Damping wheel and vehicle

Abstract

The invention discloses a damping wheel and a vehicle, and relates to the technical field of vehicle accessories, the damping wheel comprises a rim module, a hub module and a damping part, the damping part is used for being connected with a vehicle axle, the rim module comprises a rim mounting part used for mounting a tire, and the hub module comprises a hub mounting part connected between the rim module and the hub module and used for mounting the tire. The damping piece comprises a first connecting part and a second connecting part, the first connecting part and the second connecting part are connected with the hub mounting part and the rim mounting part correspondingly, and the damping piece is used for absorbing and attenuating vibration transmitted to the rim module from the hub module, effectively filtering high-frequency fine vibration and reducing the total vibration transmitted to a vehicle body. The riding comfort of a vehicle on a poor road surface is remarkably improved, the fatigue of a rider is relieved, and the service life of the damping oil seal, the spring and other components is prolonged.

Description

Technical Field

[0001] This invention relates to the field of vehicle parts technology, and more specifically, to a shock-absorbing wheel. Furthermore, this invention also relates to a vehicle comprising the aforementioned shock-absorbing wheel. Background Technology

[0002] As an important personal means of transportation and sports equipment, the smoothness of riding, the stability of handling, and the comfort of passengers are key indicators for measuring the performance of motorcycles. As the only part of a motorcycle that is in direct contact with the road, the wheels not only bear the important functions of supporting the weight of the entire vehicle and transmitting driving and braking forces, but their dynamic characteristics also directly affect the vibration and noise (NVH) performance, handling feedback, and the riding experience of the passengers.

[0003] The vast majority of two-wheeled motorcycles on the market use integrally cast or forged aluminum alloy wheels. These wheels integrate the hub, spokes, and rim into a single unit. The motorcycle's shock absorption is almost entirely handled by the spring-damping units in the front fork and rear swingarm suspension system. Impacts from the road surface, especially high-frequency, low-amplitude minor vibrations (such as the graininess of asphalt, the joints of concrete, and continuous bumps on unpaved roads), are transmitted directly to the suspension system through the rigid wheel with almost no attenuation. This rigidity means that the suspension system needs to handle more initial and more intense vibration inputs, which to some extent limits the potential for improving overall vehicle comfort. This can easily lead to rider fatigue, especially during long-distance travel or off-road riding.

[0004] In conclusion, how to improve the shock absorption performance of wheels is a problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0005] In view of this, the purpose of the present invention is to provide a shock-absorbing wheel that effectively filters high-frequency fine vibrations, reduces the total amount of vibration transmitted to the vehicle body, significantly improves the riding comfort of the vehicle on poor road surfaces, and reduces rider fatigue.

[0006] Another object of the present invention is to provide a vehicle including the above-described shock-absorbing wheels.

[0007] To achieve the above objectives, the present invention provides the following technical solution:

[0008] A shock-absorbing wheel, comprising:

[0009] A rim module for connection to a vehicle axle, the rim module including a rim mounting part;

[0010] A wheel hub module for mounting tires, the wheel hub module including a wheel hub mounting part;

[0011] A shock absorber is connected between the rim module and the hub module;

[0012] The shock absorber includes a first connecting part and a second connecting part, which are respectively connected to the hub mounting part and the rim mounting part. The shock absorber is used to absorb and attenuate the vibration transmitted from the hub module to the rim module.

[0013] Furthermore, the shock absorber is a plurality of shock absorbers, which are arranged in a circumferential array along the axis of the hub module.

[0014] Furthermore, in this invention, each of the shock absorbers has a non-zero included angle with the radius of the wheel hub module.

[0015] Furthermore, the shock absorber of the present invention includes:

[0016] An outer cylinder and an inner cylinder, wherein the inner cylinder is fixedly installed inside the outer cylinder;

[0017] A piston rod, which is slidably sealed with the outer cylinder and the inner cylinder, is equipped with a buffer pad and a piston, the buffer pad being located inside the outer cylinder and the piston being located inside the inner cylinder;

[0018] At least one of the outer cylinder and the inner cylinder is equipped with an elastic element, or both are equipped with elastic elements.

[0019] The first connecting part is installed at the end of the piston rod that extends out of the outer cylinder, and the second connecting part is installed at the end of the outer cylinder that is away from the first connecting part.

[0020] Furthermore, the first connecting portion of the present invention is a U-shaped structure with its opening facing away from the piston rod, and the hub mounting portion is provided with a first mounting hole, and further includes:

[0021] The first bearing has its outer ring fixed to the shoulder end face on one side of the first mounting hole;

[0022] Two first-step bushings are located on both sides of the first bearing, and their shoulder end faces are positioned on both end faces of the inner ring of the first bearing.

[0023] The first connector passes through the two first step bushings, the first bearing, and the first connecting part to connect the hub mounting part to the first connecting part.

[0024] Furthermore, the first mounting hole is further provided with:

[0025] At least one first threaded sleeve, and two first threaded sleeves are fixed inside the first mounting hole and located on both sides of the outer ring of the first bearing, respectively, to restrict the axial movement of the first bearing;

[0026] Two first oil seals are respectively press-fitted into the inner hole of the hub mounting part, and respectively seal with the two first stepped bushings away from the outer circumferential surface of the first bearing.

[0027] Furthermore, the present invention includes a third threaded sleeve on the rim mounting portion, a through hole on the second connecting portion, and further comprises:

[0028] The second bearing has its outer ring fixed to the shoulder end face on one side of the through hole of the second connecting part;

[0029] Two second-step bushings are located on both sides of the second bearing, and their shoulder end faces are positioned on both end faces of the inner ring of the second bearing.

[0030] The second connector passes through the two second step bushings, the second bearing, and the second connecting part to connect the rim mounting part to the second connecting part.

[0031] Furthermore, the second connecting portion is further provided with:

[0032] At least one second threaded sleeve, both second threaded sleeves are fixed in the threaded through hole of the second connection part and are respectively located on both sides of the outer ring of the second bearing, for limiting the axial movement of the second bearing;

[0033] Two second oil seals are press-fitted into the through holes of the second connection part, and respectively seal against the outer circumferential surface of the two second stepped bushings away from the second bearing.

[0034] Furthermore, in this invention, both the first connecting member and the second connecting member are bolts. When the shock absorber is connected between the rim module and the hub module, the bolt connection is used to eliminate the axial assembly gap between the first connecting part and the hub mounting part, and between the second connecting part and the rim mounting part.

[0035] A vehicle comprising the shock-absorbing wheels described in any of the preceding claims.

[0036] The shock-absorbing wheel provided by this invention has a rim module for connecting to the vehicle axle. The rim module includes a rim mounting part, and a hub module for mounting the tire. The hub module also includes a hub mounting part. A shock absorber is connected between the rim module and the hub module. The shock absorber includes a first connecting part and a second connecting part, which are respectively connected to the hub mounting part and the rim mounting part. The shock absorber is used to absorb and attenuate the vibration transmitted from the hub module to the rim module. Because the shock absorber itself has elasticity and shock absorption functions, it absorbs, attenuates, and isolates the road vibration and impact transmitted from the hub module. Then, the filtered force is transmitted to the rim module and the vehicle suspension system, effectively filtering high-frequency fine vibrations, reducing the total amount of vibration transmitted to the vehicle body, significantly improving the riding comfort of the vehicle (especially motorcycles) on poor roads, reducing rider fatigue, and can be matched with different shaped hub modules or shock absorbers of different stiffness to adapt to the needs of different models such as street bikes and off-road bikes, greatly improving design flexibility and component versatility, and reducing development costs.

[0037] The present invention also provides a vehicle, including the aforementioned shock-absorbing wheels, which has the advantages of greatly improving the comfort of long-distance riding, reducing the workload of the main suspension, and helping to extend the service life of components such as shock-absorbing oil seals and springs. Attached Figure Description

[0038] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0039] Figure 1 This is a schematic diagram of the assembled wheel structure provided by the present invention;

[0040] Figure 2 This is a structural schematic diagram of the cross-section of the shock absorber provided by the present invention.

[0041] Figures 1-2 In the accompanying drawings, the reference numerals include:

[0042] 1. Rim module; 101. Rim mounting section;

[0043] 2. Shock absorber; 201. First connecting part; 202. Second connecting part; 203. Buffer pad; 204. Piston rod; 205. Outer cylinder; 206. Elastic element; 207. Inner cylinder; 208. Piston; 209. Third threaded sleeve;

[0044] 3. Wheel hub module; 301. Wheel hub mounting part;

[0045] 4. First bearing;

[0046] 5. First step bushing;

[0047] 6. First connecting component;

[0048] 7. First threaded sleeve;

[0049] 8. First oil seal;

[0050] 9. First mounting hole;

[0051] 10. Third threaded sleeve;

[0052] 11. Second bearing;

[0053] 12. Second step bushing;

[0054] 13. Second threaded sleeve;

[0055] 14. Second oil seal;

[0056] 15. Second connector. Detailed Implementation

[0057] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0058] The core of this invention is to provide a shock-absorbing wheel that effectively filters high-frequency fine vibrations, reduces the total amount of vibration transmitted to the vehicle body, significantly improves the riding comfort of the vehicle on poor road surfaces, and reduces rider fatigue.

[0059] Another object of the present invention is to provide a vehicle including the above-described shock-absorbing wheels.

[0060] Please refer to Figure 2 A shock-absorbing wheel includes a rim module 1, a hub module 3, and a shock absorber 2 for connection to a vehicle axle. The rim module 1 includes a rim mounting portion 101 for mounting a tire. The hub module 3 includes a hub mounting portion 301 connected between the rim module 1 and the hub module 3. The shock absorber 2 includes a first connecting portion 201 and a second connecting portion 202, which are respectively connected to the hub mounting portion 301 and the rim mounting portion 101. The shock absorber 2 is used to absorb and attenuate the vibration transmitted from the hub module 3 to the rim module 1.

[0061] It should be noted that, in this embodiment of the invention, the rim module 1 is a disc-shaped or hub-shaped structure with a central mounting hole, which is used to be fixedly connected to the front fork shaft or rear swingarm shaft of the vehicle by bolts, and undertakes the function of transmitting driving force and braking torque.

[0062] In addition, in this embodiment of the invention, the wheel hub module 3 is the part that mounts the tire and is in direct contact with the road surface.

[0063] Optionally, in some embodiments, the damping element 2 can be a continuous annular elastomer (such as a rubber ring) or a plurality of discretely distributed damping units.

[0064] In one specific embodiment, the shock absorber 2 can integrate sensors to monitor the force, temperature or deformation of the wheel, thereby achieving intelligent monitoring.

[0065] In a specific implementation of the present invention, the rim module 1 is used to connect with the vehicle axle. The rim module 1 includes a rim mounting part 101. The hub module 3 is used to mount the tire. The hub module 3 includes a hub mounting part 301. The shock absorber 2 is connected between the rim module 1 and the hub module 3. The shock absorber 2 includes a first connecting part 201 and a second connecting part 202. The first connecting part 201 and the second connecting part 202 are respectively connected to the hub mounting part 301 and the rim mounting part 101. The shock absorber 2 is used to absorb and attenuate the vibration transmitted from the hub module 3 to the rim module 1.

[0066] In other words, when the wheel rolls over an uneven road surface, the tire and wheel hub module 3 first bear the impact. This impact force is transmitted to the shock absorber 2 connected to the wheel hub module 3. The shock absorber 2 undergoes elastic deformation or damping motion to dissipate the impact energy. The attenuated force is transmitted to the wheel rim module 1 through the shock absorber 2, and finally to the vehicle body. That is to say, through the elasticity and shock absorption function of the shock absorber 2 itself, the road vibration and impact transmitted from the wheel hub module 3 are absorbed, attenuated and isolated. Then the filtered force is transmitted to the wheel rim module 1 and the entire vehicle suspension system, effectively filtering high-frequency fine vibrations, reducing the total amount of vibration transmitted to the vehicle body, significantly improving the riding comfort of the vehicle (especially motorcycles) on bad roads, and reducing rider fatigue.

[0067] Meanwhile, the three modules are designed, manufactured and replaced independently. For example, the same rim module 1 can be matched with different shaped wheel hub modules 3 or different stiffness shock absorbers 2 to adapt to the needs of different models such as street cars and off-road vehicles, which greatly improves design flexibility and component versatility and reduces development costs.

[0068] Please refer to Figure 1In this embodiment, the shock absorber 2 consists of several shock absorbers, which are arranged in a circumferential array along the axis of the hub module 3. In other words, the shock absorber 2 is specifically implemented as multiple independent shock absorbers. These shock absorbers are evenly distributed in a circumferential array along the rotation axis of the hub module 3. For example, for a motorcycle wheel, three, four, or six shock absorbers can be used, which are radially connected between the rim module 1 and the hub module 3.

[0069] Each shock absorber bears approximately equal radial and lateral loads, resulting in consistent operating conditions, more balanced lifespan, and uniform load distribution. Damaged individual shock absorbers can be replaced individually without scrapping the entire wheel. The gaps between the shock absorbers facilitate airflow and help dissipate the heat generated during operation.

[0070] In some specific embodiments, the shock absorber may be a helical spring shock absorber, which can provide linear, precisely calculable elastic force, has strong load-bearing capacity, good durability, and its stiffness can be adjusted by changing the spring wire diameter, number of turns, and spacing.

[0071] In some specific embodiments, the shock absorber may be a pneumatic shock absorber, which is filled with high-pressure gas (usually nitrogen) to provide nonlinear and progressive elastic force by utilizing the compressibility of the gas, and the damping can be adjusted by a valve, resulting in the best performance.

[0072] In some specific embodiments, a combination of applications can also be used. Specifically, a combination of helical spring shock absorbers and pneumatic shock absorbers can be used to achieve stronger shock absorption and damping capabilities.

[0073] Please refer to Figure 1 In this embodiment, several shock absorbers have a non-zero included angle with the radius of the wheel hub module 3. That is, the central axis of each shock absorber is not strictly along the radial direction of the wheel, but maintains the same non-zero included angle β with the radial direction. The range of included angle β is usually designed to be between 5° and 45°. For example, a 15° included angle is used so that the shock absorber generates axial and radial components when subjected to vertical impact, thereby making more effective use of the stroke and damping characteristics of the shock absorber.

[0074] By using an inclined shock absorber, the shock absorber can provide better lateral support when the wheel is subjected to lateral forces (such as when cornering), reduce the lateral displacement of the wheel hub relative to the rim, maintain the overall rigidity of the wheel, and guide more load to be transmitted along the axial direction of the shock absorber piston rod 204. Moreover, the inclination allows for a longer shock absorber stroke in a limited space, which is beneficial to improving the shock absorption effect and extending the service life of the shock absorber.

[0075] Please refer to Figure 1In this embodiment, the shock absorber includes an outer cylinder 205, an inner cylinder 207, and a piston rod 204. The inner cylinder 207 is fixedly installed inside the outer cylinder 205. The piston rod 204 slides and seals with the outer cylinder 205 and the inner cylinder 207. The piston rod 204 is equipped with a buffer pad 203 and a piston 208. The buffer pad 203 is located inside the outer cylinder 205, and the piston 208 is located inside the inner cylinder 207. At least one of the outer cylinder 205 and the inner cylinder 207 is equipped with an elastic element 206, or both are equipped with elastic elements 206. The connecting part 201 is installed at the end of the piston rod 204 that extends out of the outer cylinder 205, and the second connecting part 202 is installed at the end of the outer cylinder 205 away from the first connecting part 201. That is, the cylinder is the main pressure-bearing shell, and the inner cylinder 207 is fixed inside the outer cylinder 205, together forming an annular cavity and a central cavity. When the shock absorber is compressed, the piston rod 204 moves inward, the elastic element 206 is compressed by the third threaded sleeve 209, and the buffer pad 203 is squeezed and positioned on the top of the inner cylinder 207 to achieve the purpose of absorbing energy.

[0076] In one specific embodiment, the shock absorber further includes a third threaded sleeve 209. The third threaded sleeve 209 has a cylindrical structure and is coaxially threaded onto the piston rod 204. The third threaded sleeve 209 and the outer cylinder 205 are slidably sealed, so that part of the third threaded sleeve 209 is located inside the outer cylinder 205 and part is located outside the outer cylinder 205. The end located inside the outer cylinder 205 is in contact with the elastic element 206. Therefore, by screwing the third threaded sleeve 209, the relative position between it and the piston rod 204 can be adjusted, thereby adjusting the pre-compression of the elastic element 206, and thus adjusting the overall shock absorption effect of the shock absorber, which can adapt to more road condition load scenarios.

[0077] In some specific embodiments, hydraulic oil is filled in both the annular cavity and the central cavity. When the shock absorber is compressed, the oil in the annular cavity generates compression damping through the throttle orifice. At the same time, the main spring is compressed and stores energy. When it rebounds, the spring releases energy and pushes the piston rod 204 outward. The oil flows in the opposite direction and generates rebound damping. Therefore, the piston and dual-cavity design allows for more precise and independent adjustment of compression and rebound damping.

[0078] In some specific embodiments, the elastic element 206 may also be compressed air (air spring), torsion bar spring, or smart materials such as magnetic fluid to provide variable damping.

[0079] Please refer to Figure 1In this embodiment, the first connecting part 201 is a U-shaped structure with its opening facing away from the piston rod 204. The hub mounting part 301 is provided with a first mounting hole 9 and also includes a first bearing 4, two first stepped bushings 5, and a first connecting member 6. One side of the outer ring of the first bearing 4 is positioned on the shoulder end face of the first mounting hole 9. The first threaded sleeve 7 is screwed into the threaded hole of the hub mounting part 301 and positioned on the other side of the outer ring of the first bearing 4. The outer ring of the first bearing 4 is fixed on both sides. The two first stepped bushings 5 ​​are respectively located on both sides of the first bearing 4, and their shoulder end faces are positioned on both sides of the inner ring of the first bearing 4. The inner ring of the first bearing 4 is fixed on both sides. The first connecting member 6 passes through the two first stepped bushings 5, the first bearing 4, and the first connecting part 201 to connect the hub mounting part 301 and the first connecting part 201. The first connecting part 6 is bolted. During installation, the bolt passes through one arm of the U-shaped fork, one first step bushing 5, the inner ring of the first bearing 4, another first step bushing 5, and the other arm of the U-shaped fork in sequence, and is finally locked with a nut. When the bolt is tightened, the two first step bushings 5 ​​are pulled tight, thereby firmly clamping the inner ring of the first bearing 4. The entire shock absorber is fixed to the hub mounting part 301 through the first connecting part 201 U-shaped fork, eliminating the axial assembly gap between the first connecting part 201 and the hub mounting part 301. This allows the shock absorber to swing freely around the center of the first bearing 4 to adapt to deformation, but there is no movement between the inner and outer rings of the first bearing 4 and between the shock absorber and the hub mounting part 301 in the bearing axial direction, ensuring the directness of power transmission and the integrity of the wheel torsional stiffness.

[0080] In the above embodiment, the two first step bushings 5 ​​are precision machined sleeves with a flange (shoulder) at one end. They are installed from both sides of the bearing, and their shoulder end faces are tightly abutted against the two end faces of the inner ring of the first bearing 4 to achieve axial locking of the first bearing 4.

[0081] In one specific embodiment, in order to further improve the locking effect on the first bearing 4, the inner walls of the two first step bushings 5 ​​are provided with threads that cooperate with the bolts, and the first bearing 4 can be further locked through the threads.

[0082] Please refer to Figure 1In this embodiment, the first mounting hole 9 is also provided with at least one first threaded sleeve 7 and two first oil seals 8. At least one first threaded sleeve 7 is screwed into the first mounting hole 9 and located on one side of the outer ring of the first bearing 4 to restrict the axial movement of the first bearing 4. It is pressed into the inner hole of the hub mounting part (301) and sealed with the outer circumferential surface of the two first stepped bushings 5 ​​away from the first bearing 4. At least one first threaded sleeve 7 is screwed into a groove on one side of the first mounting hole 9. The groove is provided with matching threads. If multiple first threaded sleeves are used, they are located on the left and right sides of the outer ring of the first bearing 4. They restrict the axial movement of the outer ring of the first bearing 4 from the outside to prevent it from coming out of the mounting hole or moving during use. The two first oil seals 8 are pressed into the sealing grooves on both sides of the first bearing 4 in the first mounting hole 9. The lip of the oil seal forms a tight dynamic seal with the smooth outer cylindrical surface of the first stepped bushing 5. The two first oil seals 8, the two first stepped bushings 5, and the first bearing 4 together form a closed lubrication cavity. High-quality grease can be filled into the cavity before assembly to achieve lifelong lubrication of the bearing and effectively prevent external dust and mud from entering, as well as internal grease leakage.

[0083] In one specific embodiment, at least one first threaded sleeve 7 may also be replaced by an elastic retaining ring (circlip).

[0084] In one specific embodiment, the two first oil seals 8 are either lip seals or O-rings.

[0085] Please refer to Figure 1In this embodiment, the rim mounting portion 101 is provided with a third threaded sleeve 10. The third threaded sleeve 10 is threadedly connected to the rim mounting portion 101, pressing the stepped surface of the second stepped bushing 12 and positioning it with the inner ring of the second bearing 11. The second connecting portion 202 is provided with a through hole and also includes a second bearing 11, two second stepped bushings 12, and a second connecting member 15. One side of the outer ring of the second bearing 11 is positioned on the shoulder end face of the inner hole of the second connecting portion 202. After the second threaded sleeve 13 is screwed into the threaded hole of the second connecting part 202, it is positioned on the other side of the outer ring of the second bearing 11, and the two sides of the outer ring of the second bearing 11 are fixed; the two second stepped bushings 12 are respectively located on both sides of the second bearing 11, and their shoulder end faces are positioned on the two side end faces of the inner ring of the second bearing 11, and the two sides of the inner ring of the second bearing 11 are fixed; the second connecting piece 15 passes through the two second stepped bushings 12, the second bearing 11, and the second connecting part 202 to connect the rim mounting part 101 to the second connecting part 202, and the second connecting piece 15 is a bolt. When installing, it is inserted from the outside of the rim mounting part 101 and passes through the rim mounting part 101, one The second step bushing 12, the inner ring of the second bearing 11, another second step bushing 12, and the second connecting part 202 are finally fastened with nuts. When the bolts are tightened, the two second step bushings 12 are pulled tight, thereby firmly clamping the outer ring of the second bearing 11. The entire shock absorber is fixed to the rim mounting part 101 by a U-shaped fork, eliminating the axial assembly clearance between the second connecting part 202 and the rim mounting part 101. This allows the shock absorber to swing freely around the bearing center to adapt to deformation, but there is no movement between the inner and outer rings of the second bearing 11 and between the shock absorber and the rim mounting part 101 in the bearing axial direction, ensuring the directness of power transmission and the integrity of the wheel torsional stiffness.

[0086] Please refer to Figure 1In this embodiment, at least one second threaded sleeve 13 and two second oil seals 14 are also provided in the through hole of the second connecting part 202. At least one second threaded sleeve 13 is fixed in the through hole of the second connecting part 202. If two second threaded sleeves 13 are used, the two second threaded sleeves 13 are respectively located on both sides of the outer ring of the second bearing 11 to restrict the axial movement of the second bearing 11. The threads are respectively screwed into the through hole of the second connecting part 202 and respectively sealingly cooperate with the two second stepped bushings 12 away from the outer circumferential surface of the second bearing 11. At least one second threaded sleeve 13 is installed in a groove on one side of the through hole of the second connecting part 202, respectively located in the first... The two bearings 11 are located on the left and right sides of the outer ring. They restrict the axial movement of the outer ring of the second bearing 11 from the outside, preventing it from coming out of the mounting hole or moving around during use. The two second oil seals 14 are pressed into the sealing grooves on both sides of the second bearing 11 in the through hole of the second connecting part 202. The lips of the two second oil seals 14 form a tight dynamic seal with the smooth outer cylindrical surface of the second stepped bushing 12. The two second oil seals 14, the two second stepped bushings 12, and the second bearing 11 together form a closed lubrication cavity. High-quality grease can be filled into the cavity before assembly to achieve lifelong lubrication of the bearing and effectively prevent external dust and mud from entering and internal grease from leaking.

[0087] In one specific embodiment, at least one second threaded sleeve 13 employs an elastic retaining ring (circlip).

[0088] In one specific embodiment, the two second oil seals 14 are either lip seals or O-rings.

[0089] In the above embodiments, both the first connecting member 6 and the second connecting member 15 are bolts. When the shock absorber is connected between the rim module 1 and the hub module 3, the bolts eliminate the axial assembly gap between the first connecting part 201 and the hub mounting part 301, and between the second connecting part 202 and the rim mounting part 101, thus completely avoiding the impact, wear and noise caused by the gap, and ensuring the dynamic stability of the wheel under high-speed rotation and alternating impact loads.

[0090] A vehicle includes the aforementioned shock-absorbing wheel. Specifically, the rim module 1 is directly mounted to the front fork axle or rear swingarm axle of a motorcycle via its central mounting hole using a standard bushing and bolts, which is completely consistent with the traditional wheel mounting method and does not require any changes to the vehicle structure. This wheel's shock absorption system focuses on filtering high-frequency, low-amplitude road surface texture vibrations (such as particle-like or minor bumps). Before the suspension system operates, it absorbs a portion of the impact energy, significantly reducing the direct "hard impact" and "numbness" felt by the rider from the road surface. This greatly improves the comfort of long-distance riding, reduces the workload of the main suspension, and helps extend the service life of components such as shock-absorbing oil seals and springs.

[0091] In other words, the key point of this invention is that: the rim module 1 is used to connect with the vehicle axle, the rim module 1 includes a rim mounting part 101, the hub module 3 is used to mount the tire, the hub module 3 includes a hub mounting part 301, the shock absorber 2 is connected between the rim module 1 and the hub module 3, the shock absorber 2 includes a first connecting part 201 and a second connecting part 202, the first connecting part 201 and the second connecting part 202 are respectively connected to the hub mounting part 301 and the rim mounting part 101, and the shock absorber 2 is used to absorb and attenuate the vibration transmitted from the hub module 3 to the rim module 1.

[0092] When the wheel rolls over an uneven road surface, the tire and wheel hub module 3 first bear the impact. This impact force is transmitted to the shock absorber 2 connected to the wheel hub module 3. The shock absorber 2 undergoes elastic deformation or damping motion to dissipate the impact energy. The attenuated force is transmitted to the wheel rim module 1 through the shock absorber 2, and finally to the vehicle body. In other words, the shock absorber 2 itself has elasticity and shock absorption functions, absorbing, attenuating and isolating the road vibration and impact transmitted from the wheel hub module 3. Then, the filtered force is transmitted to the wheel rim module 1 and the entire vehicle suspension system, effectively filtering high-frequency fine vibrations, reducing the total amount of vibration transmitted to the vehicle body, significantly improving the riding comfort of the vehicle (especially motorcycles) on bad roads, and reducing rider fatigue.

[0093] In addition to the shock-absorbing wheels disclosed in the above embodiments, the present invention also provides a vehicle including the above-mentioned shock-absorbing wheels. The structure of other parts of the vehicle is described in the prior art and will not be repeated here.

[0094] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0095] The above provides a detailed description of a shock-absorbing wheel and vehicle provided by the present invention. Specific examples have been used to illustrate the principles and implementation methods of the invention. The descriptions of the embodiments above are merely for the purpose of helping to understand the method and core ideas of the present invention. It should be noted that those skilled in the art can make various improvements and modifications to the present invention without departing from its principles, and these improvements and modifications also fall within the protection scope of the present invention.

Claims

1. A shock-absorbing wheel, characterized in that, include: A rim module (1) is used to connect to a vehicle axle, the rim module (1) including a rim mounting part (101). A hub module (3) is used to mount a tire, and the hub module (3) includes a hub mounting part (301). The shock absorber (2) is connected between the rim module (1) and the hub module (3); The shock absorber (2) includes a first connecting part (201) and a second connecting part (202). The first connecting part (201) and the second connecting part (202) are respectively connected to the hub mounting part (301) and the rim mounting part (101). The shock absorber (2) is used to absorb and attenuate the vibration transmitted from the hub module (3) to the rim module (1).

2. The shock-absorbing wheel according to claim 1, characterized in that, The shock absorber (2) consists of several shock absorbers, which are arranged in a circumferential array along the axis of the hub module (3).

3. The shock-absorbing wheel according to claim 2, characterized in that, Several of the shock absorbers have a non-zero included angle with the radius of the hub module (3).

4. The shock-absorbing wheel according to claim 2, characterized in that, The shock absorber includes: An outer cylinder (205) and an inner cylinder (207), wherein the inner cylinder (207) is fixedly installed inside the outer cylinder (205); A piston rod (204) is slidably sealed with the outer cylinder (205) and the inner cylinder (207). The piston rod (204) is equipped with a buffer pad (203) and a piston (208). The buffer pad (203) is located inside the outer cylinder (205), and the piston (208) is located inside the inner cylinder (207). At least one of the outer cylinder (205) and the inner cylinder (207) is equipped with an elastic element (206), or both are equipped with elastic elements (206). The first connecting part (201) is installed at the end of the piston rod (204) that extends out of the outer cylinder (205), and the second connecting part (202) is installed at the end of the outer cylinder (205) that is away from the first connecting part (201).

5. The shock-absorbing wheel according to claim 4, characterized in that, The first connecting part (201) is a U-shaped structure with its opening facing away from the piston rod (204). The hub mounting part (301) is provided with a first mounting hole (9) and also includes: The outer ring of the first bearing (4) is fixed to the shoulder end face on one side of the first mounting hole (9); Two first step bushings (5) are located on both sides of the first bearing (4), and their shoulder end faces are positioned on both sides of the inner ring of the first bearing (4). The first connector (6) passes through the two first step bushings (5), the first bearing (4), and the first connecting part (201) to connect the hub mounting part (301) to the first connecting part (201).

6. The shock-absorbing wheel according to claim 5, characterized in that, The interior of the first mounting hole (9) is further provided with: At least one first threaded sleeve (7) is fixed inside the first mounting hole (9) and located on both sides of the outer ring of the first bearing (4) to restrict the axial movement of the first bearing (4); Two first oil seals (8) are respectively pressed into the inner hole of the hub mounting part (301) and respectively seal with the outer circumferential surface of the two first step bushings (5) away from the first bearing (4).

7. The shock-absorbing wheel according to claim 6, characterized in that, The rim mounting portion (101) is provided with a third threaded sleeve (10), the second connecting portion (202) is provided with a through hole, and further includes: The outer ring of the second bearing (11) is fixed to the shoulder end face on one side of the through hole of the second connecting part (202); Two second step bushings (12) are located on both sides of the second bearing (11), and their shoulder end faces are positioned on both sides of the inner ring of the second bearing (11); The second connector (15) passes through the two second step bushings (12), the second bearing (11), and the second connecting part (202) to connect the rim mounting part (101) to the second connecting part (202).

8. The shock-absorbing wheel according to claim 7, characterized in that, The second connecting part (202) also has the following in the through hole: At least one second threaded sleeve (13) is fixed in the threaded through hole of the second connecting part (202) and located on both sides of the outer ring of the second bearing (11) to restrict the axial movement of the second bearing (11); Two second oil seals (14) are respectively pressed into the through holes of the second connecting part (202) and respectively seal with the outer circumferential surface of the two second step bushings (12) away from the second bearing (11).

9. The shock-absorbing wheel according to claim 8, characterized in that, Both the first connector (6) and the second connector (15) are bolts. When the shock absorber is connected between the rim module (1) and the hub module (3), the bolt connection is used to eliminate the axial assembly gap between the first connecting part (201) and the hub mounting part (301), and between the second connecting part (202) and the rim mounting part (101).

10. A vehicle, characterized in that, Includes the shock-absorbing wheel as described in any one of claims 1-9.

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