13028921302892
、 I 九、發明說明： 【發明所屬之技術領域】 本發明是有關於一種車架裝置，特別是指一種具有自 我定位功能之分段式機車車架裝置。 【先前技術】 參閱圖1，習知機車車架1，用於承載一機車置物箱2 ，並包含一前架單元11、一結合於該前架單元n後端之後 架單元12，及一橫設於該後架單元12上之橫桿13。 I 該前架單元11具有一前架本體1H，及兩條分別由該 如架本體111之左右兩侧向後延伸的前段桿H2，每一前段 桿112皆具有一用以懸吊機車引擎（圖未示）的懸吊部113， 該後架單元12則具有兩條分別接設於該兩前段桿丨12末端 的後段桿121，該橫桿13是橫設於該兩後段桿121上且位 於該兩懸吊部113後方。 該機車置物箱2之底面形成有一凹陷槽21，以供該橫 桿13定位於其中，藉此使得該機車置物箱2可以穩定地置 • S於該機車車架1上。 參閱圖2,該前架單元n之前段桿112具有鄰近末端 處的兩個穿孔114，及一個介於該二穿孔114之間的定位孔 115，該後架單元12之後段桿121則具有一連接該橫桿13 的桿本體122，及一由該桿本體122朝向該前段桿112方向 延伸以供穿置於該定位孔115内的凸柱123，該桿本體 則具有兩個分別相對應前段桿112之該二穿孔ιΐ4的貫孔 124。 ' ,1302892 當該前、後架單元11、12欲互相結合時，必須先利用 失具或人力加以扶持，然後再令每一後段桿121之凸柱123 牙置於相對應前段桿112的定位孔115内，以確保前、後段 桿112、121不會產生相對移動，然後再利用兩個螺栓14分 別由前段桿112之兩個穿孔114穿入，並通過後段桿121之 相對應兩個貫孔124而其末端突出於貫孔124外，並配合 兩個螺帽15鎖設於螺栓14末端，藉此使得該前、後架單 元11、12互相鎖合固定。 然而，習知機車車架1於組裝與實際使用時，具有以 下所述之缺點： (1) 須配合夾具或人力加以扶持該前、後架單元n、l2 ，才能進行組裝： 該前、後架單元11、12皆具有相當重量，必須 先配合夾具或人力加以扶持，才能進行組裝，組裝 難度較高，降低整體組裝效率。 (2) 組裝該前、後架單元U、12較為不便，降低工作效 率： 由於該兩螺栓14是採用由上往下鎖設的方式， 分別穿伸於互相對應的穿孔114與貫孔124，再加上 該丽、後架單it 11、12皆具有一定高度，當進行鎖 合固定時，作業員就必須要位於比該前、後架單元 11、12更高的位置，才能將該兩螺栓14由上往下鎖 設，因此，組裝該前、後架單元u、12時顯得較為 不便，降低工作效率。 ,1302892 (3) 該前架單元u體積較大，不易鑄造： 因為每一前段桿112是利用其懸吊部113後方 的部分，而與相對應的後段桿121進行結合，因此 ，每一前段桿112的長度勢必較長，造成該前架單元 11體積較大，不易與該後架單元12共用相同的鑄造 機台，使得製造設備成本增加。 (4) 每一前段桿112與後段桿121之強度降低： 由於每一前段桿112與後段桿121之接觸面較 I 為平滑，並且在此接觸面上鑽設數個穿孔114與貫孔 124，導致每一前段桿112與後段桿121之強度降低 ，容易在穿孔114與貫孔124處產生破裂現象。 (5)該機車置物箱2内部空間之運用效率較差： 由於該橫桿13是橫亙於該機車置物箱2底部之 凹陷槽21内，導致該機車置物箱2内部空間被分隔 為兩個區間，故對該機車置物箱2内部空間造成較 大限制與不便，降低空間運用效率。 1 因此，如何克服習知機車車架丨於組裝與實際使用時 所產生的上述缺點，便成為相關業者所欲努力研究的方向 〇 【發明内容】 因此’本發明之㈣’即在提供—種具有自我定位功 能之分段式機車車架裝置，其組裝時無需利用夾具或人力 加以扶持’可有效提昇工作效率。 於是，本發明具有自我定位功能之分段式機車車架裝 ,1302892 镛 置，包含一前段車架、一位於該前段車架後端之後端車架 ，及一用以將該前、後段車架互相組裝結合的結合單元。 該韵段車架具有一前架本體、兩條分別由該前架本體 之左右兩侧向後延伸的外側桿，及兩個分別設於該二外侧 桿之内側面上的定位塊，該後段車架具有一後架本體、兩 條分別由該後架本體之左右兩側向前延伸且可活動地座置 於該兩外侧桿上的内侧桿，及兩個分別由該兩内側桿向前 延伸且接觸支撐相對應定位塊底緣的凸耳部，該結合單元 • 則用以使該兩外侧桿與該兩内側桿對應組裝結合。 本發明之功效在於，藉由該後段車架之兩支内侧桿是 可活動地座置於该别段車架之兩支外側桿上，配合該後架 本體因本身重量而向下傾斜，此時，每一凸耳部則相對地 向上傾斜而推抵該前段車架之定位塊底緣，然而由於該前 段車架之體積與重量皆較大，所以定位塊並不會被凸耳部 推抵移動，因此，該後段車架是保持平衡狀態而自我定位 力該前段車架後端，組裝時完全不需利用夾具或人力加以 ® 扶持，可有效提昇工作效率。 【實施方式】 有關本發明之前述及其他技術内容、特點與功效，在 以下配合參考圖式之一較佳實施例的詳細說明中，將可清 楚的呈現。 參閱圖3’本發明具有自我定位功能之分段式機車車架 裝置3的較佳實施例，包含一前段車架31、一位於該前段 車架31後端之後段車架32、一用以將該前、後段車架31 1302892 、32互相組裝結合的結合單元34，及一連設於該後段車架 32上的横桿35。在本實施例中，為了提高機車續航力、避 免油耗、減輕重量，所以該前、後段車架31、32，以及橫 桿35都是採用密度較輕的鋁合金加以鑄造而成型製作，當 然也可以採用其他密度較輕的金屬加以鑄造成型，所以不 應以本實施例之說明為限。 一併參閲圖3、4,該前段車架31具有一前架本體311 、兩條分別由該前架本體311之左右兩侧向後延伸的外侧桿 312，及兩個分別設於該二外側桿312之内側面上的定位塊 313(圖4中只繪出其中一外侧桿312與定位塊313)。 每一外側桿312具有多數個由外侧桿312外侧面向内 貫穿至外側桿312内側面的貫孔314、多數個間隔形成於外 側桿312頂面且呈前後方向設置的第一凹槽315、一由外側 桿312外侧面向内貫穿至外側桿312内侧面的懸吊孔316， 及多數個間隔形成於外側桿312外側面上且位於每一貫孔 314周圍的第一側向凹槽317，且該懸吊孔316是介於最後 端之兩相鄰貫孔314之間。 力該後段車架32具有一後架本體321、兩條分別由該後 术本體321之左右兩側向前延伸至該兩外側桿之間的 内侧桿322 ’及兩個分別由該兩内側桿322向前延伸的凸耳 部323(圖4中只繪出其中一内侧桿322與凸耳部奶）。 每内側桿322具有多數個形成於内側桿322外側面 且與所述貫孔314互相對應的結合孔331、_形成於内側桿 322外側面上的凹陷部332、多數個設於該凹陷部332内的 1302892 凸肋333、一形成於内側桿322頂面且呈前後方向設置的第 一凹槽334、多數條佈設於每一結合孔331周圍的補強肋條 335、一形成於内側桿322底面且位於懸吊孔316相對應位 置處的開口 336，及多數個間隔形成於外側面上且位於每一 結合孔331周圍的第二侧向凹槽337，其中，每一結合孔 331疋位於該凹陷部332内，且由該凹陷部μ]底緣向内貫 穿至内側桿322内側面。BACKGROUND OF THE INVENTION 1. Field of the Invention This invention relates to a frame device, and more particularly to a segmented locomotive frame device having a self-positioning function. [Prior Art] Referring to Figure 1, a conventional locomotive frame 1 is used to carry a locomotive compartment 2 and includes a front frame unit 11, a frame unit 12 coupled to the rear end of the front frame unit n, and a cross A cross bar 13 disposed on the rear frame unit 12. The front frame unit 11 has a front frame body 1H, and two front end rods H2 respectively extending rearward from the left and right sides of the frame body 111, and each of the front side rods 112 has a front suspension engine (Fig. The rear frame unit 12 has two rear end rods 121 respectively connected to the ends of the two front side rods 12, and the cross rods 13 are horizontally disposed on the two rear stage rods 121 and located at The two suspension portions 113 are rearward. The bottom surface of the locomotive compartment 2 is formed with a recessed groove 21 for positioning the crossbar 13 therein, whereby the locomotive compartment 2 can be stably placed on the locomotive frame 1. Referring to FIG. 2, the front frame unit n has a plurality of through holes 114 at the adjacent ends, and a positioning hole 115 interposed between the two through holes 114. The rear frame unit 121 has a rear 121. a rod body 122 connecting the cross bar 13 and a protrusion 123 extending from the rod body 122 toward the front rod 112 for insertion into the positioning hole 115. The rod body has two corresponding front sections respectively. The through hole 124 of the two through holes ι of the rod 112. ' , 1302892 When the front and rear frame units 11 and 12 are to be combined with each other, they must first be supported by a disability or manpower, and then the protrusions 123 of each rear rod 121 are placed in the position of the corresponding front section 112. The holes 115 are bored to ensure that the front and rear sections 112, 121 do not move relative to each other, and then the two bolts 14 are respectively inserted by the two perforations 114 of the front section rods 112 and passed through the corresponding two of the rear section rods 121. The hole 124 has an end protruding from the outside of the through hole 124, and is locked to the end of the bolt 14 by the two nuts 15, so that the front and rear frame units 11, 12 are locked and fixed to each other. However, the conventional locomotive frame 1 has the following disadvantages in assembly and actual use: (1) The front and rear frame units n, l2 must be supported by a clamp or a manpower to be assembled: the front and rear The frame units 11 and 12 all have considerable weight, and must be supported by a clamp or a human hand before assembly, which is difficult to assemble and reduces overall assembly efficiency. (2) It is inconvenient to assemble the front and rear frame units U and 12, and the work efficiency is reduced. Since the two bolts 14 are locked from the top to the bottom, respectively, the two through holes 114 and the through holes 124 are respectively formed. In addition, the slate and the rear frame singles 11 and 12 have a certain height. When the lock is fixed, the operator must be located higher than the front and rear frame units 11, 12 to be able to Since the bolts 14 are locked from the top to the bottom, it is inconvenient to assemble the front and rear frame units u and 12, and the work efficiency is lowered. ,1302892 (3) The front frame unit u is large in volume and difficult to cast: since each front segment bar 112 is combined with the corresponding rear segment bar 121 by using the portion behind the suspension portion 113, each front segment The length of the rod 112 tends to be long, causing the front frame unit 11 to be bulky, and it is difficult to share the same casting machine with the rear frame unit 12, resulting in an increase in manufacturing equipment cost. (4) The strength of each of the front section 112 and the rear section 121 is reduced: since the contact surface of each of the front section 112 and the rear section 121 is smoother than I, and a plurality of perforations 114 and through holes 124 are drilled in the contact surface. As a result, the strength of each of the front section 112 and the rear section 121 is lowered, and a crack phenomenon is easily generated at the perforations 114 and the through holes 124. (5) The internal space of the locomotive compartment 2 is inefficiently used: since the crossbar 13 is traversed in the recessed groove 21 at the bottom of the locomotive compartment 2, the internal space of the locomotive compartment 2 is divided into two sections. Therefore, the internal space of the locomotive compartment 2 is greatly restricted and inconvenient, and the space utilization efficiency is reduced. 1 Therefore, how to overcome the above-mentioned shortcomings caused by the assembly and practical use of the conventional locomotive frame has become a direction that the relevant industry is trying to study. [Inventive content] Therefore, '(4) of the present invention is providing The segmented locomotive frame device with self-positioning function can be assembled without using clamps or manpower to improve work efficiency. Therefore, the present invention has a self-positioning function of the segmented locomotive frame, 1302892, including a front frame, a rear frame at the rear of the front frame, and a front and rear car A combination unit that is assembled with each other. The frame of the rhyme has a front frame body, two outer bars respectively extending backward from the left and right sides of the front frame body, and two positioning blocks respectively disposed on the inner sides of the two outer bars, the rear segment car The frame has a rear frame body, two inner rods respectively extending forwardly from the left and right sides of the rear frame body and movably seated on the two outer rods, and two legs respectively extending forward from the two inner rods And contacting the lug portion corresponding to the bottom edge of the corresponding positioning block, the bonding unit is configured to make the two outer rods correspondingly assembled and coupled with the two inner rods. The effect of the present invention is that the two inner rods of the rear frame are movably seated on the two outer rods of the other frame, and the rear frame body is inclined downward due to its own weight. Each lug portion is relatively inclined upwardly to push against the bottom edge of the positioning block of the front frame. However, since the front frame has a large volume and weight, the positioning block is not pushed by the lug portion. Therefore, the rear frame is in a state of balance and self-positioning force. The front end of the front frame is assembled, and the assembly is not required to be supported by a clamp or a manpower, which can effectively improve work efficiency. The above and other technical contents, features and effects of the present invention will be apparent from the following detailed description of the preferred embodiments. Referring to FIG. 3, a preferred embodiment of the segmented locomotive frame device 3 having the self-positioning function of the present invention includes a front frame 31, a frame 32 at the rear end of the front frame 31, and a frame 32. The combining unit 34 that assembles the front and rear frames 31 1302892 and 32 to each other, and a cross bar 35 connected to the rear frame 32. In this embodiment, in order to improve the locomotive endurance, avoid fuel consumption, and reduce weight, the front and rear frame 31, 32, and the crossbar 35 are all formed by casting a light-weight aluminum alloy, and of course, Casting is carried out using other lighter metals, so it should not be limited to the description of the embodiment. Referring to FIGS. 3 and 4, the front frame 31 has a front frame body 311, two outer rods 312 extending rearward from the left and right sides of the front frame body 311, and two outer sleeves 312 respectively disposed on the outer side. The positioning block 313 on the inner side of the rod 312 (only one of the outer rod 312 and the positioning block 313 is depicted in FIG. 4). Each of the outer rods 312 has a plurality of through holes 314 extending inwardly from the outer side of the outer side of the outer rod 312 to the inner side of the outer rod 312, and a plurality of first grooves 315 formed on the top surface of the outer rod 312 and disposed in the front-rear direction. a suspension hole 316 penetrating from the outer side of the outer rod 312 to the inner side of the outer rod 312, and a plurality of first lateral grooves 317 formed on the outer side of the outer rod 312 and located around each of the continuous holes 314, and The suspension hole 316 is between the two adjacent through holes 314 at the last end. The rear frame 32 has a rear frame body 321 and two inner rods 322' extending forwardly from the left and right sides of the rear body 321 to the inner side rods, and two inner rods respectively The 322 extends forwardly from the lug portion 323 (only one of the inner rod 322 and the lug portion milk is depicted in FIG. 4). Each of the inner rods 322 has a plurality of coupling holes 331 formed on the outer side surface of the inner rod 322 and corresponding to the through holes 314, and a recessed portion 332 formed on the outer side surface of the inner rod 322, and a plurality of recesses 332 are formed on the outer side surface of the inner rod 322. a 1302892 rib 333, a first groove 334 formed on the top surface of the inner rod 322 and disposed in the front-rear direction, a plurality of reinforcing ribs 335 disposed around each of the coupling holes 331, and a bottom surface of the inner rod 322 and An opening 336 at a corresponding position of the suspension hole 316, and a plurality of second lateral grooves 337 formed on the outer side surface and located around each of the coupling holes 331, wherein each of the coupling holes 331 is located in the depression In the portion 332, the bottom edge of the recess portion μ] penetrates inwardly to the inner side surface of the inner rod 322.
该結合單元34具有多數個分別穿伸過互相對應的貫孔 314與結合孔331的結合件341，及多數個分別與所述結合 件341對應螺合的螺帽342，在本實施例中，每一結合件 341均為螺絲。The coupling unit 34 has a plurality of coupling members 341 respectively extending through the corresponding through holes 314 and the coupling holes 331, and a plurality of nuts 342 respectively corresponding to the coupling members 341. In this embodiment, Each of the coupling members 341 is a screw.
该橫桿35具有兩個分別由該兩内侧桿奶内側面彼此 相向且向前延伸的延伸部351，及—連接該兩延伸部351的 橋接部3^2’其中’該兩延伸部351皆位於内侧桿322之開 口 336刖方，並且是位於相同高度，該橋接部说則是由 該兩延伸部351向上延伸—定高度後再連接在-起。 併多閱圖3、4、5，當欲組裝結合該前、後段車架 =車=’先使該後段車架32之兩内侧桿322是位於該前 1之兩外側桿312之間，並且將該前段車架31之 每一外側# M2皆容置於相對應内侧桿奶之凹陷部说 =綠於該凹陷部332内之凸肋333則觸抵於外側桿312 一併參閱圖3、 面上的定位塊313， 4、6,此時，位於每一外侧桿312内側 其底緣則是分別被相對應内側桿322前 10 1302892 &之凸耳。p 323所接觸支揮，並且配合位於該凹陷部说 内之凸肋333是觸抵於外侧桿312頂面上之設計，亦即該 後段車架32之兩支内侧桿322是可活動地座置於該前段車 架31之兩支外侧桿312 i，此時，由於該後段車架32之 後架本體321重量較重，使得該後架本體32ι是以該等凸 肋333為支點而向下傾斜，造成位於内侧桿322前端的凸 耳部323是相對地向上傾斜，然而，凸耳冑323於向上傾 :的過程中雖然是持續推抵定㈣313底緣，但是由於該 丽段車架31之體積與重量皆較大，所以整體而言，定位塊 3曰13並不會被凸耳部323推抵移動因此，該後段車架η 是保持平衡狀態而自我定位於該前段車架31後端，完全不 需利用夾具或人力加以扶持，組裝上非常簡便，可提高整 體組裝效率。 參閱圖4、5’此時’當作業員處於與該前、後段車架 31、32相同高度之位置時，即可方便地從該前段車架μ之 左右外側，分別將所述結合件341以由外向内之方向穿 伸過互相對應的貫孔314與結合孔331而突出於内側桿奶 内侧面上，並配合所述螺帽342對應螺合於所述結合件Mi 上且觸抵於内侧桿322内侧面，即可使該兩外側桿312與 該兩内侧桿322互相對應結合，藉此組裝結合該前、後段 車架3卜32,而由於作業貝毋需改變其所處位置，即可: 側向方位較不費力地將所述結合件341與螺帽 定於該前、後段車帛、32上’完全不需如習知機車：架 1於組裝時’作業員需要改變其位置’使其高於該機車車架 11 •丄302892 1上方才能將該兩螺κ^ U、12上，相較之下王，上往下鎖設於該前、後架單元 可 有效提昇作效率。本^^於組裝上顯得較為方便， 除此之外，為了、成 1 量，本菸明i ’成夕該所、後段車架31、32之整 里本發明在每一外側桿312與 之整體重 別形成有所述第一、— 一 干 之外側面上分 L —側向凹槽317、337，以另产甘 上形成有所述第—、_ 及在，、頂面 車架3卜32之體藉 5、334,而減少該前、後段 之體積，進而達到減少重量之目的m门 322 量過低，降低結構強度，本發明更於每:内侧: 、、”孔331周圍佈設該等補強肋條335 =，避免該前、後段車架31、32結合時於每一二 州處產生破裂現象，降低結構穩定性。 H3 Τ’ Η’再者’相較於習知機車車架1之懸吊部 ^置間隔财段桿112之末端仍有相當長的距離，本發 母—外侧桿312的懸吊？L 316是介於最後端之兩相鄰 二J14之間’亦即懸吊孔316與外側桿M2末端間之距 離：“、，縮短該前段車架31之長度與所佔的體積，可使 -亥刖段車架31小型化，而易於與體積較小的後段車架％ 共用相同鑄具，降低製造設備成本。 多閲圖3、4、7’本發明具有自我定位功能之分段式機 車車架裝置3可用以懸吊—機車引擎4與承載—置物箱51 ，該機車引擎4具有-連設於該分段式機車車架裝置3上 的支擇臂4卜及-位於機車引擎4頂端的化油器42，並利 用該支揮臂41之兩端分別穿伸過該二内側桿322之開口 12 •1302892 336且固定於相對應外側桿312的懸吊孔316，而掛設於該 兩内側桿322之間。 由於該橫桿35之橋接部352是由該兩延伸部351向上 延伸一定高度後再連接在一起，因此該橫桿35形成有一可 供該機車引擎4之化油器42所容納的頂部空間353，提高 整體空間形態的運用效率，而且藉由該橫桿35概呈倒1}形 之設計，也可對整體後段車架32提供更高的強度及剛性。 至於該橫桿35、兩内侧桿322，與後架本體321互相 # 配合則界定出一供該置物箱51置放於其中的容置空間％， 並且該橫桿35之兩延伸部351具有多數個鎖孔，以供 多數個鎖合螺絲52穿伸過該置物箱51後，可鎖設固定於 相對應的鎖孔354内，藉此使該置物箱51定位於該容置空 間36内。 而由於該橫桿35之兩延伸部351是位於該兩内侧桿 322之開口 336前方’並且由該兩内側桿322内侧面上彼此 相向且向前延伸，反觀習知機車車架1之橫桿13是位於該 兩懸吊部113後方’並且直接向上橫亙於該機車置物箱：底 部之凹陷槽，導致該機車置物箱2内部空間被分隔為 兩個區間’相較之下，本發明之橫桿35則是先將其兩延伸 部351分別由該二内侧桿322内侧面上予以向前延伸，然 後再向上延伸形成該橋接部352，所以該二延伸部351不僅 可以靈活佔用該機車引擎4上方之㈣，而且該置物箱Η 於底部中央處也可以保持完整，確保該置物箱51内部不會 產生分隔狀態，提高該置物箱51内部之空間運用效率。 13 1302892 藉由上述設計，本發明具有自我定位功能之分段式機 車車架裝置3於實際組裝與使用上，具有以下所述優點·· (1) 4後&車架32具有自我定位功能，組裝時無需利 用夾具或人力加以扶持： 藉由該後段車架32是以該等凸肋333觸抵於 該前段車架31之外側桿312頂面上，而作為一活 動性支撐槓桿設計，配合該後架本體32丨因重量 較重而向下傾斜，此時，位於内侧桿322前端的 凸耳部323是相對地向上傾斜而推抵該前段車架 31之疋位塊313底緣，然而由於該前段車架3丨之 位塊313並不會被凸 該後段車架32是保持 體積與重量皆較大，所以定位塊 耳部323推抵移動，因此，該德 平衡狀態而自我定位於該前段車架31後端，完全 不需利用夾具或人力加以扶持。 (2)提高組裝工作效率： 322是位於該The crossbar 35 has two extending portions 351 which are respectively opposed to each other and extend forward from the inner side of the inner inner rods, and a bridge portion 3^2' connecting the two extending portions 351, wherein the two extending portions 351 are The opening 336 of the inner rod 322 is located at the same height and is located at the same height. The bridging portion is said to extend upward from the two extending portions 351 - and then connected to the height. And more to see Figures 3, 4, 5, when the frame is to be assembled and combined with the front and rear sections = car = 'first the two inner rods 322 of the rear frame 32 are located between the two outer rods 312 of the front 1 and Each of the outer sides # M2 of the front frame 31 is placed in a recessed portion of the corresponding inner rod milk. The green rib 333 in the recessed portion 332 is in contact with the outer rod 312. Referring to FIG. 3, The positioning blocks 313, 4, 6 on the surface, at this time, the bottom edge of each of the outer rods 312 is respectively corresponding to the lugs of the front 10 1302892 & The p 323 is in contact with the support, and the rib 333 located in the recessed portion is designed to touch the top surface of the outer rod 312, that is, the two inner rods 322 of the rear frame 32 are movable seats. The two outer rods 312 i are disposed on the front frame 31. At this time, the rear frame body 32 is heavy by the rear frame body 32, and the rear frame body 321 is downwardly supported by the ribs 333. Tilting causes the lug portion 323 located at the front end of the inner rod 322 to be relatively upwardly inclined. However, the lug 323 is continuously pushed against the bottom edge of the (4) 313 during the upward tilting process, but due to the trailing frame 31 The volume and the weight are both large, so that the positioning block 3曰13 is not pushed by the lug portion 323 as a whole. Therefore, the rear frame η is in a state of being balanced and self-positioning behind the front frame 31. End, no need to use the clamp or manpower to support, assembly is very simple, can improve the overall assembly efficiency. Referring to Figures 4 and 5', at this time, when the operator is at the same height as the front and rear frames 31, 32, the coupling member 341 can be conveniently separated from the left and right outer sides of the front frame μ. And extending through the corresponding through holes 314 and the coupling holes 331 from the outward inward direction to protrude from the inner side of the inner rod milk, and the screw 342 is screwed to the coupling member Mi and is contacted with The inner side of the inner rod 322 can be combined with the two inner rods 322, thereby assembling and combining the front and rear frames 3, 32, and the position of the front and rear frames is changed, That is: the lateral orientation is less effortless to fix the coupling member 341 and the nut on the front and rear ruts, 32 'completely without the need for a conventional locomotive: when the frame 1 is assembled, the operator needs to change it. Position 'make it higher than the locomotive frame 11 • 丄 302892 1 above the two snails κ ^ U, 12, compared to the king, the upper and lower locks on the front and rear frame units can be effectively improved effectiveness. This invention is more convenient to assemble, in addition to the above, in order to make a quantity, the present invention is in the outer shed and the rear frame 31, 32. The overall weight is formed by the first, the outer side of the outer side is divided into L-lateral grooves 317, 337, so as to produce the first -, _ and in, the top frame 3 The body of 32 borrows 5, 334, and reduces the volume of the front and rear sections, thereby achieving the purpose of reducing the weight. The amount of the m-gate 322 is too low, and the structural strength is lowered. The present invention is more than: the inner side: The reinforcing ribs 335 =, to avoid the rupture phenomenon in each of the two states when the front and rear frames 31, 32 are combined, and reduce the structural stability. H3 Τ ' Η '再再' is compared with the conventional locomotive frame 1 The suspension portion is still at a relatively long distance from the end of the interval section 112. The suspension of the hair-outer rod 312? L 316 is between the two adjacent two J14s at the last end. The distance between the hanging hole 316 and the end of the outer rod M2: ", shorten the length of the front frame 31 and the occupied volume, and enable - Frame 31 compact, and easy-stage small volume% share the same frame with the casting, to reduce the manufacturing cost of the device. 3, 4, 7', the segmented locomotive frame device 3 having the self-positioning function of the present invention can be used to suspend the locomotive engine 4 and the load-storage box 51, which has the connection of the locomotive engine 4 The support arm 4 on the segment locomotive frame device 3 and the carburetor 42 at the top of the locomotive engine 4, and the two ends of the slewing arm 41 are respectively passed through the openings 12 of the two inner rods 322. 1302892 336 is fixed to the hanging hole 316 of the corresponding outer rod 312 and is hung between the two inner rods 322. Since the bridge portion 352 of the cross bar 35 is extended upward by the two extension portions 351 and then connected together, the cross bar 35 is formed with a head space 353 which can be accommodated by the carburetor 42 of the locomotive engine 4. The utility model can improve the utilization efficiency of the overall space form, and the design of the cross bar 35 can provide higher strength and rigidity to the overall rear frame 32. As for the cross bar 35 and the two inner rods 322, the rear frame body 321 cooperates with each other to define a housing space % for the storage box 51 to be placed therein, and the two extension portions 351 of the cross bar 35 have a majority After the plurality of locking screws 52 are inserted through the storage box 51, the locking holes are locked and fixed in the corresponding locking holes 354, thereby positioning the storage box 51 in the accommodating space 36. Since the two extensions 351 of the crossbar 35 are located in front of the opening 336 of the two inner rods 322 and extend from the inner side of the inner rods 322 toward each other and forwardly, the crossbar of the conventional locomotive frame 1 is viewed. 13 is located behind the two suspensions 113 and directly straddles the locomotive compartment: the bottom of the recessed trough, causing the interior space of the locomotive compartment 2 to be divided into two sections', in contrast to the present invention The rod 35 firstly extends the two extension portions 351 from the inner side surface of the two inner side rods 322, and then extends upward to form the bridge portion 352. Therefore, the two extension portions 351 can not only flexibly occupy the locomotive engine 4 The upper part (4), and the storage box can be kept intact at the center of the bottom, ensuring that there is no separation state inside the storage box 51, and the space utilization efficiency inside the storage box 51 is improved. 13 1302892 With the above design, the segmented locomotive frame device 3 with self-positioning function of the present invention has the following advantages in practical assembly and use. (1) 4 rear & frame 32 has self-positioning function It is not required to be supported by the clamp or the human body during assembly: the rear frame 32 is driven by the ribs 333 to the top surface of the outer side rod 312 of the front frame 31, and is designed as an active support lever. The rear frame body 32 is inclined downwardly due to the heavy weight. At this time, the lug portion 323 located at the front end of the inner rod 322 is relatively inclined upward to push against the bottom edge of the clamping block 313 of the front frame 31. However, since the block 313 of the front frame 3 is not convex and the frame 32 of the rear frame is kept in a large volume and weight, the positioning block ears 323 are pushed and moved, and therefore, the self-positioning is achieved by the balance state. At the rear end of the front frame 31, no need to use a clamp or manpower to support. (2) Improve the efficiency of assembly work: 322 is located in the
便’可有效提昇工作效率。 藉由該後段車架32之兩内側桿 剷段車架31之兩外側桿μ 2之間， 與該前、後段車架31、32相同 (3)減少該前段車架31之體積·· 14 1302892 本發明之每一外側桿312的懸吊孔316是介 於最後端之兩相鄰貫孔314之間，亦即懸吊孔316 與外側桿312末端間之距離相當小，反觀習知機 車車木1之懸吊部U3與前段桿112之末端間距離 相當大，因此本發明可以有效縮短該前段車架31 之長度與所佔的體積，而易於與體積較小的後段 車架32共用相同機具，降低製造設備成本。 (4)減輕重量，提高強度： 本發明在每一外侧桿312與内側桿322之外 側面上分別形成有所述第一、二側向凹槽317、 337，以及在其頂面上形成有所述第一、二凹槽 315、334，而減少該前、後段車架31、32之體積 ，進而達到減少重量之目的，並且在每一内側桿 322之結合孔331周圍佈設該等補強肋條3%，藉 以加強結構強度。 (5)該置物箱51内部之空間運用效率較佳： 藉由該橫桿35是先將其延伸部351向前延伸 ，然後再向上延伸形成該橋接部352，所以該置物 箱51於底部中央處可以保持完整，而只會在其底 =耵緣處形成一容置該橋接部352之結構設計， 藉此確保該置物箱51内部不會產生分隔狀態，提 高該置物箱51内部之空間運用效率。 加壯歸納上述，本發明具有自歧位功能之分段式機車車 卞衣置3 ’於實際組裝與使用上，具有該後段車架32組裝 15 ,1302892 日寸無需利用夾具或人力加以扶持、提高組裝工作效率、減 少该前段車架31之體積、減輕整體重量、該置物箱5 i内 部之空間運用效率較佳等各項優點，所以確實能夠達到本 發明之目的。 惟以上所述者，僅為本發明之較佳實施例而已，當不 能以此限定本發明實施之範圍，即大凡依本發明申請專利 範圍及發明說明内容所作之簡單的等效變化與修飾，皆仍 屬本發明專利涵蓋之範圍内。 I 【圖式簡單說明】 圖1是一立體分解圖，說明習知機車車架與機車置物 箱之相對結合位置關係； 圖2是一立體分解圖，說明習知機車車架之前段桿與 後段桿之結合方式； μ 圖3是一立體示意圖，說明本發明具有自我定位功能 之分段式機車車架裝置的較佳實施例； 鲁 ® 4是一局部立體分解圖，輔助說明3所示之較佳 實施例，其前、後段車架的相對結合位置； 圖5是一局部前視剖視圖，輔助說明圖3所示之較佳 實施例，由其前端方向所視之前、後段車架的結合態樣； 圖6 -侧視圖，輔助說明圖3所示之較㈣施例，由 外向内之側視方向所視之前、後段車架的結合態樣；及 圖7是-局部前視剖视圖，輔助說明圖3所示之較佳 貫施例，與機:車引擎與置物箱之結合態樣。 16 ,1302892It can effectively improve work efficiency. Between the two outer rods μ 2 of the two inner side shovel frame 31 of the rear frame 32, the same as the front and rear frames 31, 32 (3) reduce the volume of the front frame 31. 1302892 The hanging hole 316 of each outer rod 312 of the present invention is between the two adjacent through holes 314 at the last end, that is, the distance between the hanging hole 316 and the end of the outer rod 312 is relatively small, and the conventional locomotive is opposite. The distance between the suspension U3 of the car 1 and the end of the front bar 112 is relatively large, so that the present invention can effectively shorten the length and the occupied volume of the front frame 31, and is easy to share with the smaller rear frame 32. The same machine, reducing the cost of manufacturing equipment. (4) Weight reduction and strength improvement: The first and second lateral grooves 317, 337, and the top surface of each of the outer rod 312 and the inner rod 322 are respectively formed on the outer surface of the outer rod 312 and the inner rod 322. The first and second recesses 315, 334 reduce the volume of the front and rear sections 31, 32, thereby achieving the purpose of reducing weight, and arranging the reinforcing ribs around the engaging holes 331 of each inner rod 322 3% to strengthen structural strength. (5) The space utilization efficiency inside the storage box 51 is better: the cross member 35 extends the extension portion 351 forward and then extends upward to form the bridge portion 352, so the storage box 51 is at the center of the bottom portion. The structure can be kept intact, and only a structural design for accommodating the bridge portion 352 is formed at the bottom of the bottom cover, thereby ensuring that no separation state is formed inside the storage box 51, and the space inside the storage box 51 is improved. effectiveness. In summary, the present invention has a self-discriminating function of the segmented locomotive locomotive 3' in actual assembly and use, and has the rear frame 32 assembled 15, 1302892 days without the use of fixtures or manpower to support, It is indeed possible to achieve the object of the present invention by improving the assembly work efficiency, reducing the volume of the front frame 31, reducing the overall weight, and optimizing the space utilization efficiency inside the storage box 5i. The above is only the preferred embodiment of the present invention, and the scope of the invention is not limited thereto, that is, the simple equivalent changes and modifications made by the scope of the invention and the description of the invention are All remain within the scope of the invention patent. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is an exploded perspective view showing the relative positional relationship between a conventional locomotive frame and a locomotive compartment; Fig. 2 is an exploded perspective view showing the front and rear sections of a conventional locomotive frame FIG. 3 is a perspective view showing a preferred embodiment of the segmented locomotive frame device having the self-positioning function of the present invention; the Lu® 4 is a partial exploded view, and the auxiliary description 3 is shown. The preferred embodiment, the relative position of the front and rear sections of the frame; FIG. 5 is a partial front cross-sectional view of the preferred embodiment shown in FIG. 3, the front and rear sections of the frame are viewed from the front end direction thereof. Figure 6 - Side view, assisting the description of the (4) embodiment shown in Figure 3, the combination of the front and rear frames viewed from the laterally outward direction; and Figure 7 is a partial frontal cross-sectional view The figure illustrates the preferred embodiment shown in Figure 3, in conjunction with the machine: the combination of the engine and the compartment. 16,1302892
【主要元件符號說明】 3 分段式機車車架 335 補強肋條 裝置 336 開口 31 前段車架 337 第二側向凹槽 311 前架本體 34 結合單元 312 外側桿 341 結合件 313 定位塊 342 螺帽 314 貫孔 35 橫桿 315 第一凹槽 351 延伸部 316 懸吊孔 352 橋接部 317 第一側向凹槽 353 空間 32 後段車架 354 鎖孔 321 後架本體 36 容置空間 322 内側桿 4 機車引擎 323 凸耳部 41 支撐臂 331 結合孔 42 4匕油器 332 凹陷部 51 置物箱 333 凸肋 52 鎖合螺絲 334 第二凹槽 17[Main component symbol description] 3 segmented locomotive frame 335 reinforcing rib device 336 opening 31 front frame 337 second lateral groove 311 front frame body 34 coupling unit 312 outer rod 341 coupling member 313 positioning block 342 nut 314 Through hole 35 cross bar 315 first groove 351 extension 316 suspension hole 352 bridge portion 317 first side groove 353 space 32 rear frame 354 lock hole 321 rear frame body 36 accommodation space 322 inner rod 4 locomotive engine 323 lug portion 41 support arm 331 coupling hole 42 4 oil shovel 332 depression portion 51 storage box 333 rib 52 locking screw 334 second groove 17