Damping wheel structure and electric bicycle

Abstract

The invention relates to a damping wheel structure which comprises a hub provided with a closed cavity, a hydraulic system is arranged in the cavity, and the hydraulic system is composed of a first piston, a rebound spring and an adjusting valve and can efficiently absorb vibration energy; an inner tube and an elastic support ring are sequentially arranged between the inner ring and the outer ring of the wheel to form a double-layer buffer structure; according to the hydraulic system, step-by-step conversion and energy consumption of vibration are achieved through cooperation of the buffer channel and the piston, and therefore transmission of the vibration to the bicycle frame and a rider is avoided. The damping headstock and the damping cavity are connected with the wheels and the headstock through the transmission assembly, and the overall damping effect is effectively enhanced. Through the synergistic effect of the front shock absorber, the rear shock absorber and the bicycle head shock absorption cavity, the structure can provide more stable riding experience when coping with complex road surfaces and long-time shock. The vibration relieving efficiency of the electric bicycle on the continuous bumpy road surface is effectively improved, and riding comfort and safety are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of electric bicycles, and particularly to a shock-absorbing wheel structure and an electric bicycle. Background Art

[0002] The use frequency of electric bicycles on unpaved roads such as rural roads and stone slab roads is increasing day by day. These roads usually contain dense bumps and obstacles (such as gravel, potholes, speed bumps, etc.). Research has found that when the vehicle passes through such roads at a speed of 20 - 30 km / h, the wheel needs to cope with 6 - 15 times of impact loads of different intensities per second, and the impact direction includes the combined action of vertical vibration and lateral offset. The shock-absorbing design of traditional wheels is mainly aimed at the smooth road conditions in cities, and its structure is difficult to effectively decompose the multi-directional impact energy, resulting in a significant decline in riding comfort and the service life of components.

[0003] Currently, the most common solution is to embed an annular rubber shock-absorbing layer between the outer ring of the wheel hub and the inner wall of the tire. The thickness of this layer is usually 15 - 20 mm, and the high-elastic rubber is fixed on the aluminum alloy wheel hub by an integral vulcanization process. When the wheel encounters an obstacle, the rubber layer absorbs the impact force through compression deformation (the maximum allowable compression is about 5 mm), and then returns to its original state by relying on the elasticity of the material. Actual tests show that this structure can reduce the vibration transmission by about 40% for a single impact (such as passing through a single speed bump), but the buffering efficiency for continuous dense vibrations (such as a gravel road) is less than 25%. However, rubber mainly relies on deformation to absorb energy and cannot quickly dissipate energy. During continuous bumpy rides, the kinetic energy that has not been dissipated will be transmitted to the rider's arm through the frame, and the measured vibration intensity of the hand exceeds 1.8 times the limit value of the international standard ISO 5349, causing obvious discomfort.

[0004] Therefore, it is necessary to propose a new shock-absorbing wheel structure and an electric bicycle to solve the problem of the inability to quickly dissipate energy during existing continuous bumps. Summary of the Invention

[0005] The main object of the present invention is to propose a shock-absorbing wheel structure, aiming to solve the technical problem of the inability to quickly dissipate energy during existing continuous bumps.

[0006] To achieve the above object, the present invention provides a shock-absorbing wheel structure, including a hub, a sealed chamber is arranged inside the hub, and a hydraulic system is arranged inside the sealed chamber; an inner ring, which wraps the hub; an outer ring, which wraps the inner ring, and a first buffer layer and a second buffer layer are sequentially attached between the inner wall of the outer ring and the outer surface of the inner ring; the hydraulic system includes a first piston, a return spring and a regulating valve; a plurality of buffer channels are arranged at intervals on the outer peripheral side of the sealed chamber, each of the buffer channels communicates with the sealed chamber, and the extension line of each buffer channel intersects with the center of the sealed chamber; a first piston is arranged in each of the buffer channels; the side wall of each first piston fits against the inner wall of the buffer channel to maintain the airtightness of the sealed chamber; the end side of the first piston abuts against the second buffer layer; the regulating valve is arranged at the connection between the sealed chamber and the buffer channel for controlling the inlet and outlet speed of hydraulic oil; one end of the return spring is fixedly arranged at one end of the first piston, and the other end is fixedly arranged at the regulating valve.

[0007] Optionally, the first buffer layer includes an inner tube, and the inner tube is respectively closely attached to the inner wall of the outer ring and the outer surface of the inner ring; the second buffer layer includes an elastic support ring; a number of mounting holes corresponding to the buffer channels are discretely arranged on the surface of the inner ring, the elastic support ring is arranged in the mounting holes, and both ends of the elastic support ring respectively abut against the inner tube and the spring.

[0008] Optionally, the hydraulic system further includes a second piston; the second piston is arranged in the plurality of buffer channels; one end of the second piston is connected to the end of the first piston not connected to the return spring through an elastic member, and the other end abuts against the elastic support ring.

[0009] Optionally, the shock-absorbing wheel structure further includes a shock-absorbing head; the shock-absorbing head includes a wheel connecting member, a shock-absorbing cavity and a head connecting member; the hub is rotatably connected to the wheel connecting member; both ends of the shock-absorbing cavity are respectively fixedly connected to the wheel connecting member and the head connecting member.

[0010] Optionally, the shock-absorbing cavity further includes a transmission component, a first rotating column and a second rotating column; the shock-absorbing cavity is provided with a first through hole and a second through hole on both sides; the first rotating column is arranged in the first through hole; the second rotating column is arranged in the second through hole; the transmission component is rotatably connected to the shock-absorbing cavity through the first rotating column; the head connecting member is fixedly connected to the shock-absorbing cavity through the second rotating column.

[0011] Optionally, the shock-absorbing cavity further includes a first shock-absorbing spring and a second shock-absorbing spring; a first sliding groove and a second sliding groove with a preset distance therebetween are further provided in the shock-absorbing cavity between the first through hole and the second through hole; one end of the first shock-absorbing spring is provided with a third rotating column and is arranged in the first sliding groove, and the other end is provided with a fourth rotating column and is arranged in the second sliding groove; one end of the second shock-absorbing spring is provided with the fourth rotating column and is arranged in the second sliding groove, and the other end is provided with a fifth rotating column and is fixedly connected to the front-end connector; both ends of the third rotating column and both ends of the fourth rotating column are respectively fixedly connected correspondingly.

[0012] Optionally, the transmission assembly includes a transmission member, a transmission shaft and a transmission block; the transmission member is rotatably connected to the shock-absorbing cavity through the first rotating column; the transmission shaft is provided through the end of the transmission member; a transmission block is fixedly provided on the transmission shaft, and the transmission block is clamped to the second transmission shaft.

[0013] Optionally, the shock-absorbing cavity is arranged at a position of 30° with respect to the horizontal line where the center of the wheel hub is located.

[0014] Optionally, the second shock-absorbing spring is arranged at a position of 15°-45° with respect to the shock-absorbing cavity.

[0015] The present invention further provides an electric bicycle, which is applied to the shock-absorbing wheel structure as described above, and includes: a shock-absorbing wheel, a frame, a battery, a display screen and a control module; the shock-absorbing wheels are respectively rotatably connected to both ends of the frame; the display screen and the control module are embedded and arranged at one end of the frame, the display screen is electrically connected to the battery and the control module, and the control module is electrically connected to the battery; a battery chamber for accommodating sundries and fixedly arranging the battery is arranged at a preset position of the frame, and a charging port electrically connected to the battery is further arranged on the surface of the frame.

[0016] The technical solution of the present invention adopts a combination of a hydraulic system, a double-piston structure, front and rear shock absorbers and a front-end shock-absorbing cavity to efficiently consume vibration energy under continuous bumpy conditions. The double-layer buffer structure formed by the hydraulic system and the elastic support ring ensures that the vibration is first alleviated by the inner tube and the elastic support ring, and then the progressive energy absorption is carried out through the double-piston structure of the hydraulic system. Furthermore, the synergistic effect of the front and rear shock absorbers and the front-end shock-absorbing cavity provides a more efficient vibration dispersion and conversion mechanism, enabling the vibration energy to be fully consumed within the wheel system and reducing the impact of vibration on the frame and the rider. Generally speaking, the effective combination of the hydraulic system and the mechanical shock-absorbing system significantly improves the vibration mitigation effect of the electric bicycle under complex road conditions and provides a more comfortable and safe riding experience for the rider. Description of the Drawings

[0017] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on the structures shown in these drawings.

[0018] Figure 1 A cross-sectional view of an embodiment of a shock-absorbing wheel structure of the present invention; Figure 2 A shock-absorbing wheel structure of the present invention Figure 1 A partial enlarged view of part A in [the structure]; Figure 3 A side view of an embodiment of a shock-absorbing wheel structure of the present invention; Figure 4 A structural schematic diagram of an embodiment of a shock-absorbing wheel structure of the present invention; Figure 5 A structural schematic diagram of a shock-absorbing cavity of an embodiment of a shock-absorbing wheel structure of the present invention; Figure 6 A structural schematic diagram of an embodiment of a shock-absorbing wheel structure of the present invention; Figure 7 A shock-absorbing wheel structure of the present invention Figure 6 A partial enlarged view of part B in [the structure].

[0019] Explanation of the reference numerals in the drawings: 100, wheel hub; 200, inner ring; 300, outer ring; 400, buffer channel; 500, shock-absorbing head; 110, sealed chamber; 120, hydraulic system; 310, first buffer layer; 320, second buffer layer; 510, wheel connecting member; 520, shock-absorbing cavity; 530, head connecting member; 121, first piston; 122, return spring; 123, regulating valve; 124, second piston; 125, elastic member; 311, inner tube; 321, elastic support ring; 521, transmission assembly; 522, first rotating column; 523, second rotating column; 524, first through hole; 525, second through hole; 526, first shock-absorbing spring; 527, second shock-absorbing spring; 528, first sliding groove; 529, second sliding groove; 5211, transmission member; 5212, transmission shaft; 5213, transmission block; 5261, third rotating column; 5262, fourth rotating column; 5271, fifth rotating column.

[0020] The realization of the object, functional features and advantages of the present invention will be further described with reference to the embodiments and the accompanying drawings. Detailed implementation manners

[0021] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without making creative efforts belong to the scope of protection of the present invention.

[0022] It should be noted that if there are directional indications (such as up, down, left, right, front, back...) involved in the embodiments of the present invention, the directional indications are only used to explain the relative position relationship and movement conditions between components in a specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indications will also change accordingly.

[0023] In addition, the descriptions involving "first", "second", etc. in the present invention are only for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include at least one such feature. In addition, "and / or" throughout the text includes three scenarios. Taking A and / or B as an example, it includes the technical solution of A, the technical solution of B, and the technical solution that both A and B are satisfied. In addition, the technical solutions between the various embodiments can be combined with each other, which must be based on the ability of those of ordinary skill in the art to implement. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0024] In current shock-absorbing wheel technology, a common solution is to embed an annular rubber shock-absorbing layer between the outer ring of the wheel hub and the inner wall of the tire. This structure absorbs part of the vibration through the deformation of the rubber material. This traditional shock-absorbing solution usually vulcanizes and fixes a high-elastic rubber with an aluminum alloy wheel hub as a whole. The thickness of the rubber layer is usually 15 - 20 mm. When the wheel encounters an obstacle, the rubber layer absorbs the impact force through compression deformation. The maximum compression amount is about 5 mm, and then it relies on the elasticity of the material to return to its original state. Although this solution has a certain shock-absorbing effect on a single impact (such as passing over a single speed bump), reducing the vibration transmission by about 40%, under continuous and intensive vibrations (such as a gravel road surface), the buffering effect of the rubber is significantly reduced, and it can only reduce the vibration transmission by about 25%. This indicates that the rubber shock-absorbing layer cannot quickly dissipate energy during continuous vibrations. The rubber layer mainly relies on deformation to absorb energy and cannot effectively consume the kinetic energy during continuous bumps, resulting in the unabsorbed vibration energy being transmitted to the rider's arm through the frame, causing the vibration intensity to exceed the standard. The measured vibration intensity exceeds 1.8 times the limit value of the international standard ISO 5349, bringing obvious discomfort to the rider. To overcome the deficiencies in the existing technology, a new shock-absorbing wheel structure and an electric bicycle design are needed, which can quickly and effectively consume vibration energy during continuous bumps, thereby significantly improving the riding comfort and safety.

[0025] Embodiment 1: The present invention provides a shock-absorbing wheel structure. Referring to Figure 1 , a shock-absorbing wheel structure includes: a wheel hub 100, in which a sealed chamber 110 is provided, and a hydraulic system 120 is provided in the sealed chamber 110; an inner ring 200, which wraps the wheel hub 100; an outer ring 300, which wraps the inner ring 200. A first buffer layer 310 and a second buffer layer 320 are sequentially attached between the inner wall of the outer ring 300 and the outer surface of the inner ring 200; the hydraulic system 120 includes a first piston 121, a return spring 122, and a regulating valve 123; a plurality of buffer channels 400 are arranged at intervals on the outer peripheral side of the sealed chamber 110, and each buffer channel 400 communicates with the sealed chamber 110, and the extension line of each buffer channel 400 intersects with the center of the sealed chamber 110; a first piston 121 is provided in each buffer channel 400; the side wall of each first piston 121 is attached to the inner wall of the buffer channel 400 to maintain the airtightness of the sealed chamber 110; the end side of the first piston 121 abuts against the second buffer layer 320; the regulating valve 123 is provided at the connection between the sealed chamber 110 and the buffer channel 400 for controlling the inlet and outlet speed of the hydraulic oil; one end of the return spring 122 is fixedly provided at one end of the first piston 121, and the other end is fixedly provided at the regulating valve 123.

[0026] It should be noted that the shock-absorbing wheel structure includes a hub 100, an inner ring 200, an outer ring 300, a hydraulic system 120, and a plurality of buffer channels 400. A sealed chamber 110 is provided inside the hub 100, and the hydraulic system 120 is installed in the sealed chamber 110. The hub 100 and the inner ring 200, the outer ring 300 achieve efficient absorption and conversion of vibration energy through the hydraulic system 120. The hydraulic system 120 includes a first piston 121, a return spring 122, and a regulating valve 123. Through the flow of hydraulic oil and the compression of the piston, it can effectively absorb the vibration from the road surface. When the hydraulic oil flows in the hydraulic system 120, the flow rate is controlled by the regulating valve 123 to ensure that when vibration occurs, the hydraulic oil can effectively compress and absorb the vibration energy, while the return spring 122 ensures that the system can quickly recover after the vibration is consumed, preparing for the next vibration. Through this design of the hydraulic system 120, it can consume vibration energy faster than the traditional rubber shock-absorbing layer and effectively reduce the transmission of vibration, thus solving the problem that the energy cannot be quickly consumed under continuous bumps in the prior art.

[0027] It should also be added that the extension line is a linear space formed by the straight extension of the two opposite side walls in any one of the buffer channels 400; And the center of the sealed chamber 110 is the center of the hub 100.

[0028] Furthermore, the first buffer layer 310 includes an inner tube 311, and the inner tube 311 is respectively closely attached to the inner wall of the outer ring 300 and the outer surface of the inner ring 200; the second buffer layer 320 includes an elastic support ring 321; a number of mounting holes corresponding to the buffer channels 400 are discretely arranged on the surface of the inner ring 200, the elastic support ring 321 is arranged in the mounting holes, and both ends of the elastic support ring 321 respectively abut against the inner tube 311 and the spring; Furthermore, in combination Figure 2 , the hydraulic system 120 further includes a second piston 124; the second piston 124 is arranged in the several buffer channels 400; one end of the second piston 124 is connected to the end of the first piston 121 that is not connected to the return spring 122 through an elastic member 125, and the other end abuts against the elastic support ring 321.

[0029] It should be noted that the first buffer layer 310 is composed of an inner tube 311, and the inner tube 311 is closely attached between the inner wall of the outer ring 300 and the outer surface of the inner ring 200. The inner tube 311 plays a preliminary buffering role in this structure. While absorbing vibrations, it uses the elastic characteristics of the gas to reduce vibrations. The second buffer layer 320 is composed of an elastic support ring 321. The support rings are distributed on the surface of the inner ring 200 through a number of mounting holes to form an annular array, further enhancing the vibration buffering ability. Both ends of the elastic support ring 321 are in contact with the inner tube 311 and the return spring 122 of the hydraulic system 120 respectively. When the vibration is strong, the vibrations absorbed by the support ring will be transmitted to the hydraulic system 120 through the mounting holes, thus achieving the effect of multi-level vibration reduction. This design enables the inner tube 311 and the elastic support ring 321 to work together to effectively relieve vibrations and transmit the vibrations to the hydraulic system 120 for further energy absorption processing, effectively avoiding the excessive transmission of vibration energy. Specifically, when the wheel encounters an obstacle, the first piston 121 in the hydraulic system 120 will first come into contact with the hydraulic oil and compress the oil, effectively consuming the vibration energy by using the flow and compression characteristics of the hydraulic oil. Different from the traditional rubber layer, the hydraulic system 120 can adaptively adjust the response speed under different vibration intensities, quickly converting the vibrations into heat energy or storing energy, thereby reducing the transmission of vibrations to the vehicle frame. The first buffer layer 310 is composed of the inner tube 311, which is closely attached to the inner wall of the outer ring 300 and the outer surface of the inner ring 200, and absorbs small-range vibrations through the compression of the gas. The second buffer layer 320 is composed of the elastic support ring 321, and the support ring is fixed in the mounting holes on the outer surface of the inner ring 200, playing a further role in relieving vibrations. Both ends of the elastic support ring 321 are in contact with the inner tube 311 and the return spring 122 respectively. This design ensures that after the initial vibrations are absorbed by the inner tube 311, the remaining vibration energy is jointly dissipated by the hydraulic system 120 and the support ring, avoiding the transmission of vibrations to the vehicle frame and improving comfort. Through this structure, the hydraulic system 120 and the elastic support ring 321 work together, not only reducing the vibration transmission, but also providing a more efficient vibration energy consumption ability.

[0030] Furthermore, the further optimization of the hydraulic system 120 includes the introduction of the second piston 124. The setting of the second piston 124 enables the hydraulic system 120 to cope with higher-frequency vibrations. Especially in the case of higher vibration frequencies and smaller amplitudes, the second piston 124 can respond more quickly. By connecting with the elastic member 125, the processing ability of the hydraulic system 120 for high-frequency vibrations is enhanced. The other end of the second piston 124 abuts against the elastic support ring 321 and works together with the first piston 121 to absorb vibrations and convert the energy into heat energy. The improvement scheme of the hydraulic system 120 significantly improves the shock absorption performance of the present invention. In traditional designs, shock absorption mainly relies on the deformation of elastic materials, while the hydraulic system 120 in the present invention can further improve the shock absorption effect through the second piston 124. The second piston 124 is arranged in the buffer channel 400 of the hydraulic system 120. One end of it is connected to the end that is not connected to the return spring 122 through the elastic member 125, and the other end contacts the elastic support ring 321. This design enables the second piston 124 to further convert vibrations into heat energy after the first piston 121 compresses the hydraulic oil, preventing the vibration energy from being transmitted to the rider through the frame. The connection of the second piston 124 with the return spring 122 ensures that the hydraulic system 120 can quickly recover after absorbing energy, increasing the recycling ability of the system. This design not only improves the absorption efficiency of the wheel for a single vibration but also greatly improves the energy consumption ability when facing continuous vibrations. The hydraulic system 120 uses a two-stage piston structure to work together to efficiently absorb vibration energy, improve the comfort of the wheel, and can quickly dissipate the vibration energy in a short time, avoiding vibration residue.

[0031] Generally speaking, when the vehicle is subjected to continuous bumps, the vibrations are instantly transmitted to the outer ring 300 and then reach the first buffer layer 310, that is, the inner tube 311. The inner tube 311 absorbs slight vibrations through the compression of the gas, and the remaining vibrations are then transmitted to the second buffer layer 320, that is, the discretely arranged elastic support rings 321. The vibrations are manifested as continuous impacts inside the wheel. The inner tube 311 continuously impacts each elastic support ring 321. The elastic support ring 321 is subjected to force. The second piston 124 arranged in the buffer channel 400 and connected to the elastic support ring 321, through continuous impacts, causes the second piston 124 to further push the first piston 121 connected to the second piston 124 through the elastic member 125. The first piston 121 squeezes the hydraulic oil in the sealed chamber 110, thereby realizing the gradual transfer of vibrations to the hydraulic system 120 and then quickly dissipating the vibration energy.

[0032] Further, the second piston 124 is connected to the first piston 121 through an elastic member 125, which functions to work together with the first piston 121 when the vibration is strong. The elastic member 125 and the return spring 122 have the characteristic of elasticity and can return to their original shapes after the acting force is removed. This enables that when vibration is transmitted, the force generated by the vibration will first squeeze the elastic member 125 and the return spring 122, and then push the first piston 121, and further squeeze the hydraulic oil in the buffer channel 400. This is progressive energy absorption. After the vibration is transmitted, due to elasticity, the elastic member 125 and the return spring 122 will immediately return the first piston 121 and the second piston 124 to the positions before the vibration, preparing for the next shock absorption. The double-piston design enables the hydraulic system 120 to make different responses to vibrations of different intensities and frequencies, so as to maintain an efficient shock absorption effect in various riding environments.

[0033] Through the double-layer buffer structure and progressive energy absorption, the vibration energy can be quickly consumed, preventing the vibration from accumulating in the wheel and being transmitted through the frame, enabling the hydraulic system 120 to make different responses to vibrations of different intensities and frequencies, so as to maintain an efficient shock absorption effect in various riding environments. Embodiment 2 The present invention provides a shock-absorbing wheel structure. Refer to Figure 1 , a shock-absorbing wheel structure includes: a hub 100, a sealed chamber 110 is arranged inside the hub 100, and a hydraulic system 120 is arranged inside the sealed chamber 110; an inner ring 200, which wraps the hub 100; an outer ring 300, which wraps the inner ring 200, and a first buffer layer 310 and a second buffer layer 320 are sequentially attached between the inner wall of the outer ring 300 and the outer surface of the inner ring 200; the hydraulic system 120 includes a first piston 121, a return spring 122 and a regulating valve 123; a plurality of buffer channels 400 are arranged at intervals on the outer peripheral side of the sealed chamber 110, each buffer channel 400 communicates with the sealed chamber 110, and the extension line of each buffer channel 400 intersects with the center of the sealed chamber 110; a first piston 121 is arranged in each buffer channel 400; the side wall of each first piston 121 fits against the inner wall of the buffer channel 400 to maintain the tightness of the sealed chamber 110; the end side of the first piston 121 abuts against the second buffer layer 320; the regulating valve 123 is arranged at the connection between the sealed chamber 110 and the buffer channel 400 for controlling the inlet and outlet speed of the hydraulic oil; one end of the return spring 122 is fixedly arranged at one end of the first piston 121, and the other end is fixedly arranged at the regulating valve 123.

[0034] Further, in combination with Figure 3, the shock-absorbing wheel structure further includes a shock-absorbing vehicle head 500; the shock-absorbing vehicle head 500 includes a wheel connecting member 510, a shock-absorbing cavity 520, and a vehicle head connecting member 530; the hub 100 is rotatably connected to the wheel connecting member 510; both ends of the shock-absorbing cavity 520 are fixedly connected to the wheel connecting member 510 and the vehicle head connecting member 530 respectively; Combined with Figure 4 , the shock-absorbing cavity 520 further includes a transmission assembly 521, a first rotating column 522, and a second rotating column 523; the shock-absorbing cavity 520 is provided with a first through hole 524 and a second through hole 525 on both sides; the first through hole 524 is provided with the first rotating column 522; the second through hole 525 is provided with the second rotating column 523; the transmission assembly 521 is rotatably connected to the shock-absorbing cavity 520 through the first rotating column 522; the vehicle head connecting member 530 is fixedly connected to the shock-absorbing cavity 520 through the second rotating column 523; Combined with Figure 5 and Figure 6 , Figure 6 is a schematic structural diagram of a partially transparent structure of a shock-absorbing wheel structure according to the present invention. The shock-absorbing cavity 520 further includes a first shock-absorbing spring 526 and a second shock-absorbing spring 527; the shock-absorbing cavity 520 is further provided with a first sliding groove 528 and a second sliding groove 529 at a preset distance between the first through hole 524 and the second through hole 525; one end of the first shock-absorbing spring 526 is provided with a third rotating column 5261 and is arranged in the first sliding groove 528, and the other end is provided with a fourth rotating column 5262 and is arranged in the second sliding groove 529; one end of the second shock-absorbing spring 527 is provided with the fourth rotating column 5262 and is arranged in the second sliding groove 529, and the other end is provided with a fifth rotating column 5271 and is fixedly connected to the vehicle head connecting member 530; both ends of the third rotating column 5261 and both ends of the fourth rotating column 5262 are respectively fixedly connected correspondingly.

[0035] Furthermore, the design of the shock-absorbing front head 500 further enhances the function of the entire wheel shock-absorbing system. The shock-absorbing front head 500 includes a wheel connecting member 510, a shock-absorbing cavity 520, and a front head connecting member 530. The wheel is rotatably connected to the wheel connecting member 510, ensuring smooth operation between the wheel and the frame. Both ends of the shock-absorbing cavity 520 are fixedly connected to the wheel connecting member 510 and the front head connecting member 530 respectively, enabling the front head to effectively absorb the impact force from the ground during vibration and further consume the vibration energy through the hydraulic system 120. The design of multiple rotating columns and sliding grooves inside the shock-absorbing cavity 520 enables the front head to effectively share the vibration during operation, reducing the burden on the frame and the rider, and thus providing a smoother riding experience. By introducing the shock-absorbing front head 500 into the wheel structure, the shock-absorbing wheel structure of the present invention further improves the shock-absorbing effect. The hub 100 is rotatably connected to the wheel connecting member 510, enabling the shock-absorbing front head 500 and the wheel to work together. Both ends of the shock-absorbing cavity 520 are fixedly connected to the wheel connecting member 510 and the front head connecting member 530 respectively. The function of the shock-absorbing front head 500 is to transmit the vibration of the wheel to the front head connecting member 530, but the vibration is dampened inside the shock-absorbing cavity 520, and thus the vibration is reduced or even basically eliminated when it reaches the front head. In the design of the shock-absorbing front head 500, components such as a transmission assembly 521, rotating columns, and a transmission shaft 5212 are provided inside the shock-absorbing cavity 520, enhancing the stability and vibration absorption capacity of the entire shock-absorbing system. The transmission assembly inside the shock-absorbing cavity 520 can transmit the vibration energy to the shock-absorbing front head 500 through the rotating columns, ensuring effective consumption of the vibration energy and preventing the vibration from affecting the comfort of the rider. This design enhances the adaptability of the wheel on complex road surfaces, further optimizes the shock-absorbing performance, and ensures that the rider can enjoy a smooth and comfortable riding experience on various bumpy road surfaces.

[0036] Furthermore, the design of the transmission component 521, the rotating column, and the shock-absorbing spring further enhances the shock-absorbing effect of the shock-absorbing front end 500. Through the combination of the transmission shaft 5212 and the transmission block 5213, the vibration energy in the shock-absorbing cavity 520 can be more efficiently transmitted to each structural component, ensuring that the vibration is absorbed and dissipated layer by layer. The setting of the first shock-absorbing spring 526 and the second shock-absorbing spring 527 enables the shock-absorbing system to adjust its elastic response according to the needs when facing vibrations of different intensities, thereby further enhancing the shock-absorbing effect. The further design optimization is reflected in the setting of the first shock-absorbing spring 526 and the second shock-absorbing spring 527 in the shock-absorbing cavity 520. These two shock-absorbing springs are respectively installed between the first through-hole 524 and the second through-hole 525. Through the sliding grooves with a preset distance, the cooperation between the springs and the rotating column ensures the good elastic response ability of the shock-absorbing cavity 520. The combination of the first shock-absorbing spring 526 and the second shock-absorbing spring 527 with the front-end connecting piece 530 enables the front end to quickly respond and buffer the vibrations from the wheels when encountering vibrations. The design of the transmission component 521 enables the vibrations to be transmitted from the wheels to the front end and further dissipated. At the same time, the function of the shock-absorbing spring enables the vibrations to gradually weaken during the transmission process, improving the consumption efficiency of the vibration energy. Through this structural design, the vibrations can be absorbed layer by layer on the path from the wheels to the front end and finally be efficiently consumed through the hydraulic system 120, ensuring that the vibrations will not be transmitted to the rider's body.

[0037] Furthermore, in combination with Figure 7 , the transmission component 521 includes a transmission piece 5211, a transmission shaft 5212, and a transmission block 5213; the transmission piece 5211 is rotatably connected to the shock-absorbing cavity 520 through the first rotating column 522; the transmission shaft 5212 is disposed through the end of the transmission piece 5211; a transmission block 5213 is fixedly provided on the transmission shaft 5212, and the transmission block 5213 is clamped to the second transmission shaft 5212.

[0038] It should be noted that the transmission component 521 is tightly connected to the shock-absorbing cavity 520 through the transmission shaft 5212 and the transmission block 5213, ensuring smooth transmission of vibrations. The transmission shaft 5212 is fixedly provided with a transmission block 5213, which is connected to the transmission shaft 5212 by a clamping method. The operation of the transmission component ensures that the vibration energy can be efficiently transmitted between different components. The design of the shock-absorbing cavity 520 enables the vibration energy to be quickly absorbed during the transmission process and be converted into heat energy through the flow of hydraulic oil, avoiding the transmission of vibrations to the frame. In this process, the combination of the transmission shaft 5212 and the transmission block 5213 plays a bridging role, transmitting the vibrations from the wheels to the shock-absorbing front end 500, ensuring that the vibrations can be maximally absorbed and dissipated. This design not only improves the performance of the shock-absorbing front end 500 but also further optimizes the coordination and adaptability of the entire shock-absorbing system, enhancing the shock-absorbing effect of the electric bicycle under different road conditions.

[0039] Further, the shock-absorbing cavity 520 is disposed at a position 30° with respect to the horizontal line passing through the center of the wheel hub 100.

[0040] Further, the second shock-absorbing spring 527 is disposed at a position 15° - 45° with respect to the shock-absorbing cavity 520.

[0041] It should be noted that, preferably, the shock-absorbing cavity 520 has a structure in which two short plates are vertically disposed at both ends of a long plate. In this solution, through the special design that the plane where the long plate of the shock-absorbing cavity 520 is located is at 30° with respect to the horizontal line passing through the center of the wheel hub 100 and the installation angle of the second shock-absorbing spring 527 is 15° - 45°, the cooperation between the wheel and the vehicle head achieves the best shock-absorbing effect. The setting position of the shock-absorbing cavity 520 makes the vibration transmission path the shortest during the movement of the wheel, and can ensure that the vibration energy is absorbed in the shortest time. The angle setting of the second shock-absorbing spring 527 enables the shock-absorbing effect to remain effective under various vibration conditions.

[0042] When the shock-absorbing cavity 520 performs shock-absorbing transmission, since it is at 30° with respect to the horizontal line passing through the center of the wheel hub 100, the vibration is transmitted to the shock-absorbing cavity 520 through the wheel and the wheel transmission member 5211. Preferably, the contact surface between the shock-absorbing cavity 520 and the wheel connecting member 510 is at 30° with respect to the horizontal line passing through the center of the wheel hub 100. Then, the shock-absorbing cavity 520 receives a force perpendicular to the contact surface and away from the wheel, which makes the shock-absorbing cavity 520 tend to move away from the wheel. Since the transmission assembly 521 and the shock-absorbing cavity 520 are connected by the first transmission column, when the shock-absorbing cavity 520 moves slightly, the transmission assembly 521 still remains at the position before the shock-absorbing cavity 520 moves. Therefore, the shock-absorbing cavity 520 will always abut against the transmission shaft 5212 of the transmission assembly 521 under vibration, and the vibration is then transmitted to the first shock-absorbing spring 526 assembly and the second shock-absorbing spring 527 assembly. The setting of the sliding groove facilitates the stretching of the first shock-absorbing spring 526 and the second shock-absorbing spring 527 to achieve shock absorption. By the time the vibration reaches the vehicle head, it has basically dissipated, ensuring the comfort of the rider.

[0043] Embodiment Three: An electric bicycle, applying the shock-absorbing wheel structure described above, includes: a shock-absorbing wheel, a frame, a battery, a display screen, and a control module; the shock-absorbing wheels are rotatably connected to both ends of the frame respectively; the display screen and the control module are embedded at one end of the frame, the display screen is electrically connected to the battery and the control module, and the control module is electrically connected to the battery; the frame is provided with a battery chamber for accommodating sundries and fixedly installing the battery at a preset position, and a charging port electrically connected to the battery is further provided on the surface of the frame.

[0044] It should be noted that the design of this electric bicycle provides a complete system. The two ends of the frame are respectively connected to the shock-absorbing wheels in a rotatable connection manner, ensuring that the shock-absorbing wheels can fully play their shock-absorbing role during the movement. In this system, the battery, display screen, and control module are cleverly integrated into the frame. The display screen and control module are electrically connected to the battery to form an intelligent control system for adjusting the operating state of the electric bicycle. Specifically, the battery provides driving force and energy through the electrical connection with the control module. The display screen shows the current state of the electric bicycle (such as battery power, speed, riding mode, etc.), and the control module adjusts the power output of the electric bicycle according to the needs of the rider to ensure the comfort and safety during riding. In addition, the battery compartment designed in the frame can accommodate and fix the battery, making the battery more safely and stably installed, and is charged through the charging port with an external power source. This design facilitates the replacement and charging of the battery, enabling the electric bicycle to operate continuously for a long time, and through the cooperation of the intelligent control module and the display screen, the battery state and riding parameters are monitored in real time. The charging port design on the surface of the frame provides a convenient charging interface to ensure that the electric bicycle can be charged in a timely manner during use.

[0045] In summary, the electric bicycle not only has an efficient shock-absorbing function but also provides a better riding experience and a convenient battery management system. In addition, the present invention solves the problem of insufficient shock-absorbing effect of the traditional shock-absorbing system when facing complex road surfaces, improves the ability of the electric bicycle to maintain stability during long-term vibration, and reduces the impact of vibration on the rider's body. This innovative solution for the structure of the electric bicycle not only improves the riding comfort but also enhances the stability and durability of the entire vehicle system.

[0046] The shock-absorbing wheel structure of the present invention, through the synergistic effect of the wheel structure and the hydraulic system 120, the double-layer buffer structure, and the progressive energy absorption of the double pistons, the combination of the hydraulic system 120, the double piston structure, the front and rear shock absorbers, and the front shock cavity 520 of the vehicle head can efficiently consume vibration energy under continuous bumpy conditions. The double-layer buffer structure formed by the hydraulic system 120 and the elastic support ring 321 ensures that the vibration is first alleviated through the inner tube 311 and the elastic support ring 321, and then the progressive energy absorption is carried out through the double piston structure of the hydraulic system 120. The synergistic effect of the front and rear shock absorbers and the front shock cavity 520 of the vehicle head provides a more efficient vibration dispersion and conversion mechanism, enabling the vibration energy to be fully consumed within the wheel system and reducing the impact of vibration on the frame and the rider. Overall, the effective combination of the hydraulic system 120 and the mechanical shock-absorbing system significantly improves the vibration mitigation effect of the electric bicycle under complex road conditions, providing a more comfortable and safe riding experience for the rider.

[0047] The above are only the preferred embodiments of the present invention, and do not limit the patent scope of the present invention accordingly. Any equivalent structural transformation made under the inventive concept of the present invention by using the content of the specification and drawings of the present invention, or any direct / indirect application in other related technical fields is included in the patent protection scope of the present invention.

Claims

1. A shock-absorbing wheel structure, characterized in that: include: A wheel hub (100), wherein a sealed chamber (110) is arranged inside the wheel hub (100), and a hydraulic system (120) is arranged inside the sealed chamber (110); An inner ring (200) wrapped around the wheel hub (100); An outer ring (300) is wrapped around the inner ring (200), and a first buffer layer (310) and a second buffer layer (320) are sequentially provided between the inner wall of the outer ring (300) and the outer surface of the inner ring (200); The hydraulic system (120) comprises a first piston (121), a rebound spring (122) and a regulating valve (123); a plurality of buffer channels (400) are arranged at intervals on the outer peripheral side of the closed chamber (110); each of the buffer channels (400) is connected to the closed chamber (110); an extension line of each buffer channel (400) intersects with the center of the closed chamber (110); each of the buffer channels (400) is provided with a first piston (121); each of the first The side wall of the piston (121) is fitted to the inner wall of the buffer channel (400) to maintain the airtightness of the sealed chamber (110); the end side of the first piston (121) is abutted against the second buffer layer (320); the regulating valve (123) is arranged at the connection between the sealed chamber (110) and the buffer channel (400) and is used to control the inlet and outlet speed of the hydraulic oil; one end of the rebound spring (122) is fixed to one end of the first piston (121), and the other end is fixed to the regulating valve (123).

2. The shock-absorbing wheel structure according to claim 1, characterized in that: The first buffer layer (310) comprises an inner tube (311), and the inner tube (311) is respectively closely attached to the inner wall of the outer ring (300) and the outer surface of the inner ring (200); The second buffer layer (320) comprises an elastic support ring (321); The inner ring (200) has a surface discretely provided with mounting holes corresponding in number to the buffer channel (400), the elastic support ring (321) is arranged in the mounting hole, and two ends of the elastic support ring (321) are respectively in contact with the inner tube (311) and the spring.

3. The shock-absorbing wheel structure according to claim 2, characterized in that: The hydraulic system (120) further includes a second piston (124); The second piston (124) is disposed in the plurality of buffer channels (400); One end of the second piston (124) is connected to the end of the first piston (121) not connected to the rebound spring (122) via an elastic member (125), and the other end abuts against the elastic support ring (321).

4. The shock-absorbing wheel structure according to claim 1, characterized in that: The shock-absorbing wheel structure also includes a shock-absorbing wheel head (500); The shock-absorbing vehicle head (500) comprises a wheel connecting piece (510), a shock-absorbing cavity (520) and a vehicle head connecting piece (530); The wheel hub (100) is rotatably connected to the wheel connecting member (510); Two ends of the shock-absorbing cavity (520) are respectively fixedly connected to the wheel connecting piece (510) and the vehicle head connecting piece (530).

5. The shock-absorbing wheel structure according to claim 4, characterized in that: The shock absorbing cavity (520) further comprises a transmission component (521), a first rotating column (522) and a second rotating column (523); The shock absorbing cavity (520) is provided with a first through hole (524) and a second through hole (525) on both sides; The first through hole (524) is provided with the first rotating column (522); The second through hole (525) is provided with the second rotating column (523); The transmission component (521) is rotatably connected to the shock absorbing cavity (520) via the first rotating column (522); The front connecting member (530) is fixedly connected to the shock absorbing cavity (520) via the second rotating column (523).

6. The shock-absorbing wheel structure according to claim 5, characterized in that: The shock absorbing cavity (520) further comprises a first shock absorbing spring (526) and a second shock absorbing spring (527); The shock absorbing cavity (520) is further provided with a first sliding groove (528) and a second sliding groove (529) separated by a preset distance between the first through hole (524) and the second through hole (525); One end of the first damping spring (526) is penetrated by a third rotating column (5261) and is arranged in the first sliding groove (528), and the other end is penetrated by a fourth rotating column (5262) ​​and is arranged in the second sliding groove (529); One end of the second damping spring (527) is penetrated by the fourth rotating column (5262) ​​and is arranged in the second sliding groove (529), and the other end is penetrated by the fifth rotating column (5271) and is fixedly connected to the vehicle head connecting member (530); Two ends of the third rotating column (5261) and two ends of the fourth rotating column (5262) ​​are fixedly connected correspondingly.

7. The shock-absorbing wheel structure according to claim 6, characterized in that: The transmission component (521) comprises a transmission member (5211), a transmission shaft (5212) and a transmission block (5213); The transmission member (5211) is rotatably connected to the shock absorbing cavity (520) via the first rotating column (522); The transmission shaft (5212) is passed through the end of the transmission member (5211); A transmission block (5213) is fixedly provided on the transmission shaft (5212), and the transmission block (5213) is clamped on the second transmission shaft (5212).

8. The shock-absorbing wheel structure according to claim 4, characterized in that: The shock absorbing cavity (520) is arranged at a position which is 30° from a horizontal line where the center of the wheel hub (100) is located.

9. The shock-absorbing wheel structure according to claim 6, characterized in that: The second shock absorbing spring (527) is arranged at a position that is 15°-45° with respect to the shock absorbing cavity (520).

10. An electric bicycle, characterized in that: The shock-absorbing wheel structure applied to any one of claims 1 to 9 comprises: a shock-absorbing wheel, a frame, a battery, a display screen and a control module; The two end sides of the frame are rotatably connected to the shock-absorbing wheels respectively; The display screen and the control module are embedded in one end of the frame, the display screen is electrically connected to the battery and the control module, and the control module is electrically connected to the battery; The frame is provided with a battery chamber at a preset position for accommodating sundries and fixing a battery, and the surface of the frame is also provided with a charging port electrically connected to the battery.

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