat surface portion 15a having such a positional relationship with respect to the central axis L1, rotation fluctuation, that is, vibration generated in the engine 2 can be reliably and effectively suppressed. In addition, by appropriately determining the position of the first plane portion 15a on the virtual plane P, it is possible to optimize the vibration isolation effect by the vibration isolation unit 30. Therefore, it is easy to determine the arrangement of the first flat surface portion 15a and the vibration isolating portion 30, and the vibration isolating effect can be easily obtained.

  For example, as shown in FIG. 6, the optimal position of the vibration isolator 30 (the position of the support 12) on the virtual plane P can be determined. In the example shown in FIG. 6, the vibration isolator 30 is moved outward from the example of FIG. 4. Such an arrangement determination by design is easy, and a position having an anti-vibration effect can be easily found. In this case, the vibration isolator 30 may be moved on the virtual plane P while maintaining the basic shape without changing the basic shape of the first bracket 10 or the second bracket 20 itself. In addition to the position (distance from the central axis L1), the inclination angle θ of the virtual plane P with respect to the horizontal plane may be changed.

  Moreover, the optimal vibration isolation effect is obtained by the cooperation of the first flat surface portion 15a of the first bracket 10, the second flat surface portion 25 of the second bracket 20, and the vibration isolation portion 30 interposed therebetween. be able to.

  The anti-vibration effect is enhanced by the anti-vibration parts 30 (the first anti-vibration element 31 and the second anti-vibration element 32) provided on both sides of the first plane part 15a.

  Furthermore, the anti-vibration effect is enhanced by a part of the anti-vibration part 30 (the insertion part 31e and the insertion part 32e) that has entered the through hole 17a of the first plane part 15a.

  As mentioned above, although embodiment of this invention was described, this invention is not limited to the said embodiment. For example, the through hole 17a is not formed in the first flat surface portion 15a, and a flat plate-like first flat surface portion 15a without a hole extends between the first vibration isolation element 31 and the second vibration isolation element 32. You may do it. That is, the cross section of the vibration isolator 30 may not exist on the virtual plane P. In the first vibration isolation element 31 and the second vibration isolation element 32, the steel through pipes 31b and 32b and / or the fitting rings 31c and 32c may be omitted. The vibration isolator 30 does not have to be divided into two parts, and may have an integral structure. The anti-vibration rubber 31a may be provided between the first flat surface portion 15a and the second flat surface portion 25, and the anti-vibration rubber 32a on the upper surface side of the first flat surface portion 15a may be omitted. The vibration isolator 30 is not limited to the aspect including the vibration isolator rubber, and may have a structure including other anti-vibration means such as a spring.

  DESCRIPTION OF SYMBOLS 1 ... Frame, 2 ... Engine, 3 ... Anti-vibration device, 4 ... Anti-vibration unit, 6 ... Output shaft, 10 ... 1st bracket, 15a ... 1st plane part, 17a ... Through-hole, 20 ... 2nd bracket, 25 ... 2nd plane part, 30 ... Vibration-proof part, 31e, 32e ... Insertion part, L1 ... Center axis line, M ... Work implement, P ... Virtual plane, X ... Vibration-proof structure.

Claims (4)

An anti-vibration structure (X) provided to support the engine (2) mounted on the frame (1),
A first bracket (10) attached to the engine (2);
A second bracket (20) attached to the frame (1);
An anti-vibration unit (between the first bracket (10) and the second bracket (20) for reducing vibration transmitted from the first bracket (10) to the second bracket (20). 30), and
The first bracket (10) is disposed along a virtual plane (P) that passes through the central axis (L1) of the output shaft (6) of the engine (2) and is inclined obliquely downward from the central axis (L1). Having a first plane portion (15a) formed,
The anti-vibration structure is characterized in that the anti-vibration part (30) is interposed between the first flat part (15a) and the second bracket (20). The second bracket (20) has a second plane part (25) disposed below the first plane part (15a) and parallel to the first plane part (15a),
The anti-vibration structure according to claim 1, wherein the anti-vibration part (30) is interposed between the first flat part (15a) and the second flat part (25).   The vibration isolator (30) includes a first surface side of the first plane portion (15a) facing the second plane portion (25) and a second surface side opposite to the first surface. The anti-vibration structure according to claim 2, wherein the anti-vibration structure is provided on both.   The first plane part (15a) has a through-hole (17a) penetrating the first plane part (15a) in a direction perpendicular to the virtual plane (P), and is provided in the vibration isolator (30). The vibration isolating structure according to any one of claims 1 to 3, wherein the portion (31e, 32e) enters the through hole (17a).

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