Tire abrasion prevention structure of electric camping car

Abstract

The utility model discloses an electric camping car tire abrasion prevention structure which comprises a folding car body, two direction wheels are arranged at one end of the folding car body, directional wheels are arranged at the other end of the folding car body, a direction rod is further rotationally arranged at the end, provided with the direction wheels, of the folding car body, each direction wheel is provided with a wheel swing arm, and a transmission rod is connected between the two wheel swing arms. The distance between the two wheel swing arms is smaller than or larger than the distance between the two directional wheel rotating shafts, the direction rod is rotationally connected with the middle of the transmission rod, and the direction rod controls the transmission rod to move left and right. Therefore, an Ackerman steering principle is utilized on the folding vehicle body, and the folding vehicle body is turned. The friction with the ground can be reduced, the abrasion of the wheels is reduced, the service life of the wheels is effectively prolonged, meanwhile, the friction force is reduced, turning is smoother, and the follow-up development possibility of the electric camping car is effectively improved.

Description

Technical Field

[0001] The utility model relates to the technical field of camping vehicles, in particular to an anti-wear tire structure for electric camping vehicles. Background Art

[0002] A camper van is a foldable, towable cargo vehicle. It is widely used in transporting things because it is easy to use, can carry cargo, is easy to store, and saves time and effort. It is now often used in outdoor activities or short-distance transportation.

[0003] Existing camping cars usually adopt the method of universal front wheels and fixed rear wheels. The universal method can improve the steering convenience and labor saving of camping cars, but universal wheels are more suitable for vehicles with light loads. Once the load is heavy, there is a risk of difficulty in controlling the direction, especially in some inclined uphill sections. Under the influence of sliding force, the vehicle body will always be in a downward sliding state. Universal wheels are suitable for use on flat roads. Once used on uneven roads, they are easily squeezed by the road surface and shake. For this reason, a structure of fixed wheel steering is also designed in the prior art. That is, the universal wheel is changed to the same structure as the rear wheel fixed wheel. The difference from the rear wheel fixed wheel is that the front wheel fixed wheel can rotate horizontally to achieve steering. The steering is controlled by a connecting rod. The connecting rod is connected to the direction rod. The left and right displacement of the connecting rod is controlled by the swing or rotation of the direction rod. The connecting rod then controls the rotation of the front wheel fixed wheel. This method can effectively avoid the above situation. However, this method will cause the outer wheel to have heavier tire wear when turning, resulting in a short service life of the wheel. In addition, due to the greater friction with the ground when turning, turning will be more difficult.

[0004] Therefore, it is urgent to design an anti-wear tire structure for an electric camper to overcome the above-mentioned deficiencies of one or more prior arts. Utility Model Content

[0005] The technical solution adopted by the utility model to solve the above technical problems is: an anti-wear tire structure for an electric camping vehicle, characterized in that it includes: a folding body, one end of the folding body is provided with a steering wheel, and the other end is provided with a directional wheel, the end of the folding body provided with the steering wheel is also rotatably provided with a steering rod, the steering rod can be horizontally rotated in situ, two steering wheels are provided, each of the steering wheels is provided with a wheel swing arm, a transmission rod is connected between the two wheel swing arms, the spacing between the two wheel swing arms is less than or greater than the spacing between the two steering wheel rotation axes, the steering rod is rotatably connected to the middle part of the transmission rod, and the steering rod controls the left and right movement of the transmission rod.

[0006] In a preferred embodiment, the steering wheel is provided with a fork, the steering wheel is located in the fork and is rotatably connected to the fork, and the wheel swing arm is provided on a side of the fork facing the directional wheel.

[0007] In a preferred embodiment, a direction swing arm is fixedly connected to the bottom of the direction rod, and the direction rod is rotationally connected to the transmission rod through the direction swing arm.

[0008] In a preferred embodiment, the transmission rod can be folded from the middle, and both ends of the transmission rod can rotate around the middle respectively.

[0009] In a preferred embodiment, the connection point between the transmission rod and the wheel swing arm is located on a straight line from the rotation axis of the steering wheel to the center of the distance between the two directional wheels.

[0010] In a preferred embodiment, one end of the direction rod provided with the direction swing arm is also provided with a folding structure, and the direction rod is vertically rotated through the folding structure.

[0011] In a preferred embodiment, a limiting member for limiting the rotation angle of the steering wheel is provided on one end of the steering swing arm or on the wheel fork at the connection between the folding vehicle body and the steering wheel or on the steering rod.

[0012] The beneficial effect of the utility model is that the connection point between the wheel swing arm and the transmission rod is set at the interval center between the wheel fork rotating shaft and the two directional wheels, so as to realize the use of the Ackerman steering principle on the folding vehicle body, so that when turning, the friction with the ground can be reduced, the wear of the wheel can be reduced, and the service life of the wheel can be effectively improved. At the same time, the reduction of friction makes the turning smoother, which effectively improves the subsequent development possibility of the electric camper. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 It is a schematic diagram of the structure of the utility model;

[0014] Figure 2 This is a schematic diagram of the structure of the direction wheel of the utility model;

[0015] Figure 3 It is a schematic diagram of the steering wheel rotation angle of the utility model.

[0016] In the figure:

[0017] 10. Folding body; 11. Steering wheel; 12. Fixed wheel; 13. Steering rod; 14. Wheel swing arm; 15. Transmission rod; 16. Wheel fork; 17. Folding structure; 18. Limiting piece; 19. Steering swing arm. DETAILED DESCRIPTION

[0018] In order to make the above-mentioned purposes, features and advantages of the utility model more obvious and easy to understand, the specific implementation methods of the utility model are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the utility model. However, the utility model can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the utility model, so the utility model is not limited by the specific embodiments disclosed below.

[0019] In the description of the embodiments of the present utility model, it should be noted that, unless otherwise clearly specified and limited, the terms, "connection" and "installation" should be understood in a broad sense. For example, "connection" can be a detachable connection or a non-detachable connection; it can be a direct connection or an indirect connection through an intermediate medium. In addition, "connection" can be a direct connection or an indirect connection through an intermediate medium. Among them, "fixed" means that they are connected to each other and the relative position relationship after connection remains unchanged. The directional terms mentioned in the embodiments of the present utility model, such as "inside", "outside", "top", "bottom", etc., are only reference to the directions of the accompanying drawings. Therefore, the directional terms used are for better and clearer explanation and understanding of the embodiments of the present utility model, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the embodiments of the present utility model.

[0020] In the embodiments of the present invention, the terms "first" and "second" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features.

[0021] In the embodiment of the present invention, "and / or" is only a description of the association relationship of the associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the associated objects before and after are in an "or" relationship.

[0022] References to "one embodiment" or "some embodiments" etc. described in this specification mean that one or more embodiments of the utility model include specific features, structures or characteristics described in conjunction with the embodiment. Therefore, the statements "in one embodiment", "in some embodiments", "in some other embodiments", "in some other embodiments", etc. that appear in different places in this specification do not necessarily refer to the same embodiment, but mean "one or more but not all embodiments", unless otherwise specifically emphasized in other ways. The terms "including", "comprising", "having" and their variations all mean "including but not limited to", unless otherwise specifically emphasized in other ways. Therefore, the utility model is not limited to the specific embodiments disclosed below.

[0023] like Figure 1-Figure 3 As shown, the utility model provides an anti-wear tire structure for an electric camping vehicle, characterized in that it includes: a folding body 10, one end of the folding body 10 is provided with a direction wheel 11, and the other end is provided with a directional wheel 12, the end of the folding body 10 provided with the direction wheel 11 is also rotatably provided with a direction rod 13, the direction rod 13 can be horizontally rotated in situ, there are two direction wheels 11, each of the direction wheels 11 is provided with a wheel swing arm 14, a transmission rod 15 is connected between the two wheel swing arms 14, the spacing between the two wheel swing arms 14 is less than or greater than the spacing between the rotation axes of the two direction wheels 11, the direction rod 13 is rotatably connected to the middle part of the transmission rod 15, and the direction rod 13 controls the left and right movement of the transmission rod 15.

[0024] Specifically, the rear end of the folding body 10 is provided with two fixed wheels 12, and the front end is provided with two direction wheels 11. The fixed wheels 12 cannot rotate horizontally, but the direction wheels 11 can rotate horizontally to control the direction of travel of the folding body 10. A direction rod 13 is also connected to one end of the folding body 10 where the direction wheels 11 are provided. The direction rod 13 can rotate horizontally in situ, and each direction wheel 11 is provided with a wheel swing arm 14 extending horizontally. A transmission rod 15 is rotatably connected between the two wheel swing arms 14. The bottom of the direction rod 13 is rotatably connected to the transmission rod 15. When the direction rod 13 rotates, the transmission rod 15 is driven to move left and right, and the transmission rod 15 drives the two direction wheels 11 to rotate left and right at the same time. In order to avoid the inner steering wheel 11 and the outer steering wheel 11 from rotating at the same angle when turning, the spacing between the two wheel swing arms 14 needs to be smaller than or larger than the spacing between the rotation axes of the two steering wheels 11, wherein the rotation axis is an axis for realizing the horizontal rotation of the steering wheel 11, so that the two steering wheels 11 are driven by the transmission rod 15 to rotate at different angles, and the rotation angle of the inner steering wheel 11 is always larger than the rotation angle of the outer steering wheel 11 when turning, so as to realize the Ackerman steering principle, thereby reducing the wear of the steering wheel 11 when turning. At the same time, due to the reduced friction between the steering wheel 11 and the ground, the folding body 10 is smoother and more labor-saving when turning.

[0025] Furthermore, the steering wheel 11 is provided with a wheel fork 16, the steering wheel 11 is located in the wheel fork 16 and is rotatably connected to the wheel fork 16, and the wheel swing arm 14 is provided on a side of the wheel fork 16 facing the directional wheel 12;

[0026] Specifically, the steering wheel 11 is rotatably connected to the folding body 10 through a fork 16. The fork 16 can be a straight fork type or a slanted fork type. The slanted fork means that the rotation axis of the fork 16 and the rotation axis of the wheel are not on the same vertical line. At the same time, in order to improve the overall aesthetics and avoid exposure of the transmission rod 15, the wheel swing arm 14 is arranged on the side of the fork 16 facing the directional wheel 12, so that the transmission rod 15 is located below the folding body 10.

[0027] Furthermore, the connection point between the transmission rod 15 and the wheel swing arm 14 is located on a straight line from the rotation axis of the steering wheel 11 to the center of the distance between the two directional wheels 12;

[0028] Specifically, in this embodiment, the distance between the two wheel swing arms 14 is preferably smaller than the distance between the rotation axes of the two directional wheels 11. Under this solution, it is only necessary for the connection point between the transmission rod 15 and the wheel swing arm 14 to be located on a straight line from the rotation axis of the wheel fork 16 to the center of the distance between the two directional wheels 12. The principle is simple to apply and is 100% Ackerman.

[0029] Furthermore, in this embodiment, a direction swing arm 19 is fixedly connected to the bottom of the direction rod 13, and the direction rod 13 is rotatably connected to the transmission rod 15 through the direction swing arm 19;

[0030] Specifically, a direction swing arm 19 is fixedly connected to the bottom of the direction rod 13, and the direction swing arm 19 is rotatably connected to the transmission rod 15. When the direction rod 13 rotates, the direction swing arm 19 will swing left and right, and the direction swing arm 19 will drive the transmission rod 15 to move left and right, thereby driving the two direction wheels 11 to rotate. Through the setting of the direction swing arm 19, the rotational motion is converted into left and right reciprocating motion.

[0031] Furthermore, the transmission rod 15 can be folded from the middle, and both ends of the transmission rod 15 can rotate around the middle respectively;

[0032] Specifically, due to the adoption of the Ackermann turning principle, the rotation angles of the two steering wheels 11 are inconsistent. At this time, the connection point between the transmission rod 15 and the wheel swing arm 14 will change position, while the connection point between the steering swing arm 19 and the transmission rod 15 will not change, which will cause the transmission rod 15 to be restricted by the steering swing arm 19, resulting in the transmission rod 15 being supported, so that the steering wheel 11 cannot be rotated to a suitable angle, which will affect the steering effect of the Ackermann principle. For this reason, the transmission rod 15 is set to a foldable structure, that is, the two ends of the transmission rod 15 can rotate around the connection points where it is connected to the steering swing arm 19. When this structure is adopted, since the two ends of the transmission rod 15 can rotate freely, the transmission rod 15 does not need to be in a straight line. Therefore, the two steering wheels 11 can be rotated to corresponding angles respectively without being restricted, so as to realize 100% of the Ackermann principle.

[0033] It should be pointed out that when the distance between the two wheel swing arms 14 is greater than the distance between the rotation axes of the two steering wheels 11, this is anti-Ackerman steering. Both methods can achieve corresponding effects and can be selected according to actual needs.

[0034] Furthermore, one end of the direction rod 13 having the direction swing arm 19 is also provided with a folding structure 17, and the direction rod 13 is vertically rotated through the folding structure 17;

[0035] Specifically, to facilitate towing, a folding structure 17 is provided at the bottom of the steering rod 13, and the folding structure 17 enables the steering rod 13 to rotate in the vertical direction so that the steering rod 13 can be inclined, thereby facilitating towing, wherein a clamp device can be provided on the folding body 10 to fix the steering rod 13 in the vertical state.

[0036] Furthermore, a limiter 18 for limiting the rotation angle of the steering wheel 11 is provided on the connection between the folding vehicle body 10 and the steering wheel 11 or on the steering rod 13 at one end of the steering swing arm 19 or on the wheel fork 16;

[0037] Specifically, in order to prevent the situation that the steering wheel 11 is difficult to return to its original position after excessive rotation, two limit members 18 are further provided on each wheel fork 16. The limit members 18 can be welded bumps or screws threadedly connected to the wheel fork 16. When the steering wheel 11 rotates to a certain angle, the transmission rod 15 will abut against the limit members 18. At this time, the limit members 18 will not be able to continue to rotate, thereby preventing the steering wheel 11 from oversteering and being unable to return to its original position through the movement of the transmission rod 15; and the position at the connection between the folding body 10 and the steering wheel 11 refers to the connection seat where the folding body 10 and the steering wheel 11 are connected; and the steering rod 15 is provided with one end of a steering swing arm 19, which means that the limit members 18 extending from both sides of the bottom end of the steering rod 15 are respectively provided, and the limit members 18 do not rotate horizontally with the steering rod 15, so that after the steering rod 15 rotates to a certain angle, it resists the steering swing arm 19 to prevent it from continuing to swing.

[0038] Second embodiment: In this embodiment, the transmission rods 15 are staggered, that is, the transmission rod 15 connected to one wheel swing arm 14 and the transmission rod 15 connected to the other wheel swing arm 14 are staggered on the direction swing arm 19, one is in front and the other is in the back, and the spacing between the two wheel swing arms 14 is equal to the spacing between the rotation axes of the two wheel forks 16, which can also achieve an effect similar to Ackerman.

[0039] In summary, the present application realizes the use of the Ackerman steering principle on the folding vehicle body 10 by setting the connection point of the wheel swing arm 14 and the transmission rod 15 at the interval center between the rotation axis of the wheel fork 16 and the two directional wheels 12, so that when turning, the friction with the ground can be reduced, the wear of the wheels can be reduced, and the service life of the wheels can be effectively improved. At the same time, the reduction of friction makes the turning smoother, which effectively improves the subsequent development possibility of the electric camper.

[0040] The present invention is not limited to what is described in the specification and implementation modes, and therefore, additional advantages and modifications can be easily realized by those familiar with the art. Therefore, without departing from the spirit and scope of the general concept defined by the claims and their equivalents, the present invention is not limited to the specific details, representative devices, and illustrative examples shown and described herein.

Claims

1. An anti-wear tire structure for an electric camper, characterized in that: include: A folding body, one end of the folding body is provided with a steering wheel, and the other end is provided with a fixed wheel. The end of the folding body provided with the steering wheel is also rotatably provided with a steering rod, and the steering rod can be horizontally rotated in situ. There are two steering wheels, each of which is provided with a wheel swing arm, and a transmission rod is connected between the two wheel swing arms. The spacing between the two wheel swing arms is less than or greater than the spacing between the two steering wheel rotation axes. The steering rod is rotatably connected to the middle part of the transmission rod, and the steering rod controls the left and right movement of the transmission rod.

2. The anti-wear tire structure for electric camping vehicles according to claim 1, characterized in that: The steering wheel is provided with a wheel fork, the steering wheel is located in the wheel fork and is rotatably connected with the wheel fork, and the wheel swing arm is arranged on a side of the wheel fork facing the directional wheel.

3. The anti-wear tire structure for electric camping vehicles according to claim 1, characterized in that: The bottom of the direction rod is fixedly connected with a direction swing arm, and the direction rod is rotationally connected with the transmission rod through the direction swing arm.

4. The anti-wear tire structure for electric camping vehicles according to claim 1, characterized in that: The transmission rod can be folded from the middle, and both ends of the transmission rod can rotate around the middle respectively.

5. The anti-wear tire structure for electric camping vehicles according to claim 2, characterized in that: The connection point between the transmission rod and the wheel swing arm is located on a straight line from the rotation axis of the steering wheel to the center of the distance between the two directional wheels.

6. The anti-wear tire structure for electric camping vehicles according to claim 1, characterized in that: One end of the direction rod provided with the direction swing arm is also provided with a folding structure, and the direction rod is vertically rotated through the folding structure.

7. The anti-wear tire structure for electric camping vehicles according to claim 2, characterized in that: A limiting member for limiting the rotation angle of the steering wheel is provided on the connection between the folding vehicle body and the steering wheel or on the steering rod at one end of the steering swing arm or on the wheel fork.

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