Elastic damping wheel set and vehicle

Abstract

An elastic damping wheel set comprises an elastic seat (3), a wheel body (4), and a support arm (2). The elastic seat comprises an outer tube (31) and an inner tube (32), the outer tube and the inner tube are integrally connected by means of a plurality of spokes (33), and an opening (34) is formed between adjacent spokes; the wheel body is coaxially assembled with a shaft assembly (5), the shaft assembly passes through the inner tube and is assembled with the inner wall of the inner tube, and the wheel body has a rotational degree of freedom relative to the elastic seat; the support arm is connected to the outer wall of the outer tube, and the support arm can be assembled to a vehicle. Also disclosed is a vehicle comprising the elastic damping wheel set. Since the elastic seat does not rotate and only provides elastic buffering, while the wheel body rotates, the elastic damping wheel set has the both advantages of elastic buffering and low rolling resistance, and can cope with vibrations exerted on the wheel body from all directions.

Description

Elastic shock-absorbing wheel sets and vehicles Technical Field

[0001] This application relates to the field of wheels, and particularly to a flexible shock-absorbing wheel assembly and vehicle. Background Technology

[0002] Vehicles, such as suitcases, generate vibrations and noise when moving on rough or uneven surfaces. To avoid these vibrations and noises, existing technologies often use solid rubber tires, foam tires, or pneumatic tires to support the vehicle, achieving a certain degree of shock absorption and noise reduction. However, significant noise can still occur when moving on uneven surfaces.

[0003] Chinese invention patent CN111284272A discloses a "Shock-absorbing and Silent Wheel and Mobile Device". This shock-absorbing and silent wheel includes a hub, which is annular; and a rim, which is fixedly connected to the radially outer side of the hub. The rim includes an outer layer, spokes, and a transition layer. The spokes are located radially inner to the outer layer, and the transition layer is located radially inner to the spokes, connected to the hub. Multiple spokes are evenly spaced along the circumference of the shock-absorbing and silent wheel, with the spacing between the spokes creating a hollowed-out effect on the rim. The spokes are curved into a C-shape, and the cross-sectional area of ​​the two ends of the spokes in the radial direction is larger than the cross-sectional area of ​​the middle portion of the spokes. This technical solution effectively reduces tire vibration and noise, and mobile devices using this shock-absorbing and silent wheel are relatively quiet during movement. However, there is still room for improvement in terms of vibration and noise reduction of the wheel assembly. Summary of the Invention

[0004] This application is made in view of the aforementioned state of the prior art. In a first aspect, this application provides an elastic shock-absorbing wheel assembly.

[0005] One embodiment of the elastic shock-absorbing wheel assembly of this application includes: an elastic seat, the elastic seat including an outer tube and an inner tube, the outer tube and the inner tube being integrally connected by a plurality of spokes, with hollow holes formed between adjacent spokes; a wheel body, the wheel body being coaxially mounted with a shaft assembly, the shaft assembly passing through the inner tube and being fitted to the inner wall of the inner tube, the wheel body having rotational freedom relative to the elastic seat; and a support arm, the support arm being connected to the outer wall of the outer tube, the support arm being capable of being mounted on a carrier.

[0006] As a further improvement of this application, the spokes include strip-shaped spokes or derived spokes; the two ends of the strip-shaped spokes are respectively connected to the outer tube and the inner tube, and the space between adjacent strip-shaped spokes naturally forms the hollow hole; the elastic seat is perforated in the area from the outer tube to the inner tube, the perforation actively forms the hollow hole, and the solid of the elastic seat around the perforation naturally forms the derived spoke.

[0007] As a further improvement of this application, the spokes are multi-curvature spokes, and when viewed from the perspective of the axial direction of the elastic seat, the extension trajectory of the multi-curvature spokes is a curve with multiple curvatures.

[0008] As a further improvement of this application, when viewed from the axial direction of the elastic seat, the extension trajectory of the spokes is C-shaped.

[0009] As a further improvement of this application, in the circumferential direction of the elastic seat, the C-shaped protrusions of all the spokes are in the same or opposite directions.

[0010] As a further improvement of this application, two adjacent spokes with opposite protrusion directions together form an elliptical spoke, and the elastic seat includes a plurality of the elliptical spokes.

[0011] As a further improvement of this application, two adjacent spokes with opposite and back-to-back protrusions together constitute an outward-expanding spoke group, and two adjacent spokes with opposite and facing protrusions together constitute an inward-retracting spoke group.

[0012] As a further improvement of this application, two adjacent multi-curvature spokes intersect each other and together form an X-shaped spoke.

[0013] As a further improvement of this application, the cross-sectional profile of the outer tube is circular, elliptical, polygonal, waist-shaped, or rounded polygonal, wherein the waist-shaped profile is the outline shape of an elongated hole.

[0014] As a further improvement of this application, the two ends of the C-shape of the spoke are respectively connected to the outer tube and the inner tube; within the same hollow hole, when the included angles formed by the two ends of the C-shape of the same spoke and the junction of the outer tube and the inner tube are both acute or both obtuse, the spoke is a first curved spoke; and / or the two ends of the C-shape of the spoke are respectively connected to the outer tube and the inner tube; within the same hollow hole, when the included angles formed by the two ends of the C-shape of the same spoke and the junction of the outer tube and the inner tube are one acute and one obtuse, the spoke is a second curved spoke; the curvature of the first curved spoke is greater than the curvature of the second curved spoke.

[0015] As a further improvement of this application, the spokes include first spokes located on the horizontal left and right sides of the inner tube, and the spokes also include second spokes located on the upper and lower sides of the inner tube, wherein the thickness of the first spokes is not equal to the thickness of the second spokes, and / or the curvature of the first spokes is not equal to the curvature of the second spokes.

[0016] As a further improvement of this application, the thickness of the first spoke is greater than the thickness of the second spoke, and / or the curvature of the first spoke is less than the curvature of the second spoke.

[0017] As a further improvement of this application, the outer tube, the inner tube, and the spokes each have equal or unequal lengths along the axial direction, and the outer tube and the inner tube are arranged coaxially or non-coaxially.

[0018] As a further improvement of this application, the support arm includes a hole that contacts the outer wall of the outer tube, the support arm includes an integral annular sleeve and an extension arm, the annular sleeve has the hole inside, and the annular sleeve is integrally injection molded or glued to the elastic seat.

[0019] As a further improvement of this application, the outer wall of the shaft assembly is fixed to the inner wall of the inner tube and mutually restricts the rotational degrees of freedom. At least one end of the shaft assembly is equipped with the wheel body. The wheel body has rotational degrees of freedom relative to the shaft assembly. One or both ends of the shaft assembly are movably assembled with the wheel body through bearings. The wheel body is used for ground rolling, and the elastic seat is not used for grounding.

[0020] As a further improvement of this application, the top of the extension arm has a mounting hole, and the top shell is mounted on the extension arm through the mounting hole. The support arm and the top shell have a rotational degree of freedom about the central axis of the mounting hole. The stiffness of the wheel body is greater than the stiffness of the elastic seat.

[0021] As a further improvement of this application, when one of the elastic seats is assembled with the shaft assembly, at least one end of the shaft assembly is equipped with the wheel body.

[0022] As a further improvement of this application, the inner diameters of the holes are equal or unequal, the outline of the holes includes circular holes or polygonal holes; and / or the outline of the holes is a regular hexagon, and the derived spokes are zigzag spokes.

[0023] Secondly, a vehicle is provided, including the aforementioned elastic shock-absorbing wheel set.

[0024] The beneficial effects of the elastic damping wheel assembly of this application include:

[0025] First, the elastic seat does not rotate while the wheel rotates. Therefore, the elastic seat participates in elastic buffering, and the wheel participates in rolling. The wheel itself does not need to have the same elastic deformation design as the elastic seat, so the rolling resistance can be lower.

[0026] Secondly, even under heavy load conditions, the elastic seat mainly replaces the wheel body for deformation buffering, so the damage to the wheel body is small under heavy load conditions.

[0027] Secondly, during long-term storage, the elastic seat participates in creep, which can relatively ensure the roundness of the wheel body.

[0028] Therefore, since the elastic seat itself does not participate in rotation or ground rolling, the material selection range of the elastic seat is not limited to the material selection range of the elastic wheel in the prior art. For example, a material with low rebound characteristics can be selected.

[0029] In addition, the spokes are arranged around the axle assembly, so the spokes provide all-round elastic restraint and can cope with vibrations from all directions to the wheel.

[0030] In addition, the use of spokes on the elastic seat to connect the wheel and the vehicle avoids the vibration transmission of rigid connections in the prior art.

[0031] Furthermore, the support arm can be connected to the vehicle, and the force between the wheel and the vehicle is transmitted radially in stages through the shaft assembly, inner tube, spokes, outer tube, and holes. The spokes and hollow holes can fully participate in elastic buffering by relying on their own deformation.

[0032] Finally, the focus of this technical solution's wheelset is not on the wheels themselves, but on the wheel housing and axle housing, with the elastic seat being an integral part of these. Existing wheel housings and axle housings are primarily rigid. The elastic seat is not simply a transplantation of the elastic wheel's design technology to the wheel housing and axle housing; this process generates several unexpected technical effects. It's a creation that alters the relationships between elements, primarily changing the interaction relationships, thus achieving excellent results and functional changes. The overall elastic damping wheelset is simple yet ingenious. Attached Figure Description

[0033] To more clearly illustrate the technical solutions in the embodiments, the accompanying drawings of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0034] Figure 1 is a front view of the elastic seat of one embodiment of the elastic shock-absorbing wheel assembly of this application;

[0035] Figure 2 is a top view of the elastic seat of one embodiment of the elastic damping wheel assembly of this application;

[0036] Figure 3 is a perspective view of the elastic seat of one embodiment of the elastic damping wheel assembly of this application;

[0037] Figure 4 is a schematic diagram of the assembly of the elastic seat and support arm in one embodiment of the elastic shock-absorbing wheel set of this application.

[0038] Figure 5 is a perspective view of the first embodiment of the elastic shock-absorbing wheel assembly of this application;

[0039] Figure 6 is a perspective view of the second embodiment of the elastic shock-absorbing wheel assembly of this application;

[0040] Figure 7 shows the test results of a first noise test of one embodiment of the elastic shock-absorbing wheel assembly of this application;

[0041] Figure 8 shows the test results of a second noise test for one embodiment of the elastic shock-absorbing wheel assembly of this application;

[0042] Figure 9 shows the test results of a third noise test of one embodiment of the elastic shock-absorbing wheel assembly of this application;

[0043] Figure 10 is a first state diagram of the finite element analysis of the elastic seat of one embodiment of the elastic damping wheel set of this application;

[0044] Figure 11 is a second state diagram of the elastic seat of an embodiment of the elastic damping wheel assembly of this application, based on the finite element analysis of the elastic seat.

[0045] Figure 12 is a front view of a second embodiment of the elastic seat of the elastic damping wheel assembly of this application;

[0046] Figure 13 is a front view of the third embodiment of the elastic seat of the elastic damping wheel assembly of this application;

[0047] Figure 14 is a front view of the fourth embodiment of the elastic seat of the elastic damping wheel assembly of this application;

[0048] Figure 15 is a front view of the fifth embodiment of the elastic seat of the elastic damping wheel assembly of this application;

[0049] Figure 16 is a front view of the sixth embodiment of the elastic seat of the elastic damping wheel assembly of this application;

[0050] Figure 17 is a front view of the seventh embodiment of the elastic seat of the elastic damping wheel assembly of this application;

[0051] Figure 18 is a front view of the first embodiment of the elastic shock-absorbing wheel assembly of this application;

[0052] Figure 19 is a front view of a second embodiment of the elastic shock-absorbing wheel assembly of this application;

[0053] Figure 20 is a front view of the third embodiment of the elastic shock-absorbing wheel assembly of this application;

[0054] Figure 21 is a front view of the fourth embodiment of the elastic shock-absorbing wheel assembly of this application.

[0055] Reference numerals in the attached drawings: 1-Top shell; 2-Support arm; 21-Annular sleeve; 211-Hole; 22-Extension arm; 221-Assembly hole; 222-Flange; 3-Elastic seat; 31-Outer tube; 311-Rounded rectangular tube; 32-Inner tube; 33-Spoke; 331-First spoke; 332-Second spoke; 334-Elliptical spoke; 335-Multi-curvature spoke; 336-X-shaped spoke; 337-Folded spoke; 338- 339 - Outwardly expanding spoke group; 33a - Inwardly converging spoke group; 33b - Derivative spoke; 33c - First curved spoke; 33d - Second curved spoke; 34 - Hollow hole; 341 - First partial surface; 342 - Second partial surface; 343 - Concave surface; 344 - Convex surface; 35 - Center hole; 4 - Wheel body; 41 - Fixing hole; 5 - Shaft assembly; 51 - Outer bushing; 6 - Elliptical cavity; 7 - Circular hole; 8 - Polygonal hole. Detailed Implementation

[0056] Exemplary embodiments of this application are described below with reference to the accompanying drawings. It should be understood that these specific descriptions are for teaching those skilled in the art how to implement this application only, and are not intended to exhaustively describe all possible methods of this application, nor to limit the scope of this application.

[0057] Referring to Figures 3 to 5, an embodiment of this application provides an elastic shock-absorbing wheel assembly. This elastic shock-absorbing wheel assembly may include an elastic seat 3 and a wheel body 4. The elastic seat 3 includes an outer tube 31 and an inner tube 32, which are integrally connected by a plurality of spokes 33, with hollow holes 34 formed between adjacent spokes 33. As shown in Figure 5, a shaft assembly 5 is coaxially mounted on the wheel body 4, passing through the inner tube 32, and the outer wall of the shaft assembly 5 is fitted to the inner wall of the inner tube 32. As shown in Figure 3, the inner tube 32 has an axially penetrating central hole 35, and the inner wall of the inner tube 32 is the inner wall of the central hole 35. The outer wall of the outer tube 31 can be directly or indirectly fitted to the main body of a carrier. This elastic shock-absorbing wheel assembly may also include a support arm 2, which is responsible for connecting to the outer wall of the outer tube 31 and also for fitting to the carrier. The support arm 2 may include a hole 211 that contacts the outer wall of the outer tube 31. The support arm 2 provides a semi-enclosed assembly to the outer tube 31; more specifically, the support arm 2 surrounds the outer tube 31 around its entire circumference. The shape of the hole 211 is not limited; it can be a through hole, a blind hole, a tapered hole, or other types of hole 211. The contact method between the hole 211 and the outer tube 31 is also not limited; it can be injection molding or the assembly of two independent components.

[0058] The elastic seat 3 is an elastic damping structure. The elastic seat 3 itself is made of elastic material. Besides the elastic seat 3's own material contributing to damping, the shape of the spokes 33 also contributes to damping. The elastic seat 3 is installed with the shaft assembly 5; the wheel 4 rotates, but the elastic seat 3 itself does not. The damping and noise reduction principle of the elastic seat 3 utilizes the alternating spokes 33 and the hollow perforations 34. It primarily absorbs energy through the deformation of the spokes 33, forming an elastic damping effect similar to a spring. The perforations 34 also provide space for the spokes 33 to bend, compress, and stretch.

[0059] The spokes 33 include strip spokes 33a or derivative spokes 33b. From one manufacturing perspective, the two ends of the strip spokes 33a are connected to the outer tube 31 and the inner tube 32, respectively, and the space between adjacent strip spokes 33 naturally forms a hollow hole 34. From another manufacturing perspective, the elastic seat 3 is perforated in the area from the outer tube 31 to the inner tube 32, and the solid material of the elastic seat 3 around the perforation naturally forms a derivative spoke 33b, while the perforation actively forms a hollow hole 34. The strip spokes 33a are exemplified in Figures 1, 12 to 15, and the derivative spokes 33b are exemplified in Figures 16 and 17.

[0060] The inner diameters of the holes can be equal or unequal, as shown in Figure 16. The outline of the holes can be circular holes 7. The inner diameters of the circular holes 7 can be inconsistent; for example, circular holes 7 with the same inner diameter can each have the same radial distance to the centroid of the elastic seat 3. The circular holes 7 with relatively larger inner diameters form derivative spokes 33b, and holes with relatively smaller inner diameters are drilled in the thicker parts of the derivative spokes 33b. As shown in Figure 17, the outline of the holes can also be polygonal holes 8. The outline of the holes can be a regular hexagon, and the derivative spokes 33b in Figure 17 are broken spokes 337. The broken spokes 337 can consist of several sequential straight segments, with the connected straight segments forming an obtuse angle of 120°.

[0061] In one embodiment, as shown in Figure 1, the spokes 33 include several first spokes 331 located on the left and right sides of the inner tube 32 (i.e., in the same horizontal direction), and several second spokes 332 located on the upper and lower sides of the inner tube 32 (i.e., in the same vertical direction). The thickness of the first spokes 331 may not be equal to the thickness of the second spokes 332, and the curvature of the first spokes 331 may not be equal to the curvature of the second spokes 332. Essentially, the radial stiffness of the first spokes 331 and the second spokes 332 is different. For example, the thickness of the first spokes 331 is greater than the thickness of the second spokes 332, that is, the dimension of the first spokes 331 along the circumference of the elastic seat 3 is greater than the dimension of the second spokes 332 along the circumference of the elastic seat 3. Or the curvature of the first spokes 331 is less than the curvature of the second spokes 332. The spokes 33 are relatively slender strip structures. The strip structure of the spokes 33 is to further disperse the stress after the elastic seat 3 is compressed, which is a structural optimization to reduce stress concentration. From an axial perspective, the thickness of different local locations on the same spoke 33 can be uniform.

[0062] The number of first spokes 331 and second spokes 332 can be equal. The first spokes 331 and second spokes 332 have different thicknesses, resulting in different elastic potential energy in different directions for the elastic seat 3. The spokes 33 in the vertical direction can be configured to have lower elasticity and stronger energy absorption capacity, while the spokes 33 in the horizontal direction have higher elasticity and weaker energy absorption capacity. Although the elastic seat 3 resembles a wheel, counterintuitively, it does not participate in rotation; it can be understood as part of the wheel seat or axle. Therefore, the spatial position of the spokes 33 remains relatively constant, but the working conditions of the spokes 33 in different positions are actually different, allowing for targeted design. The first spokes 331, located on the same horizontal horizontal direction, are thicker and less prone to bending and deformation. This makes the wheel body 4 less susceptible to aperiodic vibration in the horizontal direction, thus ensuring the stability of the wheel body 4 to a certain extent.

[0063] Figures 10 and 11 are finite element analysis diagrams of the elastic seat 3 under stress. The forces in Figures 10 and 11 are the same magnitude; the force direction in Figure 10 is horizontal, and in Figure 11 it is vertical. The diagrams show the degree of deformation in each part of the model. The central region of Figure 11 is the high displacement region, while the outer periphery of Figure 11 and Figure 10 are low displacement regions. It can be seen from the figures that the central region of Figure 11 has relatively more displacement, while the outer periphery of Figure 11 and Figure 10 has relatively less displacement. Because the outer tube 31 is fixed, it is a low displacement region, while the inner tube 32 moves a relatively large distance. The spokes 33 are also under stress; the spokes 33 near the inner tube 32 have high displacement, while the spokes 33 near the outer tube 31 have low displacement.

[0064] In Figures 10 and 11, Figure 10 shows that the elastic seat 3 is mainly subjected to a horizontal load. It can be seen that the deformation of the second spoke 332 in the vertical position is smaller, but the deformation of the first spoke 331 in the horizontal position is larger, with one side of the first spoke 331 bent and the other side stretched. Figure 11 shows that the elastic seat 3 is mainly subjected to a vertical load. It can be seen that the deformation of the first spoke 331 in the horizontal position is smaller, but the deformation of the second spoke 332 in the vertical position is larger, with one end of the second spoke 332 bent and the other end stretched. Generally, if the elastic seat 3 is subjected to a downward load, the second spoke 332 in the upper half of the elastic seat 3 is in a bent and compressed state, while the second spoke 332 in the lower half of the elastic seat 3 is in a stretched state.

[0065] In a non-limiting example, the outer tube 31, inner tube 32, and spokes 33 are all of equal axial length, and the outer tube 31 and inner tube 32 are arranged coaxially, meaning that the ends of the elastic seat 3 are flush. This makes the overall outer contour of the elastic seat 3 a cylindrical shape. In practical applications, the overall outer contour of the elastic seat 3 is determined according to actual needs and is not necessarily cylindrical.

[0066] Along different radial positions, the elastic seat 3 can be roughly divided into an outer tube 31, a hollow structure elastomer, and an inner tube 32. The outer tube 31 is responsible for connecting the vehicle body or other components of the wheel assembly. The hollow structure elastomer refers to the spokes 33 arranged at intervals. The inner tube 32 is responsible for connecting the axle assembly 5. After the inner tube 32 and the axle assembly 5 are fixed, they restrict each other's rotational freedom.

[0067] In the radial direction, the radial thickness of the outer tube 31 and the inner tube 32 can be uniform, meaning both are circular tube structures of equal thickness. Alternatively, the radial thickness of the outer tube 31 and the inner tube 32 can be non-uniform, meaning each has at least one side resembling a frustum of a cone. Since the elastic seat 3 does not actually participate in rotation, the cross-sectional profile of the outer ring of the elastic seat 3, i.e., the outer wall of the outer tube 31, viewed from the axial direction of the elastic seat 3, does not necessarily have to be circular; it can be elliptical, rectangular, or other shapes. The cross-sectional profile of the inner wall of the outer tube 31 also does not necessarily have to be circular. The axes of the outer tube 31 and the inner tube 32 can coincide, or they can be non-coincident, meaning the geometric center of the inner tube 32 can be eccentric relative to the outer tube 31.

[0068] In one embodiment, viewed from a perspective along the axial direction of the elastic seat 3, the extension trajectory of each spoke 33 is C-shaped.

[0069] In one embodiment, in the circumferential direction of the elastic seat 3, the C-shaped protrusions of all spokes 33 are in the same or opposite directions. In a specific application, such as shown in Figure 12, two adjacent spokes 33 with opposite protrusion directions together form an elliptical spoke 334, and the elastic seat 3 contains several elliptical spokes 334. The hollowed-out holes 34 enclosed by the elliptical spokes 334 are the elliptical cavities 6. It can also be understood that in this state, the protrusion directions of the spokes 33 alternate sequentially.

[0070] In one embodiment, as shown in FIG15, two adjacent spokes 33 with opposite and opposing protrusion directions together constitute an outwardly expanding spoke group 338, and two adjacent spokes 33 with opposite and facing protrusion directions together constitute an inwardly contracting spoke group 339. It can also be understood that the protrusion directions of the spokes 33 in this state are not alternating one by one.

[0071] In one embodiment, as shown in Figure 14, the spokes 33 are multi-curvature spokes 335. Viewed from the axial direction of the elastic seat 3, the extension trajectory of the multi-curvature spokes 335 is a multi-curvature curve. Two adjacent multi-curvature spokes 335 intersect each other and together form an X-shaped spoke 336. The X-shaped spoke 336 in Figure 14 is a curved spoke 33. For example, two multi-curvature spokes 335 can also intersect symmetrically. Viewed from the axial direction of the elastic seat 3, the extension trajectory of the spokes 33 is X-shaped.

[0072] In one embodiment, the cross-sectional profile of the outer tube 31 is circular, elliptical, polygonal, rounded polygonal, or oblong. An oblong shape refers to the profile of an oblong hole (i.e., a long oval hole). For practical application needs, the cross-sectional profile of the outer tube 31 can also be various other irregular shapes, such as a variation of the oblong shape. In this variation, the two parallel line segments of the original oblong shape become non-parallel, forming an angle between each other, and the radii of the two semicircular arcs of the original oblong shape are no longer equal, becoming one larger and one smaller. As shown in Figures 12 and 15, the cross-sectional profile of the outer tube 31 is a rounded rectangle within a rounded polygon, i.e., the outer tube 31 is a rounded rectangular tube 311. Because the elastic seat 3 itself does not participate in rotation, the cross-sectional profile of the outer wall of the outer tube 31 does not necessarily have to be circular. The shape of the elastic seat 3 has fewer restrictions, which is an advantage of the elastic seat 3 in this application.

[0073] In one embodiment, the two ends of the C-shape of the spoke 33 are connected to the outer tube 31 and the inner tube 32, respectively. As shown in Figure 3, within the same hollow hole 34, when the included angles formed by the two ends of the C-shape of the same spoke 33 at the junctions with the outer tube 31 and the inner tube 32 are both acute or both obtuse, the spoke 33 is designated as the first curved spoke 33c. The two ends of the C-shape of the spoke 33 are connected to the outer tube 31 and the inner tube 32, respectively. As shown in Figure 13, within the same hollow hole 34, when the included angles formed by the two ends of the C-shape of the same spoke 33 at the junctions with the outer tube 31 and the inner tube 32 are one acute and one obtuse, the spoke 33 is designated as the second curved spoke 33d. By comparing Figures 3 and 13, it can also be seen that the curvature of the first curved spoke 33c is greater than the curvature of the second curved spoke 33d. The first curved spoke 33c and the second curved spoke 33d have different applications. If two elastic seats 3 each use the first curved spoke 33c and the second curved spoke 33d respectively, and they are both made of the same material, then the first curved spoke 33c is more suitable for scenarios with relatively large loads, while the second curved spoke 33d is more suitable for scenarios with relatively small loads.

[0074] As shown in Figure 13, the unique shape allows the material of the second curved spoke 33d to be harder than that of the first curved spoke 33c, thus expanding the range of materials that can be used for the elastic seat 3. For example, the elastic seat 3 with the second curved spoke 33d can also be made of plastic, not necessarily rubber.

[0075] In one embodiment, the thickness of different portions of the same spoke 33 may be equal or unequal. The thickness of different spokes 33 may be equal or unequal, and the curvature of different spokes 33 may be equal or unequal.

[0076] The spokes 33 include first spokes 331 located on the left and right sides of the inner tube 32 at horizontal angles, and second spokes 332 located on the upper and lower sides of the inner tube 32 at vertical angles. The thickness of the first spokes 331 is not equal to the thickness of the second spokes 332. As shown in Figure 1, the thickness of the first spokes 331 can be greater than the thickness of the second spokes 332.

[0077] In one embodiment, the outer tube 31, inner tube 32, and spokes 33 may each have equal or unequal axial lengths, and the outer tube 31 and inner tube 32 may be arranged coaxially or non-coaxially. If a component participates in rotation, its shape design requires a coaxial arrangement. Precisely because the elastic seat 3 does not participate in rotation, the outer tube 31 and inner tube 32 in the elastic seat 3 do not necessarily need to be arranged coaxially, which further increases the flexibility of the shape design of the elastic seat 3.

[0078] In one embodiment, if the axial lengths of the outer tube 31 and the inner tube 32 are not equal, for example, the axial length of the outer tube 31 can be greater than the axial length of the inner tube 32, and the axial length of the spokes 33 gradually decreases radially inward. Alternatively, the axial length of the outer tube 31 can be less than the axial length of the inner tube 32. This allows the wheel body 4 to maintain a certain distance from the elastic seat 3, so that even if the wheel body 4 is tilted to a certain extent during the force application process, the wheel body 4 and the elastic seat 3 are less likely to interfere.

[0079] The end of the spoke 33 is not perpendicularly connected to the outer tube 31 or the inner tube 32, which ensures that the spoke 33 will tilt to one side when compressed, or straighten along a specified trend when stretched.

[0080] The radius of curvature of the outer wall of the outer tube 31, the radius of curvature of the inner wall of the outer tube 31, the radius of curvature of the outer wall of the inner tube 32, and the radius of curvature of the inner wall of the inner tube 32 gradually decrease. The radius of curvature of the C-shape of the spoke 33 can be smaller than the radius of curvature of the inner wall of the inner tube 32. This ensures the degree of bending of the spoke 33, thereby ensuring that the spoke 33 has a large deformation range under both tension and compression.

[0081] The specific shape of the spokes 33 is usually C-shaped as shown in Figure 1. The C-shape allows the spokes 33 to have a certain degree of curvature, so its deformation and curvature will be carried out in a specified direction. In addition, the shape of the spokes 33 can also be elliptical, semi-elliptical, honeycomb, X-shaped, or similar shapes. The main purpose is to make the spokes 33 and the hollow holes 34 form an alternating structure that is either solid or hollow.

[0082] In one embodiment, along the circumferential bidirectional direction of the elastic seat 3, the two sides of the hollow hole 34 are respectively a concave curved surface 343 and a convex curved surface 344, with the concave curved surface 343 located at a unidirectional position within the same circumference of the hollow hole 34. As shown in Figure 1, the inner wall of each hollow hole 34 is sequentially composed of a first partial surface 341, a concave curved surface 343, a second partial surface 342, and a convex curved surface 344. The first partial surface 341 is a part of the inner wall of the outer tube 31, and the second partial surface 342 is a part of the outer wall of the inner tube 32.

[0083] In one embodiment, as shown in Figure 4, the elastic seat 3 and the inner and outer structures can be fixed by bonding, a one-time molding process such as two-color injection molding, or other mechanical structures. The support arm 2 includes an integral annular sleeve 21 and an extension arm 22. The annular sleeve 21 has a hole 211 inside, and the annular sleeve 21 and the elastic seat 3 can be integrally injection molded. The function of the annular sleeve 21 is to maintain the shape stability of the outer tube 31.

[0084] The manufacturing sequence between the elastic seat 3 and the support arm 2 can be as follows: first, injection mold the support arm 2, then injection mold the elastic seat 3. The support arm 2 has pores that allow the molten elastic seat 3 to enter, so that some material from the elastic seat 3 can enter the pores, achieving mechanical structural restraint. Even without pores, the bond strength between the elastic seat 3 and the annular sleeve 21 of the support arm 2 is relatively high. In this way, the elastic seat 3 and the support arm 2 are manufactured integrally using an injection mold. The support arm 2 can be a relatively high-rigidity plastic part, while the elastic seat 3 can be a relatively low-rigidity plastic part. The two can be heat-fused together, resulting in even stronger stability.

[0085] In one embodiment, the outer wall of the shaft assembly 5 is fixed to the inner wall of the inner tube 32, the shaft length of the shaft assembly 5 is greater than the shaft length of the inner tube 32, and at least one end of the shaft assembly 5 is fitted with a wheel 4. The outer diameter of the wheel 4 is greater than the outer diameter of the outer tube 31, and the outer diameter of the wheel 4 is also greater than the outer diameter of the annular sleeve 21. A bearing is provided between the end of the shaft assembly 5 and the wheel 4, and the wheel 4 has a degree of rotational freedom relative to the shaft assembly 5. The wheel 4 is used for ground rolling, while the elastic seat 3 is not used for grounding.

[0086] In one embodiment, the shaft assembly 5 can be a single, integral optical shaft, or a separate assembly comprising an inner shaft core and an outer bushing 51. The inner shaft core is responsible for assembling with the wheel body 4, and the inner shaft core and the outer bushing 51 are assembled to each other by fasteners. The outer bushing 51 and the inner tube 32 are preferably bonded together or integrally injection molded. The fastener assembly forms of the inner shaft core and the outer bushing 51 include, but are not limited to, threaded assembly, riveted assembly, and snap ring assembly.

[0087] The shaft assembly 5, the elastic seat 3, and the support arm 2 can be fixed as a single unit, thus ensuring the sturdiness of the three components. The rotational freedom of the wheel 4 is achieved by components such as bearings and bushings. The stiffness of the wheel 4 can be greater than that of the elastic seat 3.

[0088] The specific implementation of the wheel body 4 can be as follows: two wheel bodies 4 with an elastic seat 3 between them, forming a double-wheel caster as shown in Figure 6; or one wheel body 4 between two elastic seats 3, forming a single-wheel caster with a forward orientation; or an elastic seat 3 on one side of one wheel body 4, forming a single-wheel caster with an offset orientation as shown in Figure 5. As shown in Figure 6, the centroid of the wheel body 4 can have a fixing hole 41, which can be a through hole such as a stepped hole. A bolt passes through the fixing hole 41 to securely assemble the wheel body 4 with the shaft assembly 5.

[0089] In one embodiment, the top of the extension arm 22 has a mounting hole 221, and the top shell 1 is mounted on the extension arm 22 through the mounting hole 221. The support arm 2 and the top shell 1 have a rotational degree of freedom about the central axis of the mounting hole 221.

[0090] As shown in Figures 4 and 5, taking the caster wheel as an example, the outer wall of the extension arm 22 can also have a flange 222 protruding radially outward, and the top surface of the flange 222 supports the top shell 1.

[0091] In one embodiment, taking a common wheel as an example, i.e., a wheel with only one degree of rotational freedom, when an elastic seat 3 is assembled with a shaft assembly 5, at least one end of the shaft assembly 5 is equipped with a wheel body 4. As shown in Figure 18, only one wheel body 4 is shown. As shown in Figure 19, two wheel bodies 4 are shown. When two elastic seats 3 are assembled with the same shaft assembly 5, it can be as shown in Figure 20, where a wheel body 4 is assembled in the middle of the shaft assembly 5, and one wheel body 4 is located between the two elastic seats 3. Or as shown in Figure 21, a wheel body 4 is assembled at each end of the shaft assembly 5, and the two elastic seats 3 are located between the two wheel bodies 4. The shaft length of the shaft assembly 5 in Figure 21 is greater than the shaft length of the shaft assembly 5 in Figure 19. Figures 18 to 21 illustrate several typical forms of applying the elastic seat 3, and actual applications are not limited to the forms shown in Figures 18 to 21. On the other hand, this application also provides a carrier that uses the above-mentioned elastic shock-absorbing wheel set. The carrier can be a suitcase, the bottom of which is equipped with several elastic shock-absorbing wheels as described in this application. The top shell 1 is fixed to one corner of the suitcase.

[0092] Compared to wheels known to the inventor that rely solely on their hollow structure and material elasticity, wheels with both a hollow structure and elastic material are referred to here as hollow structure shock-absorbing wheels. The performance advantages of the elastic shock-absorbing wheel assembly in this application include:

[0093] First, during the rotation of a hollow structure shock-absorbing wheel, the wheel itself undergoes compression and rebound as an elastic body, resulting in energy consumption and a higher rolling resistance compared to traditional rigid structure wheels. However, the hollow structure (i.e., the perforated hole 34) of this application is located on the axle (i.e., the elastic seat 3). The elastic seat 3 does not rotate, and its compression and rebound are primarily used for energy absorption, with very little ineffective compression and rebound. Therefore, the final rolling resistance is similar to that of traditional rigid structure wheels, and the rolling resistance is controlled within a relatively small range.

[0094] Secondly, hollow structure shock absorbers experience significant deformation under heavy loads and large deformations, causing the contact area with the ground to be flattened and compressed, drastically increasing rolling resistance and affecting the normal operation of the vehicle. In contrast, the elastic shock absorber wheel assembly of this application, even when subjected to loads exceeding the design capacity, with some of the hollow holes 34 almost completely compressed (i.e., the inner tube 32 shifts downwards, causing the outer tube 31 to adhere to the inner tube 32), almost degenerates into a solid elastic body, utilizing the elasticity of the materials of the outer tube 31 and inner tube 32 to provide elastic cushioning. However, the material of the wheel body 4 is not limited; a wheel body 4 with high rigidity can still be used, so the rolling resistance does not change significantly.

[0095] Secondly, hollow shock-absorbing wheels are prone to creep under prolonged, heavy loads of static conditions, eventually becoming unable to fully recover, similar to a car tire that fails after years of parking. If such deformed hollow shock-absorbing wheels continue to be used, because they are no longer perfectly round, they will generate additional periodic vibrations during rolling, which can severely affect the normal use of the vehicle. The elastic shock-absorbing wheel assembly of this application, however, does not produce this periodic vibration. Even under prolonged, heavy loads, only the elastic seat 3 creeps instead of the wheel body 4. Ultimately, at most, the resilience and shock absorption / noise reduction performance of the elastic seat 3 will decrease, but the roundness of the wheel body 4 remains normal, allowing it to roll normally and the vehicle to continue operating normally.

[0096] Finally, to avoid excessive rolling resistance, hollow structure damping wheels require high-resilience elastomer materials. However, the elastic damping wheel assembly of this application has fewer restrictions on the material of the elastic seat 3. The elastic seat 3 can be made of either high-resilience or low-resilience materials. Generally, low-resilience materials offer better energy absorption.

[0097] Compared to conventional spring damping structures known to the inventors, the performance advantages of the elastic damping wheel assembly of this application include:

[0098] Ordinary spring damping refers to a damping structure where a metal compression spring or metal tension spring connects the wheel and axle. Spring damping structures are generally simple and fall into two categories: One includes a swing arm connecting the vehicle and the wheel. The swing arm has a certain oscillation range, and the spring is connected to the swing arm at an angle, applying elastic force to the swing arm's oscillation and thus providing elastic damping. The second type connects the wheel and the vehicle via a straight rod, allowing the wheel to reciprocate linearly along the rod. The spring is either fitted around the rod or arranged parallel to it, providing elastic damping.

[0099] First, because ordinary spring damping structures limit the wheel to oscillating or linear motion, their energy absorption is directional, resulting in poor energy absorption in other directions. In contrast, the spokes 33 of the elastic damping wheel assembly of this application effectively surround the axle assembly 5 360°, thus coping with vibrations in all directions, including lateral vibrations.

[0100] Secondly, the swing arm and straight rod mentioned in the above-mentioned ordinary spring damping structure generally rigidly connect the wheel to the vehicle. In this way, some of the vibration of the wheel during rolling will be transmitted to the vehicle through the swing arm and straight rod. However, in the elastic damping wheel set of this application, the wheel body 4 can be connected to the vehicle only through the elastic seat 3, so the isolation performance between the wheel body 4 and the vehicle is good.

[0101] Finally, the springs in ordinary spring damping systems are generally metal springs. However, the elastic seat 3 in the elastic damping wheel assembly of this application is made of elastic materials such as plastic. Plastic materials have a greater damping loss on vibration than metal materials, thus having a better damping effect.

[0102] Referring to Figures 7 to 9, for example, taking a suitcase as an example, let's assume that wheel set A uses a conventional spring-damped wheel set, and wheel set B uses the elastic damping wheel set of this application. Figures 7 to 9 are comparison charts of noise decibels (dB) for wheel sets A and B when traveling on different road surfaces. The solid line represents wheel set A, and the dashed line represents wheel set B. The horizontal axis of Figures 7 to 9 represents the noise frequency (Hz), and the vertical axis represents the decibel (dB) value. The recorded audio in Figures 7 to 9 underwent spectral analysis, mainly selecting the range from 100Hz to 5000Hz, because the sensitivity of the human ear to vibration noise varies, and this perception depends not only on the noise decibel (dB) level but also on the noise frequency (Hz).

[0103] Figure 7 shows a striped pothole concrete pavement, Figure 8 shows a tile pavement, and Figure 9 shows an asphalt pavement. Among them, striped potholes are pavement with evenly spaced parallel stripes, and are commonly found on the platforms of major train stations.

[0104] As shown in the figure, under the three road surface simulation tests, the noise level of the B-set wheel group was generally lower than that of the A-set wheel group. Particularly in the control test on the striped, potholed concrete road surface, the noise level of the B-set wheel group was significantly lower than that of the A-set wheel group, with a noise reduction of nearly 10 dB. On the tiled road surface, the noise level of the B-set wheel group was close to that of the A-set wheel group, but the B-set wheel group was still several decibels lower than the A-set wheel group. At different frequencies, the noise level of the B-set wheel group was also generally lower than that of the A-set wheel group, especially between 200Hz and 1000Hz, where the noise reduction was particularly noticeable.

[0105] The above embodiments are only for illustrating the technical concept and features of this application. Their purpose is to enable those skilled in the art to understand the content of this application and implement it. They should not be used to limit the scope of protection of this application. All equivalent changes or modifications made in accordance with the spirit and essence of this application should be covered within the scope of protection of this application.

Claims

1. A type of elastic shock-absorbing wheel assembly, characterized in that, include: The elastic seat (3) includes an outer tube (31) and an inner tube (32). The outer tube (31) and the inner tube (32) are integrally connected by a number of spokes (33), and a hollow hole (34) is formed between adjacent spokes (33). Wheel body (4), the wheel body (4) is coaxially fitted with a shaft assembly (5), the shaft assembly (5) passes through the inner tube (32) and is fitted with the inner wall of the inner tube (32), the wheel body (4) has a rotational degree of freedom relative to the elastic seat (3); Support arm (2), which is connected to the outer wall of the outer tube (31), and the support arm (2) can be mounted on the vehicle.

2. The elastic shock-absorbing wheel assembly according to claim 1, characterized in that: The spokes (33) include strip spokes (33a) or derived spokes (33b); The two ends of the strip-shaped spoke (33a) are respectively connected to the outer tube (31) and the inner tube (32), and the space between adjacent strip-shaped spokes (33) naturally forms the hollow hole (34); The elastic seat (3) is perforated in the area from the outer tube (31) to the inner tube (32), the perforation actively forms the hollow hole (34), and the solid of the elastic seat (3) around the perforation naturally forms the derivative spoke (33b).

3. The elastic shock-absorbing wheel assembly according to claim 1, characterized in that: The spokes (33) are multi-curvature spokes (335), and when viewed from the perspective of the axial direction of the elastic seat (3), the extension trajectory of the multi-curvature spokes (335) is a multi-curvature curve.

4. The elastic shock-absorbing wheel assembly according to claim 1, characterized in that: Viewed from the perspective of the axial direction of the elastic seat (3), the extension trajectory of the spokes (33) is C-shaped.

5. The elastic shock-absorbing wheel assembly according to claim 4, characterized in that: In the circumferential direction of the elastic seat (3), the C-shaped protrusions of all the spokes (33) are in the same or opposite directions.

6. The elastic shock-absorbing wheel assembly according to claim 1, characterized in that: Two adjacent spokes (33) with opposite protrusion directions together form an elliptical spoke (334), and the elastic seat (3) contains a plurality of the elliptical spokes (334).

7. The elastic shock-absorbing wheel assembly according to claim 1, characterized in that: Two adjacent spokes (33) with opposite and opposing protrusion directions together form an outward-expanding spoke group (338), and two adjacent spokes (33) with opposite and opposing protrusion directions together form an inward-facing spoke group (339).

8. The elastic shock-absorbing wheel assembly according to claim 3, characterized in that: Two adjacent multi-curvature spokes (335) intersect each other and together form an X-shaped spoke (336).

9. The elastic shock-absorbing wheel assembly according to claim 1, characterized in that: The cross-sectional profile of the outer tube (31) is circular, elliptical, polygonal, waist-shaped or rounded polygonal, and the waist-shaped is the outline shape of an elongated hole.

10. The elastic shock-absorbing wheel assembly according to claim 4, characterized in that: The two ends of the C-shape of the spoke (33) are connected to the outer tube (31) and the inner tube (32) respectively; Within the same hollowed-out hole (34), when the angles formed by the two ends of the C-shape of the same spoke (33) at the junctions of the outer tube (31) and the inner tube (32) are both acute or both obtuse, the spoke (33) is a first curved spoke (33c); and / or The two ends of the C-shape of the spoke (33) are connected to the outer tube (31) and the inner tube (32) respectively; Within the same hollow hole (34), when the angles formed by the two ends of the C-shape of the same spoke (33) at the junction of the outer tube (31) and the inner tube (32) are an acute angle and an obtuse angle, the spoke (33) is a second curved spoke (33d); The curvature of the first curved spoke (33c) is greater than the curvature of the second curved spoke (33d).

11. The elastic shock-absorbing wheel assembly according to claim 1, characterized in that: The spokes (33) include first spokes (331) located on the left and right sides of the inner tube (32) at horizontal level, and the spokes (33) also include second spokes (332) located on the upper and lower sides of the inner tube (32). The thickness of the first spokes (331) is not equal to the thickness of the second spokes (332), and / or the curvature of the first spokes (331) is not equal to the curvature of the second spokes (332).

12. The elastic shock-absorbing wheel assembly according to claim 11, characterized in that: The thickness of the first spoke (331) is greater than the thickness of the second spoke (332), and / or the curvature of the first spoke (331) is less than the curvature of the second spoke (332).

13. The elastic shock-absorbing wheel assembly according to claim 1, characterized in that: The outer tube (31), the inner tube (32), and the spokes (33) each have equal or unequal lengths along their axial direction. The outer tube (31) and the inner tube (32) are arranged coaxially or non-coaxially.

14. The elastic shock-absorbing wheel assembly according to claim 1, characterized in that: The support arm (2) includes a hole (211) that contacts the outer wall of the outer tube (31). The support arm (2) includes an integral annular sleeve (21) and an extension arm (22). The annular sleeve (21) has the hole (211) inside. The annular sleeve (21) is integrally injection molded or glued to the elastic seat (3).

15. The elastic shock-absorbing wheel assembly according to claim 1, characterized in that: The outer wall of the shaft assembly (5) is fixed to the inner wall of the inner tube (32) and mutually restricts the degree of rotational freedom. At least one end of the shaft assembly (5) is equipped with the wheel body (4). The wheel (4) has a rotational degree of freedom relative to the shaft assembly (5). One or both ends of the shaft assembly (5) are movably assembled with the wheel (4) through bearings. The wheel (4) is used for ground rolling, and the elastic seat (3) is not used for grounding.

16. The elastic shock-absorbing wheel assembly according to claim 14, characterized in that: The top of the extension arm (22) has an assembly hole (221), and the top shell (1) is assembled on the extension arm (22) through the assembly hole (221). The support arm (2) and the top shell (1) have a rotational degree of freedom with the central axis of the assembly hole (221) as the axis. The stiffness of the wheel (4) is greater than that of the elastic seat (3).

17. The elastic shock-absorbing wheel assembly according to claim 1, characterized in that: When one of the elastic seats (3) is assembled with the shaft assembly (5), at least one end of the shaft assembly (5) is fitted with the wheel body (4).

18. The elastic shock-absorbing wheel assembly according to claim 2, characterized in that: The inner diameters of the holes are equal or unequal, and the outline of the holes includes circular holes (7) or polygonal holes (8); and / or The outline of the perforation is a regular hexagon, and the derived spoke (33b) is a zigzag spoke (337).

19. A vehicle, characterized in that, Includes the elastic shock-absorbing wheel assembly according to any one of claims 1 to 18.

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