CN219601471U - Two-wheeled vehicle anti-toppling structure and two-wheeled vehicle - Google Patents

Abstract

The utility model discloses an anti-toppling structure of a two-wheel vehicle, which comprises a side wheel, a connecting rod connected to a wheel shaft of the side wheel, a first locking piece and a second locking piece which are matched with each other, a power device for driving the second locking piece to act, and a clutch device for driving the second locking piece to be engaged with the power device; the first locking piece is installed on the connecting rod, and the second locking piece is installed on the frame of the two-wheel vehicle. The utility model aims to provide an anti-toppling structure of a two-wheeled vehicle and the two-wheeled vehicle, so as to solve the problems of shorter service life, higher cost and the like of the anti-toppling structure of the two-wheeled vehicle in the prior art, and achieve the purposes of improving the working stability of the anti-toppling structure and achieving better balance between the service life and the manufacturing cost.

Description

Two-wheeled vehicle anti-toppling structure and two-wheeled vehicle

Technical Field

The utility model relates to the field of two-wheelers, in particular to an anti-toppling structure of a two-wheeler and the two-wheeler.

Background

Common two-wheeled vehicles include bicycles, electric bicycles, motorcycles, and the like. When the existing two-wheel vehicle needs to avoid pedestrians or temporary braking when meeting traffic lights and other conditions, the existing two-wheel vehicle is braked by the pedestrians, one or two pedals are simultaneously or two pedals are arranged on the ground, and the body of the pedestrians is used for ensuring the stability of the vehicle body and preventing the vehicle from toppling over. The mode requires manpower to support, and for heavier vehicles such as a battery car or a motorcycle, the load is larger, and the heavy motorcycle is inconvenient for women to ride; and the foot soles of the riders are grounded, and the risk of being injured by rolling on the rest two-wheelers behind exists.

In order to overcome the problems, the applicant applies for a self-balancing anti-tilting structure of a two-wheeled vehicle and a two-wheeled vehicle based on the anti-tilting structure (CN 209667264U), and the scheme discloses that the self-balancing anti-tilting function of the two-wheeled vehicle is realized through locking of an oil cylinder during braking, but the applicant finds that the mode of locking the oil cylinder can face serious leakage in experimental verification and deeper research processes, and the service life is short; if the sealing performance is improved to overcome the leakage problem, the cost is too high.

Disclosure of Invention

The utility model aims to provide an anti-toppling structure of a two-wheeled vehicle and the two-wheeled vehicle, so as to solve the problems of shorter service life, higher cost and the like of the anti-toppling structure of the two-wheeled vehicle in the prior art, and achieve the purposes of improving the working stability of the anti-toppling structure and achieving better balance between the service life and the manufacturing cost.

The utility model is realized by the following technical scheme:

the anti-toppling structure of the two-wheeled vehicle comprises a side wheel, a connecting rod connected to a wheel shaft of the side wheel, a first locking piece and a second locking piece which are matched with each other, a power device for driving the second locking piece to act, and a clutch device for enabling the second locking piece to be clutched with the power device, wherein the connecting rod is hinged with the frame; the first locking piece is installed on the connecting rod, and the second locking piece is installed on the frame of the two-wheel vehicle.

Aiming at the problems of shorter service life, higher cost and the like of an anti-tilting structure of a two-wheel vehicle in the prior art, the utility model firstly provides the anti-tilting structure of the two-wheel vehicle, and when the structure is used, the connecting rod is hinged on any position of a frame of the two-wheel vehicle, which can not interfere normal riding, so that the side wheels are always abutted against the ground under the action of gravity. The first locking piece is arranged on the connecting rod, the second locking piece is directly or indirectly connected with the frame, and the power device can provide power for the second locking piece, so that the second locking piece acts and drives the first locking piece matched with the second locking piece to act; similarly, when the power device controls the second locking piece to be stable and motionless, the first locking piece matched with the second locking piece cannot act, so that the side wheel is locked to realize the anti-tilting function. The clutch device is used for controlling the combination and separation of the second locking piece and the power device.

When the clutch device is in a normal state, the clutch device controls the second locking piece to be separated from the power device, at the moment, the connecting rod and the side wheels are in free states, and when the side wheels meet the concave or convex ground, the side wheels move up and down along with the fluctuation of the ground, so that the stability of the two-wheel vehicle in the running process can be ensured.

When the situation that pedestrians need to be avoided or traffic lights are met and the like needs to be parked temporarily, the clutch device is started, the clutch device acts to enable the second locking piece to be combined with the power device, the power device locks the second locking piece, at the moment, the first locking piece, the connecting rod and the side wheels are also locked (the side wheels can roll but cannot move in the up-down direction), so that the two-wheel vehicle at the moment can form a stable structure with at least three tires on the ground, even though a rider still places two feet on the vehicle body, the two feet do not stretch out to support, the whole two-wheel vehicle can be kept stable, and the anti-tilting effect is achieved.

Compared with the locking mode realized by the oil cylinder in the prior art, the utility model overcomes the defect of shorter service life caused by leakage; and the cooperation of the two locking pieces and the control of the clutch device are adopted, so that compared with the improvement of the sealing performance by adopting various means, the sealing performance is beneficial to reducing the production and manufacturing cost, improving the use stability, avoiding the problems of sealing failure, aging and the like, and prolonging the service life.

It should be noted that, the first locking member and the second locking member in the present utility model may adopt any structure capable of mutually matching to achieve mutual locking and transmission in the prior art, and the specific structure is not limited herein. Moreover, the clutch device can be realized by adopting any existing clutch structure which can be realized by a person skilled in the art, such as a common clutch, and the specific structure of the clutch device is not in the scope of the utility model.

Further, the first locking piece is a first gear fixed on the connecting rod, and the second locking piece is a second gear meshed with the first gear; the circle center of the first gear is opposite to the hinging point of the connecting rod and the frame. The stable transmission of two locking parts can be realized through gear cooperation in this scheme, and simultaneously when the unable rotation of second gear, first gear also can't rotate, can effectively guarantee the locking to connecting rod and side wheel.

Further, the first locking piece is a rack hinged on the connecting rod, and the second locking piece is a third gear meshed with the rack. The stable transmission of two locking pieces is realized through the cooperation of rack and pinion in this scheme, and simultaneously when the unable rotation of third gear, the rack then can't move, can effectively guarantee the locking to connecting rod and side wheel.

Further, the power device also comprises a connecting piece hinged on the frame, the rack is in sliding fit or rolling fit with the connecting piece, and the power device is arranged on the connecting piece. In the scheme, the connecting piece provides a mounting station for the rack and the power device, and the limiting and guiding functions can be achieved. The specific shape of the connector is not limited herein.

Further, the clutch device is a clutch. The clutch belongs to the very mature prior art, has a large number of applications in the fields of two-wheelers, motorcycles and the like, and can be directly applied to the utility model. In particular use, the clutch brings the second locking member relatively closer to the power plant until the two are coupled to each other and brings the second locking member relatively farther from the power plant until the two are uncoupled from each other.

Furthermore, the power device is a self-locking gear motor, and the self-locking gear motor is only needed by the prior art, and is not described herein.

Further, when the clutch device enables the power device to be combined with the second locking piece, the power device can drive the first locking piece to move. The existing anti-tilting structure can only realize anti-tilting and cannot be automatically righted. In the scheme, because the second locking piece is always coupled with the first locking piece, when the clutch device enables the second locking piece to be combined with the power device, the power device can control the second locking piece to act and drive the first locking piece to act, so that the connecting rod and the side wheels are lifted, and the vehicle body is gradually righted.

The two-wheel vehicle based on the anti-toppling structure of the two-wheel vehicle comprises a frame and a brake device, wherein the anti-toppling structure is arranged on two sides of the frame;

when the brake device brakes, the clutch device enables the power device to be combined with the second locking piece;

the clutch means decouples the power means from the second locking member when the brake means is released.

According to the utility model, the anti-toppling structures are arranged on both sides of the two-wheel vehicle, so that the two-wheel vehicle is provided with two side wheels besides the traditional front wheel and the traditional rear wheel, and the anti-toppling structures on both sides are respectively and independently arranged, so that the situation that a single side encounters a raised or recessed road surface can be dealt with, and the anti-toppling structure is more suitable for a bumpy road surface. The clutch in the anti-toppling structure on both sides is indirectly controlled by the vehicle brake device, when the brake device brakes, namely a rider squeezes a brake handle or steps on a brake pedal, the clutch is started to enable the second locking piece and the corresponding power device to be coupled with each other, and support is provided by the side wheels on both sides during braking. When the brake device is released, the clutch device is reset, the second locking piece is separated from the power device, and the side wheels on the two sides are returned to a free state.

The utility model is particularly suitable for two-wheeled vehicles such as bicycles, electric bicycles, motorcycles and the like, and the front wheels and the rear wheels of the two-wheeled vehicles adopt the structure in the utility model, so that the bicycles, the electric bicycles, the motorcycles and the like can be kept upright stably by themselves without external force, and a driver does not need to put two legs on the ground from the vehicle or support the two legs to maintain the stable upright of the bicycles, the electric bicycles and the motorcycles when waiting for traffic lights or other temporary parking at an intersection, thereby greatly improving the convenience and the light degree of the driver.

Further, the vehicle frame is characterized by further comprising an inclination angle sensor and a controller which are arranged on the vehicle frame, wherein the input end of the controller is in signal connection with the inclination angle sensor, and the output end of the controller is in signal connection with the power device in the two-side anti-toppling structure. In the scheme, the current inclination direction of the vehicle is acquired through the inclination sensor, and the controller controls the power devices on two sides to perform setting action according to the current inclination direction, so that the vehicle body is automatically straightened.

Furthermore, the input end of the controller is also connected with a brake device or a foot switch in a signal manner, and the output end of the controller is also connected with the clutch device.

In the scheme, the controller is used for realizing the rapid control of the clutch device. Of course, the clutch can be electrically controlled, or the existing mechanical clutch can be adopted, and the clutch is driven to act in a mechanical way through the action of a brake device or a foot switch.

This scheme not only can use current brake equipment to realize being connected with the controller, still can independently set up foot switch, and its setting reason lies in, when riding through the great region of people's stream density, people habitually slows down slowly, slightly grips brake equipment, can not trigger clutch action under this state, but still has the risk of empting when the speed of a motor vehicle is very slow. Therefore, the pedal switch connected with the input end of the controller in a signal mode can be further arranged, when a user needs to ride at a low speed, the clutch device is controlled to act through the pedal switch, the power device is combined with the second locking piece, and the two-wheel vehicle can also have the anti-toppling function when the two-wheel vehicle advances at a low speed.

Compared with the prior art, the utility model has the following advantages and beneficial effects:

1. compared with the locking mode realized by the oil cylinder in the prior art, the anti-toppling structure of the two-wheeled vehicle and the two-wheeled vehicle overcome the defect of short service life caused by leakage.

2. According to the anti-toppling structure of the two-wheeled vehicle and the two-wheeled vehicle, the matching of the two locking pieces and the control of the clutch device are adopted, compared with the improvement of the sealing performance by adopting various means, the anti-toppling structure of the two-wheeled vehicle is beneficial to reducing the production and manufacturing cost, improving the use stability, avoiding the problems of sealing failure, aging and the like, and prolonging the service life.

3. The anti-toppling structure of the two-wheel vehicle and the two-wheel vehicle have the advantages of long service life, lower manufacturing and maintenance costs and the like, and the service life and the cost are well balanced.

Drawings

The accompanying drawings, which are included to provide a further understanding of embodiments of the utility model and are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and together with the description serve to explain the principles of the utility model. In the drawings:

FIG. 1 is a schematic view of an anti-toppling structure according to an embodiment of the present utility model;

FIG. 2 is a schematic diagram illustrating the coupling of a clutch device according to an embodiment of the present utility model;

FIG. 3 is a schematic view of an anti-toppling structure according to an embodiment of the present utility model;

fig. 4 is a schematic structural view of a two-wheeled vehicle according to an embodiment of the present utility model.

In the drawings, the reference numerals and corresponding part names:

the bicycle comprises a 1-side wheel, a 2-connecting rod, a 3-first gear, a 4-second gear, a 5-clutch device, a 6-power device, a 7-frame, an 8-rack, a 9-third gear, a 10-connecting piece and an 11-foot switch.

Detailed Description

For the purpose of making apparent the objects, technical solutions and advantages of the present utility model, the present utility model will be further described in detail with reference to the following examples and the accompanying drawings, wherein the exemplary embodiments of the present utility model and the descriptions thereof are for illustrating the present utility model only and are not to be construed as limiting the present utility model.

Example 1:

the anti-toppling structure of the two-wheel vehicle shown in fig. 1 and 2 comprises a side wheel 1 and a connecting rod 2 connected to the wheel shaft of the side wheel 1, wherein the connecting rod 2 is hinged with a frame 7; the clutch device further comprises a first locking piece, a second locking piece, a power device 6 and a clutch device 5, wherein the first locking piece and the second locking piece are matched with each other, the power device 6 is used for driving the second locking piece to act, and the clutch device 5 is used for enabling the second locking piece to be clutched with the power device 6; the first locking member is mounted on the connecting rod 2 and the second locking member is mounted on the frame 7 of the two-wheeled vehicle. When the clutch device 5 engages the power means 6 with the second locking member, said power means 6 may drive the first locking member in motion.

In this embodiment, the second locking member is mounted on the frame 7 of the two-wheeled vehicle by the clutch device.

In this embodiment, the hinge connection between the connecting rod 2 and the frame 7 may be implemented by conventional manners such as a rotating shaft and a pin shaft.

The first locking member in this embodiment is a first gear 3 fixed on the connecting rod 2, and the second locking member is a second gear 4 meshed with the first gear 3.

In the embodiment, the first gear 3 is fixed with the connecting rod 2 at the center position of the first gear, and the center position of the first gear 3 is opposite to the hinging point of the connecting rod 2 and the frame 7; and then guarantee that connecting rod 2 and first gear 3 can rotate jointly, avoid taking place to interfere in the motion process.

Preferably, the clutch device 5 may be of the type SWJ-6, DLM5, etc.

Preferably, the first gear 3 may not be a complete gear, but may be a half gear, an arc gear, or the like.

Preferably, the power device 6 is a worm gear motor, and the worm gear motor has a self-locking function, so that the use of the utility model can be satisfied.

Example 2:

as shown in fig. 3, unlike embodiment 1, in this embodiment, a two-wheel vehicle anti-toppling structure is as follows:

the first locking piece is a rack 8 hinged on the connecting rod 2, and the second locking piece is a third gear 9 meshed with the rack 8.

The top end of the connecting piece 10 is hinged on the frame 7, the rack 8 is in sliding fit or rolling fit with the connecting piece 10, and the power device 6 is arranged on the connecting piece 10.

When the two-wheel vehicle is vertically erected, the rack 8 and the connecting piece 10 are in a vertically downward state under the action of gravity. In a normal state, the connecting rod 2 and the side wheel 1 are in a free state, when the side wheel 1 encounters a depression or a projection of the ground, the side wheel 1 moves up and down along with the fluctuation of the ground, the connecting piece 10, the rack 8 and the like rotate around a hinge point with the frame 7 in an adaptive manner, and motion interference cannot occur.

When the clutch is activated, the third gear 9 is locked, and at this time the rack 8, the link 2 and the side wheel 1 are also locked, thereby achieving an anti-roll effect.

Preferably, the connecting element 10 has a frame-like structure with an open bottom, into which the toothed rack 8 can extend locally.

In a more preferred embodiment, the sliding/rolling fit of the rack 8 and the connecting piece 10 can be realized by the fit of a sliding block and a rail, or the fit of a gear rack is adopted, and various existing sliding/rolling fit modes such as a roller and a rail can also be adopted, so that the movement resistance is reduced.

Example 3:

a two-wheel vehicle comprises a frame 7 and a brake device, wherein both sides of the frame 7 are provided with anti-toppling structures as described in the embodiment 1 or 2;

the clutch device 5 enables the power device 6 to be combined with the second locking piece when the brake device brakes;

when the brake is released, the clutch means 5 disengage the power means 6 from the second locking member.

The intelligent vehicle further comprises an inclination angle sensor and a controller which are arranged on the vehicle frame 7, wherein the input end of the controller is in signal connection with the inclination angle sensor, and the output end of the controller is in signal connection with the power device 6 in the anti-toppling structure on two sides.

The input end of the controller is also connected with a brake device through signals, and the output end of the controller is also connected with the clutch device 5.

Preferably, the controller is a single chip microcomputer or a PLC (programmable logic controller) and other existing control modules.

In this embodiment, the current tilting direction of the vehicle is obtained through the tilt sensor, if the vehicle is tilted to the right or to the left for the driver, if the vehicle is tilted to the right, the controller controls the right power device to drive the right connecting rod and the left wheel to move downwards, and simultaneously controls the left power device to drive the left connecting rod and the left wheel to move upwards, so that automatic righting is realized; otherwise, the same is true.

In addition, in a more preferable embodiment, an induction device can be further arranged on the brake of the two-wheel vehicle, and when the two-wheel vehicle is braked, the induction device receives an induction signal and transmits the induction signal to the controller to control the action of the clutch device. The control signal is transmitted through the induction brake closing, which belongs to the conventional technical means in the field, and can be realized by a person skilled in the art, for example, when a battery car, a motorcycle and the like are braked in the prior art, the tail deceleration lamp is turned on based on the induction of the brake, so that the scheme adopts the same technical principle, and after the induction device senses the brake, the control signal is sent out to control the action of the clutch device.

Example 4:

as shown in fig. 4, on the basis of embodiment 3, this embodiment further provides a foot switch 11 in signal connection with the input end of the controller, and when the user passes through a densely populated area or needs to ride slowly, the foot switch controls the clutch device to act, so that the power device is combined with the second locking member, and the two-wheel vehicle can also have the anti-toppling function during slow forward.

It is noted that relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. In addition, the term "coupled" as used herein may be directly coupled or indirectly coupled via other components, unless otherwise indicated.

The foregoing description of the embodiments has been provided for the purpose of illustrating the general principles of the utility model, and is not meant to limit the scope of the utility model, but to limit the utility model to the particular embodiments, and any modifications, equivalents, improvements, etc. that fall within the spirit and principles of the utility model are intended to be included within the scope of the utility model.

Claims (10)

1. The anti-toppling structure of the two-wheeled vehicle comprises a side wheel (1), a connecting rod (2) connected to a wheel shaft of the side wheel (1), wherein the connecting rod (2) is hinged with a frame (7), and the anti-toppling structure is characterized by further comprising a first locking piece and a second locking piece which are matched with each other, a power device (6) for driving the second locking piece to act, and a clutch device (5) for enabling the second locking piece to be clutched with the power device (6); the first locking piece is arranged on the connecting rod (2), and the second locking piece is arranged on a frame (7) of the two-wheel vehicle.

2. The anti-toppling structure of a two-wheeled vehicle according to claim 1, characterized in that the first locking member is a first gear (3) fixed on the connecting rod (2), and the second locking member is a second gear (4) meshed with the first gear (3); the circle center of the first gear (3) is opposite to the hinging point of the connecting rod (2) and the frame (7).

3. The anti-toppling structure of a two-wheeled vehicle according to claim 1, characterized in that the first locking member is a rack (8) hinged on the connecting rod (2), and the second locking member is a third gear (9) meshed with the rack (8).

4. A two-wheeled vehicle anti-toppling structure according to claim 3, further comprising a connecting member (10) hinged to the frame (7), wherein the rack (8) is in sliding or rolling engagement with the connecting member (10), and wherein the power unit (6) is mounted on the connecting member (10).

5. The anti-toppling structure of a two-wheeled vehicle according to claim 1, characterized in that the clutch means (5) is a clutch.

6. The two-wheeled vehicle anti-toppling structure according to claim 1, characterized in that the power device (6) is a self-locking gear motor.

7. The two-wheeled vehicle anti-toppling structure according to any one of claims 1 to 6, wherein the power device (6) can drive the first locking member to move when the clutch device (5) enables the power device (6) to be combined with the second locking member.

8. A two-wheel vehicle comprising a vehicle frame (7) and a brake device, and is characterized in that the anti-toppling structure as claimed in any one of claims 1-7 is arranged on both sides of the vehicle frame (7);

when the braking device brakes, the clutch device (5) enables the power device (6) to be combined with the second locking piece;

when the brake device is released, the clutch device (5) separates the power device (6) from the second locking piece.

9. The two-wheeled vehicle according to claim 8, further comprising an inclination sensor mounted on the frame (7), a controller, the input of which is in signal connection with the inclination sensor, and the output of which is in signal connection with the power unit (6) in the two-sided anti-toppling structure.

10. The two-wheeled vehicle according to claim 9, characterized in that the input of the controller is also connected with a brake device or a foot switch signal, and the output of the controller is also connected with the clutch device (5).