TWI739347B - locomotive - Google Patents

Abstract

A locomotive is suitable for cooperating with a cooling liquid to reduce the operating temperature, and comprises an engine unit, an exhaust unit connected to the engine unit, and a heat dissipation unit suitable for cooling the cooling liquid passing through the engine unit. The engine unit includes a cylinder, a box connected with the cylinder and a part of which defines a crank chamber, and a crankshaft partially accommodated in the crank chamber in a pivotable manner. The exhaust unit includes a muffler on one side of one end of the crankshaft, and the heat dissipation unit includes a radiator on one end of the crankshaft opposite to the muffler. By arranging the muffler of the exhaust unit and the radiator on the left and right sides of the crankshaft respectively, the cooling liquid will not be affected by the exhaust unit and increase its temperature after passing through the radiator, so that the cooling liquid Play a better cooling effect.

Description

locomotive

The present invention relates to a locomotive, in particular to a locomotive with a water-cooled engine.

Referring to Figure 1, the Republic of China Publication No. 201730023 "Locomotive Engine Cooling Equipment" invention patent application is suitable for installation in a motor vehicle 8. The motor vehicle 8 includes an exhaust pipe 81 installed on the right side, and a water cooling A type internal combustion engine (not shown in the figure), the locomotive engine cooling device includes a radiator 9 installed on the right side of the motor vehicle 8. When the motor vehicle 8 is running, a coolant (not shown) that sequentially flows through the water-cooled internal combustion engine and the radiator 9 absorbs the heat generated by the water-cooled internal combustion engine, and then the radiator 9 The heat of the coolant is discharged to the outside of the motor vehicle 8, and the cooled coolant can be returned to the water-cooled internal combustion engine for cooling. However, due to the existing configuration, the exhaust pipe 81 and the radiator 9 are close to each other, so that the cooling fluid is easily affected by the high temperature exhaust pipe 81 to heat up after being cooled by the radiator 9, and then Reduce the cooling efficiency, it should be improved.

[Problems to be solved by the present invention]

Therefore, the object of the present invention is to provide a locomotive in which the coolant is no longer heated by the exhaust pipe.

[Technical means to solve the problem]

Therefore, such as the invention of claim 1, the locomotive of the present invention is suitable for cooperating with a coolant to reduce the operating temperature, and includes an engine unit, an exhaust unit connected to the engine unit, and an engine unit suitable for cooling through the engine unit The cooling unit of the coolant. The engine unit includes a cylinder, a box connected with the cylinder and a part of which defines a crank chamber, and a crankshaft partially accommodated in the crank chamber in a pivotable manner. The exhaust unit includes a muffler on one side of one end of the crankshaft, and the heat dissipation unit includes a radiator on an end of the crankshaft opposite to the muffler, so that the muffler and the radiator are respectively located The left and right sides of the crankshaft.

Such as the invention of claim 2 in the scope of the patent application, the heat dissipation unit also includes a fan between the radiator and the cabinet.

For example, the invention of claim 3 in the scope of the patent application, the fan can rotate coaxially with the crankshaft, the radiator has a plurality of water channels formed corresponding to the axis of the fan and is suitable for cooling the coolant, a continuous cooling fin group An upper water tank connected to the top side of the water channels and a lower water tank connected to the bottom side of the water channels.

For example, the invention in claim 4 of the scope of patent application defines a reference line passing through the geometric center of the cylinder along the front and rear direction of the locomotive. The engine unit also includes a cover arranged on the side of the box opposite to the radiator, The box body has a first box part between the reference line and the radiator, and a second box part between the reference line and the box cover, a part of the second box part and the box cover The cooperation defines a first transmission chamber located on the same side as the muffler.

For example, the invention of claim 5 in the scope of the patent application defines a central plane passing through the geometric center of the locomotive along the front and rear direction of the locomotive, wherein the exhaust unit also includes a duct connected between the cylinder and the muffler, and the cylinder forms There is an air outlet communicating with the duct, and the muffler is formed with an air inlet communicating with the duct, defining a longitudinal axis parallel to the central plane and passing through the air inlet, and a longitudinal axis perpendicular to the central plane and passing through the air outlet. A front transverse axis, and a rear transverse axis perpendicular to the center plane and passing through the air inlet, at least a part of the first transmission chamber is located on the center plane, the longitudinal axis, the front transverse axis, and the rear transverse axis. Cooperate within the defined range.

Such as the invention of claim 6 in the scope of patent application, at least a part of the muffler is located within the projection range of the first transmission chamber in the front and rear direction of the locomotive.

For example, the invention of claim 7 in the scope of patent application also includes a frame, and the engine unit and the muffler are fixed to the frame in a non-relative manner.

For example, the invention of claim 8 in the scope of patent application further includes a transmission unit connected to the engine unit, and a part of the box body also defines a second transmission chamber spaced from the crank chamber along the front and rear direction of the locomotive. The unit includes a first transmission member housed in the first transmission chamber and driven by the crankshaft, and a gear set housed in the second transmission chamber and driven by the first transmission member, the gear set having An output shaft arranged in parallel with the crankshaft along the front and rear direction of the locomotive.

For example, the invention of claim 9 in the scope of the patent application further includes a rear wheel spaced from the engine unit, and the transmission unit further includes a second transmission member driven by the output shaft and used to drive the rear wheel.

[Effects Achieved by the Invention]

In the invention of claim 1 in the scope of patent application, the muffler of the exhaust unit and the radiator of the heat dissipation unit are respectively arranged on opposite sides of the crankshaft to prevent the coolant from being cooled by the radiator. The high temperature of the exhaust unit affects the temperature, which can improve the heat dissipation efficiency of the radiator, so that the cooling liquid can exert the expected better cooling effect.

In the inventions of claims 2 and 3 in the scope of patent application, the fan is used to forcibly draw the hot air of the radiator to the engine unit and discharge it, which can reduce the temperature of the radiator and improve the heat dissipation efficiency of the radiator.

In the inventions of claims 4 and 5 in the scope of patent application, by arranging the first transmission chamber and the muffler on the same side of the crankshaft, and arranging the first transmission chamber between the cylinder and the muffler, So that there is enough space on the other side of the crankshaft for the radiator to be installed.

In the invention of Claim 6 in the scope of patent application, the muffler is arranged relatively behind the first transmission chamber, which can reduce the overall width of the locomotive and increase the tilt angle of the locomotive when cornering.

In the invention of claim 7 of the scope of patent application, the engine unit and the muffler are fixed on the frame, so that the engine unit and the muffler will not change with the road conditions during the running of the locomotive The occurrence of swing makes the center of gravity of the locomotive more stable and can improve the maneuverability of the locomotive.

In the inventions of claims 8 and 9 in the scope of patent application, the gear set is arranged in a second transmission chamber located relatively rearward of the crank chamber, and the second transmission member is used to transmit the power from the output shaft to the rear The wheel can reduce the axle distance between the crankshaft and the output shaft to shorten the length of the first transmission chamber and make the structure of the engine unit more compact.

2 and 3 together, an embodiment of the locomotive of the present invention. In this embodiment, the locomotive is a vehicle with a water-cooled engine, which is suitable for cooperating with a coolant to reduce its operating temperature. The locomotive includes an engine unit 1, an exhaust unit connected to the engine unit 1, a heat dissipation unit 3 suitable for cooling the coolant passing through the engine unit 1, a transmission unit 4 connected to the engine unit 1, a A frame 5 for fixing the engine unit 1 and a rear wheel 6 spaced apart from the engine unit 1. Of course, the locomotive also includes other components, such as a faucet or a car shell, etc. However, since these components are not the main technical focus of this case, for ease of description, they will not be repeated in this case, and the illustration will be omitted in the drawings.

With reference to Figures 4 and 5, the engine unit 1 includes a cylinder 11 formed with an air outlet 110, a box 12 connected to the cylinder 11 and a part of which defines a crank chamber 120, and a pivotable part containing The crankshaft 13 in the crank chamber 120 and a box cover 14 covering the box body 12. A reference line X passing through the geometric center of the cylinder 11 along the front and rear direction of the locomotive is defined. The box body 12 has a first box portion 121 and a second box portion 122 located on opposite sides of the reference line X. A part of the second box part 122 cooperates with the box cover 14 to define a first transmission chamber 123, and a part of the box body 12 also defines a second transmission chamber 124 spaced from the crank chamber 120 along the front and rear direction of the locomotive. .

With reference to Figures 2 and 4, the exhaust unit 2 includes a muffler 21 on one side of the crankshaft 13, and a duct 22 connected between the cylinder 11 and the muffler 21. The muffler 21 is formed with an air inlet 210. In this embodiment, the muffler 21 and the engine unit 1 are fixed on the frame 5 in a non-relative manner, so that during driving, the muffler 21 and the engine unit 1 will not Swinging with changes in road conditions can make the overall center of gravity of this embodiment more stable and improve the maneuverability of this embodiment. In addition, the first transmission chamber 123 is located on the same side as the muffler 21 of the exhaust unit 2, and the duct 22 is connected to the air outlet 110 of the cylinder 11 and the air inlet 210 of the muffler 21 for The high-temperature gas inside the engine unit 1 is led out, so that the high-temperature gas can be discharged from the cylinder 11 through the air outlet 110, and enter the interior of the muffler 21 through the air inlet 210, and finally make the high-temperature gas from the muffler 21 Discharge outward.

With reference to FIGS. 5 and 6, the heat dissipation unit 3 includes a radiator 31 at an end of the crankshaft 13 opposite to the muffler 21, and a fan 32 between the radiator 31 and the box 12. The radiator 31 has a radiating fin group 311 formed with a plurality of water channels 310 corresponding to the axis of the fan 32 and suitable for cooling the coolant, an upper water tank 312 connected to the top side of the water channels 310, and a continuous The drain tank 313 on the bottom side of the water channel 310 is passed through.

In this embodiment, the first box portion 121 is located between the reference line X and the radiator 31 of the heat dissipation unit 3, and the box cover 14 is provided on the box body 12 of the engine unit 1 opposite to the heat dissipation unit. One side of the device 31, that is, the box cover 14 is provided on the second box portion 122 of the box body 12. In addition, the fan 32 of the heat dissipating unit 3 is located outside the box 12 and can rotate coaxially with the crankshaft 13 of the engine unit 1, that is, no additional power drive is required. During the operation of this embodiment , The fan 32 can operate synchronously with the rotation of the crankshaft 13.

With reference to Figures 3 and 5, the transmission unit 4 includes a first transmission member 42 housed in the first transmission chamber 123 of the engine unit 1 and driven by the crankshaft 13, and a first transmission member 42 housed in the engine unit 1 A gear set 43 in the second transmission chamber 124 driven by the first transmission member 42 and a second transmission member 44 driven by the gear set 43 and used to drive the rear wheel 6. The gear set 43 has an output shaft 431 arranged in parallel with the crankshaft 13 along the front and rear direction of the locomotive, and the second transmission member 44 is driven by the output shaft 431.

In this embodiment, the second transmission member 44 is a belt as an example. However, the type of the second transmission member 44 is not limited to this. It can also be a rear rocker arm or other transmission mechanism, as long as the The power of the engine unit 1 is transmitted to the rear wheel 6 and the rear wheel 6 is driven to rotate. By arranging the gear set 43 in the second transmission chamber 124 relatively rearward of the crank chamber 120, and using the second transmission member 44 to transmit the power from the output shaft 431 to the rear wheel 6, it is possible to reduce The axle distance between the crankshaft 13 and the output shaft 431 can shorten the length of the first transmission chamber 123 and make the structure of the engine unit 1 more compact.

4, a central plane P passing through the geometric center of this embodiment along the front and rear direction of the locomotive, a longitudinal axis L1 parallel to the central plane P and passing through the air inlet 210 of the muffler 21, and a vertical axis P are defined And passing through the front horizontal axis L2 of the air outlet 110 of the cylinder 11 and a rear horizontal axis L3 perpendicular to the central plane P and passing through the air inlet 210, at least a part of the first transmission chamber 123 is located on the central plane P , The longitudinal axis L1, the front horizontal axis L2, and the rear horizontal axis L3 cooperate to define the range. By arranging the first transmission chamber 123 and the muffler 21 on the same side of the crankshaft 13, and setting the first transmission chamber 123 between the cylinder 11 and the muffler 21, the other of the crankshaft 13 There is enough space on the side for the radiator 31 to be installed.

Referring to FIG. 7, in this embodiment, at least a part of the muffler 21 is located within the projection range of the first transmission chamber 123 in the front and rear direction of the locomotive. Specifically, when viewed from the front to the rear of the embodiment, As shown in FIG. 7, at least a part of the muffler 21 will be located directly behind the first transmission chamber 123, and at least a part of the muffler 21 will be covered by a part of the second box portion 122 of the engine unit 1, and The box cover 14 of the engine unit 1 is shielded. In this way, the overall width of this embodiment can be reduced, and the tilting angle of this embodiment when cornering is increased.

4 and 6 in conjunction, during the operation of this embodiment, the coolant will first flow through the engine unit 1, and absorb the heat generated by the engine unit 1, and then flow through the radiator 31 in sequence The upper water tank 312, the water channels 310, the heat sink assembly 311, and the lower water tank 313 are returned to the engine unit 1 for the next round of cooling. By arranging the muffler 21 of the exhaust unit 2 and the radiator 31 of the heat dissipating unit 3 on the left and right sides of the crankshaft 13, after the coolant passes through the radiator 31, the muffler is no longer exposed to high temperature. 21 affects and heats up to ensure the cooling effect that the coolant can exert.

When the cooling liquid flows through the water channels 310, the heat in the cooling liquid is transferred to the heat sink group 311 located around the water channels 310, and escapes to the air around the heat sink group 311, so that the heat is dissipated The temperature of the air around the sheet group 311 rises to form hot air. Since the axis position of the fan 32 of the heat dissipation unit 3 corresponds to the water channels 310, the axis of the fan 32 is directly aligned with the heat sink group 311, and in this embodiment, the fan 32 can be A centrifugal fan is selected so that when the fan 32 is running, the hot air trapped around the heat sink 311 can be directly forced to the engine unit 1, and the hot air can be drawn from a position below the engine unit 1 and toward the ground. Blow out from the opening (not shown in the diagram). In this way, the temperature of the radiator 31 can be effectively reduced, and the heat dissipation efficiency of the radiator 31 can be improved.

To sum up, in the locomotive of the present invention, the muffler 21 of the exhaust unit 2 and the radiator 31 of the heat dissipation unit 3 are respectively arranged on the opposite sides of the crankshaft 13 of the engine unit 1, so as to prevent the coolant from being damaged. After the radiator 31 is cooled, it is affected by the high temperature exhaust unit 2 and rises again, which can improve the heat dissipation efficiency of the radiator 31 and ensure the cooling effect of the coolant. In addition, with the adjustment of the position of other components and the configuration of the space defined by other components, the internal structure of this embodiment can be more compact, and the overall center of gravity can be stabilized and the controllability can be improved, so it can indeed achieve the cost of the invention. The purpose.

However, the above are only examples of the present invention. When the scope of implementation of the present invention cannot be limited by this, all simple equivalent changes and modifications made in accordance with the scope of the patent application of the present invention and the content of the patent specification still belong to This invention patent covers the scope.

1: Engine unit 11: cylinder 110: vent hole 12: Cabinet 120: crankshaft chamber 121: The first box part 122: The second box part 123: The first transmission room 124: The second transmission room 13: crankshaft 14: Box cover 2: Exhaust unit 21: Silencer 210: air inlet 22: Catheter 3: Cooling unit 31: radiator 310: Waterway 311: Heat sink group 312: upper sink 313: The Sink 32: Fan 4: Transmission unit 42: The first transmission part 43: gear set 431: output shaft 44: The second transmission part 5: Frame 6: Rear wheel L1: longitudinal axis L2: Front transverse axis L3: Rear transverse axis P: center plane X: reference line

Other features and effects of the present invention will be clearly presented in the embodiments with reference to the drawings, in which: Figure 1 is an incomplete three-dimensional view illustrating the locomotive engine cooling equipment disclosed in the Republic of China Publication No. 201730023 invention patent application; Figure 2 is a side view illustrating an embodiment of the locomotive of the present invention; FIG. 3 is a partially enlarged top view to assist in explaining the embodiment at an angle different from that of FIG. 2; Figure 4 is a partially enlarged bottom view illustrating the relative positions of an engine unit, an exhaust unit, and a transmission unit of this embodiment; 5 is an incomplete partial cross-sectional view illustrating the internal structure of a heat dissipation unit, the engine unit, and the transmission unit of the embodiment; Figure 6 is an incomplete three-dimensional exploded view to further illustrate the relative positions of the components of the heat dissipation unit; and Fig. 7 is a partially enlarged front view illustrating that a muffler of the exhaust unit is at least partially located within the projection range of a first transmission chamber of the transmission unit in the front-rear direction of the locomotive.

1: Engine unit

11: cylinder

110: vent hole

12: Cabinet

120: crankshaft chamber

123: The first transmission room

13: crankshaft

2: Exhaust unit

21: Silencer

210: air inlet

22: Catheter

3: Cooling unit

31: radiator

313: The Sink

4: Transmission unit

P: center plane

L1: longitudinal axis

L2: Front transverse axis

L3: Rear transverse axis

Claims (7)

A locomotive is suitable for cooperating with a coolant to reduce the operating temperature, and includes: an engine unit, including a cylinder, a box connected to the cylinder and a part of which defines a crank chamber, and a pivotable part accommodated in The crankshaft of the crankshaft chamber; an exhaust unit that communicates with the cylinder and includes a muffler on one side of one end of the crankshaft; and a heat dissipation unit suitable for cooling the coolant passing through the engine unit, and includes A radiator at the end of the crankshaft opposite to the muffler, and a fan between the radiator and the box, the fan can rotate coaxially with the crankshaft, and the muffler and the radiator are respectively located at The left and right sides of the crankshaft; wherein, the engine unit also includes a cover provided on the side of the box opposite to the radiator, defining a reference line passing through the geometric center of the cylinder along the front and rear direction of the locomotive, the engine unit The box body has a first box part between the reference line and the radiator, and a second box part between the reference line and the box cover, a part of the second box part is matched with the box cover A first transmission chamber located on the same side as the muffler is defined. The locomotive according to claim 1, wherein the radiator has a radiating fin group formed with a plurality of water channels corresponding to the axis of the fan and suitable for cooling the coolant, and an upper water tank connected to the top side of the water channels , And a sink connected to the bottom side of these waterways. The locomotive according to claim 1, which defines a center plane passing through the geometric center of the locomotive along the front and rear direction of the locomotive, wherein the exhaust unit further includes a continuous A duct connected between the cylinder and the muffler, the cylinder is formed with an outlet hole communicating with the duct, and the muffler is formed with an air inlet hole communicating with the duct, defining a parallel to the center plane and passing through the air inlet hole A longitudinal axis perpendicular to the center plane and a front transverse axis passing through the air outlet, and a rear transverse axis perpendicular to the center plane and passing through the air inlet hole, at least a part of the first transmission chamber is located on the center plane, The longitudinal axis, the front transverse axis, and the rear transverse axis are coordinated to define the range. The locomotive according to claim 1, wherein at least a part of the muffler is located within a projection range of the first transmission chamber in the front and rear direction of the locomotive. The locomotive according to claim 3 or 4, further comprising a frame, and the engine unit and the muffler are fixed on the frame in a non-relative manner. The locomotive according to claim 1, further comprising a transmission unit connected to the engine unit, a part of the box body further defines a second transmission chamber spaced from the crank chamber along the front and rear direction of the locomotive, the transmission unit It includes a first transmission member housed in the first transmission chamber and driven by the crankshaft, and a gear set housed in the second transmission chamber and driven by the first transmission member, the gear set having a The output shaft is arranged in parallel with the crankshaft along the front and rear direction of the locomotive. The locomotive according to claim 6, further comprising a rear wheel spaced from the engine unit, and the transmission unit further comprising a second transmission member driven by the output shaft and used for driving the rear wheel.

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