TWI724779B - Locomotive engine mounting structure - Google Patents

Abstract

The present invention relates to a locomotive engine mounting structure. The locomotive has a frame unit and an engine connected to the frame unit. The rear end of the engine is pivoted with a rear rocker arm; the engine has at least a cylinder forming an integrated structure Part, transmission part, the engine is connected to the frame unit by a plurality of support parts, at least one of the support parts connected to the frame unit of the engine is connected to the frame unit Link-type support connection; thereby, the vibration generated by the engine operation can be reduced to the vibration degree of the frame unit, thereby effectively improving the operability and comfort of riding the locomotive.

Description

Locomotive engine mounting structure

The present invention relates to a locomotive engine mounting structure, in particular to a structure that can reduce the vibration generated by the operation of the engine to the frame unit, thereby effectively improving the operability and comfort of the locomotive during riding Locomotive engine mounting structure.

As shown in Figure 1, for a locomotive 1 with a rear rocker arm, the engine 11 of the locomotive 1 is fixed in three places with the frame unit 12 of the locomotive 1 to form three locking connections, thereby making the engine 11 is firmly locked on the frame unit 12; however, when the cylinder portion 111 (including the cylinder head and the cylinder body) of the engine 11 operates, the piston (not shown in the figure) that extends into the cylinder body is affected. When the cylinder part 111 is pushed by the explosive force, the engine 11 will vibrate. The vibration of the engine 11 will be directly transmitted to the frame unit 12 through three connecting points, which will cause the locomotive 1 to vibrate. The vibration of the engine 11 will cause uncomfortable riding.

Therefore, how to provide a locomotive engine mounting structure to reduce the vibration from the engine, thereby reducing the discomfort during riding, has become an urgent problem for the locomotive manufacturer.

The main purpose of the present invention is to provide a locomotive engine mounting structure, which can overcome The engine of the service locomotive is unable to absorb the shock caused by the operation of the engine.

To this end, the present invention requests the first main technical means to provide a locomotive engine mounting structure. The locomotive has a frame unit and an engine connected to the frame unit. The rear end of the engine is pivoted with a rear rocker arm. The engine has at least a cylinder part and a transmission part forming an integrated structure, the engine is connected to the frame unit by a plurality of support parts, and among the plurality of support parts connected to the frame unit of the engine, at least there is One of the supporting parts and the frame unit are connected in a link type supporting connection.

To this end, the present invention requests the second main technical means, which is to provide a locomotive engine mounting structure, the support portion of the engine and the frame unit formed by the linkage support connection, the engine and the vehicle A hanger is arranged between the rack units.

To this end, the present invention requests the third main technical means to provide a locomotive engine mounting structure. Except for one of the plurality of support parts of the engine and the frame unit is connected by a link type support, the other support parts The connection with the frame unit is a non-link support connection with a shaft bushing.

For this reason, the present invention claims the fourth main technical means, which is to provide a locomotive engine mounting structure, the hanger has a pair of frame connecting parts for connecting the connecting parts of the frame unit, and is far away from the vehicle A pair of engine connecting parts for connecting the support part of the engine on the opposite side of the frame connecting part; the frame connecting part and the engine connecting part are provided with shaft sleeves.

For this reason, the present invention requests the fifth main technical means, which is to provide a locomotive engine mounting structure, the axle sleeve of the frame connecting portion is a flexible axle sleeve; the axle sleeve of the engine connecting portion is It is a rigid shaft bushing.

For this reason, the present invention requests the sixth main technical means to provide a locomotive engine mounting structure, the flexible shaft bushing is provided with an elastic medium; the rigid shaft bushing is a non-elastic medium.

To this end, the present invention requests the seventh main technical means, which is to provide a locomotive engine mounting structure, the hanger has a pair of frame connection parts and a pair of engine connection parts, viewed from the side, the hanger penetrates the The center line of the frame connecting portion and the engine connecting portion is arranged slightly perpendicular to the center axis of the cylinder of the engine.

For this reason, the present invention requests the 8th main technical means, which is to provide a locomotive engine mounting structure. When viewed from the side, the support parts formed by the engine and the frame unit formed by the non-linking support are located respectively Below the cylinder part of the engine, and above the engine and adjacent to the aforementioned rear rocker arm pivot part.

To this end, the present invention claims the ninth main technical means, which is to provide a locomotive engine mounting structure, the non-linking support connects the support part of the engine, and the support part is connected to the frame through a shaft bushing. For unit connection, the shaft bushing is a flexible shaft bushing; the flexible shaft bushing has an elastic medium.

For this reason, the present invention requests the tenth main technical means, which is to provide a locomotive engine installation structure, the transmission box is equipped with a belt continuously variable transmission system, the belt continuously variable transmission system has a driving wheel, a driven wheel and connecting the The driving belt of the driving wheel and the driven wheel, the center of the driven wheel is provided with a drive shaft, the drive shaft can drive a reduction gear set, the reduction gear set can drive a power output shaft, the power output shaft is provided with a power output wheel, The drive shaft and the power output shaft are on the same axis; the rear rocker arm has a first pivot portion, a second pivot portion, and a rear wheel shaft. The rear wheel shaft is pivotally provided with rear wheels and rear wheel drive wheels, Between the rear-wheel drive wheel and the PTO wheel A transmission part is provided; the rear rocker arm is pivoted on two sides of the outer side of the transmission box with a first pivot part and a second pivot part, and the drive shaft and the power output shaft can be the swing center.

The effect of the present invention by requesting the main technical means 1, 2, and 4 is that it can reduce the vibration generated by the operation of the engine and transmit the vibration to the frame unit, so that the vibration of the engine can be buffered. By optimizing the effect, the operability and comfort during riding of the locomotive can be effectively improved.

The effect that the present invention can achieve by requesting the third main technical means is that it can improve the shock absorption effect of the support connection between the engine and the frame unit.

The effect that the present invention can achieve by requesting the 5th and 6th main technical means is that it can take into account both the shock absorption effect and the stability of the locomotive.

The effect that the present invention can achieve by requesting the seventh main technical means is that it can reduce the vibration generated by the operation of the engine and transmit the vibration to the frame unit, which can optimize the reduction of engine vibration. , Which can effectively improve the operability and comfort when riding the locomotive.

The effect that the present invention can achieve by claiming the 8th main technical means is that it can ensure the stable effect of the support and connection of the engine and the frame unit.

The effect that the present invention can achieve by claiming the 9th main technical means is to improve the shock absorption effect of the locomotive.

The effect that the present invention can achieve by requesting the tenth main technical means is that the rear rocker arm can be moved toward the front of the vehicle body, so that the wheelbase between the front wheel and the rear wheel can be reduced, thereby enabling the locomotive miniaturization.

1: locomotive

11: Engine

111: Cylinder

12: Frame unit

2: locomotive

3: Frame unit

31: Head Tube

32: Steering mechanism

33: Drop tube department

34: Pedal tube

341: Pedal Horizontal Tube

35: Side frame

351: Ascending Section

352: Extension

353: Auxiliary Tube

354: Extension

3541: Engine Support

3542: Shaft bushing

355: connector

356: link ears

3561: Engine Support

3562: Shaft bushing

4: seat cushion

5: Engine

5a: Support

5b: Support

5c: Support

51: Cylinder

511: cylinder head cover

512: cylinder head

513: Cylinder body

52: Transmission Department

52a: Right box

52b: left box

52c: Outer cover

53: Gearbox

53a: crankshaft chamber

53b: Reduction gear group room

53c: Belt CVT system room

54: crankshaft

541: connecting rod

542: Piston

55: Reduction gear set

56: Belt stepless speed change system

561: Driving Wheel

562: driven wheel

563: drive belt

564: drive shaft

57: PTO shaft

571: power output wheel

58: The first support

59: second support

6: Rear swing arm

61: The first pivot

62: second pivot

63: rear axle

7: Rear-wheel drive wheels

8: Transmission parts

9: Hanger

91: Frame connection

911: Shaft sleeve

92: Engine connection part

921: Shaft bushing

A: Fork unit

C: storage box

D: Centerline

D1: Cylinder center axis

E: electrical parts

F: radiator

FW: front wheel

RW: Rear wheel

P: Footrest

T: Fuel tank

Y: axis center

S, S1, S2, S3: Bolt

Figure 1 is a schematic diagram of the connection between the conventional locomotive engine and the frame unit.

Figure 2 is a schematic side view of the locomotive of the present invention.

Figure 3 is a cross-sectional view of the locomotive engine of the present invention.

Figure 4 is a left side view of the connection between the engine of the locomotive of the present invention and the frame.

Figure 5 is a perspective view of the hanger of the present invention.

Fig. 6 Series Fig. 4 An enlarged cross-sectional view of the connecting part of the locomotive engine and the frame of the present invention.

Figure 7 is an embodiment diagram of the locomotive engine of the present invention after being connected to the frame.

In order to make it easier for your examiner to understand the structure of the present invention and the effects that can be achieved, the following descriptions are provided in conjunction with the diagrams;

First, please refer to FIG. 2, the locomotive 2 has a frame unit 3, a seat cushion 4 and an engine 5 provided on the frame unit 3.

As shown in Figures 2 and 4, the left and right sides of the car body in the following description are based on the assumption that after the driver rides on the locomotive 2, the left hand side of the driver is the left side, and the right hand side of the driver is the right side. The front of the frame unit 3 is pivotally provided with a head pipe portion 31, above the head pipe portion 31 is connected a steering mechanism 32, the head pipe portion 31 is connected to the rear of the vehicle body with a down pipe portion 33, the down pipe portion 33 is below A pair of left and right foot tube portions 34 extending toward the rear of the vehicle body and slightly horizontal are connected, and a foot cross tube 341 is connected between the end of the down tube portion 33 and the pair of left and right foot tube portions 34; The foot tube portion 34 extends toward the rear of the vehicle with a pair of left and right side frame portions 35. The side frame portion 35 has an ascending section 351 adjacent to the foot tube portion 34 and an extension located at the rear of the vehicle body. Section 352, the rising section 351 of the side frame portion 35 is provided with a pair of left and right auxiliary pipes 353 toward the bottom of the vehicle body, and a left and right auxiliary pipe 353 is provided at the rising section 351 adjacent to the pedal tube portion 34 toward the rear of the vehicle body. For the extension piece 354, a connecting piece 355 is provided between the rising section 351 and the auxiliary tube 353, and a connecting lug 356 is provided on the lower side of the auxiliary tube 353; The front fork unit A formed by the shocker has a front wheel FW pivoted at the lower end of the front fork unit A.

As shown in Figure 2, the slightly horizontal foot tube portion 34 of the frame unit 3 is provided with a slightly flat footrest P. The footrest P forms a flat footrest for the driver. Feet; in the internal space defined between the left and right pair of slightly horizontal foot tube portions 34, there is installed a fuel tank T for storing fuel for the explosion of the engine 5, and the engine 5 is connected to the The fuel tank T on and on the frame unit 3 is further arranged to the rear of the vehicle body.

As shown in Figure 2, the side frame portion 35 is provided with a seat cushion 4 above the extension section 352 for the driver to ride, and the side frame section 35 is provided on the extension section 352 with a storage under the seat cushion 4 Box C; the engine 5 is pivotally locked on the auxiliary tube 353 and the extension piece 354 of the side frame portion 35, which means that the engine 5 is in micro-movement (micro-swing or micro-rotation) and It is connected to the frame unit 3 so as not to swing.

As shown in Figures 2, 3, and 4, the engine 5 has at least a cylinder portion 51 and a transmission portion 52. The cylinder portion 51 extends toward the front of the vehicle body in a slightly inclined manner and partially protrudes from the side frame portion 35. Outside section 351, it means that the extension part of the cylinder part 51 toward the front of the vehicle body is more extended toward the front of the vehicle body than the rising section 351 of the side frame part 35; the cylinder part 51 is from the front of the vehicle body to the rear of the vehicle body, There are a cylinder head cover 511, a cylinder head 512, and a cylinder body 513 in sequence. One end of the cylinder body 513 (the end toward the rear of the vehicle body) is connected to the transmission part 52, The cylinder head 512 is connected to the other end of the cylinder body 513 away from the transmission part 52, and the cylinder head cover 511 is covered on the other end of the cylinder head 512 away from the end connected to the cylinder body 513.

As shown in Figures 2, 3, and 4, the transmission portion 52 is connected to the cylinder body 513 of the cylinder portion 51 and is away from the other end of the cylinder head 512; the transmission portion 52 is composed of at least a right box 52a and a left box The body 52b forms a transmission box 53 (the left and right sides are set with the right hand of the driver as the right side and the left hand as the left side, the same below). The transmission box 53 is provided with a crank chamber 53a for a crankshaft 54 and a The reduction gear group chamber 53b accommodates the reduction gear group 55, and a belt continuously variable transmission system chamber 53c formed by an outer cover 52c covering the outer side of the right case 52a. The belt continuously variable transmission system chamber 53c is provided with a belt Continuously variable transmission system 56.

As shown in Figures 2, 3, and 4, the crankshaft 54 in the crankshaft chamber 53a of the transmission box 53 is connected with a piston 542 by a connecting rod 541 to extend into the cylinder body 513, so that the cylinder part 51 burns and explodes during operation. Force can push the piston 542 to drive the crankshaft 54 to rotate; the two sides of the crankshaft 54 extend toward the transmission box 53, and the rear end (left side) is connected to a motor part E (generator, etc.), and a heat sink is provided on the outside of the motor part E The other end (right side) extends into the belt CVT system chamber 53c and is connected to the belt CVT system 56, whereby the crankshaft 54 can drive the belt CVT system 56 to operate; the engine 5 uses The above-mentioned structure makes the cylinder part 51 and the transmission part 52 form an integral structure.

As shown in Figures 2, 3 and 4, the belt CVT system 56 has a driving wheel 561 that can be driven by the crankshaft 54, a driven wheel 562 that can be driven by the driving wheel 561, and a driven wheel 562 connected to the driving wheel 561 And the driving belt 56 between the driven wheel 562 3; After the driving wheel 561 is driven by the crankshaft 54, the driven wheel 562 is driven by the driving belt 563 to rotate without variable speed. The center of the driven wheel 562 is provided with a drive shaft 564, and the drive shaft 564 is driven by the belt The continuously variable transmission system chamber 53c extends into the reduction gear group chamber 53b, whereby the drive shaft 564 can drive the reduction gear group 55 located in the reduction gear group chamber 53b to act, and the reduction gear group 55 can drive a power output shaft 57 actuated, the power output shaft 57 is coaxial with the drive shaft 564, and the power output shaft 57 extends out of the transmission box 53 from the reduction gear chamber 53b, more specifically, extends out of the left case 52b In addition, the power output shaft 57 extends out of the left case 52b and is connected to a power output wheel 571.

As shown in Figures 2, 3, and 4, a first support 58 and a second support 59 are provided on both sides of the transmission box 53. More specifically, the first support 58 is locked to the right box body. 52a, the second support 59 is locked on the left box 52b, the first support 58 and the second support 59 are pivoted with a rear rocker arm 6; the rear rocker arm 6 has two front ends A first pivoting portion 61 and a second pivoting portion 62 are provided. The rear end of the rear rocker arm 6 is provided with a rear wheel shaft 63 for the rear wheel RW to pivot; the first pivoting portion of the rear rocker arm 6 61 is pivotally connected to the first supporting member 58, which means that the driving shaft 564 passes through the first pivotal portion 61 and the first supporting member 58, so the first pivotal portion 61 of the rear rocker arm 6 And the first support 58 are located between the reduction gear chamber 53b of the transmission box 53 and the belt CVT system chamber 53c; the second pivotal portion 62 is pivotally connected to the second support 59, meaning That is, the power output shaft 57 passes through the second pivotal portion 62 and the second support 59, so the second pivotal portion 62 of the rear rocker arm 6 is pivotally connected to the second support 59, and The second pivotal portion 62 is located between the power output wheel 571 of the transmission portion 52 and the transmission box 53, so that the rear rocker arm 6 uses the The axis center Y of the drive shaft 564 is the up-and-down swing center, and the power output shaft 57 is coaxial with the axis center Y and swings up and down synchronously with the rear wheel RW; the rear wheel RW is provided with a rear-wheel drive wheel 7 The rear-wheel drive wheel 7 is connected to the power output wheel 571 on the power output shaft 57 by a transmission element 8 (belt or chain), whereby the power output wheel 571 on the power output shaft 57 drives the transmission The rear-wheel drive wheel 7 is connected with the member 8 to drive the rear wheel RW to rotate synchronously. Another thing to mention is that the drive shaft 564 passes through the first pivot portion 61 and the first support member 58, and the rear The first pivotal portion 61 and the first support 58 of the rocker arm 6 are located between the reduction gear group chamber 53b and the belt CVT system chamber 53c of the transmission box 53, thereby enabling the engine 5 The overall configuration with the rear rocker arm 6 is more compact.

As shown in Figures 4, 5, 6, and 7, from the side view, the engine 5 is supported on the frame unit 3 by a plurality of supporting parts 5a, 5b, 5c, and the engine 5 is viewed from the side view. The support portion 5a is located above the cylinder portion 51, the support portion 5b is located below the cylinder portion 51 of the engine 5, and the support portion 5c is located above and behind the engine 5 and adjacent to the aforementioned rear rocker arm 6. The first and second pivotal parts 61, 62; more specifically, the connecting member 355 of the frame unit 3 is provided with a hanger 9 which is a slightly H-shaped frame body, and the hanger 9 has a pair of frame connecting portions 91 for connecting the connecting piece 355 of the frame unit 3, and a pair of engine connecting portions 92 located on opposite sides away from the frame connecting portion 91, the frame connecting portion 91 The inner sleeve is provided with a flexible shaft bushing 911, which means that the inner and outer layers of the shaft bushing 911 are made of metal, and the middle is composed of a flexible medium (such as rubber) in a sintered manner. The engine connecting portion 92 is sleeved A rigid shaft bushing 921 means that the shaft bushing 921 is composed of inner and outer metal sleeves; the lower side of the connecting lug 356 of the frame unit 3 is provided with an engine support part 3561, the engine support part 3561 has a flexible shaft sleeve 356 2. It means that the inner layer of the axle sleeve 3562 is made of metal and the outer periphery is covered with an elastic medium (such as rubber); the extension piece 354 of the frame unit 3 is provided with an engine support at the rear end of the vehicle body A flexible shaft sleeve 3542 is provided in the engine support portion 3541, which means that the inner layer of the shaft sleeve 3542 is made of metal and the outer periphery is covered with an elastic medium (such as rubber).

As shown in Figures 3, 5, 6, and 7, the frame connecting portion 91 of the hanger 9 is inserted into the shaft bushing 911 with a bolt S to form a tool with the connecting piece 355 of the frame unit 3. The flexible connection means that the connection there still allows the engine 5 to have micro mobility (slight swing or rotation) relative to the frame unit 3. The engine connection portion 92 of the hanger 9 is penetrated by the bolt S1 The shaft sleeve 921 is used to form a rigid connection with the support portion 5a of the engine 5. The connection thereon can also make the engine 5 have micro mobility (micro swing or micro rotation) relative to the frame unit 3, and can be moved from side to side. Observe that the hanger 9 penetrates the centerline D of the frame connecting portion 91 and the center of the engine support portion 3541, and is arranged in a manner slightly perpendicular to the cylinder center axis D1 of the engine 5, thereby enabling the engine 5 The upper part of the frame unit 3 is connected with the frame unit 3 through the hanger 9 to form a link support connection; the engine support portion 3561 provided on the lower side of the connecting ear 356 of the frame unit 3 is penetrated through the axle shaft by a bolt S2 The sleeve 3562 is used to form a support connection with the support portion 5c of the engine 5, and the connection system there still allows the engine 5 to have micro mobility (micro swing or micro rotation) relative to the frame unit 3; the frame unit 3 The engine support portion 3541 of the extension piece 354 toward the rear end of the vehicle body is inserted into the shaft sleeve 3542 with a bolt S3 to form a support connection with the support portion 5b of the engine 5. The connection system there is still The engine 5 can be made to have micro mobility (micro swing or micro rotation) relative to the frame unit 3; thereby, the engine 5 is connected to the hanger 9 and the hanger 9 of the frame unit 3 with the support portions 5a, 5b, and 5c, respectively Engine support part 3541 and the engine support The supporting portion 3561 is arranged in a supporting connection, wherein after the engine 5 is supported and connected to the frame unit 3, the supporting portion 5a above the engine 5 is connected to the hanger 9 of the frame unit 3 in a link supporting connection , And the engine 5 is connected to the engine support portion 3541 of the frame unit 3 by the support portion 5b, respectively, and the support portion 5c of the engine 5 is also formed with the engine support portion 3561 of the frame unit 3. Supporting connection. After the engine 5 and the frame unit 3 are connected to the frame unit 3 in the above-mentioned three places, the engine 5 is connected to the frame unit 3 in a micro-movement (micro-swing or micro-rotation) and approximately non-swinging manner. Therefore, when the detonation force of the cylinder portion 51 of the engine 5 when the cylinder part 51 is operating pushes the piston 542 to drive the crankshaft 54 to rotate and vibration is generated, the vibration generated by the operation of the engine 5 is uploaded to the When the frame unit 3 is used, since the support portion 5a above the engine 5 and the hanger 9 of the frame unit 3 are connected in a pivotable linkage type, the vibration generated by the engine 5 can be buffered and transmitted to The frame unit 3, the frame connecting portion 91 of the hanger 9 and the frame unit 3 and the connecting member 355 are connected flexibly, so that the vibration generated by the operation of the engine 5 can be reduced to be transmitted to The vibration degree of the frame unit 3 can effectively improve the operability and comfort of the locomotive 2 when riding; at the same time, the connection system of the frame unit 3 with the other support parts 5b, 5c is non-linking The support connection can ensure the stable effect of the support connection between the engine 5 and the frame unit 3. It should also be mentioned that ground vibration is transmitted from the rear wheel RW to the engine 5 through the rear rocker arm 6 In the case of the frame unit 3, the support portion 5c of the engine 5 and the flexible support of the engine support portion 3561 of the frame unit 3 can be connected to attract most of the vibration, so that the driving of the locomotive 2 can be improved. Comfort.

The main effect of the present invention is that the locomotive 2 has a frame unit 3 and an engine 5 connected to the frame unit 3, and the rear end of the engine 5 is pivoted with a rear rocker 6; The cylinder part 51 and the transmission part 52 of one-piece structure, the engine 5 series borrow The frame unit 3 is connected by a plurality of support parts 5a, 5b, and 5c. Among the plurality of support parts 5a, 5b, and 5c connected to the frame unit 3 of the engine 5, at least one of the support parts 5a and the frame unit The frame unit 3 is connected in a link type support; thereby, the vibration generated by the operation of the engine 5 can be reduced to the vibration degree of the frame unit 3, and the effect of buffering the vibration of the engine 5 can be optimized. Effectively improve the operability and comfort of the locomotive 2 when riding.

The second effect of the present invention is that the supporting portion 5a of the engine 5 and the frame unit 3 are formed by the link support connection, and a suspension is provided between the engine 5 and the frame unit 3. The frame 9 can reduce the vibration generated by the operation of the engine 5 transmitted to the frame unit 3, can buffer the engine 5 to optimize the effect of vibration, thereby effectively improving the riding of the locomotive 2 Time operability and comfort.

The third effect of the present invention is that, except for one of the supporting parts 5a, 5b, 5c of the engine and the frame unit being connected by a link type support, the other supporting parts 5b, 5c are connected to the frame The connection of the unit 3 is a non-link support connection with shaft bushings 3542 and 3562; thereby, the shock absorption effect of the support connection between the engine 5 and the frame unit 3 can be improved.

The fourth effect of the present invention is that the hanger 9 has a pair of frame connecting portions 91 for connecting the connecting member 355 of the frame unit 3, and is far away from the frame connecting portion 91 and located on the opposite side. A pair of engine connecting portions 92 for connecting the supporting portion 5a of the engine 5; the frame connecting portion 91 and the engine connecting portion 92 are provided with axle sleeves 911 and 912; thereby, the operation of the engine 5 can be reduced The generated vibration is transmitted to the vibration degree of the frame unit 3, which can buffer the optimal effect of the vibration of the engine 5, thereby effectively improving the operability and comfort of the locomotive 2 when riding.

The fifth effect of the present invention is that the axle sleeve of the frame connecting portion 91 is a flexible axle bushing 911; the axle sleeve of the engine connecting portion 92 is a rigid axle bushing 921; In this way, both the shock absorption effect and the stability of the locomotive 2 can be taken into consideration.

The sixth effect of the present invention is that the flexible shaft bushing 911 is provided with an elastic medium; the rigid shaft bushing 921 is a non-elastic medium; thereby, the shock absorption effect and the locomotive can be taken into consideration. 2 stability.

The seventh effect of the present invention is that the hanger 9 has a pair of frame connecting portions 91 and a pair of engine connecting portions 92, when viewed from a side view, the hanger 9 penetrates the frame connecting portion 91 and the engine The center line D of the connecting portion 92 is arranged slightly perpendicular to the cylinder center axis D1 of the engine 5; thereby, the vibration generated by the operation of the engine 5 can be transmitted to the vibration degree of the frame unit 3, so that the engine 5 The vibration reduction is optimized, which can effectively improve the operability and comfort of the locomotive 2 when riding.

The eighth effect of the present invention is that, by viewing from a side view, the support portions 5b, 5c formed by the engine 5 and the frame unit 3 formed by the non-linked support connection are respectively located in the cylinder portion 51 of the engine 5 Below and above the engine 5 and adjacent to the pivotal joints 61 and 62 of the aforementioned rear rocker arm 6; thereby, the stable effect of supporting and connecting the engine 5 and the frame unit 3 can be ensured.

The ninth effect of the present invention is that the supporting parts 5b, 5c of the engine 5 are connected by the non-linking support, and the supporting parts 5b, 5c are connected to the frame unit 3 by the shaft bushings 3542 and 3562. The shaft bushings 3542 and 3562 are flexible shaft bushings to improve the shock absorption effect of the locomotive 2.

The tenth effect of the present invention is that the transmission box 53 is provided with a belt without A step speed change system 56, the belt stepless speed change system 56 has a driving wheel 561, a driven wheel 562, and a driving belt 563 connecting the driving wheel 561 and the driven wheel 562. The driven wheel 562 is provided with a drive shaft 564 in the center. The shaft 564 can drive a reduction gear set 55, the reduction gear set 55 can drive a power output shaft 57, the power output shaft 57 is provided with a power output wheel 571, the drive shaft 564 and the power output shaft 57 are on the same axis; The rear rocker arm 6 has a first pivotal portion 61, a second pivotal portion 62, and is provided with a rear wheel shaft 63. The rear wheel shaft 63 is pivotally provided with a rear wheel RW and a rear wheel drive wheel 7. The rear wheel drive wheel 7 A transmission member 8 is provided between the power output wheel 571; the rear rocker arm 6 is pivoted on two sides outside the transmission box 53 with a first pivoting portion 61 and a second pivoting portion 62, and the driving The shaft 564 and the power output shaft 57 are the swing centers; thereby, the rear rocker arm 6 can be moved toward the front of the vehicle body, so that the wheelbase of the front wheel FW and the rear wheel RW can be reduced, and the locomotive 2 can be miniaturized .

In summary, with the above structure, the present invention can improve the deficiencies of conventional knowledge and achieve the desired purpose. It has indeed improved the efficacy compared with the habitual users, and it has obviously possessed the requirements of novelty, practicality and advancement. It is proposed in accordance with the law. For the application of invention, I would like to ask your examiner for a detailed review, and I would like to grant you the approval of the patent.

3: Frame unit

31: Head Tube

33: Drop tube department

34: Pedal tube

341: Pedal Horizontal Tube

35: Side frame

351: Ascending Section

352: Extension

353: Auxiliary Tube

354: Extension

355: connector

356: link ears

5: Engine

5a: Support

5b: Support

5c: Support

51: Cylinder

61: The first pivot

62: second pivot

RW: Rear wheel

T: Fuel tank

S, S1, S2, S3: Bolt

Claims (7)

A locomotive engine mounting structure. The locomotive has a frame unit and an engine connected to the frame unit. The rear end of the engine is pivotally provided with a rear rocker arm; the engine has at least a cylinder part and a transmission part forming an integrated structure, Viewed from the side view, the engine is connected to the frame unit by a plurality of support parts, characterized in that: among the plurality of support parts connected to the frame unit of the engine, at least one of the support parts is connected to the frame unit. The frame unit is connected in a link type support; the support portion of the engine and the frame unit are formed by a link type support connection, which is constituted by a hanger provided between the engine and the frame unit; Except for one of the plurality of support parts of the engine and the frame unit is a link-type support connection, the other support parts and the frame unit are connected by a non-link support connection with a shaft bushing; the hanger Having a pair of frame connecting parts for connecting the connecting piece of the frame unit, and a pair of engine connecting parts far from the frame connecting part and located on opposite sides for connecting the support part of the engine; A shaft sleeve is arranged in the frame connecting portion and the engine connecting portion. The locomotive engine mounting structure described in item 1 of the scope of patent application, wherein the axle sleeve of the frame connecting portion is a flexible axle sleeve; the axle sleeve of the engine connecting portion is rigid Shaft bushing. According to the locomotive engine mounting structure described in item 2 of the scope of patent application, the flexible shaft bushing is provided with an elastic medium; the rigid shaft bushing is a non-elastic medium. According to the locomotive engine installation structure described in the first item of the scope of patent application, the hanger has a pair of frame connecting portions and a pair of engine connecting portions. When viewed from a side view, the hanger penetrates the frame connecting portion and The center line of the engine connecting portion is slightly perpendicular to the center axis of the cylinder of the engine. The locomotive engine mounting structure described in the first item of the scope of patent application, wherein, when viewed from a side view, the support portions formed by the non-linking support connection formed by the engine and the frame unit are respectively located below the cylinder portion of the engine , And located above the engine and adjacent to the aforementioned rear rocker arm pivot. For the locomotive engine mounting structure described in item 1 of the scope of patent application, the support part of the engine connected by the non-linking support is connected to the frame unit by a bushing, the bushing The sleeve system is a flexible shaft bushing; the flexible shaft bushing has an elastic medium. For example, the locomotive engine installation structure described in item 1 of the scope of patent application, wherein the transmission box is provided with a belt continuously variable transmission system, the belt continuously variable transmission system has a driving wheel, a driven wheel and connecting the driving wheel and the slave The driving belt is driven by the driving wheel. The center of the driven wheel is provided with a drive shaft, the drive shaft can drive a reduction gear set, the reduction gear set can drive a power output shaft, the power output shaft is provided with a power output wheel, the drive shaft and the drive shaft The power output shaft is the same axis; the rear rocker arm has a first pivotal part, a second pivotal part, and a rear axle. The rear axle is pivoted with a rear wheel and a rear-wheel drive wheel. The rear-wheel drive wheel A transmission member is provided between the power output wheel and the power output wheel; the rear rocker arm is pivoted on two sides of the outside of the transmission box with a first pivot part and a second pivot part, and the drive shaft and the power output shaft may be Swing center.

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