TWM521027U - Safety auxiliary wheel device for two-wheeled vehicle - Google Patents

Description

Safety auxiliary wheel device for two-wheeled vehicles

The present invention relates to a safety assist wheel device for a two-wheeled vehicle; in particular, a two-wheeled vehicle is provided with a safety assist wheel device, and the safety assist wheel device has a two-stage elastic buffer mode or a novel function.

It is a well-known skill to install auxiliary wheel devices on bicycles, locomotives or similar two-wheeled vehicles to assist the rider's balance and avoid dumping. For example, Taiwan No. 94203452 "Motorcycle automatic lifting stand The device "patent" provides a typical embodiment. The embodiment applies a micro switch, an electric switch, and a transmission mechanism to cooperate with the motor in forward and reverse rotation to control the traction rope to pull the auxiliary wheel stand up or down.

The old method also discloses a technique for detecting the speed of the locomotive code table to idling, driving the connecting rod and the wheel-shaped wheel frame through the motor and the transmission mechanism to lower the auxiliary wheel; for example, the locomotive electric landing safety auxiliary frame No. 96203699 The patent case provides a feasible embodiment.

In order to make the vehicle slow down and the auxiliary wheel can be lowered in time, the prior art has also revealed a technique of applying a vehicle speed sensing device, an electric control switch or a person directly operating the pedal and the throttle handle, pulling the bracket and the auxiliary wheel to descend; for example, A specific example is provided in the patent application No. 96203212, "Two-wheeled Vehicle Balance and Auxiliary Support Device".

One problem associated with the use of such two-wheeled vehicle auxiliary wheel devices is that the prior art auxiliary wheel device does not have an elastic cushioning system. According to the actual riding situation and the road surface state of the personnel, for example, the turning speed is slow or the road surface is uneven. When the auxiliary wheel device is lowered and directly hits the road surface, a reaction force is pushed to push the vehicle or the frame, which causes the vehicle body to be unstable, resulting in instability. The loss of balance in personnel riding has a significant impact on safety; this is not what we expected.

Representatively, these references show the skill in the use and structural design of the two-wheeled vehicle combination auxiliary wheel device; if the re-design considers the structure or combination design of the auxiliary wheel device, the construction is different from the conventional one. It will change its use form, which is different from the old one; in essence, it will also increase its application range. For example, under the condition of automatic auxiliary balance, an auxiliary wheel device is provided, which can generate one or two elastic buffer modes according to the riding and road conditions of the person, and reduce or absorb the reaction force generated when the auxiliary wheel device strikes the road surface, It is possible to minimize the situation in which the rider balances or loses the center of gravity, and the safety of the auxiliary wheel device in actual operation is also improved. None of these topics have been specifically taught or disclosed in the above references.

Therefore, the main purpose of the present invention is to provide a safety assist wheel device for a two-wheeled vehicle, which provides an automatic assisted balance when the vehicle is running and generates two stages of cushioning elasticity. The bracket includes two auxiliary wheels and a pivoting auxiliary wheel; the bracket is combined with an elastic device and a transmission mechanism, so that the bracket can reciprocate to drive the auxiliary wheel to descend or rise. And a pair of rods and a secondary elastic device disposed on the auxiliary rods are respectively pivoted at two ends of the bracket; and when the bracket drives the auxiliary wheel to provide automatic auxiliary balance, the elastic device and/or the secondary elastic device are simultaneously provided according to the road surface state. Elastic cushioning to reduce vehicle sloshing or affect personnel/vehicle balance.

According to the present invention, the safety auxiliary wheel device for a two-wheeled vehicle is pivotally connected to one end of a reciprocable main rod, the main rod is sleeved with the elastic member; and the other end of the main rod is disposed on the base frame of the vehicle on. When the auxiliary wheel descends to contact the road surface, the main rod can reciprocate according to the state of the road surface, and the elastic device is driven to establish an elastic buffering function to absorb the reaction force applied to the pedestal by the road surface.

According to the present invention, a safety auxiliary wheel device for a two-wheeled vehicle is connected to a control circuit for controlling a drive shaft of a drive motor and a pivot motor, a drive shaft combining a worm and a worm wheel disposed on the bracket. And, the auxiliary rod has a first joint and a second joint; the first joint is fixed on the bracket, the second joint is pivotally connected to the auxiliary wheel, and the auxiliary wheel is allowed to rotate freely.

Referring to Figures 1 and 2, the safety assist wheel device for the two-wheeled vehicle is mounted on the frame or base frame 10 of the two-wheeled vehicle 100 as an illustrative embodiment. The safety assist wheel device includes two auxiliary wheels 90 and a bracket 20 pivotally connected to the auxiliary wheel 90; a reciprocating main rod 30 and an elastic member 35 sleeved on the main rod 30 are disposed between the bracket 20 and the base frame 10. In the preferred embodiment, the main shaft 30 and the elastic member 35 are respectively disposed on both sides of the bracket 20.

In detail, the main rod 30 has a joint 31 assembled on the bracket 20, and the main rod 30 has a tail end 32 passing through the base frame 10, locking the restriction portion 33, but allowing the main rod 30 to reciprocate on the base frame 10. The restricting portion 33 prevents the main lever 30 from coming off the base frame 10 when the main lever 30 reciprocates on the base frame 10.

2 shows that the two ends of the bracket 20 are respectively pivotally connected to a pair of rods 40 and a sub-elastic 45 disposed on the auxiliary rod 40; when the bracket 20 drives the auxiliary wheel 90 to descend to provide automatic auxiliary balance, the elastic device 35 is simultaneously / or the secondary elastic 45 provides an elastic buffering effect of the two-stage mode depending on the state of the road surface.

In the embodiment taken, the sub-rod 40 has a first joint 41 and a second joint 42; the first joint 41 is fixed to the bracket 20, the second joint 42 is pivotally connected to the auxiliary wheel 90, and the auxiliary wheel 90 is allowed to rotate freely. . The sub-frame 43 is provided with a truss-type sub-frame 43 at a position close to the first joint 41; the sub-frame 43 has a first arm 48 and a second arm 49. Corresponding to the first arm 48 and the second arm 49, the base frame 10 is provided with an extension portion 95 and an inductor 99 disposed on the extension portion 95, respectively corresponding to the front and rear positions of the bracket 20, for sensing the control bracket 20 and the auxiliary pair. The stroke or range of motion of the rod 40.

Referring again to FIG. 2, the safety assist wheel device further includes a transmission mechanism 80 and a control circuit 98 for connecting the transmission mechanism 80. The transmission mechanism 80 is fixed to the base frame 10, and includes a motor 81 and a pivotal connection controlled by the control circuit 98. A drive shaft 82 of the motor 81, the drive shaft 82 combines the worm 83 and a worm gear 84 disposed on the bracket 20. Therefore, when the transmission shaft 82 rotates, the worm 83 and the worm wheel 84 are synchronously rotated to force the bracket 20 to rotate to drive the auxiliary rod 40 and the auxiliary wheel 90 to rise or fall.

Referring to Figure 3, the second arm 49 of the sub-frame 43 is shown to actuate the sensor 99 at the rear of the pedestal 10, with the sub-rod 40 and the auxiliary wheel 90 in the collapsed or raised position.

Referring to FIG. 4, when the control circuit 98 detects that the vehicle speed is decreasing or is in an idle state, that is, the control motor 81, the transmission shaft 82 drives the worm 83, and the worm wheel 84 rotates; the worm wheel 84 drives the bracket 20 to rotate synchronously, forcing the auxiliary rod 40 The auxiliary wheel 90 is lowered and moved to the position depicted in Fig. 4. The elastic device and the transmission mechanism are respectively combined to enable the bracket to reciprocate to drive the auxiliary wheel to descend or rise.

When the auxiliary wheel 90 descends to touch the road surface and the reaction force of the auxiliary wheel 90 is given according to the road surface state, the auxiliary rod 40 and the bracket 20 will push the main rod 30 to generate motion, and the elastic element 35 is compressed to generate the elastic buffering function of the first stage mode, assisting Maintain the balance of the vehicle 100 or personnel.

Assuming that the vehicle 100 is in a turning state with a decreasing speed or a relatively prominent situation on the road surface, the sub-elastic 45 of the sub-rod 40 is forced to generate an elastic cushioning action of the second-stage mode, assisting the elastic member 35, and absorbing the same will result in a larger The situation of shock reaction.

Referring to FIG. 4, in a preferred consideration, the range of motion of the auxiliary lever 40 or the first arm 48 and the second arm 49 of the sub-frame (or the position of the sensor 99 in the front and rear positions of the bracket 20) should be made The position of the axis Y (i.e., the descending end point) after the rod 40 (and the auxiliary wheel 90) is lowered exceeds the position of a vertical reference axis X (i.e., the vertical line of the bracket 20 and the road surface). This helps the auxiliary wheel 90 not to easily move upwards (or the retracted position) when it is rotated on the road surface.

It should be noted that, according to the motion of the elastic buffering action of the two-stage mode, the elastic force (or length) of the elastic member 35 can be set to be smaller than the elastic force (or length) of the sub-elastic 45; The elastic cushioning action of the first segment mode is first generated, and then the sub-elastic 45 produces an elastic buffering effect of the second segment mode.

Referring to Figures 5 and 6, in a preferred embodiment, the safety assist wheel device is provided with a locking mechanism 50. The locking mechanism 50 includes a controller 51 and a bolt 52 that is combined on the controller 51; the controller 51 can control the reciprocation of the bolt 52. And, the shaft 53 connecting the auxiliary wheel 90 is provided with a stopper portion 54; when the bolt 52 is moved, the bolt 52 will extend into the stopper portion 54 to lock the auxiliary wheel 90.

In the embodiment taken, the controller 51 is attached to a base 55 which can be fitted to the secondary shaft 40. And, the stopper portion 54 is a gear structure having a plurality of slots or grooves 56; therefore, when the vehicle 100 is closed, the controller 51 drives the bolt 52 to move forward, and inserts the groove of the stopper portion 54. Within 56 (e.g., the situation depicted in Fig. 6), the auxiliary wheel 90 of the connecting shaft 53 is locked and cannot be rotated, and the application of the safety assisting wheel device can be applied without additional mounting of the support frame, so that the vehicle 100 can be parked.

Referring to Figure 7, a deriving embodiment of the locking mechanism 50 is shown. The controller 51 of the locking mechanism 50 is mounted on the extension 95 of the vehicle 100 to reciprocate the bolt 52 in the direction of the vertical sub-bar 40; and, when moving, extends into the recess 56 of the detent 54 to lock Auxiliary wheel 90.

Typically, this safety auxiliary wheel device for two-wheeled vehicles has the following advantages in comparison with the old method under the condition of automatic auxiliary balance: 1. The safety auxiliary wheel device and other related components The structure has been redesigned. For example, the drive shaft 82 drives the worm 83 and the worm wheel 84 to move the sub-shaft 40 and the sub-elastic 45 to rotate the bracket 20; the reciprocating main rod 30 is disposed between the base frame 10 and the bracket 20 and is disposed on the main rod The elastic member 35 on the 30; the auxiliary rod 40 is provided with a first joint 41, a second joint 42 and a sub-frame 43, so that the first arm 48 and the second arm 49 of the sub-frame can respectively touch the sensor 99 to jointly define the pair The range of motion of the rod 40 and the auxiliary wheel 90 is significantly different from that of the conventional user, and its use and operation type are changed, which is different from the old method. 2. In particular, the main rod 30 and the elastic element 35 generate an elastic cushioning effect of the first stage mode or a pair of vices according to the reaction force transmitted by the auxiliary wheel 90, the auxiliary rod 40 and the bracket 20 according to the personnel riding and the road surface state. The elastic device 45 generates an elastic buffering effect of the second-stage mode, which significantly reduces the situation in which the conventional auxiliary wheel strikes the road surface to cause the vehicle or the person to lose balance, and relatively improves the safety of the auxiliary wheel device in actual operation and the like.

Therefore, this creative department provides an effective safety auxiliary wheel device for two-wheeled vehicles. Its spatial type is different from the conventional ones, and it has the advantages unmatched in the old law. It shows considerable progress. Cheng has fully met the requirements of the new patent.

However, the above is only a feasible embodiment of the present invention, and is not intended to limit the scope of the present invention, that is, the equivalent changes and modifications made by the scope of the patent application of the present invention are covered by the scope of the creative patent. .

10‧‧‧ pedestal

20‧‧‧ bracket

30‧‧‧ main pole

31‧‧‧Connectors

32‧‧‧End

33‧‧‧Restrictions

35‧‧‧ Elastic

40‧‧‧Affiliated pole

41‧‧‧First joint

42‧‧‧second joint

43‧‧‧Subrack

45‧‧‧Subelastic

48‧‧‧First arm

49‧‧‧second arm

50‧‧‧Locking mechanism

51‧‧‧ Controller

52‧‧‧ bolt

53‧‧‧Axis

54‧‧‧stops

55‧‧‧ base

56‧‧‧ Groove

80‧‧‧Transmission mechanism

81‧‧‧Motor

82‧‧‧ drive shaft

83‧‧‧ worm

84‧‧‧ worm gear

90‧‧‧Assistance wheel

95‧‧‧Extension

98‧‧‧Control circuit

99‧‧‧ sensor

100‧‧‧ Vehicles

X‧‧‧Vertical reference axis

Y‧‧‧ axis

The first figure is a schematic diagram of the structure of the base frame of the two-wheeled vehicle of the present creation.

Figure 2 is a schematic diagram of the three-dimensional structure of the present creation.

Figure 3 is a schematic diagram of an embodiment of the present position in a collapsed or raised state.

Figure 4 is a schematic diagram of an embodiment of the present use position in a reduced use state.

Fig. 5 is a schematic view showing a modified embodiment of the present invention; showing the structure of the vehicle setting locking mechanism.

Fig. 6 is a schematic view showing an operation example of the locking mechanism of Fig. 5.

Figure 7 is a schematic diagram of a derivative embodiment of the present invention; depicting the structure of the vehicle setting locking mechanism.

10‧‧‧ pedestal

20‧‧‧ bracket

30‧‧‧ main pole

31‧‧‧Connectors

32‧‧‧End

33‧‧‧Restrictions

35‧‧‧ Elastic

40‧‧‧Affiliated pole

41‧‧‧First joint

42‧‧‧second joint

43‧‧‧Subrack

45‧‧‧Subelastic

48‧‧‧First arm

49‧‧‧second arm

80‧‧‧Transmission mechanism

81‧‧‧Motor

82‧‧‧ drive shaft

83‧‧‧ worm

84‧‧‧ worm gear

90‧‧‧Assistance wheel

95‧‧‧Extension

98‧‧‧Control circuit

99‧‧‧ sensor

Claims (21)

A safety auxiliary wheel device for a two-wheeled vehicle, comprising: a base frame of a two-wheeled vehicle; at least one main pole is disposed between the base frame and a bracket, the main pole is combined with an elastic device; The auxiliary rod pivotally supports the auxiliary wheel; the transmission mechanism has a motor and a transmission shaft of the pivoting motor, and the driving bracket drives the auxiliary rod and the auxiliary wheel to generate a descending and rising movement, and when the auxiliary wheel touches the road surface, the elastic device is forced to generate an elastic buffering function. The safety auxiliary wheel device for a two-wheeled vehicle according to claim 1, wherein the bracket is provided with a main rod and an elastic device on each side; the main rod has a joint combined on the bracket, and the main rod has a tail end passing through The base frame locks the restriction but allows the main rod to reciprocate on the base frame. The safety auxiliary wheel device for a two-wheeled vehicle according to claim 1 or 2, wherein the auxiliary rod is provided with a sub-elastic; the auxiliary rod has a first joint and a second joint; the first joint is fixed at On the bracket, the second joint is pivotally connected to the auxiliary wheel; the auxiliary rod is provided with a sub-frame; the sub-frame has a first arm and a second arm; corresponding to the first arm and the second arm, the base frame is provided with sensors, respectively corresponding to the front of the bracket , rear position, sensing movement of the control bracket and the auxiliary lever. The safety-assisted wheel device for a two-wheeled vehicle according to the third aspect of the invention, wherein the auxiliary frame is of a truss type structure; the sensor is disposed on an extension of the pedestal. The safety auxiliary wheel device for a two-wheeled vehicle according to claim 1 or 2, wherein the transmission mechanism is connected to a control circuit; the transmission mechanism is fixed on the base frame, and the transmission shaft is combined with the worm and disposed on the bracket. Worm a locking mechanism includes a shaft connecting the auxiliary wheels, the shaft is provided with a stopping portion; a controller of the combined bolt, the controller controls the reciprocating movement of the bolt, and can extend into the stopping portion to lock the auxiliary wheel. The safety auxiliary wheel device for a two-wheeled vehicle according to claim 3, wherein the transmission mechanism is connected to a control circuit; the transmission mechanism is fixed on the base frame, and the transmission shaft is combined with the worm and the worm wheel disposed on the bracket A locking mechanism includes a shaft connecting the auxiliary wheels, the shaft is provided with a stopping portion; a controller of the combined bolt, the controller controls the reciprocating movement of the bolt, and can extend into the stopping portion to lock the auxiliary wheel. The safety auxiliary wheel device for a two-wheeled vehicle according to claim 4, wherein the transmission mechanism is connected to a control circuit; the transmission mechanism is fixed on the base frame, and the transmission shaft is combined with the worm and the worm wheel disposed on the bracket A locking mechanism includes a shaft connecting the auxiliary wheels, the shaft is provided with a stopping portion; a controller of the combined bolt, the controller controls the reciprocating movement of the bolt, and can extend into the stopping portion to lock the auxiliary wheel. The safety auxiliary wheel device for a two-wheeled vehicle according to claim 3, wherein the elastic force of the elastic device is smaller than the elastic force of the secondary elastic device; and the elastic device generates the elastic buffering effect of the first segment mode, The spring produces an elastic cushioning effect in the second segment mode. The safety auxiliary wheel device for a two-wheeled vehicle according to claim 4, wherein the elastic force of the elastic device is smaller than the elastic force of the secondary elastic device; The elastic cushioning effect of the first segment mode, the secondary elastic device produces an elastic buffering effect of the second segment mode. The safety auxiliary wheel device for a two-wheeled vehicle according to claim 6, wherein the elastic force of the elastic device is smaller than the elastic force of the secondary elastic device; and the elastic device generates the elastic buffering function of the first segment mode, The spring produces an elastic cushioning effect in the second segment mode. The safety auxiliary wheel device for a two-wheeled vehicle according to claim 7, wherein the elastic force of the elastic device is smaller than the elastic force of the secondary elastic device; and the elastic device generates the elastic buffering effect of the first segment mode, The spring produces an elastic cushioning effect in the second segment mode. The safety-assisted wheel device for a two-wheeled vehicle according to claim 1 or 2, wherein the movement stroke of the auxiliary rod causes the position of the axis of the descending end of the auxiliary rod and the auxiliary wheel to exceed a vertical reference axis; The vertical reference axis is the vertical line of the bracket and the road surface. The safety assisting wheel device for a two-wheeled vehicle according to claim 3, wherein the movement stroke of the auxiliary rod causes the position of the axis of the descending end of the auxiliary rod and the auxiliary wheel to exceed a position of a vertical reference axis; The reference axis is the vertical line of the bracket and the road surface. The safety-assisted wheel device for a two-wheeled vehicle according to claim 5, wherein the movement stroke of the auxiliary rod causes the position of the axis of the descending end of the auxiliary rod and the auxiliary wheel to exceed a position of a vertical reference axis; The reference axis is a vertical line of the bracket and the road surface; the stopping portion is formed in a gear structure and has a plurality of grooves; the controller is fixed on a base assembled on the auxiliary rod and the controller is disposed on an extension of the base frame one of them. A safety auxiliary wheel device for a two-wheeled vehicle as described in claim 6 of the patent application, Wherein the movement stroke of the auxiliary rod causes the axial position of the descending end point of the auxiliary rod and the auxiliary wheel to exceed a position of a vertical reference axis; the vertical reference axis is a vertical line of the bracket and the road surface; the stopping portion is formed into a gear structure, and has a plurality of a groove; the controller is fixed to a base assembled to the auxiliary rod and the controller is disposed on one of the extensions of the base frame. The safety assisting wheel device for a two-wheeled vehicle according to claim 7, wherein the movement stroke of the auxiliary rod causes the position of the axis of the descending end of the auxiliary rod and the auxiliary wheel to exceed a position of a vertical reference axis; The reference axis is a vertical line of the bracket and the road surface; the stopping portion is formed in a gear structure and has a plurality of grooves; the controller is fixed on a base assembled to the auxiliary rod and the controller is disposed on the extension of the base frame one. The safety-assisted wheel device for a two-wheeled vehicle according to claim 8, wherein the movement stroke of the auxiliary rod causes the position of the axis of the descending end of the auxiliary rod and the auxiliary wheel to exceed a vertical reference axis; the vertical The reference axis is the vertical line of the bracket and the road surface. The safety assisting wheel device for a two-wheeled vehicle according to claim 10, wherein the movement stroke of the auxiliary rod causes the position of the axis of the descending end of the auxiliary rod and the auxiliary wheel to exceed a position of a vertical reference axis; The reference axis is the vertical line of the bracket and the road surface. A safety assist wheel device for a two-wheeled vehicle according to claim 14, wherein the controller is disposed on the base extension such that the bolt extends into the recess of the stop portion in the direction of the vertical sub-rod. A safety-assisted wheel device for a two-wheeled vehicle according to claim 15 wherein the controller is disposed on the base extension such that the bolt extends into the recess of the stop portion in the direction of the vertical subframe. The safety assist wheel device for a two-wheeled vehicle according to claim 16, wherein the controller is disposed on the base extension such that the bolt extends into the recess of the stop portion in the direction of the vertical sub-rod.