A composite power-assisted vehicle explosion-proof wheel

Abstract

This invention relates to the field of power-assisted wheel technology and discloses a composite power-assisted vehicle explosion-proof wheel, comprising a rigid hub and a tire body. Multiple connecting units are arranged between the rigid hub and the tire body. Each connecting unit has a conversion component on one side. Each connecting unit includes a steel sleeve with a partition installed inside. An insert sleeve is placed on the partition, and an elastic part is placed inside the insert sleeve. A locking sleeve is threaded to one end of the steel sleeve. A floating plate frame is arranged between the locking sleeve and the elastic part. A steel axle is fixedly installed on the inner wall of the tire body, with one end of the steel axle contacting the inner wall of the floating plate frame. This composite power-assisted vehicle explosion-proof wheel, through the connecting units and conversion components, achieves buffering on bumpy roads. On normal or slightly bumpy roads, the deformation of the tire body is transmitted to the floating plate frame through the steel axle, compressing the elastic part within the connecting unit, which is composed of a high-resilience buffer layer and a high-damping support layer, ensuring basic driving smoothness.

Description

Technical Field

[0001] This invention relates to the field of power-assisted wheel technology, specifically a composite power-assisted vehicle explosion-proof wheel. Background Technology

[0002] In the field of automotive emergency safety equipment, existing technologies mainly provide two solutions to deal with sudden tire blowouts while driving. One is the traditional spare tire, which usually adopts a simplified solid structure or small-sized inflation design. Its core design purpose is to provide the vehicle with extremely basic mobility with the lowest cost and space occupation, enabling it to drive away from the danger zone or reach the nearest repair point. The other is the run-flat tire, which significantly enhances the rigidity of the tire sidewall, so that even after the tire is completely deflated, the rim can still be lifted off the ground by a sturdy rubber support ring, thus allowing the vehicle to continue driving within a limited speed and range. However, vehicles are prone to encountering bumpy roads during emergency driving. The two types of wheels mentioned above exhibit fundamental limitations when dealing with bumpy roads. Solid spare tires sacrifice all cushioning to maintain their shape, resulting in severe impacts during bumps. Run-flat tires, with their sidewalls extremely reinforced to prevent being run over, completely lose their elastic deformation ability after deflating. Both of these wheel designs result in the tire's performance being limited to a defective state after a blowout, unable to balance cushioning and support. This makes it impossible for them to make any adaptive responses or adjustments based on the bumps encountered during actual driving. Therefore, we propose a composite power-assisted run-flat tire. Summary of the Invention

[0003] The purpose of this invention is to provide a composite power-assisted vehicle explosion-proof wheel to solve the problems mentioned in the background art.

[0004] To achieve the above objectives, the present invention provides the following technical solution: a composite power-assisted vehicle explosion-proof wheel, comprising a rigid hub and a tire body, wherein multiple connecting units are provided between the rigid hub and the tire body, and a conversion component is provided on one side of each connecting unit. Each connecting unit includes a steel sleeve fixedly connected to the outer wall of the rigid hub, and a partition is fixedly installed inside the steel sleeve. An insertion sleeve is placed on the partition, and an elastic part is placed inside the insertion sleeve. A locking sleeve is threaded to one end of the steel sleeve. A floating plate frame is provided between the locking sleeve and the elastic part. One end of the floating plate frame contacts the elastic part, and the other end contacts the locking sleeve. The locking sleeve enables the floating plate frame to apply a pre-tightening force to the elastic part. A steel axle is fixedly installed on the inner wall of the tire body, and one end of the steel axle contacts the inner wall of the floating plate frame. When encountering bumpy road sections, the deformation of the tire body causes the steel axle to compress the elastic part through the floating plate frame.

[0005] Preferably, the conversion component includes a positioning sleeve fixedly installed on the outer wall of a rigid wheel hub, a positioning shaft fixedly installed on the inner wall of the tire, and one end of the positioning shaft located inside the positioning sleeve. The inner wall diameter of the positioning sleeve is larger than the outer diameter of the positioning shaft, and multiple sliding grooves are formed on the outer wall of the positioning sleeve. Multiple pins corresponding to the sliding grooves are fixedly installed on the positioning shaft. Each sliding groove includes a sliding area and a friction area, wherein the width of the sliding area is larger than the width of the friction area, and the width of the friction area is equal to the outer diameter of the pin. When driving on a smooth road, the pin is located in the sliding area. A steel ring is fixedly installed on each pin, and the steel ring is located outside the positioning sleeve and close to the outer wall of the positioning sleeve.

[0006] Preferably, a positioning plate frame is fixedly installed inside the positioning sleeve, and a sealed chamber containing hydraulic oil is formed between the positioning plate frame and the inner wall of the positioning sleeve. A piston capable of directional movement inside the sealed chamber is installed inside the chamber. A force-bearing shaft is fixedly installed on the piston. One end of the force-bearing shaft passes through the positioning plate frame and extends directly above the positioning shaft. A constant force spring connects the piston and the positioning plate frame. When the pin is located in the friction area, the force-bearing shaft contacts the positioning shaft.

[0007] Preferably, an oil storage chamber for storing hydraulic oil is formed between the partition and the inner wall of the steel sleeve, and an oil delivery sleeve is fixedly installed at both the end of the steel sleeve and the end of the positioning sleeve. The oil delivery sleeves are connected to each other through an oil pipeline. The hydraulic oil between the oil storage chamber and the sealing chamber is connected through the oil delivery sleeve and the oil pipeline. A sealing plate frame that can perform positioning movement inside the oil storage chamber is also installed inside the chamber. Multiple spring mechanisms are connected between the sealing plate frame and the partition.

[0008] Preferably, the piston and the force-bearing shaft are provided with a cavity inside. The piston is provided with a pressure-bearing part that contacts its inner wall. The other end is located in the cavity and is fixedly installed with an annular disc frame. The outer wall of the annular disc frame is embedded with a ball. The inner wall of the cavity is provided with a vertical groove and an arc-shaped groove. The ball can slide within the vertical groove and the arc-shaped groove.

[0009] Preferably, the piston is provided with multiple through holes, and a baffle frame is installed on the surface of the piston and rotatably connected thereto. The surface of the baffle frame is provided with multiple slots corresponding to the through holes, and the baffle frame is slidably connected to the pressure receiving part, wherein a spring body is connected between the pressure receiving part and the inner wall of the cavity.

[0010] Preferably, the partition plate has multiple through channels, and multiple sliding shafts corresponding to the through channels are fixedly installed on the sealing plate frame. One end of each sliding shaft is close to the insertion sleeve, so that the sliding shaft can contact the insertion sleeve through the through channels and apply force to it.

[0011] Preferably, the steel shaft body has multiple key teeth fixedly installed at its end, and multiple keyways corresponding to the key teeth are opened inside the floating plate frame, and the size of the keyways is larger than that of the key teeth.

[0012] Preferably, the elastic part includes a high-resilience buffer layer and a high-damping support layer, wherein the high-resilience buffer layer is in contact with the floating plate frame, and the high-damping support layer is in contact with the inserted sleeve.

[0013] Preferably, one end of the pressure-bearing part is arranged in an arc-shaped disc, wherein the surface of the baffle frame is arranged in an arc shape, and the oil supply sleeve end on the positioning sleeve is also fixedly installed with a pressure relief channel.

[0014] Compared with the prior art, the beneficial effects of the present invention are: This invention achieves buffering on bumpy road sections through a connecting unit and a conversion component. On normal or slightly bumpy road sections, the deformation of the tire carcass is transmitted to the floating plate frame through the steel axle, and compresses the elastic part in the connecting unit, which is composed of a high-resilience buffer layer and a high-damping support layer, ensuring basic ride smoothness. When encountering severe bumps or impacts, the significant deformation of the tire carcass drives the pin on the positioning axle to move from the wide sliding area of ​​the groove into the narrow friction area. This process itself dissipates some of the impact energy through friction. At the same time, the end of the positioning axle pushes the force-bearing axle and piston upward, compressing the hydraulic oil in the sealing chamber. The high-pressure oil is forced into the oil storage chamber of the connecting unit through the oil pipeline, pushing the sealing plate frame so that the sliding axle on it pushes into the sleeve, thereby applying additional preload to the elastic part and improving the support stiffness of the entire buffer structure. This invention establishes a first-stage energy dissipation path through the contact between the pin and the groove in the friction area, where direct friction converts part of the impact into heat energy. Simultaneously, the tire deformation pushes the steel axle to compress the elastic part, utilizing the composite characteristics of a high-resilience buffer layer and a high-damping support layer for a second-stage buffer. Through the structural design of this invention, not only is the impact reduced step by step, but the damping characteristics can also be adjusted in real time according to the impact intensity via hydraulic oil, effectively suppressing mid-to-high frequency vibrations and large-amplitude impacts, significantly improving the stability and ride comfort of the wheels when driving on bumpy roads with depressurization. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is a front view of the rigid wheel hub and tire body structure of the present invention; Figure 3 This is a schematic diagram of the structural connection unit and conversion component of the present invention; Figure 4 This is a schematic diagram showing the separation of the connection unit structure of the present invention; Figure 5 This is a schematic diagram of the internal structure of the steel sleeve of the present invention; Figure 6 This is a schematic diagram of the keyway and key tooth structure of the present invention; Figure 7 This is a schematic diagram of the internal structure of the positioning sleeve of the present invention; Figure 8 This is a schematic diagram showing the separation of the positioning sleeve and positioning shaft structure of the present invention; Figure 9 This is a schematic diagram of the piston structure of the present invention; Figure 10 This is a schematic diagram of the internal structure of the piston and the force-bearing shaft of the present invention; Figure 11 This is a schematic diagram of the internal structure of the cavity in this invention.

[0016] In the diagram: 1. Rigid hub; 2. Tire body; 21. Energy-retaining layer; 3. Connecting unit; 31. Steel sleeve; 32. Partition plate; 321. Through channel; 33. Insertion sleeve; 34. Elastic part; 341. High-resilience buffer layer; 342. High-damping support layer; 35. Locking sleeve; 36. Floating plate frame; 37. Steel shaft; 371. Key tooth; 372. Keyway; 38. Oil reservoir; 39. Sealing plate frame; 391. Sliding shaft; 30. Spring mechanism; 4. Conversion component; 41. Positioning sleeve; 42. Positioning 43. Shaft; 431. Sliding area; 432. Friction area; 44. Pin; 441. Steel ring; 45. Positioning plate frame; 46. Sealing chamber; 47. Piston; 471. Through hole; 48. Force-bearing shaft; 49. Constant force spring; 40. Cavity; 401. Pressure-bearing part; 402. Annular disc frame; 403. Ball bearing; 404. Vertical groove; 405. Arc groove; 406. Baffle plate frame; 407. Slot; 408. Spring body; 5. Oil supply sleeve; 51. Oil pipeline; 52. Pressure relief channel. Detailed Implementation

[0017] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0018] Please see Figure 1-11This invention provides a technical solution: a composite power-assisted vehicle explosion-proof wheel, comprising a rigid hub 1 and a tire body 2. The rigid hub 1 is made of nylon steel plate, and the tire body 2 is made of polyurethane. Multiple connecting units 3 are evenly distributed circumferentially between the two. Each connecting unit 3 includes a steel sleeve 31 fixed to the outer wall of the rigid hub 1. The steel sleeve 31 is connected and fixed to the rigid hub 1 by bolts. A partition 32 is fixedly installed inside the steel sleeve 31, dividing the steel sleeve 31 into two areas. An oil storage chamber 38 is formed between the partition 32 and the inner wall of the end of the steel sleeve 31 (i.e., the end connected to the rigid hub 1). The oil storage chamber 38 stores hydraulic oil, and one end of the steel sleeve 31 is closed, i.e., it is connected to the rigid hub 1. One end of the hub 1 is fixedly connected, and the other end is open. An insert sleeve 33 is placed on the partition 32. An elastic part 34 is installed inside the insert sleeve 33. The elastic part 34 is composed of a high-resilience buffer layer 341 and a high-damping support layer 342. The high-resilience buffer layer 341 faces the opening side of the steel sleeve 31, and the high-damping support layer 342 contacts the bottom of the insert sleeve 33. A locking sleeve 35 is threaded to the end of the steel sleeve 31. A floating plate frame 36 is provided on the outside of the elastic part 34. One end of the floating plate frame 36 contacts the high-resilience buffer layer 341, and the other end of the floating plate frame 36 is axially limited by the locking sleeve 35. By rotating the locking sleeve 35, the floating plate frame 36 can be pushed to apply a pre-compression force to the elastic part 34.

[0019] A steel shaft 37 is fixed to the inner wall of the tire body 2. Multiple key teeth 371 are fixedly installed on the end of the steel shaft 37 facing the floating plate frame 36. Multiple keyways 372 are opened at corresponding positions on the floating plate frame 36. The keyways 372 are slightly larger than the key teeth 371, so that a certain gap is maintained between them. When the tire body 2 deforms normally or turns, the key teeth 371 can slide along the keyways 372 or contact each other to generate friction. A sealing plate frame 39 that can move axially is provided in the oil storage chamber 38. The sealing plate frame 39 is connected to the partition plate 32 by multiple spring mechanisms 30. Multiple through channels 321 are opened on the partition plate 32. A sliding shaft 391 corresponding to each through channel 321 is fixed on the sealing plate frame 39. One end of the sliding shaft 391 passes through the through channel 321 and is close to the outer wall of the insertion sleeve 33. Under normal conditions, the sliding shaft 391 does not contact the insertion sleeve 33.

[0020] A conversion component 4 is provided between every two steel sleeves 31. The conversion component 4 includes a positioning sleeve 41 fixed to the outer wall of the rigid hub 1. One end of the positioning sleeve 41 is a closed end (the end connected to the rigid hub 1), and the other end is an open end. A sliding groove 43 is provided on the positioning sleeve 41. The sliding groove 43 consists of a sliding area 431 and a friction area 432. The width of the sliding area 431 is greater than that of the friction area 432. A positioning shaft 42 is fixed to the inner wall of the tire body 2. Four pins 44 are installed on the positioning shaft 42. The four pins 44 are distributed at equal angles around the circumference of the positioning shaft 42, that is, the pins 44 are on the same plane and the angle difference is 90°. The pins 44 are embedded in the sliding groove 43 and can slide along it. The width of the friction area 432 is equal to the outer diameter of the pin 44. A steel ring 44 is fixedly installed on each pin 44. 1. The steel ring 441 is located outside the positioning sleeve 41 and close to the outer wall of the positioning sleeve 41. The positioning plate frame 45 is fixed inside the positioning sleeve 41. The positioning plate frame 45 and the inner wall of the positioning sleeve 41 form a sealed chamber 46. Hydraulic oil is injected into both the sealed chamber 46 and the oil storage chamber 38. The two are connected by an oil supply sleeve 5 fixed to the ends of the steel sleeve 31 and the positioning sleeve 41 and an oil passage pipe 51 connecting the two. A piston 47 that can slide within the sealed chamber 46 is installed. A constant force spring 49 is connected between the piston 47 and the positioning plate frame 45. A force-bearing shaft 48 is fixed on the piston 47. The force-bearing shaft 48 passes through the positioning plate frame 45 and is located above the positioning shaft 42. When the pin 44 enters the friction area 432 of the slide groove 43, the end of the positioning shaft 42 contacts the force-bearing shaft 48. The piston 47 and the force-bearing shaft 48 are internally provided with a cavity 40. A pressure-bearing part 401 is provided within the cavity 40, and the pressure-bearing part 401 is connected to the inner wall of the cavity 40 via a spring body 408. An annular disc frame 402 is fixedly connected to the end of the pressure-bearing part 401, and a ball bearing 403 is embedded in the outer edge of the annular disc frame 402. The inner wall of the cavity 40 is provided with a vertical groove 404 and an arc-shaped groove 405 communicating with the vertical groove 404. The ball bearing 403 can roll along the vertical groove 404 and the arc-shaped groove 405. The piston 47 has multiple through holes 4. 71, and a baffle plate frame 406 is mounted on the surface of the piston 47 and rotatably connected thereto. The surface of the baffle plate frame 406 has a slot 407 corresponding to the through hole 471. The baffle plate frame 406 is slidably connected to the pressure receiving part 401. When the pressure receiving part 401 is subjected to hydraulic shock, it can drive the baffle plate frame 406 to rotate, thereby changing the overlapping area of ​​the slot 407 and the through hole 471, adjusting the oil flow area. The oil delivery sleeve 5 on the positioning sleeve 41 is also provided with a pressure relief channel 52 at its end, which is used to release pressure when the system oil pressure is too high.

[0021] Furthermore, in certain special-operation vehicles or high-safety-level civilian vehicles, such as mining transport vehicles and emergency rescue vehicles, these vehicles still need to maintain a certain level of mobility and driving stability after a tire blowout in order to complete the work or evacuate from the danger zone. Therefore, the composite power-assisted wheel of the present invention is used as a side-mounted emergency wheel, installed on the side of the normal wheel, and a crumple zone 21 is provided on the surface of the tire body 2 to cope with the impact load at the moment of tire blowout, and improve the smoothness and structural reliability of the emergency grounding process.

[0022] Specifically, during normal driving, the tire body 2 rolls smoothly along the road surface. The steel axle 37 and the floating plate frame 36 move synchronously through the contact of the key teeth 371 and the keyway 372. At this time, the pins 44 are located in the sliding area 431 of the slide groove 43. Two of the pins 44 will contact the sliding area 431, while the remaining one will maintain a gap with the inner wall of the sliding area 431. Although the pins 44 are in contact with the inner wall of the sliding area 431, they have a certain range of motion, so the friction is small. In addition, the steel ring 441 on one of the pins 44 will contact the positioning sleeve. The outer wall of cylinder 41 is in contact, the positioning shaft 42 is not in contact with the force-bearing shaft 48, the piston 47 is in the initial position, and the hydraulic system is in a low-pressure balance state. When the vehicle passes through a slightly bumpy road section, the tire body 2 deforms, pushing the steel shaft 37 to move towards the floating plate frame 36. The key teeth 371 contact the keyway 372 and push the floating plate frame 36 to compress the high-resilience buffer layer 341 of the elastic part 34. The vibration is absorbed through its elastic deformation to achieve basic buffering. At this time, the pin 44 slides slightly in the sliding area 431 and does not enter the friction area 432. If a severe bump occurs, the deformation of the tire body 2 increases. The steel axle 37 pushes the floating plate frame 36 to further compress the elastic part 34. At the same time, the positioning axle 42 drives the pin 44 to move deeper into the slide groove 43 until it enters the friction area 432. The pin 44 contacts the inner wall of the slide groove 43 and generates friction, consuming some of the impact energy. At the same time, the lower end of the positioning axle 42 presses against the force-bearing axle 48. To further explain, the positioning axle 42 here refers to the positioning axle 42 corresponding to the contact area between the tire body 2 and the ground, pushing the piston 47 to move upward rapidly. The piston 47 moves rapidly... During operation, the oil pressure in the sealed chamber 46 increases, and the oil flows through the through hole 471 on the piston 47. Under the action of oil pressure, the pressure-bearing part 401 pushes the annular disc frame 402 to move, causing the ball 403 to slide from the vertical groove 404 into the arc-shaped groove 405, driving the pressure-bearing part 401 to rotate, which in turn drives the baffle frame 406 to rotate, reducing the overlapping area of ​​the slot 407 and the through hole 471, increasing the oil flow resistance, and increasing the damping of the piston 47's movement. At the same time, the piston 47 pushes the oil in the sealed chamber 46 into the oil storage chamber 38 through the oil passage 51, and the oil pressure pushes... The dynamic sealing plate frame 39 moves towards the partition plate 32 against the resistance of the spring mechanism 30. The sliding shaft 391 on the sealing plate frame 39 extends along the through channel 321 and pushes the inserted sleeve 33 to apply compressive force to the high-damping support layer 342, thereby enhancing the support stiffness of the entire elastic part 34 and forming a rigid buffer mode to adapt to high-intensity impacts. When the vehicle turns, the tire body 2 is offset outward by centrifugal force, which drives the steel shaft 37 to move outward. The key teeth 371 contact the side wall of the keyway 372, and the friction between the multiple key teeth 371 and the keyway 372 restricts the tire. When tire body 2 deviates excessively outward, the positioning shaft 42 drives the pin 44 to slide laterally along the groove 43. At this time, the steel rim 441 will contact the outer wall of the positioning sleeve 41, and the friction will limit the excessive outward deviation of tire body 2. If the deviation is too large, the outer wall of the pin 44 will contact the side wall of the groove 43, and further provide anti-roll auxiliary support through friction to maintain driving stability. This composite wheel achieves an adaptive transition from flexible buffer to rigid support through mechanical and hydraulic linkage. After a tire blowout or loss of pressure, it can still adjust the buffer characteristics in real time according to the road conditions, taking into account both comfort and safety.

[0023] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0024] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A composite power-assisted automotive run-flat wheel, characterized by, The utility model provides a kind of rigid hub (1) and carcass (2) including, the rigid hub (1) is provided with multiple connecting units (3) with carcass (2), each the connecting unit (3) is provided with conversion component (4) on one side, the connecting unit (3) includes the steel sleeve (31) fixedly connected with the outer wall of rigid hub (1), and fixed mounting is carried out in the steel sleeve (31) inside with baffle (32), wherein the baffle (32) is placed with insert sleeve (33), the elastic part (34) is placed in the insert sleeve (33) inside, and the steel sleeve (31) one end is threadedly connected with locking sleeve (35), locking sleeve (35) is provided with floating plate frame (36) between elastic part (34), floating plate frame (36) one end is in contact with elastic part (34), the other end is in contact with locking sleeve (35), the carcass (2) inner wall is fixedly installed with steel shaft body (37), and the steel shaft body (37) one end is in contact with floating plate frame (36) inner wall, when encountering rough road section, carcass (2) deformation makes steel shaft body (37) extrude elastic part (34) by floating plate frame (36).

2. The composite power-assisted automotive run-flat wheel of claim 1, wherein: The conversion component (4) includes the positioning sleeve (41) fixedly installed in the outer wall of rigid hub (1), the carcass (2) inner wall is fixedly installed with positioning shaft body (42), and the positioning shaft body (42) one end is located in the inside of positioning sleeve (41), the inner wall aperture of positioning sleeve (41) is greater than the outer diameter of positioning shaft body (42), and a plurality of sliding grooves (43) are formed in the outer wall of positioning sleeve (41), a plurality of pin shafts (44) are fixedly installed on the positioning shaft body (42) and correspond to the sliding grooves (43) one by one, the sliding groove (43) includes sliding area (431) and friction area (432), wherein the width of sliding area (431) is greater than the width of friction area (432), and the width of friction area (432) is equal to the outer diameter of pin shaft (44), when driving on rough road section, the pin shaft (44) is located at sliding area (431), a steel ring (441) is fixedly installed on each pin shaft (44), and the steel ring (441) is located outside positioning sleeve (41) and close to the outer wall of positioning sleeve (41).

3. The composite run-flat vehicle wheel of claim 2, wherein: The positioning sleeve (41) is fixedly installed with positioning plate frame (45), and a sealed chamber (46) for storing hydraulic oil is formed between the positioning plate frame (45) and the inner wall of positioning sleeve (41), a piston (47) that can make directional motion in the sealed chamber (46) is installed, a force receiving shaft body (48) is fixedly installed on the piston (47), one end of the force receiving shaft body (48) penetrates the positioning plate frame (45) and extends above the positioning shaft body (42), a constant force spring (49) is connected between the piston (47) and the positioning plate frame (45), when the pin shaft (44) is located in the friction area (432), the force receiving shaft body (48) is in contact with the positioning shaft body (42).

4. The composite run-flat vehicle wheel of claim 3, wherein: The partition plate (32) and the inner wall of the steel sleeve (31) form a storage oil chamber (38) storing hydraulic oil, and the end of the steel sleeve (31) and the end of the positioning sleeve (41) are fixedly installed with oil conveying sleeves (5), the oil conveying sleeves (5) are communicated through oil channel pipes (51), the hydraulic oil between the storage oil chamber (38) and the sealing chamber (46) is communicated through the oil conveying sleeves (5) and the oil channel pipes (51), and the storage oil chamber (38) is further provided with a sealing plate frame (39) capable of being positioned and moved in the storage oil chamber (38).

5. The composite run-flat vehicle wheel of claim 3, wherein: The piston (47) and the force receiving shaft body (48) are internally provided with cavities (40), the piston (47) is provided with a pressure receiving part (401) in contact with the inner wall thereof, the other end is internally provided with an annular disc frame (402) fixedly installed, the outer wall of the annular disc frame (402) is embedded with a ball (403), and the inner wall of the cavity (40) is provided with a vertical groove (404) and an arc-shaped groove (405), wherein the ball (403) can be limitedly slid in the vertical groove (404) and the arc-shaped groove (405).

6. The composite run-flat vehicle wheel of claim 5, wherein: The piston (47) is provided with a plurality of through holes (471), and the surface of the piston (47) is provided with a shielding plate frame (406) rotationally connected thereto, the surface of the shielding plate frame (406) is provided with a plurality of slot openings (407) corresponding to the through holes (471) one by one, and the shielding plate frame (406) is slidably connected with the pressure receiving part (401), wherein the pressure receiving part (401) and the inner wall of the cavity (40) are connected with a spring body (408).

7. The composite run-flat vehicle wheel of claim 4, wherein: The partition plate (32) is provided with a plurality of through channels (321), and the sealing plate frame (39) is fixedly installed with a plurality of sliding shaft bodies (391) corresponding to the through channels (321) one by one, one end of the sliding shaft body (391) is close to the positioning sleeve (33), and then the sliding shaft body (391) can be in contact with the positioning sleeve (33) through the through channel (321) and apply a force to the positioning sleeve (33).

8. The composite run-flat vehicle wheel of claim 7, wherein: The end of the steel shaft body (37) is fixedly installed with a plurality of key teeth (371), and the inner wall of the floating plate frame (36) is provided with a plurality of key grooves (372) corresponding to the key teeth (371) one by one, and the size of the key groove (372) is greater than that of the key tooth (371).

9. The composite run-flat vehicle wheel of claim 1, wherein: The elastic part (34) comprises a high-rebound buffer layer (341) and a high-damping support layer (342), the high-rebound buffer layer (341) is in contact with the floating plate frame (36), and the high-damping support layer (342) is in contact with the positioning sleeve (33).

10. The composite run-flat vehicle wheel of claim 6, wherein: One end of the pressure receiving part (401) is provided in an arc-shaped disc shape, the surface of the shielding plate frame (406) is provided in an arc shape, and the end of the oil conveying sleeve (5) on the positioning sleeve (41) is further fixedly installed with a pressure relief channel (52).

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