KR102582774B1 - Assist System of Speed Down, Parking and Stopping for Motorcycle - Google Patents

Abstract

The present invention relates to a motorcycle slowdown and parking assist system that prevents the motorcycle from falling over with a simple structure. It has a simple structure in which the rotating means rotates the main body rotation axis, and the main body can be landed on the ground, so the motorcycle has a simple structure. It has the effect of preventing falls.

Description

Assist System of Speed Down, Parking and Stopping for Motorcycle}

The present invention relates to a slow-down and parking assist system for a motorcycle, and more specifically, to a slow-down and parking assist system for a motorcycle that prevents the motorcycle from falling over with a simple structure.

A motorcycle, commonly referred to as a motorcycle, refers to a device that provides power to two wheels at the front and the front and uses that power to rotate the wheels. Motorcycles do not have a roof or exterior walls and are relatively smaller in size than a typical passenger car, so the frame is much smaller, so they can be lightweight, allowing high speeds to be achieved with less power, and their structure is relatively simple, so maintenance and repair costs are lower than cars. There is an advantage.

Recently, the demand for motorcycles is gradually increasing not only as a simple means of transportation but also for various leisure and hobby activities, and the demand for large motorcycles with a displacement of 1,000 CC or more and a weight of 300 kg or more is also increasing. However, due to the heavy body weight of large motorcycles, when riding in urban areas, they are subject to various problems such as slowing down and stopping due to signal changes and traffic jams, driving in alleys and sharp corners, entering slippery places such as gas stations, riding with a passenger, long distance riding, and parking. There is a problem in that it is difficult to maintain the upright posture of the motorcycle in the surrounding environment.

To solve this problem, referring to Republic of Korea Patent Publication No. 10-1915086, a motorcycle standing wheel device has been proposed to prevent the motorcycle from falling to the left or right while the motorcycle is slowing down or stopping. However, this prior art has a problem in that the overall structure is complicated because the folding or unfolding operation is performed using a complex structure of a four-bar link unit.

Republic of Korea Patent Publication No. 10-1915086

The purpose of the present invention to solve the problems of the prior art as described above is to provide a motorcycle slowdown and parking assist system that prevents the motorcycle from falling over with a simple structure.

In addition, another object of the present invention is to support the weight of the motorcycle under various surrounding environments such as reversing, frequent stopping, driving in narrow alleys, sudden direction changes, main stand operation during long-term parking, driving with a passenger in the rear seat, refueling, and parking at a rest area. The purpose is to provide a slow-down and parking assist system for motorcycles to keep the motorcycle level.

In order to achieve the above object, the present invention includes a main body formed in a long shape along the longitudinal direction; a main body rotation axis rotatably installed on one side of the main body in the longitudinal direction; a wheel rotatably installed on the other longitudinal side of the main body; Rotation means located inside the main body and connected to rotate the main body rotation axis; A coupling bracket for installing the main body rotation axis to a frame located below the saddle of a motorcycle; and a control unit that controls the rotation means, and when the rotation means is operated under the control of the control unit while the main body rotation axis is fixed to the coupling bracket, the rotational force by which the rotation means rotates the main body rotation axis is It provides a slow-down and parking assist system for a motorcycle, characterized in that it is transmitted to the main body and configured to rotate the main body.

In addition, a rotation angle detection sensor is installed on one side of the main body rotation axis to detect the rotation angle of the main body, and the control unit controls the rotation means so that the main body is rotated according to the rotation angle received from the rotation angle detection sensor. It provides a slow-down and parking assist system for a motorcycle, which is characterized in that:

In addition, it further includes an input member for receiving a parking mode input from the user, and when the control unit receives the parking mode input from the input member, the control unit rotates until the rotation angle received from the rotation angle detection sensor becomes a preset parking angle. Provided is a motorcycle slow-down and parking assist system characterized by controlling means.

In addition, the motorcycle further includes a tilt sensor that detects the tilt of the motorcycle, and the control unit controls the rotation means when tilt information received from the tilt sensor exceeds preset reference information. Provides a slow-down and parking assist system.

In addition, it further includes a speed sensor that detects the speed of the motorcycle, and the control unit, in a state where the speed information received from the speed sensor is less than a preset speed, the inclination information received from the inclination sensor determines the preset reference information. When exceeding the limit, a slowdown and parking assist system for a motorcycle is provided, characterized in that it controls the rotation means.

In addition, a housing is formed on one side of the main body, the main body rotation axis is positioned to penetrate both sides of the housing, a lubricant is filled in the empty space inside the housing, and a lubricant is formed on both sides of the housing to prevent leakage. A slow-down and parking assist system for a motorcycle is provided, wherein a pair of oil seals are installed and the main body rotation axis is positioned so as to pass through the oil seals.

In addition, a rotational coupling portion is formed to protrude at an end of the main body rotation shaft that protrudes in the direction of the coupling bracket to be inserted into an insertion hole formed in the coupling bracket, and the rotational coupling portion is formed to protrude so that a horizontal portion and a vertical portion intersect, and the insertion portion is formed to protrude so as to be inserted into an insertion hole formed in the coupling bracket. It provides a slow-down and parking assist system for a motorcycle, wherein the hole is formed so that the horizontal hole and the vertical hole intersect so that the horizontal part and the vertical part can be inserted.

In addition, providing a slow-down and parking assist system for a motorcycle, further comprising a buffering means installed between the main body and the wheels to cushion the impact applied to the wheels when the wheels contact the ground. do.

In addition, the shock absorbing means includes: a pair of support parts protruding from the lower side of the main body; a guide hole formed on one side of the support portion in a direction perpendicular to or diagonal to the ground when the wheel contacts the ground; a moving part that is installed to be movable along the longitudinal direction of the guide hole and guides the wheel to rotate; a fixing part formed on the other side of the support part located above the guide hole; and an elastic part installed between the moving part and the fixed part, wherein when pressure is applied to the wheel, the moving part moves along the guide hole, and the elastic part is elastically compressed to cushion the movement of the moving part, When the pressure applied to the wheel is offset, the moving part returns to its original position along the guide hole by the elastic pressure of the elastic part.

In addition, it further includes a position detection sensor that detects the position of the moving part, and the control unit detects a change in the position information of the moving part received from the position detection sensor while controlling the rotation means so that the main body rotates. When the wheel is in contact with the ground, it is determined that the wheel is in contact with the ground, and the rotation means is controlled to prevent the main body from rotating.

In addition, one side is rotatably mounted on the support and the other side moves along the moving part and further includes a rotating bracket having magnetism, and the position detection sensor detects a magnetic change according to a change in the position of the rotating bracket. Provides a slow-down and parking assist system for motorcycles.

In addition, it further includes a speed sensor that detects the speed of the motorcycle, and the control unit determines that the wheel is in contact with the ground, and controls the rotation means so that the main body does not rotate, and transmits data from the speed sensor. A slow-down and parking assist system for a motorcycle is provided, wherein the rotating means is controlled to rotate the main body to its original position when received speed information exceeds a preset speed.

The present invention has a simple structure in which the rotation means rotates the main body rotation axis, so that the main body can be landed on the ground, so the simple structure has the effect of preventing the motorcycle from falling.

In addition, it supports the weight of the motorcycle and keeps it level under various surrounding environments, such as reversing, frequent stopping, driving in narrow alleys, sudden direction changes, main stand operation during long-term parking, driving with a passenger in the rear seat, refueling, and parking at a rest area. It has the effect of making you do it.

Additionally, when the motorcycle is positioned so that the wheels are in contact with the ground while the motorcycle is stopped or moving, the main body has the effect of firmly supporting the motorcycle to prevent it from falling over.

In addition, the shock generated when the wheel contacts the ground is transmitted to the moving part, and the moving part elastically deforms the elastic part as it moves along the guide hole, so that the elastic part can easily absorb or buffer the shock applied to the wheel. there is.

In addition, since the position detection sensor is configured to detect magnetic changes due to changes in the position of the rotating bracket, it is effective in accurately detecting position changes due to movement of the moving part.

In addition, since the horizontal and vertical parts of the rotary coupling part are inserted into the horizontal and vertical holes of the coupling bracket, there is an effect of installing the main body on the motorcycle so that it always faces a certain direction, that is, the initial state.

In addition, since the horizontal and vertical parts formed in a cross shape are inserted into the horizontal and vertical holes, the rotary coupling part has the effect of maintaining a firmly coupled state for a long time without slipping or spinning in the insertion hole.

In addition, there is an effect that the rider can control the motorcycle from falling by manually landing the main body on the ground under a safe speed.

Additionally, when setting up the center stand of the motorcycle due to parking for a long time, you can help set up the center stand easily by placing the main body on the ground and rotating the main body a little more until the motorcycle is at a parking angle. There is an effect.

In addition, there is an effect of allowing the main body to land on the ground during parking or stopping, thereby preventing the motorcycle from falling over arbitrarily during parking or stopping.

1 is a structural diagram schematically showing a motorcycle slowdown and parking assist system according to a preferred embodiment of the present invention.
Figure 2 is a diagram showing a state in which the assist device of the motorcycle slowdown and parking assist system according to a preferred embodiment of the present invention is mounted on the motorcycle.
Figure 3 is a diagram schematically showing an assist device according to a preferred embodiment of the present invention.
Figure 4 is a diagram showing a state in which the first sensor cover is separated from the housing of the assist device according to a preferred embodiment of the present invention.
Figure 5 is a diagram schematically showing a cross section of a housing of an assist device according to a preferred embodiment of the present invention.
Figure 6 is a diagram schematically showing a state in which a coupling bracket is coupled to the main body of an assist device according to a preferred embodiment of the present invention.
Figure 7 is a diagram schematically showing a state in which a coupling bracket is coupled to the main body of an assist device according to a preferred embodiment of the present invention.
Figure 8 is a schematic diagram to explain the buffering means of the assist device according to a preferred embodiment of the present invention.
Figure 9 is a cross-sectional view of a wheel of an assist device according to a preferred embodiment of the present invention.
Figure 10 is a cross-sectional view of the support portion of the assist device according to a preferred embodiment of the present invention.
Figure 11 is a diagram schematically showing a state in which the buffer means of the assist device buffers the pressure applied to the wheel according to a preferred embodiment of the present invention.
Figure 12 (a) is a diagram schematically showing an input member according to a preferred embodiment of the present invention, and Figure 12 (b) is a diagram schematically showing the front side of the input member according to a preferred embodiment of the present invention. 12(c) is a diagram schematically showing the rear of the input member according to a preferred embodiment of the present invention.
Figure 13 is a diagram schematically showing a control member according to a preferred embodiment of the present invention.
Figure 14 is a diagram schematically showing the position of the main body according to various modes according to a preferred embodiment of the present invention.
Figure 15 is a diagram illustrating a process for setting various states of an assist device using a smartphone according to a preferred embodiment of the present invention.

Hereinafter, a motorcycle slowdown and parking assist system according to a preferred embodiment of the present invention will be described in more detail with reference to the attached drawings.

Figure 1 is a structural diagram schematically showing a slow-down and parking assist system for a motorcycle according to a preferred embodiment of the present invention, and Figure 2 is a structural diagram schematically showing the assist device for a slow-down and parking assist system for a motorcycle according to a preferred embodiment of the present invention. This is a diagram showing the state of being mounted on a motorcycle.

1 and 2, the motorcycle slowdown and parking assist system according to a preferred embodiment of the present invention includes an ECU (E), an input means (I), a controller (C), and an assist device 1000. .

The motorcycle (M) refers to a typical motorcycle (M), and may include, for example, a motorcycle (M) of 125 CC or more. An ECU (E), a battery (B), and an input member (I-1) described later may be installed on the motorcycle (M). The ECU (E) and battery (B) are common components provided in a motorcycle (M). For example, when the key of the motorcycle (M) is turned on, the relay contact installed between the battery (B) and the controller (C) operates by the ACC signal and power is supplied to the system, and when the key of the motorcycle (M) is turned off, the relay contact point installed between the battery (B) and the controller (C) operates. Power to the system may be cut off due to relay contact return due to ACC signal blocking.

The input means (I) receives various signals from the rider operating the motorcycle (M) and transmits them to the controller (C), for example, using the input member (I-1) and the smartphone (I-2). It can be included. The input member I-1 may be located near the instrument panel or handle of the motorcycle M, and will be described with reference to FIG. 12. The smartphone (I-2), for example, carried by the rider, can be connected to the controller (C), described later, through wireless communication such as Bluetooth, Wi-fi, or Zigbee, and may have related apps installed. The smartphone (I-2) will be described in FIG. 15.

The controller (C) transmits control signals to the rotation means (400: Fig. 5) or the output unit (660: Fig. 13) using various signals received from the input means (I) or the sensor member 620, which will be described later. , which will be described later in Figure 13. This controller (C) may be mounted on the motorcycle (M), or may be mounted inside the main body 100 of the assist device 1000, which will be described later. In addition, in addition to the part that receives data from the ECU (E) of the motorcycle (M), the speed, bike vehicle identification number, fuel efficiency, ODD, etc. of the motorcycle (M) are transmitted to the controller (C) through the installation of a wireless communication module in the OBD terminal. You may receive a variety of information.

The assist device 1000 is rotatably mounted on the lower part of the motorcycle (M) on one side and has a wheel 300 on the other side. In response to the surrounding environment, the assist device 1000 is horizontal to the ground as shown in (a) of FIG. 2 or As shown in (b) of FIG. 2, it is a device that rotates perpendicular to the ground and helps support the weight of the motorcycle (M) and maintain its level. One such assist device 1000 can be mounted on both the left and right sides of the motorcycle (M), and is configured to rotate appropriately under the control of the controller (C). Hereinafter, the detailed structure of the assist device 1000 will be described.

Figure 3 is a diagram schematically showing an assist device according to a preferred embodiment of the present invention, and Figure 4 is a view showing a state in which the first sensor cover is separated from the housing of the assist device according to a preferred embodiment of the present invention. , Figure 5 is a diagram schematically showing a cross section of the housing of the assist device according to a preferred embodiment of the present invention.

3 to 5, the assist device 1000 according to a preferred embodiment of the present invention includes a main body 100, a main body rotation axis 120, a rotation means 400, a coupling bracket 200, and a wheel 300. , includes a buffer means 500 and a control member 600.

The main body 100 is formed in a long shape along the longitudinal direction and is provided with an empty space 102 therein. The main body 100 may be formed long, for example in a cylindrical shape, and one side in the longitudinal direction is installed on a frame located at the bottom of the saddle of the motorcycle M by a coupling bracket 200, which will be described later, and its length A wheel 300 is installed on the other side. And a housing 110 having an empty space inside is mounted on one side of the main body 100. One side of the housing 110 is covered by the first sensor cover 114.

The main body rotation axis 120 is formed in a long axis shape and is rotatably installed in the housing 110. The main body rotation axis 120 is positioned to penetrate both sides of the housing 110. Then, the empty space inside the housing 110 is filled with a lubricant, and a pair of oil seals 112 are installed on both sides of the housing 110 to prevent leakage of the lubricant. And the main body rotation axis 120 is positioned so that it can rotate while penetrating the oil seal 112. In addition, a sensor guide unit 124 that guides the installation of the rotation angle detection sensor 621, which will be described later, may be installed on one side of the main body rotation axis 120 facing the first sensor cover 114. One side of the sensor guide 124 is coupled to one side of the main body rotation axis 120, and the other side of the sensor guide 124 is bent in the direction of the oil seal 112 through the outer periphery of the main body rotation axis 120. Additionally, a rotation angle detection sensor 621 may be installed on the other inner surface of the sensor guide 124 facing the oil seal 112. The rotation angle detection sensor 621 detects the rotation angle of the main body 100, which will be described later with reference to FIG. 13. And an emergency key button unit 610 may be provided on the outside of the housing 110. The emergency key button unit 610 will also be explained with reference to FIG. 13.

The rotation means 400 rotates the main body rotation shaft 120 and includes a drive motor 410, a worm gear (not shown), and a worm wheel gear (not shown). The drive motor 410 receives power from the battery B of the motorcycle M, or receives power from a separate battery (not shown) provided in the space 102 of the main body 100 to provide driving force. generates For example, the drive motor 410 may be configured as a DC motor for using the battery (B) of the motorcycle (M). And a primary reducer to reduce the high RPM of the DC motor and transmit torque, a relay to control the forward and reverse rotation of the DC motor, a FET or IGBT, an SSR, and a ground landing or rising operation of the wheel 300. It can include detection of limit operation signals according to the load of the motorcycle (M) and voltage-current control (CC-CV mode, CV mode, CC mode) supplied to the DC Motor according to external loads.

And the drive motor 410 is inserted into the main body 100. In addition, the drive motor 410 can be protected from moisture, foreign substances, dust, etc. by ensuring airtightness through O-rings, etc. And since the drive motor 410 is not exposed to the outside of the main body 100, the inconvenience to the rider and passenger (tandem) can be minimized by enhancing the appearance and space utilization.

In addition, while the drive motor 410 transmits rotational force to the main body rotation shaft 120, the main body 100 may arbitrarily sag due to external force and vibration. To prevent contact with the ground due to such deflection, a worm reducer and a planetary reducer with a self-lock function can be combined. In addition, in order to reduce the high RPM of the drive motor 410 and transmit high torque (force) at low rotation force to the main body rotation shaft 120, a multi-stage reducer is combined to prevent noise in the reducer and meshing of gears due to high rotation force. Deterioration of durability due to impact can also be prevented.

A worm gear (not shown) is connected to the drive motor 410. The worm wheel gear (not shown) is formed on the outer periphery of the main body rotation axis 120, which is positioned perpendicular to the worm gear (not shown), and is configured to engage with the worm gear. Worm gears and worm wheel gears are common gear structures that change the direction of rotational motion. Additionally, the main body rotation shaft 120 may also serve as a worm gear and a worm wheel gear to change the rotation direction of the drive motor 410 to 90°.

And when the main body rotation axis 120 is fixed to the coupling bracket 200, which will be described later, and the rotation means 400 is operated under the control of the control unit 640 (shown in FIG. 13), which will be described later, the rotation means 400 is connected to the main body. The rotational force that rotates the rotation shaft 120 is transmitted to the main body 100, so that the main body 100 rotates. To explain this in detail, when the drive motor 410 is driven under the control of the control unit 640, the rotational force of the drive motor 410 is transmitted to the worm gear, and the worm gear transmits the rotational force to the worm wheel gear. At this time, since the main body rotation axis 120 is fixed to the coupling bracket 200, the rotational force transmitted to the worm wheel gear is transmitted back to the worm gear, and the worm gear rotates along the worm wheel gear. And since the worm gear is connected to the drive motor 410, the main body 100 on which the drive motor 410 is installed rotates.

Meanwhile, in the present invention, it is natural that the rotation means 400 is not limited to this, and the force and pressure generated by a motor or pump such as a known configuration, for example, a hydraulic or pneumatic cylinder, a planetary reducer, or a worm reducer, etc. Of course, the main body rotation axis 120 can be rotated using a known configuration that converts rotational motion into linear motion or converts linear motion into rotational motion.

The coupling bracket 200, wheel 300, buffer means 500, and control member 600 will be described later with reference to the drawings.

Figure 6 is a diagram schematically showing the state in which the coupling bracket is coupled to the main body of the assist device according to a preferred embodiment of the present invention, and Figure 7 is a diagram showing the coupling bracket being coupled to the main body of the assist device according to a preferred embodiment of the present invention. This is a drawing schematically showing the current state.

Referring to FIGS. 5 to 7, the coupling bracket 200 is used to install the main body rotation axis 120 on a frame located at the bottom of the saddle of the motorcycle (M), with both sides approximately centered. It is formed to be bent.

And frame coupling portions 204 for coupling to the frame are protrudingly formed on both sides of the coupling bracket 200. In order to protect the existing motorcycle (M), the guard installed on the frame can be removed and the frame coupling portion 204 can be coupled to the frame bolt hole by using the bolt hole of the frame where the guard was installed. In this way, since the bolt holes in the frame can be utilized as is, damage to the motorcycle (M) can be minimized and ease of installation can be ensured.

And an insertion hole 202 is formed through the center of the coupling bracket 200. The insertion hole 202 is formed so that the horizontal hole 202a and the vertical hole 202b intersect so that the horizontal portion 122a and the vertical portion 122b, which will be described later, are inserted.

At the end of the main body rotation axis 120 that protrudes in the direction of the coupling bracket 200, a rotation coupling portion 122 is formed to protrude to be inserted into the insertion hole 202 formed in the coupling bracket 200. The rotation coupling portion 122 is formed to protrude so that the horizontal portion 122a and the vertical portion 122b intersect so as to be inserted into the horizontal hole 202a and the vertical hole 202b, respectively.

And after the frame coupling part 204 is coupled to the frame and the coupling bracket 200 is fixed to the frame, the rotation coupling part 122 is coupled to the coupling bracket 200. At this time, since the horizontal portion 122a and the vertical portion 122b are inserted into the horizontal hole 202a and the vertical hole 202b, the angle of the rotation coupling portion 122 coupled to the coupling bracket 200 is always a preset angle. will be maintained. That is, when the rotation coupling portion 122 is coupled to the coupling bracket 200, the angle of the main body 100 is maintained in a horizontal direction on the ground.

In this way, in the present invention, the horizontal portion 122a and the vertical portion 122b of the rotary coupling portion 122 are inserted into the horizontal hole 202a and the vertical hole 202b of the coupling bracket 200, so that the main body 100 is always It has the effect of being installed on the motorcycle (M) in a certain direction, that is, toward the initial state. In addition, since the horizontal portion 122a and the vertical portion 122b formed in a cross shape are inserted into the horizontal hole 202a and the vertical hole 202b, the rotary coupling portion 122 may slip or slip in the insertion hole 202. It has the effect of maintaining a solid connection for a long time without rotating.

Figure 8 is a schematic diagram to explain the buffering means of the assist device according to a preferred embodiment of the present invention, and Figure 9 is a cross-sectional view showing the wheel of the assist device according to a preferred embodiment of the present invention. Figure 10 is a cross-sectional view of the support portion of the assist device according to a preferred embodiment of the present invention.

Referring to FIGS. 8 to 10 , the wheel 300 is formed in a normal wheel shape and is rotatably installed on the other side of the main body 100. And a wheel cover 130 is installed on one side of the other side of the main body 100 to cover a portion of the wheel 300.

In addition, a buffer means 500 is provided between the main body 100 and the wheel 300 to cushion the impact applied to the wheel 300 when the wheel 300 touches the ground. The buffer means 500 includes a support part 510, a moving part 520, a fixing part 530, a rotating bracket 550, and an elastic part 540.

The support portion 510 consists of a pair on the other side of the main body 100 and protrudes in the opposite direction to one side of the support portion 510. And the wheel 300 is positioned to be rotatable between the pair of supports 510. And when the wheel 300 contacts the ground, a long guide hole 512 is formed through one side of the support portion 510 in a direction perpendicular to or diagonal to the ground.

The moving part 520 is installed to be movable along the longitudinal direction of the guide hole 512 and guides the wheel 300 to rotate, and includes the guide part 522, bearing 524, moving shaft 526, and bushing. Includes (528). The guide portion 522 is composed of a pair so as to be moved along the pair of guide holes 512 while being inserted into the pair of guide holes 512. The bearings 524 are composed of a pair and are respectively inserted into the center of both sides of the wheel 300. The moving shaft 526 is formed in a shaft shape so as to integrally penetrate the pair of guide portions 522 and the pair of bearings 524. And when the wheel 300 rotates, the bearing 524 guides the rotation of the wheel 300 while being supported on the moving shaft 526. The bush 528 is formed to cover the outside of the guide portion 522. The bush 528 may be made of a synthetic resin material to reduce friction with the rotating bracket 550, which will be described later, and to prevent noise generation due to metal friction.

The fixing part 530 protrudes from the other side of the support part 510 located at the top of the guide hole 512. The rotation bracket 550 is formed in a "V" shape, for example, and the central portion is rotatably mounted on the side between one side and the other side of the support portion 510, and the portion protruding from the center to one side is the moving portion 520. ) and is configured to move along the moving part 520. A portion protruding from the center of the rotating bracket 550 to the other side extends in the direction of the fixing portion 530. And when the moving part 520 moves along the guide part 522, one side of the rotating bracket 550 moves along the moving part 520, that is, rotates, with its center as an axis.

And the rotation bracket 550 is formed to have magnetism, so that the position detection sensor 622 (shown in FIG. 13), which will be described later, can detect a change in magnetism according to a change in the position of the rotation bracket 550. That is, the position detection sensor 622 is disposed on the support portion 510 to face one side of the rotation bracket 550. And when the rotation bracket 550 is rotated according to the movement of the moving part 520, the separation distance between the rotation bracket 550 and the position detection sensor 622 changes due to the change in position due to the rotation of the rotation bracket 550. , the position detection sensor 622 can detect magnetic changes according to the separation distance. In this way, the position detection sensor 622 is configured to detect a magnetic change according to a change in the position of the rotating bracket 550, and thus has the effect of accurately detecting a change in position due to the movement of the moving part 520.

The elastic part 540 is installed between the moving part 520 and the fixed part 530 and may be made of, for example, an elastic spring. And one side of the elastic part 540 is fixed to the fixing part 530, and the other side of the elastic part 540 is fixed to one side of the rotation bracket 550 supported by the moving part 520. And when the moving part 520 moves the rotating bracket 550, the rotating bracket 550 elastically pressurizes the elastic part 540. And the second sensor cover 132 is formed to cover these buffer means 500 from the outside.

Figure 11 is a diagram schematically showing a state in which the buffer means of the assist device buffers the pressure applied to the wheel according to a preferred embodiment of the present invention.

Referring to Figures 5 to 11, when the rotation means 400 rotates the main body 100 and the main body 100 is rotated toward the ground, the wheel 300 contacts the ground according to the change in inclination of the main body 100. It is composed of: At this time, when pressure is applied to the wheel 300, the moving part 520 moves along the guide hole 512, and the elastic part 540 is elastically compressed to cushion the impact applied to the wheel 300. And when the pressure applied to the wheel 300 is offset, the moving part 520 returns to its original position along the guide hole 512 due to the elastic pressure of the elastic part 540.

In this way, in the present invention, the wheel 300 is positioned so that it contacts or does not contact the ground according to the change in inclination of the main body 100 as the main body 100 rotates. And when the wheel 300 is positioned to contact the ground while the motorcycle M is stopped or moving, the main body 100 has the effect of firmly supporting the motorcycle M so that it does not fall. And the shock generated in the process of the wheel 300 contacting the ground is transmitted to the moving part 520, and the moving part 520 elastically deforms the elastic part 540 while moving along the guide hole 512, so that the wheel There is an effect in that the elastic portion 540 can easily absorb or cushion the impact applied to 300.

In addition, the main body 100 can be landed on the ground with a simple structure in which the rotation means 400 rotates the main body rotation axis 120, so the simple structure has the effect of preventing the motorcycle M from falling.

In addition, when riding a motorcycle (M) in urban areas, slowing down and stopping due to signal changes and traffic jams, driving in alleys and sharp corners, entering slippery places such as gas stations, riding with a passenger, riding long distances, parking, reversing, frequent stopping, and narrow spaces. It has the effect of supporting the weight of the motorcycle (M) and keeping it level under various surrounding environments, such as driving down an alley, making sudden changes in direction, driving with a passenger in the rear seat, and parking at a rest area.

Figure 12 (a) is a diagram schematically showing an input member according to a preferred embodiment of the present invention, and Figure 12 (b) is a diagram schematically showing the front side of the input member according to a preferred embodiment of the present invention. 12(c) is a diagram schematically showing the rear of the input member according to a preferred embodiment of the present invention, and FIG. 13 is a drawing schematically showing the control member according to a preferred embodiment of the present invention. Figure 14 is a diagram schematically showing the position of the main body according to various modes according to a preferred embodiment of the present invention.

Referring to the drawing, the control member 600 includes a controller (C), a motor drive unit 650, a sensor member 620, an output unit 660, an input member (I-1), and an emergency key button unit 610. Includes.

The controller C includes a communication unit 630 and a control unit 640 and may be located inside the main body 100. The communication unit 630 enables wireless communication with, for example, a smartphone (I-2). The communication unit 630 receives various signals from the smartphone I-2 and transmits them to the control unit 640. The control unit 640 receives various signals from the communication unit 630, the input member (I-1), or the sensor member 620 and controls the motor drive unit 650 and the output unit 660.

The sensor member 620 includes a rotation angle detection sensor 621, a position detection sensor 622, a tilt sensor 623, and a speed sensor 624.

The rotation angle detection sensor 621 is coupled to the sensor guide 124 and detects the rotation angle of the main body 100. For example, it consists of an optical sensor using an optical encoder, a sensor using magnetic resistance change, etc. It can be. And the rotation angle detection sensor 621 transmits changes in light and magnetic resistance due to rotation of the main body 100 to the control unit 640, and the control unit 640 detects changes in the signal transmitted by the rotation angle detection sensor 621. The angle at which the main body 100 is rotated can be measured.

The position detection sensor 622 is disposed on the support part 510 facing one side of the rotary bracket 550, and detects a magnetic change in the rotary bracket 550 according to a change in the position of the moving part 520, and detects the change in the magnetism of the rotary bracket 550 according to the change in position of the moving part 520. and the control unit 640 can detect the position of the moving unit 520 through changes in the signal transmitted by the position detection sensor 622. The position detection sensor 622 may be able to detect the position of the moving unit 520 through various known methods in addition to magnetic changes.

The tilt sensor 623 detects the tilt of the motorcycle M or the main body 100 and may be configured, for example, as a gyro sensor located inside the motorcycle M or the main body 100. The control unit 640 may detect the inclination angle of the motorcycle M through the inclination change detected by the inclination sensor 623.

The speed sensor 624 is electrically connected to the ECU (E) of the motorcycle (M) and can detect speed information transmitted to the ECU (E) of the motorcycle (M). Alternatively, the speed sensor 624 may sense speed information by receiving a GPS signal from the motorcycle M or a GPS (not shown) provided in the main body 100. The control unit 640 can detect the current speed of the motorcycle M through speed information detected by the speed sensor 624.

The motor driving unit 650 is configured to receive a control signal from the control unit 640 and drive the driving motor 410 of the rotating means 400. The output unit 660 includes, for example, a first lighting unit 661, a second lighting unit 662, and a speaker 663. The first lighting unit 661 and the second lighting unit 662 are indicator devices made of LEDs, etc., and receive control signals from the control unit 640 to blink or turn on different lights. The speaker 663 receives control signals from the control unit 640 and outputs sounds such as beeps and buzzers to the outside. The functions of the first lighting unit 661 and the second lighting unit 662 are supplemented by generating a beep sound from the speaker 663. The output unit 660 may be located in the input member I-1, which will be described later.

The input member (I-1) receives various signals from the rider operating the motorcycle (M) and transmits them to the controller (C). For example, the motor can be clearly seen by the rider and can be easily operated by hand. It may be located on the instrument panel of the cycle (M) or around the handlebars or handlebars. This input member (I-1) includes various button parts that the rider can press by hand, for example, a manual mode button part (I-1a) for setting the manual operation mode, and an automatic button part (I-1a) for setting the automatic operation mode. It may include a mode button unit (I-1b), a parking mode button unit (I-1c) for setting the parking operation mode, and a balance maintenance button unit (I-1d) for setting the balance maintenance operation mode. In addition, it may further include an emergency key button unit 610 provided in the main body 100 to set the emergency operation mode.

In addition, the input member (I-1) has an indicator function added, and various buttons provided on the input member (I-1) have LED lamps and buzzers of various shapes and colors so that the rider can check them visually and visually, as well as separate buttons. By adding an LCD display device, it can be configured to expand rider operation and status visibility.

Hereinafter, various operation modes according to the various button units input by the input member I-1 and the emergency key button unit 610 will be described.

<Manual operation mode>

The manual operation mode allows the rider to manually land the assist device 1000 on the ground or return it to its original position. To this end, with the assist device 1000 returned to its original position as shown in (a) of FIG. 14, the rider presses the manual mode button part I-1a to proceed with the manual operation mode. The manual mode button unit (I-1a) transmits an operation signal or a stop signal to the control unit 640. For example, when the rider presses the manual mode button (I-1a) once, an operation signal is transmitted to the control unit 640, and the control unit 640 that receives the operation signal proceeds to the manual operation mode. To this end, when the speed information received from the speed sensor 624 is less than the safe speed set by the rider, for example, 20 km/h, the control unit 640 turns on the first lighting unit 661, which lights a green lamp, or turns on the speaker. (663) causes a beep sound to be output. And when the rider, who recognizes that the motorcycle M has reached a stable speed through the first lighting unit 661 or the speaker 663, presses the manual mode button unit I-1a, the manual operation mode proceeds. That is, the control unit 640 drives the motor driving unit 650 to tilt the main body 100 so that the wheel 300 contacts the ground. At this time, the control unit 640 may drive the motor drive unit 650 until the rotation angle received from the rotation angle detection sensor 621 becomes a preset landing angle. The landing angle may be preset between 30° and 60°, as shown in (b) of FIG. 14, for example.

Thereafter, while controlling the motor drive unit 650, the control unit 640 detects a change in the position information of the moving unit 520 received from the position detection sensor 622, and moves the wheel 300 in contact with the ground. It is determined that this is the case, and the motor drive unit 650 is controlled so that the main body 100 is no longer rotated.

Afterwards, when the rider presses the manual mode button (I-1a) once more, the stop signal is transmitted to the control unit 640, and the control unit 640, which receives the stop signal, returns the main body 100 to its original position horizontal to the ground. Rotate as much as possible. Alternatively, the control unit 640 determines that the wheel 300 is in contact with the ground and controls the motor drive unit 650 so that the main body 100 does not rotate, and the speed information received from the speed sensor 624 is preset. If the speed exceeds the safe speed of, for example, 20 km/h, the main body 100 may be controlled to rotate to its original position.

As such, the present invention has the effect of allowing the rider to manually land the main body 100 on the ground at a safe speed to control the motorcycle M so that it does not fall.

<Automatic operation mode>

The automatic operation mode automatically causes the assist device 1000 to land on the ground or return to its original position. For this purpose, the rider proceeds to the automatic operation mode by pressing the automatic mode button (I-1b). The automatic mode button unit (I-1b) transmits an automatic signal to the control unit 640. For example, when the rider presses the automatic mode button unit (I-1b), an automatic signal is transmitted to the control unit 640, and the control unit 640 that receives the automatic signal proceeds to the automatic operation mode. To this end, when the speed information received from the speed sensor 624 is less than the safe speed set by the rider, for example, 20 km/h, the control unit 640 turns on the first lighting unit 661, which lights a green lamp, or turns on the speaker. (663) causes a beep sound to be output. Thereafter, the control unit 640 drives the motor driving unit 650 to tilt the main body 100 so that the wheel 300 contacts the ground. At this time, when the speed information received from the speed sensor 624 is below the preset safe speed and the inclination information received from the inclination sensor 623 exceeds the preset reference information, the control unit 640 operates the motor drive unit 650. ) may also be controlled to operate. Additionally, the control unit 640 may support a traffic jam mode and operate to enable slow driving in cases of vehicle congestion, etc.

Meanwhile, the control unit 640 determines a dangerous situation if the speed information received from the speed sensor 624 corresponds to a sudden stop or sudden acceleration, even if the speed information received from the speed sensor 624 is below the safe speed. And, the motor driving unit 650 is controlled not to be driven. In addition, even if the speed information received from the speed sensor 624 is below the safe speed, the control unit 640 causes the motorcycle (M) to suddenly tilt if the inclination information received from the inclination sensor 623 is more than the preset inclination. It is determined to be a dangerous situation due to and the motor drive unit 650 is controlled not to be driven. In this case, the control unit 640 can turn on the second lighting unit 662, which lights a red lamp, to notify the outside world that there is a current dangerous situation. In other words, when the motorcycle M is tilted sharply, such as when cornering at a roundabout, the motor driving unit 650 is controlled not to be driven.

Thereafter, while controlling the motor drive unit 650, the control unit 640 detects a change in the position information of the moving unit 520 received from the position detection sensor 622, and moves the wheel 300 in contact with the ground. It is determined that this is the case, and the motor drive unit 650 is controlled so that the main body 100 is no longer rotated.

Afterwards, the control unit 640 determines that the wheel 300 is in contact with the ground, and controls the motor drive unit 650 so that the main body 100 does not rotate, and the speed information received from the speed sensor 624 is If the preset safe speed is exceeded, the main body 100 is controlled to rotate to its original position.

As such, the present invention has the effect of controlling the motorcycle M from falling by automatically landing the main body 100 on the ground at a safe speed.

<Parking operation mode>

The parking operation mode is designed to help you raise the motorcycle (M) and easily erect the center stand when setting up the center stand of the motorcycle (M) due to long-time parking. To this end, the rider proceeds to the parking operation mode by pressing the parking mode button (I-1c). For example, when the rider presses the parking mode button (I-1c), a parking signal is transmitted to the control unit 640, and the control unit 640 that receives the parking signal proceeds to the parking operation mode. To this end, the control unit 640 drives the motor driving unit 650 to tilt the main body 100 so that the wheel 300 contacts the ground. At this time, the control unit 640 drives the motor drive unit 650 until the rotation angle received from the rotation angle detection sensor 621 reaches a preset landing angle, that is, 30° to 60°. Thereafter, the control unit 640 operates the motor drive unit ( 650) is operated. Then, the motorcycle (M) is raised to a certain level so that the rider can easily set up the center stand.

Meanwhile, the control unit 640 restricts use in places where the level of roads or parking lots, such as slopes, is not secured, and to ensure safety during use, the speed information transmitted from the speed sensor 624 exceeds 0 or Alternatively, if the tilt information transmitted from the tilt sensor 623 exceeds a certain level, for example, 10°, the motor driving unit 650 may not be driven to prevent danger in advance.

In this way, the present invention supports a parking operation mode, so that when the center stand of the motorcycle (M) is erected due to long-time parking, the main body 100 is landed on the ground until the motorcycle (M) reaches the parking angle. By rotating the main body 100 a little more, there is an effect of helping to easily erect the center stand.

<Balance maintenance operation mode>

The balance maintenance operation mode prevents the motorcycle (M) from falling and helps maintain balance when parking or stopping on inclined roads or places. For this purpose, the rider proceeds to the balance maintenance operation mode by pressing the balance maintenance button (I-1d). For example, when the rider presses the balance maintenance button (I-1d), a balance maintenance signal is transmitted to the control unit 640, and the control unit 640 that receives the balance maintenance signal proceeds to the balance maintenance operation mode. To this end, the control unit 640 drives the motor driving unit 650 to tilt the main body 100 so that the wheel 300 contacts the ground. In addition, the control unit 640 drives the motor drive unit 650 when the tilt information received from the tilt sensor 623 exceeds the preset reference information even if the rider does not press the balance maintenance button (I-1d). By doing so, the motorcycle (M) may be automatically controlled to maintain balance. Additionally, in order to prevent discharge, the control unit 640 can control the device to be used after a separate setting in a startup state where power can be supplied, and to be disabled when the key is turned off.

In this way, the present invention has the effect of allowing the main body 100 to land on the ground during parking and stopping, thereby controlling the motorcycle (M) from falling arbitrarily during parking and stopping.

<Standing support mode>

This mode allows the rider to easily stop the motorcycle (M) if the motorcycle (M) falls over (falls over or falls in place) while driving at a slow speed, such as entering a corner. For this purpose, the balance maintenance button (I-1d) is pressed at a certain angle (with both wheels in contact with the ground, flat and hard ground) of the motorcycle (M), and the main body (100) is tilted and rotated. At the same time, if the rider pushes the motorcycle (M) to stand up, it is easier to stand up the motorcycle (M) compared to standing up with full force.

<Emergency operation mode>

The emergency key button unit 610 ensures safety in the event of an emergency situation while driving the motorcycle, such as sudden tilt of the motorcycle (M), sudden start and sudden stop, inability to operate due to a malfunction, left and right asymmetric operation, power cut, and system abnormality. To this end, the main body 100 is returned to its initial position, that is, to its initial folded state. To this end, when a problem occurs while the wheel 300 is landing on the ground or returning to its initial position (initial folded state), when the rider presses the emergency key button 610, the control unit 640 operates the motor drive unit 650 to operate the main body 100. ) returns to the initial position. Alternatively, the user can manually operate the device using tools such as a VoxR, hex wrench, or driver. The emergency key button unit 610 may be located on the upper side of the main body 100, the input member I-1, etc., and may be positioned so as not to protrude outside the main body 100 so that it cannot be easily pressed in normal times. In addition, a remote control to support initial position setting to solve the problem of inability to recognize control position due to changes in encoder values such as hall sensors and rotation sensors for position control such as rotation position of motors and rotation shafts due to manual operation in the event of an emergency. , smartphone apps, main controller system settings, etc. can be supported.

Figure 15 is a diagram illustrating a process for setting various states of an assist device using a smartphone according to a preferred embodiment of the present invention.

Referring to FIG. 15, an application for controlling the assist device 1000 and storing various settings is installed on the smartphone (I-2). When the application is executed, a screen as shown in FIG. 15 can be viewed. . The application may be composed of various user interfaces (UIs).

And, for example, by moving the status bar (I-2a) left or right, the rider can set various settings such as automatic speed setting, initial position setting, parking assistance setting, and safe speed setting as desired. Initial position setting is possible only when the position detection sensor 622 is turned off.

Additionally, the rider can enter pairing mode with the assist device 1000 by pressing the system pairing button displayed on the smartphone (I-2). In addition, when the motorcycle (M) is turned on and the speed information transmitted from the speed sensor 624 is 0, that is, in a stopped state, the rider presses the automatic mode button (I-1b) for more than 5 seconds to reach the initial position. You can also enter setting mode and proceed with smartphone (I-2) pairing mode. This means that pairing between the control unit 640 and the smartphone (I-2) is performed using a communication method such as Bluetooth by executing the app on the smartphone (I-2). Afterwards, you can proceed with various settings by moving the status bar (I-2a) of the smartphone (I-2) and then press the save button to complete the settings. In addition to this, various settings can be made through various known methods.

Although the present invention has been described in detail in the above embodiments, it is obvious that the present invention is not limited thereto, and it is clear to those skilled in the art that various changes and modifications are possible within the scope of the technical idea of the present invention, and such changes and modifications are attached. If it falls within the scope of the claims, the technical idea should also be considered as belonging to the present invention.

M: Motorcycle E: ECU
B: Battery C: Controller
I: Input means I-1: Input member
I-1a: Manual mode button part I-1b: Automatic mode button part
I-1c: Parking mode button I-1d: Balance maintenance button
I-2: Smartphone I-2a: Status bar
1000: Assist device 100: Main body
102: space 110: housing
112: Oil seal 114: First sensor cover
120: Main body rotation axis 122: Rotation coupling part
122a: horizontal part 122b: vertical part
124: Sensor guide 130: Wheel cover
132: Second sensor cover 200: Combination bracket
202: Insertion hole 202a: Horizontal hole
202b: Vertical hole 204: Frame coupling part
300: wheel 400: rotation means
410: Drive motor 500: Shock absorber
510: support 512: guide hole
520: moving part 522: guide part
524: bearing 526: moving axis
528: Bush 530: Fixing part
540: Elastic part 550: Rotating bracket
600: Control member 610: Emergency key button part
620: Sensor member 621: Rotation angle detection sensor
622: Position detection sensor 623: Tilt sensor
624: Speed sensor 630: Communication unit
640: Control unit 650: Motor driving unit
660: output unit 661: first lighting unit
662: second lighting unit 663: speaker

Claims (12)

A main body formed in a long shape along the longitudinal direction;
a main body rotation axis rotatably installed on one side of the main body in the longitudinal direction;
a wheel rotatably installed on the other longitudinal side of the main body;
Rotation means located inside the main body and connected to rotate the main body rotation axis;
A coupling bracket for installing the main body rotation axis to a frame located below the saddle of a motorcycle; and
It includes a control unit that controls the rotation means,
When the rotation means is operated under the control of the control unit while the main body rotation axis is fixed to the coupling bracket, the rotational force by which the rotation means rotates the main body rotation axis is transmitted to the main body, so that the main body rotates,
A housing is formed on one side of the main body,
The main body rotation axis is positioned to penetrate both sides of the housing,
A lubricant is filled in the empty space inside the housing,
A slow-down and parking assist system for a motorcycle, wherein a pair of oil seals are installed on both sides of the housing to prevent leakage of lubricant, and the main body rotation axis is positioned so as to penetrate the oil seals.
A main body formed in a long shape along the longitudinal direction;
a main body rotation axis rotatably installed on one side of the main body in the longitudinal direction;
a wheel rotatably installed on the other longitudinal side of the main body;
Rotation means located inside the main body and connected to rotate the main body rotation axis;
A coupling bracket for installing the main body rotation axis to a frame located below the saddle of a motorcycle; and
It includes a control unit that controls the rotation means,
When the rotation means is operated under the control of the control unit while the main body rotation axis is fixed to the coupling bracket, the rotational force by which the rotation means rotates the main body rotation axis is transmitted to the main body, so that the main body rotates,
At the end of the main body rotation axis that protrudes in the direction of the coupling bracket, a rotation coupling portion is formed to protrude to be inserted into an insertion hole formed in the coupling bracket,
The rotation coupling portion is formed to protrude so that the horizontal portion and the vertical portion intersect,
The insertion hole is formed so that the horizontal hole and the vertical hole intersect so that the horizontal part and the vertical part are inserted.
The method of claim 1 or 2,
A rotation angle detection sensor is installed on one side of the main body rotation axis to detect the rotation angle of the main body,
The control unit controls the rotation means to rotate the main body according to the rotation angle received from the rotation angle detection sensor.
According to claim 3,
It further includes an input member that receives a parking mode input from the user,
The control unit, when receiving the parking mode from the input member, controls the rotation means until the rotation angle received from the rotation angle detection sensor becomes a preset parking angle. .
The method of claim 1 or 2,
It further includes a tilt sensor that detects the tilt of the motorcycle,
The control unit controls the rotation means when the tilt information received from the tilt sensor exceeds preset reference information.
According to claim 5,
It further includes a speed sensor that detects the speed of the motorcycle,
The control unit controls the rotation means when the inclination information received from the inclination sensor exceeds preset reference information while the speed information received from the speed sensor is less than a preset speed. Slow driving and parking assist system.
delete delete A main body formed in a long shape along the longitudinal direction;
a main body rotation axis rotatably installed on one side of the main body in the longitudinal direction;
a wheel rotatably installed on the other longitudinal side of the main body;
Rotation means located inside the main body and connected to rotate the main body rotation axis;
A coupling bracket for installing the main body rotation axis to a frame located below the saddle of a motorcycle; and
It includes a control unit that controls the rotation means,
When the rotation means is operated under the control of the control unit while the main body rotation axis is fixed to the coupling bracket, the rotational force by which the rotation means rotates the main body rotation axis is transmitted to the main body, so that the main body rotates,
It further includes a buffering means installed between the main body and the wheel to cushion the impact applied to the wheel when the wheel contacts the ground,
The buffer means:
a pair of support parts protruding from the lower side of the main body;
a guide hole formed on one side of the support portion in a direction perpendicular to or diagonal to the ground when the wheel contacts the ground;
a moving part that is installed to be movable along the longitudinal direction of the guide hole and guides the wheel to rotate;
a fixing part formed on the other side of the support part located above the guide hole; and
It includes an elastic part installed between the moving part and the fixed part,
When pressure is applied to the wheel, the moving part moves along the guide hole, and the elastic part is elastically compressed to cushion the movement of the moving part,
When the pressure applied to the wheel is offset, the moving part is returned to its original position along the guide hole by the elastic pressure of the elastic part.
According to clause 9,
Further comprising a position detection sensor that detects the position of the moving part,
The control unit controls the rotation means so that the main body rotates, and when a change in the position information of the moving part received from the position detection sensor is detected, the control unit determines that the wheel is in contact with the ground and prevents the main body from rotating. A slow-down and parking assist system for a motorcycle, characterized in that it controls the rotation means to prevent the rotation from occurring.
According to claim 10,
One side is rotatably mounted on the support, and the other side moves along the moving part and further includes a rotating bracket having magnetism,
The position detection sensor is a motorcycle slow-down and parking assist system, characterized in that it detects a magnetic change according to a change in the position of the rotation bracket.
According to claim 10,
It further includes a speed sensor that detects the speed of the motorcycle,
The control unit determines that the wheel is in contact with the ground, controls the rotation means so that the main body does not rotate, and when the speed information received from the speed sensor exceeds a preset speed, the main body returns to the original position. A slow-down and parking assist system for a motorcycle, characterized in that it controls the rotation means to rotate.

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