A high-rotational-speed mechanical wheel

Abstract

This invention discloses a high-speed mechanical wheel, including a shock absorber hinged between an inner rim and an outer rim. The shock absorber includes: a damping cavity; a piston dividing the damping cavity into a first oil chamber and a second oil chamber, with the second oil chamber located on the side closer to the inner rim; a compensation hole on the piston; and a throttling slide with a flow channel slidably disposed within the second oil chamber. The throttling slide has a throttling rod that can extend into the compensation hole. The cross-sectional area between the compensation hole and the throttling rod is configured with a reduced diameter structure. During rotation, the higher the vehicle speed, the stronger the centrifugal force, and the smaller the cross-sectional area, the stronger the damping force. Compared with the prior art, the beneficial effects of this invention are: by combining the damping principle and the centrifugal principle, the throttling area at the damping point gradually decreases as the vehicle speed gradually increases, thereby improving the handling of the vehicle at high speeds and the comfort at low speeds.

Description

Technical Field

[0001] This invention belongs to the field of tire technology, and specifically relates to a high-speed mechanical wheel. Background Technology

[0002] American startup Global Air Cylinder Wheels (GACW) has developed a new type of wheel primarily for mining vehicles. It replaces the shock absorption function of current vehicle suspensions and the gas-filled shock absorption function of traditional pneumatic tires by revolutionizing the structure of traditional tires. Specifically, see CN 113272154 B, which describes how the relative arrangement of shock absorbers achieves suspension between the inner and outer rims to reduce vibration.

[0003] However, since its wheel structure is primarily designed for mining vehicles, it differs significantly from traditional road vehicles. This is mainly because mining vehicles have slower speeds, heavier loads, and greater weight variations, thus requiring a greater focus on the shock absorption and stability of the wheel structure. Road vehicles, on the other hand, need to ensure high-speed driving and effective handling during stops and starts, thus placing higher demands on tire damping frequency, force balance, and traction transmission.

[0004] Typically, on bumpy roads at lower speeds, vehicles require better cushioning to improve comfort. However, on high-speed roads, the need for cushioning gradually decreases as speed increases to enhance stability. Therefore, balancing the mechanical wheel structure's performance on bumpy roads at low speeds with its handling on smooth roads at high speeds is a critical challenge that needs to be addressed. Summary of the Invention

[0005] Details of one or more embodiments of the present invention are set forth in the following drawings and description to make other features, objects and advantages of the present application more readily apparent.

[0006] This invention provides a high-speed mechanical wheel that combines damping and centrifugal principles to gradually reduce the throttling area at the damping point as the vehicle speed increases, thereby improving the vehicle's handling at high speeds and comfort at low speeds.

[0007] This invention discloses a high-speed mechanical wheel, including a shock absorber hinged between an inner rim and an outer rim, the shock absorber comprising:

[0008] Vibration damping cavity;

[0009] The piston divides the damping cavity into a first oil chamber and a second oil chamber, and reciprocates within the damping cavity by the drive of the piston rod, with the second oil chamber located on the side closer to the inner rim.

[0010] A compensation hole is provided on the piston, connecting the first oil chamber and the second oil chamber.

[0011] A throttling slide is provided in the second oil chamber with a flow channel. The throttling slide is provided with a throttling rod that can extend into the compensation hole. The cross-sectional area between the compensation hole and the throttling rod is set in a reduced diameter structure in the extension direction of the throttling rod.

[0012] In the rotating state, the centrifugal force causes the throttling slide to overcome the liquid resistance in the second oil chamber and move towards the compensation hole. The throttling rod extends into the compensation hole to reduce the cross-sectional area between the two and thus increase the damping force at the compensation hole.

[0013] In some implementations, it also includes:

[0014] The centrifugal spring damping unit is connected to the throttling slide and uses elastic deformation to buffer and limit the movement of the throttling slide.

[0015] In some embodiments, the centrifugal spring damping unit is a built-in centrifugal spring located between the throttling slide and the compensation hole.

[0016] In some implementations, it also includes:

[0017] A gravity centrifugal ring is sleeved on the outside of the shock-absorbing cavity and is magnetically attracted to the throttling slide.

[0018] A centrifugal retaining ring is disposed outside the shock-absorbing cavity and located between the left end of the shock-absorbing cavity and the gravity centrifugal ring;

[0019] The centrifugal spring damping unit is an external centrifugal spring, located between the gravity centrifugal ring and the centrifugal retaining ring.

[0020] In some embodiments, the throttling slide abuts against the piston rod and / or the inner wall of the damping cavity, and is engaged at the abutment point by a locking platform and a protrusion for sliding contact.

[0021] In some implementations, it also includes:

[0022] A damping orifice is provided on the piston; both the damping orifice and the compensation orifice are provided in multiples and are evenly distributed alternately.

[0023] In some implementations, it also includes:

[0024] Multiple hinges are provided between the inner rim and the outer rim, and each hinge is formed by hinged connection of a first chain body and a second chain body; the hinge points of the hinges with the inner rim and the hinge points of the shock absorber with the inner rim coincide.

[0025] In some implementations, it also includes:

[0026] A hinged locking structure is provided at the hinge point between the shock absorber and the inner rim and / or the outer rim.

[0027] The hinged locking structure includes:

[0028] The structure comprises a double-partition structure and a single-layer plate structure, wherein the single-layer plate structure is embedded within the double-partition structure and hinged together by fastening bolts.

[0029] The ratchet and the fastening nut connected to the locking end thread of the fastening bolt are an integral structure and abut against the outer side of the double partition structure;

[0030] A pawl is hinged to one side of the ratchet, with its pawl end extending into the ratchet groove of the ratchet and restricting the rotation direction of the ratchet.

[0031] An elastic pressure plate is disposed on one side of the pawl and elastically abuts against the pawl, so that the pawl end of the pawl engages with the ratchet groove of the ratchet.

[0032] In some implementations, it also includes:

[0033] Multiple protrusions are evenly spaced on the outer periphery of the inner rim and extend toward the outer rim, with a gap between them.

[0034] Shock absorbers are hinged between each of the outer protrusions and the outer rim and located at intervals between adjacent outer protrusions.

[0035] In some implementations, it also includes:

[0036] A side cover is provided on one side of the outer wheel rim and has a heat dissipation vent corresponding to the position of the shock absorber. An air guide shroud is provided outside the heat dissipation vent, and the opening direction of the air guide shroud is opposite to the direction of forward travel of the vehicle. A guide plate is provided inside the heat dissipation vent. In the rotating state, external air enters through the air guide shroud and is guided by the guide plate and forms a gas vortex in conjunction with the rotation state, thereby guiding the external air to the shock absorber and the outer wheel rim.

[0037] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0038] 1. By using a purely mechanical structure to control the change in the cross-sectional area of ​​the liquid flow channel at the piston, a control logic relationship is formed: the faster the vehicle speed, the stronger the centrifugal force, the smaller the cross-sectional area of ​​the liquid flow channel, the stronger the damping force, and the stronger the vehicle handling stability. This ensures the comfort of the vehicle at low speeds and the stability of the vehicle at high speeds, achieving a perfect combination of the two. There is no need to use complex sensing components for control, which greatly reduces the cost burden, and the purely mechanical control method is more reliable.

[0039] 2. For the centrifugal structure, the throttling slide can be made in two ways: internal and external. The internal structure has fewer structural components, but it has stronger structural requirements for the throttling slide, which needs to ensure sufficient weight and prevent excessive liquid damping. The external structure has more components and uses magnetic attraction to drive the throttling slide. The weight of the gravity centrifugal ring is easier to add, making the throttling slide more sensitive and reliable.

[0040] 3. Considering the high-speed driving and turning conditions, the hinges are subjected to more frequent opening and closing. At the same time, the application of lateral torque makes the hinges more prone to loosening. Therefore, a corresponding ratchet and pawl structure is set to achieve a self-locking function and ensure stability at high speeds.

[0041] 4. At high speeds, the shock absorber operates at a higher frequency, requiring effective heat dissipation to prevent overheating. Therefore, a raised section structure has been added to ensure good ventilation on both sides of the shock absorber. Considering that at high speeds, it is difficult for outside air to enter the mechanical wheel and effectively cool the shock absorber, a side cover with an air guide and deflector on top has been installed to guide airflow effectively. The side cover also provides good protection. Attached Figure Description

[0042] The accompanying drawings, which are provided to further illustrate the invention and constitute a part of this invention, are illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention.

[0043] Figure 1 This is a three-dimensional structural diagram of the present invention.

[0044] Figure 2 This is a schematic diagram of the internal structure of the present invention.

[0045] Figure 3 This is a schematic diagram of the centrifugal spring built into the shock absorber of the present invention.

[0046] Figure 4 This is a schematic diagram of the external centrifugal spring in the shock absorber of the present invention.

[0047] Figure 5 This is a schematic diagram of the damping hole structure of the shock absorber of the present invention.

[0048] Figure 6 This is a schematic diagram of the throttling slide of the present invention.

[0049] Figure 7 This is a three-dimensional structural diagram of the hinge of the present invention.

[0050] Figure 8 This is a three-dimensional structural diagram of the ratchet and pawl of the present invention.

[0051] Figure 9 This is a three-dimensional structural diagram of the side cover of the present invention.

[0052] Figure 10 This is a three-dimensional structural diagram of the guide plate of the present invention.

[0053] Figure 11 This is a schematic diagram of the air inlet structure of the air guide shroud of the present invention.

[0054] Figure 12 This is a schematic diagram of the first layout structure of the shock absorber of the present invention.

[0055] Figure 13 This is a schematic diagram of the second layout structure of the shock absorber of the present invention.

[0056] Figure 14 This is a schematic diagram of the third layout structure of the shock absorber of the present invention.

[0057] Figure descriptions: Inner rim 1, Outer rim 2, Shock absorber 3, Hinge 4, Side cover 5, Protrusion 6, Shock-absorbing cavity 301, Piston rod connector 302, Piston rod 303, Piston 304, Damping hole 305, First oil chamber 306, Second oil chamber 307, Throttling rod 308, Compensation hole 309, Throttling slide 310, Internal centrifugal spring 311, Clearance 312, External centrifugal spring 313, Gravity centrifugal ring 314, Centrifugal retaining ring 315. Protective cover 316, limiting ring 317, built-in elastic shock absorption unit 318, external elastic shock absorption unit 319, floating piston 320, buffer chamber 321, buffer compensation spring 322, external retaining ring 323, buffer plug seat 324, first chain body 401, second chain body 402, fastening bolt 403, fastening nut 404, ratchet 405, pawl 406, pawl baffle 407, heat dissipation port 501, air guide cover 502, and air guide plate 503. Detailed Implementation

[0058] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be described and illustrated below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention. All other embodiments obtained by those skilled in the art based on the embodiments provided by this invention without inventive effort are within the scope of protection of this invention.

[0059] Obviously, the accompanying drawings described below are merely some examples or embodiments of the present invention. Those skilled in the art can apply the present invention to other similar scenarios based on these drawings without any inventive effort. Furthermore, it is understood that although the efforts made in this development process may be complex and lengthy, for those skilled in the art related to the content disclosed in this invention, modifications to design, manufacturing, or production based on the technical content disclosed in this invention are merely conventional technical means and should not be construed as insufficient disclosure of the present invention.

[0060] In this invention, the reference to "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of the invention. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described in this invention may be combined with other embodiments without conflict.

[0061] A high-speed mechanical wheel includes a shock absorber 3 and a hinge 4 hinged between an inner rim 1 and an outer rim 2, and a side cover 5 disposed on one side thereof.

[0062] The inner rim 1 is suspended inside the outer rim 2 by the shock absorber 3 and the hinge 4, and the linkage traction between the inner rim 1 and the outer rim 2 is realized through the cooperation of the shock absorber 3 and the hinge 4.

[0063] Multiple protrusions 6 are evenly distributed on the outer circumference of the inner rim 1, with gaps between adjacent inner rims 1 and between the protrusions 6 and the outer rim. The main purpose of the protrusions 6 is to reduce the size of the inner rim 1, thereby achieving further weight reduction in the equipment structure. Simultaneously, the middle section of the protrusions 6 can adopt a structure similar to an inclined impeller, thus forming an effective cooling airflow. The gaps between the protrusions 6 provide space for the installation of the shock absorber 3 and ensure that the sides of the shock absorber 3 are not obstructed, guaranteeing airflow on both sides.

[0064] The shock absorber 3 is hinged between each outward protrusion 6 and the outer wheel rim 2 and located at the intervals between adjacent outward protrusions 6. As the core component of the entire structure, the shock absorber 3 is not only a key component for vehicle shock absorption, but also a traction component for forward and reverse rotation during vehicle operation.

[0065] Specifically, shock absorber 3 includes:

[0066] 301 damping cavity;

[0067] The piston 304 divides the damping cavity 301 into a first oil cavity 306 and a second oil cavity 307, and moves back and forth in the damping cavity 301 driven by the piston rod 303. The second oil cavity 307 is located on the side close to the inner rim 1.

[0068] A compensation hole 309 is provided on the piston 304 and connects the first oil chamber 306 and the second oil chamber 307.

[0069] The throttling slide 310 is provided in the second oil chamber 307 with a flow channel and is slidable. The throttling slide 310 is provided with a throttling rod 308 that can extend into the compensation hole 309. The cross-sectional area between the compensation hole 309 and the throttling rod 308 is set in a reduced diameter structure in the extension direction of the throttling rod 308.

[0070] In rotation, centrifugal force causes the throttle slide 310 to overcome the liquid resistance in the second oil chamber 307 and move towards the compensation hole 309. The throttle rod 308 extends into the compensation hole 309 to reduce the cross-sectional area between them, thereby increasing the damping force at the compensation hole 309. As the vehicle's speed increases, the throttle slide 310, located within the second oil chamber 307, moves towards the compensation hole 309 under centrifugal force. The stronger the centrifugal force, the closer the throttle slide 310 is to the compensation hole 309, thus changing the throttling area to increase the damping force and ensure vehicle stability at high speeds. When the vehicle speed is low, the centrifugal force on the throttle slide 310 is small, resulting in a larger throttling area and relatively lower damping force, thus ensuring sufficient shock absorption.

[0071] In some embodiments, it also includes:

[0072] The centrifugal spring damping unit is connected to the throttling slide 310 and uses elastic deformation to buffer and limit the movement of the throttling slide 310. Specifically, there are two implementation methods for the centrifugal spring damping unit: one is built-in, and the other is external.

[0073] The built-in centrifugal spring damping unit is a built-in centrifugal spring 311, which is located between the throttling slide 310 and the compensation hole 309.

[0074] Built-in, specifically including:

[0075] The gravity centrifugal ring 314 is sleeved on the outside of the shock-absorbing cavity 301 and is magnetically attracted to the throttling slide 310;

[0076] Centrifugal retaining ring 315 is located outside the damping cavity 301 and between the left end of the damping cavity 301 and the gravity centrifugal ring 314;

[0077] The centrifugal spring damping unit is an external centrifugal spring 313, which is located between the gravity centrifugal ring 314 and the centrifugal retaining ring 315.

[0078] The external type specifically adopts a magnetic attraction structure, with the gravity centrifugal ring 314 as the main centrifugal force actuator. This setting method makes the setting of the gravity centrifugal ring 314 relatively simple, and the volume of the gravity centrifugal ring 314 can be relatively large to improve the effect of centrifugal force, and drive the throttling slide 310 to move through magnetic attraction.

[0079] In some embodiments, the throttling slide 310 abuts against the piston rod 303 and / or the inner wall of the damping cavity 301, and is engaged and slidably connected at the abutment point by a locking platform and a protrusion. Since the throttling rod 308 on the throttling slide 310 needs to extend into the compensation hole 309, the above-described structure serves as a motion guide to prevent the throttling slide 310 from deflecting. In specific configurations, the flow channel area in the throttling slide 310 should be as large as possible to reduce the oil resistance in the second oil chamber 307 from affecting the movement of the throttling slide 310. Simultaneously, when used with an external gravity centrifugal ring 314, the throttling slide 310 should be fitted as close as possible to the damping cavity 301 to ensure a magnetic attraction effect. Specifically, the throttling slide 310 has an internal hollow annular structure for fitting onto the piston rod 303, and the external part of the throttling slide 310 is also an annular structure for abutting against the inner wall of the damping cavity 301. At the same time, the openings in the two annular structures are as large as possible, so that only a connecting plate needs to be set at the corresponding position of the compensation hole 309, and a corresponding throttling rod 308 is set at the connecting plate.

[0080] In some embodiments, it also includes:

[0081] A damping orifice 305 is provided on the piston 304; multiple damping orifices 305 and compensation orifices 309 are provided and evenly distributed alternately. Specifically, two damping orifices 305 and two compensation orifices 309 can be provided, arranged in an alternating cross-shaped structure. Using this structural method, while satisfying the normal damping force, the compensation orifices 309 are used to adjust the size of the damping cross-section to adapt to high-speed conditions, and to ensure relative force balance and stability.

[0082] Shock absorber 3 also includes:

[0083] The floating piston 320 and the piston 304 are both slidably disposed in the damping cavity 301, and the damping cavity 301 is divided from left to right into a buffer cavity 321, a first oil cavity 306 and a second oil cavity 307.

[0084] The built-in elastic damping unit 318 is an elastic kit that is fitted between the limiting ring 317 and the right end of the damping cavity 301 through the limiting ring 317 on the piston rod 303 in the second oil cavity 307, and a gap 312 is provided between it and the inner wall of the damping cavity 301.

[0085] An external elastic damping unit 319 is disposed outside the damping cavity 301 and between the piston rod connector 302 outside the damping cavity 301 and the piston rod 303;

[0086] In motion, the piston rod 303 extends and compresses the built-in elastic damping unit 318, causing the inner and outer ends of the elastic damping unit 318 to abut against the piston rod 303 and the damping cavity 301, respectively.

[0087] The built-in elastic damping unit 318 serves as the main support unit for transmitting traction force between the inner rim 1 and the outer rim 2, providing bidirectional traction and ensuring the stability of force transmission during tire operation. Simultaneously, during tire movement, the shock absorber 3 experiences high shear force, resulting in significant impact force at the contact point between the piston rod 303 and the damping cavity 301. Since the built-in elastic damping unit 318 is an elastic component, it expands in diameter due to compression during this process, filling the existing gap 312. This increases the relatively small contact area between the piston rod 303 and the damping cavity 301, thereby increasing the contact area subjected to shear force and reducing wear on the shock absorber. This design extends the service life of the shock absorber 3 under various road and operating conditions, ensuring its performance. In addition, the buffer chamber 321 and the external elastic damping unit 319 can also perform corresponding compression damping compensation through appropriate cooperation to improve the performance of the shock absorber 3. Specifically, the buffer chamber 321 is a closed air chamber structure or an open air chamber structure, and a buffer compensation spring 322 is provided in the buffer chamber 321.

[0088] In some embodiments, it also includes:

[0089] An external retaining ring 323 is located outside the damping cavity 301 and between the centrifugal retaining ring 315 and the right end of the damping cavity 301. An external elastic damping unit 319 is an external spring and is located between the external retaining ring 323 and the piston rod connector 302.

[0090] The protective cover 316 is installed outside the external elastic damping unit 319. One end of the cover is connected to the piston rod connector 302, and the other end extends to the centrifugal retaining ring 315, but does not extend within the stroke range of the floating piston 320.

[0091] The protective cover 316 serves at least the following functions: firstly, it protects the external elastic damping unit 319; secondly, it protects the external gravity centrifugal ring 314. A certain space is maintained between the gravity centrifugal ring 314 and the protective cover 316 to reduce the magnetic adsorption of materials onto the outside of the protective cover 316. Alternatively, the protective cover 316 can be made of a high-strength, non-magnetic material. The protective cover 316 does not extend within the stroke range of the floating piston 320, primarily to ensure that the heat generated by the friction of the floating piston 320 can be effectively dissipated, thus guaranteeing its heat dissipation effect.

[0092] In some embodiments, it also includes:

[0093] Multiple hinges 4 are provided between the inner rim 1 and the outer rim 2, and each hinge 4 is formed by hinged connection of a first chain body 401 and a second chain body 402; the hinge point of the hinge 4 with the inner rim 1 and the hinge point of the shock absorber 3 with the inner rim 1 coincide.

[0094] The hinges 4 can be configured in several ways. When there is an even number of hinges 4, the opening directions between adjacent hinges 4 are opposite, thus providing good traction in both forward and reverse rotation of the vehicle. When there is an odd number of hinges, the opening direction of the hinges is opposite to the forward direction of the tires to ensure traction, with the aim of keeping the vehicle mostly in a forward direction during driving.

[0095] In some embodiments, it also includes:

[0096] The hinged locking structure is located at the hinge between the shock absorber 3 and the inner rim 1 and / or the outer rim 2; it can also be located at the hinge between the first chain body 401 and the second chain body 402.

[0097] There are multiple hinge points between the inner rim 1, outer rim 2, shock absorber 3, and hinge 4, and each hinge point can be equipped with a hinge locking structure.

[0098] The hinged locking structure includes:

[0099] The structure consists of a double-partition structure and a single-layer plate structure, with the single-layer plate structure embedded within the double-partition structure and hinged together by fastening bolts 403.

[0100] The ratchet 405 and the fastening nut 404 connected to the locking end thread of the fastening bolt 403 are an integral structure and abut against the outer side of the double partition structure.

[0101] Pawl 406 is hinged to one side of ratchet 405, and its pawl end extends into the ratchet groove of ratchet 405 and restricts the rotation direction of ratchet 405.

[0102] An elastic pressure plate 407 is located on one side of the pawl 406 and elastically abuts against the pawl 406, so that the pawl end of the pawl 406 engages with the ratchet groove of the ratchet 405.

[0103] Traditional articulations are designed to achieve an articulated state, primarily focusing on ensuring smoothness and stability during the articulation process. However, articulation structures used between inner and outer wheel rims need to consider the unique requirements of their application scenarios. During vehicle operation, various turning maneuvers occur. Because the inner and outer wheel rims employ a split structure design, they continuously and frequently generate significant deflection torque forces, resulting in lateral friction and impact at the articulation point. This friction and impact inevitably leads to wear and loosening at the articulation point. Wear and loosening can affect the lateral restraint between the inner and outer wheel rims and may even directly cause the articulation point to separate, both of which increase safety risks during vehicle operation. Therefore, by incorporating a ratchet at the articulation point to restrict the rotation direction of the fastening bolt, and simultaneously coordinating with the hinge action at the articulation point, a self-locking function is achieved.

[0104] The reason why the hinge locking structure adopts the embedded hinge method of double partition structure and single layer plate structure is to ensure that the rigidity of the hinge structure at the hinge point is more reliable. At the same time, the fastening bolt 403 and fastening nut 404 are locked by the cooperation of ratchet 405 and pawl 406. The screw presses the double partition structure to ensure that it is in close contact with the single layer plate structure, so as to avoid the problem of wobbling at the hinge point.

[0105] In some embodiments, it also includes:

[0106] Side cover 5 is located on one side of outer wheel rim 2 and has a heat dissipation vent 501 corresponding to the position of shock absorber 4. A wind guide shroud 502 is provided outside the heat dissipation vent 501, and the opening direction of the wind guide shroud 502 is opposite to the direction of vehicle forward travel. A guide plate 503 is provided inside the heat dissipation vent 501. In the rotating state, external air enters through the wind guide shroud 502 and is guided by the guide plate 503 and forms a gas vortex in conjunction with the rotation state, thereby guiding the external air to the shock absorber and outer wheel rim.

[0107] Side covers effectively protect the internal structural components of the mechanical wheel and reduce wind resistance at the wheel. Considering the demands of high-speed operation, the shock absorber generates relatively high heat due to rapid vibration. Therefore, the spaced design at the protrusions ensures that the sides of the shock absorber are not obstructed by other structural components, thus blocking the airflow introduced from the deflectors. During high-speed driving, airflow rapidly enters the side cover, forming gas vortices. However, the airflow generated by these gas turbines is relatively diffuse. Therefore, deflectors are placed at appropriate structural locations to ensure that external air is directed to the shock absorber and the outer rim. Since the tire tread is fitted tightly to the outer rim, heat dissipation is achieved quickly through metal-to-metal heat conduction. The higher the wheel speed, the faster the airflow and the better the heat dissipation, which is directly proportional to the shock absorber frequency and the heat generated by the friction between the tire tread and the bottom surface.

[0108] To meet the requirements of high-speed vehicle operation and ensure high-speed stability, corresponding improvements were made to the design of shock absorber 3, hinge 4, and side cover 5.

[0109] From the perspective of vehicle shock absorption effect and high-speed driving stability, the centrifugal force drives the throttle slide 310 to move, thereby changing the throttle area by using the cooperation of the throttle rod 308 and the compensation hole 309 to change the magnitude of the damping force. The faster the vehicle speed, the stronger the damping force and the more stable the handling; the lower the vehicle speed, the weaker the damping force and the stronger the shock absorption performance. At the same time, the built-in elastic damping unit 318, the external elastic damping unit 319, and the buffer cavity 321 form a multi-level shock absorption and multi-level compensation method to improve its overall comprehensive performance.

[0110] From the perspective of the reliability and stability of the component's stress structure, the compression and cooperation of the built-in elastic damping unit 318 increases the area of ​​shear force action between the piston rod 303 and the damping cavity 301, thereby improving the load-bearing strength of the shock absorber 3. It can also ensure good traction force transmission under various complex road conditions and working conditions. In addition, in conjunction with the force analysis of vehicle turning, a corresponding self-locking hinge locking structure is set at its hinge to avoid the possibility of loosening at its hinge and ensure the driving safety of the vehicle.

[0111] In terms of external protection and heat dissipation of components, the side cover itself can block the impact of sand, rain, snow and other debris on internal components under complex working conditions. At the same time, the higher the speed, the higher the damping frequency of the shock absorber, the greater the heat generated, and the stronger the cooling air generated, which can effectively ensure the heat dissipation effect.

[0112] Meanwhile, in the layout of the inner rim 1, outer rim 2, shock absorber 3, and hinge 4, the central axes of all four are located on the same reference plane to ensure relative force balance. The layout of the shock absorber 3 can be modified for specific vehicles to achieve different properties such as high stability, high load capacity, and high strength. (See comparison below.) Figure 12 , Figure 13 , Figure 14 That is, the shock absorbers 3 are arranged in the same direction and with the same inclination, arranged in a double cross symmetrical manner, and arranged in a double layer in the same direction and with the same inclination.

[0113] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A high-speed mechanical wheel, comprising a shock absorber hinged between an inner rim and an outer rim, characterized in that, The shock absorber includes: Vibration damping cavity; The piston divides the damping cavity into a first oil chamber and a second oil chamber, and reciprocates within the damping cavity by the drive of the piston rod, with the second oil chamber located on the side closer to the inner rim. A compensation hole is provided on the piston, connecting the first oil chamber and the second oil chamber. A throttling slide is provided in the second oil chamber with a flow channel. The throttling slide is provided with a throttling rod that can extend into the compensation hole. The cross-sectional area between the compensation hole and the throttling rod is set in a reduced diameter structure in the extension direction of the throttling rod. In the rotating state, the centrifugal force causes the throttling slide to overcome the liquid resistance in the second oil chamber and move towards the compensation hole. The throttling rod extends into the compensation hole to reduce the cross-sectional area between the two and thus increase the damping force at the compensation hole.

2. The high-speed mechanical wheel according to claim 1, characterized in that, Also includes: The centrifugal spring damping unit is connected to the throttling slide and uses elastic deformation to buffer and limit the movement of the throttling slide.

3. The high-speed mechanical wheel according to claim 2, characterized in that, The centrifugal spring damping unit is a built-in centrifugal spring, located between the throttling slide and the compensation hole.

4. The high-speed mechanical wheel according to claim 2, characterized in that, Also includes: A gravity centrifugal ring is sleeved on the outside of the shock-absorbing cavity and is magnetically attracted to the throttling slide. A centrifugal retaining ring is disposed outside the shock-absorbing cavity and located between the left end of the shock-absorbing cavity and the gravity centrifugal ring; The centrifugal spring damping unit is an external centrifugal spring, located between the gravity centrifugal ring and the centrifugal retaining ring.

5. The high-speed mechanical wheel according to claim 1, characterized in that, The throttling slide abuts against the piston rod and / or the inner wall of the damping cavity, and is engaged at the abutment point by a locking platform and a protrusion.

6. The high-speed mechanical wheel according to claim 1, characterized in that, Also includes: A damping orifice is provided on the piston; both the damping orifice and the compensation orifice are provided in multiples and are evenly distributed alternately.

7. The high-speed mechanical wheel according to claim 1, characterized in that, Also includes: Multiple hinges are provided between the inner rim and the outer rim, and each hinge is formed by hinged connection of a first chain body and a second chain body; the hinge points of the hinges with the inner rim and the hinge points of the shock absorber with the inner rim coincide.

8. The high-speed mechanical wheel according to claim 1, characterized in that, Also includes: A hinged locking structure is provided at the hinge point between the shock absorber and the inner rim and / or the outer rim. The hinged locking structure includes: The structure comprises a double-partition structure and a single-layer plate structure, wherein the single-layer plate structure is embedded within the double-partition structure and hinged together by fastening bolts. The ratchet and the fastening nut connected to the locking end thread of the fastening bolt are an integral structure and abut against the outer side of the double partition structure; A pawl is hinged to one side of the ratchet, with its pawl end extending into the ratchet groove of the ratchet and restricting the rotation direction of the ratchet. An elastic pressure plate is disposed on one side of the pawl and elastically abuts against the pawl, so that the pawl end of the pawl engages with the ratchet groove of the ratchet.

9. The high-speed mechanical wheel according to claim 1, characterized in that, Also includes: Multiple protrusions are evenly spaced on the outer periphery of the inner rim and extend toward the outer rim, with a gap between them. Shock absorbers are hinged between each of the outer protrusions and the outer rim and located at intervals between adjacent outer protrusions.

10. The high-speed mechanical wheel according to claim 1, characterized in that, Also includes: A side cover is provided on one side of the outer rim and has a heat dissipation vent corresponding to the position of the shock absorber; The heat dissipation vent is provided with an air guide shroud, and the opening direction of the air guide shroud is opposite to the direction of the vehicle's forward travel; the heat dissipation vent is provided with a baffle plate. In the rotating state, external air enters through the air guide shroud and is guided by the baffle plate and, in conjunction with the rotation state, forms a gas vortex, thereby guiding the external air to the shock absorber and the outer wheel rim.

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