TWI498245B - Automatic parking device - Google Patents

Description

Automatic parking device

The present invention relates to an automatic parking device, and more particularly to an automatic parking device disposed in a foot pedal of a locomotive.

At present, when the locomotives on the market are parked, most of them are driven by the driver to step on the stand of the main bracket and use the principle of lever to prop up the body of the locomotive. However, this parking method is very labor-intensive and is not favored by female drivers. Most female drivers tend to use less effortless side legs to park when parked, if not necessary. However, in crowded cities, locomotive parking spaces are usually small or forced to squeeze shoulders with neighboring cars. At this time, the parking mode of the main frame will save space compared to the side legs, so the existence of the main frame is still necessary. Sex. Therefore, in order to provide the driver with a labor-saving parking mode, the relevant operator provides a main bracket with an automatic parking function.

Referring to Fig. 1, a conventional parking device 1 is disclosed in the Japanese Patent No. I250101. The conventional parking device 1 includes a motor 10, a transmission gear device 12, a drive shaft 14, and a stand 16. The transmission gear unit 12 further includes a worm 120, a worm wheel 122, and a drive gear 124, and the worm gear 122 and the drive gear 124 are disposed on the same shaft. When the locomotive needs to park, the motor 10 drives the worm 120 of the transmission gear device 12 to rotate, the worm 120 drives the worm wheel 122 to rotate, the drive gear 124 rotates together with the worm wheel 122, and drives the drive shaft 14 to rotate, and the tripod 16 is also driven. The locomotive becomes a parking state.

The above conventional parking device 1 has an automatic parking function, but due to the horse The arrangement of the power shaft of up to 10, the drive shaft of the transmission gear unit 12 and the drive shaft 14 are not parallel to each other, so that the volume required for the conventional parking apparatus 1 is large (especially in the vertical direction). This drawback will be detrimental to the locomotive's body design, such that the designer may be forced to take a higher body or sacrifice space for other components (such as the compartment or engine position) to assemble the conventional parking device 1.

To take a step back, if the designer really chooses to use a taller body to accommodate the conventional parking device 1, it will inevitably affect the footing of the vehicle (here, the so-called footing refers to the foot stepping on the ground. Convenience). Women with smaller bodies may not be able to step on the ground when they are parking.

It is further discussed that the vehicle exterior type, the vehicle height and the vehicle weight of the various types of vehicles are not the same, and the conventional parking device 1 occupying the volume in the vertical direction is inevitably unsuitable for various types of vehicles. This problem is bound to seriously affect the market acceptance of automatic parking devices, and it will also reduce the possibility of future commercialization.

Further, the conventional parking device 1 is rotationally driven by the motor 10 when the vehicle body is propped up, and the motor 10 is reversed when the vehicle body is to be lowered. This design has produced many shortcomings, as explained below:

1. The stand 16 is raised by the motor 10 to raise the body, and the stand 16 must be retracted by reversing the motor 10. Due to the torque design requirements, the speed at which the tripod 16 is raised must not be too fast. In conjunction with the ground, the speed at which the tripod 16 is retracted is also slow, delaying the driver's time.

2. When parking, most of the locomotives are in a flameout state. When the motor 10 reverses and retracts the tripod 16, the battery power is still consumed. At this time, the battery life is greatly affected, and the economic and environmental benefits are not met.

Third, some terrain may have a smooth surface, concave or protruding, and the motor The torque settings of the 10 outputs are all fixed values. It is not always possible to overcome the special terrain and generate enough reaction force to recover the tripod 16, which may cause the driver to fall into the embarrassment of not being able to put down the body.

It can be seen from the above three points that when the driver wants to retract the tripod 16 to lower the vehicle body, the automatic retraction of the main bracket by the motor 10 reverse has many disadvantages.

In summary, the conventional parking device 1 is theoretically achievable, but it is too large to be accepted by designers and consumers, making the goal of commercialization difficult to achieve. Moreover, the conventional parking device 1 must solve the problem of excessive volume, and must also overcome the problems of slowness, power consumption, and unsuitable special terrain when the tripod 16 is retracted, so as to provide the driver with the best. How to use it.

(1) An automatic parking device that is disposed in a footrest of a locomotive. The automatic parking device includes a housing, a power assembly, a transmission gear assembly, and a main bracket. The housing has an accommodation space. The power component is disposed in the accommodating space and includes a power source and a driving gear. The power source has a power shaft. The drive gear is disposed on the power shaft. The transmission gear assembly is disposed in the accommodating space and meshes with the driving gear. The drive gear assembly includes a drive shaft. The drive shaft is pivotally connected to the housing. The main bracket contains an output shaft, an output gear, and a parking stand. The output shaft is pivotally connected within the housing. The output gear is disposed on the output shaft and meshes with the transmission gear assembly. The parking stand is connected to the output shaft and extends out of the housing. a power assembly that drives the main bracket via a transmission gear assembly to rotate the main bracket relative to the housing, and the power shaft, the transmission shaft, and the output The axes of the shafts are parallel to each other.

According to the invention of the above (1), there is an effect that the appearance of the automatic parking device can be flat. Therefore, it is possible to prevent the volume of the automatic parking device from increasing toward the vertical direction of the locomotive body and to be installed in the pedal portion of the locomotive without occupying space.

(2) The invention according to (1) above, wherein the virtual plane formed by the axial centers of the power shaft, the transmission shaft, and the output shaft is parallel to the pedal plane of the pedal portion.

According to the invention of the above (2), in addition to the effects of the invention of the above (1), the effect of making the relative positions of the power shaft, the transmission shaft and the output shaft in the casing more compact is more effective. Therefore, the volume of the casing can be further reduced, and the space for use of other components of the locomotive is relatively increased.

(3) The invention of (1) above, wherein the transmission gear assembly further includes a first transmission gear and a second transmission gear. The first transmission gear is disposed on the transmission shaft and meshes with the drive gear. The second transmission gear is disposed on the transmission shaft and meshes with the output gear.

According to the invention of the above (3), in addition to the effects of the invention of the above (1), there is an effect of decelerating the rotational speed of the output gear twice with respect to the rotational speed of the drive gear. Therefore, the torque requirement required for the power component to drive the main bracket to rotate can be reduced, and a power source with a small size and output torque can be used.

(4) The invention of (3) above, wherein the transmission gear assembly further includes a one-way bearing. The one-way bearing is disposed between the first transmission gear and the transmission shaft.

According to the invention of the above (4), in addition to the effects of the invention of the above (3) In addition, it has the effect of only allowing the first transmission gear to rotate in a single rotation direction to drive the transmission shaft to rotate together. Therefore, when the main bracket is in the parking position relative to the housing, the driver can push the locomotive forward in the direction of the front of the vehicle, so that the main bracket can be rotated from the parking position to the folding position relative to the housing, thereby achieving the purpose of quick resolution. . In other words, conventionally, the power source is reversely rotated to the shaft, and the main bracket is driven to rotate from the parking position to the retracted position relative to the casing, so that the invention of the above (4) can be replaced.

(5) The invention of (3) above, wherein the transmission gear assembly further includes a one-way bearing. The one-way bearing is disposed between the second transmission gear and the transmission shaft.

According to the invention of the above (5), in addition to the effects of the invention of the above (3), there is an effect of allowing the second transmission gear to rotate together only when the transmission shaft is allowed to rotate in a single rotation direction. Therefore, when the main bracket is in the parking position relative to the housing, the driver can push the locomotive forward in the direction of the front of the vehicle, so that the main bracket can be rotated from the parking position to the folding position relative to the housing, thereby achieving the purpose of quick resolution. . In other words, it is conventionally possible to reverse the rotational force shaft and thereby drive the main bracket to rotate from the parking position to the retracted position relative to the housing, thereby being replaced by the invention of the above (5).

(6) The invention of (1) above, wherein the above-described parking stand further includes two links and two support columns. The two links are respectively connected to the two ends of the output shaft and extend out of the housing. The two support columns are located outside the casing and are respectively connected to the two links.

According to the invention of the above (6), in addition to the effects of the invention of the above (1), the effect of increasing the length of the arm of the parking stand with respect to the output shaft is further enhanced. Therefore, the driver only needs to apply less force to move the locomotive towards the front of the car. Pushing forward, the main bracket can be rotated from the parking position to the retracted position relative to the housing.

(7) The invention of (6) above, wherein the two support columns are connected to each other and integrally formed as a rod.

According to the invention of the above (7), in addition to the effects of the invention of the above (6), the two support columns integrally formed into one member can have a better structural strength.

(8) The invention of (6) above, wherein each of the support columns includes a connecting portion and a bolt. Each of the links is detachably coupled to the corresponding connecting portion, and each of the bolts locks the corresponding link to the corresponding connecting portion.

According to the invention of the above (8), in addition to the effects of the invention of the above (6), the automatic parking device of the present invention can be adapted to various types of vehicles by replacing the connecting rod or the supporting column of an appropriate length. The effect.

(9) The invention of (1) above, wherein the above-described parking stand comprises two support columns. Two support columns are respectively connected to both ends of the output shaft. The two support columns and the output shaft are integrally formed as one rod. The output gear is a non-full gear and has a notch. The output shaft is fixed to the shaft center of the output gear by a notch.

According to the invention of the above (9), in addition to the effects of the invention of the above (1), in addition to the effect of enabling the two support columns integrally formed as one member to have better structural strength, the compact main support is further provided. The number of parts and the efficiency of the assembly process.

(10) The invention of (1) above, wherein the housing has two locking plates. The two locking plates are respectively formed by outwardly extending from opposite sides of the housing along a direction of the parallel power shaft, the transmission shaft and the output shaft, and the housing is locked in the pedal portion via the two locking plates.

According to the invention of the above (10), in addition to the effects of the invention of the above (1), the automatic parking device can be stably fixed to the pedal portion 20 of the locomotive 2.

In summary, the locomotive adopting the automatic parking device of the invention does not affect the use space of the storage box and other components in the design of the vehicle body, and can provide suitable driver's footability, and can be applied to each The type of car is conducive to achieving the goal of commercialization of this creation. In addition, the automatic parking device of the present invention can produce a quick-dissolving function, which has the following advantages: (1) The main bracket can be quickly retracted. (2) Save electricity, extend battery life, and increase economic and environmental benefits. (3) On different terrains, the driver can manually generate a reaction force by hand to make the main bracket recover smoothly.

The embodiments of the present invention are disclosed in the following drawings, and for the purpose of clarity However, it should be understood that these practical details are not intended to limit the invention. That is, in some embodiments of the invention, these practical details are not necessary. In addition, some of the conventional structures and elements are shown in the drawings in a simplified schematic representation.

Please refer to FIG. 2A, FIG. 2B, and FIG. 2A is a schematic view showing a locomotive 2 provided with an automatic parking device 3 according to an embodiment of the present invention, wherein the main bracket 36 of the automatic parking device 3 is in a collapsed position. 2B is another schematic view of the locomotive 2 in FIG. 2A, in which the main bracket 36 of the automatic parking device 3 is in the parking position. Fig. 3 is a partial view showing a part of the locomotive 2 in Fig. 2A.

As shown in FIGS. 2A to 3 , in the present embodiment, the locomotive 2 includes at least the step portion 20 and the pedal frame 22 . Generally, the footrest 20 of the locomotive 2 is made of a plastic case and has a pedal plane 200. The pedal frame 22 of the locomotive 2 is covered by the footrest 20 to provide sufficient structural strength of the pedal portion 20. The pedal plane 200 of the footrest 20 allows the driver to place feet or carry items. The automatic parking device 3 of the present invention includes a housing 30 and a main bracket 36. The housing 30 of the automatic parking device 3 is disposed in the footrest 20 of the locomotive 2 and is fixed to the pedal frame 22. The main bracket 36 of the automatic parking device 3 extends from the housing 30 and is exposed to the bottom of the pedal portion 20 of the locomotive 2. The components of the automatic parking device 3 provided in the casing 30 can drive the main bracket 36 to rotate relative to the casing 30 from the retracted position shown in FIG. 2A to the parking position shown in FIG. 2B. Hereinafter, each component of the automatic parking device 3 provided in the casing 30 will be described.

Please refer to Figure 4 and Figure 5. Fig. 4 is a schematic view showing the automatic parking device 3 in Fig. 2A. Fig. 5 is a view showing an exploded view of a part of the automatic parking device 3 in Fig. 4.

As shown in FIGS. 4 and 5, in the present embodiment, the housing 30 of the automatic parking device 3 has an accommodation space 300 and at least one hollow portion 302. The automatic parking device 3 further includes a power assembly 32 and a transmission gear assembly 34. The power assembly 32 of the automatic parking device 3 is disposed in the accommodating space 300 of the housing 30 and includes a power source 320 and a drive gear 322. The power source 320 of the power assembly 32 has a power shaft 320a. The drive gear 322 of the power assembly 32 is disposed on the power shaft 320a. When the power source 320 of the power assembly 32 drives the power shaft 320a to rotate, the power shaft 320a can simultaneously drive the drive gear 322 to rotate together. In the embodiment, the power component The power source 320 of 32 is a motor, but the invention is not limited thereto.

The transmission gear assembly 34 of the automatic parking device 3 is disposed in the accommodating space 300 of the housing 30 and includes a transmission shaft 340, a first transmission gear 342, and a second transmission gear 344. The drive shaft 340 of the transmission gear assembly 34 is pivotally coupled to the housing 30. The first transfer gear 342 of the transmission gear assembly 34 is disposed on the drive shaft 340 and meshes with the drive gear 322 of the power assembly 32. The second transfer gear 344 of the transmission gear assembly 34 is disposed on the transmission shaft 340. When the drive gear 322 of the power assembly 32 rotates, the first transfer gear 342 that meshes with the drive gear 322 simultaneously drives the drive shaft 340 to rotate together with the second transfer gear 344.

The main bracket 36 of the automatic parking device 3 includes an output shaft 360, an output gear 362, and a parking stand 364. The output shaft 360 of the main bracket 36 is disposed in the housing 30 and pivotally coupled to the housing 30. The output gear 362 of the main bracket 36 is disposed on the output shaft 360 and meshes with the second transfer gear 344 of the transmission gear assembly 34. The parking stand 364 of the main bracket 36 is coupled to the output shaft 360 and extends out of the housing 30 through the hollow portion 302 of the housing 30. When the second transmission gear 344 of the transmission gear assembly 34 rotates, the output gear 362 that meshes with the second transmission gear 344 simultaneously drives the output shaft 360 to rotate with the parking stand 364.

Thereby, the power assembly 32 of the automatic parking device 3 can transmit power to the main bracket 36 via the transmission gear assembly 34, causing the main bracket 36 to be driven to rotate relative to the housing 30. Further, the power shaft 320a of the power assembly 32, the transmission shaft 340 of the transmission gear assembly 34, and the shaft center of the output shaft 360 of the main bracket 36 are parallel and closely arranged.

In an embodiment, the axis of the power shaft 320a of the power assembly 32, The axis of the drive shaft 340 of the transmission gear assembly 34 is on the same plane as the axis of the output shaft 360 of the main bracket 36, but the invention is not limited thereto. Thereby, the automatic parking device 3 of the present invention can have a flat outer shape, and can be installed in the footrest portion 20 of the locomotive 2 without occupying space, in addition to avoiding an increase in volume in the vertical direction of the vehicle body of the locomotive 2.

It should be noted that, in the present embodiment, the size of the driving gear 322 of the power assembly 32 is smaller than the size of the first transmission gear 342 of the transmission gear assembly 34, and the size of the second transmission gear 344 of the transmission gear assembly 34 is smaller than that of the main transmission gear 344. The size of the output gear 362 of the bracket 36. Therefore, during the rotation of the power assembly 32 to drive the main bracket 36 via the transmission gear assembly 34, the rotational speed of the output gear 362 has been decelerated twice with respect to the rotational speed of the drive gear 322. Thereby, the torque requirement required for the power assembly 32 to drive the main bracket 36 to rotate can be reduced, and the power source 320 having a smaller size and output torque can be used.

In another embodiment, the transmission gear assembly 34 may also include only a single transmission gear (not shown) that meshes with the drive gear 322 of the power assembly 32 and the output gear 362 of the main bracket 36, respectively. As long as the size of the transmission gear is larger than the size of the drive gear 322 and smaller than the size of the output gear 362, the output gear 362 can also have a deceleration effect with respect to the drive gear 322, and a power source 320 having a smaller size and output torque can be employed.

In still another embodiment, the automatic parking device 3 can also omit the entire transmission gear assembly 34 without directly considering the size of the power source 320 and the output torque, and directly directly drive the driving gear 322 of the power assembly 32 with the main bracket 36. The output gears 362 are engaged to achieve the same purpose of rotating the main bracket 36 relative to the housing 30.

Please refer to FIG. 6 , which is a schematic diagram showing the pedal frame 22 in FIG. 3 .

As shown in FIGS. 4 and 6, in the present embodiment, the housing 30 of the automatic parking device 3 further has two locking plates 304. The two locking plates 304 of the housing 30 extend outwardly from opposite sides of the housing 30 along a power axis 320a of the parallel power source 320, a drive shaft 340 of the transmission gear assembly 34, and an output shaft 360 of the main bracket 36, respectively. forming. In addition, the pedal frame 22 in the step portion 20 has a plurality of locking portions 220 corresponding to the two locking plates 304 of the housing 30. Thereby, the housing 30 of the automatic parking device 3 can be locked to the locking portion 220 on the pedal frame 22 via the two locking plates 304 by means of locking elements such as screws or bolts (not shown). Thereby, the automatic parking device 3 can be firmly fixed in the footrest 20 of the locomotive 2.

Please refer to Figure 7, Figure 8, and Figure 9. FIG. 7 is a cross-sectional view showing the automatic parking device 3 installed in the step portion 20 according to an embodiment of the present invention. FIG. 8 is a cross-sectional view showing the automatic parking device 3 installed in the step portion 20 according to another embodiment of the present invention. FIG. 9 is a cross-sectional view showing the automatic parking device 3 installed in the step portion 20 according to still another embodiment of the present invention.

As shown in FIG. 7, in the present embodiment, the virtual plane P1 formed by the power shaft 320a of the power unit 32 and the axis of the output shaft 360 of the main bracket 36 is parallel to the pedal plane 200 of the step portion 20. The drive shaft 340 of the drive gear assembly 34 is offset below the virtual plane P1. As shown in FIG. 8, in the present embodiment, the virtual plane P2 formed by the transmission shaft 340 of the transmission gear assembly 34 and the axis of the output shaft 360 of the main bracket 36 is parallel to the pedal plane of the pedal portion 20. 200, and the power shaft of the power component 32 320a is offset below the virtual plane P2. As shown in FIG. 9, in the present embodiment, the virtual plane P3 formed by the power shaft 320a of the power assembly 32 and the shaft center of the transmission shaft 340 of the transmission gear assembly 34 is parallel to the pedal plane of the pedal portion 20. 200, while the output shaft 360 of the main bracket 36 is offset below the virtual plane P3.

As can be seen from the above three embodiments, the automatic parking device 3 provided in the footrest 20 of the locomotive 2 can further design the power shaft 320a of the power assembly 32, the transmission shaft 340 of the transmission gear assembly 34 and the main bracket 36. The virtual planes P1, P2, P3 formed by the axes of the two of the output shafts 360 are parallel to the pedal plane 200 of the step portion 20. Thereby, the relative positions of the power shaft 320a, the transmission shaft 340 and the output shaft 360 in the casing 30 can be more compact, thereby reducing the volume of the casing 30 and relatively increasing the other components of the locomotive 2. Use space.

Returning to Fig. 5, and in conjunction with Fig. 7, in the present embodiment, the transmission gear assembly 34 of the automatic parking device 3 further includes a one-way bearing 346. A one-way bearing 346 of the transmission gear assembly 34 is disposed between the first transmission gear 342 and the transmission shaft 340. The one-way bearing 346 of the transmission gear assembly 34 only allows the first transmission gear 342 to rotate in a single direction of rotation (such as the counterclockwise direction in FIG. 7) to cause the transmission shaft 340 to rotate together. When the first transmission gear 342 of the transmission gear assembly 34 is rotated in the clockwise direction, the one-way bearing 346 does not transmit the rotational power of the first transmission gear 342 to the transmission shaft 340, so the transmission shaft 340 does not The drive gears 342 rotate together.

For further details, after the power source 320 of the power component 32 drives the drive gear 322 to rotate clockwise via the power shaft 320a, the transmission The first transmission gear 342 of the gear assembly 34 is driven by the drive gear 322 to rotate counterclockwise, thereby driving the transmission shaft 340 to rotate together with the second transmission gear 344 via the one-way bearing 346. Then, the output gear 362 of the main bracket 36 is driven by the second transmission gear 344 to rotate clockwise, thereby driving the entire main bracket 36 relative to the housing 30 to be rotated by the folding position shown in FIG. 2A to FIG. 2B. The parking position shown.

In contrast, when the main bracket 36 is in the parking position shown in FIG. 2B with respect to the housing 30, the driver can push the locomotive 2 forward in the direction of the head to rotate the entire main bracket 36 counterclockwise with respect to the housing 30. The main bracket 36 can be rotated relative to the casing 30 by the parking position shown in FIG. 2B to the retracted position shown in FIG. 2A. Thus, the drive gear assembly 34 of the present invention allows the main bracket 36 to produce a fast de-asserting function.

Therefore, when the automatic parking device 3 of the present invention folds the main bracket 36, the driver can manually generate a reaction force by itself, so that the main bracket 36 can be smoothly retracted, so that the main bracket 36 is folded on any terrain. Easy and convenient. Moreover, the automatic parking device 3 of the present invention manually retracts the main bracket 36 instead of retracting the main bracket 36 by rotating the power source 320 against the rotational force shaft 320a, so that the power shaft 320a is reversed except that no additional design is required. In addition to the circuit, it can also save power, extend battery life, increase economic and environmental benefits.

Please refer to FIG. 10, which is a partial assembly diagram of the automatic parking device 3 according to another embodiment of the present invention.

As shown in FIG. 10, the present embodiment is mainly directed to the improvement of the transmission gear assembly 34 in the embodiment shown in FIG. 5, and the power assembly 32 and the main bracket 36 are the same as the embodiment shown in FIG. So don’t worry Said. In the present embodiment, the transmission gear assembly 44 is disposed between the second transmission gear 444 and the transmission shaft 440 instead of the first transmission gear 442 and the transmission shaft 440. The one-way bearing 446 of the transmission gear assembly 44 only allows the second transmission gear 444 to rotate together when the transmission shaft 440 is rotated in a single rotational direction. When the drive shaft 440 of the transmission gear assembly 44 is rotated in the clockwise direction, the one-way bearing 446 does not transmit the rotational power of the transmission shaft 440 to the second transmission gear 444, so the second transmission gear 444 does not interact with the transmission shaft. 440 rotates together.

It can be seen that the transmission gear assembly 44 of the present embodiment can also cause the main bracket 36 to generate a quick de-asserting function as compared with the transmission gear assembly 34 of the embodiment shown in FIG.

Please refer to FIG. 11 , which is a partial assembly diagram of the automatic parking device 3 according to still another embodiment of the present invention.

As shown in FIG. 11, if the above-mentioned power maintenance factors and topographical factors are not considered, in the present embodiment, the transmission gear assembly 54 of the automatic parking device 3 includes only the first transmission gear 542, the transmission shaft 540, and the second transmission gear. 544. The first transfer gear 542 of the transmission gear assembly 54 is disposed on the drive shaft 540 and meshes with the drive gear 322 of the power assembly 32. The second transfer gear 544 of the transmission gear assembly 54 is disposed on the drive shaft 540 and meshes with the output gear 362 of the main bracket 36. Therefore, the power source 320 of the power assembly 32 can rotate forward (ie, rotate clockwise) the power shaft 320a, and further drive the main bracket 36 relative to the housing 30 via the transmission gear assembly 54 of the present embodiment as shown in FIG. 2A. The folded position is rotated to the parking position shown in Fig. 2B. Alternatively, the power source 320 of the power assembly 32 can reverse (ie, rotate counterclockwise) the power shaft 320a, and further via the present implementation. The transmission gear unit 54 of the mode drives the main bracket 36 to rotate with respect to the housing 30 from the parking position shown in FIG. 2B to the retracted position shown in FIG. 2A.

Returning to FIGS. 4 and 5, in the present embodiment, the parking stand 364 of the main bracket 36 further includes two links 364a and two support posts 364b. The two links 364a of the parking stand 364 are respectively connected to both ends of the output shaft 360 and extend out of the housing 30 through the hollow portion 302 of the housing 30. The two support columns 364b of the parking stand 364 are located outside the housing 30 and are respectively connected to the two links 364a. By connecting the two connecting rods 364b to the two supporting columns 364b of the parking stand 364, the length of the arm of the parking stand 364 relative to the output shaft 360 can be increased, so that the driver only needs to apply less force to the locomotive 2 Pushing forward in the direction of the front end allows the main bracket 36 to be rotated relative to the housing 30 from the park position to the collapsed position.

In particular, the two support posts 364b of the parking stand 364 are interconnected and integrally formed as a rod. Thereby, the two support columns 364b which are connected to each other and integrally formed into one rod can have better structural strength.

When the main bracket 36 is assembled, the output gear 362 can be sleeved on the output shaft 360, and the two links 364a can be connected to both ends of the output shaft 360 (for example, by welding). Next, the two links 364a are connected to the two parking legs 364, respectively.

Further, in the present embodiment, each of the support posts 364b of the parking stand 364 includes a connecting portion 364b1 and a bolt 364b2. Each of the links 364a is detachably coupled to the corresponding connecting portion 364b1, and each of the bolts 364b2 locks the corresponding link 364a to the corresponding connecting portion 364b1. It is to be noted that the distance of the automatic parking device 3 provided in the pedal portion 20 with respect to the ground may vary depending on the type of the locomotive 2 . However, borrow By replacing the link 364a of the appropriate length or the support post 364b, the automatic parking device 3 of the present invention can be made to be effective for various types of vehicles.

However, the manner in which the two support posts 364b of the parking stand 364 connect the two links 364a is not limited thereto, and the two links 364a may be directly welded to the two support columns 364b by welding.

Please refer to FIG. 12, which is a schematic diagram showing the main bracket 66 according to another embodiment of the present invention.

As shown in FIG. 12, in the present embodiment, the main bracket 66 includes an output shaft 660, an output gear 662, and a parking stand 664. The output gear 662 of the main bracket 66 is disposed on the output shaft 660. The parking stand 664 of the main bracket 66 includes two links 664a and two support posts 664b. The two links 664a of the parking stand 664 are respectively connected to both ends of the output shaft 660. The two support columns 664b of the parking stand 664 are respectively connected to the two links 664a. By connecting the two connecting rods 664b to the two supporting columns 664b of the parking stand 664, the length of the arm of the parking stand 664 relative to the output shaft 660 can be increased, so that the driver only needs to apply less force to the locomotive 2 Pushing forward in the direction of the front end allows the main bracket 66 to be rotated relative to the housing 3 from the park position to the collapsed position.

In particular, the two support posts 664b of the parking stand 664 are independent of each other and are not connected. Thereby, if the size of the output gear 662 employed is too large, the spacing between the two support columns 664b can allow the output gear 662 to traverse.

Similarly, in the present embodiment, each support post 664b of the parking stand 664 includes a connecting portion 664b1 and a bolt 664b2. Each of the links 664a is detachably coupled to the corresponding connecting portion 664b1, and each of the bolts 664b2 locks the corresponding link 664a to the corresponding connecting portion 664b1.

Please refer to FIG. 13 , which is a schematic diagram showing a main bracket 76 according to still another embodiment of the present invention.

As shown in FIG. 13, in the present embodiment, the main bracket 76 includes an output shaft 760, an output gear 762, and a parking stand 764. The stand 764 of the main bracket 76 includes two links 764a. The two support columns 764a of the parking stand 764 are respectively connected to both ends of the output shaft 760. In particular, the two support columns 764a of the parking stand 764 are integrally formed with the output shaft 760 as a rod. Thereby, the two support columns 764a which are connected to each other and integrally formed into one rod can have better structural strength.

Since the rods integrally formed by the two support columns 764a and the output shaft 760 are curved rods, if the output gear 762 of the main bracket 76 is a standard gear, it is bound to be sleeved on the output shaft 760. Therefore, in the present embodiment, the output gear 762 employed by the main bracket 76 is a non-toothed gear and has a notch 762a. The notch 762a of the output gear 762 extends inwardly to the axis of the output gear 762. Therefore, when assembling the main bracket 76, the output shaft 760 only needs to be fixed to the shaft center of the output gear 762 through the notch 762a of the output gear 762, and there is no need to additionally add the embodiment shown in FIG. Components such as the link 364a, the connecting portion 364b1, and the bolt 364b2, and the assembly procedure can be simplified.

From the above detailed description of the specific embodiments of the present invention, it can be clearly seen that a main technical feature of the automatic parking device provided by the present invention lies in the drive shaft of the power assembly, the drive shaft of the transmission gear assembly, and the main bracket. The output shafts are arranged in parallel and closely arranged (the virtual plane formed by the axes of the two is better parallel to the pedal plane of the locomotive pedal). Therefore, the automatic flat parking device of the present invention can avoid the volume toward It increases in the vertical direction of the locomotive body and can be installed in the footrest of the locomotive without occupying space. Therefore, it can be seen that the locomotive adopting the automatic parking device of the present invention does not affect the use space of the storage box and other components in the design of the vehicle body, and can provide various abilities of the driver, and can be applied to various types. Vehicle types are conducive to achieving the goal of commercialization of this creation. Further, another main technical feature of the automatic parking device provided by the present invention is that a one-way bearing is disposed in the transmission gear assembly. By the arrangement of the one-way bearing, the automatic parking device of the present invention can generate a quick de-discharging function, which has the following advantages: (1) The main bracket can be quickly retracted. (2) Save electricity, extend battery life, and increase economic and environmental benefits. (3) On different terrains, the user can manually generate a reaction force by hand to make the main bracket recover smoothly.

While the present invention has been disclosed in the above embodiments, it is not intended to limit the present invention, and it is intended that those skilled in the art can make various changes and modifications without departing from the scope of the invention. The scope defined in the attached patent application shall prevail.

1‧‧‧Knowledge parking device

10‧‧‧ motor

12‧‧‧Transmission gear unit

120‧‧‧ worm

122‧‧‧ worm gear

124‧‧‧ drive gear

364‧‧‧Parking stand

364a‧‧‧ Connecting rod

364b‧‧‧Support column

364b1‧‧‧Connecting Department

364b2‧‧‧ bolt

44‧‧‧Transmission gear assembly

14‧‧‧ drive shaft

16‧‧‧foot stand

2‧‧‧ locomotive

20‧‧‧foot

200‧‧‧ pedal plane

22‧‧‧ pedal skeleton

220‧‧‧Locking Department

3‧‧‧Automatic parking device

30‧‧‧Shell

300‧‧‧ accommodating space

302‧‧‧镂空部

304‧‧‧Lock plate

32‧‧‧Power components

320‧‧‧Power source

320a‧‧‧Power shaft

322‧‧‧ drive gear

34‧‧‧Transmission gear assembly

340‧‧‧ drive shaft

342‧‧‧First transmission gear

344‧‧‧Second transmission gear

346‧‧  one-way bearing

36‧‧‧Main bracket

360‧‧‧ Output shaft

362‧‧‧ Output gear

440‧‧‧ drive shaft

442‧‧‧First transmission gear

444‧‧‧Second transmission gear

446‧‧  one-way bearing

54‧‧‧Transmission gear assembly

540‧‧‧ drive shaft

542‧‧‧First transmission gear

544‧‧‧Second transmission gear

66‧‧‧Main bracket

660‧‧‧ Output shaft

662‧‧‧ Output gear

664‧‧‧Parking stand

664a‧‧‧ Connecting rod

664b‧‧‧Support column

664b1‧‧‧Connecting Department

664b2‧‧‧ bolt

76‧‧‧Main bracket

760‧‧‧ Output shaft

762‧‧‧ Output gear

762a‧‧ ‧ gap

764‧‧‧Parking stand

764a‧‧‧Support column

P1, P2, P3‧‧‧ plane

FIG. 1 is a schematic view showing a conventional parking device during parking.

2A is a schematic view showing a locomotive provided with an automatic parking device according to an embodiment of the present invention, wherein the main bracket of the automatic parking device is located at the folding position.

FIG. 2B is another schematic view showing the locomotive of FIG. 2A, wherein the main bracket of the automatic parking device is located at the parking position.

Figure 3 is a schematic view showing a part of the locomotive of Figure 2A.

Fig. 4 is a schematic view showing the automatic parking device in Fig. 2A.

Fig. 5 is a view showing an exploded view of a part of the automatic parking device of Fig. 4.

Fig. 6 is a schematic view showing the pedal frame in Fig. 3.

Fig. 7 is a cross-sectional view showing the automatic parking device installed in the pedal portion according to an embodiment of the present invention.

FIG. 8 is a cross-sectional view showing the automatic parking device installed in the pedal portion according to another embodiment of the present invention.

Figure 9 is a cross-sectional view showing the automatic parking device installed in the pedal portion according to still another embodiment of the present invention.

Figure 10 is a partial assembly diagram of an automatic parking device according to another embodiment of the present invention.

Figure 11 is a partial assembly diagram of an automatic parking device according to still another embodiment of the present invention.

Figure 12 is a schematic view showing a main stent according to another embodiment of the present invention.

Figure 13 is a schematic view showing a main stent according to still another embodiment of the present invention.

3‧‧‧Automatic parking device

30‧‧‧Shell

300‧‧‧ accommodating space

302‧‧‧镂空部

304‧‧‧Lock plate

32‧‧‧Power components

320‧‧‧Power source

320a‧‧‧Power shaft

322‧‧‧ drive gear

34‧‧‧Transmission gear assembly

340‧‧‧ drive shaft

342‧‧‧First transmission gear

344‧‧‧Second transmission gear

346‧‧  one-way bearing

36‧‧‧Main bracket

360‧‧‧ Output shaft

362‧‧‧ Output gear

364‧‧‧Parking stand

Claims (9)

An automatic parking device is disposed in a footrest of a locomotive. The automatic parking device comprises: a housing having an accommodating space; a power component disposed in the accommodating space, the power component comprising: a power The source has a power shaft; and a driving gear disposed on the power shaft; a transmission gear assembly disposed in the accommodating space and meshing with the driving gear, the transmission gear assembly including a transmission shaft, The drive shaft is pivotally connected to the housing; and a main bracket includes: an output shaft pivotally connected to the housing; an output gear disposed on the output shaft and meshing with the transmission gear assembly; and a parking bracket a tripod connecting the output shaft and extending outside the housing, wherein the power assembly drives the main bracket via the transmission gear assembly to rotate the main bracket relative to the housing, thereby driving the parking rack a folding position is switched to a parking position, and the power shaft, the transmission shaft and the shaft center of the output shaft are parallel to each other, and the power shaft, the transmission shaft and the output shaft thereof A virtual plane formed by the axis of both, a line parallel to the plane of the foot portion of the foot. The automatic parking device of claim 1, wherein the transmission gear assembly further comprises: a first transmission gear disposed on the transmission shaft and meshing with the drive gear; and a second transmission gear disposed on the The drive shaft is meshed with the output gear. The automatic parking device of claim 2, wherein the transmission gear assembly further comprises a one-way bearing disposed between the first transmission gear and the transmission shaft. The automatic parking device of claim 2, wherein the transmission gear assembly further comprises a one-way bearing disposed between the second transmission gear and the transmission shaft. The automatic parking device of claim 1, wherein the parking stand comprises: two connecting rods respectively connected to two ends of the output shaft and extending outside the housing; and two supporting columns located outside the housing and respectively Connect the links. The automatic parking device of claim 5, wherein the supports The columns are connected to each other and integrally formed as a rod. The automatic parking device of claim 5, wherein each of the support columns comprises a connecting portion and a bolt, each of the connecting rods detachably connecting the corresponding connecting portion, and each of the bolts corresponds to The connecting rod is locked to the corresponding connecting portion. The automatic parking device of claim 1, wherein the parking stand comprises two support columns respectively connected to two ends of the output shaft, the support columns and the output shaft are integrally formed as a rod, and the output gear is a The non-full-toothed gear has a notch, and the output shaft is fixed to the shaft center of the output gear through the notch. The automatic parking device of claim 1, wherein the housing has two locking plates, and the two opposite sides of the housing are respectively extended outward in a direction parallel to the power shaft, the transmission shaft and the output shaft. And the housing is locked in the pedal portion via the locking plates.