TWM548011U - Electric carrier - Google Patents

Description

Electric vehicle

The present invention relates to an electric vehicle, and more particularly to an electric vehicle that can improve operational safety.

Skateboards and snake boards are popular among modern young people, especially snake boards. They have front pedals, rear pedals and torsion boards that connect the front and rear pedals. The front and rear pedals can be yawed relative to the torsion board, so before the user controls The pedal and the rear pedal swing in the opposite direction to form the power for the advancement of the snake.

In order to increase the performance of the snake board, the manufacturer has a motor and a battery on the front or rear pedal. The battery supplies power to the motor, and the motor drives the front or rear wheel to operate, thereby providing the electronic power of the snake board.

However, since the front and rear wheels of the snake plate can be yawed with respect to the front and rear pedals, when the motor is used to supply electric power, it is easy to be dangerous due to the deflection of the wheels.

In order to improve this problem, a manufacturer installs the motor on the rear wheel and changes the rear wheel to a fixed rear wheel, that is, the rear wheel cannot be yawed relative to the rear pedal, thereby preventing the wheel from being deflected when the motor is driven. Danger. However, due to the fixed rear wheel configuration, the snake plate is difficult to advance without using electric drive, and the original snake plate characteristics are lost.

In view of this, how to effectively improve the safety of electric vehicles such as snake boards in use, and to achieve the goal of the relevant industry.

The utility model provides an electric vehicle, which can automatically stop the output of the driving unit through the configuration of the angle sensor, thereby improving the safety of the electric vehicle.

According to an aspect of the present invention, an electric vehicle includes a carrier, a caster unit, a driving unit and an angle sensing unit. The caster unit is disposed on the carrier, and the driving unit is mounted on the caster unit and used to drive the casters. The unit is activated, and the angle sensing unit is disposed on one of the caster unit and the carrier. The angle sensing unit is configured to detect a yaw angle of the caster unit relative to the carrier; wherein the yaw angle is greater than a preset angle, the driving unit Stop working.

Therefore, when the yaw angle is too large, the driving unit stops operating, thereby preventing the user from accidents and improving the safety of the electric vehicle.

According to the foregoing electric vehicle, the driving unit comprises a motor and a linking member, the motor is mounted on the caster unit, the linking member is connected to the motor and the caster unit, the linking member is driven by the motor to drive the caster unit to act, and the linking member is a belt. One end of the belt is sleeved on one output shaft of the motor, and the other end is connected to the caster unit. Or the preset angle is 15 degrees, or the angle sensing unit is a magnetic sensor.

According to the foregoing electric vehicle, a swing positioning mechanism is further disposed between the caster unit and the carrier to block or allow the caster unit to be deflected relative to the carrier. The swing positioning mechanism comprises a track and a positioning member, the track is arranged on the caster unit, the track comprises a limiting portion, the positioning member protrudes from the carrier body to face the track, wherein the positioning member slides on the track, and the positioning member is limited Stop the foot when limiting The wheel unit is deflected relative to the carrier. The angle sensing unit can detect the positioning member to obtain the yaw angle. Or the swing positioning mechanism includes at least one spring disposed between the caster unit and the carrier, and the caster unit yaws the compression spring to accumulate. The electric vehicle further includes a power unit disposed in one of the carrier and the caster unit and electrically connected to the driving unit.

According to the foregoing electric vehicle, a power output protection mechanism is further provided, which is disposed on one of the carrier body and the caster unit and is used to allow or prevent the power supply unit from supplying power to the driving unit. The power output protection mechanism includes a yaw counter disposed on the caster unit to measure the number of yaws of the caster unit. Or the power output protection mechanism includes a load sensor disposed on the carrier to sense the load of the carrier. Or when the angle sensing unit detects that the yaw angle is less than the preset angle, the driving unit starts to operate.

100‧‧‧ electric vehicle

200‧‧‧Carrier

210‧‧‧Front pedal

220‧‧‧Back pedal

300‧‧‧ switch

400‧‧‧ caster unit

410‧‧‧Setting rack

420‧‧‧ wheels

430‧‧‧Drive ring

500‧‧‧ drive unit

510‧‧‧Motor

520‧‧‧ linkages

600‧‧‧ Angle sensing unit

610‧‧‧Induction magnet

620‧‧‧ Hall wafer

700‧‧‧Swing positioning mechanism

710‧‧‧ Track

711‧‧‧ Groove

712‧‧‧Limited

720‧‧‧ positioning parts

721‧‧ ‧ spring

722‧‧‧ balls

800‧‧‧Power unit

900‧‧‧Power output protection mechanism

910‧‧‧ yaw counter

920‧‧‧Load sensor

A1‧‧‧ yaw angle

I1‧‧‧ midline

1 is a perspective view of a power carrier according to an embodiment of the present invention; FIG. 2 is a partial side elevational view of the electric vehicle of FIG. 1 and FIG. 3 is a schematic view of the electric vehicle of FIG. A partial top view of the electric vehicle; and FIG. 4 is a partial exploded view of the electric vehicle of FIG.

Embodiments of the present invention will be described below with reference to the drawings. To be clear To be clear, many practical details will be explained in the following description. However, readers should be aware that these practical details are not intended to limit the novel. That is to say, in some embodiments of the present invention, these practical details are not necessary. In addition, some of the conventional structures and elements are illustrated in the drawings in a simplified schematic representation, and the

Please refer to FIG. 1 , FIG. 2 and FIG. 3 , wherein FIG. 1 is a perspective view of an electric vehicle 100 according to an embodiment of the present invention, and FIG. 2 is a second view of the electric vehicle 100 of FIG. 1 . FIG. 3 is a partial top plan view of the electric vehicle 100 of FIG. 1 , and FIG. 1 to FIG. 4 are contoured by an imaginary line, a partial section, and a partial perspective. Or draw in a partial side view.

The electric vehicle 100 includes a carrier 200, a caster unit 400, a driving unit 500, and an angle sensing unit 600. The caster unit 400 is disposed on the carrier 200. The drive unit 500 is mounted on the caster unit 400 and is used to drive the caster unit 400. The angle sensing unit 600 is disposed on one of the caster unit 400 and the carrier 200. The angle sensing unit 600 is used. To detect the yaw angle A1 of the caster unit 400 relative to the carrier 200; wherein the yaw angle A1 is greater than a predetermined angle, the driving unit 500 stops operating.

Thereby, when the yaw angle A1 is too large, the driving unit 500 stops operating, thereby preventing the user from accident, and improving the safety of the electric vehicle 100. The detailed structure of the electric vehicle 100 will be described in more detail later.

The electric vehicle 100 is exemplified as a snake board in this embodiment, and the electric vehicle 100 may also be a skateboard or other electronically driven wheel to rotate The powered vehicle is not limited to the snake version.

The carrier 200 includes a front pedal 210 and a rear pedal 220. The front pedal 210 and the rear pedal 220 may be integrally formed or separately formed and then connected to each other. This is not the focus of the present invention and will not be described in detail herein. A switch 300 can be disposed on the rear pedal 220. The switch 300 is electrically connected to the driving unit 500 and is provided for a user to step on to open and close the driving unit 500.

The caster unit 400 includes a mounting bracket 410 and a wheel 420. The mounting bracket 410 is disposed on the rear pedal 220, and the wheel 420 is mounted on the mounting bracket 410. The mounting bracket 410 can be made of a metal material and has rigidity, and the caster unit 400 can It is deflected relative to the carrier 200.

The driving unit 500 is mounted on the mounting frame 410, and the driving unit 500 includes a motor 510 and a linking member 520. The motor 510 is mounted on the caster unit 400. The linking member 520 is connected to the motor 510 and the caster unit 400. The linking member 520 is coupled to the motor 510. The driving is to drive the caster unit 400 to operate. In this embodiment, the linking member 520 is a belt, one end of the belt is sleeved on an output shaft of the motor 510, and the other end is connected to the caster unit 400; in more detail, the motor 510 is mounted on the mounting frame 410, the motor 510 The axis direction is parallel to the axis of the wheel 420. The caster unit 400 further includes a driving ring 430 fixed to the axis of the wheel 420 for the sleeve to be set. Therefore, when the motor 510 rotates, the belt rotates, and the belt re-links the ring 430. The wheel 420 is rotated in synchronization with the driving ring 430.

In other embodiments, the linkage 520 can also be a gear, and the periphery of the driving ring 430 can have a embossed tooth that cooperates with the gear, and the motor 510 can also drive the wheel 420. Of course, the output shaft of the motor 510 can also be directly connected to the axis of the wheel 420, not limited to the above disclosure.

The angle sensing unit 600 can be a magnetic sensor including an induction magnet 610 and a Hall wafer 620. The Hall wafer 620 is disposed on a side of the carrier 200 facing the caster unit 400, and the induction magnet 610 is disposed on the mounting frame. 410 faces an outer surface of the carrier 200 and is opposite the Hall wafer 620. In other embodiments, the positions of the induction magnet 610 and the Hall wafer 620 can be interchanged as long as the Hall wafer 620 can correspond to the induction magnet 610 to detect the yaw angle A1.

As shown in FIG. 3, the caster unit 400 and the carrier 200 are deflected. In order to improve the safety of the electric vehicle 100 and prevent the yaw angle A1 of the caster unit 400 from the carrier 200 from being excessively large, the drive unit 500 continues to output and causes electric power. The offset rotation of the carrier 100 is such that the preset angle at which the caster unit 400 and the carrier 200 can be biased is 15 degrees. When the yaw angle A1 is greater than the preset angle, the driving unit 500 stops operating.

In an embodiment, the electric vehicle 100 is configured with a microcontroller, and the microcontroller can be a digital signal processor (DSP), a digital signal controller (DSC), or a set microcontroller ( The MCU and the like, the angle sensing unit 600 and the driving unit 500 are all connected to the microcontroller, and the microcontroller can open and close the driving unit 500, so that the angle sensing unit 600 detects that the yaw angle A1 is greater than the preset angle. At the time, the microcontroller will turn off the drive unit 500.

It should be particularly noted that the above-mentioned preset angle and yaw angle A1 are absolute values of the angle between the caster unit 400 and the line I1 of the carrier 200, so when the caster unit 400 faces the lower right or the third of the third figure The angles are positive when the yaw is on the top right of the figure.

The electric vehicle 100 can further include a power unit 800 disposed in the bearing One of the carrier 200 and the caster unit 400 is electrically connected to the driving unit 500, and the power of the driving unit 500 can be provided.

In this embodiment, a power output protection mechanism 900 is further disposed on one of the carrier 200 and the caster unit 400 to allow or prevent the power supply unit 800 from supplying power to the driving unit 500, so as to prevent the user's foot from standing unsteadily. When the carrier 200 is placed, the drive unit 500 is actuated to cause danger.

The power output protection mechanism 900 can include a yaw counter 910 disposed on the caster unit 400 to measure the number of yaws of the caster unit 400. The yaw counter 910 can be signaled to the microcontroller, and the yaw counter 910 calculates the user's left and right. The number of yaws is within a certain value, that is, the user is determined to have stabilized, and the microcontroller allows the drive unit 500 to be activated.

The power take-off protection mechanism 900 can also include a load sensor 920 disposed on the carrier 200 to sense the load of the carrier 200. The load sensor 920 can be connected to the microcontroller. When the user stands on the carrier 200, the load sensor 920 detects the weight. If the weight is continuously detected, the time is determined to be used. The user has stabilized and the microcontroller will allow the drive unit 500 to be activated.

In addition, in an embodiment, when the angle sensing unit 600 detects that the yaw angle A1 is less than the preset angle, the driving unit 500 starts to operate. In more detail, when the power output protection mechanism 900 has confirmed that the user is stably standing on the carrier 200, and the angle sensing unit 600 detects that the caster unit 400 is not yawed or yawed but the yaw angle A1 is less than the preset angle The driving unit 500 can be automatically activated to utilize the driving force of the driving unit 500 of the caster unit 400 to positively push the electric vehicle 100 forward; when the user wants to stop the electric vehicle 100, The foot applies a force to the carrier 200 to control the yaw of the caster unit 400 to be greater than a preset angle to stop the power output of the drive unit 500. When the user wants to restore the power output of the driving unit 500, the power output protection mechanism 900 needs to determine again whether the user is stably standing on the carrier 200, and the angle sensing unit 600 detects the yaw angle A1 of the caster unit 400 again. Whether it is less than the preset angle, the drive unit 500 is operated again to push the electric vehicle 100.

Therefore, in the power control of the driving unit 500 of the electric vehicle 100, the user can control the power safety output and stop with a simple and stable foot motion without adding other control power switches or adopting other factors that may affect the user on the carrier. 200 stable standing foot control action.

The electric vehicle 100 can further include a speed sensing unit. The speed sensing unit can include a magnet and a Hall wafer. The magnet is disposed on the wheel 420, and the Hall wafer is disposed on the inner surface of the mounting frame 410 and faces the magnet. Thereby, the rotational speed of the wheel 420 can be measured.

Please refer to Figure 4, where. The electric vehicle 100 can further include a swing positioning mechanism 700 disposed between the caster unit 400 and the carrier 200 to block or allow the caster unit 400 to deflect relative to the carrier 200. The swing positioning mechanism 700 can include a track 710 and a positioning member 720. The track 710 is disposed on the caster unit 400. The track 710 includes a limiting portion 712. The positioning member 720 protrudes from the carrier 200 to face the track 710. The member 720 slides on the track 710, and the positioning member 720 restricts the caster unit 400 from being deflected relative to the carrier 200 when the restricted position portion 712 is restrained.

In more detail, the positioning member 720 includes a spring 721 and a ball 722. The spring 721 is connected to the ball 722. The track 710 includes a groove 711 and the above. The limiting portion 712, the groove 711 is located on the outer surface of the mounting frame 410 facing the carrier 200, and the limiting portion 712 is a recess on the groove 711 to accommodate the ball 722.

When the user stands on the carrier 200, the deflection of the caster unit 400 can be controlled by the force applied to the rear pedal 220 by the foot. At this time, the force provided by the user is greater than the limit portion 712 limits the force of the ball 722, so the ball The 722 is released from the limiting portion 712 to compress the spring 721, and the ball 722 can slide on the groove 711, so the caster unit 400 can be freely biased relative to the carrier 200 without being restricted.

On the contrary, when the user does not apply the force to the rear pedal 220 through the foot, but activates the driving unit 500 to provide a power source, the torque component of the motor 510 in the driving unit 500 is less than the limiting portion 712 to limit the force of the ball 722. Therefore, the ball 722 is restricted by the stopper portion 712 such that the caster unit 400 cannot rotate relative to the carrier 200, that is, the caster unit 400 does not yaw and assumes an upright state. In this configuration, the angle sensing unit 600 can also detect whether the positioning member 720 is out of the limiting portion 712 to determine whether the caster unit 400 is yawed, and the angle sensing unit 600 detects the positioning member 720 to obtain the yaw angle A1. .

In another embodiment, the swing positioning mechanism may include at least one spring disposed between the caster unit and the carrier, and the caster unit biases the compression spring to accumulate. In more detail, the swing positioning mechanism may include two springs, a stopper and a pushing member. The stopper is fixed to the carrying unit, and the pushing member is fixed to the mounting bracket and opposite to the stopping member, and the two annular springs are The two ends are respectively fixed to the stopper and the pushing member, and the two springs are oppositely arranged to surround the ring. When the caster unit rotates, the pushing member compresses one of the springs and stretches the other spring, so that the caster unit can be provided. Resilience can also limit excessive yaw of the caster unit. In this configuration, angle sensing The unit can sense the amount of compression of the spring to detect the yaw angle.

Although the present invention has been disclosed in the above embodiments, it is not intended to limit the present invention. Any one skilled in the art can make various changes and retouchings without departing from the spirit and scope of the present invention. The scope is subject to the definition of the scope of the patent application attached.

100‧‧‧ electric vehicle

200‧‧‧Carrier

300‧‧‧ switch

400‧‧‧ caster unit

410‧‧‧Setting rack

420‧‧‧ wheels

430‧‧‧Drive ring

520‧‧‧ linkages

600‧‧‧ Angle sensing unit

610‧‧‧Induction magnet

620‧‧‧ Hall wafer

700‧‧‧Swing positioning mechanism

800‧‧‧Power unit

900‧‧‧Power output protection mechanism

500‧‧‧ drive unit

510‧‧‧Motor

910‧‧‧ yaw counter

920‧‧‧Load sensor

Claims (14)

An electric vehicle includes: a carrier; a caster unit disposed on the carrier; a driving unit mounted to the caster unit for driving the caster unit to operate; and an angle sensing unit disposed on the caster One of the unit and the carrier, the angle sensing unit is configured to detect a yaw angle of the caster unit relative to the carrier; wherein when the yaw angle is greater than a predetermined angle, the driving unit stops operating. The electric vehicle of claim 1, wherein the driving unit comprises: a motor mounted to the caster unit; and a linking member connecting the motor and the caster unit, the linkage being driven by the motor The caster unit is driven to move. The electric vehicle of claim 2, wherein the linking member is a belt, one end of the belt is sleeved on an output shaft of the motor, and the other end is connected to the caster unit. The electric vehicle of claim 1, wherein the preset angle is 15 degrees. The electric vehicle of claim 1, wherein the angle sensing unit is a magnetic sensor. The electric vehicle of claim 1, further comprising: a swing positioning mechanism disposed between the caster unit and the carrier to block or allow the caster unit to be deflected relative to the carrier. The electric vehicle of claim 6, wherein the swing positioning mechanism comprises: a track disposed on the caster unit, the track includes a limiting portion; and a positioning member protruding from the carrier Facing the track, the positioning member slides on the rail, and the positioning member is restrained by the limiting portion to prevent the caster unit from being deflected relative to the carrier. The electric vehicle of claim 7, wherein the angle sensing unit detects the positioning member to obtain the yaw angle. The electric vehicle of claim 6, wherein the swing positioning mechanism comprises at least one spring disposed between the caster unit and the carrier, the caster unit yaws and compresses the spring accumulating force. For example, the electric vehicle described in claim 1 of the patent scope further includes: A power unit is disposed on one of the carrier and the caster unit and electrically connected to the driving unit. The electric vehicle of claim 10, further comprising: a power output protection mechanism disposed on one of the carrier and the caster unit and configured to allow or prevent the power supply unit from supplying power to the drive unit. The electric vehicle of claim 11, wherein the power output protection mechanism comprises: a yaw counter disposed on the caster unit to measure the number of yaws of the caster unit. The electric vehicle of claim 11, wherein the power output protection mechanism comprises: a load sensor disposed on the carrier to sense the load of the carrier. In the electric vehicle of claim 1, wherein the angle sensing unit detects that the yaw angle is less than the preset angle, the driving unit starts to act.