CN109050756B

CN109050756B - Self-balancing vehicle wheel shock absorption and balance correction mechanism

Info

Publication number: CN109050756B
Application number: CN201810881069.8A
Authority: CN
Inventors: 张伏荣
Original assignee: Yangding Tianjin Technology Co ltd
Current assignee: Yangding Tianjin Technology Co ltd
Priority date: 2018-08-04
Filing date: 2018-08-04
Publication date: 2020-10-16
Anticipated expiration: 2038-08-04
Also published as: CN109050756A; CN111846071A; CN111846072A

Abstract

The invention relates to a self-balancing vehicle wheel shock absorption and balance correction mechanism, which enables a vehicle to have the capability of resisting the uneven interference of a road surface, enables a frame and pedals to absorb shock and to be constantly and uniformly balanced to provide a stable bearing platform for a rider, and is also provided with a handle which does not swing left and right and can support the rider to prevent unbalance, so the rider can stably control and drive in a riding posture, and in case of emergency, the rider can pull the stable handle to prevent falling down at the last emergency. When any wheel of one side is over-barrier and runout, the balance correction mechanism can be used for driving the wheel of the other side to make runout with opposite direction and same amplitude, so that the pedal plate can be kept balanced and not inclined, and when two wheels are simultaneously under-barrier impact stress, the balance correction and spring shock-absorbing superposition action can be used for making the pedal plate possess shock-absorbing capacity and reducing over-large unbalance due to stress impact of two feet of a rider.

Description

Self-balancing vehicle wheel shock absorption and balance correction mechanism

The invention relates to an electric two-wheeled self-balancing vehicle, in particular to an electric self-balancing vehicle with a single handle or double handles.

Background of the inventioncurrently, two-wheeled self-balancing vehicles commonly available on the market are of a double-handle type, but mostly of a single-handle type, and representatives such as the two-wheeled self-balancing vehicles disclosed in U.S. Pat. nos. 6,302,230B 1, 9,188,984B 2 and 7,275,607B 2 by Segway of the united states of america, the products of which have been disclosed for marketing for years, but are smelled when people fall down.

The vehicle is provided with a pedal for supporting a rider, and a vertical handle is arranged at the center of the front side, and the handle is provided with a handle at the top branch for the left and right hands of the rider to hold, and the handle can swing left and right to control the steering of the vehicle. When the two-wheeled self-balancing bicycle with the single handle is actually ridden and turned, a rider needs to keep the body stable by using the body posture and dynamically distributing the two foot forces, the rider can allow the proper force of both hands to operate the handle to swing left and right in a mode of saving only by the aid of the stable body footwall, otherwise, the rider cannot stably and effectively drive the bicycle to turn, and even the bicycle can rotate violently to cause injury to the rider. The handle of the vehicle is a swinging operating rod, the rider cannot hold a stable center of gravity, the pedals can be limped left and right along with the rise and fall of the road surface to influence the balance of the rider, the riding vehicle feels like standing on a bus with the rising and falling without hands, wings can fall and bump without worry, and the riding vehicle feels like holding a movable rail on the bow side of a ship at a person and can feel carelessly.

The accident that people are hurt by the sudden loss of unbalance and out-of-control of the self-balancing vehicle is collected and analyzed in detail, wherein the accidents mainly occur in three types, namely the accident that the vehicle is damaged and the people fall due to the fact that a rider urgently pulls a steering handle at the last moment of unbalance falling to ask for the balance of the body, the accident that the rider mistakenly moves the steering handle due to unbalance under the interference of external force and the accident that the rider is carelessly driven without paying attention to road conditions, if the manual operation technology is not mature and the same situation can be avoided if the rider technology is improved.

Therefore, the important means of the application is to correct the damping and shock absorbing of the two-wheeled self-balancing bicycle and the balance of the bearing platform, so that most of the accidents can be eliminated without unbalance of riding.

The invention aims to provide a mechanism for a conventional single-handle or double-handle two-wheel self-balancing bicycle on the market, which has the following characteristics of resisting unbalance of a rider caused by interference of uneven road surfaces with left and right balance of a bicycle frame, providing a stable handle for supporting the rider to prevent the unbalance and providing damping and shock-absorbing capabilities of the bicycle.

The invention is realized by the following technology, which comprises the following steps:

a wheel damping and balance compensating mechanism for self-balancing vehicle is composed of a two-wheel self-balancing vehicle with more than one frame, more than two wheels with axles, a left four-link rod group with a left wheel supporter and a right four-link rod group with a right wheel supporter, two transverse connecting rods with inward pivoted points, a left vibration damper and a right vibration damper with one end pivoted to the central position of said frame, the other end of the central connecting rod group is respectively pivoted to the input force pivoting points of the transverse connecting rods, a proper pre-pressure is applied to the left and right four-connecting rod groups to ensure that the frame group is normally balanced and normal, the central connecting rod group is axially provided with a pre-pressure spring and a stretching limiting block which can generate axial stretching when the pre-pressure force is exceeded, the central connecting rod group can be used for shock absorption and buffering when two wheels are simultaneously stressed and jacked, and the two ends of the central connecting rod group are respectively pivoted to the input force pivoting points of the transverse connecting rods to connect the two four-connecting rod groups into a linkage mechanism.

The wheel damping and balance correcting mechanism is characterized by providing damping and balance correction for the balance vehicle, correcting the left-right uneven runout of the wheels to ensure that the frame always keeps a horizontal posture, and providing a balanced and stable standing platform for a rider.

In addition, the wheel damping and balance correcting mechanism is characterized in that one end of one of the left shock absorber and the right shock absorber, which is pivoted at the central part of the frame, is provided with an oil path which is communicated with each other, so that oil cavities of the left shock absorber and the right shock absorber form a communicated pipe structure, and the built-in limit of the shock absorber is used as the system limit of the wheel damping and balance correcting mechanism to replace the central connecting rod group.

The self-balancing vehicle wheel damping and balancing and correcting mechanism is characterized by comprising more than one frame arranged on a two-wheeled self-balancing vehicle, more than two wheels respectively attached with wheel shafts, a left wheel bracket and a right wheel bracket, wherein one end of the left wheel bracket and one end of the right wheel bracket are pivoted with the wheel shafts on the corresponding sides to enable the left wheel and the right wheel to be parallel and juxtaposed, the wheel brackets are also respectively provided with a hydraulic cylinder fixing point and a sliding guide block, a left upper bracket and a right upper bracket are respectively provided with a sliding block and the sliding guide block on the wheel bracket to be correspondingly matched so as to guide the wheel brackets and the wheels fixed on the wheel brackets to move along the sliding direction of the sliding guide block, the upper bracket is also provided with a hydraulic cylinder fixing point and a frame connecting point so as to enable the left upper bracket and the right upper bracket to be fixedly connected to two sides of the frame, the hydraulic cylinder comprises a left hydraulic cylinder, a right hydraulic cylinder, a left spring, a right spring and a left spring, wherein the left hydraulic cylinder is provided with a cylinder body and a built-in piston to isolate the interior of the cylinder body into an upper oil cavity and a lower oil cavity, the oil cavities are respectively provided with an inlet and an outlet which are respectively corresponding to the inlet and the outlet, so that the upper oil cavities of the left hydraulic cylinder and the right hydraulic cylinder are communicated into a communicating body, the lower oil cavities of the left hydraulic cylinder and the right hydraulic cylinder are communicated into a communicating body, the cylinder body ends and the piston rod ends of the left hydraulic cylinder and the right hydraulic cylinder are respectively fixed to the corresponding hydraulic cylinder fixing points of the upper bracket and the hydraulic cylinder fixing points of.

The structure is characterized in that a spring is used for supporting and absorbing shock, and simultaneously, the upper oil chamber and the lower oil chamber of the two hydraulic cylinders are respectively used for forming a communication pipe system, so that the wheel on one side and the bracket thereof are forced to generate actions with equal stress but opposite movement directions when the wheel on the other side and the bracket thereof are forced to rise or sink under stress, and the functions of absorbing shock and balancing and correcting are achieved, so that the frame is always balanced and does not shake left and right.

The self-balancing vehicle wheel damping and balancing compensating mechanism includes one self-balancing vehicle with one frame, two left wheels and two right wheels with wheel shafts, one left wheel support with one crank connecting pivot point and one rocker arm pivot point, one right wheel support with one end pivoted to the crank connecting points of the left and right wheel supports to make the left and right wheels parallel, four cranks with one end pivoted to the wheel shafts, one left rocker arm and one right rocker arm pivoted to the crank connecting points of the left and right wheel supports, one right rocker arm with one end pivoted to the wheel shafts, one right rocker arm and one left rocker arm pivoted to the crank connecting points, the four shock absorbers are respectively pivoted between the pivot point of the rocker arm and the input and output force pivot point of the crank, so that the crank and the rocker arm form a four-link linkage relationship.

The four-wheel self-balancing vehicle is characterized in that a right rear wheel and a left rear wheel are respectively pivoted by a right rear fork and a left rear fork, and the pivoting points of the rear forks are connected to respective rear cranks.

Drawings

FIG. 1 is an external view of a self-balancing vehicle equipped with a link-type damping and balancing mechanism

FIG. 1-1 is a structural view of a link type damping and balancing mechanism of FIG. 1

FIGS. 1-2 are schematic views of the vehicle barrier-crossing bounce condition of FIG. 1

FIG. 2 is a structural layout diagram of oil chambers on two shock absorbers by means of communication

FIG. 3 is an external view of a self-balancing vehicle equipped with a hydraulic damping and balancing mechanism

FIG. 3-1 is a structural layout view of the hydraulic damping and balancing mechanism of FIG. 3

FIG. 3-2 is a schematic view of the vehicle barrier crossing bounce condition shown in FIG. 3

FIG. 4 is an external view of a self-balancing vehicle equipped with a rocker arm type damping and balancing mechanism

FIG. 4-1 is a schematic view of the vehicle of FIG. 4 passing over an obstacle road

FIG. 4-2 is a schematic view of the rear fork of the vehicle shown in FIG. 4

The present application will be further described with reference to the accompanying drawings.

FIG. 1 is an external view of a self-balancing bicycle equipped with a link-type damping and balancing mechanism, in which reference numeral 1 is a two-wheeled self-balancing bicycle, 2 is a frame on which a rider's foot board is allowed to be installed, 8 is a four-link-type damping and balancing compensation mechanism, the structure of which is described in detail in the following description of fig. 1-2, the right linkage 4 has a right wheel frame 4-1, the middle part of which is connected with a right wheel axle 3-1, the uppermost end of which is provided with a right handle 10 and a right grip 10-1 for the rider to operate, 5 is a left linkage, a left wheel bracket 5-1, a left handle 9 and a left grip 9-1 are also arranged on the self-balancing bicycle, a right wheel 6 and a left wheel 7 are respectively pivoted on the right wheel bracket 4-1 and the left wheel bracket 5-1 in parallel, and the figure 1 is an appearance diagram of the whole self-balancing bicycle in an upright static state.

FIG. 1-1 is a schematic view of the link type shock absorbing and balancing mechanism of FIG. 1, in which the front half of the frame 2 is cut away to make the internal structure clear, FIG. 8 is a four-link type shock absorbing and balancing compensating mechanism, which comprises a right link group 4 including four parallel and parallel right cross links 4-2 pivoted to the right side end of the frame 2 by right frame inner side pivots 4-41, the other end of the right cross link 4-2 is pivoted to the right wheel support 4-1 to form a parallel four-link structure, the same device at the other end of the frame 2 has a left link group 5 including four left cross links 5-2 pivoted to the frame 2 by left frame inner side pivots 5-41, the other end of the left cross link 5-2 is pivoted to the left wheel support 5-1 to form a parallel four-link structure corresponding to the right link group 4, the lowest right link group 4-2 in the figure is provided with a right output pivot point 4-4 which is protruded upwards and has a proper force arm, and is connected to one end of a right shock absorber 4-5, the other end of the shock absorber 4-5 is pivoted at the middle section of the vehicle frame 2 by a right shock absorber pivot 4-6, the four-link type shock absorbing and balance correcting mechanism further comprises a left link group 5 which is structured and arranged in accordance with the right link group 4 but in reverse left-right direction, the left link group 5 comprises four left cross links 5-2, two left frame inner side pivots 5-41, a left output pivot point 5-4, the left shock absorber 5-5 is pivoted at the middle section of the vehicle frame 2 by a left shock absorber, 11 is a central link which is pivoted at both ends with a right lifting lug 11-3 and a left lifting lug 11-4, the two lifting lugs are respectively pivoted at the right output pivot point 4-4 and the left output pivot point 5-4, the middle section of the central connecting rod 11 is provided with a spring 11-1 and a stopper 11-2 which are properly pre-pressed, when the central connecting rod 11 is pressed, the stress is directly transmitted through the outer pipe plug 11-32, the outer pipe 11-31 and the left lifting lug flange 11-41, because there is no elastic element and gap between the two, the central connecting rod 11 can transmit the stress almost rigidly, when the central connecting rod 11 is pressed by the stretching force towards the two ends and the force exceeds the pre-pressing force of the spring 11-1, the outer pipe plug 11-32 will take the gasket 11-22 locked in the outer pipe plug 11-32 to press the spring 11-1 which is limited in the outer pipe 11-31 by the screw sleeve 11-23, the outer pipe plug 11-32 will stretch outwards according to the stress until the left lifting lug flange 11-41 abuts against the stopper 11-2, and then, when any side wheel is stressed to jump upwards to extrude the side four-bar linkage and the shock absorber to generate displacement, the displacement can be transmitted to the corresponding side four-bar linkage by the central connecting bar and drives the other side wheel to make compensation actions with opposite directions and equal force and jumping amount, so that the frame of the vehicle is always kept horizontal and does not shake left and right, which is helpful for balance compensation of the vehicle on left and right uneven road surfaces, and when two wheels simultaneously jump upwards by external force, the central connecting bar can timely stretch to allow the impact force of the two wheels to be transmitted to the shock absorbers on respective sides through the four-bar linkages on respective sides to achieve the effect of buffering and shock absorption.

Fig. 1-2 are schematic views showing the vehicle barrier-crossing jumping condition shown in fig. 1, and it can be seen that when the vehicle passes through a road surface with a side roll as shown by a straight line Lr, the vehicle frame 2 can be maintained in a position parallel to the horizontal reference line L and the left and

right grips

9 and 10 can be maintained in a state of being approximately parallel to the vertical reference line Lv because of the balance correction function shown in fig. 1-1, which contribute to the physical balance of the rider and stable steering of the vehicle.

FIG. 2 is a view showing a structural arrangement by communicating upper oil chambers of two shock absorbers, in which the front half of a frame 2 is cut away to see internal components, 12 is a manifold and shock absorber support, and right and left shock absorbers 4-5 and 5-5 are conventional hydraulic shock absorbers for bicycles and electric motorcycles, in which the upper oil chambers of the two shock absorbers in FIG. 2 are opened up in the pivot direction with an oil passage to the axis through oil holes of the left and right shock absorber pivots 4-6 and 5-6 on the respective sides and then connected to each other via the internal oil passage of the manifold 12 so that the upper oil chambers of the two left and right shock absorbers form a structure of a communication pipe, 13 is a conventional accumulator, and also, since the structural arrangement by communicating the upper oil chambers of the two shock absorbers is adopted so that the center link 11 shown in FIG. 1-1 can be omitted, thus, as shown in fig. 2, when the shock absorber on any side is compressed to generate the displacement of the pivot point of the piston rod end of the shock absorber, the same displacement is transmitted to the shock absorber on the corresponding side through the communication pipe type oil passage, and the balance correction function that the wheel on one side is lifted and the wheel on the other side is lowered by the same amount is achieved.

Fig. 3 is an external view of a self-balancing vehicle equipped with hydraulic shock-absorbing and balancing mechanisms, in which a frame 2 is partially cut away as indicated by an arrow a, and one right hydraulic shock-absorbing and compensating

mechanism

14,15 is a left hydraulic shock-absorbing and compensating mechanism.

FIG. 3-1 is a structural layout diagram of the hydraulic shock absorbing and balancing mechanism in FIG. 3, wherein the front half part of the frame 2 and the left wheel support 5-1 are partially cut away to see the internal structure, the left top seat 5-11 and the right top seat 4-11 are fixed at the two ends of the frame 2 to form the main structure of the vehicle, the two sides of the frame 2 are provided with a right oil pressure shock absorbing and balancing compensating mechanism 14 and a left oil pressure shock absorbing and balancing compensating mechanism 15 with the same structure and the opposite direction, the right top seat 4-11 is fixed with a right limit plunger 4-17 and a right cylinder sleeve 4-15 and is fixed with two parallel right top seat guide posts 4-12, corresponding to the right wheel support 4-1, the lower end of the right wheel support 4-10 is connected, the two sides of the base are provided with two right bush holes 4-20 which are in sliding fit and freely move up and down under the guide of the right top seat guide posts 4-12, the middle part of the base 4-10 is fixed with a right piston 4-16, which is oil-tightly matched with a right limit plunger 4-17 and a right cylinder sleeve 4-15 to form a right oil cylinder 4-14 with a right upper oil cavity 4-18 and a right lower oil cavity, the periphery of the right oil cylinder 4-14 is provided with a right damping spring, the right damping spring is pre-pressed and supported between a right top seat 4-11 and a right wheel support base 4-10 to play the roles of shock absorption and shock absorption, and a left oil pressure shock absorption and balance correction mechanism 15 is arranged at the right lower corner of the figure as the same structural component of the right oil pressure shock absorption and balance correction mechanism.

FIG. 3-2 is a schematic diagram showing the vehicle barrier-crossing jumping situation of FIG. 3 equipped with the oil pressure shock absorption and balance correction mechanism, when the right wheel barrier-crossing force drives the right wheel support 4-1 to ascend, the right wheel support base 4-10 and the right piston 4-16 locked thereon are also driven to ascend synchronously, so that the upper oil chamber 4-18 is compressed and conveys the oil flow out of the oil outlet 4-181 of the right upper oil chamber, and then the oil flow flows into the oil outlet 5-181 of the left upper oil chamber and the oil outlet 5-18 of the left upper oil chamber through an oil path (not shown), the left piston 5-16 is forced to extend downwards with equal length and equal pressure, and simultaneously the left wheel support base 5-10 fixing the left piston 5-16 and the left wheel support 5-1 are driven to extend downwards together, so that the communicating pipe type oil path structure can make the wheels ascend one another wheel and descend equally, the shock absorption function is completed by the left and right shock absorption springs 4-13 and 5-13 which are pre-pressed and tightly propped between the top seat and the base, 5-191 is that the oil outlet of the left lower oil chamber is communicated to the oil outlet of the 4-191 right lower oil chamber through an oil path (not shown), so that the lower oil chambers of the left and right oil cylinders form a communicating pipe structure, and the main purpose is to prevent the phenomenon that the wheel suddenly drops due to the fact that the oil chamber on the oil cylinder on the side is vacuumed due to the gravity of the wheel when the wheel passes through a pit and is vacated.

FIG. 4 is an external view of a self-balancing vehicle with a rocker arm type shock absorption and balance mechanism, wherein 1-1 is a four-wheel type self-balancing vehicle, a frame 2 is partially cut away to see a frame keel 2-1 connecting a left handle 9 and a right handle 10, the lower end of the left handle 9 is provided with a left crank inner side pivot 9-6 for pivoting a left front crank 9-5 and a left rear crank 9-51, the outer side ends of the two cranks are respectively pivoted with a corresponding left front wheel 7-1 and a corresponding left rear wheel 7-2 to form a front-back parallel state, the middle sections of the two cranks are provided with pivot points connected to the lower end of a left shock absorber 9-4, the upper sections of the left shock absorbers 9-4 are respectively pivoted to a left rocker arm 9-2, the center of the left rocker arm 9-2 is hinged to the lower end of the left handle 9 to enable the left front crank and the rear crank to be in a front-back state, The two left shock absorbers and the left rocker form a four-bar structure, so that when the left front wheel moves up or down over the obstacle, the same amount of bounce and stress can be transmitted to the left rear wheel in the opposite direction, so as to achieve the functions of shock absorption and balance correction bounce, and the vehicle frame can be kept horizontal normally, the lower end of the right handle 10 is provided with a right shock absorption and balance correction link mechanism like the left handle 9, 9-7 is a wheel shaft, 10-2 right rocker, 10-9 right rocker clamping opening, 10-4 right shock absorber, 6-1 right front wheel, 6-2 right rear wheel, when the right wheel moves over the obstacle, the same functions as the left handle 9 and the related parts can be achieved through the right handle 10 and the related parts, so that the vehicle shown in figure 4 has the shock absorption and balance correction functions of left and right and front and rear wheel over the obstacle, the riding operation is more stable and safer, in addition, 9-9 is a left rocker arm clamping opening, 10-9 is a right rocker arm clamping opening, when any one clamping opening is clamped by a pin block and can not swing, the connecting rod motion of the side can be locked, the front wheel and the rear wheel of the side can not jump up and down to form two support points attached to the ground, the parking can be facilitated, the vehicle can be used in a clamping mode that one side is opened or closed once when getting on or off, and the vehicle can be directly stood on the vehicle to operate the opening and closing clamping and the switch to get off the vehicle again easily when getting on or off and temporarily parking, so that a lot of convenience is provided.

Fig. 4-1 is a schematic view of the vehicle shown in fig. 4 passing over an obstacle road, and it can be seen from the figure that when the vehicle passes through an Lc slope road, four wheels are attached to the Lc slope surface to be in an inclined state, but the vehicle frame 2 can still keep a state of being approximately parallel to the horizontal reference plane L, and the handle is also approximately upright, thereby showing the function of the automatic balance correction mechanism of the road surface obtained by the vehicle passing over the obstacle shown in fig. 4.

Fig. 4-2 is a schematic view of the vehicle shown in fig. 4 with the rear fork attached, the left rear wheel 7-2 and the right rear wheel 6-2 are respectively pivoted by the pivoting shafts 6-22 on the left rear fork 7-21 and the right rear fork 6-21, the left rear wheel and the right rear wheel can swing freely on the pivoting axes, the two pivoting shafts 6-22 are connected to the left rear crank 9-51 and the right rear crank 10-51 on the corresponding sides through a connecting body, so that the rear forks and the corresponding rear wheels move up and down along with the swinging of the rocker arms, and in addition, when the vehicle turns, the two rear wheels can automatically adjust the wheel directions to make the vehicle turn more smoothly.

Claims

1. A wheel damping and balance compensating mechanism for self-balancing vehicle is composed of a two-wheel self-balancing vehicle with more than one frame, more than two wheels with axles, a left four-link rod group with a left wheel supporter and a right four-link rod group with a right wheel supporter, two transverse connecting rods with inward ends pivoted to said frame, two left and right symmetrical four-link rod structures pivoted to said wheel supporter, and a left and right vibration dampers with one ends pivoted to the central position of frame, the other end of the central connecting rod group is respectively pivoted to the input force pivoting points of the transverse connecting rods to provide proper pre-pressure to the left and right four-connecting rod groups so as to keep the balance and the right position of the bicycle frame, the central connecting rod group is axially provided with a pre-pressure spring and a stretching limiting block which can generate axial stretching when the pre-pressure force is exceeded, the central connecting rod group can be used for shock absorption and buffering when two wheels are simultaneously stressed and jacked, and the two ends of the central connecting rod group are respectively pivoted to the input force pivoting points of the transverse connecting rods so as to connect the left and right four-connecting rod groups to form a linkage mechanism.

2. The wheel shock absorbing and balancing and correcting mechanism of self-balancing vehicle as claimed in claim 1, wherein the left and right shock absorbers are pivotally connected to the central portion of the frame at one end thereof with oil passages communicating with each other, so that the oil chambers of the left and right shock absorbers form a communicating pipe structure to replace the central connecting rod set.