A vehicle suspension arrangement

Abstract

This utility model provides a vehicle suspension structure, belonging to the field of garden equipment technology. The vehicle suspension structure includes a cantilever and an elastic element. This utility model rotatably mounts one end of the cantilever on each side of the chassis, with a wheel mounted on the other end of the cantilever. An elastic element is provided between the wheel-mounting end of the cantilever and the chassis. Furthermore, the drive motor is mounted inside the chassis at the cantilever connection point, achieving motor mounting on the chassis, reducing wheel weight. The cantilever and elastic element together form a wheel suspension structure, which is not only simple in structure but also reduces manufacturing costs. When traversing uneven ground, the deflection of the cantilever and the tension of the elastic element maintain the wheel's contact with the ground, preventing loss of traction and improving the vehicle's obstacle-crossing ability, thus facilitating lawnmower operations.

Description

Technical Field

[0001] This utility model relates to the field of garden equipment technology, specifically to a vehicle suspension structure. Background Technology

[0002] With the transformation of lawnmowers into vehicles, the workload of operators is reduced and mowing efficiency is improved by allowing vehicles to travel on the grass.

[0003] Currently, commercially available unmanned lawnmowers, such as the front-wheel-drive lawnmower disclosed in patent CN214545669U, have both front and rear wheels mounted on the bottom of the frame, with the power battery mounted on the frame. Furthermore, a hub motor is installed inside each front wheel, and the power battery powers the hub motor. The two front wheels rotate at a differential speed. During operation, the power battery powers the hub motor, causing the front wheels to rotate and thus driving the vehicle. While this structure enables the lawnmower to move, the use of hub motors, which are integrated directly with the wheels to save on components, results in a lack of suspension and shock absorption. This leads to poor traction when traversing uneven terrain such as potholes. Additionally, although a suspension structure can be installed between the frame and the hub motor's connecting shaft, the weight of the wheels with hub motors makes the suspension structure complex and costly, hindering the widespread application of lawnmowers. Utility Model Content

[0004] To address the aforementioned problems in the existing technology, this paper aims to provide a vehicle suspension structure in which a drive motor and a cantilever are provided on both sides of the chassis. One end of the cantilever is rotatably connected to the chassis, and the other end of the cantilever is provided with a wheel that is powered by the drive motor. Furthermore, an elastic element is provided between the end of the cantilever with the wheel and the chassis, which realizes the installation of the drive motor on the chassis, reduces the weight of the wheel, and at the same time, the suspension structure of the wheel composed of the cantilever and the elastic element is not only simple in structure and reduces cost, but also improves obstacle crossing ability, which is conducive to the application and promotion of lawnmowers.

[0005] The specific technical solution is as follows:

[0006] A vehicle suspension structure is disposed between a chassis and wheels, with wheels on both sides of the chassis and drive motors mounted on both sides of the chassis. The drive motors are poweredly connected to the corresponding wheels. The structure also includes:

[0007] The chassis has cantilever arms on both sides, with one end of the cantilever arm rotatably mounted on the chassis and the corresponding wheel mounted on the other end of the cantilever arm.

[0008] An elastic element is located between the chassis and the cantilever. One end of the elastic element is connected to the chassis, and the other end of the elastic element is connected to the end of the cantilever where the wheel is located.

[0009] In the aforementioned vehicle suspension structure, a collar is provided at one end of the cantilever connected to the chassis. The outer side of the collar is rotatably connected to the chassis, and a drive motor on the corresponding side of the chassis is installed inside the collar.

[0010] In the aforementioned vehicle suspension structure, a sealing ring is provided between the end of the cantilever rotatably connected to the chassis and the chassis.

[0011] In the aforementioned vehicle suspension structure, the elastic element is a tension spring, with its upper end connected to the cantilever and its lower end connected to the chassis.

[0012] In the aforementioned vehicle suspension structure, a limiting hole is provided on the cantilever. The limiting hole is either a strip-shaped hole or an arc-shaped hole. The center of the limiting hole coincides with the center of the cantilever rotatably mounted on the chassis. Furthermore, a protruding limiting block is provided on the chassis, and the limiting block extends into the limiting hole.

[0013] The aforementioned vehicle suspension structure further includes a suspension adjuster, which is mounted on the chassis with one end facing the cantilever.

[0014] In the aforementioned vehicle suspension structure, the suspension adjusting component includes an adjusting screw, which is threadedly connected to the chassis, with one end of the adjusting screw facing the cantilever.

[0015] In the aforementioned vehicle suspension structure, the end of the cantilever where the wheel is located has an extension, which corresponds to the suspension adjustment component.

[0016] In the aforementioned vehicle suspension structure, the end of the adjusting screw away from the cantilever is provided with a tool mating part, which is a slotted groove or a cross groove.

[0017] The aforementioned vehicle suspension structure further includes a screw spool, which is mounted on a chassis. The chassis has an insert hole, and the screw spool is inserted into the insert hole. An adjusting screw is threadedly connected to the screw spool.

[0018] The positive effects of the above technical solution are:

[0019] The aforementioned vehicle suspension structure features cantilever arms rotatably mounted on both sides of the chassis. A drive motor is located on the chassis at the point where the cantilever arms connect to the chassis. A wheel is mounted on the other end of each cantilever arm, and the wheel is poweredly connected to the corresponding drive motor. Additionally, an elastic element is installed between the end of the cantilever arm with the wheel and the chassis. This design not only allows for the mounting of the drive motor on the chassis, reducing the weight of the wheel, but also forms a simple and low-cost suspension structure for the wheel through the cantilever arms and elastic element. Furthermore, when the wheels undulate over uneven ground, the cantilever arms can deflect on the chassis, and the elastic element keeps the cantilever arms and chassis taut. This ensures that the tension of the elastic element is always just enough to overcome the weight of the chassis, effectively preventing chassis weightlessness. This allows the wheels to maintain a certain contact with the ground, preventing loss of traction and enabling the vehicle to smoothly traverse uneven terrain, thus improving the obstacle-crossing ability of the lawnmower. Attached Figure Description

[0020] Figure 1 This is a structural diagram of an embodiment of the vehicle suspension structure of this utility model;

[0021] Figure 2 This is a structural diagram of the cantilever of a vehicle suspension structure according to the present invention;

[0022] Figure 3 This is a schematic diagram illustrating the fit between the cantilever and chassis of a vehicle suspension structure according to this utility model.

[0023] Figure 4 This is a schematic diagram of the installation of a suspension adjustment component of a vehicle suspension structure on a chassis according to the present invention.

[0024] In the attached diagram: 1. Chassis; 11. Limiting block; 12. Embedded hole; 2. Wheel; 3. Drive motor; 4. Cantilever; 41. Collar; 42. Limiting hole; 43. Extension; 5. Elastic element; 6. Suspension adjustment element; 61. Adjusting screw; 62. Tool mating part; 63. Spool. Detailed Implementation

[0025] To make the technical means, creative features, objectives, and effects of this utility model easier to understand, the following embodiments are provided in conjunction with the appendix. Figure 1 To be continued Figure 4 The technical solution provided by this utility model is described in detail, but the following content is not intended to limit this utility model.

[0026] Figure 1 This is a structural diagram of an embodiment of the vehicle suspension structure of this utility model. Figure 1As shown, the vehicle suspension structure provided in this embodiment is positioned between the chassis 1 and the wheels 2. Wheels 2 are mounted on both sides of the chassis 1, supporting the chassis 1 and allowing displacement of the chassis 1 through the rotation of the wheels 2, thus enabling the lawnmower to move. Furthermore, drive motors 3 are installed on both sides of the chassis 1, and the drive motors 3 are powered by the corresponding wheels 2, providing electrical energy for the rotation of the wheels 2 to meet the lawnmower's movement requirements. Additionally, the vehicle suspension structure provided in this embodiment includes a cantilever 4 and an elastic element 5, and a suspension adjustment element 6 can also be installed as needed.

[0027] Specifically, cantilever arms 4 are provided on both sides of the chassis 1. One end of each cantilever arm 4 is rotatably mounted on the chassis 1, enabling the cantilever arm 4 to deflect on the chassis 1 and providing the conditions for the subsequent floating of the wheel 2. In addition, the wheel 2 on the corresponding side is mounted on the other end of the cantilever arm 4. That is, the cantilever arm 4 serves as a transition structure for mounting the wheel 2 on the chassis 1, ensuring that the cantilever arm 4 can adapt to the positional changes of the wheel 2 in the height direction when it deflects, thus improving the obstacle-crossing ability of the lawnmower.

[0028] Specifically, the elastic element 5 is set between the chassis 1 and the cantilever 4. At this time, one end of the elastic element 5 is connected to the chassis 1, and the other end of the elastic element 5 is connected to the end of the cantilever 4 where the wheel 2 is located. That is, the elastic element 5 is set on the end of the cantilever 4 that is rotatably connected to the chassis 1. The elastic element 5 provides a force for the deflection of the cantilever 4, which provides conditions for energy absorption and shock absorption and improves obstacle crossing ability.

[0029] Figure 2 This is a structural diagram of the cantilever of a vehicle suspension structure according to this utility model. Figure 1 and Figure 2 As shown, a collar 41 is provided at one end of the cantilever 4 connected to the chassis 1. The collar 41 provides sufficient mounting space on the inner side of the end of the cantilever 4 mounted on the chassis 1. At this time, the outer side of the collar 41 is rotatably connected to the chassis 1, ensuring that the cantilever 4 can deflect on the chassis 1. Simultaneously, the drive motor 3 on the corresponding side of the chassis 1 is installed inside the collar 41, allowing the wheel 2 and drive motor 3, located on the same side, to be installed at both ends of the same cantilever 4. This improves overall integrity, achieves modular design, and optimizes space utilization. Furthermore, it provides the conditions for subsequently integrating the wheel 2, drive motor 3, and transmission structures such as reducers between them into a single structure before mounting them onto the cantilever 4. Preferably, the collar 41 and the cantilever 4 are an integral structure, resulting in better integrity, higher structural strength, and thus ensuring suspension performance and extending service life.

[0030] More specifically, a sealing ring is provided between the end of the cantilever 4 rotatably connected to the chassis 1 and the chassis 1. This sealing ring seals the gap at the connection between the cantilever 4 and the chassis 1, preventing moisture and other contaminants from entering the chassis 1 and improving safety performance. It is worth noting that when a collar 41 is provided at the end of the cantilever 4 connected to the chassis 1, the sealing ring is an O-ring, and the sealing ring is fitted over the collar 41. This means the sealing ring seals the assembly gap between the collar 41 and the base, improving sealing performance while ensuring the collar 41 rotates on the chassis 1.

[0031] More specifically, the elastic element 5 is a tension spring. The upper end of the tension spring is connected to the cantilever 4, and the lower end is connected to the chassis 1. The tension spring keeps the cantilever 4 and chassis 1 taut, ensuring that the tension of the spring can always overcome the weight of the machine, thus supporting the chassis 1 on the suspension structure. When the vehicle is running and passes over potholes, the wheel 2 will be suspended in the air. Affected by the tension of the tension spring, the wheel 2 will deflect with the cantilever 4, causing the end of the cantilever 4 with the wheel 2 to move downward. This lowers the wheel 2 a certain distance from its default position, ensuring that the chassis 1 does not lose weight and that the wheel 2 always maintains contact with the ground, ensuring that traction is not lost and allowing the vehicle to successfully pass over potholes and meet obstacle crossing requirements.

[0032] Figure 3 This is a schematic diagram illustrating the fit between the cantilever and chassis of a vehicle suspension structure according to this utility model. Figures 1 to 3 As shown, a limiting hole 42 is also provided on the cantilever 4, and the limiting hole 42 is a strip-shaped hole, so that the limiting hole 42 can adapt to the deflection requirements of the cantilever 4. Preferably, the limiting hole 42 is located in the middle section of the cantilever 4, so as not to interfere with the installation of the cantilever 4 on the chassis 1 or the installation of the wheel 2 on the cantilever 4. At the same time, the limiting hole 42 is an arc-shaped hole, and the center of the limiting hole 42 coincides with the center of the cantilever 4 rotatably mounted on the chassis 1, so that when the cantilever 4 deflects, the distance between different positions in the limiting hole 42 and the deflection center of the cantilever 4 is the same, ensuring that the cantilever 4 can deflect smoothly. In addition, a protruding limiting block 11 is provided on the chassis 1. The limiting block 11 extends into the limiting hole 42, so that when the lower cantilever 4 deflects, the limiting block 11 moves between the two ends of the limiting hole 42, thereby limiting the maximum angle of upward and downward deflection of the cantilever 4 and realizing the protection of the suspension structure. Preferably, a number of limiting holes 42 are provided on the same cantilever 4 and arranged at intervals between each other. In addition, a number of limiting blocks 11 are also provided on the chassis 1 and correspond one-to-one with a number of limiting holes 42, thereby realizing multi-point limiting of the deflection of the cantilever 4, improving the reliability of the limiting and making the structural design more reasonable.

[0033] Figure 4 This is a schematic diagram showing the installation of a suspension adjustment component of a vehicle suspension structure according to this utility model on the chassis. Figure 1 , Figure 2as well as Figure 4 As shown, a suspension adjustment component 6 is also provided on the chassis 1, with one end of the suspension adjustment component 6 facing the cantilever 4. The deflection angle of the cantilever 4 is limited by the suspension adjustment component 6, thereby realizing the control of the stroke of the cantilever 4 and meeting the user's need to adjust the suspension structure according to the site conditions.

[0034] More specifically, the suspension adjustment component 6 installed on the chassis 1 includes an adjustment screw 61. The adjustment screw 61 is threaded onto the chassis 1, with one end of the adjustment screw 61 facing the cantilever 4, so that the cantilever 4 can contact the end of the adjustment screw 61 during deflection. The adjustment screw 61 limits the deflection stroke of the cantilever 4, thereby meeting the usage requirements of adjusting the suspension structure to adjust the operating posture of the equipment. In use, when the adjustment screw 61 is adjusted to the position furthest away from the cantilever 4, the deflection stroke of the cantilever 4 is at its maximum, maximizing the opening of the equipment's suspension. When the adjustment screw 61 is moved toward the cantilever 4 to its maximum position, the cantilever 4 is held in place by the adjustment screw 61 and cannot deflect any further, thus closing the equipment's suspension.

[0035] More specifically, the cantilever 4 has an extension 43 at one end where the wheel 2 is located. The extension 43 corresponds to the suspension adjustment member 6. The extension 43 extends the contact area of ​​the cantilever 4, so that there is enough space to arrange the suspension adjustment member 6 and the elastic member 5 and avoids the problem of mutual interference.

[0036] More specifically, a tool engagement part 62 is provided at the end of the adjusting screw 61 opposite to the cantilever 4. This tool engagement part 62 facilitates the operator's use of a tool to tighten the adjusting screw, thereby adjusting the stroke of the cantilever 4. Preferably, the tool engagement part 62 is a slotted or Phillips head screw, meaning the operator can use a slotted or Phillips head screwdriver to tighten the adjusting screw 61, making adjustment more convenient. Alternatively, the tool engagement part 62 can also be a tool engagement structure commonly found in bolts, screws, or other similar structures, which will not be elaborated upon here.

[0037] More specifically, the suspension adjustment component 6 also includes a screw spool 63. The screw spool 63 is mounted on the chassis 1. Preferably, the chassis 1 has a recessed hole 12, and the screw spool 63 is embedded in the recessed hole 12, achieving a concealed installation of the screw spool 63 on the chassis 1 and improving the stability of the screw spool 63 mounted on the chassis 1. Furthermore, the adjusting screw 61 is threadedly connected to the screw spool 63, meaning the screw spool 63 serves as the mating structure for the adjusting screw 61 mounted on the chassis 1, meeting the usage requirement of the adjusting screw 61 requiring threaded engagement. Simultaneously, the screw spool 63 also enhances the structural strength of the part on the chassis 1 that mates with the adjusting screw 61, resulting in a more rational structural design. In a further preferred embodiment, the cross-section of the wire spool 63 is a regular quadrilateral structure, and the insertion hole 12 is a rectangular hole. This allows the wire spool 63 to be circumferentially limited after being inserted into the insertion hole 12, through the mutual abutment between its outer side wall and the inner side wall of the insertion hole 12. This avoids the problem that the wire spool 63 will not rotate when the adjusting screw 61 is turned, ensuring that the adjustment process can proceed smoothly.

[0038] The vehicle suspension structure provided in this embodiment includes a cantilever 4 and an elastic element 5. One end of the cantilever 4 is rotatably mounted on both sides of the chassis 1, and a wheel 2 is mounted on the other end of the cantilever 4. At the same time, an elastic element 5 is provided between the end of the cantilever 4 where the wheel 2 is mounted and the chassis 1. In addition, the drive motor 3 is installed in the chassis 1 and located at the connection point of the cantilever 4, which realizes the installation of the drive motor 3 on the chassis 1, reduces the weight of the wheel 2, and the cantilever 4 and the elastic element 5 can form a suspension structure for the wheel 2. This structure is not only simple but also reduces manufacturing costs. When passing over uneven ground, the wheel 2 can be kept in contact with the ground by the deflection of the cantilever 4 and the tension of the elastic element 5, avoiding loss of traction and improving the vehicle's obstacle crossing ability, which is beneficial for the operation of lawnmowers.

[0039] The above are merely preferred embodiments of the present utility model and are not intended to limit the implementation methods and protection scope of the present utility model. Those skilled in the art should realize that any equivalent substitutions and obvious changes made based on the description and illustrations of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A vehicle suspension structure provided between a chassis and wheels, both sides of the chassis are provided with the wheels, both sides of the chassis are provided with driving motors, the driving motors are power connected with the wheels on the corresponding side, characterized in that, Also includes: The chassis has cantilever arms on both sides, with one end of each cantilever arm rotatably mounted on the chassis and the corresponding wheel mounted on the other end of each cantilever arm. An elastic element is disposed between the chassis and the cantilever, with one end of the elastic element connected to the chassis and the other end of the elastic element connected to the end of the cantilever where the wheel is disposed.

2. A vehicle suspension structure according to claim 1, wherein The cantilever is connected to the chassis at one end with a collar, the outer side of which is rotatably connected to the chassis, and the drive motor on the corresponding side of the chassis is installed inside the collar.

3. A vehicle suspension structure according to claim 1, wherein A sealing ring is provided between the end of the cantilever that is rotatably connected to the chassis and the chassis.

4. The vehicle suspension structure of claim 1, wherein The elastic element is a tension spring, the upper end of which is connected to the cantilever, and the lower end of which is connected to the chassis.

5. The vehicle suspension structure of claim 1 wherein, The cantilever has a limiting hole, which is either a strip-shaped hole or an arc-shaped hole. The center of the limiting hole coincides with the center of the cantilever on the chassis. The chassis is provided with a protruding limiting block that extends into the limiting hole.

6. A vehicle suspension structure according to claim 1, wherein It also includes a suspension adjuster, which is mounted on the chassis and has one end facing the cantilever.

7. A vehicle suspension structure according to claim 6, wherein The suspension adjustment component includes an adjustment screw, which is threaded onto the chassis, with one end of the adjustment screw facing the cantilever.

8. A vehicle suspension arrangement according to claim 6 or 7, characterised in that, The cantilever has an extension at one end where the wheel is mounted, and the extension corresponds to the suspension adjustment component.

9. A vehicle suspension structure according to claim 7, characterized in that, The end of the adjusting screw facing away from the cantilever is provided with a tool mating part, which is a slotted groove or a cross groove.

10. A vehicle suspension structure according to claim 7, characterized in that, It also includes a wire spool, which is mounted on the chassis. The chassis has an insert hole, and the wire spool is inserted into the insert hole. The adjusting screw is threadedly connected to the wire spool.

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