CN214138139U

CN214138139U - Novel wheeled vehicle suspension system

Info

Publication number: CN214138139U
Application number: CN202022961507.7U
Authority: CN
Inventors: 洪振军
Original assignee: Shanghai Hangzao Technology Co ltd
Current assignee: Shanghai Hangzao Technology Co ltd
Priority date: 2020-12-09
Filing date: 2020-12-09
Publication date: 2021-09-07
Anticipated expiration: 2030-12-09

Abstract

A novel wheeled vehicle suspension system comprising: the left suspension and the right suspension are positioned on two sides of the vehicle body and are independent to each other; the left and right side suspensions respectively include: the balance arm is sequentially provided with a first shaft hole, a second shaft hole and a third shaft hole along the length direction, and wheels are respectively installed in the first shaft hole and the third shaft hole; the rocker arm is sequentially provided with a first connecting hole, a second connecting hole and a third connecting hole along the length direction; the first connecting hole of the rocker arm is movably connected with a second shaft hole in the middle of the balance arm through a bearing, and the second connecting hole is movably connected with the vehicle body through a bearing; and one end of the spring shock absorber is pivotally connected to the second connecting hole of the rocker arm, and the other end of the spring shock absorber is pivotally connected to the vehicle body. The utility model discloses vehicle suspension system is used for multiaxis vehicle, can provide outstanding wheel stroke of beating from top to bottom, and the motion between the left and right wheels does not take place the interact, realizes outstanding cross-country performance; and the left wheel and the right wheel are not connected by an actual shaft-shaped structure, so that the occupied space is reduced, and the arrangement of the whole vehicle is facilitated.

Description

Novel wheeled vehicle suspension system

Technical Field

The utility model relates to a vehicle suspension technical field, in particular to novel wheeled vehicle suspension system is applicable to wheeled vehicle and mobile robot.

Background

This paper is agreed that the vehicle fore-and-aft direction is vertical (X to), and the left and right direction is horizontal (Y to), and the vertical direction is vertical (Z to), and the locomotive direction is preceding.

A rotating pair: allowing relative rotation of the two members about a common axis but not allowing movement constraint of the two members relative to each other in the direction of the axis.

The spring damper: for use in a vehicle chassis for carrying vehicle weight and other vertical loads. The spring and the shock absorber are generally formed, and the spring compression and rebound scheme needs to be approximately the same as the motion direction of the shock absorber or the motion direction of the shock absorber after the spring compression and rebound scheme is transmitted through a mechanism. Wherein, the spring (the term is called elastic mechanism) is used for bearing static load and dynamic load and can buffer impact motion and load; wherein shock absorbers (termed damping mechanisms) are used to quickly damp vibrations of the chassis and avoid vibrations of the chassis system or some components in the chassis system from vibrating back and forth. In some simple matching cases, the shock absorber mechanism can be omitted, and only the spring mechanism is reserved.

A suspension system: a suspension system is a mechanism for connecting a wheel to a vehicle body, and is generally composed of a motion guide mechanism, an elastic mechanism (generally, a spring), and a damping mechanism (generally, a damper), and the elastic mechanism and the damping mechanism can be eliminated as a simplified configuration. In addition, the suspension system is generally called a front suspension and a rear suspension according to the arrangement position on the chassis. Herein, the front suspension or the rear suspension is not particularly specified, but is a suspension generally referred to as one end of the chassis.

Number of axes: viewed from the side, the wheels of a certain vehicle participating in bearing share the shaft axis of a plurality of wheels, namely a plurality of shafts. On a certain axle, there may be several wheels, such as two-wheel one axle and four-wheel one axle.

Regarding the off-road performance of a multi-axle vehicle (the number of axles is more than or equal to 3), the travel of the wheels in the vertical direction is expected to be as large as possible in the process of running on a concave-convex road surface from the transverse (side) view, so as to prevent the wheels from separating from the ground and losing the bearing capacity and the adhesive force of the wheels.

The most common of multi-axle vehicles is the three-axle truck, in which the front axle wheels are usually individually grouped and are usually single wheels, and the middle and rear axle wheels are usually interconnected in a group and may be single or double wheels.

The conventional wheels of the middle and rear two-axle wheels are connected with the wheels, and the wheels are connected with the frame in a mode that each axle wheel is connected through a rigid structure in the left-right direction, the front wheel and the rear wheel on each side of the left side and the right side of the vehicle are respectively connected with one end of a sheet spring which is symmetrical in the front-back direction (or is close to the symmetrical direction), and the sheet spring is connected with the frame.

To this kind of suspension structure, though because the elasticity of spring, four wheels can both have certain upper and lower run-out stroke in its vertical direction, can play the shock attenuation and laminate the effect on road surface. However, because the middle part of the spring group is rigidly fixed with the vehicle body, the up-and-down jumping stroke of each wheel is very limited and can only reach about 10cm, and the spring group cannot adapt to uneven road surfaces under the off-road working condition. Particularly, because the left and right wheels of each axle are rigidly connected, when the left and right wheels of the same axle are higher and lower on one side of the road surface (commonly called as crossed axle condition), the wheels on the lower side of the road surface are easy to be suspended and not contacted with the road surface due to insufficient spring stroke, and the wheels cannot bear the load and cannot transmit power.

In order to solve the problem, the suspension structure of the rear two shafts of the Messedbis Benz in the models such as LG 1213, 1519, LG1819 and the like adopts an innovative structure. The structure is that two groups of wheels on the left side and the right side of a rear suspension are respectively connected to the front side and the rear side of an arm structure (commonly called a balance arm) in a front-back symmetrical mode, the left arm structure and the right arm structure are respectively connected to the left end and the right end of an axial structure in a left-right symmetrical mode, the left arm structure and the right arm structure can respectively rotate and swing around the axial structure independently, and the porridge-shaped structure is connected with a frame through a plate-shaped spring.

This suspension structure passes through the balance arm and pivots the axle column structure syntropy or the antiport, realizes allowing back diaxon wheel around between, between the left and right sides have great upper and lower position change, consequently adaptation road surface unsmooth that can be fine, has fine cross-country performance. However, the structure still has the following disadvantages:

1. an actual shaft-shaped structure penetrates through the left side and the right side, so that the occupied space is large;

2. the wheels on the left side and the wheels on the right side are connected together and are not independent of each other, and the movement of one side can influence the movement of the other side;

3. the plate-shaped spring has short stroke, poor motion constraint precision and poor transverse rigidity.

The other suspension structure is a composite balanced arm type structure, namely, two sets of suspension mechanisms are symmetrically connected with the vehicle body left and right, each suspension mechanism on one side is provided with a rotary connection point with the vehicle body and respectively extends towards the front end and the rear end through an arm-shaped structure, one section of the arm-shaped structure is connected with a set of wheels, the other end of the arm-shaped structure is connected with an arm-shaped structure, and the arm-shaped structure respectively extends towards the front end and the rear end and is respectively connected with a set of wheels. This type of suspension is also known as a compound balanced arm structure. The suspension has very good road surface adaptability, but has the following disadvantages:

1) the structure is complex and the weight is heavy;

2) each side suspension consists of 3 groups of wheels, but only has one connection point with the vehicle body, the requirements on the precision and the rigidity of the connection point are high, and the integral rigidity is poor;

3) it is difficult to arrange a steering wheel or a steering mechanism.

In addition, as a simplified scheme of the structure, a single balance arm structure is adopted, namely, only one balance arm is arranged in each side system, the middle part of each balance arm is rotatably connected with a vehicle body, and two ends of each balance arm are connected with two groups of wheels. This type of suspension compares compound balanced arm-type structure and has some simplifications, also can provide certain off-road property, but has a drawback: since the balance arm is directly connected with the vehicle body and a shock absorption mechanism is absent in the middle, all shocks and impacts on the road surface are transmitted to the vehicle body, so that the vehicle is uncomfortable to ride or goods are easily damaged.

Disclosure of Invention

The utility model aims to design a novel wheel type vehicle suspension system which is applied to a multi-axle vehicle and provides excellent up-and-down run-out of wheels, and the movement between the left wheel and the right wheel does not affect each other, thereby realizing excellent off-road performance; and the left wheel and the right wheel are not connected by an actual shaft-shaped structure, so that the occupied space is reduced, and the arrangement of the whole vehicle is facilitated.

In order to achieve the above purpose, the technical scheme of the utility model is that:

a novel wheeled vehicle suspension system comprising: the left suspension and the right suspension are positioned on two sides of the vehicle body and are independent to each other; the left side suspension and the right side suspension respectively comprise:

the balance arm is sequentially provided with a first shaft hole, a second shaft hole and a third shaft hole along the length direction, wherein the first shaft hole and the third shaft hole at the two ends are respectively provided with a wheel;

the rocker arm is sequentially provided with a first connecting hole, a second connecting hole and a third connecting hole along the length direction; the first connecting hole of the rocker arm is movably connected to a second shaft hole in the middle of the balance arm through a first bearing, and the second connecting hole of the rocker arm is movably connected to the vehicle body through a second bearing;

and one end of the spring shock absorber is pivotally connected to the second connecting hole of the rocker arm, and the other end of the spring shock absorber is pivotally connected to the vehicle body.

Preferably, the first shaft hole to the third shaft hole on the balance arm are arranged in a triangle shape.

Preferably, the middle part of the balance arm is convexly provided with a third end part, and the second shaft hole is arranged on the third end part.

Preferably, the distances from the second shaft hole in the middle of the balance arm to the first shaft hole and the third shaft hole may be the same or different.

Preferably, the first shaft hole, the second shaft hole and the third shaft hole on the balance arm are in the same plane or not.

Preferably, the first connecting hole to the third connecting hole on the rocker arm are arranged in a triangular shape.

Preferably, the middle part of the rocker arm is convexly provided with a third end part, and the second connecting hole is arranged on the third end.

Preferably, the distances from the second connecting hole to the first connecting hole and the third connecting hole in the middle of the rocker arm can be the same or different.

Preferably, the first bearing and/or the second bearing are/is a double-flange bearing, i.e. both the inner ring and the outer ring of the bearing are provided with flanges, and are respectively connected with other structural members through the flanges.

Preferably, the first bearing and/or the second bearing are/is an outer ring flange bearing, that is, an outer ring of the bearing is provided with a flange, the flange of the outer ring is connected with a structural member on one side through threads, the other structural member is provided with a step shaft, the step shaft is inserted into an inner ring of the bearing, and the inner ring is fixed on the step shaft through threads or a snap spring.

Preferably, the first bearing and/or the second bearing are/is an inner ring flange bearing, that is, an inner ring of the bearing is provided with a flange, the flange of the inner ring is connected with a structural member on one side through threads, the other structural member is provided with a sleeve structure, the inner wall of the sleeve structure is provided with a step, the bearing is placed into the sleeve structure, is limited on the step and is fixed through a snap spring.

Preferably, the first bearing and/or the second bearing are of a double-bearing structure, two bearings are adopted, the two bearings can be of the same type and can also be of different types or different sizes, a structural part for connecting the two bearing inner rings is provided with a step shaft, the step shaft penetrates through the two bearing inner rings, the step surface is attached to one bearing inner ring, and the other end of the step shaft fixes the inner ring of the other bearing through threads or a snap spring; a spacer bush sleeved on the step shaft is arranged between the two bearing inner rings; a connecting sleeve is arranged on a structural member connected with the outer ring of the bearing, and two ends of the inner wall of the connecting sleeve are respectively provided with a fixing groove for fixing the two bearings in a surrounding manner.

Preferably, the connecting point of the rocker arm and the spring shock absorber is positioned on one side of the connecting point of the rocker arm and the vehicle body and above the rocker arm, the spring shock absorber is approximately horizontally placed, and the connecting point of the spring shock absorber and the vehicle body is positioned on the other side opposite to the connecting point of the rocker arm and the balance arm;

or the connection point of the rocker arm and the spring shock absorber is positioned near the connection point of the rocker arm and the vehicle body and below the rocker arm; the spring shock absorber is approximately horizontally arranged, and a connecting point of the spring shock absorber and the vehicle body is positioned on one side of a connecting point of the rocker arm and the balance arm;

or the connecting point of the rocker arm and the spring shock absorber is positioned on one side of the connecting point of the rocker arm and the balance arm, and the spring shock absorber is vertically arranged.

Preferably, the two wheels connected to the two ends of the balance arm may be of the same specification or different specifications.

Preferably, the distance from the connecting point of the middle part of the balance arm and the rocker arm to the connecting point of the two wheels can be the same or different.

Preferably, the connecting point of the balance arm and the rocker arm and the connecting point of the two wheels are in the same plane or not.

Preferably, the left suspension and the right suspension are arranged in a left-right symmetrical manner or in a left-right asymmetrical manner on both sides of the vehicle body.

Preferably, two sets of the suspension systems are respectively arranged on two sides of the vehicle body, and the arrangement directions of the suspension systems on the same side are the same or opposite.

Preferably, at least one pair of suspension system and at least one other suspension system are respectively arranged on two sides of the vehicle body.

A spring damper mechanism is required between the frame and the suspension to allow the suspension to move up and down relative to the vehicle body, thereby absorbing road shock and impact.

Mutual independence between left side suspension and the right side suspension need not the mechanism and links together. Each side suspension allows large movements between the front and rear wheels in opposite up-down directions.

The utility model designs that each side suspension of the vehicle body is made into an independent system, each side suspension is provided with a balance arm, the middle part of the balance arm is connected with the vehicle body, and two ends of the balance arm are respectively connected with a wheel; each side suspension bracket connects the balance arm with the vehicle body through a rocker arm; a spring shock absorber is arranged between the rocker arm and the vehicle body to realize the function of absorbing road surface impact and shock.

When the vehicle runs on a concave-convex road surface or goes up and down a slope and the like, the balance arm in the system rotates around the vehicle body through the bearing, and the wheels at the front end and the rear end can be always attached to the road surface.

When the road surface is impacted or the load changes, the balance arm and the wheels integrally move up and down to push the rocker arm and compress or stretch the spring shock absorber.

Above-mentioned two kinds of circumstances can superpose, both the utility model discloses the system both accessible balance arm swing adaptation road surface is unsmooth to fluctuate, also can absorb the impact on road surface and the change of load through spring damper's compression and tensile.

When the left suspension and the right suspension are simultaneously inspected for a whole vehicle system, the left suspension and the right suspension work independently without influencing each other, and the left suspension and the right suspension can adapt to different bumps or jolts on the left and the right of a road surface.

Suspension system bilateral symmetry or asymmetric arrangement are in whole car to each one set of this suspension system is a pair of about the definition, can arrange a plurality of pairs according to the design demand of whole car, and this suspension fore-and-aft direction arranges with the fore-and-aft direction of vehicle and can arrange wantonly, and this suspension system can use with other suspension system cooperations.

The rocking arm is used for connecting balance arm and automobile body to be responsible for turning into the rotary motion of rocking arm with the upper and lower beat of balance arm through the revolute pair restraint with automobile body connection department, and finally fall with the motion and absorb through the bumper shock absorber, transmit the load for the automobile body.

The rocker arm is provided with three connecting points with other parts, namely a connecting point with the spring shock absorber, a connecting point with the vehicle body and a connecting point with the balance arm. The motion of the three connecting points is the motion of a rotating pair, and the three rotating shafts are parallel to each other.

The balance arm of the utility model is used for connecting a wheel and a rocker arm, and comprises two connecting points of two ends and the wheel and a connecting point of the middle part and the rocker arm, wherein the connecting point with the rocker arm is a rotating pair constraint and is connected by a bearing; the connection points of the two ends and the wheel are connected with the wheel core of the wheel through the connection points in a threaded or other fixedly connected mode. After the wheels are connected, the axes of the two wheels and the axis of the rotating pair connected with the rocker arm are parallel to each other.

Each end of the balance arm is connected with a group of wheels, and the wheels can be in the same specification or different specifications. Near the balance arm middle part is passed through bearing structure is connected with the rocking arm, its connection contact to with two wheel tie points the distance both can be the same, also can be different. The balance arm adapts to the concave-convex fluctuation of the road surface through the rotation motion of the balance arm around the connecting point with the rocker arm, so that the wheels can be pressed on the road surface, and the suspension of the wheels is avoided. In addition, the positions of the three connecting points on the balance arm can be on a plane or not.

The utility model has the advantages that:

the utility model has simple structure, and allows the front and the rear wheels to move in opposite directions; the spring damping mechanism is arranged and can absorb road surface impact and vibration;

the suspension structure of the utility model is independent from the left and the right, and the motion of the suspension on one side does not affect the other side;

compare compound balanced arm-type structure, the suspension structure only occupies the diaxon wheel, makes things convenient for whole car to arrange steering mechanism on the axletree outside this diaxon.

The utility model relates to a suspension system motion stroke is big, simple structure, space occupy fewly for vehicle chassis system can effectively adapt to the fluctuation and the unsmooth change on road surface, can let the vehicle have very outstanding cross-country ability, can pass through the performance, the ability of hindering more.

The utility model can be widely applied to the industries of multi-wheel motorcycles (more than 4 wheels), multi-wheel bicycles (more than 2 wheels), automobiles, ATV, UTV, beach vehicles, unmanned vehicles, mobile robots, racing cars, and the like; the method is suitable for severe road conditions and scenes such as cross-country, military police, patrol, battle fields, fire fighting, investigation, racing car competition, passenger carrying, cargo carrying and the like, and has great industrial significance and commercial value.

Drawings

Fig. 1 is a perspective view 1 of an embodiment of the present invention;

fig. 2 is a perspective view 2 of an embodiment of the present invention;

fig. 3 is a front view of embodiment 1 of the balance arm in the embodiment of the present invention;

fig. 4 is a perspective view of embodiment 2 of the balance arm in the embodiment of the present invention;

fig. 5 is a front view of embodiment 3 of the balance arm in an embodiment of the present invention;

FIG. 6 is a perspective view of an embodiment of the present invention;

FIG. 7 is a front view of an embodiment 1 of the present invention in which a rocker arm is connected to a spring damper;

FIG. 8 is a front view of an embodiment 2 of the present invention in which a rocker arm is connected to a spring damper;

FIG. 9 is a front view of an embodiment 3 of the present invention in which a rocker arm is connected to a spring damper;

fig. 10 is a perspective view of a first bearing embodiment 1 according to an embodiment of the present invention;

fig. 11 is a cross-sectional view of a first bearing embodiment 1 according to an embodiment of the present invention;

fig. 12 is a cross-sectional view of a first bearing embodiment 1 in accordance with an embodiment of the present invention in connection with a structural member;

fig. 13 is a perspective view of the first bearing embodiment 2 according to the embodiment of the present invention;

fig. 14 is a cross-sectional view of a first bearing embodiment 2 in an embodiment of the invention;

fig. 15 is a perspective view 1 of a first bearing embodiment 2 in accordance with an embodiment of the present invention in connection with a structural member;

fig. 16 is a perspective view 2 of a first bearing embodiment 2 in accordance with an embodiment of the present invention in connection with a structural member;

fig. 17 is a perspective view of a first bearing embodiment 3 according to an embodiment of the present invention;

fig. 18 is a perspective view of the first bearing embodiment 3 of the present invention in connection with a structural member;

fig. 19 is a cross-sectional view of a first bearing embodiment 3 in accordance with an embodiment of the present invention in connection with a structural member;

fig. 20 is a perspective view of a first bearing embodiment 4 in an embodiment of the present invention;

fig. 21 is a cross-sectional view of a first bearing embodiment 4 in accordance with an embodiment of the present invention in connection with a structural member;

figure 22 is a plan view of embodiment 1 of a suspension system arrangement according to an embodiment of the present invention;

figure 23 is a plan view of an embodiment 2 of a suspension system arrangement according to an embodiment of the present invention;

figure 24 is a plan view of embodiment 3 of a suspension system arrangement according to an embodiment of the present invention;

fig. 25 is a perspective view of a suspension system arrangement example 4 according to an embodiment of the present invention;

fig. 26 is a perspective view of a suspension system arrangement example 5 according to an embodiment of the present invention;

fig. 27 is a perspective view of a suspension system arrangement example 6 according to an embodiment of the present invention;

fig. 28 is a perspective view of a suspension system arrangement example 7 according to an embodiment of the present invention.

Detailed Description

Referring to fig. 1 and 2, the novel suspension system for wheeled vehicles of the present invention comprises: a left suspension 1 and a right suspension 2 which are independent from each other and located on both sides of the vehicle body 100; the left suspension 1 (taking the left suspension 1 as an example, the same applies below) and the right suspension 2 respectively include:

the balance arm 11 is sequentially provided with a first shaft hole 111, a second shaft hole 112 and a third shaft hole 113 along the length direction, wherein the first shaft hole 111 and the third shaft hole 113 at the two ends are respectively provided with a wheel 3 and a wheel 3';

the rocker arm 12 is provided with a first connecting hole 121, a second connecting hole 122 and a third connecting hole 123 in sequence along the length direction; the first connecting hole 121 of the rocker arm is movably connected to the second shaft hole 112 located in the middle of the balance arm 11 through the first bearing 4, and the second connecting hole 122 of the rocker arm is movably connected to the vehicle body 100 through the second bearing 5;

one end of the spring damper 13 is pivotally connected to the second connecting hole 122 of the swing arm 12, and the other end of the spring damper 13 is pivotally connected to the vehicle body 100.

Preferably, the first to third shaft holes 111 to 113 of the balance arm 11 are arranged in a triangular shape.

Referring to fig. 3, a third end 114 is protruded from the middle of the balance arm 11, and the second shaft hole 112 is disposed on the third end 114.

Referring to fig. 5, the distances from the second shaft hole 112 to the first shaft hole 111 and the third shaft hole 113 in the middle of the balance arm 11 may be the same or different.

Referring to fig. 4, the first shaft hole 111, the second shaft hole 112, and the third shaft hole 113 of the balance arm 11 are in the same plane, or not in the same plane.

Preferably, the first to third connecting holes 121 to 123 of the rocker arm 12 are arranged in a triangular shape.

Referring to fig. 6, a third end 124 is protruded from the middle of the rocker arm 12, and the second connecting hole 122 is disposed at the third end 124.

Preferably, the distances from the second connecting hole 122 to the first connecting hole 111 and the third connecting hole 113 in the middle of the swing arm 12 may be the same or different.

Referring to fig. 7, the connection point of the rocker arm 12 and the spring damper 13 is located on one side of the connection point of the rocker arm and the vehicle body 100 and above the rocker arm 12, the spring damper 13 is approximately horizontally placed, and the connection point of the spring damper 13 and the vehicle body 100 is located on the other side opposite to the connection point of the rocker arm 12 and the balance arm 11;

referring to fig. 8, the connection point of the rocker arm 12 and the spring damper 13 is located on the side of the connection point of the rocker arm 12 and the vehicle body 100, and is located below the rocker arm 12; the spring damper 12 is approximately horizontally arranged, and the connection point of the spring damper 13 and the vehicle body 100 is positioned on one side of the connection point of the rocker arm 12 and the balance arm 11;

referring to fig. 9, the connection point of the swing arm 12 and the spring damper 13 is located on the side of the connection point of the swing arm 12 and the balance arm 11, and the spring damper 13 is placed nearly vertically.

Referring to fig. 10 to 12, the first bearing 4 and/or the second bearing 5 are double-flange bearings, that is, the inner ring 41 and the outer ring 42 of the first bearing (taking the first bearing 4 as an example, the same below) are both flanged and are respectively connected with other structural members through flanges, as shown in fig. 6, the inner ring 41 is flanged with bolts for connecting with other structural members, and the outer ring 42 is flanged with threaded holes for connecting with other structural members.

Referring to fig. 13 to 15, the first bearing 4 and/or the second bearing 5 is an outer ring flange bearing, that is, the outer ring 42 of the first bearing 4 is provided with a flange, the flange of the outer ring 42 is connected with the structural member 200 on one side through a thread, the other structural member 300 is provided with a step shaft 301, the step shaft 301 is inserted into the inner ring 41 of the bearing, and the inner ring 41 is fixed on the step shaft 301 through a snap spring 302.

Referring to fig. 16, the first bearing 4 is an outer ring flange bearing, that is, the outer ring 42 of the first bearing 4 is provided with a flange, the flange of the outer ring 42 is connected with the structural member 200 on one side through a screw, the other structural member 300 is provided with a step shaft 301, the step shaft 301 is inserted into the inner ring 41 of the bearing, and the inner ring 41 is fixed on the step shaft 301 through a bolt/nut 303.

Referring to fig. 17 to 19, the first bearing 4 and/or the second bearing 5 are inner ring flange bearings, that is, the inner ring 41 of the first bearing 4 is provided with a flange, the flange of the inner ring 41 is connected to the structural member 200 on one side through a thread, the other structural member 300 is provided with a sleeve structure 304 having a step 3041 on an inner wall, the bearing is placed in the sleeve structure 304, is limited to the step 3041, and is fixed by a snap spring 302.

Referring to fig. 20 and 21, the first bearing 4 and/or the second bearing 5 are of a dual-bearing structure, the first bearing 4 adopts two

bearings

44 and 45, the two

bearings

44 and 45 may be of the same type, or of different types or different sizes, wherein a step shaft 401 is arranged on a structural member 400 connecting inner rings of the two

bearings

44 and 45, the step shaft 401 is arranged in the inner rings of the two

bearings

44 and 45 in a penetrating manner, a step surface 402 is attached to the inner ring of one bearing 44, and the other end of the step shaft 401 fixes the inner ring of the other bearing 45 through a thread or a snap spring 403; a spacer bush 404 sleeved on the step shaft 401 is arranged between the inner rings of the two

bearings

44 and 45; a connecting sleeve 501 is arranged on a structural member 500 connecting the outer rings of the

bearings

44 and 45, and two ends of the inner wall of the connecting sleeve 501 are respectively provided with a fixing groove 5011 for fixing the two

bearings

44 and 45.

Two wheels 3, 3' that the both ends of balance arm 11 are connected can be the same specification, also can be different specifications.

Referring to fig. 22 to 24, the left suspension 1 and the right suspension 2 are disposed symmetrically or asymmetrically on both sides of the vehicle body 100.

Referring to fig. 26 and 27, two sets of suspension systems of the present invention are respectively disposed on two sides of the vehicle body 100, and the arrangement directions of the suspension systems on the same side are the same or opposite.

Referring to fig. 25 and 28, at least one set of suspension system and at least one other suspension system of the present invention are respectively disposed on two sides of the vehicle body 100.

Claims

1. A novel wheeled vehicle suspension system comprising: the left suspension and the right suspension are positioned on two sides of the vehicle body and are independent to each other; the left side suspension and the right side suspension respectively comprise:

2. The novel wheeled vehicle suspension system of claim 1 wherein the first through third axle holes in said equalizer arm are triangularly arranged.

3. A novel suspension system for wheeled vehicles as claimed in claim 1 or claim 2 wherein said balance arm is provided with a third end portion projecting from the middle thereof and a second axle hole is provided in said third end portion.

4. A novel suspension system for wheeled vehicles as claimed in claim 1 or claim 2 wherein the distance from the second axle hole to the first and third axle holes is the same or different in the middle of the said balance arm.

5. The novel wheeled vehicle suspension system of claim 3 wherein the second axle hole in the center of said equalizer arm is spaced from the first and third axle holes by the same or different distances.

6. A novel suspension system for wheeled vehicles as claimed in claim 1 or claim 2 wherein the first, second and third axle holes in the equalizer arm are in the same plane or not.

7. The novel wheeled vehicle suspension system of claim 3 wherein the first axle hole, the second axle hole, and the third axle hole in the equalizer arm are in the same plane or are not in the same plane.

8. The novel wheeled vehicle suspension system of claim 4 wherein the first axle hole, the second axle hole, and the third axle hole in the equalizer arm are in the same plane or are not in the same plane.

9. The novel wheeled vehicle suspension system of claim 1 wherein the first through third attachment holes in said rocker arm are triangularly shaped.

10. A novel suspension system for wheeled vehicles as claimed in claim 1 or claim 9 wherein a third end portion is provided projecting from the central portion of said rocker arm and a second attachment hole is provided in said third end portion.

11. A novel suspension system for wheeled vehicles as claimed in claim 1 or claim 9 wherein the distance from the second attachment hole to the first attachment hole and the third attachment hole is the same or different in the middle of the rocker arm.

12. The novel wheeled vehicle suspension system of claim 10 wherein the second attachment hole in the middle portion of the rocker arm is spaced from the first attachment hole and the third attachment hole by the same or different distances.

13. The novel wheeled vehicle suspension system of claim 1 wherein the first and/or second bearings are double flanged bearings, i.e. the inner and outer rings of the bearings are flanged and are connected to other structural members via flanges, respectively.

14. The suspension system of a novel wheeled vehicle as claimed in claim 1, wherein the first bearing and/or the second bearing is/are outer ring flanged bearings, i.e. the outer ring of the bearing is flanged, the flange of the outer ring is connected with a structural member on one side through a bolt, the other structural member is provided with a step shaft, the step shaft is inserted into the inner ring of the bearing, and the inner ring is fixed on the step shaft through a thread or a snap spring.

15. The suspension system of claim 1, wherein the first bearing and/or the second bearing is an inner ring flange bearing, i.e. the inner ring of the bearing is provided with a flange, the flange of the inner ring is connected with a structural member on one side through a thread, the other structural member is provided with a sleeve structure with a step on the inner wall, the bearing is placed in the sleeve structure, is limited on the step and is fixed through a snap spring.

16. The novel suspension system of wheeled vehicle as claimed in claim 1, wherein the first bearing and/or the second bearing is a double-bearing structure, two bearings are adopted, the two bearings are the same type of bearing or different types or different sizes of bearings, wherein the structural member connecting the two inner races of the bearings is provided with a step shaft, the step shaft is arranged in the two inner races of the bearings in a penetrating way, the step surface is attached to one inner race of the bearing, and the other end of the step shaft fixes the inner race of the other bearing through screw threads or a snap spring; a spacer bush sleeved on the step shaft is arranged between the two bearing inner rings; a connecting sleeve is arranged on a structural member connected with the outer ring of the bearing, and two ends of the inner wall of the connecting sleeve are respectively provided with a fixing groove for fixing the two bearings in a surrounding manner.

17. The novel wheeled vehicle suspension system of claim 1 wherein the rocker arm to spring damper connection point is located on one side of the rocker arm to vehicle body connection point and above the rocker arm, the spring damper is approximately horizontally disposed, and the spring damper to vehicle body connection point is located on the opposite side of the rocker arm to balance arm connection point;

18. The novel wheeled vehicle suspension system of claim 1 wherein the two wheels connected at each end of the equalizer arm are of the same or different specifications.

19. The novel wheeled vehicle suspension system of claim 1 wherein the distance from the point of attachment of the center of said equalizer arm to the rocker arm to the point of attachment to the two wheels is the same or different.

20. The novel suspension system for wheeled vehicles of claim 1 wherein said left and right side suspensions are disposed in a side-to-side symmetrical arrangement or in a side-to-side asymmetrical arrangement on either side of said vehicle body.

21. The novel suspension system of wheeled vehicles as claimed in claim 1, wherein two sets of suspension systems are provided on each side of the vehicle body, and the suspension systems on the same side are arranged in the same direction or in opposite directions.

22. A novel suspension system for wheeled vehicles as claimed in claim 1 wherein at least one opposing suspension system and at least one other suspension system are provided on each side of the vehicle body.