A reverse trike with a steering device

Abstract

The application relates to a reverse-riding tricycle with a steering device, and relates to the technical field of vehicles. The reverse-riding tricycle comprises a front frame, a bearing frame which is obliquely arranged on one side of the front frame and is provided with a sleeve, and a rear frame which is rotatably arranged on one end of the sleeve, wherein the rear frame is obliquely provided with a rotating end which is rotatably arranged on the sleeve and a vehicle beam which is connected with the rotating end and is parallel to the ground vertical line; the front frame is rotatable relative to the rear frame through cooperation of the sleeve and the rotating end; when the front frame rotates to turn, the sleeve rotates relative to the rotating end; at this time, the rotating end drives the vehicle beam to obliquely incline to the inside of the turning and to be oblique to the ground vertical line. The above technical scheme has the advantages of greatly reducing the risk of rollover, improving the driving stability during turning and improving the use experience.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, specifically to a backward tricycle with a steering device. Background Technology

[0002] Currently, reverse tricycles are widely used in short-distance logistics transportation, community commuting, and small-scale goods delivery due to their flexible steering and strong load-bearing capacity. The core components of existing reverse tricycles include a load-bearing frame, a drive system, and a steering mechanism. Traditional reverse tricycle steering mechanisms only change direction by controlling the deflection angle of the steering wheels, lacking a mechanism to balance the centrifugal force generated during turns. This means they cannot counteract or weaken the centrifugal force generated during turns. When a reverse tricycle turns, the vehicle moves in a curve around the steering center, inevitably generating centrifugal force along the outside of the turn. The steering mechanism cannot guide the vehicle to generate a counterforce through its structure, causing the centrifugal force to act directly on the entire vehicle. This results in the vehicle's center of gravity shifting to the outside of the curve, making it prone to tipping over, increasing user costs and safety hazards, and reducing the user experience. Utility Model Content

[0003] The purpose of this utility model is to address the defects and shortcomings of the existing technology by providing a backward tricycle with a steering device, which solves at least one of the above-mentioned technical problems and has the advantages of significantly reducing the risk of tipping over, improving driving stability during turning, and enhancing the user experience.

[0004] To achieve the above objectives, the technical solution adopted by this utility model is: a backward tricycle with a steering device, comprising:

[0005] Front frame;

[0006] A support frame, obliquely mounted on one side of the front frame, and a sleeve is provided on the support frame; and

[0007] The rear frame is rotatably mounted on the sleeve at one end. The rear frame is inclinedly provided with a rotating end that is rotatably mounted on the sleeve, and a vehicle beam connected to the rotating end. The vehicle beam is parallel to the vertical line of the ground.

[0008] The front frame rotates relative to the rear frame through the sleeve and the rotating end. When the front frame rotates to make a turn, the sleeve rotates relative to the rotating end. At this time, the rotating end causes the vehicle beam to tilt inwards and to tilt with respect to the vertical line of the ground.

[0009] The present invention further includes the following: a support plate inclinedly disposed on the bottom side of the front frame; a sleeve with one end passing through the support plate; a fixed shaft disposed inside the sleeve and rotatably assembled with the rotating end; and a bearing sleeved on the fixed shaft and embedded in the rotating end.

[0010] The present invention further provides that the support plate is divided into a first plate disposed near the rear frame and a second plate extending on the first plate. The height of the first plate is less than the height of the second plate, so that the sleeve is tilted toward the rear frame.

[0011] In a further improvement of this invention, the sleeve is integrally formed.

[0012] The present invention further includes, in addition to, a first fastener disposed between the front frame and the support plate for fixing the support plate, and a second fastener disposed at both ends of the sleeve for fixing the fixed shaft.

[0013] The present invention further provides that the angle between the sleeve and the vertical line of the ground is 2-25°.

[0014] The present invention further provides that the sleeve is provided with a limiting groove with an opening facing the rear frame.

[0015] The present invention is further provided that one end of the limiting groove is a first groove edge, and the end of the limiting groove away from the first groove edge is a second groove edge; the first groove edge and the second groove edge are arranged parallel to each other.

[0016] The present invention is further provided with buffer members on both the first groove edge and the second groove edge.

[0017] The beneficial effects of this utility model after adopting the above technical solution are as follows: In this utility model, a support frame is installed obliquely on the bottom side of the front frame, and a sleeve is provided on the support frame. A rotating end is obliquely provided on the rear frame and rotated with the sleeve. This allows the front frame to rotate flexibly relative to the rear frame through the rotational cooperation of the sleeve and the rotating end, realizing the vehicle body turning and changing direction. Moreover, both the sleeve and the rotating end can be obliquely set relative to the front frame. Furthermore, the rear frame is also provided with a beam connected to the rotating end. When the vehicle body is not turning, the beam is parallel to the vertical line of the ground. When the front frame turns relative to the rear frame through the support frame, the sleeve rotates relative to the rotating end. At this time, the rotating end drives the beam to tilt inward and tilt to the vertical line of the ground. The reverse torque generated by the inward tilt of the beam offsets part of the centrifugal force pulling on the outer side of the vehicle body, causing the center of gravity of the vehicle to shift inward, avoiding excessive tilting of the vehicle body to the outside, thereby greatly reducing the probability of rollover and improving driving stability during turning. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of a backward tricycle traveling in a straight line with a steering mechanism.

[0020] Figure 2 This is a schematic diagram of a backward tricycle with a steering mechanism that allows it to turn.

[0021] Figure 3 It is a side view of a tricycle with a steering mechanism that is ridden backwards;

[0022] Figure 4 It corresponds Figure 3 A magnified structural diagram of part A in the diagram;

[0023] Figure 5 This is an exploded structural diagram of a backward-riding tricycle with a steering mechanism;

[0024] Figure 6 This is an exploded structural diagram of the load-bearing frame and the rear frame.

[0025] Explanation of reference numerals in the attached drawings: 100, front frame; 110, mounting bracket; 200, load-bearing frame; 210, sleeve; 211, limiting groove; 2111, first groove edge; 2112, second groove edge; 220, support plate; 221, first plate; 222, second plate; 230, fixed shaft; 240, bearing; 250, first fastener; 260, second fastener; 300, rear frame; 310, rotating end; 320, vehicle beam. Detailed Implementation

[0026] The present invention will be further described in detail below with reference to the accompanying drawings.

[0027] This specific embodiment is merely an explanation of the present utility model and is not intended to limit the present utility model. After reading this specification, those skilled in the art can make modifications to this embodiment without contributing any inventive element, but as long as they are within the scope of the claims of the present utility model, they are protected by patent law.

[0028] This embodiment relates to a backward tricycle with a steering device, see reference. Figures 1-4The bicycle frame includes a front frame 100, a support frame 200, and a rear frame 300. The front frame 100 bears the weight of the front of the bicycle and provides active steering. It has two front wheels arranged side by side on both sides. The rear frame 300 provides power to the rider and provides passive steering. It has one rear wheel. Together with the support frame 200, which serves as the central hub, the entire frame of the bicycle is formed. The support frame 200, acting as the central hub between the front frame 100 and the rear frame 300, can be mounted at an angle to the bottom of the front frame 100 using either a detachable or fixed mounting method. A sleeve 210 is provided on the support frame 200, which is also angled relative to the front frame 100. One end of the rear frame 300 is mounted on the sleeve 210, and a rotating end 310 is angled on the rear frame 300. The rotating end 310 is housed within the sleeve 210, and the sleeve 210 and the rotating end 310 are rotatably assembled. Both are inclined to ensure a perfect match between the rotating end 310 and the sleeve 210, guaranteeing smooth rotation of the sleeve 210 relative to the rotating end 310. The rear frame 300 is also equipped with a beam 320 connected to the rotating end 310. The beam 320 bears the weight of the rear of the vehicle and the driving force of the rear wheels, transmitting driving force to the entire vehicle and ensuring effective transmission of driving power. When the vehicle is not turning and is traveling in a straight line, the beam 320 is parallel to the vertical line of the ground, making the vehicle's center of gravity vertically downward, enabling stable straight-line travel. When the front frame 100 rotates relative to the rear frame 300 to make a turn, it drives the sleeve 210 to make a circular motion around the rotating end 310. The trajectory of this motion includes both horizontal and vertical directions. That is, the rotating end 310 will have a slight up-and-down displacement as the sleeve 210 moves vertically. The beam 320 is rigidly connected to the rotating end 310. At this time, the rotating end 310 drives the beam 320 to sink inward and lift outward, ultimately forming a state in which the beam 320 tilts inward. As a result, the vehicle body will generate centrifugal force due to inertia when turning. If the vehicle body remains vertical, the centrifugal force will pull the vehicle body to tilt outward. At this time, the inward tilt of the beam 320 will shift the center of gravity of the vehicle body to the inward side of the turn, thereby generating a counter-centrifugal force that cancels out the outward centrifugal force, ultimately achieving a balance of forces. This ensures that the vehicle body can turn smoothly without overturning, thus avoiding the risk of overturning and improving the anti-rollover capability.

[0029] Specifically in this embodiment, refer to Figure 4 The sleeve 210 is inclined relative to the front frame 100, and the angle between the sleeve 210 and the vertical line of the ground is 5°. This ensures the controllability and effectiveness of the tilt of the beam 320 during steering. An inclination angle that is too small or too large will affect the anti-rollover effect. In other embodiments, the angle between the sleeve 210 and the vertical line of the ground can also be 2°, 8°, 12°, 15°, 18°, 20°, 22°, 25°, etc., as long as the angle between the sleeve 210 and the vertical line of the ground is within the range of 2°-25°, there is no need to specifically limit it here.

[0030] Specifically, in this embodiment, during vehicle operation, the angle of inclination between the vehicle beam 320 and the vertical line of the ground ranges from 0° to 90°, adapting to the turning requirements of different scenarios. When the angle of inclination between the vehicle beam 320 and the vertical line of the ground is 0°, the vehicle beam 320 is parallel to the vertical line of the ground, and the vehicle is traveling smoothly in a straight line. When the angle of inclination between the vehicle beam 320 and the vertical line of the ground is 45°, the vehicle beam 320 is tilted towards the inside of the turn and is tilted relative to the vertical line of the ground, and the vehicle is turning.

[0031] In this embodiment, refer to Figures 5-6 The support frame 200 includes a support plate 220, a sleeve 210, a fixed shaft 230, and bearings 240. The support plate 220 is inclinedly disposed on the bottom side of the front frame 100 to achieve a stable connection between the support frame 200 and the front frame 100. One end of the sleeve 210 passes through the support plate 220, and the inclination angle of the support plate 220 determines the inclination angle of the sleeve 210. It should be noted that the sleeve 210 and the support plate 220 can be welded, threaded, or glued together to form an integral structure; this is not limited here. The fixed shaft 230 is disposed inside the sleeve 210 and serves as the rotation axis of the front frame 100, bearing radial pressure. Two bearings 240 are provided, respectively sleeved at both ends of the fixed shaft 230, and both are embedded within the rotating end 310 to reduce rotational friction. It should be noted that there can also be one, three, or more bearings 240; this is not limited here.

[0032] Furthermore, referring to Figure 4 and Figure 6 The support plate 220 is divided into a first plate 221 located near the rear frame 300, and a second plate 222 extending from the first plate 221. The height of the first plate 221 is less than the height of the second plate 222, so that the support plate 220 and the sleeve 210 are both tilted toward one side of the frame, achieving a preset tilt angle between the support plate 220 and the sleeve 210.

[0033] Specifically, in this embodiment, the sleeve 210 is integrally formed, ensuring a more stable assembly connection with the rotating end 310 and preventing structural damage to the sleeve 210 caused by the weight of the front frame 100 or swaying shear forces. Furthermore, the integral forming eliminates connection gaps, significantly improving structural strength and vibration resistance. In other embodiments, the sleeve 210 may also be formed by splicing and welding.

[0034] In this embodiment, refer to Figure 5The support frame 200 also includes a first fastener 250 and a second fastener 260. The first fastener 250 is disposed between the front frame 100 and the support plate 220, and is used to fix the support plate 220 to the bottom side of the front frame 100. Specifically, in this embodiment, a mounting bracket 110 is provided on the bottom side of the front frame 100, and the support plate 220 is connected to the mounting plate by the first fastener 250 to prevent relative displacement between the support plate 220 and the front frame 100. The second fastener 260 is disposed at both ends of the sleeve 210, and is used to fix the fixed shaft 230 inside the sleeve 210 to prevent the fixed shaft 230 from axially moving inside the sleeve 210, and to ensure stable rotation of the sleeve 210 relative to the rotating end 310. Specifically, in this embodiment, through holes (not shown) are provided at both ends of the sleeve 210 for the second fastener 260 to pass through and be fixedly connected to the fixed shaft 230. It should be noted that both the first fastener 250 and the second fastener 260 can be screws, bolts, nuts, or other fasteners, or the first fastener 250 can be a bolt or nut and the second fastener 260 can be a screw; there is no limitation here.

[0035] In this embodiment, refer to Figure 6 The sleeve 210 is provided with a limiting groove 211, the opening of which faces the rear frame 300 to limit the turning travel of the vehicle body and avoid the risk of overturning due to excessive rotation of the front frame 100.

[0036] Furthermore, one end of the limiting groove 211 is the first groove edge 2111, and the end of the limiting groove 211 away from the first groove edge 2111 is the second groove edge 2112. The first groove edge 2111 and the second groove edge 2112 are arranged parallel and symmetrically to ensure symmetrical steering stroke in both directions, that is, the maximum turning angle for left and right turns is exactly the same, achieving consistent safety and control for left and right turns. Specifically, in this embodiment, the sides of the first groove edge 2111 and the second groove edge 2112 that abut against the rotating end 310 are both rounded to avoid component damage caused by hard contact, reduce wear rate, and ensure smooth contact at the end of the steering. In other embodiments, the sides of the first groove edge 2111 and the second groove edge 2112 that abut against the rotating end 310 may also have other structures such as guide slopes.

[0037] Furthermore, both the first groove edge 2111 and the second groove edge 2112 are provided with buffers to allow the sleeve 210 to rotate relative to the rotating end 310. When the rotating end 310 contacts the two groove edges, it is buffered to absorb impact energy, avoid damage to components caused by hard contact, and eliminate collision noise. Specifically, in this embodiment, the buffer can be a soft rubber sheet. In other embodiments, the buffer can also be made of other materials such as silicone or nitrile rubber.

[0038] The above is only used to illustrate the technical solution of this utility model and not to limit it. Any other modifications or equivalent substitutions made by those skilled in the art to the technical solution of this utility model, as long as they do not depart from the spirit and scope of the technical solution of this utility model, should be covered within the scope of the claims of this utility model.

Claims

1. A backward tricycle with a steering device, characterized in that, include: Front frame (100); A support frame (200) is obliquely mounted on one side of the front frame (100), and a sleeve (210) is provided on the support frame (200); and The rear frame (300) is mounted on the sleeve (210) at one end. The rear frame (300) is inclinedly provided with a rotating end (310) that is rotatably mounted to the sleeve (210), and a beam (320) connected to the rotating end (310). The beam (320) is parallel to the vertical line of the ground. The front frame (100) rotates relative to the rear frame (300) through the sleeve (210) and the rotating end (310). When the front frame (100) rotates to make a turn, the sleeve (210) rotates relative to the rotating end (310). At this time, the rotating end (310) drives the beam (320) to tilt inward and to the vertical line of the ground.

2. The reverse tricycle with a steering device according to claim 1, characterized in that, The support frame (200) includes: a support plate (220) inclinedly disposed on the bottom side of the front frame (100), a sleeve (210) with one end passing through the support plate (220), a fixed shaft (230) disposed in the sleeve (210) and rotatably assembled with the rotating end (310), and a bearing (240) sleeved on the fixed shaft (230) and embedded in the rotating end (310).

3. The reverse tricycle with a steering device according to claim 2, characterized in that, The support plate (220) is divided into a first plate (221) disposed near the rear frame (300) and a second plate (222) extending on the first plate (221). The height of the first plate (221) is less than the height of the second plate (222) so that the sleeve (210) is tilted toward the rear frame (300).

4. The reverse tricycle with a steering device according to claim 2, characterized in that, The sleeve (210) is integrally formed.

5. The reverse tricycle with a steering device according to claim 2, characterized in that, The support frame (200) further includes: a first fastener (250) disposed between the front frame (100) and the support plate (220) for fixing the support plate (220), and a second fastener (260) disposed at both ends of the sleeve (210) for fixing the fixed shaft (230).

6. The reverse tricycle with a steering device according to claim 1, characterized in that, The angle between the sleeve (210) and the vertical line of the ground is 2-25°.

7. The reverse tricycle with a steering device according to claim 1, characterized in that, The sleeve (210) is provided with a limiting groove (211) with an opening facing the rear frame (300).

8. The reverse tricycle with a steering device according to claim 7, characterized in that, One end of the limiting groove (211) is the first groove edge (2111), and the end of the limiting groove (211) away from the first groove edge (2111) is the second groove edge (2112); the first groove edge (2111) and the second groove edge (2112) are arranged parallel to each other.

9. The reverse tricycle with a steering device according to claim 8, characterized in that, Both the first groove edge (2111) and the second groove edge (2112) are provided with buffers.

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