200946799 九、發明說明： 【發明所屬之技術領域】 本發明係關於一 用於機車引擎内部之 種曲軸箱臂音抑制結構，尤指一種適 曲軸箱噪音抑制結構。 【先前技術】 於機車内燃機引擎之設計中， 以中其内部之曲柄轴與曲軸 籲 10 15200946799 IX. Description of the Invention: [Technical Field] The present invention relates to a crankcase arm sound suppression structure for use in a locomotive engine interior, and more particularly to a crankcase noise suppression structure. [Prior Art] In the design of the locomotive engine, the internal crankshaft and crankshaft are used.
之間分別會設置有-軸承，較常使用滾 _承相其作為曲柄歡域元件。其中，曲柄轴上的 -對滾珠轴承之内環係先壓配嵌入該曲柄轴之頸部，隨後 該對滾珠軸承之外環再滑配裝人曲㈣之左、右轴承座 中。然而’因為曲柄轴上的滾珠轴承之外環與曲軸箱之左、 右軸承座係為滑配方式，因此，在引擎運轉時，無法避免 衷珠轴承之外環與曲轴箱之軸承座間會有顫動撞擊的情形 產生’進而引發噪音問題。 此外，由於前述各個元件之間之組裝精度以及本身材 質熱膨脹係數之不同，當機車引擎於運轉並產k高熱時， 也會使得滾珠軸承與軸承座之間產生滑移、迴轉或摩擦， 同時加速滾珠軸承與轴承錢之磨耗，並因此造成運轉時 產生嚴重的噪音以及振動，並使得引擎馬力降低。 凊同時參閱圖1、及圖2，其分別係習知機車引擎之剖 圖及’、曲轴粕之放大示意圖。其中顯示有一曲柄軸91及 其疋位方式’為改善上述機車引擎於運轉時會產生噪音以 及振動問題’廠商於曲軸箱92之右軸承座921與左軸承座 20 200946799 - 922上分別增設有一鑄鐵襯套97,98，藉由鑄鐵襯套97,98可 降低右、左軸承座921，922與滾珠軸承93,94間之熱膨脹係數 差異，進而減少右、左軸承座921,922與滚珠軸承93,94之間 於引擎運轉時因溫昇所造成之熱膨脹所產生之間隙量。 5 然而，前述藉由增設鑄鐵襯套97,98之設計方式仍舊無 法有效降低噪音以及振動。因此有廠商將右、左軸承座 921,922設計成壓配型態，以抑制顫動敲擊音。但如此反而 造成滚珠軸承93,94組裝於右、左軸承座921,922以及曲柄軸 ❹ 91時之不便與困擾，也會造成爾後維修的不便，且又由於 10 鑄鐵襯套97,98與曲軸箱92之間必須配合良好，因此其二者 間之加工精度以及加工成本亦將相對提高。 請再同時參閱圖3、及圖4，其分別為習知曲軸箱噪音 抑制結構之剖面圖、及其環狀阻尼件之立體圖。其中顯示 為改善上述機車引擎於運轉時會產生噪音以及振動問題， 15 有廠商除了於曲轴箱92之右、左軸承座921，922分別組設有 一鑄鐵襯套97,98之外，並增加設計一環狀阻尼件95，其噪 ^ 音抑制結構係將滚珠轴承93,94分別套設於曲柄軸91上，且 滚珠軸承93,94分別包括有一内環931,941、一外環 932.942、 及一滾珠933,943。其中，内環931，941並分別壓 2〇 配於曲柄軸91之頸部911，912，而環狀阻尼元件95係夾設於 外環932與右軸承座921之間，藉由環狀阻尼件95朝向滚珠 轴承94方向之軸向推力，可使兩滾珠軸承93,94之外環 932.942、 滚珠933,943、及内環931,941之間形成無間隙之 接觸狀態，促使引擎之曲柄軸91於運轉時所產生的噪音有 6 200946799 -效被抑制。惟此種作法，會因引擎運轉時所產生的溫度上 昇而造成環狀阻尼件95快速劣化，而欠缺使用耐久性，繼 而無法發揮當初抑制噪音之功效。且此環狀阻尼件％並非 彈I·生構件，剛性不佳，導致曲柄轴91轴向位置之固定效果 5 會受到影響。 為改善上述機車引擎於運轉時會產生噪音以及振動問 題也有人叹汁-種特殊滾珠軸承，其外環喪設圓周狀之 合成樹脂材料，並且於徑向方向突出於其外環，特殊滾珠 ©轴承係夾設於轴承座與曲柄軸之間。目的為縮減因引擎運 10轉造成滾珠軸承與曲轴箱之轴承座間之間隙，改善滾珠轴 承與轴承座間之撞擊現象，避免異常振動的產生而引發出 異音。惟此種作法，於長時間引擎運轉下，如同上述，由 於引擎運轉時所產生的溫度上昇而造成合成樹脂材料快速 劣化，且熱膨脹效應也導致滾珠轴承之外環與曲軸箱之軸 15承座間仍舊會存在著間隙，無法完全抑制顏動撞擊情形。 此外，此種特殊滾珠轴承之成本增加，加工之精度控制及 Φ 組立上的不便更是額外衍生的因擾。 綜上，習用技術尚有上述之缺失，而無法滿足各方面 之要求，並非十分理想。發明人原因於此，本於積極發明 2〇創作之精神，亟思一種可以解決上述問題之「曲軸箱噪音 抑制結構」，幾經研究實驗終至完成本發明。 θ 【發明内容】 200946799 本發明係有關於-種曲軸㈣音抑制結構，包括有一 曲柄軸、-曲軸箱、一第一滾動軸承、一第二滾動轴承、 及一第一盤形彈簧。 5 參 10 15 ❹ 第箱：括有一第一轴承座、及-第二轴承座， 第-軸承座、及第二軸承座分別組設於曲柄轴之二侧，且 2柄軸於對應第-轴承座之—側形成有―第―頸部，曲柄 轴另於對應第二軸承座之—侧形成有—第二頸部。 第一滾動轴承係組設於第一轴承座内，且第-滚 動軸承包括有一第—内環mm 曲柄轴之第-頸部，而第-外環則係鬆配組設 = Γ:Γ。相同地’第二滚動轴承係組設於第二軸 第一滾動軸承也包括有一第二内環、及一第二 外環。其中’第二内環健配於曲柄轴之第二頸部。 、衷動Γ卜’上述第—盤形彈簧係夾設於第-轴承座與第一 外環之轴向外側面之間，用以提供」彈性 滾動抽承之第-外環朝向第二滾動轴承之 造成力’…_時 而降低因顏動= 間的顏動撞擊現象，進 長時間下引擎:1斤引發的振動及噪音問題，因而可提供 此外，由於盤y 力’提昇滾動軸承之使用壽命。 阻尼件、及之幾何外形特性’可改善習知之環狀 «成樹脂材料由於溫度上昇、剛性不佳所造成 20 200946799 的磨耗及劣化，致欠缺使用耐久性之缺失，且盤形彈簧之 成本也較習知之特殊滚珠軸承低廉，組裝便利。 5 ❹ 10 15 ❹ 此外’本發明可更包括有一第一襯套，第一襯套係組 設於第一軸承座與第一滾動軸承的第一外環之徑向外側面 之間，用以降低第一轴承座與第一滚動轴承間之熱膨脹係 數差異，進而減少兩構件之間於引擎運轉時因溫昇所造成 之熱膨脹所產生之間隙量。 另外，本發明可更包括有一第二襯套，第二襯套係組 設於第二轴承座與第二滾動軸承的第二外環之徑向外側面 之間，用以降低第二軸承座與第二滾動轴承間之熱膨脹係 數差異，進而減少兩構件之間於引擎運轉時因溫昇所造成 之熱膨脹所產生之間隙量。 上述第一襯套可為鑄鐵襯套、或其他等效材質之鐵合 金襯套。同樣地’第二襯套也可為鑄鐵襯套、或其他等效 材質之鐵合金襯套。俾可降低第―、第二轴承座與第一、 第滾動軸承間之熱膨脹係數差異，進而減少構件之間於 引擎運轉時因溫昇所造成之熱膨脹所產生之間隙量。 再者’上述第-滚動轴承、及第二滾動袖承可為滾珠 轴承、滾柱軸承、或其他等效之軸承，皆可達成相同 效。 又，本發明可更包括有一第二盤形彈簧，其係夾設於 一輛承座與第二滾動軸承之第二外環之轴向外側面之 用乂提供彈性預力以頂抵第二滾動轴承的第二外環 20 200946799 朝向該第-滾動轴承之方向推移，俾可更為強化降低因顏 動撞擊所引發的振動及噪音問題。 【實施方式】 5 Φ 10 15 〇 首先’請同時參閱圖5係、本發明第—較佳實施例之剖面 圖、圖6係圖5之放大示意圖，7係圖5之盤形彈簧之立 體圖，本實_之⑲㈣音㈣結構包括有—曲柄轴卜 -曲轴箱2、帛-滾動轴承3、一第二滾動轴承4、一第一概 套7、一第二襯套8、以及一第一盤形彈簧 ，、中曲軸箱2包括有-第—轴承座2卜及—第二轴承座 2_2第轴承座2卜及第二輛承座22分別組設於曲柄轴1之 「侧’且曲柄轴1於對應第—軸承座21之-側形成有-第一 頸邠11曲柄軸1於對應第二軸承座22之一側形成有一第二 頸部12。 如圖5所示，第一滾動軸承3係組設於第一轴承座21 内且第一滾動軸承3包括有一第一内環31、一第一滾動件 33及一第一外環32。其中第一内環η係壓配於曲柄軸1 之第頸°卩11，而第一外環32係鬆配組設於第一轴承座21 同時第一滾動軸承4係組設於第二轴承座22内，且第二 '衰動轴承4包括有一第二内環4卜-第二滾動件43、及-第 一外環42。JL中，梦_〜 /、r 第一内環41係壓配於曲柄轴1之第二頸部 ;實施例中’該第一滾動軸承3、及第二滚動轴承4 皆為滾珠袖承。 20 200946799 此外’第一襯套7係組設於第一轴承座21與第一滾動軸 承3之第一外環32之徑向外側面之間。同時第二襯套8則係 組設於第二轴承座22與第二滾動轴承4之第二外環42之徑 向外側面之間。於本實施例中，第一襯套7、及第二襯套8 5 皆為鑄鐵襯套，而第一滾動轴承3、及第二滾動軸承4則皆 為鋼材質之滾動軸承，鑄鐵襯套與鋼材質滾動軸承之熱膨 脹係數差異不大，因此可減少第一、第二軸承座2i，22與第 一、第二滾動軸承3,4之間於引擎運轉時因溫昇所造成之熱 〇 膨脹所產生之間隙量。 如圖5、及圖7所示，第一盤形彈簧5係夾設於第一軸承 座21與第一滾動軸承3之第一外環32之軸向外側面之間，第 一盤形彈簧5可提供一彈性預力以頂抵第一滾動軸承3之第 外環32朝向第二滚動轴承4之方向推移。 15 ❹ 20 請參閲圖5,由於第一滾動軸承3之第一外環32與第一 轴承座21之間係為鬆配，而第一滾動轴承3之第一内環u係 壓配於曲柄軸1之第-頸部η，同時第二滚動軸承4之第二 配於曲柄轴1之第二頸部12。因此，當第—盤： =5頂抵於第-外環32並使其朝向第二滾動轴承4方向推 •’第-外環32會轴向偏移並與第—滚動件塊 :件33則再受到推移而與第-内環31接觸，此時，： :會推動曲柄軸1軸向偏移，而曲柄軸1會再:動： 承4之第二内環41轴向偏移，並促使第二内環= 觸於第二滚動件43，而第-爷 門環41接 於第二外環42。 —杨件4顶再受到推移並接觸 11 200946799 . 於上述之轴向偏移動作下，第一滚動轴承3之第一外環 32、第一滾動件33、及第一内環只之間可形成完全零間隙 接觸狀態，且第二滾動轴承4之第二外環42、第二滾動件 43 '及第二内環41之間同樣可形成完全零間隙接觸狀態， 5 如此可形成一預壓設計。 ^ 藉此，第一盤形彈簧5可提供一軸向推力，有效防止引 擎運轉時造成第一、及第二滾動軸承3,4與曲轴箱2之第一、 第二軸承座21，22間的顫動撞擊現象，進而降低因顫動撞擊 Φ所引發的振動及噪音問題，因而可提供長時間下引擎之— 1〇穩定推力，提昇第一、及第二滾動軸承3,4之使用壽命。此 外，由於第一盤形彈簧5之幾何外形特性，可改善上述習知 之環狀阻尼件95、及合成樹脂材料由於溫度上昇、剛性不 佳所造成的磨耗及劣化，致欠缺使用耐久性之缺失，且第 -盤形彈簧5之成本也較上述習知之特殊滾珠軸承低廉，組 15 裝便利。 、 凊參閱圖8係本發明第二較佳實施例之剖面圖，其主要 φ ’结構皆與上述第一較佳實施例相同，唯差別在於本實施例 除具有第一實施何之第一盤形彈簧5之外，另具有一第二盤 形彈簧6,第二滾動軸承4之第二外環42係鬆配組設於第二 2〇轴承座22内，同時第二盤形彈簧6係夾設於第二轴承座22與 袞動軸承4之第一外環42之軸向外侧面之間，用以提供 彈性預力以頂抵第二外環42朝向第一滾動轴承3之方向 推移。因此，藉由增設第二盤形彈簧6以及其所提供之彈性 12 200946799 • 預力，並同時搭配原本之第一盤形彈簧5，可更為強化上述 第一較佳實施例所述之各種功效。 上述實施例僅係為了方便說明而舉例而已，本發明所 主張之權利範圍自應以申請專利範圍所述為準，而非僅限 5 於上述實施例^ Λ 【圖式簡單說明】 φ 圖1係習知機車引擎之剖面圖。 圓2係圖1之曲軸箱之放大示意圖。 10 圖3係習知曲轴箱噪音抑制結構之剖面圖。 圖4係圖3之環狀阻尼件之立體圖。 圖5係本發明第一較佳實施例之剖面圖。 圖6係圖5之放大示意圖。 圖7係圖5之盤形彈簧之立體圖。 15 圖8係本發明第二較佳實施例之剖面圖。 【主要元件符號說明】 1,91 曲柄轴 12 第二頸部 21 第一轴承座 3 第一滾動轴承 32 第一外環 4 第二滾動轴承 42 第二外環 11 第 一頸部 2,92 曲軸箱 22 第 —轴承座 31 第 一内環 33 第 一滾動件 41 第 二内環 43 第 一滾動件 13 200946799 5 第一盤形彈簧 6 第二盤形彈簧 7 第一襯套 8 第二襯套 911,912 頸部 921 右軸承座 922 左軸承座 93,94 滾珠轴承 931,941 内環 932,942 外環 933,943 滚珠 95 環狀阻尼件 97,98 概套 參 ❹ 14There will be a - bearing between them, which is more commonly used as a crank-and-loop component. Wherein, the inner ring of the pair of ball bearings on the crankshaft is first press-fitted into the neck of the crankshaft, and then the outer ring of the pair of ball bearings is slidably fitted in the left and right bearing seats of the human (4). However, because the outer ring of the ball bearing on the crankshaft and the left and right bearing seats of the crankcase are slip-fitted, it is impossible to avoid the between the outer ring of the bead bearing and the bearing housing of the crankcase when the engine is running. The situation of a vibrating impact produces 'and thus causes noise problems. In addition, due to the assembly accuracy between the above components and the thermal expansion coefficient of the material itself, when the locomotive engine is running and producing high heat, it will cause slippage, rotation or friction between the ball bearing and the bearing housing, and accelerate at the same time. Ball bearings and bearings are worn out, which in turn causes severe noise and vibration during operation and reduces engine horsepower.凊 See also Figs. 1 and 2, which are respectively a cross-sectional view of a conventional locomotive engine and an enlarged schematic view of the crankshaft 。. There is shown a crankshaft 91 and its clamping mode 'to improve the noise and vibration problems of the above-mentioned locomotive engine during operation'. The manufacturer adds a cast iron to the right bearing housing 921 and the left bearing housing 20 200946799 - 922 of the crankcase 92 respectively. The bushings 97, 98 reduce the difference in thermal expansion coefficient between the right and left bearing housings 921, 922 and the ball bearings 93, 94 by the cast iron bushings 97, 98, thereby reducing the right and left bearing housings 921, 922 and the ball bearings 93, 94. The amount of clearance between thermal expansion caused by temperature rise during engine operation. 5 However, the above design by adding cast iron bushings 97, 98 still does not effectively reduce noise and vibration. Therefore, some manufacturers have designed the right and left bearing housings 921, 922 into a press-fit type to suppress the vibrating percussion sound. However, the inconvenience and trouble of assembling the ball bearings 93, 94 to the right and left bearing housings 921, 922 and the crankshaft yoke 91 may also cause inconvenience in subsequent maintenance, and also due to the 10 cast iron bushings 97, 98 and the crankcase 92. It must be well matched, so the processing accuracy and processing cost between the two will be relatively increased. Please refer to FIG. 3 and FIG. 4 at the same time, which are respectively a cross-sectional view of a conventional crankcase noise suppression structure and a perspective view of the annular damper. It is shown that in order to improve the noise and vibration problems of the above-mentioned locomotive engine during operation, 15 manufacturers have added a cast iron bushing 97, 98 in addition to the right and left bearing seats 921, 922 of the crankcase 92, and added design. An annular damping member 95 having a noise suppression structure sleeves the ball bearings 93, 94 respectively on the crank shaft 91, and the ball bearings 93, 94 respectively include an inner ring 931, 941, an outer ring 932.942, and a ball 933,943. The inner ring 931, 941 is respectively pressed into the neck 911, 912 of the crank shaft 91, and the annular damping element 95 is interposed between the outer ring 932 and the right bearing seat 921 by ring damping. The axial thrust of the member 95 in the direction of the ball bearing 94 can form a gap-free contact state between the outer ring 932.942, the ball 933, 943, and the inner ring 931, 941 of the two ball bearings 93, 94, causing the crankshaft 91 of the engine to be in operation. The noise generated is 6 200946799 - the effect is suppressed. However, in this way, the annular damper 95 is rapidly deteriorated due to the temperature rise caused by the operation of the engine, and the durability of the use is insufficient, so that the original noise suppression effect cannot be exerted. Moreover, the annular damper % is not a bullet I. The member is not rigid, and the fixing effect 5 of the axial position of the crankshaft 91 is affected. In order to improve the noise and vibration problems caused by the above-mentioned locomotive engine during operation, there is also a special kind of ball bearing, the outer ring of which has a circumferential synthetic resin material and protrudes in the radial direction from the outer ring, special balls © The bearing is sandwiched between the bearing housing and the crankshaft. The purpose is to reduce the gap between the ball bearing and the bearing housing of the crankcase caused by the engine's 10 revolutions, improve the impact between the ball bearing and the bearing housing, and avoid abnormal vibrations to cause abnormal sound. However, in the long-term operation of the engine, as described above, the synthetic resin material is rapidly deteriorated due to the temperature rise caused by the engine running, and the thermal expansion effect also causes the outer ring of the ball bearing and the shaft 15 of the crankcase. There will still be gaps that cannot completely suppress the impact of the impact. In addition, the cost of such special ball bearings is increased, the precision of processing and the inconvenience of Φ assembly are additional derivations. In summary, the conventional techniques still have the above-mentioned shortcomings, and cannot meet the requirements of various aspects, which is not very satisfactory. The reason for the inventor's reason is that the "Crankcase Noise Suppression Structure" which solves the above problems can be solved by actively inventing the spirit of creation, and the present invention has been completed after several research experiments. θ [Summary of the Invention] 200946799 The present invention relates to a crankshaft (four) tone suppression structure including a crankshaft, a crankcase, a first rolling bearing, a second rolling bearing, and a first disc spring. 5 参10 15 ❹ The first box: includes a first bearing seat, and a second bearing seat, the first bearing housing and the second bearing housing are respectively arranged on two sides of the crank shaft, and the two shafts are corresponding to the first The first side of the bearing seat is formed with a "first" neck, and the crank shaft is formed with a second neck portion on the side corresponding to the second bearing seat. The first rolling bearing is assembled in the first bearing seat, and the first-rolling bearing comprises a first-neck of the first inner ring mm crankshaft, and the first-outer ring is loosely assembled = Γ: Γ . Similarly, the second rolling bearing is assembled to the second shaft. The first rolling bearing also includes a second inner ring and a second outer ring. Wherein the second inner ring is fitted to the second neck of the crankshaft. The first-disc spring is interposed between the first bearing housing and the axial outer side surface of the first outer ring to provide the first-outer ring of the elastic rolling pumping toward the second rolling The force caused by the bearing '... _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ life. The damping member and the geometrical shape characteristics can improve the wear and deterioration of the conventional ring-shaped resin material due to temperature rise and poor rigidity, resulting in a lack of durability and the cost of the disc spring. The special ball bearing is cheaper and easier to assemble. 5 ❹ 10 15 ❹ In addition, the present invention may further include a first bushing disposed between the first bearing housing and the radially outer side of the first outer ring of the first rolling bearing for reducing The difference in thermal expansion coefficient between the first bearing housing and the first rolling bearing, thereby reducing the amount of clearance between the two components due to thermal expansion caused by temperature rise during engine operation. In addition, the present invention may further include a second bushing disposed between the second bearing housing and the radially outer side of the second outer ring of the second rolling bearing to reduce the second bearing seat and The difference in thermal expansion coefficient between the second rolling bearings, thereby reducing the amount of gap between the two components due to thermal expansion caused by temperature rise during engine operation. The first bushing may be a cast iron bushing or other equivalent alloy iron alloy bushing. Similarly, the second bushing may also be a cast iron bushing or other equivalent alloyed iron alloy bushing.俾 The difference in thermal expansion coefficient between the first and second bearing housings and the first and second rolling bearings can be reduced, thereby reducing the amount of gap generated between the components due to thermal expansion caused by temperature rise during engine operation. Further, the first rolling bearing and the second rolling sleeve can be ball bearings, roller bearings, or other equivalent bearings, and the same effect can be achieved. Moreover, the present invention may further include a second disc spring that is interposed on the axially outer side of the second outer ring of the second bearing and the second rolling bearing to provide an elastic preload to abut the second rolling The second outer ring of the bearing 20 200946799 is moved in the direction of the first-rolling bearing, which can further enhance the vibration and noise problems caused by the impact of the eye. [Embodiment] 5 Φ 10 15 〇 First, please refer to FIG. 5, a cross-sectional view of a preferred embodiment of the present invention, FIG. 6 is an enlarged schematic view of FIG. 5, and a perspective view of a disc spring of FIG. The 19th (four) sound (four) structure of the present invention includes a crankshaft hub-crankcase 2, a 帛-rolling bearing 3, a second rolling bearing 4, a first set of sleeves 7, a second bushing 8, and a first The disc spring, the middle crankcase 2 includes a - first bearing block 2 and a second bearing block 2_2, a bearing block 2 and a second bearing 22 are respectively assembled on the "side" of the crankshaft 1 and cranked The shaft 1 is formed on the side corresponding to the first bearing housing 21 - the first neck 11 crank shaft 1 is formed with a second neck portion 12 on one side of the corresponding second bearing housing 22. As shown in Fig. 5, the first rolling bearing The 3 series is disposed in the first bearing housing 21 and the first rolling bearing 3 includes a first inner ring 31, a first rolling member 33 and a first outer ring 32. The first inner ring η is press-fitted to the crank shaft a first neck portion 卩11, and the first outer ring 32 is loosely disposed on the first bearing housing 21 while the first rolling bearing 4 is assembled in the second bearing housing 22, and The second 'floating bearing 4 includes a second inner ring 4b-second rolling member 43, and a first outer ring 42. In JL, the dream inner ring 41 is press-fitted to the crank shaft 1 The second neck portion; in the embodiment, the first rolling bearing 3 and the second rolling bearing 4 are all ball bearing sleeves. 20 200946799 In addition, the first bushing 7 is assembled on the first bearing housing 21 and the first Between the radially outer sides of the first outer ring 32 of the rolling bearing 3. At the same time, the second bushing 8 is disposed on the radially outer side of the second outer ring 42 of the second bearing housing 22 and the second rolling bearing 4. In this embodiment, the first bushing 7 and the second bushing 8 5 are all cast iron bushings, and the first rolling bearing 3 and the second rolling bearing 4 are both steel rolling bearings and cast iron bushings. The difference in thermal expansion coefficient from the steel material rolling bearing is small, so that the thermal expansion of the first and second bearing housings 2i, 22 and the first and second rolling bearings 3, 4 due to the temperature rise during engine operation can be reduced. The amount of the gap generated is as shown in FIG. 5 and FIG. 7 , and the first disc spring 5 is interposed between the first bearing housing 21 and the first rolling bearing 3 Between the axially outer sides of the outer ring 32, the first disc spring 5 can provide a resilient preload to urge against the first outer ring 32 of the first rolling bearing 3 in the direction of the second rolling bearing 4. 15 ❹ 20 Please Referring to FIG. 5, since the first outer ring 32 of the first rolling bearing 3 is loosely coupled with the first bearing housing 21, and the first inner ring u of the first rolling bearing 3 is press-fitted to the crankshaft 1 a neck η while the second of the second rolling bearing 4 is fitted to the second neck portion 12 of the crankshaft 1. Therefore, when the first disk: =5 is abutted against the first outer ring 32 and faces the second The rolling bearing 4 direction pushes the 'the first outer ring 32 to be axially offset and the first rolling element block: the piece 33 is again pushed into contact with the first inner ring 31, at this time: : will push the crank shaft 1 axially offset, and the crankshaft 1 will again: move: the second inner ring 41 of the bearing 4 is axially offset, and urges the second inner ring = touches the second rolling member 43, and the first door knocker 41 Connected to the second outer ring 42. - the top of the poppet 4 is again pushed and contacted 11 200946799. Under the axial offset action described above, the first outer ring 32 of the first rolling bearing 3, the first rolling member 33, and the first inner ring are only A completely zero gap contact state can be formed, and the second outer ring 42, the second rolling member 43' and the second inner ring 41 of the second rolling bearing 4 can also form a completely zero gap contact state, 5 thus forming a pre-form Pressure design. ^ Thereby, the first disc spring 5 can provide an axial thrust to effectively prevent the first and second rolling bearings 3, 4 from interfacing with the first and second bearing seats 21, 22 of the crankcase 2 when the engine is running. The phenomenon of chattering and impact, thereby reducing the vibration and noise caused by the chattering impact Φ, can provide a stable thrust for the engine for a long time, and improve the service life of the first and second rolling bearings 3, 4. In addition, due to the geometrical characteristics of the first disc spring 5, the above-mentioned annular damper 95 and the synthetic resin material can be improved in wear and deterioration due to temperature rise and poor rigidity, resulting in a lack of durability. Moreover, the cost of the first disc spring 5 is also lower than that of the above-mentioned special ball bearing, and the group 15 is convenient. FIG. 8 is a cross-sectional view showing a second preferred embodiment of the present invention, the main φ' structure being the same as the first preferred embodiment described above, except that the first embodiment has the first embodiment. In addition to the spring 5, there is a second disc spring 6, and the second outer ring 42 of the second rolling bearing 4 is loosely disposed in the second 2-inch bearing housing 22 while the second disc spring 6 is clipped. It is disposed between the second bearing housing 22 and the axially outer side surface of the first outer ring 42 of the raking bearing 4 for providing an elastic preload to urge against the second outer ring 42 in the direction of the first rolling bearing 3. Therefore, by adding the second disc spring 6 and the elasticity 12200946799 provided by it, and simultaneously matching the original first disc spring 5, the various described above in the first preferred embodiment can be further enhanced. efficacy. The above-mentioned embodiments are merely examples for convenience of description, and the scope of the claims should be based on the scope of the patent application, and is not limited to the above embodiments. Λ [Simple description] φ Figure 1 A cross-sectional view of a conventional locomotive engine. Circle 2 is an enlarged schematic view of the crankcase of Figure 1. 10 is a cross-sectional view of a conventional crankcase noise suppression structure. Figure 4 is a perspective view of the annular damper of Figure 3. Figure 5 is a cross-sectional view showing a first preferred embodiment of the present invention. Figure 6 is an enlarged schematic view of Figure 5. Figure 7 is a perspective view of the disc spring of Figure 5. Figure 8 is a cross-sectional view showing a second preferred embodiment of the present invention. [Main component symbol description] 1,91 crankshaft 12 second neck 21 first bearing housing 3 first rolling bearing 32 first outer ring 4 second rolling bearing 42 second outer ring 11 first neck 2, 92 crankshaft Box 22 - bearing housing 31 first inner ring 33 first rolling member 41 second inner ring 43 first rolling member 13 200946799 5 first disc spring 6 second disc spring 7 first bushing 8 second bushing 911,912 neck 921 right bearing housing 922 left bearing housing 93,94 ball bearing 931,941 inner ring 932,942 outer ring 933,943 ball 95 ring damping member 97,98 set reference 14