TWM582917U - Auxiliary electric support for motorcycle - Google Patents

Abstract

The present invention relates to a wheel-assisted electric bracket, which comprises a fixing frame, a motor, a transmission mechanism, a support rod and a control system. The fixing frame is fixed on the frame of the locomotive, and the motor is fixed. Connected to the fixed frame, the transmission mechanism is connected to the output shaft of the motor, the support rod is connected to the transmission mechanism, the bottom end of the support rod is provided with a roller, and the control system is electrically connected to the motor, and includes a a speed sensor, a controller, a first timing relay, a second timing relay, a first switching relay and a second switching relay, thereby forming a type that can automatically start the motor to lower when the locomotive decelerates and stops. The support rod enables the locomotive to smoothly hold the auxiliary electric bracket in an upright state.

Description

Locomotive auxiliary electric bracket

The present invention relates to a bracket for a locomotive, and more particularly to a bracket that can automatically assist the locomotive to stand stably when stopped.

The locomotive is a common means of transportation. However, the locomotive usually only has two wheels on the front and rear wheels. Therefore, when the locomotive stops, such as stopping the red light or level crossing, the locomotive rider needs to support the locomotive with at least one foot to maintain the locomotive. Balance, however, when the rain or the ground is wet, the Cavaliers put their feet on the ground and it is easy to wet or stain the shoes or pants, which will cause trouble in cleaning up. Therefore, some people have designed such as Taiwan Notice No. 161528 ( Hereinafter, the locomotive anti-rolling support device, such as the reference case, can maintain the balance of the locomotive when the locomotive is stopped, so that the locomotive rider does not need to support the ground with his feet.

However, in the existing locomotive anti-falling support device, the knight needs to step on a pedal to stop the locomotive when the locomotive stops, so as to assist the locomotive to stand stably when stopped, which not only causes inconvenience in use, but also causes inconvenience in use. If the timing of the Cavalier pedaling is not correct, such as stepping on the pedal too late after stopping, the locomotive knight can still stabilize the locomotive body immediately when the locomotive stops, which is likely to cause instability.

Therefore, in view of the deficiencies and shortcomings in the operation and use of the existing locomotive auxiliary support devices, the present creator has finally developed a new type that can improve the existing defects through continuous experimentation and research.

The main purpose of the present invention is to provide a locomotive auxiliary electric bracket, which can automatically start the support rod rotation when the locomotive wants to stop and decelerate. When the locomotive is stopped, the support bar can be used to support the ground, so as to improve the use of the locomotive auxiliary bracket and the convenience of operation.

In order to achieve the above object, the present invention mainly provides a locomotive auxiliary electric bracket, which comprises: a fixing frame for fixing to a frame of a locomotive; a motor fixedly connected to the fixing frame and having an output a transmission mechanism connected to the output shaft of the motor; a support rod connected to the transmission mechanism, a bottom end of the support rod is provided with a roller; and a control system electrically connected to the motor, including a speed a sensor, a controller, a first timing relay, a second timing relay, a first switching relay and a second switching relay, the speed sensor is configured to detect the speed of the locomotive wheel, the controller And the speed sensor is electrically connected to each other, and has a first output end and a second output end, the first output end is electrically connected to the first timing relay, and the second output end is electrically connected to the second timing relay The first switch relay is electrically connected to the first timing relay and the motor, and the second switch relay is electrically connected to the second timing relay and the motor.

By the above technical means, the novel can automatically start the motor and lower the support rod when the locomotive wants to stop and decelerate, so that the support rod can instantly contact the ground and support the locomotive before the locomotive stops, so that the locomotive can be stopped smoothly. The ground is kept in an upright position, and the rider does not need to support the ground with the foot separately, which can improve the convenience of riding the locomotive.

10‧‧‧ Fixing frame

12‧‧‧Fixed tablets

122‧‧‧Fixed Department

124‧‧‧Transmission Department

126‧‧‧ Positioning block

14‧‧‧ Transmission seat

142‧‧‧ accommodating space

16‧‧‧Motor mount

20‧‧‧Motor

30‧‧‧ screw

32‧‧‧Drive wheel assembly

321‧‧‧ rib

322‧‧‧Drive wheel

323‧‧‧ Groove

324‧‧‧Soft transmission parts

325‧‧‧Card hole

326‧‧‧Drive disk

327‧‧‧Clamping bumps

328‧‧‧Axis hole

34‧‧‧ drive shaft

36‧‧‧Drive wheel

38‧‧‧Drive shaft

382‧‧‧passive gear

384‧‧‧Threaded Department

39‧‧‧ linkage film

392‧‧‧connection hole

394‧‧‧ linkage rod

40‧‧‧Support rod

42‧‧‧Roller

44‧‧‧Perforation

46‧‧‧Fixed parts

50‧‧‧Control system

51‧‧‧ speed sensor

52‧‧‧ Controller

53‧‧‧First timing relay

54‧‧‧Second timing relay

55‧‧‧Automatic switch

56‧‧‧Manual switch

57‧‧‧First switch relay

58‧‧‧Second switch relay

Figure 1 is a side view of the present invention when installed on a locomotive.

Figure 2 is a perspective view of the present invention.

Figure 3 is a partial exploded perspective view of the present invention.

Figure 4 is another partial exploded view of the present invention.

Figure 5 is a partial enlarged cross-sectional view of the present invention.

Figure 6 is another partially enlarged cross-sectional view of the present invention.

Figure 7 is a block diagram of the novel control system.

Figure 8 is a partially enlarged side elevational view of the novel operation.

Figure 9 is a front view of the present invention mounted on a locomotive.

The present invention mainly provides a locomotive auxiliary automatic bracket, please refer to FIG. 1 to FIG. 3, as can be seen from the figure, the bracket system of the present invention can be set in two groups on the left and right sides of the locomotive to assist. When the locomotive is stably standing in an upright state, the bracket of the present invention mainly comprises a fixing frame 10, a motor 20, a transmission mechanism and a support rod 40, and the fixing frame 10 is fixedly connected with the locomotive frame. The bracket is connected to the locomotive. The bracket 10 mainly includes a fixing piece 12, a transmission seat 14 and a motor fixing seat 16, and the fixing piece 12 is fixedly connected with the locomotive frame. The main part has a fixing portion 122 and a transmission portion 124. The fixing portion 122 is fixedly connected to the locomotive frame. The transmission portion 124 is integrally connected with the fixing portion 122, and the transmission portion 124 and the fixing portion 122 are connected. The transmission seat 14 is fixed to the transmission portion 124 of the fixing piece 12. The transmission base 14 can be a circular seat body, and an accommodation space 142 is recessed in the transmission base 14. The motor mount 16 is fixed 14 on the driving seat.

The motor 20 is fixedly coupled to the fixed frame 10. Preferably, the motor 20 is fixedly coupled to the motor mount 16, and the motor 20 is electrically connected to a power supply on the locomotive to provide rotation of the motor 20 by the locomotive power supply. The power supply and the motor 20 are electrically coupled to a control system 50, as shown in FIG. 7, and the control system 50 is controlled to rotate.

Referring to FIG. 3 to FIG. 6 , the transmission mechanism is disposed on the fixed frame 10 and coupled to the motor 20 , and mainly includes a screw 30 , a transmission wheel assembly 32 , a transmission shaft 34 , A driving wheel 36 and a driving shaft 38 are rotatably disposed on the motor fixing base 16 and connected to the output shaft of the motor 20, and can be rotated by the motor 20, and the driving wheel assembly 32 can be Rotatingly disposed on the motor mount 16 and engaging with the screw 30, the drive wheel assembly 32 mainly includes a transmission wheel 322, a flexible transmission member 324 and a transmission disc 326, and the transmission wheel 322 is formed with the screw 30 The meshing outer ring gear portion is disposed on one side of the transmission wheel 322, and is formed in a ring shape and is made of a soft material such as rubber, and is provided on one side of the transmission line 322. The rib 321 is formed on the side of the flexible transmission member 324 facing the transmission wheel 322, and a plurality of grooves 323 respectively engaged with the rib 321 are recessed, and the rib 321 and the groove 323 are mutually engaged. The flexible transmission member 324 can be rotated with the transmission wheel 322. The transmission plate 326 is fixedly coupled to the flexible transmission member 324. A non-circular shaft hole 328 is formed in the center of the transmission disk 326, and the flexible transmission member 324 is disposed on the flexible transmission member 324. The holes 325 are formed, and the drive plate 326 faces the flexible transmission member 324 A plurality of locking protrusions 327 respectively engaged in the locking holes 325 are protruded on one side of the card. The locking holes 325 and the locking protrusions 327 are mutually engaged, so that the driving plate 326 can follow the flexible transmission member 324. Turn.

The drive shaft 34 is coaxially coupled to the drive wheel assembly 32. One end of the drive shaft 34 can be engaged with the shaft hole 328 of the drive plate 326, so that the drive shaft 34 can be rotated by the drive wheel assembly 32. The drive wheel 36 is fixedly connected. The driving shaft 34 is rotatably disposed on the fixing frame 10, preferably through the transmission seat 14 and the fixing piece 12 of the fixing frame 10, and is different from the driving shaft 34. One end of the driving shaft 38 is provided with a driven gear 382 that meshes with the driving wheel 36. The driven gear 382 can be a ring gear as shown in the figure, and is accommodated in the accommodating space 142 of the transmission base 14. The gear 382 can also be a spur gear or the like. By engaging the driven gear 36 with the driven gear 382, the driving shaft 38 can be rotated by the driving shaft 34, and the motor mounting base 16 faces the side of the driving shaft 38. A positioning groove can be provided for the one end of the driving shaft 38 to extend therein, thereby making the rotation of the driving shaft 38 smoother.

The top end of the support rod 40 is fixedly connected to the end of the driving shaft 38 which is different from the driving wheel 36. The bottom end of the supporting rod 40 is provided with a roller 42, wherein the supporting rod 40 is detachably connected to the driving shaft 38. The threaded portion 384 is provided with a threaded portion 384. The threaded portion 384 can be externally or internally threaded. A through-supporting rod 40 is disposed at the proximal end of the support rod 40 and is sleeved on the driving rod 38 to form a threaded portion. A circular through hole 44 at one end of the 384 is screwed to the threaded portion 384 of the driving rod 38 by a fixing member 46, and the supporting rod 40 is detachably fixed to the driving shaft 38, wherein the fixing member 46 cooperates with the driving rod The threaded portion 384 of 38 can be a nut, a nut or a bolt, or the like.

In addition, a linkage piece 39 and a linkage rod 394 can be disposed between the support rod 40 and the driving shaft 38, so that the driving shaft 38 drives the supporting rod 40 to rotate, wherein the driving shaft 38 and the through hole 44 of the supporting rod 40 form a circular cross section. The one end of the driving shaft 38 forming the threaded portion 384 forms a non-circular cross section, and the connecting piece 39 is provided with a non-circular connecting hole 392 which can be sleeved on the non-circular end of the driving shaft 38, and the linkage rod 394 The insertion is connected between the linkage piece 39 and the support rod 40. When the rotation of the shaft 38 is rotated, the linkage piece 39 is rotated, and the support rod 40 is driven to rotate by the linkage piece 39 and the linkage rod 394, so as to avoid driving. The shaft 38 directly drives the support rod 40 to rotate, and a stress concentration is formed at the through hole 44 of the support rod 40 to extend the service life of the support rod 40.

Referring to FIG. 7 , the control system 50 of the present invention mainly includes a speed sensor 51 , a controller 52 , a first timing relay 53 , a second timing relay 54 , an automatic switch 55 , a manual switch 56 , a first switch relay 57 and a second switch relay 58, the speed sensor 51 is mounted on the front or rear wheel of the locomotive for detecting the speed of the wheel and outputting a wheel speed signal to the controller 52. The controller 52 is electrically connected to the speed sensor 51 and has a first output end and a second output end. The first output end is electrically connected to the first timing relay 53 and the second output end is connected to the second output end. The second timing relays 54 are electrically connected to each other. The automatic switch 55 is electrically connected to the controller 52. The manual switch 56 is electrically connected to the first switching relay 57 and the second switching relay 58. The first switching succeeds. The electric appliance 57 is electrically connected to the first timing relay 53 and the motor 20, and the second switching relay 58 is electrically connected to the second timing relay 54 and the motor 20.

When riding a locomotive, please refer to FIG. 1, FIG. 7 and FIG. 8. If the speed sensor 51 detects that the wheel speed of the locomotive gradually decreases to a set value (for example, 15 Km/h), The controller 52 sends a signal from the first output terminal to control the first timing relay 53 to be turned on, and the first timing relay 53 maintains the conduction state for a first preset time (eg, 1.5 seconds), during which time the first A switching relay 57 is turned on to supply power to the motor 20.

When the motor 20 is started, please refer to FIG. 3 to FIG. 8. The output shaft drives the screw 30 to rotate, and sequentially drives the transmission wheel assembly 32, the transmission shaft 34, the driving wheel 36 and the driving shaft 38 to rotate, thereby driving the support. The rod 40 rotates to rotate the support rod 40 to a position against the ground, so that the support rod 40 can be used to assist the locomotive to stably maintain the erect state when the vehicle is stopped. At this time, the locomotive rider does not need to support the ground with the foot. This allows the locomotive to stand upright when it stops and does not arbitrarily dump.

When the wheel speed signal indicates that the locomotive speed is gradually increased from static to a set value (eg, 15 Km/h), the controller 52 sends a signal from the second output terminal to control the second timing relay 54 to be turned on, and the second timing relay 54 will The conduction state is maintained for a second predetermined time (eg, 0.8 seconds). During this time, the second switch relay 58 is turned on, so that the power supply is supplied to the motor 20 for reverse rotation, and the transmission mechanism is used to drive the support rod 40 to rotate in the opposite direction and gradually increase to leave the ground, so that the locomotive can normally travel.

In addition, by the setting of the automatic switch 55, the locomotive knight can operate to determine whether to activate the support function. When the automatic switch 55 is switched to the open state, the controller 52 performs the above according to the wheel speed signal of the speed sensor 51. The circuit operates, and when the automatic switch 55 is switched to the off state, the controller 52 does not function.

In addition, the manual switch 56 allows the locomotive rider to manually control the operation of the motor 20. When the manual switch is switched to turn on the first switch relay 57, the motor 20 is energized to control the support rod 40. Gradually falling to the top of the ground; when the manual switch 56 is switched to turn the second switch relay 58 on, the motor 20 is energized to reverse, and the control support rod 40 is gradually raised to disengage from the ground.

Then, the positioning block 126 corresponding to the support position and the stowed position of the support rod 40 can be convexly disposed on the fixing piece 12, so that the support rod 40 can be made by the support rod 40 and the positioning block 126 abutting each other. The rotation is respectively positioned at the lowered support position and the stowed position.

In addition, please refer to FIG. 2 and FIG. 9 , because the fixing portion 122 of the new fixing piece 12 is bent at an angle with the transmission portion 124. Therefore, when the fixing bracket 12 is fixed to the vehicle of the locomotive through the fixing piece 12 On the frame, when the support rod 40 is in the support position, the support rod and the locomotive are at an outward angle, so that when the two brackets are in the support position, a octagonal support form can be formed with respect to the locomotive, which can improve the stability of the support of the support. Sex and safety.

With the auxiliary automatic bracket of the present invention, when the locomotive wants to stop and decelerate, the motor 20 is automatically started to lower the support rod 40, so that the support rod 40 can instantly contact the ground and support the locomotive before the locomotive stops, so that the locomotive can When the vehicle is stopped, it is kept in an upright state. The rider does not need to support the ground with the foot separately, which can improve the convenience of riding the locomotive. In addition, the present invention automatically controls the operation of the motor 20 by sensing the speed of the locomotive by using the speed sensor 51. Therefore, the support rod 40 can be lowered before the locomotive is completely stopped, which can improve the safety of the auxiliary bracket.

Claims (10)

A locomotive auxiliary electric bracket comprises: a fixing frame for fixing to a frame of a locomotive; a motor fixedly connected to the fixing frame, having an output shaft; a transmission mechanism and a motor The output shaft is connected; a support rod is connected to the transmission mechanism, a bottom end of the support rod is provided with a roller; and a control system is electrically connected to the motor, and includes a speed sensor, a controller, and a first a timing relay, a second timing relay, a first switching relay and a second switching relay, wherein the speed sensor is configured to detect the speed of the locomotive wheel, and the controller is electrically connected to the speed sensor. And having a first output end and a second output end, the first output end is electrically connected to the first timing relay, and the second output end is electrically connected to the second timing relay, the first switch relay system is first The timing relay and the motor are electrically connected, and the second switching relay is electrically connected to the second timing relay and the motor. The locomotive auxiliary electric bracket according to claim 1, wherein the fixing frame comprises a fixing piece, a transmission seat and a motor fixing seat, wherein the fixing piece is fixedly connected with the locomotive frame, and the transmission seat is fastened to a fixing space is recessed on the fixing piece, and the motor fixing seat is fixed on the transmission base and fixedly connected with the motor; the transmission mechanism mainly comprises a screw, a transmission wheel assembly, a transmission shaft and a driving a wheel and a driving shaft, the screw is rotatably disposed on the motor fixing base and connected to the output shaft of the motor, the transmission wheel assembly is rotatably disposed on the motor fixing seat and meshed with the screw, the transmission The shaft is coaxially connected to the transmission wheel assembly, and the driving wheel is fixedly connected to the end of the transmission shaft different from the transmission wheel assembly. The driving shaft is rotatably disposed on the fixing frame, and a driving shaft is disposed at one end of the driving shaft. The driven gear that drives the wheel to engage and is accommodated in the accommodating space of the transmission seat connects the other end of the shaft to the support rod. The locomotive auxiliary electric bracket according to claim 2, wherein the fixing piece mainly has a fixing portion and a transmission portion, wherein the fixing portion is fixedly connected to the locomotive frame, and the transmission portion is connected to the fixing portion. And a bending angle is formed between the transmission portion and the fixing portion. The locomotive auxiliary electric bracket according to claim 2 or 3, wherein the transmission wheel assembly mainly comprises a transmission wheel, a flexible transmission member and a transmission plate, and the transmission wheel is formed with an outer ring tooth portion engageable with the screw. The flexible transmission member is disposed on one side of the transmission wheel and is made of a soft material such as rubber. The transmission plate is fixedly connected with the flexible transmission member, and one end of the transmission shaft is formed for inserting one end of the transmission shaft. Non-circular shaft hole. The locomotive auxiliary electric bracket according to claim 4, wherein the flexible transmission member is annular, and a plurality of ribs are convexly disposed on one side of the transmission wheel, and the flexible transmission member is concavely disposed on one side of the transmission wheel. The grooves are respectively formed by the ribs. The locomotive auxiliary electric bracket according to claim 4, wherein a plurality of locking holes are disposed on the flexible transmission member, and a plurality of cards respectively engaged in the locking holes are protruded from a side surface of the transmission plate facing the flexible transmission member. Brass. The locomotive auxiliary electric bracket according to claim 2 or 3, wherein the fixing piece has two positioning blocks which can abut against the support rods and respectively correspond to the support rod support position and the stowage position. The locomotive auxiliary electric stand of any one of claims 1 to 3, wherein the control system further comprises an automatic switch electrically connected to the controller. The locomotive auxiliary electric stand according to any one of claims 1 to 3, wherein the control system further comprises a manual switch electrically connected to the first switch relay and the second switch relay. The locomotive-assisted electric stand according to any one of claims 1 to 3, wherein the support bar is detachably connected to the transmission mechanism.