TWM617245U - Motorcycle auxiliary wheel frame structure - Google Patents

Abstract

This creation is the structure of a locomotive auxiliary wheel frame, which includes a wheel frame body, a stop plate and a wheel frame control device. The structure of the locomotive auxiliary wheel frame is assembled on the wheel frame control device and the wheel frame body. On a chassis of a locomotive, when the wheel frame control device detects that the locomotive is driving at a low speed, the wheel frame control device controls the wheel frame body to descend, and a first wheel body on the wheel frame body And a second wheel body, so that the locomotive can still maintain stability when driving at low speed, so that the driver's driving safety is improved.

Description

Structure of locomotive auxiliary wheel frame

This creation is about a structure, especially a locomotive auxiliary wheel frame.

Traditional locomotive (English: Motorcycle, Motorbike) refers to a motor vehicle that steers and tilts according to the center of gravity of the rider. It is usually two-wheeled, three-wheeled or three-wheeled, but there are also single-wheeled or four-wheeled or even non-wheeled locomotives. Derived from motorized bicycles, with two wheels as the bulk, one of the means of transportation.

There are many types of locomotives on the market, and the main ones are pedal locomotives (commonly known as gear locomotives), light locomotives, scooters, and American locomotives. Some special-purpose locomotives will be equipped with external auxiliary wheels, such as vehicles for the physically and mentally handicapped.

On some military or police vehicles, a side carriage and auxiliary wheels are added to become a special three-wheeled locomotive. At present, there are also heavy-duty locomotives designed with three-wheeled shapes to make it more stable at high speeds. .

The locomotive has the characteristics of simple operation, convenient operation, and low price, so it is widely used in daily life, transportation, public security maintenance, and military, and it is also widely used in developing countries. At present, there are about 200 million locomotives in the world, with a density of 33 per 1,000 people; most locomotives are concentrated in Asia, accounting for about 58% of the world's locomotives (excluding Japan).

Under the characteristics of simple operation, convenient operation and low price, locomotives still have There are many shortcomings to be solved: (1) the number of locomotives, (2) locomotive culture, (3) environmental impact, and (4) safety issues.

(1) The number of locomotives: As most Asian countries experience rapid changes or changes in their economy and income levels in a short period of time. Locomotives are cheaper than cars, which has led to the widespread use of locomotives by the people in society.

Take the special situation of Taiwan as an example. The land is narrow and densely populated, and the opening of parking lots will cause more land loss. In addition, the convenience and convenience of parking have been widely accepted. Therefore, Taiwan has a phenomenon that locomotives are more popular than other countries. However, the prevalence of locomotives tends to congest traffic and increase the occurrence of traffic accidents.

(2) Locomotive culture: When a small number of people use a locomotive, they tend to gather on the streets and race, which is also called a motorcycle race. In order to pursue a sense of speed, they often illegally modify the locomotive or remove the muffler to make noise. For this reason, more social issues will be derived.

(3) Environmental impact: Due to the small body, light weight, and low engine load of the locomotive, the engine temperature is relatively easier to control, and the high-polluting exhaust gas components generated by high temperature such as NOx are also low. However, the lower cost of use often leads users to neglect maintenance and cause the pollution control system to fail and cause pollution.

Moreover, the problem of environmental impact is also closely related to the problem of the number of locomotives. Although the exhaust gas is less generated, due to the large number of locomotives, when the number of locomotives is small, it still has a lot of impact on the environment. For this reason, in response to the problem of environmental impact, Taiwan's locomotives have also begun to undergo substantial improvements to solve environmental problems.

Since 2004, Taiwan has amended environmental protection regulations and improved locomotive exhaust standards. Although two-stroke engine locomotives have undergone more sophisticated design and manufacturing, such as injection, they can still pass the fourth or even fifth phase of the cycle. However, the policy direction tends to stop the sale of two-stroke locomotives. Taiwan has no two-stroke new cars to buy, but the export business continues to supply two-stroke locomotives.

Since 2017, KTM locomotives released a new generation of injection two-stroke engine, and exclusively developed TPI (Transfer Port Injection) injection system patents, including a new throttle valve and EMS (Engine Management System) engine management system.

It is controlled by the new ECU (Electronic Control Unit), and has multiple sensors to allow the computer to achieve perfect ignition and fuel injection, so that the subsequent development of the locomotive has the unique charm of two strokes, but it can also comply with modern environmental protection regulations. It will be mounted on the newly announced off-road locomotive, which complies with the fourth phase of EU locomotive environmental protection regulations.

Finally, there are (4) safety issues that most often appear in the news: Compared with ordinary cars, locomotives lack the protection of the cabin and are less safe. Therefore, it is often called "meat-clad iron" or "skin-clad iron". In contrast, cars are called "iron-clad meat" or "iron-clad skin."

Among safety issues, there is a situation that is more common. When the locomotive is running at low speed, many people will shake the head of the locomotive due to the unstable center of gravity. In addition to causing the driver to fall or crash into a person on the side of the road or outside of the car. , And even crash into the road. The situation of this safety problem is very dangerous and it means that the structure of the locomotive will be an urgent need to be improved in the driver's license test.

In order to improve the above situation, a seven-second straight-line test (low speed and slow driving) was added when testing the motorcycle driver's license to increase the driver's skills to protect the safety of passers-by and the driver. However, this test method can only screen novice drivers. When the driver is older, the instability of riding will increase significantly, which will increase the risk of driving.

For this reason, how to prevent the danger of dumping when the locomotive is driving at low speed, avoid the unstable state when driving at low speed, and enable the driver to drive smoothly, is the problem that those skilled in the art want to solve problem.

One purpose of this creation is to provide a structure for a locomotive auxiliary wheel frame, which is assembled on the locomotive's own chassis through the wheel frame control device and the wheel frame body. When the wheel frame control device detects that the locomotive is driving at a low speed, the wheels The frame control device controls the lowering of the wheel frame body, and through the wheel body on the wheel frame body, the locomotive can still remain stable when driving at low speeds, which improves the driving safety of the driver.

In view of the above-mentioned purpose, this creation provides a structure of a locomotive auxiliary wheel frame, which is fixed to a chassis of a locomotive. The structure includes a wheel frame body which is arranged under the chassis. A wheel body and a second wheel body, a stop plate, which is arranged on one side of the wheel frame body, the stop plate abuts against the wheel frame body, and a wheel frame control device, which includes a rod body , A sleeve and a control element, one end of the rod is inserted into the sleeve, the other end of the rod is fixed on the stop plate, one end of the sleeve is fixed on the locomotive, the control element Is arranged on one side of the sleeve, wherein the control element of the wheel frame control device detects a brake, an accelerator and a speedometer of the locomotive respectively, and the wheel frame control device is based on the brake, the accelerator and the speedometer. One of the speedometers controls the lifting of the wheel frame body per hour.

The present invention provides an embodiment, wherein the wheel frame system is a door-shaped, inverted U-shaped or inverted V-shaped.

This creation provides an embodiment, where the speed per hour is 0-10km/h.

The present invention provides an embodiment, wherein the wheel frame control device controls the wheel frame body to descend according to the throttle is in a closed state, the brake is in an open state, and the speed is lower than 10km/h.

This creation provides an embodiment, wherein the wheel frame control device controls the wheel frame body to raise according to the throttle being in an open state and the speed higher than 10km/h.

This creation provides an embodiment in which the wheel carrier control device is closed according to the brake The state and the speed are higher than 10km/h, and the wheel frame body is controlled to rise.

10: Locomotive

11: Throttle

112: Throttle switch

114: protruding piece

12: Chassis

13: brake

14: accommodating space

15: Speedometer

16: handle group

162: Corresponding to the brake handle

164: Throttle Handle

166: Lifting operation button

20: Wheel frame body

22: First round body

24: second wheel body

30: Stop plate

40: Wheel frame control device

41: control box

42: Rod body

44: sleeve

46: control element

462: Vehicle Speed Sensor

464: Brake Sensor

Figure 1A: It is a schematic diagram of the structure of the locomotive auxiliary wheel frame of an embodiment of the creation; Figure 1B: It is a schematic diagram of the structure of the wheel frame control device of an embodiment of the creation; Figure 1C: This is the creation A schematic diagram of the control element signal control of an embodiment; Figure 2A: It is a schematic diagram of the use state of the locomotive auxiliary wheel frame of an embodiment of the creation; and Figure 2B: It is an embodiment of the locomotive auxiliary of the creation Schematic diagram of the wheel frame in use.

In order to enable your reviewer to have a better understanding and understanding of the characteristics of this creation and the effects achieved, I would like to provide a better embodiment and detailed explanations. The explanations are as follows:

Nowadays, when the locomotive is running at a slow speed, the center of gravity of the car will be unstable due to the too slow driving speed, which will cause the head of the locomotive to shake, causing the driver to fall or collide with the person or the car body on the side of the road, which is very dangerous and It is easy to cause accidents.

This creation is assembled on the chassis of the locomotive through the wheel frame control device and the wheel frame body. When the wheel frame control device detects that the locomotive is driving at a low speed, the wheel frame control device controls the lowering of the wheel frame body and uses the wheels on the wheel frame body. The body enables the locomotive to remain stable when driving at low speeds, which improves the driving safety of the driver.

Hereinafter, various embodiments of the creation will be described in detail by using drawings. However, the concept of this creation may be embodied in many different forms, and should not be construed as being limited to the exemplary embodiments described herein.

First of all, please refer to Figure 1A, which is a schematic diagram of the structure of a locomotive auxiliary wheel frame of an embodiment of the creation, and please also refer to Figure 1B, which is a schematic diagram of the structure of the wheel frame control device of an embodiment of the creation As shown in the figure, the structure of the locomotive auxiliary wheel frame of this creation is fixedly arranged on a chassis 12 of a locomotive 10.

The structure of the locomotive auxiliary wheel frame of this embodiment includes a wheel frame body 20, a stop plate 30, and a wheel frame control device 40. The wheel frame body 20 is arranged on one side of the chassis 12, and both ends of the wheel frame body 20 A first wheel body 22 and a second wheel body 24 are provided. The stop plate 30 is arranged on one side of the wheel frame body 20, and the stop plate 30 abuts against the wheel frame body 20.

Referring back to Figure 1B, the wheel carrier control device 40 includes a rod 42, a sleeve 44, and a control element 46. One end of the rod 42 is sleeved in the sleeve 44, and the other of the rod 42 One end is fixed on the stop plate 30, one end of the sleeve 44 is fixed on the locomotive 10, and the control element 46 is arranged on one side of the sleeve 44.

Wherein, the control element 46 is arranged in a control box 41, and the control box 41 is arranged in a accommodating space 14 of the locomotive 10. In addition, the outer shape of the wheel frame body 20 may be a door-shaped structure. , Inverted U-shaped or inverted V-shaped, can also be specially designed to match the shape of the chassis 12.

Among them, the hydraulic wheel carrier control device 40 is a conventional hydraulic rod, which is a commonly used component in the prior art. It converts hydraulic energy into mechanical energy and performs linear reciprocating (or swinging) hydraulic actuators. The pressure rod has simple structure and reliable work. When the hydraulic rod is used to achieve reciprocating motion, the deceleration device can be eliminated, and there is no transmission gap, and the movement is stable. Therefore, it is widely used in various mechanical hydraulic systems.

The hydraulic rod is usually composed of the main parts such as the back end cover, the cylinder barrel, the piston rod, the piston assembly, and the front end cover. This part of the element is the current known technique, so there is no further diagram in this creation. Ming, further, in order to prevent oil leakage to the outside of the hydraulic cylinder, or leakage from the high-pressure chamber to the low-pressure chamber, between the cylinder and the end cover, the piston and the piston rod, the piston and the cylinder, the piston rod and the front end cover All are equipped with a sealing device. On the outside of the front end cover, there is also a dustproof device. In addition, to prevent the piston from hitting the cylinder head when the piston quickly retracts to the end of the stroke, the end of the hydraulic cylinder is also equipped with a buffer device or an exhaust device to serve as a buffer for recovery. .

Next, please refer to Figure 1C, which is a schematic diagram of the control element signal control of an embodiment of the creation. As shown in the figure, the control element 46 of the wheel frame control device 40 detects a brake of the locomotive 10 respectively. 13. A throttle 11 and a speedometer 15. The wheel frame control device 40 controls the lifting of the wheel frame body 20 according to one of the speeds of the brake 13, the throttle 11 and the speedometer 15.

In addition, the wheel frame control device 40 is electrically connected to the existing brake device (the brake 13), the throttle structure (the throttle 11) and the speedometer (the speedometer 15) on the locomotive 10. The wheel frame control device 40 The system can detect and obtain the signals of the brake device (the brake 13), the throttle structure (the throttle 11) and the speedometer (the speedometer 15) in a digital or analog way.

Further, the wheel frame control device 40 is connected to a vehicle speed sensor 462 (or a positioning device (not shown)) to detect the speed of a wheel of the locomotive 10 and generate a speed sensing signal corresponding to the speed per hour to The control element 46 determines whether the speed corresponding to the locomotive 10 is lower than 10 km/hr according to the speed sensing signal, and the positioning device uses a global positioning system (GPS) on a mobile device.

The wheel frame control device 40 is connected to a brake sensor 464, which detects a pull force of a handle group 16 of the locomotive 10 corresponding to a brake handle 162 to generate a brake signal corresponding to the braking state To the control element 46, the control element 46 determines whether the brake state is an open state or a closed state according to the brake signal. The locomotive 10 has the brake light signal in the normal state, and generates the brake signal corresponding to the brake state to the control element 46, and the control element 46 judges the brake according to the brake signal The state is the open state or the closed state.

The wheel frame control device 40 is electrically connected to a throttle switch 112, which is arranged on one side of a throttle handle 164 of a handle set 16 of the locomotive. The throttle handle 164 is provided with a protruding member 114, and the throttle handle The rotation of 164 causes the protruding member 114 to abut or move away from the throttle switch 112, so that the throttle switch 112 generates a switch signal corresponding to the throttle state to the control element 46 to determine that the throttle state is a throttle open state and One throttle is closed.

The aforementioned wheel frame control device 40 controls the wheel frame body 20 to descend according to the throttle 11 is in a closed state, the brake 13 is in an open state and the speed is lower than 10km/h. In other words, when the The wheel frame control device 40 is based on the throttle 11 being in an open state and the speed is higher than 10km/h, or the wheel frame control device 40 is based on the brake 13 being in a closed state and the speed is higher than 10km/h, the wheel The frame control device 40 controls the raising of the wheel frame body 20.

For example, please refer to Figure 2A, which is a schematic diagram of the use state of the locomotive auxiliary wheel frame of an embodiment of the creation, and Figure 2B, which is a schematic diagram of the use state of the locomotive auxiliary wheel frame of an embodiment of the creation As shown in the figure, when the locomotive 10 decelerates, it encounters a state that needs to be driven slowly. At this time, the throttle 11 of the locomotive 10 is in a closed state, the brake 13 is in an open state, and the locomotive 10 When the speed is lower than 10km/h, the wheel carrier control device 40 will drive and cause the wheel carrier body 20 to descend, so that the first wheel body 22 and the second wheel body 24 touch the ground and produce an auxiliary sliding function. , At the same time, it can stabilize the function of the locomotive 10 when running at a slow speed.

Furthermore, when the locomotive 10 finishes decelerating and starts to accelerate, if the throttle 11 of the locomotive 10 is in an open state and the speed of the locomotive 10 is higher than 10km/h, or the brake 13 is In a closed state, when the speed of the locomotive 10 is higher than 10km/h, when one of the above two conditions is met, the wheel frame control device 40 will drive and raise the wheel frame body 20, and at the same time make the first wheel body 22 and the The second wheel body 24 leaves the ground, allowing the locomotive 10 to return to a normal running state.

Referring back to Figures 2A-2B, another implementation aspect of this creation, in addition to controlling the wheel frame control device 40 through the control element 46 in the control box 41, so that the wheel frame control device 40 can be raised and lowered. Furthermore, it is possible to manually operate the lifting and lowering of the wheel frame control device 40 through a lifting operation button 166 provided on a side of a handle set 16 of the locomotive 10, thereby enhancing the driving safety of the user on the road.

The advantage of this creation is to improve the hazards that may occur in traditional slow-speed driving, such as: low-speed driving leads to the danger of swaying of the faucet, or the crisis of crash due to uneven road at low speed. The concept of auxiliary wheels enables driving Human safety can be guaranteed, and the safety of elderly drivers can be further improved, reducing the traffic hazards of locomotive drivers.

In the above-mentioned embodiment, the structure of the locomotive auxiliary wheel frame of this creation is assembled on the chassis of the locomotive through the wheel frame control device and the wheel frame body. When the wheel frame control device detects that the locomotive is driving at a low speed, the wheel frame control device The lowering of the wheel frame body is controlled, and the wheel body on the wheel frame body enables the locomotive to remain stable when driving at low speeds, which improves the driving safety of the driver.

However, the above are only the preferred embodiments of this creation, and are not used to limit the scope of implementation of this creation. For example, the equivalent changes and modifications of the shape, structure, characteristics and spirit described in the scope of the patent application for this creation are made. , Should be included in the scope of patent application for this creation.

10: Locomotive

112: Throttle switch

114: protruding piece

12: Chassis

16: handle group

162: Corresponding to the brake handle

164: Throttle Handle

166: Lifting operation button

20: Wheel frame body

22: First round body

24: second wheel body

40: Wheel frame control device

41: control box

42: Rod body

44: sleeve

Claims (10)

A structure of an auxiliary wheel frame of a locomotive, which is fixed under a chassis of a locomotive. The structure includes: a wheel frame control device, which includes a sleeve, a rod, a drive motor and a control element. One end is fixed under the chassis, one end of the rod is slidably arranged in the sleeve, the control element is arranged on one side of the sleeve, and the drive motor is relatively arranged on the other side of the sleeve. The control The element is electrically connected to the drive motor; and a wheel frame body, which is pivotally arranged under the chassis, one side of the wheel frame body is pivotally connected to the other end of the rod body, and both ends of the wheel frame body are provided with a first wheel Body and a second wheel body; wherein the control element detects a brake, an accelerator, and a speedometer of the locomotive, and the control element is based on a brake state of the brake, a throttle state of the accelerator, and the speed One watch controls the drive motor at a speed per hour, and the drive motor drives the rod body to move, so that the rod body drives the wheel frame body to rise and fall. The structure of the auxiliary wheel frame of a locomotive according to claim 1, wherein the wheel frame system is a door-shaped, inverted U-shaped or inverted V-shaped. The structure of the locomotive auxiliary wheel frame according to claim 1, wherein the wheel frame control device is connected to a speed sensor or a positioning device to detect the speed of a wheel of the locomotive and generate a speed sense corresponding to the speed per hour The signal is detected to the control element, and the control element determines whether the corresponding speed of the locomotive is lower than 10km/hr according to the speed sensing signal. The structure of the locomotive auxiliary wheel frame according to claim 1, wherein the wheel frame control device is connected to a brake sensor, and the brake sensor detects a pull force of a handle group corresponding to a brake handle of the locomotive to generate A brake signal corresponding to the brake state is sent to the control element, and the control element determines whether the brake state is an open state or a closed state according to the brake signal. The structure of the locomotive auxiliary wheel frame according to claim 1, wherein the wheel frame control device is electrically Sexually connected to a throttle switch, the throttle switch is arranged on one side of a throttle handle of a handle group of the locomotive, the throttle handle is provided with a protruding piece, the rotation of the throttle handle makes the protruding piece abut against or away from the throttle Switch to make the throttle switch generate a switch signal corresponding to the throttle state to the control element to determine whether the throttle state is a throttle open state and a throttle closed state. The structure of the locomotive auxiliary wheel frame according to claim 1, wherein the control element controls the wheel frame body according to the throttle state being a throttle closed state, the brake state being an open state and the speed is lower than 10km/h decline. The structure of the locomotive auxiliary wheel frame according to claim 1, wherein the control element controls the wheel frame body to raise according to the throttle state being a throttle open state and the speed higher than 10km/h. The structure of the locomotive auxiliary wheel frame according to claim 1, wherein the wheel frame control device controls the wheel frame body to raise according to the braking state being a closed state and the speed higher than 10km/h. The structure of the auxiliary wheel frame of the locomotive described in claim 1 further includes a lifting operation button, which is arranged on one side of a handle group of the locomotive, and the lifting operation button is used to raise or lower the wheel frame body. The structure of the auxiliary wheel frame of a locomotive according to claim 1, wherein the control element is arranged in a control box, and the control box is arranged in an accommodating space of the locomotive.

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