1338093 4 九、發明說明： 【發明所屬之技術領域】 本發明係關於一種曲軸箱噪音抑制結構，尤指一種適 ' 用於機車引擎内部之曲軸箱嗓音抑制結構。 5 【先前技術】 於機車内燃機引擎之設計中，其内部之曲柄軸與曲軸 春箱之左、右軸承座之間分別會設置有一軸承，較常使用滾 珠軸承並以其作為曲柄軸之支撐元件。其中，曲柄軸上的 10 一對滾珠軸承之内環係先壓配嵌入該曲柄軸之頸部，隨後 該對滾珠軸承之外環再滑配裝入曲軸箱之左、右軸承座 中。然而，因為曲柄軸上的滾珠軸承之外環與曲軸箱之左、 右軸承座係為滑配方式，因此，在引擎運轉時，無法避免 滾珠轴承之外環與曲軸箱之軸承座間會有顫動撞擊的情形 15 產生，進而引發噪音問題。 Φ 此外，由於前述各個元件之間之組裝精度以及本身材 質熱膨脹係數之不同，當機車引擎於運轉並產1高熱時， 也會使得滾珠軸承與軸承座之間產生滑移、迴轉或摩擦， 同時加速滾珠軸承與軸承座間之磨耗，並因此造成運轉時 20產生嚴重的噪音以及振動，並使得引擎馬力降低。 清同時參閱圖1、及圖2，其分別係習知機車引擎之剖 面圖及其曲軸箱之放大示意圖。其中顯示有一曲柄軸91及 其定位方式，為改善上述機車引擎於運轉時會產生噪音以 及振動問喊，廢商於曲軸箱92之右軸承座921與左軸承座 5 丄:Μ卿：3 刀別增》又有一鑄鐵襯套97,98，藉由鑄鐵襯套97,98可 低右、左軸承座921，922與滾珠軸承93,94間之熱膨脹係數 /、進而減少右、左軸承座921,922與滾珠軸承93,94之間 ⑤引擎運轉時因溫昇所造成之熱膨脹所產生之間隙量。 5 、」而，刖述藉由增設鑄鐵襯套97,98之設計方式仍舊無 法有效降低噪音以及振動。因此有廠商將右、左轴承座 21 ’922 »又计成壓配型態，以抑制顫動敲擊音。但如此反而 φ 這成滾珠軸承93，94組裝於右、左軸承座921，922以及曲柄軸 91時之不便與困擾’也會造成爾後維修的不便，且又由於 1〇鑄鐵襯套97,98與曲軸箱92之間必須配合良好，因此其二者 間之加工精度以及加工成本亦將相對提高。 凊再同時參閱圖3、及圖4，其分別為習知曲軸箱噪音 抑制結構之剖面圖、及其環狀阻尼件之立體圖。其中顯示 為改善上述機車引擎於運轉時會產生噪音以及振動問題， 15有廠商除了於曲軸箱92之右、左軸承座921,922分別組設有 一鑄鐵襯套97,98之外，並增加設計一環狀阻尼件％，其噪 •音抑制結構係將滾珠轴承93,94分別套設於曲柄軸91上，且 /衰珠軸承93,94分別包括有一内環931 94ι、一外環 932.942、 及一滾珠933,943。其中，内環931 941並分別壓 20 配於曲柄軸91之頸部911，912，而環狀阻尼元件95係夾設於 外環932與右軸承座921之間，藉由環狀阻尼件95朝向滾珠 軸承94方向之軸向推力，可使兩滾珠軸承93,94之外環 932.942、 滾珠933,943、及内環93丨，941之間形成無間隙之 接觸狀態’促使引擎之曲柄軸91於運轉時所產生的嗓音有 6 丄桃093 效被抑制。惟此種作法，會因引擎運轉時所產生的溫度上 昇而造成環狀阻尼件95快速劣化，而欠缺使用耐久性，繼 ❿無法發揮當㈣制聲音之功效。且此環狀阻尼件％並非 ㉟性構件，剛性不佳，導致曲柄軸91轴向位置之固定效果 5 會受到影響。 為改善上述機車引擎於運轉日夺會產生噪音以及振動問 題，也有人設計-種特殊滾珠轴承，其外環嵌設圓周狀之 籲合成樹脂材料，並且於徑向方向突出於其外環特殊滾珠 轴承係夾设於轴承座與曲柄軸之間。目的為縮減因引擎運 1〇轉造成滾珠轴承與曲轴箱之軸承座間之間隙，改善滾珠軸 承與轴承座間之撞擊現象，避免異常振動的產生而引發出 異音。惟此種作法’於長時間引擎運轉下，如同上述，由 ;引擎運轉時所產生的溫度上昇而造成合成樹脂材料快速 劣化，且熱膨脹效應也導致滚珠軸承之外環與曲轴箱之轴 承座間仍舊會存在著間隙，無法完全抑制顏動撞擊情形。 料，此種特殊滾珠轴承之成本增加，加工之精度控制及 鼸組立上的不便更是額外衍生的因擾。 綜上、，習用技術尚有上述之缺失，而無法滿足各方面 之要求ϋ非十分理想。發明人原因於此，本於積極發明 2〇創作之精神，巫思一種可以解決上述問題之「曲轴箱噪音 抑制結構」，幾經研究實驗終至完成本發明。 【發明内容】 5 抑制結構，包括有-及-第-盤形彈簧。 、輪承、-第二滾動軸承、 第-=座曲Γ第包括轴有:第i承座、及-第，座， 另第軸承座之一側形成有—第二頸部。 動轴承係組設於第一轴承座内’且第一节 動軸承包括有一第—内環 π且第滚 環係壓配於曲柄轴之笛帛一外環。其中，第-内 於第，座内外環則:鬆配組設 承座内，且第也包 第二轴 外環。装Φ货^ 弟一内％、及一第二 、，第—内環係I配於曲柄轴之第二頸部。 15 滚動第—盤形彈脊係夹設於第-轴承座與第-動轴承之第一外環之軸向外側面之間， 預力以頂抵第-滾動抽承之第一外環朝動^性 方向推移。 门第-滾動軸承之 盤形彈黄可提供一轴向推力’防止引擎運轉時 “ 7?、與曲軸箱之軸承座之間的顫動撞擊現象，進 ::因顫動撞擊所引發的振動及噪音問題， ::間下”之-穩定推力，提昇滾動袖承之使用壽二供 此外，由於盤形彈簧之幾何外形特性，可改善習知 阻尼件、及合成樹脂材料由於溫度上昇、剛性不佳所造成 20 1338093 的磨耗及劣化，致欠缺使用耐久性之缺失，且盤形彈簧之 成本也較習知之特殊滾珠軸承低廉，組裝便利。 此外，本發明可更包括有一第一襯套’第一襯套係組 設於第一軸承座與第一滾動軸承的第一外環之徑向外側面 5之間，用以降低第一軸承座與第一滾動軸承間之熱膨脹係 數差異，進而減少兩構件之間於引擎運轉時因溫昇所造成 之熱膨脹所產生之間隙量。 | 另外，本發明可更包括有一第二襯套，第二襯套係組 a又於第一軸承座與第二滾動軸承的第二外環之徑向外側面 1〇之間’用以降低第二軸承座與第二滾動轴承間之熱膨服係 數差異，進而減少兩構件之間於引擎運轉時因溫昇所造成 之熱膨脹所產生之間隙量。 上述第一襯套可為鑄鐵襯套、或其他等效材質之鐵合 金襯套。同樣地，第二襯套也可為鎮鐵概套、或其他等效 15材質之鐵合金襯套。俾可降低第一、第二轴承座與第一、 滾動軸承間之熱膨脹係數差異，進而減少構件之間於 擎運轉時a溫昇所造成之觸脹所產生之間隙量。 再者’上述第-滾動軸承、及第二滚動軸承可為滾珠 20效。滾柱軸承、或其他等效之軸承，皆可達成相同之功 2 ’本發明可更包括有-第二盤形彈簧，其係夾設於 承座與第二滾動軸承之第二外環之軸向外側面之 β ^供一彈性預力以項抵第二滾動軸承的第二外環 =向該第-滾動軸承之方向推移，俾可更為強化降低因顏 動撞擊所引發的振動及噪音問題。 【實施方式】 首先’請同時參閱圖5係本發明[較佳實施例之剖面 圖、圖6係圖5之放大示意圖、及圖7係圓化盤形彈筹之立 體圖’本實施例之曲軸箱噪音抑制結構包括有—曲柄轴卜 -曲軸箱2、第一滾動軸承3、一第二滾動軸承心一第一襯 套7、一第一襯套8、以及一第一盤形彈簧5。 其中曲軸箱2包括有一第一軸承座2卜及一第二轴承座 2_2第-轴承座2卜及第二軸承座22分別組設於曲柄轴^之 二側，且曲柄軸1於對應第一軸承座21之一側形成有一第一 頭部11’曲柄軸i於對應第二軸承座22之—側形成有一第二 頸部12。 如圖5所示，第一滾動軸承3係組設於第一軸承座21 内，且第一滾動軸承3包括有一第一内環Η、一第一滾動件 33及一第一外環32。其中，第一内環31係壓配於曲柄軸^ 之第頸。卩11，而第一外環32係鬆配組設於第一轴承座2^ 内。同時第二滾動軸承4係組設於第二軸承座22内，且第二 滚動軸承4包括有-第二内㈣、一第二滚動件43、及—第 —外％ 42。其中’第二内環4丨係壓配於曲柄轴丨之第二頸部 12於本貫施例中’該第一滾動軸承3、及第二滾動軸承4 皆為滾珠軸承。 1338093 此外’第一襯套7係組設於第一軸承座21與第一滾動轴 承3之第一外環32之徑向外側面之間。同時第二襯套8則係 組設於第二軸承座22與第二滾動軸承4之第二外環42之徑 向外側面之間。於本實施例中，第一襯套7、及第二襯套8 皆為鑄鐵襯套，而第一滾動軸承3、及第二滾動軸承4則皆 為鋼材質之滾動軸承，鑄鐵襯套與鋼材質滾動軸承之熱膨 脹係數差異不大’因此可減少第__、第二轴承座2122與第 一、第二滾動軸承3,4之間於引擎運轉時因溫昇所造成之埶 膨脹所產生之間隙量。 。囫5、及圖7所示，第一盤形彈簧5係夾設於第一軸承 座21與第-滾動軸承3之第一外環32之抽向外側面之間，第 形彈簧5可提供—彈性預力以頂抵第—滾動軸承3之 一外環32朝向第二滾動軸承4之方向推移。 15 請參_5’由於第—滾_承3之第—外㈣盘第一 =1=之為第鬆配’而第—滾動轴承3之第〜係 内仙係壓⑽㈣第二料料4之第二 彈簧5頂抵於第： 貝部12。因此，當苐-盤形 -滚動件心受二=並與第-滾動件33接觸，第 -内環”會推：曲=:與第—内環31接觸，此時，第 二滾動軸承4之第二内環’而曲柄軸1會再推動第 觸於第二滾動件43 ° 並促使第二内環41接 於第二外環42。 第-料件43則再受到推移並接觸 20 1338093 於上述之軸向偏移動作下，第一滾動軸承3之第一外環 32、第一滾動件33、及第一内環31之間可形成完全零間隙 接觸狀態，且第二滾動軸承4之第二外環42、第二滾動件 43、及第二内環41之間同樣可形成完全零間隙接觸狀態， 5 如此可形成一預壓設計。 藉此，第一盤形彈簧5可提供一轴向推力，有效防止引 擎運轉時造成第一、及第二滾動軸承3,4與曲軸箱2之第一、 • 第二軸承座21，22間的顫動撞擊現象，進而降低因顫動揸擊 所引發的振動及噪音問題，因而可提供長時間下引擎之一 10穩定推力’提昇第-、及第二滚動軸承3,4之使用壽命。此 外，由於第一盤形彈簧5之幾何外形特性，可改善上述習知 之環狀阻尼件95、及合成樹脂材料由於溫度上昇、剛性不 佳所U成的磨耗及劣化，致欠缺使用耐久性之缺失，且第 一盤形彈簧5之成本也較上述習知之特殊滾珠軸承低廉，組 15 裝便利》 請參閱圖8係本發明第二較佳實施例之剖面圖，其主要 结構皆與上述第-較佳實施例相同，唯差別在於本實施例 除具有第一實施例之第一盤形彈簧5之外，另具有一第二盤 形彈簧6，第二滾動軸承4之第二外環42係鬆配組設於第二 2〇轴承座22内，同時第二盤形彈簧6係夾設於第二轴承座以與 第二滾動軸承4之第二外環42之軸向外侧面之間，用以提供 一彈性預力以頂抵第二外環42朝向第一滾動軸承3之方向 推移因此，藉由增設第二盤形彈簧6以及其所提供之彈性 12 1338093 預力，並同時搭配原本之第一盤形彈簧5，可更為強化上述 第一較佳實施例所述之各種功效。 上述實施例僅係為了方便說明而舉例而已，本發明所 主張之權利範圍自應以申請專利範圍所述為準 於上述實施例。 限 【圖式簡單說明】 φ 圖1係習知機車引擎之剖面圖。 圖2係圖1之曲軸箱之放大示意圖。 10圖3係習知曲軸箱噪音抑制結構之剖面圖。 圖4係圖3之環狀阻尼件之立體圖。 圖5係本發明第一較佳實施例之剖面圖。 圖6係圖5之放大示意圖。 圖7係圖5之盤形彈簧之立體圖。 15 圖8係本發明第二較佳實施例之剖面圖。 【主要元件符號說明】 1,91 曲柄軸 12 第 二頸部 21 第 一軸承座 3 第 一滾動轴承 32 第 一外環 4 第 二滾動軸承 42 第 二外環 11 第 —頸部 2,92 曲軸箱 22 第 一轴承座 31 第 一内環 33 第 一滾動件 41 第 二内環 43 第 二滾動件 13 II338093 5 第一盤形彈簧 6 第二盤形彈簧 7 第一概套 8 第二襯套 911,912 頸部 921 右軸承座 922 左軸承座 93,94 滾珠軸承 931,941 内環 932,942 外環 933,943 滚珠 95 環狀阻尼件 97,98 襯套 參 141338093 4 IX. DESCRIPTION OF THE INVENTION: TECHNICAL FIELD The present invention relates to a crankcase noise suppression structure, and more particularly to a crankcase noise suppression structure suitable for use in a locomotive engine interior. 5 [Prior Art] In the design of the engine of the internal combustion engine of the locomotive, a bearing is arranged between the internal crankshaft and the left and right bearing housings of the crankcase spring box, and the ball bearing is often used as the supporting component of the crankshaft. . Wherein, the inner ring of 10 pairs of ball bearings on the crankshaft is first press-fitted into the neck of the crankshaft, and then the outer ring of the pair of ball bearings is slidably fitted into the left and right bearing housings of the crankcase. However, because the outer ring of the ball bearing on the crankshaft and the left and right bearing seats of the crankcase are slip-fitted, it is impossible to avoid the vibration between the outer ring of the ball bearing and the bearing housing of the crankcase when the engine is running. The situation of the impact 15 is generated, which in turn causes noise problems. Φ In addition, due to the assembly accuracy between the above components and the thermal expansion coefficient of the material itself, when the locomotive engine is running and producing a high heat, it will cause slippage, rotation or friction between the ball bearing and the bearing housing. Accelerate the wear between the ball bearing and the housing, and thus cause severe noise and vibration during operation 20, and reduce engine horsepower. See also Figures 1 and 2, which are respectively a cross-sectional view of a conventional locomotive engine and an enlarged schematic view of the crankcase thereof. It shows a crankshaft 91 and its positioning method. In order to improve the noise and vibration of the locomotive engine during operation, it is squandered in the right bearing housing 921 and the left bearing housing of the crankcase 92. Μ:Μ卿: 3 knives In addition, there is a cast iron bushing 97, 98. The cast iron bushings 97, 98 can lower the thermal expansion coefficient between the right and left bearing seats 921, 922 and the ball bearings 93, 94, thereby reducing the right and left bearing seats 921, 922. The amount of clearance caused by thermal expansion caused by temperature rise during operation of the 5 engine between the ball bearings 93, 94. 5, and the design of the cast iron bushings 97, 98 is still not effective in reducing noise and vibration. Therefore, some manufacturers have counted the right and left bearing housings 21'922» as a press-fit type to suppress the vibrating percussion sound. However, on the contrary, the inconvenience and trouble of assembling the ball bearings 93, 94 into the right and left bearing housings 921, 922 and the crankshaft 91 may also cause inconvenience in subsequent maintenance, and also due to the 1 cast iron bushing 97, 98. It must be well matched with the crankcase 92, so the machining accuracy and processing cost between the two will be relatively improved. Referring to Figures 3 and 4, respectively, a cross-sectional view of a conventional crankcase noise suppression structure and a perspective view of the annular damper are shown. It is shown that in order to improve the noise and vibration problems of the above-mentioned locomotive engine during operation, 15 manufacturers have a cast iron bushing 97, 98 in addition to the right and left bearing seats 921, 922 of the crankcase 92, and add a design ring. The damper member %, the noise suppression structure is formed by the ball bearings 93, 94 respectively on the crank shaft 91, and the / fading ball bearings 93, 94 respectively include an inner ring 931 94, an outer ring 932.942, and a Balls 933,943. The inner ring 931 941 is respectively press-fitted to the necks 911, 912 of the crankshaft 91, and the annular damping element 95 is interposed between the outer ring 932 and the right bearing block 921 by the annular damping member 95. The axial thrust in the direction of the ball bearing 94 allows the two ball bearings 93, 94 to form a contact-free contact state between the outer ring 932.942, the balls 933, 943, and the inner rings 93 丨, 941 to cause the crankshaft 91 of the engine to operate. The sound produced by the sound of 6 丄 093 was suppressed. However, in this way, the annular damper 95 is rapidly deteriorated due to the temperature rise caused by the engine running, and the durability of the use is insufficient, and the effect of the sound of the (4) system cannot be exerted. Moreover, the annular damper % is not a 35-member, and the rigidity is poor, so that the fixing effect 5 of the axial position of the crankshaft 91 is affected. In order to improve the noise and vibration problems caused by the above-mentioned locomotive engine in operation, a special type of ball bearing has been designed, in which the outer ring is embedded with a circumferential synthetic resin material and protrudes in the radial direction from the outer ring special ball. The bearing is sandwiched between the bearing housing and the crankshaft. The purpose is to reduce the gap between the ball bearing and the bearing housing of the crankcase caused by the engine rotation, improve the impact between the ball bearing and the bearing housing, and avoid abnormal vibrations to cause abnormal sound. However, in the case of long-term engine operation, as described above, the temperature rise caused by the engine is caused to rapidly deteriorate the synthetic resin material, and the thermal expansion effect also causes the outer ring of the ball bearing and the bearing housing of the crankcase to remain. There will be gaps that cannot completely suppress the impact of the impact. It is expected that the cost of such special ball bearings will increase, the precision of processing and the inconvenience of assembly will be additional derivation. In summary, the conventional techniques still have the above-mentioned shortcomings, and it is not ideal to meet the requirements of various aspects. The reason for the inventor is that, in the spirit of actively inventing the creation, the "Crankcase Noise Suppression Structure" which can solve the above problems, has been researched and completed to complete the present invention. SUMMARY OF THE INVENTION 5 Suppression structures, including - and - first disc springs. The wheel bearing, the second rolling bearing, and the first-shaped seat Γ include shafts: an i-seat, and a -, a seat, and the other side of the bearing housing is formed with a second neck. The movable bearing assembly is disposed in the first bearing housing and the first throttle bearing includes a first inner ring π and the first rolling ring is press-fitted to the outer ring of the crankshaft. Among them, the first-inner, the inner and outer rings are: loosely set in the seat, and the second outer ring is also included. Packing Φ goods ^ brother one inside %, and a second, first - inner ring system I is fitted to the second neck of the crank shaft. 15 Rolling the first disc-shaped ridge is interposed between the first bearing housing and the axial outer side surface of the first outer ring of the first-moving bearing, and the pre-force is pressed against the first outer ring of the first-rolling pumping Move toward the direction of the sex. The disc-shaped spring of the door-rolling bearing can provide an axial thrust 'to prevent the engine from running." 7?, the chattering impact between the crankcase and the housing of the crankcase, the following: vibration and noise caused by the shock , ::Intermittent"-stabilized thrust, improve the use of the rolling sleeves. In addition, due to the geometric shape of the disc springs, the conventional damping members and synthetic resin materials can be improved due to temperature rise and poor rigidity. The wear and deterioration of 20 1338093 results in the lack of durability of use, and the cost of the disc spring is also lower than that of the conventional ball bearing, and the assembly is convenient. In addition, the present invention may further include a first bushing disposed between the first bearing housing and the radially outer side surface 5 of the first outer ring of the first rolling bearing for lowering the first bearing housing. The difference in thermal expansion coefficient between the first rolling bearing and the first rolling bearing reduces the amount of clearance between the two components due to thermal expansion caused by temperature rise during engine operation. In addition, the present invention may further include a second bushing, and the second bushing set a is further between the first bearing seat and the radially outer side 1〇 of the second outer ring of the second rolling bearing. The difference in thermal expansion coefficient between the two bearing housings and the second rolling bearing, thereby reducing the amount of clearance between the two components due to thermal expansion caused by temperature rise during engine operation. The first bushing may be a cast iron bushing or other equivalent alloy iron alloy bushing. Similarly, the second bushing may also be a cast iron bushing or other equivalent 15 material iron alloy bushing.俾 can reduce the difference in thermal expansion coefficient between the first and second bearing housings and the first and the rolling bearing, thereby reducing the amount of gap generated by the expansion caused by the temperature rise of the components during the operation of the engine. Further, the first rolling bearing and the second rolling bearing may be balls 20 effective. A roller bearing, or other equivalent bearing, can achieve the same work. 2 The invention may further include a second disc spring that is sandwiched between the bearing and the second outer ring of the second rolling bearing. The outer side of the β ^ provides an elastic pre-stress to the second outer ring of the second rolling bearing = the direction of the first rolling bearing, the 俾 can be more enhanced to reduce the vibration and noise caused by the impact of the impact. [Embodiment] First, please refer to FIG. 5, which is a cross-sectional view of a preferred embodiment, FIG. 6 is an enlarged schematic view of FIG. 5, and FIG. 7 is a perspective view of a circular disk-shaped projectile. The box noise suppression structure includes a crankshaft hub-crankcase 2, a first rolling bearing 3, a second rolling bearing core-first bushing 7, a first bushing 8, and a first disc spring 5. The crankcase 2 includes a first bearing block 2 and a second bearing block 2_2, the first bearing block 2b and the second bearing block 22 are respectively disposed on the two sides of the crankshaft, and the crankshaft 1 corresponds to the first One side of the bearing housing 21 is formed with a first head portion 11'. The crank shaft i is formed with a second neck portion 12 on the side corresponding to the second bearing housing 22. As shown in FIG. 5, the first rolling bearing 3 is assembled in the first bearing housing 21, and the first rolling bearing 3 includes a first inner ring Η, a first rolling member 33 and a first outer ring 32. The first inner ring 31 is press-fitted to the neck of the crankshaft.卩11, and the first outer ring 32 is loosely disposed in the first bearing housing 2^. At the same time, the second rolling bearing 4 is assembled in the second bearing housing 22, and the second rolling bearing 4 includes a second inner (four), a second rolling member 43, and a first outer portion 42. Wherein the second inner ring 4 is press-fitted to the second neck portion 12 of the crank axle 于 in the present embodiment, the first rolling bearing 3 and the second rolling bearing 4 are all ball bearings. 1338093 Furthermore, the first bushing 7 is disposed between the first bearing housing 21 and the radially outer side of the first outer ring 32 of the first rolling bearing 3. At the same time, the second bushing 8 is disposed between the second bearing housing 22 and the radially outer side of the second outer ring 42 of the second rolling bearing 4. In the embodiment, the first bushing 7 and the second bushing 8 are all cast iron bushings, and the first rolling bearing 3 and the second rolling bearing 4 are both steel rolling bearings, cast iron bushings and steel rolling bearings. The difference in thermal expansion coefficient is small, so that the amount of gap generated by the expansion of the first __, the second bearing housing 2122 and the first and second rolling bearings 3, 4 due to the temperature rise during engine operation can be reduced. . As shown in FIG. 5 and FIG. 7, the first disc spring 5 is interposed between the first bearing housing 21 and the drawn outer side of the first outer ring 32 of the first rolling bearing 3, and the first spring 5 can provide - The elastic preload is displaced in a direction against the outer ring 32 of the first rolling bearing 3 toward the second rolling bearing 4. 15 Please refer to _5' because the first - roll_bearing 3's - outer (four) disk first = 1 = the first loose '' and the first - rolling bearing 3's first ~ system inside the fairy pressure (10) (four) second material 4 The second spring 5 abuts against the first: portion 12. Therefore, when the 苐-disk-roller core is subjected to two= and is in contact with the first-rolling member 33, the first-inner ring will push: the curve=: is in contact with the first inner ring 31, at this time, the second rolling bearing 4 The second inner ring 'and the crank shaft 1 will push again to touch the second rolling member 43 ° and urge the second inner ring 41 to the second outer ring 42. The first material member 43 is again displaced and contacts 20 1338093 Under the axial displacement action described above, a first zero gap contact state may be formed between the first outer ring 32, the first rolling member 33, and the first inner ring 31 of the first rolling bearing 3, and the second rolling bearing 4 is The second outer ring 42, the second rolling member 43, and the second inner ring 41 can also form a completely zero gap contact state, 5 thus forming a preload design. Thereby, the first disc spring 5 can provide an axis. The thrust force effectively prevents the vibrating impact between the first and second rolling bearings 3, 4 and the first and second bearing seats 21, 22 of the crankcase 2 when the engine is running, thereby reducing the slamming caused by the slamming Vibration and noise problems, thus providing one of the engine 10 stable thrusts for a long time 'upgrade' - and second The service life of the rolling bearings 3, 4. Further, due to the geometrical characteristics of the first disc spring 5, the above-mentioned conventional annular damper 95 and the synthetic resin material can be improved due to temperature rise and poor rigidity. Wear and deterioration, lack of durability of use, and the cost of the first disc spring 5 is lower than that of the above-mentioned special ball bearing, the group 15 is convenient. Please refer to FIG. 8 for the second preferred embodiment of the present invention. The main structure of the cross-sectional view is the same as that of the above-described first preferred embodiment, except that the first embodiment has a second disc spring 6 in addition to the first disc spring 5 of the first embodiment. The second outer ring 42 of the two rolling bearing 4 is loosely disposed in the second 2-inch bearing housing 22, and the second disc-shaped spring 6 is interposed between the second bearing housing and the second outer ring of the second rolling bearing 4 Between the axially outer sides of the 42, a resilient preload is provided to urge against the second outer ring 42 in the direction of the first rolling bearing 3. Therefore, by adding the second disc spring 6 and the elasticity it provides 12 1338093 Pre-force, and at the same time with the original A disk spring 5 can further enhance the various functions described in the first preferred embodiment. The above embodiments are merely examples for convenience of description, and the scope of the claims claimed in the present invention is as described in the patent application scope. The present invention is limited to the above-mentioned embodiment. φ Fig. 1 is a cross-sectional view of a conventional locomotive engine. Fig. 2 is an enlarged schematic view of the crankcase of Fig. 1. Fig. 3 is a conventional crankcase noise suppression structure. Figure 4 is a perspective view of the annular damper of Figure 3. Figure 5 is a cross-sectional view of the first preferred embodiment of the present invention. Figure 6 is an enlarged schematic view of Figure 5. Figure 7 is a disk spring of Figure 5. Fig. 8 is a cross-sectional view showing a second preferred embodiment of the present invention. [Main component symbol description] 1, 91 crankshaft 12 second neck 21 first bearing housing 3 first rolling bearing 32 first outer ring 4 Second rolling bearing 42 Second outer ring 11 First neck 2, 92 Crankcase 22 First bearing seat 31 First inner ring 33 First rolling member 41 Second inner ring 43 Second rolling member 13 II338093 5 First disc shape Spring 6 second disc spring 7 First set 8 Second bushing 911,912 Neck 921 Right bearing block 922 Left bearing seat 93,94 Ball bearing 931,941 Inner ring 932,942 Outer ring 933,943 Ball 95 Ring damper 97,98 Bushing Reference 14