TWI690435B - Steering handlebar and vehicle - Google Patents

Abstract

An accelerator (3) for a vehicle (1) with a motor (10) and with a steering handlebar (2) is described, comprising: -an accelerator knob (4) coupled to an end portion (5) of the steering handlebar (2); - a reaction torque transducer (20) adapted to receive torsional stresses following a torsional force applied by a driver of the vehicle (1) to the accelerator knob (4) and to produce an electrical control signal of the power delivered by the motor (10).

An accelerator as described allows the driver to maintain a comfortable wrist position while driving and also makes it possible to quickly switch between braking and acceleration or even to brake and accelerate simultaneously.

Description

Steering handle and vehicle

The present invention relates to the technical field of motor vehicles, and particularly to an accelerator for a motor vehicle having a steering handle and a vehicle including the accelerator.

Various accelerators are known for motor vehicles with steering handles, such as motorcycles, locomotives, four-wheelers, tricycles, and so on. Such accelerators generally include a knob, called an acceleration knob, which is rotationally coupled to the steering handle, which is rotated by the driver to control the power output by the vehicle engine.

In a vehicle with an internal combustion engine, the accelerator controls the opening of the throttle valve supplied to the engine, while allowing the driver to control the output engine power.

Traditionally, in vehicles with internal combustion engines for a long time, the acceleration knob has been connected to the throttle valve by mechanical coupling systems such as cables, connecting rods and levers. At present, most of the vehicles with steering handles on the market still adopt this type of solution.

A "line drive" type vehicle is also proposed in which the acceleration knob is connected to the throttle valve through the motor and the electronic system, so that the power output by the engine is actually controlled by the electrical signal, the electrical signal is carried on the rest position of the knob relative to the intermediary Information on the rotation angle of the motor, where, when the motor is started, this is controlled by the electronic control unit to output positive but minimal power, or when the system is started or stopped Effective power, in the latter example, when the knob is in the intermediate rest position, the engine is turned off.

The same considerations as above for vehicles with internal combustion engines can also be applied to vehicles with electric traction motors or hybrid propulsion units.

In use, the above-mentioned known accelerator deviates from the axis relative to the forearm, forcing the driver to maintain the wrist rotation while the vehicle is moving forward. This position is structurally uncomfortable, and may also create very difficult or impossible driving styles, such as when the time is approaching, even almost at the same time, providing alternating driving of the brake lever, the brake lever is attached to the acceleration knob and the accelerator. On the side handle.

The general object of the present invention is to provide an accelerator for a motor vehicle having a steering handle, which completely solves or at least partially solves the aforementioned disadvantages of the accelerator with reference to the prior art.

These and other objectives can be achieved by the most general type of accelerator as defined in item 1 of the patent application scope, as well as the accelerator as defined in the subsidiary items in some specific embodiments.

The invention also relates to a vehicle as defined in item 16 of the patent application scope.

1: Vehicle

2: steering handle

3: accelerator

4: Acceleration knob

5: end

6: brake lever

7: Rear bracket

8: Rear wheel

9: front wheel

10: Motor

11: Fork

12: hanger

14: clamping knob

15: Second end part

16: Leverage

20: Reaction torque converter

20’: Subject

21: The first end part

22: Second end part

23: coupling flange

24: screws or rivets

25: then components

26: Then components

27: recess

28: recess

29: output

40: Cover sleeve

41: Supporting the core

42: axis

43: The first end part

44: Second end part

45: inner acupoint

46: bottom wall

48: then components

49: then components

50: through hole

51: reaction force bracket

52: Coupling seat

54: Coupling seat

55: coupling seat

56: Joint element

57: Joint element

59: clamping element

60: rebound coupling element

61: input

65: Multi-pole wiring connection

The invention will be more easily understood by the detailed description of the following embodiments, with reference to the accompanying drawings, by way of non-limiting examples. The drawings include: FIG. 1 shows a front plan view of an example of a vehicle with a steering handle; FIG. 2 shows a schematic plan view of a side section of the accelerator of the first embodiment, the accelerator is coupled to the steering handle of the vehicle in FIG. 1; FIG. 3 is a schematic plan view of the accelerator in FIG. 2, wherein the accelerator is coupled to the steering handle of the vehicle in FIG. 1; FIG. 4 is a schematic diagram of an exploded view of the accelerator and the steering handle in FIGS. 2 and 3, with the illustration omitted 2 and some parts in FIG. 3; FIG. 5 shows a schematic diagram of an exploded portion of a steering handle and an accelerator according to a second embodiment; FIG. 6 shows a schematic diagram of an exploded portion of yet another embodiment of an accelerator.

In the accompanying drawings, the same or similar components will be marked with the same reference symbols.

In the following description, the terms: front, rear, left, and right are intended to refer to the general direction of vehicle travel.

With reference to the accompanying drawings, a motor vehicle with a steering handle is marked as reference symbol 1 from beginning to end. In this example, the motor vehicle 1 refers specifically to a locomotive.

It should be noted that the teachings of this description are not limited to locomotives, but can generally be applied to motor vehicles that generally have steering handles. For example, the teachings of this description can also be applied to motorcycles, three-wheeled locomotives (two front wheels), lightweight commercial vehicles (two rear wheels and one steering front wheel) to transport goods, four-wheeled vehicles, electric bicycles or Pedal bike and so on.

The vehicle 1 includes a rear bracket 7 that includes rear wheels 8. As far as known per se, the steering front bracket includes the steering handle 2, the fork 11, the front wheel 9 and the two hangers 12, and the steering front bracket is rotatably hinged to the rear bracket 7.

The vehicle 1 includes a motor 10, which in the example is an internal combustion engine. In an alternative embodiment, the motor 10 may be an electric motor, or in yet another embodiment, the engine 10 may be replaced by a hybrid propulsion unit, including at least one electric motor and at least one internal combustion engine.

The first manual control group including the accelerator 3 and the brake lever 6 is coupled to the first end portion 5 of the steering handle 2. The accelerator 3 includes an acceleration knob 4.

Relative to the first end portion 5, a second manual control group including a gripping knob 14 and a lever 16 is coupled to the second end portion 15 of the steering handle 2. The lever 16 is the clutch of the engine 10 in the example ( clutch) actuating lever.

When the vehicle 1 is in normal use, the first manual control group is optimally operated by the driver with the right hand, and the second manual control group is optimally operated by the driver with the left hand. Optimally, the clamping knob 14 of the second manual control group is only an ergonomic clamping knob, and the knob 4 of the first control group is an acceleration knob in addition to the ergonomic clamping knob, namely It allows the driver to control the power output by the engine 10.

The aforementioned manual control group may include another control unit, such as a switch or a deviator, for example, for controlling an indicator lamp, a horn, a lighting unit, and so on.

Especially in the non-limiting examples shown in FIGS. 1 to 4, the steering handle 2 includes a main shaped and tubular body, and the first and second manual control groups are respectively attached to the ends 5 and 15 thereof.

The accelerator 3 includes a reaction torque converter 20 suitable for receiving torsional stress, because the torsional force applied by the driver of the vehicle 1 to the acceleration knob 4 An electric control signal is generated by the motor 10 to output power.

Compared with the rotary torque converter, the reaction torque converter has a rigid structure without rotating parts. Therefore, in the present example, the reaction torque converter 20 includes a rigid structure, which is suitable to reverse the rotation of the acceleration knob 4. For the purposes of this description, the term "rigid structure" refers to a structure that has no rotatable parts other than a small residual movement due to the residual elasticity of the material.

Referring to FIGS. 2, 4 and 5, according to an embodiment, the reaction torque converter 20 includes a main body 20 ′, which is cylindrical in the example, and has a first end portion 21 fixed to the steering handle 2 and an acceleration knob 4的second corresponding end 22. In the illustrated example, the body 20' is cylindrical. Also, in the example shown in the drawings, the first and second ends 21 and 22 are two corresponding cylindrical pins 21 and 22 that protrude from opposite sides of the body 20'. In alternative embodiments, the ends 21 and 22 may be coupling flanges instead of cylindrical pins. Moreover, in the particular embodiment shown, without any restrictions, the cylindrical pins 21 and 22 are each provided with respective recesses 27 and 28, which are respectively connected by the connecting elements 25 and 26. For example, such as screws in the case of reversible connection, or rivets in the case of irreversible connection, the cylindrical pins 21 and 22 are respectively fixed to the steering handle 2 and the acceleration knob 4.

The example shown in the drawing allows the first end portion 21 of the reaction torque converter 20 to be attached to the steering handle 2 for fixing. The steering handle 2 includes a reaction force bracket 51, for example, it is welded to the steering handle 2, the steering The handle 2 is provided with a coupling seat 52 suitable for receiving the first end portion 21. Furthermore, the example of the aforementioned coupling seat includes a through-hole through which the bonding element 25 passes, and the bonding element 25 is adapted to lock the first end portion 21 of the reaction torque converter 20 so that The rotation of the end portion 21 is prevented.

Referring to FIG. 4, according to an embodiment, a vehicle 1 having a motor 10 includes an electric control unit 60 that includes an input 61 of a signal, and an accelerator 3 includes an output 29 of a signal, wherein the electric signal is supplied to the output Terminal, the electrical signal is suitable for being fitted to a signal input terminal that is effectively connected to the electrical control unit 60, for example, by a multi-pole wiring connection 65. In the specific example shown, the signal output 29 includes a connector that is fixed to the body 20' of the reaction torque converter 20.

Preferably, when the electrical signal supplied by the reaction torque converter 20 is an analog output signal, its voltage has an amplitude proportional to the torsional stress received by the torque converter 20. Even better is that the reaction torque converter 20:-can be received, for example, via a multi-pole connection 65, an analog input signal in a DC voltage with an amplitude;-a conversion circuit including a voltage amplitude, which is resistant to torsional stress Very sensitive and suitable for generating analog output signals from analog input signals.

For example, the aforementioned voltage-amplitude conversion circuit includes a Wheatstone bridge, which includes a resistive element, such as a strain gauge, whose resistance value is related to the amount of dimensional deformation caused by torsional stress.

Although the first embodiment can provide a rigid connection between the acceleration knob 4, the converter 20 and the steering handle 2 to prevent the rotation of the acceleration knob 4, the second embodiment can also provide an accelerator including a coupling system (with angular clearance) 3. According to a limited angle starting from the rest position, the coupling system is adapted to allow the acceleration knob 4 to rotate freely relative to the steering handle so that it is applied to the acceleration knob 4 The initial force of does not generate torsional stress that is applied to the reaction torque converter 20, and therefore does not translate into an acceleration requirement for the motor. Once the acceleration knob 4 has been rotated by an amount equivalent to the aforementioned limit angle starting from the rest position, while reaching a finite angle position opposite to the rest position and the limited angle position, another force attempts to produce rotation in the same direction, The transmission of stress to the reaction torque converter 20 does not cause another rotation of the knob 4, wherein the latter acts on the steering handle 2 via the converter 20. An elastic recovery device may also be provided, which tends to return the acceleration knob 4 to the rest position. For example, the aforementioned limited angle is less than or equal to 20°, preferably less than or equal to 10°, and more preferably less than or equal to 5°.

According to an embodiment, the acceleration knob 4 includes an attachment element 48 from the brake lever 6 to the acceleration knob 4. Therefore, a manual control group can be manufactured. Among them, the brake lever 6 is not directly attached to the steering handle 2, but the manual control group is attached to the acceleration knob 4, and the acceleration knob 4 is sequentially attached to the steering handle 2. The aforementioned bonding element 48 is, for example, a bonding sleeve.

According to an embodiment, the acceleration knob 4 includes a cover 40. For example, it is a rubber and includes a supporting core 41, which is at least partially covered by a cover sleeve 40. The support core 41 includes a shaft 42 having a first end 43 attached to the reaction torque converter 20. The attachment element 48 of the brake lever 6 can thus be attached to the support core 41, which can be, for example, a collar, which is pulled tightly on the support core 41. In the embodiment of FIG. 2 and FIG. 3, an attachment element 49 (such as a sleeve 49) is also provided on the support core 41, and then the attachment element 49 can be clamped between the clamping elements 59 (such as screws or pins).

In the embodiments of FIGS. 1 and 4, the aforementioned supporting core 41 includes an inner cavity 45 provided with a bottom wall 46, in which the end portion 5 of the steering handle 2 Engaged/can be engaged; the aforementioned end portion 5 of the steering handle 2 is hollow inside and the shaft 42 at least partially passes through the end portion 5 of the steering handle 2 whose interior is hollow, and the steering handle 2 has a second fixed to the bottom wall 46 The end portion 44, the reverse first end portion 43 of the shaft 42 is fixed to the reaction torque converter 20. For example, as shown in FIG. 2, the accelerator 3 includes a coupling flange 23 attached to the end portion 43 of the shaft 41 and the second end portion 22 of the reaction torque converter 20 by screws or rivets 24 and 26. For example, the aforementioned coupling flange 23 is a tapered flange. In the example, the second end portion 22 has a cross-sectional portion whose area is different from the area of the cross-sectional portion of the end portion 43 of the shaft 41.

Referring again to FIGS. 2 to 4, in the illustrated unrestricted embodiment, the reaction torque converter 20 is placed outside the steering handle 2 and the steering handle 2 includes a tubular wall provided with a passageway thereon. The hole 50, the through hole is passed by the shaft 42 to allow the first end portion 43 of the shaft 42 to protrude out of the tubular wall and thus be attached to the second end portion 22 of the reaction torque converter 20.

In the above-described alternative embodiment, the reaction torque converter 20 is arranged at the end portion 5 of the steering handle 2 having a hollow interior.

Referring now to FIG. 5, yet another embodiment is shown, which is different from the embodiments described so far, in which, in this example, the steering handle 2 is not a tubular body produced by molding a metal material. For example, it is made of cast aluminum. The reaction force bracket 51, for example, is integrally formed with the steering handle 2, and the steering handle includes two coupling seats 54 and 55. For example, it is integrally formed with the steering handle 2 and is configured to be individually attached to the handlebar for torque conversion器20及Acceleration knob 4. For example, the aforementioned coupling seats 54 and 55 are two cradle seats, and the cradle seat to the bridge joint elements 56 and 57 may be attached by screws or rivets (not shown in the drawings). Also need Note that in the example of FIG. 5, the shaft 42 of FIGS. 2 to 4 and the support core 41 are the same, and the contact is provided (for example, similar or equivalent to the flange 23 of the embodiment shown in FIG. 2 Bushing), not shown in the drawings, to attach the end portion 43 (or support core 41) of the shaft 42 to the second end portion 22 of the torque converter 20.

Referring to FIG. 6, in yet another embodiment, in addition to the above-mentioned contacts, for example, for rigidity, a resilient coupling element 60 may also be provided. For example, a coil spring is inserted between the reaction torque converter 20 and the acceleration knob 4. For example, the coil spring has an end portion coupled to the reaction torque converter 20 and an opposite end coupled to the acceleration knob 4. The rebound coupling elements 60 are all subjected to torsional deformation to transmit torsional stress to the reaction torque converter 20. In this way, it is advantageous that the rebound element absorbs the torsional force applied to the converter 20 at least in part via the rotation of the knob 4 so that the applied force is better modulated.

Additionally or alternatively, the rebound coupling element 60 may be provided between the reaction torque converter 20 and the steering handle 2, for example, between the converter 20 and the bracket 51. In the example described above, the rotation of the acceleration knob 4 is related to the reaction torque converter. Preferably, the rotation occurs according to a limited angle. The first limitation is the same elastic deformation force from the rebound element (which is generally The applied force is related, for example, the driver operates the acceleration knob 4), or the limitation comes from the presence of one or more rest elements, which are suitable to stop the rotation of the knob 4. For example, the aforementioned limited angle is less than or equal to 20°, preferably less than or equal to 10°, and even less than or equal to 5°. It can be observed that the modified embodiment described with reference to FIG. 6 can also be applied to the embodiments of FIGS. 1 to 4. By providing the rebound coupling element 6 effectively inserted between the shaft 42 and the reaction torque converter 20, And/or inserted between the reaction torque converter 20 and the steering handle 2. For example, it is inserted between the reaction torque converter 20 and the bracket 51. It can be observed that the common point of the above embodiments is that the accelerator 3 includes a rebound element, and the rebound element is effectively inserted between the acceleration knob 4 and the reaction torque converter 20, and/or between the reaction torque converter 20 and the steering handle Between 2. By selecting appropriate structural features (in terms of shape, size and elastic constant) of the rebound element, and/or at least providing a rest element to stop the rotation of the acceleration knob 4, according to a limited angle, the acceleration knob 4 can be positioned around the knob, relative to The steering handle rotates. For example, the above-mentioned limited angle is less than or equal to 20°, preferably less than or equal to 10°, and more preferably less than or equal to 5°.

It can be observed that the limited rotation of the knob 4 together with the reaction torque converter 20 is advantageous, allowing the electronic throttle control 3 to be simplified, because it is related to the system's completely freely rotating components, which can better distinguish the torque converter 20 applied Apply random (not intentional) torsional stress, thus increasing the safety of the system.

On the basis of the above, therefore, it can be observed how the accelerator according to the present description can fully or at least partially achieve the aforementioned objectives.

The accelerator as described allows the driver to maintain a comfortable wrist position while driving, and can also quickly switch between braking and acceleration, or even brake and accelerate at the same time.

Finally, it should be noted that the accelerator as described above is part of the vehicle's linear drive system.

There is no prejudice to the principles of the present invention, and items related to the illustrated and illustrated unlimited examples, embodiments and architectural details may vary widely without departing from the definition of the invention within the scope of additional patent applications.

3: accelerator

4: Acceleration knob

5: end

20: Reaction torque converter

20’: Subject

21: The first end part

22: Second end part

23: coupling flange

24: screws or rivets

25: then components

26: Then components

29: output

40: Cover sleeve

41: Supporting the core

42: axis

43: The first end part

44: Second end part

45: inner acupoint

46: bottom wall

48: then components

49: then components

50: through hole

51: reaction force bracket

52: Coupling seat

Claims (13)

A steering handle for a vehicle with a motor of an accelerator, the accelerator includes: an acceleration knob coupled to an end portion of the steering handle; a reaction torque converter adapted to receive a torsional stress, the torsional stress A torsional force applied to the acceleration knob by a driver from the vehicle generates an electrical control signal output by the motor. The acceleration knob includes a cover sleeve and a support core, the support core is at least partially covered by the cover A cover, the cover includes a shaft having a first end portion attached to the reaction torque converter, the reaction torque converter is placed outside the steering handle, and wherein the steering handle includes a tubular wall, the The tubular wall is provided with a through hole and is penetrated by the shaft to allow the first end portion to protrude beyond the tubular wall. A steering handle includes an accelerator as claimed in item 1 of the patent application, wherein the reaction torque converter includes a rigid structure adapted to resist rotation of the acceleration knob. A steering handle including an accelerator as claimed in item 1 of the patent application, wherein the reaction torque converter includes a main body having a first end portion fixed to the steering handle and a second end fixed to the acceleration knob The end part. A steering handle including an accelerator as claimed in item 1 of the patent scope, wherein the vehicle includes an electronic control unit, the electronic control unit includes a signal input terminal, and wherein the accelerator includes a signal output terminal, and the signal output terminal The electronic signal is provided on the device, and the electronic signal is suitable and installed as valid Connect to this signal input. A steering handle including an accelerator as claimed in item 1 of the patent application, wherein the electrical signal is an analog output signal whose voltage is proportional to the torsional stress received by the reaction torque converter One amplitude. A steering handle including an accelerator as claimed in item 5 of the patent scope, wherein the reaction torque converter is used to receive an input analog signal in a DC voltage having the amplitude; a conversion circuit including the voltage amplitude, the voltage The amplitude is very sensitive to torsional stress, and the conversion circuit is suitable for generating an analog output signal from the analog input signal. A steering handle, including an accelerator as claimed in item 1 of the patent application, which includes a coupling system with angular clearance, based on a limited angle starting from a rest position, suitable for allowing the acceleration knob to be relative to the handle Free rotation, so that an initial force applied to the knob does not generate the torsional stress applied to the reaction torque converter. A steering handle comprising an accelerator as claimed in item 7 of the patent application, wherein the limited angle is less than 20°, preferably less than 10°, more preferably less than 5°. A steering handle includes an accelerator according to any one of patent application items 1 to 8, wherein the accelerator includes a subsequent element of a brake lever, the subsequent element is adapted to rigidly connect the brake lever to the accelerator. A steering handle including an accelerator as described in any one of patent application items 1 to 9, wherein: the support core includes an inner cavity, the inner cavity is provided with a bottom wall, and the steering operator The end portion of the handle is engaged or may be engaged; the end portion of the steering handle is hollow inside; the shaft passes at least partially through the end portion of the steering handle hollow inside, and the shaft has a fixed to the bottom wall A second end and the first end portion opposite to the shaft fixed to the reaction torque converter. A steering handle including an accelerator such as items 1, 2, 4, 5 or 6 of the patent application, and further comprising: at least one rebound coupling element, effectively inserted between the reaction torque converter and the acceleration knob, and And/or inserted between the reaction torque converter and the steering handle, wherein the accelerator is adapted and arranged to allow a rotation of the acceleration knob according to a limited angle. A steering handle comprising an accelerator as claimed in item 11 of the patent application, wherein the limited angle is less than 20°, preferably less than 10°, more preferably less than 5°. A vehicle with a motor, including: a motor and an electronic control unit of the motor, characterized in that it includes a steering handle according to any one of patent application items 1 to 12, wherein the reaction torque is converted The controller is effectively connected to the electronic control unit to provide the electronic control signal to the electronic control unit to control the power output by the motor.

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