Wheel suspension

0001The present invention relates to a suspension device by the introduction part of claim 1.

0002The present invention can be used in the vehicle manufacturing industry.

0003In current suspensions, the wheels are attached to the link element, which itself is attached around the point of rotation of the vehicle frame. Such suspensions are described in Swedish Patent No. 0102878-6, in which suspensions are applied to the wheels when riding in a collision so that the vehicle can obtain compensatory action. It is designed to absorb vertical motion.

0004Pamphlet 02/062285 states that the suspension system is equipped with a link element. A force can be applied to the link element in order to improve the climbing characteristics of the vehicle. The link element comprises a lifting wheel that lifts the front end of the vehicle using the force applied to the lever arm structure. The link element is a complementary structure, away from the main wheels of the vehicle. This structure means that the user must perform additional operations to raise the vehicle.<patcit num="1"><text>Swedish Patent No. 0102878-6</text></patcit><patcit num="2"><text>International Publication No. 02/0622 85 Pamphlet</text></patcit>

<p num="0005"> An object of the present invention is to find a solution that improves the climbing property over obstacles such as curbs and at the same time allows the simplest possible operation of the vehicle. At the same time, the present invention aims to create a simple structure that effectively provides the original spring action without the use of complementary spring elements.</p>

<p num="0006"> This has been achieved using the present invention based on the suspension device described in the introduction, which is characterized by the characteristic properties identified in the feature portion of claim 1.</p><p num="0007"> In this case, the required propulsion force is also used to lift the wheels of the first axle. This is achieved by the lever arm effect, and the rotation of the link element is caused by the force applied to the point of rotation, the vehicle propulsion linear force in the propulsion direction, and the distance obtained for the lever arm of the link element. ..</p><p num="0008"> The point of rotation, pushed down below the center of the axle, which produces the lever arm effect, contributes to smoother propulsion of the vehicle. This is because the propulsive force is converted into the lifting force to some extent. Therefore, it is not necessary to use an elastic element that opposes the rotation of the link element.</p><p num="0009"> Alternatively, the first distance between the first wheel shaft and the rotation point coincides with the second distance between the second wheel shaft and the rotation point.</p><p num="0010"> Therefore, the user can set the wheels of the suspension device in a row in the traveling direction without worrying about the order in which the front wheels and the rear wheels are adjusted, and at the same time, a desired lever arm effect can be obtained. The turning ability of the vehicle remains as good.</p><p num="0011"> Preferably, the first distance between the first wheel shaft and the rotation point is different from the second distance between the second wheel shaft and the rotation point.</p><p num="0012"> In this case, if the second distance between the second wheel shaft and the rotation point is shorter than the first distance between the first wheel shaft and the rotation point, the lever arm effect will generate a moment even under a sharp rise. You can keep the distance and get it.</p><p num="0013"> For convenience, the first and second axles are linked so that the axle ranges are parallel to each other and the second axle is located behind the first axle in the direction of travel. It is provided in the element.</p><p num="0014"> Alternatively, the second wheel shaft is relative to the first wheel shaft when viewed in the direction of travel.<u style="single">Separation</u>As a result, the wheels attached to the shaft are on both sides of the point of rotation.</p><p num="0015"> For convenience, the wheels are similarly provided so that they overlap each other, thus optimizing the turning ability.</p><p num="0016"> Preferably, the surface of each wheel has an outer peripheral surface for contact with the roadway, and the wheels are attached to the axle so that the peripheral surfaces face each other.</p><p num="0017"> Therefore, the tendency of a pair of wheels to come into contact with an obstacle and twist is reduced.</p><p num="0018"> For convenience, the frame comprises a stop member provided to engage the link element to prevent the link element from rotating, whereby the first axle is of the second axle. Does not take a position.</p><p num="0019"> Thus, the user can lift the frame of the vehicle without having to rotate the link element back to its original position before it was lowered.</p><p num="0020"> Alternatively, the vehicle is a walker.</p><p num="0021"> Preferably, the two wheels are provided on the first and second axles, respectively.</p><p num="0022"> For convenience, the suspension device is provided on the vehicle so that it cannot turn, however, the link element can rotate around the point of rotation.</p>

0023The present invention will be described as an embodiment. For clarity, components that are not important to the invention are excluded from the drawings. The same parts shown in many drawings may not have reference numerals, but correspond to those having reference numerals.

0024FIG. 1 shows a suspension device according to the first embodiment. The suspension device 1 is attached to a frame 3 including a fork 5 of a vehicle (not shown). In the propulsion direction, the vehicle is provided so as to be able to climb an obstacle 7 such as a curb. The suspension device 1 includes a link element 9, which is provided on the fork 5 so as to be rotatable around the rotation point R. For the propulsion of the vehicle, a force Gx is applied to the frame 3 and therefore also to the point of rotation R via the fork 5. The rectangular plate-shaped link element 9 comprises a first (front) wheel shaft 11 and a second (rear) wheel shaft 13 attached to the front 15 and rear 17 of the link element 9, respectively.

0025The front wheels 19 and the rear wheels 21 are arranged in a front and rear row, and are rotatably arranged on the wheel shafts 11 and 13. The rear wheel axle 13 functions as the moment axis X, and when a force Fx is applied to the front wheel axle 11 via the front wheel 19 in a direction substantially opposite to the direction of travel, the link element 9 is the moment axis X. Tends to rotate around. The force Fx and the force Fy are components forming the force F. The force F generated when the curb is placed contributes to the rotational moment M around the rear wheel axle 13 that lifts the front wheel 19.

0026The link element 9 is provided so as to operate as a lever arm by the rotation point R. The rotation point R intersects the first wheel shaft 11 and the second wheel shaft 13.<u style="single">And, it is located at a distance b from the virtual straight line L located in the plane in the lateral direction with respect to the range of the moment axis X.</u>.. The rotation point R is located below the virtual straight line L to generate the lever arm b. The propulsion force Gx and the lever arm b generate a moment around the rear wheel axle 13, which lifts the link element 9. This moment is complemented by a further moment generated by the force F, which acts on the front wheel 19 at a distance a. Assuming that the front wheel 19 of the suspension device 1 collides with an obstacle 7 on the ground U that is at least as high as the height of the wheel shafts 11 and 13 (or the radius of the wheel 19), the distance a is 0. It becomes. The lifting moment (torque M) and distance b generated by the force Gx merely causes the suspension device 1 to rotate around the second wheel shaft 13.

0027In FIG. 1, the two wheel shafts 11 and 13 are symmetrically located around the rotation point R, and the wheels 19 and 21 are arranged in a front-rear row, so that the rotational ability of the vehicle is an obstacle. If you get over it, you will not be affected. According to this embodiment, the first distance d between the first wheel shaft 11 and the rotation point R coincides with the second distance c between the second wheel shaft 13 and the rotation point R.

00282a-2b shows a side view and a front view of the suspension device 1 according to the second embodiment. The first wheel shaft 11 and the second wheel shaft 13 are arranged parallel to each other in the link element 9. The first wheel shaft 11 includes front wheels 19. The second wheel shaft 13 is divided into two sub-axles, each of which supports the rear wheel 21. The rear wheel 21 is arranged behind the front wheel 19 when viewed in the direction of travel. The second wheel shaft 13 (two auxiliary shafts) is relative to the first wheel shaft 11 when viewed in the direction of travel.<u style="single">Separation</u>As a result, the wheels 19 and 21 attached to the axes 11 and 13 are partially aligned, intersect the rotation point R and extend in the longitudinal direction parallel to the direction of travel on both sides of the virtual straight line. Is located in. Alternatively, two front wheels can be attached to the first wheel shaft 11.

0029FIG. 3a-3b shows the suspension device 1 according to the third embodiment. The front wheels 19 and the rear wheels 21 are provided on the link element 9. Wheels 19 and 21 are partially aligned and also look at each other in the direction of travel.<u style="single">Separation</u>To do. FIG. 3a shows the suspension device 1 described above. The rotation point R of the suspension device 1 is composed of a rotation shaft arranged on a fork 5 (not shown) of a manual vehicle (for example, a walker or a stroller). The fork 5 is provided on the frame 3 of the walker so as to be able to turn on the turning axis S. The link element 9 has a V shape and supports the front wheels 19 and the rear wheels 21 at each link end as shown in FIG. 3b.

0030FIG. 3c shows the suspension system described above. The swivel axis here is the ball joint 20, which simultaneously constitutes the swivel point R and the swivel axis S (instead of the rotation point being the horizontal axis in the lateral direction with respect to the traveling direction away from the swivel axis). The two wheel axes are symmetrically arranged on both sides of the rotation point R. The symmetrical arrangement of wheels 19 and 21 allows for optimum turning ability of the vehicle. At the same time, the wheels are arranged so as to overlap each other and sufficiently apart so that the turning ability can be optimized without affecting the structure of the suspension device 1.

0031FIG. 4 schematically shows the suspension device 1 of FIG. 3a-3b according to one embodiment. The rotation point R of the link element 9 (link arm) intersects the first wheel shaft 11 and the second wheel shaft 13 in order to generate a lifting force for improving the climbing characteristics.<u style="single">And, it is located a distance b below the virtual straight line L located in the plane in the lateral direction with respect to the range of the moment axis X.</u>。

0032The ratio of the front distance d between the front wheel shaft 11 and the rotation point R and the rear distance c between the rotation point R and the rear wheel shaft 13 is such that the front distance d is longer than the rear distance c. There is.

0033A simple equation for calculating the rotation around X is defined as follows.

0034<maths num="1"><img id="000002" he="9" wi="53" file="JP5235682B2_D0001.tif" img-format="tif" img-content="drawing" /></maths>

0035In the above equation, F is the force absorbed by the suspension device 1 when the obstacle 7 collides. F is divided into a component Fy (lifting force) and a component Fx (force acting on the vehicle in the traveling direction).

0036Gx is a force acting on the vehicle in the direction of travel. Gy is the force exerted on the vehicle in the direction of the ground U. In the case of a walker, the weight of the user (not shown) acts on the rotation point R along with the force G (not shown) to propel the walker. This force G is divided into the components Gy and Gx, and Gx is defined as the propulsive force.

0037Distance b is a generated lever arm to improve the climbing characteristics of the walker. The distance b is greater than 0 and less than the radius r of the rear wheel 21. The distance b is between 2-90%, preferably 25-70% of the radius r.

0038<maths num="2"><img id="000003" he="10" wi="65" file="JP5235682B2_D0001.tif" img-format="tif" img-content="drawing" /></maths>

0039The angle α is determined by the relationship between the height of the obstacle and the radius r of the wheel, i.e., the angle α is 0 if the radius of the wheel is equal to the height of the obstacle.

0040<maths num="3"><img id="000004" he="11" wi="31" file="JP5235682B2_D0001.tif" img-format="tif" img-content="drawing" /></maths>

0041In the above equation, Fy constitutes a lifting force for the suspension device 1.

0042Since the distance c is shorter than the distance d, most of the user's weight is distributed to the rear wheels 21, which improves the climbing characteristics of the suspension device 1 and the front wheels are easier from the ground with less load. It tends to lift up.

0043Since the rotation point falls below the line L, the suspension device 1 when overcoming an obstacle so as to rise is when the link element is almost vertical, or when the link element sees the rotation point R in the direction of travel. When it becomes longer so as to come in front of the first wheel shaft 11 and the second wheel shaft 13, it operates at a position lagging behind the wheels 19 and 21. This also helps to optimize the turning capability of suspension device 1 when the two wheels 19, 21 are behind the point of rotation R as well.

0044Figure 5a-5b shows a basic diagram for overcoming obstacle 7. The front distance d between the first wheel shaft 11 and the rotation shaft R is substantially longer than the rear distance c. This is to maintain the lever arm effect even when the suspension device 1 is raised (see FIG. 5b). By making the rear distance c shorter than the front distance d and making the distance between the wheel shaft 11 and the wheel shaft 13 as short as possible, good turning characteristics of the suspension device can be obtained. The fact that the distance c is short allows the point of rotation R to be held in the lower position of the rear wheel axle 13 in the process of ascending, allowing the lever arm b'' to be maintained. However, the lever arm b'' is slightly shorter than the lever arm b'in the non-elevated position of suspension device 1 (see reference numerals b'and b'' shown in FIGS. 5a and 5b).

0045Therefore, the lever arm effect can be obtained even during a surge, using a substantially maintained distance b. This is because the rear distance c between the second wheel shaft 13 and the rotation point R is shorter than the front distance d between the first wheel shaft 11 and the rotation point R.

0046FIG. 6 shows a fourth embodiment of the suspension device 1. The surfaces of each of the wheels 19 and 21 have an juxtaposed peripheral surface 22 for contact with the ground U (roadway). The wheels 19 and 21 are attached to the wheel shafts 11 and 13 so that the peripheral surfaces 22 face each other. Therefore, the tendency of a pair of wheels 1 to come into contact with the obstacle 7 and twist is reduced. This is because the contact points between the front wheel 19 and the ground U and the swivel axis S have a minimum distance between them.

0047FIG. 7 shows a fifth embodiment of the suspension device 1. According to this embodiment, the front wheel 19 that absorbs the first contact with the obstacle 7 has a diameter larger than that of the rear wheel 21. Even when the height of the obstacle 7 is higher than the radius of the front wheel 19 (see FIG. 7), the propulsive force Gx generates a rotation moment M at the rotation point R and the lever arm b obtained by the suspension device 1. As a result, the front wheels 19 tend to climb the obstacle 7. The frame 3 includes a stop member 25 (rubber pad), which is arranged to engage the link element 9 in order to prevent the link element 9 from rotating. That is, thereby, the first wheel shaft 11 does not take a position for the second wheel shaft 13 when the user lifts the vehicle. Suspension devices are attached to cross-country manual vehicles such as strollers or jogging carts (not shown).

0048More preferred embodiments are schematically shown in FIGS. 8a-8c. This embodiment reduces the tendency of a pair of wheels to twist around the point of rotation (in the direction of travel) when in contact with an obstacle that produces a force F. This is achieved by a second distance c between the second wheel shaft 13 and the rotation point R, which is greater than the first distance d between the first wheel shaft 11 and the rotation point R. By this embodiment, most of the user's weight is distributed to the front wheels 19, resulting in a greater frictional force Ff (see FIG. 8c), which is (substantially lateral to the direction of travel) of the front wheels. Generated between 19 and 7 on the ground. Therefore, the tendency of the suspension device to twist around the swivel axis S is reduced at the moment the rear wheel 21 collides with an obstacle with force Fb as shown in FIG. 8c. FIG. 8d schematically shows the suspension devices of FIG. 8a, respectively.

0049Further embodiments are schematically shown in FIGS. 9a and 9b. An adjustable stop element 100 is attached to the swivel fork of the suspension. FIG. 9a shows the stop element 100 at its drive position, which prevents the link arm from rotating counterclockwise when the rear wheel axle 13 is locked. The stop element 100 limits the freedom of movement of the link arm 9, which prevents the front wheel 19 from coming into contact with the ground as it travels around the swivel axis S, resulting in reduced frictional resistance to the ground. However, the ability of the suspension to overcome obstacles is maintained. The register 101 is provided on the shaft 13 of the rear wheel 21. Figure 9b shows the stop element 100 in the neutral position, which allows both counterclockwise and clockwise rotation of the link arm (indicated by reference numeral RM) to the suspension system (according to the initial description). , Gives both obstacle overcoming action and spring action. Friction resistance increases with respect to the ground because both wheels are in contact with the ground, and also means inertia during steering, which is preferred when there are undulations on the ground. Also, the vehicle becomes more stable in one direction and the wheels do not "swing" back and forth in the lateral direction. As a result of the stop element 100 being pushed downwards (as shown in FIG. 9a), the link arm 9 prevents forward rotation (same rotation as the wheels while traveling in the direction of travel) and thus the front wheels. Is lifted from the ground. It gives optimal turning ability as the rear wheels only carry less friction against the ground (less friction with one wheel against the ground than with two wheels against the ground). The suspension system maintains its elevating function as the front wheel 19 (in the ascending position) is provided to be elevated at a distance from the ground so that it can continue to encounter possible obstacles. There is.

0050Yet another embodiment is schematically shown in FIGS. 10a and 10b, showing a suspension device provided non-swivel in a horizontal plane. The first distance d between the first wheel shaft 11 and the rotation point R is equal to the second distance c between the rotation point R and the second wheel shaft 13. The characteristics of safely passing through obstacles are the same regardless of the direction of travel. The link element 9 is rotatably arranged on the substrate 115 around a rotation point R via two axes 110 and comprises three flanges 111', 111'', 111'''. There is. The flanges are rotatably provided at the two ends of the shaft 110, and the front wheels 19 and the rear wheels 21 are rotatable around the rotation point R together with the flanges. With two fork fastenings and its form with three (M-shaped) flanges and a short shaft 110, the more strongly constructed link elements provide high strength, allowing for high load bearing capacity. ,give. This embodiment is suitable for moving wheels or fixture wheels (transportation baskets, carts, office and hospital fixtures, etc.). This embodiment of the suspension device can also be configured to be laterally swivelable by being mounted on the front side of the substrate 115.

0051The present invention is not limited to the embodiments described above, but it is clearly possible to make various modifications and changes within the scope of the present invention. Suspension devices can be used for walkers, golf carts, strollers, shopping trolleys, various types of mobile vehicles, or other vehicles such as railcars, cable cars, and the like. The suspension device is not limited to being provided in the vehicle so as to be able to turn in order to turn laterally. Suspension devices that also include a point of rotation are fixedly attached to the vehicle, ie, in a vehicle at a suitable location, for example, where the steeringable second wheel of the vehicle provides lateral steering of the vehicle. , Can be provided so that it cannot turn. Suspension devices, for example in snow scooters or the like, may include gliding parts, skis, etc. instead of wheels, in which the term axle replaces the term axle.

0052<figref num="1">It is a figure which shows the suspension device by 1st Embodiment.</figref><figref num="2a">It is a figure which shows the suspension device by 2nd Embodiment.</figref><figref num="2b">It is a figure which shows the suspension device by 2nd Embodiment.</figref><figref num="3a">It is a figure which shows the suspension device by 3rd Embodiment.</figref><figref num="3b">It is a figure which shows the suspension device by 3rd Embodiment.</figref><figref num="3c">It is the figure which looked at the suspension system from the top.</figref><figref num="4">It is a figure which shows the suspension device of FIGS. 3a and 3b with a preferable dimensional relationship.</figref><figref num="5a">It is a basic diagram for climbing.</figref><figref num="5b">It is a basic diagram for climbing.</figref><figref num="6">It is a figure which shows the 4th Embodiment.</figref><figref num="7">It is a figure which shows the 5th Embodiment.</figref><figref num="8a">It is a figure which shows the sixth embodiment.</figref><figref num="8b">It is a figure which shows the sixth embodiment.</figref><figref num="8c">It is a figure which shows the sixth embodiment.</figref><figref num="8d">It is a figure which shows the sixth embodiment.</figref><figref num="9a">It is a figure which shows the further embodiment.</figref><figref num="9b">It is a figure which shows the further embodiment.</figref><figref num="10a">It is a figure which shows still another embodiment.</figref><figref num="10b">It is a figure which shows still another embodiment.</figref>