TWI430915B - Locomotive - Google Patents

Description

locomotive

The invention relates to a vehicle, and in particular to a locomotive.

Referring to FIG. 1, the conventional locomotive engine hanger 1 is disposed on a frame 101 of a locomotive 100 to hang a locomotive engine 102. The locomotive engine hanger 102 includes a boom 11 disposed on the frame 101, and a bolt 12 for locking the locomotive engine 102 to the boom 11.

When the locomotive engine 102 is suddenly refueling, the torque of the rear wheel 103 of the locomotive 100 will rise instantaneously, so that a reaction force F is formed between the rear wheel 103 and the ground. Although the reaction force F can drive the locomotive 100, A torque T acting on the bolt 12 is formed.

Since the locomotive engine 102 is only tightly coupled to the boom 11 by the bolt 12, the torque T is likely to cause the locomotive engine 102 to rotate upward with the bolt 12 as a fulcrum (ie, a head-up phenomenon). The instantaneous change of the center of gravity of the locomotive 100 is not only unfavorable for the acceleration before the exit, but also affects the handling and stability of the locomotive 100.

In order to improve the structural strength, the related art has developed a technique disclosed in Japanese Patent Laid-Open No. 2005-255163, "Speed-Up Type Two-wheeled Vehicle Power Unit Supporting Structure", which utilizes a connection between the locomotive engine 102 and the vehicle. The struts 13 of the frame 101 are used to increase the strength of the mechanism.

One end of the strut 13 is locked to the frame 101, but the other end is locked to the locomotive engine 102 coaxially with the bolt 12, so that the strut 13 can improve the structural strength, but Can only effectively prevent the locomotive The engine 102 moves in the traveling direction of the locomotive 100, and the locomotive engine 102 cannot be effectively suppressed from rotating upward with the bolt 12 as a fulcrum.

Accordingly, it is an object of the present invention to provide a locomotive that can suppress the phenomenon of engine head lifting.

Thus, the locomotive of the present invention comprises a frame, an engine, a suspension device for hanging the engine, and a limiting device for connecting the frame to the engine.

The engine includes two lifting ears, and a joint having a hanging hole on the same axis, the joint is located on a different axis from the hanging hole; the hanging device includes a set on the vehicle a hanger on the rack, and a coupling unit connecting the lifting lug and the hanger; the limiting device is connected to the frame and the joint portion, and the limiting device comprises an elastic shock absorbing member disposed on the frame a restraining rod disposed on the elastic shock absorbing member, and a connecting unit connecting the limiting rod and the joint portion, the restricting rod having a positioning portion disposed in the elastic shock absorbing member, and a positioning opposite to the positioning And forming a receiving portion having a perforation, and the connecting unit has an elastic buffering member disposed in the through hole, a secondary bolt penetrating the elastic buffering member and the coupling portion, and a locking bolt for coupling The restriction rod and the secondary nut of the joint.

The utility model has the beneficial effects that: the hanging hole of the lifting lug located on different axes and the joint portion cooperate with the hanging device respectively connecting the lifting lug and the frame, and the limit of connecting the frame and the joint portion The position device forms a restraint link to effectively suppress the engine head lifting phenomenon, improving handling and stability.

The foregoing and other technical content, features and effects of the present invention are The detailed description of the two preferred embodiments with reference to the drawings will be clearly described below.

Before the present invention is described in detail, it is noted that in the following description, similar elements are denoted by the same reference numerals.

Referring to FIG. 3, a preferred embodiment of the locomotive 2 of the present invention comprises a frame 3, an engine 4, a suspension device 5 for hanging the engine 4, and a limiting device 6 for connecting the frame 3 and the engine 4. And a rear shock absorber 7.

Referring to Figures 3 and 4, for convenience of description, the frame 3 and the engine 4 are drawn in phantom lines in FIG. 4 and the frame 3 on the side in FIG. 4 is omitted. The engine 4 includes two lifting ears 41 and a joint portion. The lifting lug 41 has a hanging hole 411 on the same axis L1. The connecting portion 42 is located on the different axis L2 from the hanging hole 411. In this embodiment, the connecting portion 42 is formed on the same. The through hole on the right side of the engine 4 (ie, the left side in FIG. 4), of course, the joint portion 42 may also be formed on the lifting lug 41 on the left side of the engine 4 (ie, the right side in FIG. 4). Still can achieve the same effect.

A lifting hole 411 located on different axes L1 and L2 and the joint portion 42 are coupled to the lifting lug 41 of the engine 4 and the suspension device 5 of the frame 3, and the frame 3 and the joint portion 42 are connected. The limiting device 6 forms a restraint link to effectively suppress the heading phenomenon of the engine 4, thereby improving handling and stability.

Referring to FIGS. 4 and 5, for convenience of explanation, a part of the member is omitted in FIG. 5. The suspension device 5 includes a hanger 51 disposed on the frame 3, and a lifting eye 41 connecting the engine 4 and the hanger 51. Combination unit 52. The coupling unit 52 has a positioning sleeve 521 penetrating the hanger 51, two positioning bushings 522 respectively located in each lifting hole 411, and a positioning bushing 522 The main bolt 523 of the positioning sleeve 521 and a main bolt 523 are coupled to the hanger 51 and the main nut 524 of the engine 4. In the preferred embodiment, the positioning bushing 522 is made of a rubber material.

The limiting device 6 includes two elastic shock absorbing members 61 disposed on the frame 3, a limiting rod 62 disposed on the elastic shock absorbing member 61, and a connecting unit connecting the limiting rod 62 and the coupling portion 42. 63.

In the preferred embodiment, the elastic shock absorbing member 61 is made of rubber material, and can absorb the vibration generated when the engine 4 is operated, and the vibration of the engine 4 is prevented from being transmitted to the frame 3.

The limiting rod 62 has a positioning portion 621 that is disposed in the elastic shock absorbing member 61, a receiving portion 622 opposite to the positioning portion 621 and defines a through hole 623, and a curved arc connecting the positioning portion 621 and the receiving portion The dodging portion 624 of the portion 622. The dodging portion 624 can be used to evade other components.

The connecting unit 63 has an elastic buffering member 64 disposed in the through hole 623, a secondary bolt 65 penetrating the elastic buffering member 64 and the coupling portion 42, and a lock on the secondary bolt 65 to connect the The rod 62 is constrained from the secondary nut 66 of the joint 42. The secondary bolt 65 is located forward of the front and rear direction 31 of the frame 3 with respect to the main bolt 523.

The elastic buffering member 64 has an outer ring portion 641 and an inner ring portion 642 spaced apart from each other, and a connecting portion 643 which is outwardly connected to the outer ring portion 641 by the inner ring portion 642 in the front-rear direction 31 of the frame 3, And the outer ring portion 641, the inner ring portion 642 and the connecting portion 643 cooperate to define a hollow portion 644 located in the upper and lower direction 32 of the frame 3, so that the elastic buffer member 64 is before and after the frame 3. The elastic modulus of the direction 31 is greater than the upper and lower directions of the frame 3 The coefficient of elasticity allows the engine 4 to produce a small displacement relative to the limit rod 62. Therefore, the engine 4 can still swing with the rear shock absorber 7 during normal riding, and can be effective during rapid acceleration. The speed of the upward movement of the engine 4 is alleviated, and the stability of the acceleration before the bending is improved.

The joint portion 42 formed on the lug 41 of the engine 4 can effectively suppress the head of the engine 4 by forming the restraint link, and can effectively reduce the distance between the hanging hole 411 of the lug 41 of the engine 4 and the joint portion 42, In order to reduce space waste, the elastic buffer member 64 can be miniaturized.

Referring to FIG. 6, the second preferred embodiment of the locomotive 2 of the present invention is substantially the same as the first preferred embodiment. The difference is that the joint portion 42 is convexly spaced from the lifting eye 41 of the engine 4. The elastic buffering member 64 further has a buffer portion 645 which is outwardly connected to the outer ring portion 641 by the inner ring portion 642 in the up-and-down direction 32 of the frame 3. Some components are omitted in FIG. 6 for convenience of explanation.

Since the structure of the buffer portion 645 is thinner than the connecting portion 643, the effect that the spring constant in the front and rear direction 31 of the frame 3 is greater than the elastic coefficient in the upper and lower directions 32 of the frame 3 can be achieved.

Since the present embodiment is substantially the same as the first preferred embodiment, in addition to the same effects as the first preferred embodiment, another aspect is provided.

In summary, the locomotive 2 of the present invention utilizes the lifting lugs 41 of the engine 4 on the different axes L1, L2 and the joint portion 42 to cooperate with the suspension 41 of the engine 4 and the suspension of the frame 3, respectively. The device 5 and the limiting device 6 connecting the frame 3 and the joint portion 42 form a restraining link effective restraining guide The engine 4 head lifting phenomenon improves handling and stability, so it can achieve the object of the present invention.

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.

2‧‧‧ locomotive

3‧‧‧ frame

31‧‧‧ front and rear direction

32‧‧‧Up and down direction

4‧‧‧ Engine

41‧‧‧ 吊耳

411‧‧‧ hanging hole

42‧‧‧Combination Department

5‧‧‧suspension device

51‧‧‧ hanger

52‧‧‧ combination unit

521‧‧‧ positioning sleeve

522‧‧‧ Positioning bushing

523‧‧‧Main bolt

524‧‧‧Main nut

6‧‧‧Limiting device

61‧‧‧Flexible shock absorbers

62‧‧‧Bars

621‧‧‧ Positioning Department

622‧‧‧ 容 部

623‧‧‧Perforation

624‧‧ ‧ evasion department

63‧‧‧Link unit

64‧‧‧elastic cushioning

641‧‧‧Outer Rings

642‧‧‧ Inner Ring Department

643‧‧‧Connecting Department

644‧‧‧镂空部

645‧‧‧ buffer

65‧‧‧ bolts

66‧‧‧ times nuts

7‧‧‧ rear shock absorber

L1, L2‧‧‧ axis

1 is a side view showing a conventional locomotive engine pylon; FIG. 2 is a side view showing a technique disclosed in Japanese Laid-Open Patent Publication No. 2005-255163, "Speed-Up Type Two-wheeled Vehicle Power Unit Supporting Structure"; 3 is a side view showing a first preferred embodiment of the locomotive of the present invention; FIG. 4 is a perspective view, which is an explanatory view of FIG. 3; FIG. 5 is a partially enlarged cross-sectional view showing the elastic buffering member of the first preferred embodiment. FIG. 6 is a partially enlarged cross-sectional view showing a second preferred embodiment of the locomotive of the present invention.

3. . . Frame

31. . . Front and rear direction

32. . . Up and down direction

4. . . engine

41. . . Hanging ear

411. . . Hanging hole

42. . . combination

5. . . Suspension device

51. . . Hanger

52. . . Binding unit

521. . . Positioning sleeve

522. . . Positioning bushing

523. . . Main bolt

524. . . Main nut

6. . . Limiter

61. . . Elastic shock absorber

62. . . Limit rod

621. . . Positioning department

622. . . Housing

623. . . perforation

624. . . Dodge department

63. . . Link unit

64. . . Elastic cushion

641. . . Outer ring

642. . . Inner ring

643. . . Connection

644. . . Hollowing

65. . . Secondary bolt

66. . . Secondary nut

L1, L2. . . Axis

Claims (8)

A locomotive comprising a frame; an engine comprising two lifting ears, and a joint having a hanging hole on the same axis, the joint being located on a different axis from the hanging hole; The suspension device includes a hanger disposed on the frame, and a coupling unit connecting the lifting eye and the hanger; and a limiting device connecting the frame and the connecting portion, the limiting device includes An elastic shock absorbing member disposed on the frame, a restraining rod disposed on the elastic shock absorbing member, and a connecting unit connecting the limiting rod and the joint portion, the restricting rod having a resilient shock absorbing member disposed thereon a positioning portion, and a receiving portion opposite to the positioning portion and having a through hole, and the connecting unit has an elastic buffer member disposed in the through hole, and a second insertion of the elastic buffer member and the joint portion a bolt, and a bolt that locks the bolt to join the restraining rod and the secondary nut of the joint. The locomotive according to claim 1, wherein the elastic buffer member has a modulus of elasticity along a front-rear direction of the frame that is greater than an elastic coefficient along an up-and-down direction of the frame. The locomotive according to claim 1 or 2, wherein the elastic buffer member has an outer ring portion and an inner ring portion spaced apart from each other, and the inner ring portion is outwardly connected in the front-rear direction of the frame. a connecting portion of the outer ring portion, and two outer ring portions, the inner ring portion and the connecting portion cooperate to define a hollow portion located in the vertical direction of the frame, and the secondary bolt is inserted through the inner ring portion The joint. The locomotive according to claim 1, wherein the elastic buffer member has an outer ring portion and an inner ring portion spaced apart from each other, and the outer ring portion is outwardly connected to the outer ring in the front-rear direction of the frame. a connecting portion of the portion, and a buffer portion connecting the outer ring portion outwardly from the inner ring portion in an up-and-down direction of the frame, the elastic coefficient of the connecting portion being greater than a spring constant of the buffer portion, and the secondary bolt is The inner ring portion and the joint portion are placed. The locomotive according to claim 1, wherein the coupling unit of the suspension device has a positioning sleeve penetrating the hanger, and two positioning bushings respectively located in the hanging holes of each lifting lug. The positioning bolt and the main bolt of the positioning bushing are disposed, and the main bolt is locked to join the hanger and the main nut of the engine, and the secondary bolt is located in front of the main bolt. The locomotive according to claim 1, wherein the restriction rod further has a dodging portion that connects the positioning portion and the receiving portion by a curved arc. The locomotive according to claim 1, wherein the joint portion is a through hole formed in one of the lifting ears of the engine. The locomotive according to claim 1, wherein the joint portion is a projecting member spaced apart from a lifting lug of the engine.