Mechanical wheel comprising a shock absorber

Abstract

The application discloses a mechanical wheel comprising a shock absorber, which comprises: an inner rim and an outer rim with their centers coinciding, and a shock absorber hinged between the inner rim and the outer rim, wherein the shock absorber is in a rated compression state, the inner rim and the outer rim are linked, and the shock absorber is arranged along the tangent direction of the inner rim; and the correlation between the installation position and mode of the shock absorber, the initial length of the shock absorber, the rated compression of the shock absorber, the inner diameter of the outer rim and the outer diameter of the inner rim is found out when the shock absorber is in a static state, so that the structural position layout of the shock absorber is reasonably set, the axis of the shock absorber and the hinged point of the inner rim always form an approximately tangent state during the driving movement of the vehicle, the stability and balance of the force are ensured, and the specific installation mode of the shock absorber is guided.

Description

Technical Field

[0001] This invention belongs to the field of tires, and specifically relates to a mechanical wheel that includes a shock absorber. Background Technology

[0002] In the structural components of a mechanical wheel, the shock absorber is the core component. It can serve not only as a transmission structure that transmits traction between the inner and outer rims, but also as a shock-absorbing structure that provides shock absorption between the inner and outer rims.

[0003] Chinese utility model patent CN 217622956 U discloses a pneumatic-free wheel and vehicle with a cross-arranged damper. The damper with an inner and outer double cross structure is used to ensure the stability of the vehicle's driving state. Actual test experiments have found that although the double cross structure does have a good effect on shock absorption stability, during the above-mentioned shock absorption force process, it will generate a large shear force that interacts with the traction force between the inner and outer wheel rims. As a result, the hinge point of the shock absorber and the shock absorber structure itself are easily subjected to large loads, leading to an increased failure risk rate. Summary of the Invention

[0004] 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.

[0005] This invention provides a mechanical wheel containing a shock absorber. By rationally setting the structural position layout of the shock absorber, the axis of the shock absorber and the hinge point of the inner wheel rim are always in a state of approximately tangency during vehicle movement, so as to ensure the stability and balance of the force.

[0006] The present invention discloses a mechanical wheel including a shock absorber, comprising: an inner rim and an outer rim with coincident centers, and a shock absorber hinged between the two, wherein the inner diameter of the outer rim is D, the outer diameter of the inner rim is d, the initial length of the shock absorber is L1, and the rated compression of the shock absorber is L2;

[0007] When the shock absorber is under rated compression, the inner rim and the outer rim are linked, and the shock absorber is arranged along the tangential direction of the inner rim;

[0008] When the shock absorber is stationary, the centers of the inner and outer rims are concentric, and the relationship between the included angle α formed by the center and the two ends of the shock absorber and D, d, L1, L2 is as follows:

[0009]

[0010] In some implementations, it also includes:

[0011] A hinge is hinged between the inner rim and the outer rim.

[0012] In some embodiments, the number of hinges is the same as the number of shock absorbers, and the hinge joints between the hinges and the inner rim coincide with the hinge joints between the shock absorbers and the inner rim.

[0013] In some embodiments, the central axis of the hinge and / or the shock absorber is located on either side of the central axis of the inner rim and the outer rim, or on the same reference plane as the central axis of the inner rim and the outer rim.

[0014] In some embodiments, the number of hinges on the same reference plane is odd, and the opening direction of each hinge is the same; the number of hinges on the same reference plane is even, and the opening direction of each adjacent hinge is opposite.

[0015] The present invention discloses a wheel, comprising a mechanical wheel including a shock absorber as described in any of the embodiments above.

[0016] This invention discloses a method for installing a mechanical wheel containing a shock absorber, comprising the following steps: based on the known initial length of the shock absorber L1, the rated compression of the shock absorber L2, the inner diameter of the outer rim D, and the outer diameter of the inner rim d, the angle between the two ends of the shock absorber and the center of the circle is obtained; that is, the specific placement angle of the shock absorber is obtained.

[0017] The specific calculation formula is as follows:

[0018]

[0019] Place the inner and outer rims concentrically, and then hinge the two ends of the shock absorber according to the specific placement angle of the shock absorber.

[0020] In some implementations, it also includes:

[0021] Hinges are hinged between the outer rim and the hinge point between the shock absorber and the inner rim. The number of shock absorbers is the same as the number of hinges. If the number of hinges is odd, all hinges open in the same direction. If the number of hinges is even, adjacent hinges open in opposite directions.

[0022] In some implementations, the central axis of the shock absorber lies on the same reference plane as the central axes of the inner and outer rims.

[0023] In some implementations, the deflection angle of the hinge point between the shock absorber and the inner rim ranges from 5° to 15° between the initial length and the rated compression.

[0024] Compared with existing technologies, the beneficial effects of this invention are as follows: By combining the state analysis of the actual stress process with the relevant parameters of the shock absorber, a shock absorber setting method with more reliable structural relationships and more balanced and stable stress is formed. It also plays a guiding role in the specific installation method and structural form of the equipment. By determining the angle installation method of the shock absorber in the static state, the specific layout structure of the shock absorber is guided. Through the dynamic setting of the shock absorber in the rated compression state, the shock absorber is positioned on the tangent of the inner wheel rim in this state. At the same time, even if there are certain errors and the inner wheel rim has a certain amount of descent due to the vehicle's own weight in actual operation, the shock absorber can still be positioned in a force direction that is approximately tangential when the vehicle is in dynamic driving state. This reduces the mutual influence and interference between the shock absorber's traction force and damping force, thereby ensuring the service life of the equipment. Attached Figure Description

[0025] 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.

[0026] Figure 1 This is a structural schematic diagram of the shock absorber layout of the present invention.

[0027] Figure 2 This is a three-dimensional structural diagram of the present invention.

[0028] Figure 3 This is a schematic diagram of the internal structure of the present invention.

[0029] Figure 4 This is a schematic diagram of the centrifugal spring built into the shock absorber of the present invention.

[0030] Figure 5 This is a schematic diagram of the external centrifugal spring in the shock absorber of the present invention.

[0031] Figure 6 This is a schematic diagram of the damping hole structure of the shock absorber of the present invention.

[0032] Figure 7 This is a schematic diagram of the throttling slide of the present invention.

[0033] Figure 8 This is a three-dimensional structural diagram of the hinge of the present invention.

[0034] Figure 9 This is a three-dimensional structural diagram of the ratchet and pawl of the present invention.

[0035] Figure 10 This is a three-dimensional structural diagram of the side cover of the present invention.

[0036] Figure 11This is a three-dimensional structural diagram of the guide plate of the present invention.

[0037] Figure 12 This is a schematic diagram of the air inlet structure of the air guide shroud of the present invention.

[0038] Figure 13 This is a schematic diagram of the first layout structure of the shock absorber of the present invention.

[0039] Figure 14 This is a schematic diagram of the second layout structure of the shock absorber of the present invention.

[0040] Figure 15 This is a schematic diagram of the third layout structure of the shock absorber of the present invention.

[0041] 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

[0042] 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.

[0043] 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.

[0044] 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.

[0045] A mechanical wheel including a shock absorber includes: an inner rim 1 and an outer rim 2 with their centers coincident, and a shock absorber 3 hinged between the two. The inner diameter of the outer rim 2 is D, the outer diameter of the inner rim 1 is d, the initial length of the shock absorber 3 is L1, and the rated compression of the shock absorber 3 is L2.

[0046] When the shock absorber 3 is under rated compression, the inner rim 1 and the outer rim 2 are linked, and the shock absorber 3 is set along the tangential direction of the inner rim 1.

[0047] When the shock absorber is stationary, the centers of the inner and outer rims are concentric, and the relationship between the angle α formed by the center and the two ends of the shock absorber and D, d, L1, L2 is as follows:

[0048]

[0049] Specifically, the derivation process is as follows:

[0050] The centers of the inner rim 1 and the outer rim 2 coincide at point O;

[0051] When the shock absorber 3 is stationary, the hinge point between the shock absorber 3 and the inner rim is B, the hinge point between the shock absorber 3 and the outer rim 2 is C, and the length of the shock absorber 3 is the initial length L1.

[0052] When the shock absorber 3 is under rated compression, the shock absorber 3 is set along the tangent direction of the inner rim 1, the hinge point between the shock absorber 3 and the inner rim is D, and the hinge point between the shock absorber 3 and the outer rim 2 is C.

[0053]

[0054]

[0055]

[0056] From the above, we can conclude that;

[0057]

[0058] In triangle BCD;

[0059]

[0060] In △OBD, the shock absorber rotation angle ∠BOD, or θ, should satisfy the following formula:

[0061]

[0062] α = θ + ∠DOC;

[0063]

[0064] By combining the above formula with the performance parameters of the shock absorber, we can obtain the specific installation angle and positional relationship of the shock absorber during the actual product manufacturing process, thus providing guidance and reference value.

[0065] In some embodiments, the angle θ is 5°-15°. However, actual testing revealed that an angle θ that is too small or too large is unsuitable; an angle that is too small is detrimental to cushioning and shock absorption, while an angle that is too large is detrimental to the transmission of traction force.

[0066] In some embodiments, it also includes:

[0067] Hinge 4 is hinged between the inner rim 1 and the outer rim 2.

[0068] In some embodiments, the number of hinges 4 is consistent with the number of shock absorbers 3, and the hinge joints of the hinges 4 and the inner rim 1 coincide with the hinge joints of the shock absorbers 3 and the inner rim 1.

[0069] In some embodiments, the central axis of the hinge 4 and / or the shock absorber 3 is located on both sides of the central axis of the inner rim 1 and the outer rim 2 or on the same reference plane as the central axis of the inner rim 1 and the outer rim 2.

[0070] Specifically, hinge 4 and shock absorber 3 can both adopt a single-layer or double-layer structure. If both are single-layered, the central axes of hinge 4, shock absorber 3, inner rim 1, and outer rim 2 are located on the same reference plane. If double-layered, the central axes of hinge 4 and shock absorber 3 are located on opposite sides of the central axes of inner rim 1 and outer rim 2. Alternatively, a single-layer hinge 4 and two-layer shock absorber 3 structure or a two-layer hinge 4 and single-layer shock absorber 3 structure can be used. Some structural forms can be referenced. Figures 13-15 .

[0071] In some embodiments, the number of hinges on the same reference plane is odd, and the opening direction of each hinge is the same; the number of hinges on the same reference plane is even, and the opening direction of each adjacent hinge is opposite.

[0072] A method for mounting a mechanical wheel including a shock absorber includes the following steps:

[0073] Given the initial length of the shock absorber as L1, the rated compression capacity of the shock absorber as L2, the inner diameter of the outer rim as D, and the outer diameter of the inner rim as d, the angle between the two ends of the shock absorber and the center of the circle can be calculated; thus, the specific placement angle of the shock absorber can be obtained.

[0074] The specific calculation formula is as follows:

[0075]

[0076] Place the inner and outer rims concentrically, and then hinge the two ends of the shock absorber according to the specific placement angle of the shock absorber.

[0077] Specifically, the deflection angle of the hinge point between the shock absorber and the inner rim ranges from the initial length to the rated compression, which is 5°-15°, i.e., the angle θ is 5°-15°.

[0078] Specifically, it also includes: a hinge 4 is hinged between the outer rim 2 and the hinge point of the shock absorber 3 and the inner rim 1, the number of shock absorbers 3 is the same as the number of hinges 4; the number of hinges 4 is odd, all hinges 4 have the same opening direction, the number of hinges 4 is even, and adjacent hinges 4 have opposite opening directions.

[0079] Specifically, this also includes: the central axis of the shock absorber is located on the same reference plane as the central axes of the inner and outer wheel rims.

[0080] A wheel, comprising a mechanical wheel including a shock absorber as described in any of the embodiments.

[0081] The following example illustrates a specific structural form of mechanical wheel; please refer to [link / reference]. Figures 2-15 As shown.

[0082] A 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.

[0083] 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.

[0084] 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.

[0085] 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. The installation method of the shock absorber 3 is as described above.

[0086] Specifically, shock absorber 3 includes:

[0087] 301 damping cavity;

[0088] 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.

[0089] A compensation hole 309 is provided on the piston 304 and connects the first oil chamber 306 and the second oil chamber 307.

[0090] 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.

[0091] 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.

[0092] In some embodiments, it also includes:

[0093] 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.

[0094] 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.

[0095] Built-in, specifically including:

[0096] 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;

[0097] 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;

[0098] 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.

[0099] 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.

[0100] 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.

[0101] In some embodiments, it also includes:

[0102] 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.

[0103] Shock absorber 3 also includes:

[0104] 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.

[0105] 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.

[0106] An external elastic damping unit 319 is provided outside the damping cavity 301 and between the piston rod connector 302 outside the damping cavity 301 and the piston rod 303, and a buffer plug seat 324 is provided on the piston rod connector 302.

[0107] 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.

[0108] 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.

[0109] In some embodiments, it also includes:

[0110] 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.

[0111] 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.

[0112] 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.

[0113] In some embodiments, it also includes:

[0114] 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.

[0115] 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.

[0116] In some embodiments, it also includes:

[0117] 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.

[0118] 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.

[0119] The hinged locking structure includes:

[0120] 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.

[0121] 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.

[0122] 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.

[0123] 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.

[0124] 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.

[0125] 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.

[0126] In some embodiments, it also includes:

[0127] 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.

[0128] 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.

[0129] 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.

[0130] 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.

[0131] 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.

[0132] 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.

[0133] 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 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 13 , Figure 14 , Figure 15 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.

[0134] 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 mechanical wheel including a shock absorber, comprising: An inner rim, an outer rim, and a shock absorber hinged between them, characterized in that the inner diameter of the outer rim is D, the outer diameter of the inner rim is d, the initial length of the shock absorber is L1, and the rated compression of the shock absorber is L2; When the shock absorber is under rated compression, the inner rim and the outer rim are linked, and the shock absorber is arranged along the tangential direction of the inner rim; When the shock absorber is stationary, the centers of the inner and outer rims are concentric, and the relationship between the included angle α formed by the center and the two ends of the shock absorber and D, d, L1, L2 is as follows:

2. The mechanical wheel including a shock absorber according to claim 1, characterized in that, Also includes: A hinge is hinged between the inner rim and the outer rim.

3. The mechanical wheel including a shock absorber according to claim 2, characterized in that, The number of hinges is consistent with the number of shock absorbers, and the hinge joints between the hinges and the inner rim coincide with the hinge joints between the shock absorbers and the inner rim.

4. The mechanical wheel including a shock absorber according to claim 2, characterized in that, The central axis of the hinge and / or the shock absorber is located on both sides of the central axis of the inner rim and the outer rim, or on the same reference plane as the central axis of the inner rim and the outer rim.

5. The mechanical wheel including a shock absorber according to claim 2, characterized in that, The number of hinges located on the same reference plane is odd, and the opening direction of each hinge is the same; the number of hinges located on the same reference plane is even, and the opening direction of each adjacent hinge is opposite.

6. A wheel, characterized in that, Includes a mechanical wheel with a shock absorber as described in any one of claims 1-5.

7. A method for installing a mechanical wheel including a shock absorber, characterized in that, Includes the following steps: Given the initial length of the shock absorber as L1, the rated compression capacity of the shock absorber as L2, the inner diameter of the outer rim as D, and the outer diameter of the inner rim as d, the angle α between the two ends of the shock absorber and the center of the circle can be calculated; thus, the specific placement angle of the shock absorber can be obtained. The specific calculation formula is as follows: Place the inner and outer rims concentrically, and then hinge the two ends of the shock absorber according to the specific placement angle of the shock absorber.

8. The method for installing a mechanical wheel including a shock absorber according to claim 7, characterized in that, Also includes: Hinges are hinged between the outer rim and the hinge point between the shock absorber and the inner rim, and the number of shock absorbers is the same as the number of hinges.

9. The method for installing a mechanical wheel including a shock absorber according to claim 8, characterized in that, The number of hinges is odd, and all hinges open in the same direction. The number of hinges is even, and adjacent hinges open in opposite directions.

10. The method for installing a mechanical wheel including a shock absorber according to claim 7, characterized in that, The deflection angle of the hinge point between the shock absorber and the inner rim ranges from 5° to 15° between the initial length and the rated compression.

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