CN110843982B - Anti-rollover body system for multi-wheeled vehicles with double regulating wheels - Google Patents

Abstract

The invention discloses a multi-wheel vehicle rollover prevention vehicle body system with two adjusting wheels, which comprises a vehicle frame and pedals, wherein the vehicle frame is movably connected with the pedals, a supporting rod is obliquely arranged in the middle of the vehicle frame, the front end of the supporting rod is fixedly connected with a middle connecting column, two adjusting wheels are arranged at two sides of the middle connecting column at intervals in parallel, and each adjusting wheel is connected with a connecting arm; the upper end and the lower end of the middle connecting column are respectively pivoted with a movable frame, the two movable frames are arranged in parallel at intervals, the middle part of each movable frame is provided with a connecting hole, two sides of each movable frame are respectively provided with a notch groove, and a longitudinal rod is arranged in each notch groove; a side vertical rod is connected between the longitudinal rods on the same side of the two movable frames, and the end parts of the side vertical rods are provided with ball joints which are movably hinged with the middle parts of the longitudinal rods; the middle parts of the side vertical rods are fixedly connected with the upper ends of the connecting arms. The two adjusting wheels designed by the invention can incline relative to the pedal of the frame during steering, can effectively slow down the influence of centrifugal force on the vehicle body during turning, ensures stable turning, and has the characteristics of safety and practicability.

Description

Anti-rollover body system for multi-wheeled vehicles with double regulating wheels

Technical Field

The invention relates to a body system of a multi-wheeled motor vehicle or electric vehicle, in particular to a multi-wheeled vehicle anti-rollover body system with double regulating wheels.

Background technique

In the design of existing three-wheeled or more-wheeled motor and electric vehicles with dual front wheels, for the sake of driving stability, the body system generally adopts a full-load bearing structure. In this body system, the position relationship of each wheel relative to the frame will not change during driving except for steering. Although the driving is stable, the body is easily tilted due to the centrifugal force when turning, which makes the body stability relatively poor when turning, especially when the speed is too fast, and it is easy to slip and overturn, posing a great safety hazard.

Summary of the invention

In view of the above problems, the present invention designs a multi-wheeled vehicle anti-rollover body system with double adjustment wheels, which has two adjustment wheels arranged in parallel. When turning, the two adjustment wheels can tilt relative to the frame pedals to achieve roll turning. It can effectively reduce the influence of centrifugal force on the vehicle body when turning, ensure smooth turning, avoid rollover, and has the characteristics of safety and practicality.

To achieve the above object, the present invention adopts the following technical solutions:

A rollover prevention body system for a multi-wheeled vehicle with double adjustment wheels, characterized in that: it includes a frame and a pedal, the frame and the pedal are movably connected, a support rod is obliquely arranged upward in the middle of the frame, the front end of the support rod is fixedly connected to a middle connecting column, two adjustment wheels are arranged in parallel and at intervals on both sides of the middle connecting column, and each adjustment wheel is connected to a connecting arm; a movable frame is pivotally connected to the upper and lower ends of the middle connecting column, the two movable frames are arranged in parallel at intervals, a connecting hole for pivotal connection is arranged in the middle of each movable frame, a notch groove is arranged on both sides of the movable frame, and a longitudinal rod is installed in the notch groove; a side vertical rod is connected between the longitudinal rods on the same side of the two movable frames, and the end of the side vertical rod is arranged as a ball joint and movably hinged to the middle of the longitudinal rod; the middle part of the side vertical rod is fixedly connected to the upper end of the connecting arm.

Furthermore, a middle connecting shaft is respectively arranged on the upper and lower ends of the middle connecting column, and both ends of the middle connecting shaft form a pivotal structure with the connecting hole through bearings.

Furthermore, the side vertical rod is fixed to the inner side of the upper end of the connecting arm through a positioning plate, and the positioning plate is connected to the connecting arm through a plurality of bolts.

Furthermore, the movable frame is composed of a front half frame and a rear half frame of symmetrical structure; both ends of each longitudinal rod are fixedly connected to the front half frame or the rear half frame on the corresponding side by bolts.

Furthermore, the two adjustment wheels are the two front wheels of the multi-wheeled vehicle; the upper ends of the two connecting arms are provided with steering protrusions facing forward, the two steering protrusions are connected to a steering rod through a ball joint, the middle part of the steering rod is connected to a middle connecting rod through a ball joint, the upper end of the middle connecting rod is pivotally connected to the lower end of a crankshaft, the upper end of the crankshaft is fixedly connected to the operating rod, the lower end of the operating rod is movably inserted in the middle connecting column, and the upper end of the operating rod is provided with a control handle.

Furthermore, the above-mentioned two adjustment wheels are the two front wheels of the multi-wheeled vehicle, and the multi-wheeled vehicle is provided with two rear wheels, which are arranged in parallel and spaced apart on both sides of the frame, and the two rear wheels are connected to the frame through a linkage adjustment mechanism; the linkage adjustment mechanism includes a connecting middle axis, the front end of the connecting middle axis is movably pivoted to the bottom of the frame, the bottom of the connecting middle axis is movably connected to the middle part of a movable plate, and the two sides of the movable plate are respectively hinged to the front end lower part of a mounting arm; the front end of each mounting arm is hinged to the pedal, and the outer side of the rear end of the mounting arm is connected to the rear wheel on the corresponding side; a cross beam is hinged to the upper middle part of the two mounting arms; a mounting column is provided upward at the tail of the connecting middle axis, and the mounting column is movably connected to the middle part of the cross beam through a pin shaft.

Furthermore, the above-mentioned connecting center axis is provided with a connecting seat on the front side of the mounting column, and the connecting seat is hinged to the upper part of the frame through a shock absorber arranged obliquely upward.

The invention comprises a frame tilt adjustment mechanism formed by a frame movably connected to a pedal, a middle connecting column fixedly connected to a frame support rod, two movable frames pivotally connected to the middle connecting column and arranged in parallel and spaced relation up and down, longitudinal bars in notches on both sides of the movable frames, and side vertical bars connecting the longitudinal bars and connecting arms.

During the vehicle turning process, once the vehicle tilts due to the centrifugal force, the driver can use the pedals and handlebars with his hands and feet to drive the entire frame to tilt relative to the pedals by relying on the center of gravity of the human body. At this time, the frame will tilt toward the steering side relative to the pedals under the action of the inertia of the vehicle body and the force on the tires, and at the same time, the movable frame connecting the two adjusting wheel connecting arms will rotate relative to the middle connecting column, thereby adaptively realizing the lifting of the adjusting wheel on the steering side relative to the middle connecting column and the lowering of the adjusting wheel on the other side relative to the middle connecting column, so as to realize the lowering of the overall center of gravity of the vehicle body and move it inward to the turning side, thereby reducing the influence of the centrifugal force on the vehicle body when turning, ensuring smooth turning, and at the same time ensuring that people can tilt freely on the vehicle without falling, avoiding the occurrence of rollover, which is safe and practical.

Here, when the two adjustment wheels are front wheels, considering the need for steering in actual operation, the upper end of the connecting arm of the present invention is provided with a steering protrusion facing forward, and the two steering protrusions are connected to a steering rod through a ball joint, and the middle part of the steering rod is connected to the operating rod through a crankshaft. When steering is required, the driver only needs to turn the operating rod through the handle to drive the crankshaft to rotate synchronously, and the rotation of the crankshaft will cause the steering rod to swing, thereby driving the connecting arm and the two adjustment wheels to realize the linkage steering operation.

BRIEF DESCRIPTION OF THE DRAWINGS

Fig. 1 is a schematic diagram of a three-dimensional structure of the present invention;

FIG2 is a schematic diagram of the three-dimensional structure of the present invention from another perspective without rear wheels;

FIG3 is a perspective schematic diagram of a vehicle body adjustment mechanism of the present invention;

Fig. 4 is a schematic diagram of the three-dimensional structure of the movable frame of the present invention;

Fig. 5 is a schematic diagram of the three-dimensional structure of the present invention after tilting;

Fig. 6 is a second schematic diagram of the three-dimensional structure of the present invention after tilting;

Fig. 7 is a schematic diagram of the three-dimensional structure of the rear wheel linkage adjustment mechanism of the present invention.

Detailed ways

As shown in Fig. 1-6, a multi-wheeled vehicle anti-rollover body system with dual adjustment wheels includes a frame 1 and a pedal 2, wherein the frame 1 and the pedal 2 are movably connected.

A support rod 11 is arranged in the middle of the front side of the frame 1 and is inclined upward and forward. The front end of the support rod 11 is fixedly connected to a middle connecting column 12. The middle connecting column 12 is arranged inclined downward and forward. Two adjusting wheels 3 are arranged in parallel and at intervals on both sides of the middle connecting column 12. The two adjusting wheels 3 in this figure are arranged as the front wheels of the multi-wheeled vehicle, and each adjusting wheel 3 is connected to a connecting arm 31.

The rear end of the frame 1 extends from the rear side of the pedal 2, and the frame 1 is provided with at least one rear wheel 4 at the extended portion facing backward, and the extended portion is provided with a seat 5 upward. In this figure, two rear wheels 4 are provided, and in practice, one or more rear wheels can be provided as needed.

The upper and lower ends of the middle connecting column 12 are respectively pivotally connected to a movable frame 6 , and the two movable frames 6 are arranged in parallel with an interval in the upper and lower parts.

Each movable frame 6 is provided with a connecting hole 61 for pivoting in the middle. The middle connecting column 12 is provided with a middle connecting shaft 121 at the upper and lower ends respectively, and the two ends of the middle connecting shaft 121 form a pivoting structure with the front and rear of the connecting hole 61 through bearings 611.

The movable frame 6 has a notch groove 62 on both sides, and a longitudinal rod 7 is installed in the notch groove 62. The longitudinal rods 7 on the same side of the two movable frames 6 are connected to a side vertical rod 8, and the two ends of the side vertical rod 8 are set as ball joints and are hinged to the middle of the longitudinal rod 7.

The middle part of the side vertical rod 8 is fixedly connected to the upper end of the connecting arm 31. In this embodiment, the side vertical rod 8 is fixed to the inner side of the upper end of the connecting arm 31 by a positioning plate 81, and the positioning plate 81 is connected to the connecting arm 31 by four bolts 811.

Here, in consideration of the convenience of processing and assembly, the movable frame 6 is composed of a front half frame 6a and a rear half frame 6b with symmetrical structures. The two ends of each longitudinal rod 7 are fixedly connected to the front half frame 6a or the rear half frame 6b on the corresponding side by bolts 71 so that the front and rear half frames form an integral structure.

The present invention forms a frame roll adjustment mechanism through a frame 1 movably connected to a pedal 2, a middle connecting column 12 fixedly connected to a frame support rod 11, two movable frames 6 pivotally connected to the middle connecting column 12 and arranged in parallel and spaced relation up and down, longitudinal rods 7 in notches 62 on both sides of the movable frames 6, and side vertical rods 8 connecting the longitudinal rods 7 and the connecting arms 31.

Here, considering the need for steering in actual operation, steering protrusions 311 are provided on the upper ends of the two connecting arms 31 facing forward, and the two steering protrusions 311 are connected to a steering rod 91 through a ball joint. The middle part of the steering rod 91 is connected to a middle connecting rod 92 through a ball joint. The upper end of the middle connecting rod 92 is pivotally connected to the lower end of a crankshaft 93, and the upper end of the crankshaft 93 is fixedly connected to an operating rod 94. The lower end of the operating rod 94 is movably inserted in the middle connecting column 12, and the upper end of the operating rod 94 is provided with a control handle 941.

When steering is required, the driver only needs to rotate the joystick 94 through the handle 941 to drive the crankshaft 93 to rotate synchronously, and the rotation of the crankshaft 93 will cause the steering rod 91 to swing, and the swing of the steering rod 91 will drive the connecting arm 31 and the two adjusting wheels 3 to achieve a coordinated steering operation.

During the turning process of the vehicle, the vehicle will tilt due to the centrifugal force. The driver can use the pedals 2 and the handlebars 941 with his hands and feet to drive the entire frame 1 to rotate and tilt toward the steering side relative to the pedals 2 by the center of gravity of the human body. At this time, the frame 1 will tilt toward the steering side relative to the pedals 2 under the combined action of the inertia of the human body and the vehicle body and the force applied to the tires. At the same time, the movable frame 6 connecting the two adjusting wheel connecting arms 31 is adaptively rotated relative to the middle connecting column 12, so that the adjusting wheel 3a on the steering side is lifted relative to the middle connecting column 12 and the adjusting wheel 3b on the other side is lowered relative to the middle connecting column 12, so that the overall center of gravity of the vehicle body is lowered and moved inward to the turning side, thereby reducing the influence of the centrifugal force on the vehicle body when turning, ensuring a smooth turn, and ensuring that people can tilt freely on the vehicle without falling, avoiding the occurrence of rollover, and having the characteristics of safety and practicality.

Furthermore, the above two adjustment wheels 3 are the two front wheels of the multi-wheeled vehicle, and the multi-wheeled vehicle is also provided with two rear wheels 4, which are arranged in parallel and spaced apart on both sides of the frame 1, and the two rear wheels 4 are connected to the frame through a linkage adjustment mechanism, and the structure thereof is shown in FIG7 .

The linkage adjustment mechanism includes a connecting middle shaft 41, the front end of the connecting middle shaft 41 is movably pivoted to the bottom of the frame 1, the bottom of the connecting middle shaft 41 is movably connected to the middle of a movable plate 42, and both sides of the movable plate 42 are respectively hinged to the front lower part of a mounting arm 43; the front end of each mounting arm 43 is hinged to the pedal 2, and the rear end of the mounting arm 43 is connected to the rear wheel 4 on the corresponding side. A crossbeam 44 is hinged to the upper middle part of the two mounting arms 43. A mounting column 411 is arranged upward at the tail of the connecting middle shaft 41, and the mounting column 411 is movably connected to the middle of the crossbeam 44 through a pin shaft.

The linkage adjustment mechanism of the above two rear wheels 4 also has a roll steering function. During the vehicle turning process, once the vehicle tilts due to the centrifugal force, the frame 1 will rotate the mounting arms 43 corresponding to the two rear wheels 4 relative to the connecting middle shaft 41 under the action of the vehicle body inertia and the tire force, thereby adaptively lifting the rear wheel 4 on the steering side relative to the frame 1 and lowering the rear wheel 4 on the other side relative to the frame 1. The linkage adjustment mechanism cooperates with the roll adjustment mechanism of the two adjustment wheels 3 to lower the center of gravity of the frame 1 and move it inward to the turning side, thereby reducing the influence of the centrifugal force on the vehicle body when turning, performing a roll turn toward the turning side, ensuring a smooth turn, and avoiding rollover, which is safe and practical.

Here, in order to further improve the driving comfort, the connecting middle shaft 41 is provided with a connecting seat 412 on the front side of the mounting column 411, and the connecting seat 412 is hinged to the upper part of the frame 1 through a shock absorber 45 arranged obliquely upward. The structural setting of the shock absorber 45 can reduce the influence of the rear wheel fluctuation on the frame 1, and can effectively improve the driving comfort.

The two adjustment wheels 3 in the above figure are only used as the front wheels of the multi-wheeled vehicle for illustration. In practice, the two adjustment wheels 3 can also be set as the rear wheels of the multi-wheeled vehicle. Because their structure and working principle are the same as those in the above example, they will not be described again here. When used as rear wheels, the corresponding front wheels can be set as one, two or more. And when used as rear wheel structures, there is no need to set a corresponding steering mechanism on them.

The above description is only a preferred embodiment of the present invention and does not limit the present invention in any form. Any simple modification, equivalent change or modification made to the above embodiments based on the technical principle of the present invention still falls within the scope of the technical solution of the present invention.

Claims (5)

The two wheels are connected to each other with a plurality of wheels, each of which has a plurality of adjustment holes, each of which has a plurality of adjustment holes. A steering rod, the middle part of the steering rod is connected to a middle connecting rod through a ball joint, the upper end of the middle connecting rod is pivotally connected to the lower end of a crankshaft, the upper end of the crankshaft is fixedly connected to the operating rod, the lower end of the operating rod is movably inserted in the middle connecting column, and the upper end of the operating rod is provided with a control handle; the multi-wheeled vehicle is provided with two rear wheels, the two rear wheels are arranged in parallel and spaced on both sides of the frame, and the two rear wheels are connected to the frame through a linkage adjustment mechanism; the linkage adjustment mechanism includes a connecting middle shaft, the front end of the connecting middle shaft is movably pivoted with the bottom of the frame, the bottom of the connecting middle shaft is movably connected to the middle part of a movable plate, and the two sides of the movable plate are respectively hinged to the front end lower part of a mounting arm; the front end of each side mounting arm is hinged to the pedal, and the rear end outer side of the mounting arm is connected to the rear wheel on the corresponding side; a cross beam is hinged to the middle upper part of the two mounting arms; a mounting column is provided upward at the tail of the connecting middle shaft, and the mounting column is movably connected to the middle part of the cross beam through a pin shaft. 2. A multi-wheeled vehicle anti-rollover body system with double adjustment wheels as described in claim 1, characterized in that: a middle connecting shaft is respectively provided on the upper and lower ends of the middle connecting column, and both ends of the middle connecting shaft form a pivot structure with the connecting hole through bearings. 3. A multi-wheeled vehicle anti-rollover body system with double adjustment wheels as described in claim 1, characterized in that: the side vertical rod is fixed to the inner side of the upper end of the connecting arm through a positioning plate, and the positioning plate is connected to the connecting arm through a plurality of bolts. 4. A multi-wheeled vehicle anti-rollover body system with double adjustment wheels as described in claim 1, characterized in that: the movable frame is composed of a front half frame and a rear half frame with symmetrical structures; the two ends of each of the longitudinal rods are fixedly connected to the front half frame or the rear half frame on the corresponding side by bolts. 5. A multi-wheeled vehicle anti-rollover body system with double adjustment wheels as described in any one of claims 1 to 4, characterized in that: the connecting central axis is provided with a connecting seat on the front side of the mounting column, and the connecting seat is hinged to the upper part of the frame through a shock absorber arranged obliquely upward.