CN118190246A - Engine attitude adjusting device - Google Patents

Abstract

The invention relates to an engine posture adjusting device, and belongs to the field of automobile part experimental tools. Comprising the following steps: comprising the following steps: the device comprises a frame, a plurality of wheels, a power mechanism, a first shaft, a second shaft, a plurality of joint mechanisms, a plurality of joint gears, a bearing mechanism, two limiting mechanisms and a plurality of hooks; the wheel is installed in the frame bottom, power unit installs on the frame, joint gear and bearing mechanism overlap respectively and establish on first axle and second axle, and first axle and second axle all set up on the frame top, and power unit is connected with the joint gear of overlapping and establishing in first axle and second axle leftmost, and joint mechanism overlaps and establishes on joint gear, and movably meshes with joint gear, and the couple is windingly set up on first axle and second axle, and stop gear fixed mounting is on the frame top to be connected with joint mechanism. The invention is beneficial to enabling the engine to be transported between different racks and to be adjusted in posture with simple operation.

Description

Engine attitude adjusting device

Technical Field

The invention relates to the field of automobile part experimental tools, in particular to an engine posture adjusting device.

Background

The automobile engine centroid and moment of inertia measurement experiment is one of the main research contents of automobile design engineers. During the experiment, the attitude of the engine needs to be adjusted. Such as a horizontal position, a 30 ° inclined position, a 45 ° inclined position, a 60 ° inclined position, and the like. At present, in the actual experiment process, an engine is lifted to a required angle mainly by a manual conveying method. Because of the large volume and mass of the engine, especially the engine of a heavy truck, manual handling is inconvenient in experiments. In the prior art, the problem that the posture adjusting device of the engine is inconvenient to move generally exists, so that the transportation cannot be carried out according to different experimental benches; and the problem that the adjustment of different postures requires the rotation of a plurality of gears, which causes inconvenient operation.

Therefore, there is a need for an engine attitude adjustment device for engine centroid and moment of inertia experiments that is simple to operate, and that can facilitate the transfer of an engine between different experimental benches.

Disclosure of Invention

The technical problems to be solved by the invention are as follows: an engine posture adjustment device is provided, which enables an engine to be transported between different racks and posture-adjusted with a simple operation.

The technical scheme for solving the technical problems is as follows: an engine attitude adjustment device comprising: the device comprises a frame, a plurality of wheels, a power mechanism, a first shaft, a second shaft, a plurality of joint mechanisms, a plurality of joint gears, a bearing mechanism, two limiting mechanisms and a plurality of hooks; the wheel is installed the frame bottom, power unit installs on the frame, joint gear with bearing mechanism overlaps respectively and establishes first axle with on the second axle, first axle with the second axle all sets up the frame top, power unit with overlap establish first axle with the joint gear of second axle leftmost end is connected, joint mechanism cover is established on the joint gear, and movable with joint gear meshing, the couple is windingly set up first axle with on the second axle, stop gear fixed mounting is in the frame top, and with joint mechanism connects.

The beneficial effects of the invention are as follows: the power mechanism is operated, and the power of the power mechanism is transmitted to the hooks through the joint gear, the first shaft and the second shaft, so that the hooks are wound on the first shaft and the second shaft synchronously, and the engine connected with the hooks is lifted steadily, and the engine rack can be replaced conveniently at the moment; meanwhile, the connecting mechanism is connected with the connecting gears at different positions on the first shaft and the second shaft, so that whether the power of the power mechanism can be completely transmitted to different positions on the first shaft and the second shaft or not is facilitated, in other words, whether the power transmission can be performed on the first shaft and the second shaft or not is facilitated, in other words, whether the hooks are driven to rotate by the different positions on the first shaft and the second shaft or not is facilitated, and whether the first shaft and the second shaft can rotate or not is facilitated, and therefore the hooks are enabled to be in different lifting states, and further adjustment of different postures of the engine is achieved.

On the basis of the technical scheme, the invention can be improved as follows.

Further, the first shaft comprises a first left shaft and a first right shaft, the second shaft comprises a second left shaft and a second right shaft, the first left shaft and the first right shaft and the second left shaft and the second right shaft are connected through the joint mechanism and the joint gear, and a plurality of hooks are arranged on the first left shaft, the first right shaft, the second left shaft and the second right shaft in a one-to-one corresponding and windable mode.

The beneficial effects of adopting the further scheme are as follows: the first left shaft, the first right shaft, the second left shaft, the second right shaft are matched with the joint mechanism and the joint gear, so that whether the transmission of braking force is controlled is facilitated, whether the hook is wound on the first left shaft, the first right shaft, the second left shaft and the second right shaft or not is controlled, and therefore the adjustment of the posture of the engine is achieved.

Further, the plurality of engaging gears are respectively sleeved at the left and right ends of the first left shaft and the second left shaft and the left ends of the first right shaft and the second right shaft, two engaging gears are sleeved at the left ends of the first left shaft and the second left shaft, two engaging gears are sleeved at the left ends of the first left shaft and two engaging gears are sleeved at the left ends of the second left shaft, the width of the engaging gear at the leftmost end is twice that of the other engaging gear, the engaging gears at the leftmost end are sleeved on the first left shaft and the second left shaft, the power mechanism is connected with the engaging gears sleeved at the leftmost end of the first left shaft and the engaging gears at the leftmost end of the second left shaft, and the plurality of engaging mechanisms are arranged between the two engaging gears at the left ends of the first left shaft, between the two engaging gears at the left ends of the second left shaft, between the left and right engaging gears at the left ends of the second left shaft and between the left ends of the first left shaft and the right shaft and the engaging gears at the left ends of the second left shaft.

The beneficial effects of adopting the further scheme are as follows: the width of the joint gear at the leftmost end of the first left shaft and the second left shaft is twice that of the other joint gear, so that the leftmost joint gears of the first left shaft and the second left shaft are connected with the power mechanism and the joint mechanism at the same time, power transmission is realized, and the power of the power mechanism is transmitted to the first left shaft and the second left shaft.

Further, the frame includes: two chassis, roof-rack, frame baffle and four bearing mount, the chassis is the planer-type structure of inversion, the roof-rack is annular platy structure, the bearing mount is arch platy structure, the roof-rack is installed two the chassis top, a plurality of the wheel sets up respectively two the chassis bottom, the frame baffle sets up being close to power unit one end on the chassis, four the bearing mount sets up respectively the left and right sides on roof-rack top, first axle with the second axle all sets up the roof-rack top.

The beneficial effects of adopting the further scheme are as follows: the frame is favorable for the installation and fixation of each part to provide a supporting position, and simultaneously can be matched with wheels to span the engine rack, so that the posture of the engine can be adjusted and the rack can be replaced conveniently.

Further, the bearing mechanism comprises five first bearings and a plurality of second bearings, the five first bearings are correspondingly arranged between the four bearing fixing frames and the roof frame in a one-to-one mode and in the middle of the frame baffle, and the plurality of second bearings are respectively sleeved on the first left shaft, the first right shaft, the second left shaft and the second right shaft and fixedly connected with the roof frame.

The beneficial effects of adopting the further scheme are as follows: the first bearing is beneficial to providing support for the rotation of the first shaft and the second shaft at the top end of the frame, and can also provide support for the rotation of the driving shaft in the power mechanism; the second bearing advantageously provides support for the coaxial and smooth drive between the first left and right axles, and the second left and right axles.

Further, the second bearing comprises a second bearing body and a bearing fixing block, the second bearing body is sleeved on the first shaft and the second shaft, and two ends of the bearing fixing block are in one-to-one correspondence with the outer ring of the second bearing body and the roof frame to be fixedly connected.

The beneficial effects of adopting the further scheme are as follows: the bearing fixing block is beneficial to fixing the second bearing main body on the frame, so that the first shaft and the second shaft can rotate stably.

Further, the power mechanism includes: the driving wheel is sleeved with a first bearing in the middle of the frame baffle, the driving wheel is sleeved with a left end of the driving shaft, the driving wheel crank is mounted on the driving wheel, the driving wheels are sleeved with a first bearing in the middle of the frame baffle, the driving belts are in one-to-one correspondence with the driving gears and are connected in an adaptive mode, and one ends, away from the driving gears, of the driving belts are in one-to-one correspondence with the joint gears sleeved at the leftmost ends of the first left shaft and the second left shaft.

The beneficial effects of adopting the further scheme are as follows: the driving wheel crank drives the driving wheel and the driving shaft to rotate, so that the driving gear sleeved on the driving shaft is driven to synchronously rotate, and the connection of the driving gear and the driving belt is beneficial to transmitting the power generated by the power mechanism to the joint gear at the leftmost ends of the first shaft and the second shaft.

Further, the engagement mechanism includes: the device comprises an engagement outer ring, an engagement inner ring, a plurality of balls, an adjusting block and two hanging lugs, wherein the engagement outer ring is an annular structure, the outer wall of the annular structure is fixedly provided with the adjusting block, the engagement inner ring is an annular structure, the inner wall of the annular structure is provided with tooth shapes, the tooth shapes of the tooth shapes are engaged with the engagement gears in an adaptive mode, the balls are wound between the engagement outer ring and the engagement inner ring, and the two hanging lugs are arranged at the left end and the right end of the adjusting block in a one-to-one correspondence mode.

The beneficial effects of adopting the further scheme are as follows: the left and right pushing of the adjusting block is beneficial to enabling the engagement inner ring to be engaged with the engagement gears on the left side and the right side of the engagement mechanism alternatively or simultaneously, the power of the first left shaft and the second left shaft can not be transmitted to the first right shaft and the second right shaft during the alternative engagement, the power of the power mechanism can not be transmitted to the first shaft and the second shaft, and the adjustment of the engine posture can be realized by matching with the hook; meanwhile, when the engine is meshed, the power of the power mechanism can be transmitted to the first shaft and the second shaft, the power of the first left shaft and the second left shaft can be transmitted to the first right shaft and the second right shaft, and the whole lifting of the engine can be realized by matching with the hooks, so that the engine rack is replaced; the lug is matched with the adjusting mechanism, so that convenience in pushing the combining mechanism left and right is improved.

Further, the stop gear includes: spacing connecting rod, a plurality of stopper and two spacing frames, stopper fixed mounting is in roof-rack top, spacing connecting rod and a plurality of stopper top fixed connection, two spacing frame one-to-one sets up the both ends about the spacing connecting rod, the adjusting block adaptation sets up in the spacing frame.

The beneficial effects of adopting the further scheme are as follows: the limiting frame is beneficial to circumferentially limiting the adjusting block on one hand, and the influence of continuous rotation of the adjusting block on other mechanisms in the process that the joint mechanism rotates along with the first shaft and the second shaft is avoided; on the other hand, the left and right direction limiting of the adjusting block is facilitated, and the two engaging gears at the left end of the first left shaft or the left end of the second left shaft are engaged or engaged with only one engaging gear in the process that the left and right ends of the adjusting block move in the limiting frame.

Further, the automobile roof frame comprises a plurality of adjusting mechanisms, wherein each adjusting mechanism comprises a fixed connecting rod, a pulley and an adjusting stay wire, the fixed connecting rod is of a U-shaped rod-shaped structure fixedly installed on the automobile roof frame, the pulley is installed in the middle of the fixed connecting rod in a rolling mode, and the adjusting stay wire is wound on the peripheral surface of the pulley and connected with the hanging lugs.

The beneficial effects of adopting the further scheme are as follows: the adjusting stay wire is pulled leftwards or rightwards, so that the engagement mechanism is pushed leftwards or rightwards, the engagement inner ring is engaged with the engagement gears on the left side and the right side of the engagement mechanism or simultaneously engaged, and the convenience in adjustment is improved.

Drawings

Fig. 1 is a schematic diagram of a structure before overall posture adjustment according to an embodiment of the present invention;

fig. 2 is a schematic diagram of an overall posture after adjustment according to an embodiment of the present invention;

FIG. 3 is a schematic view of the connection between a frame and a bearing provided by an embodiment of the present invention;

Fig. 4 is a schematic structural view of a bearing fixing frame according to an embodiment of the present invention;

FIG. 5 is a schematic diagram of a power mechanism according to an embodiment of the present invention;

FIG. 6 is a schematic illustration of the connection between the first shaft, the second shaft and the engagement gear provided by an embodiment of the present invention;

FIG. 7 is a schematic view of the connection between the first shaft, the second shaft, the engagement mechanism and the engagement gear provided by an embodiment of the present invention;

FIG. 8 is a schematic view of a structure of a coupling mechanism according to an embodiment of the present invention;

FIG. 9 is a cross-sectional view of a mating outer race provided by an embodiment of the present invention;

FIG. 10 is a schematic view of a meshing inner ring according to an embodiment of the present invention;

FIG. 11 is a schematic diagram of a second bearing according to an embodiment of the present invention;

fig. 12 is a schematic structural view of an adjusting mechanism according to an embodiment of the present invention;

Fig. 13 is a schematic structural view of a limiting mechanism according to an embodiment of the present invention;

Fig. 14 is a second schematic structural diagram before overall posture adjustment according to the embodiment of the present invention;

fig. 15 is a second schematic structural diagram after overall posture adjustment according to an embodiment of the present invention.

Wherein the double-headed arrow in fig. 1 indicates the mounting orientation between the components.

In the drawings, the list of components represented by the various numbers is as follows:

1. A frame; 2. a wheel; 3. a power mechanism; 4. a first shaft; 5. a second shaft; 6. an engagement mechanism; 7. an engagement gear; 8. a bearing mechanism; 9. a limiting mechanism; 10. a hook; 11. an adjusting mechanism; 31. a drive shaft; 32. a drive gear; 33. a drive belt; 34. a driving wheel; 35. a driving wheel crank; 41. a first left axis; 42. a first right axis; 51. a second left axis; 52. a second right axis; 61. engaging the outer race; 62. engaging the inner race; 63. a ball; 64. adjusting the block; 65. hanging lugs; 81. a first bearing; 82. a second bearing; 91. a limit connecting rod; 92. a limiting block; 93. a limit frame; 101. a chassis; 102. a roof rack; 103. a frame baffle; 104. a bearing fixing frame; 111. a fixed connecting rod; 112. a pulley; 113. adjusting a stay wire; 821. a second bearing body; 822. and a bearing fixing block.

Detailed Description

The principles and features of the present invention are described below with examples given for the purpose of illustration only and are not intended to limit the scope of the invention.

As shown in fig. 1,2, 14 and 15, an engine posture adjustment device includes: the vehicle comprises a frame 1, a plurality of wheels 2, a power mechanism 3, a first shaft 4, a second shaft 5, a plurality of joint mechanisms 6, a plurality of joint gears 7, a bearing mechanism 8, two limiting mechanisms 9 and a plurality of hooks 10; the wheel 2 is installed the frame 1 bottom, power unit 3 is installed on the frame 1, joint gear 7 with bearing mechanism 8 overlaps respectively and establishes on first axle 4 with on second axle 5, first axle 4 with second axle 5 all set up the frame 1 top, power unit 3 with overlap establish first axle 4 with joint gear 7 of second axle 5 leftmost, joint mechanism 6 cover is established on joint gear 7, and movably with joint gear 7 meshes, couple 10 windingly sets up on first axle 4 with on second axle 5, stop gear 9 fixed mounting is in frame 1 top, and with joint mechanism 6 connects.

The following description is needed: in a preferred embodiment of the invention, the portion of the hook 10 wound around the first shaft 4 and the second shaft 5 is soft, such as with a rope, and the portion adapted to be connected to the lug on the engine is hard, such as with iron.

The beneficial effects of the invention are as follows: the power mechanism is operated, and the power of the power mechanism is transmitted to the hooks through the joint gear, the first shaft and the second shaft, so that the hooks are wound on the first shaft and the second shaft synchronously, and the engine connected with the hooks is lifted steadily, and the engine rack can be replaced conveniently at the moment; meanwhile, the connecting mechanism is connected with the connecting gears at different positions on the first shaft and the second shaft, so that whether the power of the power mechanism can be completely transmitted to different positions on the first shaft and the second shaft or not is facilitated, in other words, whether the power transmission can be performed on the first shaft and the second shaft or not is facilitated, in other words, whether the hooks are driven to rotate by the different positions on the first shaft and the second shaft or not is facilitated, and whether the first shaft and the second shaft can rotate or not is facilitated, and therefore the hooks are enabled to be in different lifting states, and further adjustment of different postures of the engine is achieved.

Preferably, as shown in fig. 1,2, 6 and 7, the first shaft 4 includes a first left shaft 41 and a first right shaft 42, the second shaft 5 includes a second left shaft 51 and a second right shaft 52, the first left shaft 41 and the first right shaft 42 and the second left shaft 51 and the second right shaft 52 are connected by the engagement mechanism 6 and the engagement gear 7, and a plurality of hooks 10 are windably provided on the first left shaft 41, the first right shaft 42, the second left shaft 51 and the second right shaft 52 in one-to-one correspondence.

The beneficial effects of adopting the preferable scheme are as follows: the first left shaft, the first right shaft, the second left shaft, the second right shaft are matched with the joint mechanism and the joint gear, so that whether the transmission of braking force is controlled is facilitated, whether the hook is wound on the first left shaft, the first right shaft, the second left shaft and the second right shaft or not is controlled, and therefore the adjustment of the posture of the engine is achieved.

Preferably, as shown in fig. 6 and 7, a plurality of the engaging gears 7 are respectively sleeved at left and right ends of the first left shaft 41 and the second left shaft 51 and left ends of the first right shaft 42 and the second right shaft 52, two engaging gears 7 are respectively sleeved at left ends of the first left shaft 41 and the second left shaft 51, two engaging gears 7 are respectively sleeved at left ends of the first left shaft 41 and two engaging gears 7 are respectively sleeved at left ends of the second left shaft 51, the width of the engaging gear 7 at the leftmost end is twice the width of the other engaging gear 7, the engaging gear 7 at the leftmost end is sleeved on the first left shaft 41 and the second left shaft 51, the power mechanism 3 is connected with the engaging gear 7 sleeved at the leftmost end of the first left shaft 41 and the engaging gear 7 at the leftmost end of the second left shaft 51, and a plurality of the engaging mechanisms 6 are respectively arranged between the left and right ends of the first left shaft 41 and the second left shaft 7 and the left end and the right shaft 7, and the left and the right shaft 7 are engaged between the left and right ends of the first shaft 7 and the left and the right shaft 7 and the left end of the second shaft 51.

The following description is needed: in the technical solution of the present invention, the "blank" means that the engaging gear 7 at the leftmost end of the first left shaft 41 and the engaging gear 7 at the leftmost end of the second left shaft 51 can move relatively with the first left shaft 41 and the second left shaft 51, that is, when the engaging gear 7 at the leftmost end of the first left shaft 41 and the engaging gear 7 at the leftmost end of the second left shaft 51 rotate, the first left shaft 41 and the second left shaft 51 will not rotate along with the rotation of the engaging gear 7;

In order to prevent the idle engaged gear 7 from sliding off from the leftmost end of the first left shaft 41 and the leftmost end of the second left shaft 51, a pin shaft for limiting the engaged gear 7 is arranged on both the first left shaft 41 on the left side of the engaged gear 7 at the leftmost end of the first left shaft 41 and the second left shaft 51 on the left side of the engaged gear 7 at the leftmost end of the second left shaft 51; in order to avoid that the idle sleeve is rubbed against the other engaging gear 7 on the left side of the first left shaft 41 and the other engaging gear 7 on the left side of the second left shaft 51 when the engaging gear 7 rotates on the first left shaft 41 and the second left shaft 51, washers are arranged between the two engaging gears 7 on the left side of the first left shaft 41 and between the two engaging gears 7 on the left side of the second left shaft 51, and the washers cooperate with the other engaging gear 7 on the left side of the first left shaft 41 and the other engaging gear 7 on the left side of the second left shaft 51 to limit the right side of the idle sleeve to the engaging gear 7, so that the idle sleeve can only rotate relative to the first left shaft 41 and the second left shaft 51 at a fixed position on the first left shaft 41 and the second left shaft 51.

The beneficial effects of adopting the preferable scheme are as follows: the width of the joint gear at the leftmost end of the first left shaft and the second left shaft is twice that of the other joint gear, so that the leftmost joint gears of the first left shaft and the second left shaft are connected with the power mechanism and the joint mechanism at the same time, power transmission is realized, and the power of the power mechanism is transmitted to the first left shaft and the second left shaft.

Preferably, as shown in fig. 3 and 4, the frame 1 includes: the automobile comprises two automobile underframe 101, an automobile top frame 102, a frame baffle 103 and four bearing fixing frames 104, wherein the automobile underframe 101 is of an inverted gantry structure, the automobile top frame 102 is of an annular plate structure, the bearing fixing frames 104 are of an arched plate structure, the automobile top frame 102 is arranged at the top ends of the two automobile underframe 101, a plurality of wheels 2 are respectively arranged at the bottom ends of the two automobile underframe 101, the frame baffle 103 is arranged on the automobile underframe 101 close to one end of a power mechanism 3, four bearing fixing frames 104 are respectively arranged at the left side and the right side of the top end of the automobile top frame 102, and a first shaft 4 and a second shaft 5 are respectively arranged at the top end of the automobile top frame 102.

The following description is needed: in the preferred embodiment of the present invention, the shape of the underframe 101 is not unique, and may be a quadrangular bar-like structure other than an inverted gantry-like structure, so long as it can be fixedly connected to the roof frame 102 while providing a location for mounting the wheels 2.

The beneficial effects of adopting the preferable scheme are as follows: the frame is favorable for the installation and fixation of each part to provide a supporting position, and simultaneously can be matched with wheels to span the engine rack, so that the posture of the engine can be adjusted and the rack can be replaced conveniently.

Preferably, as shown in fig. 1,2, 14 and 15, the bearing mechanism 8 includes five first bearings 81 and a plurality of second bearings 82, the five first bearings 81 are arranged between the four bearing fixing frames 104 and the roof frame 102 and in the middle of the frame baffle 103 in a one-to-one fit manner, and the plurality of second bearings 82 are respectively sleeved on the first left shaft 41, the first right shaft 42, the second left shaft 51 and the second right shaft 52 and are fixedly connected with the roof frame 102.

The following description is needed: in the preferred embodiment of the present invention, the number of the second bearings 82 is four, and the installation positions of the four second bearings 82 are one-to-one corresponding to the position between the engaging gear 7 at the right end of the first left shaft 41 and the engaging gear 7 at the left end, and close to the engaging gear 7 at the right end; a position between the engaging gear 7 at the right end of the second left shaft 51 and the engaging gear 7 at the left end and close to the engaging gear 7 at the right end; a position between the engaging gear 7 at the left end of the first right shaft 42 and the engaging gear 7 at the right end and close to the engaging gear 7 at the left end; a position between the engaging gear 7 at the left end of the second right shaft 52 and the engaging gear 7 at the right end and close to the engaging gear 7 at the left end;

In the preferred embodiment of the present invention, the number of the hooks 10 is four, and the four hooks 10 are installed between the four first bearings 81 and the four second bearings 82, which are fittingly provided between the four bearing holders 104 and the roof frame 102, in a one-to-one correspondence, as shown in fig. 1 and 2.

The beneficial effects of adopting the preferable scheme are as follows: the first bearing is beneficial to providing support for the rotation of the first shaft and the second shaft at the top end of the frame, and can also provide support for the rotation of the driving shaft in the power mechanism; the second bearing advantageously provides support for the coaxial and smooth drive between the first left and right axles, and the second left and right axles.

Preferably, as shown in fig. 11, the second bearing 82 includes a second bearing body 821 and a bearing fixing block 822, the second bearing body 821 is sleeved on the first shaft 4 and the second shaft 5, and two ends of the bearing fixing block 822 are fixedly connected with an outer ring of the second bearing body 821 and the roof frame 102 in a one-to-one correspondence manner.

The beneficial effects of adopting the preferable scheme are as follows: the bearing fixing block is beneficial to fixing the second bearing main body on the frame, so that the first shaft and the second shaft can rotate stably.

Preferably, as shown in fig. 5, the power mechanism 3 includes: the driving device comprises a driving shaft 31, two driving gears 32, two driving belts 33, driving wheels 34 and a driving wheel crank 35, wherein a first bearing 81 arranged in the middle of a frame baffle 103 is sleeved at the right end of the driving shaft 31, the driving wheels 34 are sleeved at the left end of the driving shaft 31, the driving wheel crank 35 is arranged on the driving wheels 34, two driving gears 32 are sleeved between the driving wheels 34 and the first bearing 81 arranged in the middle of the frame baffle 103, the two driving belts 33 are in one-to-one correspondence with the two driving gears 32 in an adaptive connection, and one ends of the two driving belts 33, far away from the driving gears 32, are in one-to-one correspondence with a joint gear 7 sleeved at the leftmost ends of a first left shaft 41 and a second left shaft 51.

The following description is needed: in a preferred embodiment of the invention, the drive belt 33 is a toothed belt which is toothed-matched to the drive gear 32.

The beneficial effects of adopting the preferable scheme are as follows: the driving wheel crank drives the driving wheel and the driving shaft to rotate, so that the driving gear sleeved on the driving shaft is driven to synchronously rotate, and the connection of the driving gear and the driving belt is beneficial to transmitting the power generated by the power mechanism to the joint gear at the leftmost ends of the first shaft and the second shaft.

Preferably, as shown in fig. 8, the engagement mechanism 6 includes: the meshing outer ring 61 is an annular structure with the adjusting block 64 fixedly mounted on the outer wall, the meshing inner ring 62 is an annular structure with a tooth shape which is matched and meshed with the joint gear 7, the plurality of balls 63 are wound between the meshing outer ring 61 and the meshing inner ring 62, and the two hanging lugs 65 are arranged at the left end and the right end of the adjusting block 64 in a one-to-one correspondence mode.

The following description is needed: as shown in fig. 9 and 10, in the technical solution of the present invention, the outer circumferential surface of the engagement inner ring 62 and the inner circumferential surface of the engagement outer ring 61 are both arc-shaped groove structures, which is advantageous in preventing the balls 63 from falling from between the engagement outer ring 61 and the engagement inner ring 62 when the adjustment block 64 is pushed to transmit force.

The beneficial effects of adopting the preferable scheme are as follows: the left and right pushing of the adjusting block is beneficial to enabling the engagement inner ring to be engaged with the engagement gears on the left side and the right side of the engagement mechanism alternatively or simultaneously, the power of the first left shaft and the second left shaft can not be transmitted to the first right shaft and the second right shaft during the alternative engagement, the power of the power mechanism can not be transmitted to the first shaft and the second shaft, and the adjustment of the engine posture can be realized by matching with the hook; meanwhile, when the engine is meshed, the power of the power mechanism can be transmitted to the first shaft and the second shaft, the power of the first left shaft and the second left shaft can be transmitted to the first right shaft and the second right shaft, and the whole lifting of the engine can be realized by matching with the hooks, so that the engine rack is replaced; the lug is matched with the adjusting mechanism, so that convenience in pushing the combining mechanism left and right is improved.

Preferably, as shown in fig. 13, the limiting mechanism 9 includes: spacing connecting rod 91, a plurality of stopper 92 and two spacing frames 93, stopper 92 fixed mounting is in roof-rack 102 top, spacing connecting rod 91 with a plurality of stopper 92 top fixed connection, two spacing frames 93 one-to-one sets up the both ends about spacing connecting rod 91, adjusting block 64 adaptation sets up in spacing frame 93.

The following description is needed: in the preferred embodiment of the present invention, the size of the inner space of the limit frame 93 is adapted to the width of the two engaging gears 7 at the left end of the first left shaft 41 or the width of the two engaging gears 7 at the left end of the second left shaft 51.

The beneficial effects of adopting the preferable scheme are as follows: the limiting frame is beneficial to circumferentially limiting the adjusting block on one hand, and the influence of continuous rotation of the adjusting block on other mechanisms in the process that the joint mechanism rotates along with the first shaft and the second shaft is avoided; on the other hand, the left and right direction limiting of the adjusting block is facilitated, and the two engaging gears at the left end of the first left shaft or the left end of the second left shaft are engaged or engaged with only one engaging gear in the process that the left and right ends of the adjusting block move in the limiting frame.

Preferably, as shown in fig. 1, 2 and 9, the bicycle roof frame further comprises a plurality of adjusting mechanisms 11, the adjusting mechanisms 11 comprise fixed connecting rods 111, pulleys 112 and adjusting stay wires 113, the fixed connecting rods 111 are of a U-shaped rod-shaped structure fixedly mounted on the roof frame 102, the pulleys 112 are mounted in the middle of the fixed connecting rods 111 in a rolling manner, and the adjusting stay wires 113 are wound on the peripheral surfaces of the pulleys 112 and connected with the hanging lugs 65.

The following description is needed: in the preferred embodiment of the present invention, as shown in fig. 1 and 2, the adjusting pull 113 may be directly connected to the hanger 65 without being wound around the outer circumferential surface of the pulley 112.

The beneficial effects of adopting the preferable scheme are as follows: the adjusting stay wire is pulled leftwards or rightwards, so that the engagement mechanism is pushed leftwards or rightwards, the engagement inner ring is engaged with the engagement gears on the left side and the right side of the engagement mechanism or simultaneously engaged, and the convenience in adjustment is improved.

The working of the invention is illustrated by two examples:

Embodiment one: the engine's gantry is replaced.

As shown in fig. 1 to 9, the adjusting block 64 is pushed first, so that the engagement outer ring 61 of the four engagement mechanisms 6 drives the engagement inner ring 62 to move left and right through the balls 63, and the engagement inner ring 62 of the four engagement mechanisms 6 is in one-to-one correspondence with the two engagement gears 7 at the left end of the first left shaft 41, is simultaneously engaged with the two engagement gears 7 at the left end of the second left shaft 51, is simultaneously engaged with the engagement gears 7 at the right end of the first left shaft 41 and the engagement gears 7 at the left end of the first right shaft 42, is simultaneously engaged with the engagement gears 7 at the right end of the second left shaft 51 and the engagement gears 7 at the left end of the second right shaft 52, and at this time, the first left shaft 41 and the first right shaft 42 and the second left shaft 51 and the second right shaft 52 can synchronously rotate to transmit power; then, the driving wheel crank 35 is rotated, so that the driving wheel 34 drives the driving shaft 31 and the two driving gears 32 sleeved on the driving shaft 31 to coaxially rotate, and the power generated by the rotation of the driving wheel crank 35 can be transmitted to the first shaft 4 and the second shaft 5 through the two driving belts 33; in the process of synchronously rotating the first left shaft 41, the first right shaft 42, the second left shaft 51 and the second right shaft 52, the hooks 10 sleeved on the first left shaft 41, the first right shaft 42, the second left shaft 51 and the second right shaft 52 can synchronously lift, the hooks 10 can drive the engine to lift, and when the engine lifts off the engine rack, the rack can be replaced, so that the engine can be transported on different engine racks.

Embodiment two: the attitude of the engine is adjusted.

In the embodiment, two types of gestures can be adjusted, so that one end of the engine, which is close to the power mechanism 3, is tilted upwards; the engine is turned over a certain angle in the direction of the first shaft 4 and the second shaft 5 as shown in fig. 2 and 15.

When the engine is tilted up near one end of the power mechanism 3, the adjusting block 64 is pushed first, the engagement inner ring 62 of the engagement mechanism 6 between the first left shaft 41 and the first right shaft 42 is engaged with the engagement gear 7 at the left end of the first right shaft 42, the engagement inner ring 62 of the engagement mechanism 6 between the second left shaft 51 and the second right shaft 52 is engaged with the engagement gear 7 at the left end of the second right shaft 52, at this time, the power on the first left shaft 41 and the second left shaft 51 cannot be transmitted to the first right shaft 42 and the second right shaft 52 through the engagement mechanism 6, namely, the first left shaft 41 and the second left shaft 51 can rotate under the action of the power mechanism 3, but the first right shaft 42 and the second right shaft 52 cannot rotate; then, the driving wheel crank 35 is rotated, so that the driving wheel 34 drives the driving shaft 31 and the two driving gears 32 sleeved on the driving shaft 31 to coaxially rotate, power generated by rotation of the driving wheel crank 35 can be transmitted to the first left shaft 41 and the second left shaft 51 through the two driving belts 33, in the synchronous rotation process of the first left shaft 41 and the second left shaft 51, the hooks 10 sleeved on the first left shaft 41 and the second left shaft 51 can synchronously lift, the hooks 10 sleeved on the first right shaft 42 and the second right shaft 52 are not moved, and at the moment, along with gradual lifting of the hooks 10 sleeved on the first left shaft 41 and the second left shaft 51, one end of the engine, which is close to the power mechanism 3, is in an upturned posture.

When the engine is turned to a certain angle towards the direction of the first shaft 4, the adjusting block 64 is pushed first, the meshing inner rings 62 of the two jointing mechanisms 6 sleeved on the first shaft 4 are meshed with the jointing gears 7 with small width at the left end of the first left shaft 41 and the jointing gears 7 at the left end of the first right shaft 42 in a one-to-one correspondence manner, the meshing inner rings 62 of the two jointing mechanisms 6 sleeved on the second shaft 5 are meshed with the two jointing gears 7 at the left end of the first left shaft 41 and the jointing gears 7 at the right end of the first left shaft 41 and the jointing gears 7 at the left end of the first right shaft 42 in a one-to-one correspondence manner, at the moment, the power on the power mechanism 3 cannot be transmitted to the first shaft 4, but can be transmitted to the second shaft 5, namely the first shaft 4 cannot rotate along with the operation of the power mechanism 3, but the second shaft 5 can rotate along with the operation of the power mechanism 3; then, the driving wheel crank 35 is rotated, so that the driving wheel 34 drives the driving shaft 31 and the two driving gears 32 sleeved on the driving shaft 31 to coaxially rotate, the power generated by the rotation of the driving wheel crank 35 can be transmitted to the second shaft 5 through the driving belt 33, and in the process that the second shaft 5 continuously rotates, hooks sleeved on the second left shaft 51 and the second right shaft 52 can drive the engine to turn over towards the direction of the first shaft 4.

Similarly, the operation of turning the engine in the direction of the second shaft 5 by a certain angle is opposite to the operation of turning the engine in the direction of the first shaft 4 by a certain angle described above, and will not be described again here.

It should be noted that: in the technical solutions of the two embodiments, the adjusting block 64 can be pushed by manual pushing, and the adjusting block 64 can also be pushed by the adjusting stay 113 and the hanging lugs 65 in the adjusting mechanism 11, the specific operation can be determined according to the actual situation, the embodiment of manually pushing the adjusting block 64 is shown in fig. 14 and 15, and the embodiment of pushing the adjusting block 64 by the adjusting stay 113 is shown in fig. 1 and 2.

In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present invention.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present invention, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.

In the present invention, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly, through intermediaries, or both, may be in communication with each other or in interaction with each other, unless expressly defined otherwise. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to the specific circumstances.

In the present invention, unless expressly stated or limited otherwise, a first feature "up" or "down" a second feature may be the first and second features in direct contact, or the first and second features in indirect contact via an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.

In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.

While embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the invention, and that variations, modifications, alternatives and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the invention.

Claims (10)

1. An engine posture adjustment device, characterized by comprising: the vehicle comprises a vehicle frame (1), a plurality of wheels (2), a power mechanism (3), a first shaft (4), a second shaft (5), a plurality of joint mechanisms (6), a plurality of joint gears (7), a bearing mechanism (8), two limiting mechanisms (9) and a plurality of hooks (10);

The wheel (2) is installed frame (1) bottom, power unit (3) are installed on frame (1), joint gear (7) with bearing mechanism (8) cover respectively is established first axle (4) with on second axle (5), first axle (4) with second axle (5) all set up frame (1) top, power unit (3) are in with the cover is established first axle (4) with joint gear (7) of second axle (5) leftmost, joint mechanism (6) cover is established on joint gear (7), and movably with joint gear (7) meshing, couple (10) windably set up first axle (4) with on second axle (5), stop gear (9) fixed mounting be in frame (1) top, and with joint mechanism (6) are connected.

2. The engine posture adjustment device according to claim 1, characterized in that the first shaft (4) includes a first left shaft (41) and a first right shaft (42), the second shaft (5) includes a second left shaft (51) and a second right shaft (52), the first left shaft (41) and the first right shaft (42) and the second left shaft (51) and the second right shaft (52) are connected by the engagement mechanism (6) and the engagement gear (7), and a plurality of hooks (10) are provided on the first left shaft (41), the first right shaft (42), the second left shaft (51) and the second right shaft (52) in a one-to-one correspondence.

3. The engine posture adjustment device according to claim 2, characterized in that a plurality of the engaging gears (7) are respectively fitted over left and right ends of the first left shaft (41) and the second left shaft (51) and left ends of the first right shaft (42) and the second right shaft (52), the engaging gears (7) fitted over left ends of the first left shaft (41) and the second left shaft (51) are both provided with two, two engaging gears (7) fitted over left ends of the first left shaft (41) and two engaging gears (7) fitted over left ends of the second left shaft (51), the engaging gear (7) at the leftmost end is twice as wide as the other engaging gear (7), and the engaging gear (7) at the leftmost end is blank fitted over the first left shaft (41) and the second left shaft (51), the power mechanism (3) is engaged with the left end of the first shaft (7) and the left end (7) of the second left shaft (7) so as to be engaged with the left end (6) of the left shaft (7) which is engaged with the left end (41) of the left end (7) of the second left shaft (7) which is engaged with the left end (51) The right end of the first left shaft (41) is connected between the connecting gear (7) and the left end of the first right shaft (42) and between the connecting gear (7) and the left end of the second left shaft (51) is connected between the connecting gear (7) and the left end of the second right shaft (52).

4. An engine posture adjustment device according to claim 2, characterized in that the frame (1) comprises: two chassis (101), roof rack (102), frame baffle (103) and four bearing mount (104), chassis (101) are the planer-type structure of inversion, roof rack (102) are annular platy structure, bearing mount (104) are arch platy structure, roof rack (102) install two chassis (101) tops, a plurality of wheel (2) set up respectively in two chassis (101) bottom, frame baffle (103) set up be close to on chassis (101) of power unit (3) one end, four bearing mount (104) set up respectively in both sides about roof rack (102) top, first axle (4) with second axle (5) all set up on roof rack (102) top.

5. The engine posture adjustment device according to claim 4, wherein the bearing mechanism (8) comprises five first bearings (81) and a plurality of second bearings (82), the five first bearings (81) are arranged between the four bearing fixing frames (104) and the roof frame (102) and in the middle of the frame baffle (103) in a one-to-one fit manner, and the plurality of second bearings (82) are respectively sleeved on the first left shaft (41), the first right shaft (42), the second left shaft (51) and the second right shaft (52) and fixedly connected with the roof frame (102).

6. The engine posture adjustment device according to claim 5, characterized in that the second bearing (82) comprises a second bearing body (821) and a bearing fixing block (822), the second bearing body (821) is sleeved on the first shaft (4) and the second shaft (5), and two ends of the bearing fixing block (822) are fixedly connected with an outer ring of the second bearing body (821) and the roof frame (102) in a one-to-one correspondence.

7. An engine posture adjustment device according to claim 5, characterized in that the power mechanism (3) comprises: the driving device comprises a driving shaft (31), two driving gears (32), two driving belts (33), a driving wheel (34) and a driving wheel crank (35), wherein a first bearing (81) arranged in the middle of a frame baffle (103) is sleeved at the right end of the driving shaft (31), the driving wheel (34) is sleeved at the left end of the driving shaft (31), the driving wheel crank (35) is mounted on the driving wheel (34), the two driving gears (32) are sleeved between the driving wheel (34) and the first bearing (81) arranged in the middle of the frame baffle (103), the two driving belts (32) are correspondingly connected with the two driving gears (32) one by one, and one ends of the two driving belts (32) far away from the driving gears are correspondingly connected with a joint gear (7) sleeved at the leftmost ends of the first left shaft (41) and the second left shaft (51).

8. An engine posture adjustment device according to claim 4, characterized in that the engagement mechanism (6) comprises: the novel clutch comprises an engagement outer ring (61), an engagement inner ring (62), a plurality of balls (63), an adjusting block (64) and two hanging lugs (65), wherein the engagement outer ring (61) is an annular structure on which the adjusting block (64) is fixedly installed on the outer wall, the engagement inner ring (62) is an annular structure on which teeth-shaped structures which are engaged with the engagement gear (7) in an adaptive mode are arranged on the inner wall, the balls (63) are wound between the engagement outer ring (61) and the engagement inner ring (62), and the two hanging lugs (65) are arranged at the left end and the right end of the adjusting block (64) in a one-to-one correspondence mode.

9. An engine posture adjustment device according to claim 8, characterized in that the limit mechanism (9) comprises: spacing connecting rod (91), a plurality of stopper (92) and two spacing frames (93), stopper (92) fixed mounting is in roof-rack (102) top, spacing connecting rod (91) and a plurality of stopper (92) top fixed connection, two spacing frames (93) one-to-one set up both ends about spacing connecting rod (91), adjusting block (64) adaptation sets up in spacing frame (93).

10. The engine posture adjustment device according to claim 8, further comprising a plurality of adjustment mechanisms (11), wherein the adjustment mechanisms (11) comprise fixed connecting rods (111), pulleys (112) and adjustment stay wires (113), the fixed connecting rods (111) are of a U-shaped rod-shaped structure fixedly mounted on the roof frame (102), the pulleys (112) are rollably mounted in the middle of the fixed connecting rods (111), and the adjustment stay wires (113) are wound on the outer peripheral surfaces of the pulleys (112) and are connected with the hanging lugs (65).