Tire damping structure
The linkage control system of electromagnetic coils and capacitive sensors solves the problems of traditional suitcase wheels requiring bending over to operate and insufficient safety, and achieves intelligent automatic braking and shock absorption, improving the safety and control precision of the suitcase in high-frequency movement scenarios.
Patent Information
- Application Number
- CN202511187840.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-08-25
- Publication Date
- 2025-12-12
AI Technical Summary
Traditional suitcase wheels require bending over to step on mechanical brakes, which are difficult to respond quickly. Furthermore, on slopes or slippery surfaces, forgetting to lock the brakes can lead to the suitcase slipping, especially in high-frequency movement scenarios where safety and control precision are insufficient.
The linkage control system, which uses electromagnetic coils and capacitive sensors, detects hand contact status through sensors and controls the electromagnetic coil to be energized or de-energized to achieve automatic braking and locking functions. Combined with ratchet and shock absorption components, it realizes intelligent interaction and dual locking mechanism of the wheels.
It enables the suitcase to automatically unlock upon contact and automatically brake when released, improving safety and control precision. It also reduces vibration through shock-absorbing components, making it suitable for high-frequency movement scenarios.
Smart Images
Figure CN121105601A_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application relates to the technical field of luggage wheels, in particular to a tire damping structure. BACKGROUND
[0002] Suitcase is a general term for bags, which is a general term for various bags used to carry things, including general shopping bags, handbags, handbags, wallets, backpacks, single-shoulder bags, shoulder bags, waist bags and various trolley cases, etc. In the composition of the trolley case, the wheel is essential.
[0003] In the traditional technology, the luggage wheel usually adopts mechanical brake, which needs to be bent down to step on the mechanical brake pad when in use, and it is difficult to respond quickly when both hands are holding or in emergency. In addition, when the luggage is located on a slope or smooth ground, it is easy to cause the luggage to slide due to forgetting to lock the brake, especially in the airport, subway and other mobile scenes where the luggage is used frequently, which is easy to cause collision accidents. SUMMARY
[0004] The purpose of the present application is to provide a tire damping structure to solve the problems raised in the background art.
[0005] To achieve the above purpose, the present application provides the following technical scheme: a tire damping structure, comprising an axle bracket and a linkage locking assembly, the axle bracket top end is provided with a linkage locking assembly, the linkage locking assembly comprises an outer sleeve fixedly installed at the top end of the axle bracket, an electromagnetic coil is embedded at the inner bottom end of the outer sleeve, a lower armature is magnetically attracted below the electromagnetic coil, a brake pad is attached to the inner side arc surface of the lower armature, an upper armature is magnetically attracted above the electromagnetic coil, a movable end surface ratchet is fixedly installed on the upper surface of the upper armature, and the lower armature and the upper armature are elastically connected through the elastic body and the axle bracket through hole at both ends.
[0006] Further, the electromagnetic coil is externally connected with a power line, and the power line is electrically connected with a controller at one end away from the electromagnetic coil.
[0007] Further, the controller is externally connected with a signal line, and the signal line is electrically connected with a capacitive sensor at one end away from the controller, and the capacitive sensor is arranged in the interior of the luggage trolley.
[0008] Further, an installation plate is arranged on the outer sleeve, screw holes are arranged around the installation plate, and a wire hole is formed through the middle part of the installation plate.
[0009] Further, an inner sleeve is fixedly connected at the bottom end of the wire hole, a steering bearing is sleeved outside the inner sleeve, and the inner sleeve is rotationally matched with the outer sleeve through the steering bearing.
[0010] Further, a fixed end surface ratchet of annular structure is fixedly connected to the inner wall of the inner sleeve, and the lower surface ratchet of the fixed end surface ratchet is engaged with the upper surface ratchet of the movable end surface ratchet.
[0011] Furthermore, a shock-absorbing component is installed at the bottom of the shaft frame. The shock-absorbing component includes mounting ears fixedly installed on both sides of the rear end of the shaft frame, and rocker arms are rotatably connected to the outer sides of the mounting ears at both ends.
[0012] Furthermore, the shock absorption assembly also includes a pin connected to the side of the rocker arm away from the mounting ear, and the pin and the mounting ear are respectively fastened by nuts.
[0013] Furthermore, the shock-absorbing assembly also includes a rubber-coated wheel rotatably mounted in the middle of the pin shaft, and the rubber-coated wheel consists of a hub and an outer rubber-coated ring, with brackets connected to both ends of the pin shaft.
[0014] Furthermore, the shock absorption assembly also includes a guide rod fixedly connected to the top of the bracket. The guide rod is slidably engaged with the through holes on both sides of the shaft bracket, and a shock absorption spring is sleeved on the outside of the guide rod.
[0015] This invention provides a tire shock absorption structure with the following beneficial effects;
[0016] 1. This application integrates a capacitive sensor inside the luggage handle. Through a three-level linkage of sensing, control, and execution, it realizes the automatic braking function of unlocking the wheels when the luggage handle is in contact with the handle and locking the wheels when the handle is released. This achieves intelligent interaction of touch control and automatic stop, which is particularly suitable for high-frequency movement scenarios such as airports and subways.
[0017] 2. When in use, this application utilizes the magnetic poles at both ends of the electromagnetic coil to control the contact and disengagement of the lower armature and the upper armature respectively. This not only enables mechanical locking of the rubber-coated wheel in the power-off state, but also further locks the rotation of the axle frame to achieve a double locking mechanism. Through the double unlocking when powered on and the double locking mechanism when powered off, the safety and control precision of the suitcase are significantly improved.
[0018] 3. When this application is in use, the luggage can achieve shock absorption by filtering vibration through the shock-absorbing spring when moving, and the maximum floating stroke of the guide rod is limited to the rubber-coated wheel not contacting the brake pad raised by the electromagnetic coil, effectively preventing the rubber-coated wheel that floats up and down from contacting the brake pad and thus causing travel damping. Attached Figure Description
[0019] Figure 1 This is a schematic diagram of the overall structure of the device of the present invention.
[0020] Figure 2 This is a schematic diagram of the electromagnetic coil control system of the present invention;
[0021] Figure 3 This is a schematic diagram of the overall structure of the device of the present invention from a second perspective;
[0022] Figure 4This is a schematic diagram of the split structure of the device of the present invention;
[0023] Figure 5 This is a schematic diagram of the linkage locking component structure of the present invention;
[0024] Figure 6 This is a schematic diagram of the shock absorption component structure of the present invention.
[0025] In the diagram: 1. Shaft bracket; 2. Linkage locking assembly; 201. Outer sleeve; 202. Electromagnetic coil; 203. Lower armature; 204. Brake pad; 205. Upper armature; 206. Moving end face ratchet; 207. Elastomer; 3. Power cord; 4. Controller; 5. Signal line; 6. Capacitive sensor; 7. Luggage handle; 8. Mounting plate; 9. Bolt hole; 10. Wire hole; 11. Inner sleeve; 12. Steering bearing; 13. Fixed end face ratchet; 14. Shock absorption assembly; 1401. Mounting ear; 1402. Rocker arm; 1403. Pin; 1404. Nut; 1405. Rubber-coated wheel; 1406. Bracket; 1407. Guide rod; 1408. Shock absorption spring. Detailed Implementation
[0026] The embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and should not be construed as limiting the scope of the invention.
[0027] Please see Figures 1 to 5 This invention provides a technical solution: a tire shock absorption structure, including an axle frame 1 and a linkage locking assembly 2. The linkage locking assembly 2 is installed at the top of the axle frame 1. The linkage locking assembly 2 includes an outer sleeve 201 fixedly installed at the top of the axle frame 1. An electromagnetic coil 202 is embedded at the bottom of the inner part of the outer sleeve 201. A lower armature 203 is magnetically attracted below the electromagnetic coil 202, and a brake pad 204 is attached to the inner arc surface of the lower armature 203. An upper armature 204 is magnetically attracted above the electromagnetic coil 202. The upper armature 205 has a movable end face ratchet 206 fixedly installed on the upper plate surface. The lower armature 203 and the upper armature 205 are elastically connected to the two ends of the shaft frame 1 through the elastic body 207. The electromagnetic coil 202 is externally connected to a power line 3, and the end of the power line 3 away from the electromagnetic coil 202 is electrically connected to a controller 4. The controller 4 is externally connected to a signal line 5, and the end of the signal line 5 away from the controller 4 is electrically connected to a capacitive sensor 6. The capacitive sensor 6 is located inside the luggage handle 7.
[0028] The specific operation is as follows: A capacitive sensor 6 is integrated inside the luggage handle 7. It outputs a signal by detecting the change in dielectric constant caused by hand contact. The controller 4 receives the signal from the capacitive sensor 6 through the signal line 5 and judges the hand contact state through a preset threshold. When it is judged that the luggage is in use by someone, the controller 4 energizes the electromagnetic coil 202 at the bottom of the outer sleeve 201 through the power line 3. The magnetic pole of one end of the electromagnetic coil 202 attracts the lower armature 203, causing the brake pad 204 mounted on the inner arc surface of the lower armature 203 to disengage from the rubber-coated wheel. The outer circle 1405 releases the brake on the rubber-coated wheel 1405 to facilitate the movement of the suitcase. When it is determined that the hand is removed, i.e., the suitcase is unused, the electromagnetic coil 202 is de-energized and the brake pad 204 is reset under the action of the elastic body 207, thereby completing the mechanical locking. This solution realizes the automatic braking function of the electromagnetic coil 202 being energized to unlock the wheel when the suitcase handle 7 is in contact and de-energized to lock the wheel when the hand is removed. It realizes the intelligent interaction of touch to go and release to stop, which is particularly suitable for high-frequency movement scenarios such as airports and subways.
[0029] Please see Figures 4 to 5 An mounting plate 8 is provided on the outer sleeve 201, and bolt holes 9 are provided around the mounting plate 8. A wire hole 10 is provided through the middle of the mounting plate 8. An inner sleeve 11 is fixedly connected to the bottom opening of the wire hole 10. A steering bearing 12 is sleeved on the outer circle of the inner sleeve 11. The inner sleeve 11 is rotatably engaged with the outer sleeve 201 through the steering bearing 12. A ring-shaped fixed end face ratchet 13 is fixedly connected to the inner wall of the inner sleeve 11. The ratchet teeth on the lower surface of the fixed end face ratchet 13 mesh with the ratchet teeth on the upper surface of the movable end face ratchet 206.
[0030] The specific operation is as follows: When the electromagnetic coil 202 is energized, it releases the rubber-coated wheel 1405, allowing it to move freely. The magnetic pole at the other end of the electromagnetic coil 202 attracts the upper armature 205, causing the movable end ratchet 206 on the upper surface of the upper armature 205 to disengage from the fixed end ratchet 13 at the bottom of the opening of the inner sleeve 11. This allows the outer sleeve 201 to rotate outside the inner sleeve 11 via the steering bearing 12. When the rubber-coated wheel 1405 rolls linearly, the direction of movement of the shaft bracket 1 is adjusted. Conversely, when the electromagnetic coil 202 is de-energized, the elastic body 207... The ratchet 206 on the lower movable end face is reset and engages with the ratchet 13 on the fixed end face at the bottom of the opening of the inner sleeve 11, thereby locking the movement direction of the rubber-coated wheel 1405 at this time. This application uses the magnetic poles at both ends of the electromagnetic coil 202 to control the contact and disengagement of the lower armature 203 and the upper armature 205 respectively. This not only enables mechanical locking of the rubber-coated wheel 1405 in the power-off state, but also further locks the rotation of the shaft frame 1 to achieve a double locking mechanism. Through the double unlocking when powered on and the double locking when powered off, the safety and control accuracy of the suitcase are significantly improved.
[0031] Please seeFigure 6 A shock-absorbing assembly 14 is installed at the bottom of the shaft frame 1. The shock-absorbing assembly 14 includes mounting ears 1401 fixedly installed on both sides of the rear end of the shaft frame 1, and rocker arms 1402 are rotatably connected to the outer side of the mounting ears 1401 at both ends. The shock-absorbing assembly 14 also includes a pin 1403 connected to the rocker arm 1402 on the side away from the mounting ears 1401. The pin 1403 and the mounting ears 1401 are fastened by nuts 1404 respectively. The shock-absorbing assembly 14 also includes a rubber-coated wheel 1405 rotatably installed in the middle of the pin 1403. The rubber-coated wheel 1405 is composed of a hub and an outer rubber coating. Brackets 1406 are connected to both ends of the pin 1403. The shock-absorbing assembly 14 also includes a guide rod 1407 fixedly connected to the top of the bracket 1406. The guide rod 1407 slides with the through holes on both sides of the shaft frame 1, and a shock-absorbing spring 1408 is sleeved on the outside of the guide rod 1407.
[0032] The specific operation is as follows: the mounting ears 1401 on both sides of the rear end of the shaft frame 1 are connected to the pin shaft 1403 through the rocker arm 1402. The rubber-coated wheel 1405 is rotatably mounted in the middle of the pin shaft 1403. The pin shaft 1403 and the mounting ears 1401 are fastened by the nuts 1404 for easy disassembly and assembly. The two ends of the pin shaft 1403 are connected to the shaft frame 1 through the shock-absorbing springs 1408 with guides, so that the luggage can filter the vibration through the shock-absorbing springs 1408 to achieve the shock absorption effect when moving. In addition, the maximum floating stroke of the guide rod 1407 is limited to the rubber-coated wheel 1405 not contacting the brake pad 204 raised by the electromagnetic coil 202, effectively preventing the rubber-coated wheel 1405 floating up and down from contacting the brake pad 204 and thus causing travel damping.
[0033] In summary, when using this tire shock absorption structure:
[0034] First, a capacitive sensor 6 is integrated inside the luggage handle 7. It outputs a signal by detecting changes in the dielectric constant caused by hand contact. The controller 4 receives the signal from the capacitive sensor 6 via signal line 5 and determines the hand contact status based on a preset threshold. When hand contact is detected, indicating that the luggage is in use, the controller 4 energizes the electromagnetic coil 202 at the bottom of the outer sleeve 201 via power line 3. One end of the electromagnetic coil 202 attracts the lower armature 203, causing the brake pad 204 mounted on the inner arc surface of the lower armature 203 to disengage from the rubber-coated wheel 14. 05 Outer circle, releases the brake state of the rubber-coated wheel 1405 to facilitate the movement of the suitcase. When it is determined that the hand is removed and the suitcase is unused, the electromagnetic coil 202 is de-energized and the brake pad 204 is reset under the action of the elastic body 207, thereby completing the mechanical locking. This solution realizes the automatic braking function of the electromagnetic coil 202 being energized to unlock the wheel when the suitcase handle 7 is in contact and de-energized to lock the wheel when the hand is removed. It realizes the intelligent interaction of touch to go and release to stop, which is particularly suitable for high-frequency movement scenarios such as airports and subways.
[0035] Secondly, when the electromagnetic coil 202 is energized, releasing the rubber-coated wheel 1405 to allow it to move freely, the magnetic pole at the other end of the electromagnetic coil 202 attracts the upper armature 205, causing the movable end ratchet 206 on the upper surface of the upper armature 205 to disengage from the fixed end ratchet 13 at the bottom of the opening of the inner sleeve 11. This allows the outer sleeve 201 to rotate outside the inner sleeve 11 via the steering bearing 12. When the rubber-coated wheel 1405 rolls in a straight line, the direction of movement of the shaft bracket 1 is adjusted. Conversely, when the electromagnetic coil 202 is de-energized, under the action of the elastic body 207... The movable end face ratchet 206 is reset and engages with the fixed end face ratchet 13 at the bottom of the opening of the inner sleeve 11, thereby locking the movement direction of the rubber-coated wheel 1405 at this time. This application uses the magnetic poles at both ends of the axial direction of the electromagnetic coil 202 to control the contact and disengagement of the lower armature 203 and the upper armature 205 respectively. Not only can the mechanical locking of the rubber-coated wheel 1405 be achieved in the power-off state, but the rotation of the shaft frame 1 is also locked to achieve a double locking mechanism. Through the double unlocking when powered on and the double locking when powered off, the safety and control accuracy of the suitcase are significantly improved.
[0036] Finally, the mounting ears 1401 on both sides of the rear end of the axle frame 1 are connected to the pins 1403 via the rocker arms 1402. The rubber-coated wheels 1405 are rotatably mounted in the middle of the pins 1403. The pins 1403 and the mounting ears 1401 are fastened by nuts 1404 for easy disassembly and assembly. The two ends of the pins 1403 are connected to the axle frame 1 via shock-absorbing springs 1408 with guides, so that the luggage can filter vibrations and achieve shock absorption when moving. Furthermore, the maximum floating stroke of the guide rod 1407 is limited so that the rubber-coated wheels 1405 do not contact the brake pads 204 raised by the electromagnetic coil 202, effectively preventing the rubber-coated wheels 1405 from contacting the brake pads 204 and causing travel damping.
[0037] It should be noted that, in this document, the terms “comprising,” “including,” or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.
[0038] This article uses specific examples to illustrate the principles and implementation methods of the present invention. The above examples are only for the purpose of helping to understand the method and core ideas of the present invention. The above are only preferred embodiments of the present invention. It should be noted that due to the limitations of textual expression, and the existence of an infinite number of specific structures, those skilled in the art can make several improvements, modifications, or changes without departing from the principles of the present invention, and can also combine the above technical features in an appropriate manner. These improvements, modifications, changes, or combinations, or the direct application of the inventive concept and technical solution to other situations without modification, should all be considered within the scope of protection of the present invention.
Claims
1. A tire shock absorption structure, comprising an axle bracket (1) and a linkage locking assembly (2), characterized in that, The top of the shaft frame (1) is equipped with a linkage locking assembly (2). The linkage locking assembly (2) includes an outer sleeve (201) fixedly installed on the top of the shaft frame (1). An electromagnetic coil (202) is embedded in the bottom of the inner side of the outer sleeve (201). A lower armature (203) is magnetically attracted below the electromagnetic coil (202). A brake pad (204) is attached to the inner arc surface of the lower armature (203). An upper armature (205) is magnetically attracted above the electromagnetic coil (202). A movable end face ratchet (206) is fixedly installed on the disk surface above the upper armature (205). The lower armature (203) and the upper armature (205) are elastically connected to the two ends of the through hole of the shaft frame (1) through an elastic body (207).
2. The tire shock absorption structure according to claim 1, characterized in that, The electromagnetic coil (202) is externally connected to a power line (3), and the end of the power line (3) away from the electromagnetic coil (202) is electrically connected to a controller (4).
3. The tire shock absorption structure according to claim 2, characterized in that, The controller (4) is connected to a signal line (5), and a capacitive sensor (6) is electrically connected to one end of the signal line (5) away from the controller (4), and the capacitive sensor (6) is located inside the luggage handle (7).
4. The tire shock absorption structure according to claim 3, characterized in that, An mounting plate (8) is provided on the outer sleeve (201), and bolt holes (9) are provided around the mounting plate (8), and a wire hole (10) is provided through the center of the mounting plate (8).
5. A tire shock absorption structure according to claim 4, characterized in that, The bottom opening of the wire hole (10) is fixedly connected to an inner sleeve (11), and a steering bearing (12) is sleeved on the outer circle of the inner sleeve (11). The inner sleeve (11) is rotatably engaged with the outer sleeve (201) through the steering bearing (12).
6. A tire shock absorption structure according to claim 5, characterized in that, The inner sleeve (11) has a fixed end face ratchet (13) with an annular structure fixedly connected to its inner wall, and the ratchet teeth on the lower surface of the fixed end face ratchet (13) mesh with the ratchet teeth on the upper surface of the movable end face ratchet (206).
7. The tire shock absorption structure according to claim 1, characterized in that, The bottom end of the shaft frame (1) is equipped with a shock-absorbing component (14). The shock-absorbing component (14) includes mounting ears (1401) fixedly installed on both sides of the rear end of the shaft frame (1), and rocker arms (1402) are rotatably connected to the outer side of the mounting ears (1401) at both ends.
8. A tire shock absorption structure according to claim 7, characterized in that, The shock absorption assembly (14) also includes a pin (1403) connected to the rocker arm (1402) on the side away from the mounting ear (1401), and the pin (1403) and the mounting ear (1401) are fastened by nuts (1404).
9. A tire shock absorption structure according to claim 8, characterized in that, The shock-absorbing assembly (14) also includes a rubber-coated wheel (1405) rotatably mounted in the middle of the pin (1403), and the rubber-coated wheel (1405) consists of a hub and an outer rubber coating. The pin (1403) is connected to brackets (1406) at both ends.
10. A tire shock absorption structure according to claim 9, characterized in that, The shock absorption assembly (14) also includes a guide rod (1407) fixedly connected to the top of the bracket (1406). The guide rod (1407) is slidably engaged with the through holes on both sides of the shaft frame (1), and a shock absorption spring (1408) is sleeved on the outside of the guide rod (1407).