Frame structure of locomotive

Abstract

The frame structure comprises a head pipe and two auxiliary pipes, each auxiliary pipe is of an integrated structure and comprises a front section part, a middle section part and a rear section part, the front section part extends from the front end of the middle section part in a forward inclining mode, the rear section part extends from the rear end of the middle section part in a backward inclining mode, and the end, away from the middle section part, of the front section part is provided with a top. The head pipe is fixed to the tops of the two front section parts, and when the two auxiliary pipes form the frame structure, the two front section parts are close to each other. The frame structure of the locomotive can be composed of the head pipe and the two auxiliary pipes, and the double-pipe structure composed of the two front section parts has good structural stability.

Description

Technical Field

[0001] The utility model provides a frame structure for a locomotive, especially a frame structure composed of a head tube and two sub-tubes. Background Art

[0002] The common frame structure of the existing locomotive is composed of a head tube, two sub-tubes and a keel tube. The keel tube is fixedly connected between the head tube and the two sub-tubes, and the keel tube cooperates with the head tube to connect the handlebar for the locomotive to turn.

[0003] However, the structure of the keel tube is different from that of the two sub-tubes. The keel tube and the two sub-tubes are three separate components that cannot be omitted. The two sub-tubes are fixedly connected to both sides of the keel tube by means of, for example, welding. Therefore, there is a problem that the components of the existing locomotive frame structure are difficult to be omitted, and the fixing process of the two sub-tubes and the keel tube is also difficult to be simplified. Thus, it is difficult to save the component cost and the process cost of the existing locomotive frame structure. Moreover, there is only one keel tube and it is a tube body. Therefore, when connecting the handlebar in cooperation with the head tube, there is also a concern about insufficient support.

[0004] Therefore, how to solve the problems of the existing locomotive frame structure is the main focus of the present utility model. Summary of the Utility Model

[0005] To solve the above problems, the inventor has painstakingly studied and developed a frame structure for a locomotive, which is composed of the head tube and two sub-tubes, and the double-tube structure composed of two front sections has good structural stability.

[0006] The utility model provides a frame structure for a locomotive, mainly including a head tube and two sub-tubes. Each sub-tube is an integral structure and includes a front section, a middle section and a rear section. The front section extends forward and obliquely from the front end of the middle section, and the rear section extends backward and obliquely from the rear end of the middle section. The front section has a top at the end far from the middle section. The head tube is fixed on the tops of the two front sections. When the two sub-tubes form the frame structure, the two front sections are close to each other.

[0007] In one embodiment, the two front sections can be close to each other, with a gap therebetween and not in contact.

[0008] In one embodiment, the two front sections can be close to each other and in contact without a gap.

[0009] In one embodiment, the two sub-tubes are mirror structures of each other and are symmetrically arranged to form the frame structure.

[0010] In one embodiment, the two auxiliary pipes are asymmetrically arranged with different pipe diameters and different thicknesses to form the frame structure.

[0011] In one embodiment, the two front sections are arranged side by side. Each front section has a bottom and a top located at different ends, and each front section is straight between the bottom and the top.

[0012] In one embodiment, the gap is consistent between the bottoms and the tops of the two front sections.

[0013] In one embodiment, it further includes fixing members which are fixedly arranged on the two front sections to keep the two front sections fixed with the gap maintained.

[0014] In one embodiment, the two tops of the two front sections are conical and symmetrically tapered on the opposite outer sides.

[0015] In one embodiment, the two tops of the two front sections are symmetrically concave inward on the opposite inner sides to form an interface, and the main pipe is connected in the middle part to the interface.

[0016] In one embodiment, it further includes a support member which is fixedly arranged on the two front sections to support and connect the bottom of the main pipe.

[0017] In one embodiment, it further includes a connecting member which is connected below the two middle sections to fix the distance between the two middle sections.

[0018] Thus, the frame structure of the locomotive of the present utility model can be composed of the main pipe and the two auxiliary pipes, which is beneficial to saving the component cost and the manufacturing process cost. Moreover, the double-pipe structure composed of the two front sections has good structural stability and can achieve sufficient supporting effect on the handlebar. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to further understand the features and technical content of the present invention, please refer to the following detailed description and drawings of the present invention. It should be understood that the provided drawings are only for reference and illustration, and are not used to limit the present invention.

[0020] Figure 1 It is a three-dimensional external view of the frame structure of the locomotive according to the embodiment of the present utility model.

[0021] Figure 2 It is a side view of the frame structure of the locomotive according to the embodiment of the present utility model.

[0022] Figure 3 It is a top view of the frame structure of the locomotive according to the embodiment of the present utility model.

[0023] Figure 4 This is an exploded view of the front part of the frame structure of the locomotive according to an embodiment of the present invention.

[0024] Figure 5 This is a front view of two sub-tubes of the frame structure of the locomotive according to an embodiment of the present invention.

[0025] Figure 6 This is a rear view of two sub-tubes of the frame structure of the locomotive according to an embodiment of the present invention.

[0026] Figure 7 This is an enlarged front view of the two front end parts of the frame structure of the locomotive according to an embodiment of the present invention.

[0027] Figure 8 This is an enlarged top view of the two front end parts of the frame structure of the locomotive according to an embodiment of the present invention.

[0028] Figure 9 This is a three-dimensional external view of the frame structure of the locomotive according to an embodiment of the present invention marked with test points. Detailed implementation manners

[0029] To fully understand the purpose, features and effects of the present invention, the present invention will be described in detail through the following specific embodiments in conjunction with the accompanying drawings, as follows.

[0030] As Figures 1 to 9 shown, the present invention provides a frame structure 100 of a locomotive. The locomotive (not shown in the figure) is a Scooter in the following embodiments, but the present invention is not limited thereto. Any two-wheeled or more vehicle with a frame structure similar to that described in the following embodiments belongs to the scope of the locomotive referred to in the present invention.

[0031] The frame structure 100, as Figure 1 shown, mainly includes a head tube 10 and two sub-tubes 20. The head tube 10 and the two sub-tubes 20 are round tubes in one embodiment. When the two sub-tubes 20 form the frame structure 100, the two sub-tubes 20 are mirror structures of each other and symmetrically arranged to form the frame structure 100 (see Figure 3 , Figures 5 to 6 ), and a receiving space S is formed between the two sub-tubes 20. The engine of the locomotive (not shown in the figure) can be hung on this frame structure 100 and accommodated in the receiving space S. In one embodiment, the two sub-tubes 20 can also be asymmetrically arranged with different pipe diameters and different thicknesses (not shown in the figure) to form the frame structure 100, that is, the present invention is not limited to the two sub-tubes 20 being mirror structures of each other and symmetrically arranged.

[0032] As Figures 2 to 3As shown, each secondary pipe 20 is an integral structure and includes a front section 21, a middle section 22, and a rear section 23. The middle section 22 has a front end 221 and a rear end 222. The front section 21 extends forwardly from the front end 221 of the middle section 22, and the rear section 23 extends rearwardly from the rear end 222 of the middle section 22.

[0033] In one embodiment, as Figures 4 to 6 shown, the front section 21 has a bottom 211 and a top 212. The bottom 211 is located at one end of the front section 21 close to the middle section 22, and the top 212 is located at one end of the front section 21 away from the middle section 22. The main pipe 10 is fixed to the tops 212 of the two front sections 21. In one embodiment, when the two secondary pipes 20 form the frame structure 100, and referring to Figures 7 to 8 shown, the two front sections 21 are close to each other, and the two front sections 21 are spaced apart by a gap G so that the two front sections 21 do not contact each other. However, the present invention is not limited thereto. When the two front sections 21 are close to each other, they may also be in contact without a gap G (not shown in the figure).

[0034] In one embodiment, the two front sections 21 are arranged side by side. The bottom 211 and the top 212 of each front section 21 are located at different ends. Each front section 21 is straight between the bottom 211 and the top 212 (see Figure 5 and Figure 6 ). Furthermore, when the two front sections 21 are spaced apart by a gap G so that the two front sections 21 do not contact each other, the gap G is consistent between the bottoms 211 and the tops 212 of the two front sections 21.

[0035] In one embodiment, as Figure 2 、 Figure 3 、 Figure 5 and Figure 6 shown, each rear section 23 includes a first straight section 231, a second straight section 232, a third straight section 233, and a fourth straight section 234. The first straight section 231 and the second straight section 232 are connected by a first curved section 235. The second straight section 232 and the third straight section 233 are connected by a second curved section 236. The third straight section 233 and the fourth straight section 234 are connected by a third curved section 237. Again, as Figure 3 shown, the first straight sections 231 of the two secondary pipes 20 are slightly parallel to each other. Then, the two second straight sections 232 extend along the connected first curved section 235 and are slightly expanded. Then, the two third straight sections 233 extend along the connected second curved section 236 and are slightly contracted. Finally, the two fourth straight sections 234 extend along the connected third curved section 237 and are further contracted. The rear sections 23 of the two secondary pipes 20 thereby form a receiving space S.

[0036] In one embodiment, the frame structure 100 further includes a fixing member 30 which is fixedly arranged at two front end portions 21, so that the two front end portions 21 maintain a gap G and are fixed. As Figure 4 shown, the fixing member 30 is a wavy structure here and forms two notches 31. The curvature of the two notches 31 is the same as the outer circumference of the front end portion 21. When the fixing member 30 is used to be fixedly arranged on the two front end portions 21, the two notches 31 are respectively abutted against each front end portion 21, and then the fixing member 30 is fixed to the front end portion 21 by a fixing component such as a screw, or is fixed to the front end portion 21 by welding, for example.

[0037] In one embodiment, the two top portions 212 are tapered and symmetrically tapered on the opposite outer sides, and the two top portions 212 of the two front end portions 21 are symmetrically concave inward on the opposite inner sides to form an interface 24, and the head tube 10 is connected to the interface 24 at the middle portion. In one embodiment, the frame structure 100 further includes a support member 40 which has a notch 41. The support member 40 faces the two front end portions 21 with the notch 41, so that the support member 40 is abutted against the two front end portions 21 and is fixedly arranged. Then the support member 40 is fixed to the front end portion 21 by a fixing component such as a screw, or is fixed to the front end portion 21 by welding, for example, to support and connect the bottom of the head tube 10.

[0038] In one embodiment, it further includes a connecting member 50 which is connected below the two middle portions 22 to keep the distance between the two sub-tubes 20 fixed, especially the fixation of the middle portions 22.

[0039] It is not difficult to find the characteristics of the present utility model from the above description. The frame structure 100 of the locomotive of the present utility model can be composed of the head tube 10 and the two sub-tubes 20. Compared with the frame structure of the existing locomotive which must be provided with a keel tube, the keel tube of the existing locomotive can be omitted, so it is beneficial to save the component cost and manufacturing cost of the keel tube. Furthermore, compared with the frame structure of the existing locomotive which has only one keel tube, the frame structure 100 of the present utility model has two front end portions 21 arranged side by side on the front side of the frame structure 100, and a double-tube structure is formed on the front side of the frame structure 100, thereby providing good structural stability on the front side of the frame structure 100 and achieving sufficient supporting effect on the installed faucet (not shown in the figure).

[0040] The frame structure 100 of the above embodiment is subjected to a stress test. For example, under the condition of applying a force of 1000 Newtons (N) in the vertical direction for 1 second, as Figure 9The frame structure 100 shown is measured for vertical forces at test point A, test point B, test point C, and test point D. Among them, the stress value measured at test point A is 45.178 MPa, the stress value measured at test point B is 34.486 MPa, the stress value measured at test point C is 46.969 MPa, and the stress value measured at test point D is 55.767 MPa. Then, a longitudinal strength analysis is performed on the frame structure 100. Under the condition of applying a force of 1000 Newtons (N) (longitudinally) for 1 second, the stress value measured at test point E of the two front sections 21 is 41.734 MPa. In addition, a lateral strength analysis is performed on the frame structure 100. Under the condition of applying a force of 1000 Newtons (N) (laterally) for 1 second, the stress value measured at test point E of the two front sections 21 is 40.021 MPa.

[0041] Compared with the frame structure of the existing locomotive, which has only one tube-shaped keel tube, longitudinal strength analysis and lateral strength analysis are performed at the same position of test point E under the same conditions. Among them, the stress value measured by the longitudinal strength analysis is 60.689 MPa, and the stress value measured by the lateral strength analysis is 77.84 MPa. The stress values of the frame structure 100 of the present utility model in the longitudinal strength analysis and the lateral strength analysis are relatively high.

[0042] As shown in Table 1, further measurement of the longitudinal deformation of the frame structure 100 of the embodiment of the present utility model is carried out, and the obtained longitudinal rigid deformation is 0.43 mm, while the longitudinal rigid deformation of the frame structure of the existing locomotive is 1.09 mm; then, measurement of the lateral rigid deformation of the frame structure 100 is carried out, and the obtained lateral rigid deformation is 1.07 mm, while the lateral rigid deformation of the frame structure of the existing locomotive is 1.72 mm. In other words, the frame structure 100 of the embodiment of the present utility model has a smaller longitudinal rigid deformation and lateral rigid deformation than the frame structure of the existing locomotive.

[0043] Table 1:

[0044] Longitudinal Rigidity Deformation Amount (mm) Lateral Rigidity Deformation Amount (mm) Frame Structure of the Embodiment of the Present Utility Model 0.43 1.07 Frame Structure of the Existing Locomotive 1.09 1.72

[0045] Therefore, the results of the above tests can prove that the frame structure of the present utility model, compared with the frame structure of the existing locomotive, especially the double-tube structure composed of the two front sections 21, not only has low stress and no stress concentration, but also has the effect of low deformation. This shows that the frame structure 100 of the present utility model indeed has good structural stability, and the double-tube structure composed of the two front sections 21 can indeed provide sufficient support for the installed faucet.

[0046] The present utility model has been disclosed above in a preferred embodiment. However, those skilled in the art should understand that the said embodiment is only used to depict the present utility model and should not be construed as limiting the scope of the present utility model. It should be noted that all equivalent changes and substitutions to the said embodiment should be considered as covered within the scope of the present utility model. Therefore, the protection scope of the present utility model shall be defined by the claims.

Claims

1. A locomotive frame structure, characterized in that: include: First tube; as well as Two auxiliary tubes, each of which is an integral structure and includes a front section, a middle section and a rear section, the front section extends forwardly from the front end of the middle section, the rear section extends backwardly from the rear end of the middle section, the front section has a top at the end away from the middle section, and the head tube is fixed to the tops of the two front sections; when the two auxiliary tubes constitute the frame structure, the two front sections are close to each other.

2. The locomotive frame structure according to claim 1, characterized in that: The two front sections are close to each other and are spaced apart from each other with a gap without contacting each other.

3. The locomotive frame structure according to claim 2, characterized in that: The two auxiliary pipes are mirror structures and are symmetrically arranged to form the frame structure.

4. The locomotive frame structure according to claim 3, characterized in that: The two front sections are arranged side by side, each of the front sections has a bottom and a top located at two different ends, and each of the front sections is straight between the bottom and the top.

5. The locomotive frame structure according to claim 4, characterized in that: The gap is consistent between the bottom and the top of the two front sections.

6. The locomotive frame structure according to claim 5, characterized in that: It further comprises a fixing member, wherein the fixing member is fixedly arranged on the two front sections so that the two front sections are fixed while maintaining the gap.

7. The locomotive frame structure according to claim 3, characterized in that: The two tops of the two front sections are conical and symmetrically tapered at opposite outer sides.

8. The locomotive frame structure according to claim 7, characterized in that: The two tops of the two front sections are symmetrically concave on the inner sides facing each other to form an interface, and the middle part of the head pipe is connected to the interface.

9. The locomotive frame structure according to claim 8, characterized in that: It further comprises a support member, which is fixedly arranged on the two front sections to supportively connect the bottom of the head pipe.

10. The locomotive frame structure according to claim 1, characterized in that: It further comprises a connecting piece, which is connected below the two middle sections to fix the distance between the two middle sections.

11. The locomotive frame structure according to claim 1, characterized in that: The two front sections are close to each other and in contact with each other without any gap.

12. The locomotive frame structure according to claim 1, characterized in that: The two auxiliary pipes are asymmetrically arranged with different pipe diameters and different thicknesses to form the frame structure.

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