TWI609811B - Locomotive parking device - Google Patents

Description

Locomotive parking device

The present invention relates to a parking device, and more particularly to a parking device for a locomotive.

Referring to Figures 1, 2 and 3, the parking device 1 of the existing locomotive is a crankcase 101 pivotally mounted on a locomotive 100. The parking device 1 includes two anti-vibration rings 11 spaced from the crankcase 101, and a locomotive 100 along the locomotive 100. The mandrel 12 of the anti-vibration ring 11 is disposed in a vehicle width direction, a parking unit 13 disposed on the mandrel 12 and pivoted about the mandrel 12, and a block at one end of the mandrel 12 Stop pin 14.

The mandrel 12 has a shaft portion 121 through which the anti-vibration ring 11 is placed, and a head portion 122 integrally connected to one end of the shaft portion 121 and exposed outside the anti-vibration ring 11. The parking unit 13 includes two sleeves 131 spaced apart from the shaft portion 121, and a parking frame 132 coupled to the sleeve 131. The sleeve 131 is located between the anti-vibration rings 11 , and the stop pin 14 is disposed at an end of the shaft portion 121 away from the head portion 122 .

When the mandrel 12 or the parking unit 13 is to be repaired or replaced, the stop pin 14 must first be removed in the radial direction of the mandrel 12 to extract the mandrel 12 from the anti-vibration ring 11. In order to repair or replace the The spindle 12 or the parking unit 13.

However, in actual use, the mandrel 12 will rotate relative to the anti-vibration ring 11, so that it is difficult to fix the position of the stop pin 14. Moreover, since the mandrel 12 and the stop pin 14 are located closer to the ground below the locomotive 100, there is also a crankcase 101 and other components above, so if the stop pin 14 is rotated to be along the locomotive 100 When the height direction can be taken out, it will be limited by the limitation of the ground and the crankcase 101 or other components above, and it is not easy to disassemble. At this time, it is necessary to rely on the human and hand tools to rotate the mandrel 12 to change the stop pin 14 The direction of the stop pin 14 can be taken out, which is not only laborious and time consuming, but also inconvenient.

Accordingly, it is an object of the present invention to provide a parking apparatus for a locomotive that is relatively easy to assemble and disassemble and that is time- and labor-saving.

Therefore, the parking device of the locomotive of the present invention comprises a mandrel that is placed on a frame of a locomotive, a parking unit pivoted on the mandrel and pivotable about the mandrel, and a The limit unit for rotating the mandrel.

The limiting unit includes a first limiting mechanism formed on the frame, and a second limiting mechanism formed on the mandrel in engagement with the first limiting mechanism, and the first locking mechanism is engaged A limiting mechanism and the second limiting mechanism can limit rotation of the spindle relative to the frame.

Another object of the present invention is to provide a parking device for a locomotive that is more convenient to disassemble and saves time and effort.

Thus, the parking device of the locomotive of the present invention includes a locomotive a crankcase, and the parking device includes a mandrel disposed on a crankcase of the locomotive, a parking unit pivoted to the spindle and pivotable about the spindle, and a stop for the spindle Rotating limit unit.

The limiting unit includes a first limiting mechanism formed on the crankcase, and a second limiting mechanism formed on the mandrel in engagement with the first limiting mechanism, the first locking mechanism A limiting mechanism and the second limiting mechanism can limit rotation of the spindle relative to the crankcase.

The utility model has the advantages that the first limiting mechanism and the second limiting mechanism that are engaged with each other can restrict the rotation of the spindle relative to the locomotive, and the utility model not only facilitates the disassembly and assembly operation, but also saves time and labor in disassembly and assembly.

2‧‧‧Parking device

231‧‧‧First Limiting Body

21‧‧‧ mandrel

232‧‧‧second limit mechanism

211‧‧‧Axis

24‧‧‧stops

212‧‧‧ head

200‧‧‧ locomotive

22‧‧‧Parking unit

201‧‧‧ crankcase

221‧‧‧ bushing

202‧‧‧ frame

222‧‧‧Parking frame

203‧‧‧through holes

23‧‧‧Limited unit

204‧‧‧Anti-vibration ring

Other features and advantages of the present invention will be apparent from the embodiments of the present invention, wherein: FIG. 1 is a side view illustrating a parking device of a conventional locomotive; FIG. 2 is a partial side view of an auxiliary locomotive Figure 3 is a cross-sectional view showing the connection relationship between the components of the parking device of the conventional locomotive; Figure 4 is a side view showing the first embodiment of the parking device of the locomotive of the present invention; Figure 5 is a cross-sectional view, FIG. 6 is a side view showing a second embodiment of the parking device of the locomotive of the present invention; FIG. 7 is a side view showing the third embodiment of the parking device of the locomotive of the present invention; Figure 8 is a side view showing a fourth embodiment of the parking device of the locomotive of the present invention; Figure 9 is a cross-sectional view showing the connection relationship between the components of the fourth embodiment; Figure 10 is a side view illustrating the present invention A fifth embodiment of a parking device for a locomotive; and Figure 11 is a side elevational view of a sixth embodiment of a parking device for a locomotive of the present invention.

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

Referring to Figures 4 and 5, a first embodiment of the parking device 2 of the locomotive of the present invention includes a mandrel 21 that is placed on a locomotive 200, pivoted to the mandrel 21, and pivotable about the mandrel 21 The parking unit 22, a limiting unit 23 for restricting the rotation of the spindle 21, and a stopper 24 corresponding to the limiting unit 23.

The locomotive 200 includes a crankcase 201 formed with two through holes 203 that cooperate with the mandrel 21, and two anti-vibration rings 204 respectively disposed in the through holes 203. The mandrel 21 includes a shaft portion 211 that is partially protruded from the anti-vibration ring 204 in the through hole 203, and a head that is integrally connected to one end of the shaft portion 211 and is exposed outside the through hole 203. 212. The diameter of the head portion 212 is larger than the diameter of the shaft portion 211, and the stopper member 24 is a side that is inserted from the shaft portion 211 of the mandrel 21 away from the head portion 212.

The parking unit 22 includes two spacer sleeves disposed on the shaft portion 211 The sleeve 221 and a parking frame 222 combined with the sleeve 221. The sleeve 221 is located between the anti-vibration rings 204.

The limiting unit 23 includes a first limiting mechanism 231 formed on the crankcase 201 of the locomotive 200, and a second limit formed on the spindle 21 in engagement with the first limiting mechanism 231. Agency 232. In the embodiment, the first limiting mechanism 231 is a block protruding from the crankcase 201 of the locomotive 200, and the second limiting mechanism 232 is formed on the mandrel 21 corresponding to the clamping block. The groove of the head 212.

The mandrel 21 can be restrained from being opposite to the locomotive 200 by the first limiting mechanism 231 and the second limiting mechanism 232 which are respectively engaged with each other and are respectively formed on the crankcase 201 of the locomotive 200 and the head 212 of the spindle 21 and the second limiting mechanism 232. Rotating to fix the position angle of the stopper 24 not only facilitates the disassembly and assembly of the stopper 24, but also facilitates the disassembly and assembly of the spindle 21 and the parking unit 22, and is also time-saving during disassembly and assembly. Labor saving.

It should be particularly noted that the first limiting mechanism 231 and the second limiting mechanism 232 may be the through hole 203 formed in the crankcase 201 of the locomotive 200 and the shaft portion 211 of the spindle 21, respectively. As long as the first limiting mechanism 231 and the second limiting mechanism 232 can still be engaged with each other, the effect of restricting the rotation of the spindle 21 relative to the locomotive 200 can still be achieved.

Referring to FIG. 6, a second embodiment of the parking device 2 of the locomotive of the present invention is substantially similar to the first embodiment. The difference is that the first limiting mechanism 231 is formed in the crankcase 201 of the locomotive 200. The second limiting mechanism 232 is a pair of blocks formed on the head 212 of the mandrel 21 to be grooved.

Since the present embodiment is substantially similar to the first embodiment, in addition to the same effects as the first embodiment, another aspect is also available for selection.

Referring to FIG. 7, a third embodiment of the parking device 2 of the locomotive of the present invention is substantially similar to the first embodiment. The difference is that the first limiting mechanism 231 is formed on the crankcase 201 of the locomotive 200. The limiting surface is 232, and the second limiting mechanism 232 is an engaging surface formed on the head 212 of the mandrel 21 by engaging with the limiting surface.

Since the present embodiment is substantially similar to the first embodiment, in addition to the same effects as the first embodiment, another aspect is also available for selection.

Referring to Figures 8 and 9, the fourth embodiment of the parking device 2 of the locomotive of the present invention is substantially similar to the first embodiment, and the difference is that the locomotive 200 includes a second formed with the mandrel 21. a frame 202 of the through hole 203 in which the shaft portion 211 is matched, and two anti-vibration rings 204 respectively disposed in the through hole 203, the shaft portion 211 is inserted through the anti-vibration ring 204 in the through hole 203 and partially protruded of. The limiting unit 23 includes a first limiting mechanism 231 formed on the frame 202 of the locomotive 200, and a first portion 211 of the locomotive 200 that is coupled to the first limiting mechanism 231. Second limit mechanism 232. The first limiting mechanism 231 is a block protruding from the frame 202 of the locomotive 200, and the second limiting mechanism 232 is a groove formed in the head 212 of the mandrel 21 corresponding to the block. .

Since the present embodiment is substantially similar to the first embodiment, it is provided in addition to the same effects as the first embodiment. Another aspect is available for selection.

It should be particularly noted that the first limiting mechanism 231 and the second limiting mechanism 232 may be respectively formed in the through hole 203 of the frame 202 of the locomotive 200 and the shaft portion 211 of the spindle 21 . As long as the first limiting mechanism 231 and the second limiting mechanism 232 can still be engaged with each other, the effect of restricting the rotation of the spindle 21 relative to the locomotive 200 can still be achieved.

Referring to FIG. 10, a fifth embodiment of the parking device 2 of the locomotive of the present invention is substantially similar to the fourth embodiment. The difference is that the first limiting mechanism 231 is formed on the frame 202 of the locomotive 200. The second limiting mechanism 232 is a pair of blocks formed on the head 212 of the mandrel 21 to be grooved.

Since the present embodiment is substantially similar to the fourth embodiment, in addition to the same effects as the fourth embodiment, another aspect is also available for selection.

Referring to FIG. 11, a sixth embodiment of the parking device 2 of the locomotive of the present invention is substantially similar to the fourth embodiment. The difference is that the first limiting mechanism 231 is formed on the frame 202 of the locomotive 200. The limiting surface is 232, and the second limiting mechanism 232 is an engaging surface formed on the head 212 of the spindle 21 to engage with the limiting surface.

Since the present embodiment is substantially similar to the fourth embodiment, in addition to the same effects as the fourth embodiment, another aspect is also available for selection.

In summary, the parking device 2 of the locomotive of the present invention utilizes a first limiting mechanism that is engaged with each other and is respectively formed on the locomotive 200 and the spindle 21 231 and the second limiting mechanism 232 can limit the rotation of the spindle 21 relative to the locomotive 200 to fix the position angle of the stopping member 24, which not only facilitates the disassembly and assembly of the stopping member 24, but also facilitates the center. The shaft 21 and the parking unit 22 are detached and detached, and the time and effort are also saved, so that the object of the present invention can be achieved.

The above is only the preferred embodiment of the present invention, and the scope of the present invention is not limited thereto, and the simple equivalent changes and modifications made by the scope of the patent application and the patent specification of the present invention are It is still within the scope of the invention patent.

2‧‧‧Parking device

21‧‧‧ mandrel

211‧‧‧Axis

212‧‧‧ head

22‧‧‧Parking unit

221‧‧‧ bushing

222‧‧‧Parking frame

23‧‧‧Limited unit

231‧‧‧First Limiting Body

232‧‧‧second limit mechanism

24‧‧‧stops

200‧‧‧ locomotive

201‧‧‧ crankcase

203‧‧‧through holes

204‧‧‧Anti-vibration ring

Claims (10)

A parking device for a locomotive, the locomotive comprising a frame formed with two through holes, two anti-vibration rings respectively disposed in the through holes, the parking device comprising: a spindle disposed on the frame of the locomotive The mandrel includes a shaft portion that protrudes through the anti-vibration ring in the through hole and partially protrudes, and a head integrally connected to one end of the shaft portion and exposed outside the through hole; a parking unit, The pivoting shaft is pivoted on the spindle and can be pivoted about the spindle; and a limiting unit includes a first limiting mechanism formed on the frame, and a locking mechanism is coupled to the first limiting mechanism The second limiting mechanism formed on the mandrel, the first limiting mechanism and the second limiting mechanism that are engaged with each other can restrict the rotation of the spindle relative to the frame. The parking device of the locomotive of claim 1, wherein the first limiting mechanism is a block formed on the frame, and the second limiting mechanism is formed by a pair of blocks. The groove of the shaft. The parking device of the locomotive of claim 1, wherein the first limiting mechanism is a card groove formed in the frame, and the second limiting mechanism is a pair of card grooves formed on the mandrel. Card block. The parking device of the locomotive of claim 1, wherein the first limiting mechanism is a limiting surface formed on the frame, and the second limiting mechanism is formed by engaging with the limiting surface. The engagement surface of the mandrel. The parking device for a locomotive according to any one of claims 2 to 4, wherein the diameter of the head is larger than the diameter of the shaft portion and the number of the limiting unit A second limiting mechanism is formed on the head. A parking device for a locomotive, the locomotive comprising a crankcase, wherein the crankcase is formed with two through holes, two anti-vibration rings respectively disposed in the through holes, the parking device comprising: a spindle disposed on the locomotive a crankcase, the mandrel includes a shaft portion that protrudes through the anti-vibration ring in the through hole and partially protrudes, and a head integrally connected to one end of the shaft portion and exposed outside the through hole; The unit is pivoted on the spindle and can be pivoted about the spindle; and a limiting unit includes a first limiting mechanism formed on the crankcase, and a card is coupled to the first limiting mechanism The second limiting mechanism formed on the mandrel, the first limiting mechanism and the second limiting mechanism that are engaged with each other can restrict the rotation of the spindle relative to the crankcase. The parking device of the locomotive of claim 6, wherein the first limiting mechanism is a block protruding from the crankcase, and the second limiting mechanism is formed by a pair of blocks. The groove of the shaft. The parking device of the locomotive of claim 6, wherein the first limiting mechanism is a card groove formed in the crankcase, and the second limiting mechanism is a pair of grooves that are formed on the mandrel. Card block. The parking device of the locomotive of claim 6, wherein the first limiting mechanism is a limiting surface formed on the crankcase, and the second limiting mechanism is formed by engaging with the limiting surface. The engagement surface of the mandrel. The parking device for a locomotive according to any of the preceding claims, wherein the diameter of the head is greater than a diameter of the shaft portion and the number of the limiting unit A second limiting mechanism is formed on the head.