Electric side mirror and vehicle using electric side mirror

Abstract

Electric side stand and vehicle using electric side stand belong to the technical field of motorcycle and electric vehicle parking auxiliary device, including transmission mechanism (24), which is connected between motor (22) and side stand leg (3) to transmit torque of motor (22) to side stand leg (3); transmission mechanism (24) includes worm (240) and output gear (246), worm (240) is driven to rotate by motor (22), and speed reduction transmission path is formed between worm (240) and output gear (246); transmission mechanism (24) further includes damping matching structure, which is connected in series in speed reduction transmission path; rigid transmission path of reverse overload torque to motor side is effectively cut off, so that operator can only overcome sliding friction of damping sheet to complete emergency folding and unfolding of side stand leg. While realizing electric folding and unfolding and manual emergency dual-mode compatibility, potential failure risk of motor rotor sweep bore or internal gear burst caused by manual brute force operation is fundamentally eliminated.

Description

Technical Field

[0001] This invention relates to the field of parking assist devices for motorcycles and electric vehicles, and particularly to electric side stands and vehicles using electric side stands. Background Technology

[0002] When motorcycles or electric vehicles are parked, they typically rely on side stands—commonly known in the industry as side kickstands—to maintain stability while the vehicle is tilted. Traditional side kickstands are mostly purely mechanical and manual structures. The rider needs to hook the side kickstand leg out with their foot and step on it to the ground after parking, and then kick it back into position with the back of their foot when starting.

[0003] However, with the increasing popularity of large-displacement touring motorcycles and heavy-duty scooters, the aforementioned manual operation method has revealed several inconveniences. On the one hand, the increased vehicle weight necessitates a larger preload on the side stand return spring, making it difficult for the rider to smoothly hook it up using only the instep, and even leading to slippage on wet surfaces. On the other hand, when parking on slopes or under heavy loads, the manual side stand lacks electrical interlock protection with the vehicle's movement. If the rider forgets to retract the side stand before shifting gears and starting, the vehicle is highly susceptible to loss of control when turning due to the side stand touching the ground.

[0004] To address the aforementioned issues, some high-end models have attempted to introduce electric side stands and vehicle technologies using electric side stands. The core idea is to use a motor to drive a reduction gear set, which in turn drives the side stand legs to achieve electric retraction and extension. However, in actual vehicle use, existing electric side stands and vehicle solutions using electric side stands still face two prominent engineering challenges: Firstly, there is the interference issue between the motor drive link and manual emergency operation. In existing electric side stand systems and vehicles using them, the transmission link between the motor output shaft and the side stand leg is mostly a rigid connection. Once the vehicle's electronic control system fails or the entire vehicle loses power, the side stand leg will be stuck in its current position. If, at this time, one attempts to manually retract or extend the side stand leg by stepping on it, the huge reverse torque will directly impact the motor rotor along the gear link, causing minor damage such as gear breakage or, in severe cases, motor damage and failure.

[0005] Secondly, there is a conflict between spatial layout and modular maintenance. The transmission gears, sensors, and other components of existing electric side stands and vehicles using electric side stands are often scattered at different points on the frame. This not only occupies the already limited under-mount space, but also requires the removal of a large number of cover parts during after-sales replacement, resulting in high maintenance costs.

[0006] Therefore, the market urgently needs an electric side stand that can be electrically operated and manually operated without damaging the transmission mechanism in the absence of electricity, and has a compact structure that is easy to assemble in a modular fashion, as well as a vehicle mechanism that uses an electric side stand. Summary of the Invention

[0007] The technical problem to be solved by the present invention is to overcome the shortcomings of the prior art and provide an electric side stand and a vehicle using an electric side stand. The aim is to solve the problem that when the side stand is manually moved, the reverse torque directly impacts the motor rotor, which can easily cause rotor rubbing or gear breakage when the motor fails or the whole vehicle is powered off.

[0008] To achieve the above-mentioned objective, a first aspect of the present invention provides an electrically operated side brace, comprising: Fixed base; The side support leg is rotatably connected to the fixed base; The motor is fixed to the mounting base; A transmission mechanism is connected between the motor and the side support leg to transmit the torque of the motor to the side support leg; The transmission mechanism includes a worm gear and an output gear. The worm gear is driven to rotate by the motor, and a speed reduction transmission path is formed between the worm gear and the output gear. The transmission mechanism also includes a damping engagement structure, which is connected in series in the deceleration transmission path; The damping engagement structure has a torque transmission threshold and is configured to maintain synchronous rotation when the transmitted torque is below the torque transmission threshold and to allow relative rotation when the transmitted torque exceeds the torque transmission threshold.

[0009] Optionally, the transmission mechanism further includes a transmission gear located between the worm and the output gear in the reduction transmission path; The damping fit structure includes a damping plate sleeved on the rotating shaft of the transmission gear, and a transmission gear ring sleeved on the outer periphery of the damping plate. The transmission ring gear is used to receive the input torque from one side of the worm gear, and the transmission gear is used to output torque to the output gear.

[0010] Optionally, the transmission mechanism further includes a first compound gear having a first tooth portion that meshes with the worm gear and a second tooth portion that meshes with the transmission gear ring.

[0011] Optionally, the transmission mechanism further includes a second compound gear having a third tooth portion that meshes with the transmission gear and a fourth tooth portion that meshes with the output gear.

[0012] Optionally, the side support leg is rotatably connected to the fixed base by a support leg bolt. One end of the support leg bolt is provided with a support leg drive component. The support leg drive component is circumferentially fixedly connected to the side support leg, and the support leg drive component is circumferentially fixedly connected to the output gear.

[0013] Optionally, the support leg drive component and the side support leg are engaged by a snap-fit ​​connection.

[0014] Optionally, it also includes an angle sensor, which is installed in the transmission mechanism and the detection end of the angle sensor is connected to the output gear to obtain the rotational position signal of the side support leg.

[0015] Optionally, the transmission mechanism further includes a housing, which is fixed to the fixed base. The first compound gear, the transmission gear, and the second compound gear are all rotatably supported inside the housing, and the angle sensor is fixed inside the housing. Optionally, the housing is fixedly mounted to the mounting base by bolts.

[0016] Optionally, the worm gear and the driven gear in the reduction transmission path form a self-locking engagement to prevent the external force borne by the side support leg from driving the motor in the reverse direction.

[0017] A second aspect of the present invention provides a vehicle using an electric side stand, including the electric side stand.

[0018] The beneficial effects of this invention are: 1. The electric side stand and the vehicle using the electric side stand of this invention incorporate a damping mechanism in series in the reduction transmission path from the motor to the output gear. This damping mechanism has a defined torque transmission threshold. In normal electric drive mode, the torque transmitted by the motor is lower than this threshold, and the damping mechanism acts as a rigid whole, ensuring that the side stand leg can be accurately and smoothly driven to the retracted or supported position. In the event of a motor failure or a vehicle battery depletion requiring manual operation of the side stand leg, the external reverse torque applied to the side stand leg will exceed the torque transmission threshold. At this point, relative rotational slippage is allowed within the damping mechanism. This effectively cuts off the rigid transmission path of the reverse overload torque to the motor side, allowing the operator to complete the emergency retraction and extension of the side stand leg simply by overcoming the sliding friction of the damping plate. While achieving compatibility with both electric retraction and manual emergency modes, it fundamentally eliminates the potential failure risk of motor rotor rubbing or internal gear breakage due to manual brute force operation.

[0019] 2. The electric side stand and the vehicle using the electric side stand of the present invention achieve multi-stage reduction and torque increase within a very limited internal space of the housing by introducing a double gear structure of a first compound gear and a second compound gear in the transmission mechanism. This allows the electric side stand and the vehicle using the electric side stand to be compatible with micro DC motors with high power density. Furthermore, the worm gear meshing structure at the front end of the first compound gear naturally possesses reverse self-locking characteristics. Even if the damping engagement structure is in a slipping state, the road reaction force or manual prying force borne by the side stand leg cannot reverse the rotation of the motor, further improving the fault tolerance and reliability of the system under abnormal operating conditions. Attached Figure Description

[0020] Figure 1 This is an overall schematic diagram of the electric side stand of the present invention and the vehicle using the electric side stand; Figure 2 This is a schematic diagram of the structure of the electric side support of the present invention and the vehicle using the electric side support after the shell is opened; Figure 3 This is a schematic diagram of the electric side stand of the present invention and the motor and transmission mechanism of the vehicle using the electric side stand; Figure 4 This is a partially enlarged schematic diagram of the electric side stand and the transmission mechanism of a vehicle using the electric side stand according to the present invention. Figure 5 This is a schematic diagram of the structure between the electric side support of the present invention and the motor, transmission mechanism and support leg bolts of the vehicle using the electric side support; Figure 6 This is a schematic diagram of the structure of the electric side support of the present invention and the output gear and support leg bolt of the vehicle using the electric side support; Figure 7 This is a schematic diagram of the electric side support of the present invention and the damping plate installation structure of the vehicle using the electric side support; Figure 8 This is a schematic diagram of the electric side support of the present invention and the mounting structure of the fixed seat and side support leg of the vehicle using the electric side support.

[0021] Explanation of reference numerals in the attached figures: 1. Fixed base; 21. Housing; 22. Motor; 23. Angle sensor; 24. Transmission mechanism; 240. Worm gear; 241. First compound gear; 242. Transmission gear ring; 243. Damping plate; 244. Transmission gear; 245. Second compound gear; 246. Output gear; 25. Leg bolt; 251. Leg drive component; 3. Side support leg.

[0022] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0023] It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

[0024] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection, a direct connection, or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0025] Example 1 Reference Figures 1-8 This invention provides an embodiment of an electric side stand and a vehicle using the electric side stand. The electric side stand and the vehicle using the electric side stand are mounted on a fixed base 1. The fixed base 1 serves as a load-bearing frame, with one side fastened to the frame mounting point by bolts, and the other side extending outwards with a lug structure. The upper end of the side stand leg 3 is clamped between this lug structure and is rotatably connected to the fixed base 1 by a through-type support leg bolt 25. To achieve seamless compatibility between electric drive and manual emergency operation within the limited space at the bottom of the frame, this application houses the power source, reduction and torque boosting link, and signal feedback element within a housing 21. This housing 21 is also bolted to the side of the fixed base 1, thus making the entire transmission mechanism 24 a modular assembly, facilitating pre-assembly on the production line and after-sales replacement.

[0026] The motor 22 serves as the power source, and its housing is rigidly fixed to the bottom of the inner cavity of the housing 21. The output shaft of the motor 22 extends into the gear cavity of the housing 21, and a worm gear 240 is directly press-fitted onto the shaft or connected via a key. (Reference) Figure 2 The diagram illustrates the local transmission relationship. The helical teeth of the worm gear 240 directly mesh with the lower large gear ring of the first compound gear 241, and this meshing constitutes the first link in the speed reduction transmission path.

[0027] In this embodiment, the first compound gear 241 is a rotating component with two rings of teeth stacked axially. Its first tooth (i.e., the larger lower helical gear) receives the torque input from the worm gear 240; its second tooth (i.e., the smaller upper spur gear) continues to transmit power to the next stage. It should be noted that, due to the large lead angle matching relationship between the worm gear 240 and the first tooth of the first compound gear 241, a mechanical self-locking fit is naturally formed at this point. That is, when the external reaction force from the side support leg 3 attempts to reverse the rotation of the output gear 246, no matter how large the force is, it will be cut off here and cannot drive the motor 22 to rotate in the reverse direction. Therefore, it protects the internal gearbox of the motor 22 and ensures that, in the manual operation condition mentioned later, the operator only needs to overcome the resistance of a specific link in the transmission link, without having to fight against the static holding torque of the motor 22.

[0028] The second tooth of the first compound gear 241 further meshes with the transmission gear ring 242. The transmission gear ring 242 has a different structure from conventional rigid gears. The central hole of the transmission gear ring 242 does not directly lock the transmission shaft, but is floatingly fitted onto the rotating shaft of the transmission gear 244 through an Ω-shaped damping plate 243 as a medium. The inner ring of the damping plate 243 has a slight interference fit with the shoulder of the transmission gear 244, while the inner wall of the transmission gear ring 242 wraps around the outer edge of the damping plate 243.

[0029] The transmission gear ring 242, damping plate 243, and transmission gear 244 together form a damping engagement structure. This structure is connected in series in the reduction transmission path between the worm gear 240 and the output gear 246. When the motor 22 is operating normally, the torque output by the motor 22 is amplified by the worm gear 240 and the first compound gear 241 before being transmitted to the transmission gear ring 242. Since the applied circumferential force is insufficient to overcome the static friction between the damping plate 243 and the shoulder of the transmission gear 244, this damping engagement structure behaves as a rigid whole, and the transmission gear ring 242 will drive the transmission gear 244 to rotate synchronously through the damping plate 243. This demonstrates the torque transmission threshold of this structure within the normal operating range: the transmitted torque is below the threshold, maintaining synchronous rotation.

[0030] Next, the transmission gear 244 meshes with the lower large gear ring (third tooth portion) of the second compound gear 245. The second compound gear 245 is also a double gear structure, and its upper fourth tooth portion eventually meshes with the output gear 246. The output gear 246, as the end actuator of the entire transmission mechanism 24, has a shaped hole in its center, which forms a circumferential fixed engagement with the support leg drive component 251 at the end of the support leg bolt 25. In this embodiment, the support leg drive component 251 is machined into a flat square head structure with a notch, and correspondingly, a matching groove is opened at the upper end of the side support leg 3. When the support leg bolt 25 is inserted and the nut is tightened, the support leg drive component 251 is deeply embedded in the groove of the side support leg 3, so that the rotation of the output gear 246 can be converted into the swing of the side support leg 3 around the fixed seat 1 without any gap, thereby performing the support of the ground or the retraction towards the inside of the frame.

[0031] When the vehicle starts and is engaged in gear to prepare for driving, the vehicle controller issues a command to retract the side support. At this time, the motor 22 is energized and begins to rotate in the forward direction. The magnetic field established by the current in the windings drives the rotor to rotate, and the worm gear 240 at the rotor shaft end then actuates the first compound gear 241. The speed of the first compound gear 241 has decreased significantly compared to the motor 22, but the torque is initially increased. The increased torque continues to actuate the transmission gear ring 242 via the second tooth. As mentioned earlier, because the load at this time is only the rotational inertia of the side support leg 3 itself and the spring tension, it is far from reaching the torque transmission threshold of the damping engagement structure. The transmission gear ring 242 and the transmission gear 244 are like one unit, driving the second compound gear 245 to rotate. The second compound gear 245 amplifies the torque again and reduces the speed, finally driving the output gear 246 to pull the support leg drive component 251, so that the side support leg 3 retracts smoothly upward. When the side support leg 3 is retracted to be close to the bottom of the frame, the detection end of the angle sensor 23 fixed inside the housing 21 is coaxially connected to one end of the output gear 246, thereby capturing the current rotation position signal of the side support leg 3 and feeding it back to the controller, which then cuts off the power to the motor 22.

[0032] When the vehicle needs support while parked, the above flow direction is reversed, the motor 22 supplies power in reverse, the side support leg 3 extends downward until it contacts the ground, and the angle sensor 23 stops supplying power after detecting that it has reached the target position.

[0033] In extreme cases such as motor 22 unexpectedly jamming or the entire vehicle losing power, the rider can simply step on the pedal or manually pull up the side stand leg 3. During manual intervention, the external torque applied to the end of the side stand leg 3 is transmitted in the reverse direction via the stand leg drive component 251 to the output gear 246, and then further in the reverse direction to the transmission gear 244. At this time, the reverse torque on the transmission gear 244 increases sharply, quickly exceeding the torque transmission threshold between the inner ring of the damping plate 243 and the shoulder of the transmission gear 244. The inner ring of the damping plate 243 begins to rotate and slip relative to the rotating shaft surface of the transmission gear 244, while the transmission gear ring 242 and the outer ring of the damping plate 243 remain in a silent, synchronous contact state. The mechanism that allows relative rotation releases the reverse load, ensuring that the force applied by the rider is only used to overcome the sliding friction between the inner ring of the damping plate 243 and the shoulder of the transmission gear 244, as well as the gravitational torque of the side support leg 3 itself, without forcibly transmitting the huge impact torque to the first compound gear 241 and the worm gear 240. Simultaneously, the self-locking characteristic of the worm gear 240 ensures that the reverse force flow will absolutely not disturb the rotor of the motor 22. Thus, emergency retraction and extension of the side support leg 3 in the absence of power are achieved, while completely eliminating the risk of motor 22 rubbing or gear breakage due to manual forceful manipulation.

[0034] It should be understood that although the damping engagement structure in the aforementioned transmission mechanism 24 relies on the frictional damping between the inner ring of the damping plate 243 and the shoulder of the transmission gear 244 to achieve torque threshold control, in a variation, the damping plate 243 can also be replaced by a combination of a disc spring and a friction plate, or by a torque limiter with an elastic pawl.

[0035] Furthermore, in an alternative implementation, the number of gear stages inside the transmission mechanism 24 can be increased or decreased according to the actual vehicle layout space. Preferably, at least one compound gear stage between the worm gear 240 and the output gear 246 is retained to achieve a higher reduction ratio within the compact housing 21. The angle sensor 23 is preferably a non-contact Hall sensor; alternatively, the angle sensor 23 can also be replaced with a sliding rheostat-type position sensor, as long as its detection end can rotate synchronously with the output gear 246.

[0036] Example 2 This embodiment provides a vehicle using an electric side stand, such as an electric bicycle or motorcycle. The vehicle using the electric side stand includes a frame and an electric side stand as described in Embodiment 1, mounted on the lower part of the frame. Due to the adoption of the aforementioned electric side stand, the vehicle can automatically deploy the side stand when parking and automatically retract it when starting. Furthermore, it has an overload protection function when the side stand encounters an obstacle, effectively improving the vehicle's intelligence level and safety.

[0037] The above description is merely a preferred embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural or procedural transformations made based on the content of the present invention's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of the present invention.

Claims

1. An electric side brace, comprising: Fixed base (1); The side support leg (3) is rotatably connected to the fixed base (1); The motor (22) is fixed to the mounting base (1); The transmission mechanism (24) is connected between the motor (22) and the side support leg (3) to transmit the torque of the motor (22) to the side support leg (3). The transmission mechanism (24) includes a worm (240) and an output gear (246). The worm (240) is driven to rotate by the motor (22), and a deceleration transmission path is formed between the worm (240) and the output gear (246). Its features are: The transmission mechanism (24) further includes a damping engagement structure, which is connected in series in the deceleration transmission path; The damping engagement structure has a torque transmission threshold and is configured to maintain synchronous rotation when the transmitted torque is below the torque transmission threshold and to allow relative rotation when the transmitted torque exceeds the torque transmission threshold.

2. The electric side brace according to claim 1, characterized in that, The transmission mechanism (24) further includes a transmission gear (244), which is located between the worm (240) and the output gear (246) in the deceleration transmission path; The damping fit structure includes a damping plate (243) sleeved on the rotating shaft of the transmission gear (244), and a transmission gear ring (242) sleeved on the outer periphery of the damping plate (243). The transmission ring (242) is used to receive the input torque from the worm (240) side, and the transmission gear (244) is used to output torque to the output gear (246) side.

3. The electric side brace according to claim 2, characterized in that, The transmission mechanism (24) further includes a first compound gear (241), which has a first tooth portion that meshes with the worm (240) and a second tooth portion that meshes with the transmission gear ring (242).

4. The electric side brace according to claim 3, characterized in that, The transmission mechanism (24) further includes a second compound gear (245), which has a third tooth portion that meshes with the transmission gear (244) and a fourth tooth portion that meshes with the output gear (246).

5. The electric side brace according to claim 1, characterized in that, The side support leg (3) is rotatably connected to the fixed base (1) by a support leg bolt (25). One end of the support leg bolt (25) is provided with a support leg drive (251). The support leg drive (251) is circumferentially fixedly connected to the side support leg (3), and the support leg drive (251) is circumferentially fixedly connected to the output gear (246).

6. The electric side brace according to claim 5, characterized in that, The leg drive component (251) and the side support leg (3) are engaged by a snap-fit ​​mechanism.

7. The electric side brace according to claim 4, characterized in that, It also includes an angle sensor (23), which is installed in the transmission mechanism (24), and the detection end of the angle sensor (23) is connected to the output gear (246) to obtain the rotation position signal of the side support leg (3).

8. The electric side brace according to claim 7, characterized in that, The transmission mechanism (24) also includes a housing (21), which is fixed to the fixed base (1). The first compound gear (241), the transmission gear (244), and the second compound gear (245) are all rotatably supported inside the housing (21), and the angle sensor (23) is fixed inside the housing (21). The housing (21) is fixedly installed on the mounting base (1) by bolts.

9. The electric side brace according to claim 1, characterized in that, The worm gear (240) and the driven gear in the reduction transmission path form a self-locking engagement to prevent the external force borne by the side support leg (3) from driving the motor (22) in the reverse direction.

10. A vehicle using an electric side stand, characterized in that, Includes the electric side brace as described in any one of claims 1 to 9.

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