WO2022002285A1 - Vehicle - Google Patents

Abstract

A vehicle, the vehicle being a multi-wheeled vehicle having a front-mounted air pressure reduction device, a rear-mounted air pressure increasing device, internally-mounted wheels that move alternately forward, backward, up, and down, and bottom-mounted elastic tires. The air pressure reduction device is mounted on the front of the vehicle, and the air pressure increasing device is mounted on the rear of the vehicle. On each side of the center line of the vehicle chassis are paired carts that are able to alternately advance on horizontal rails or paired movement systems in which the horizontal rails are able to alternately advance. A load is transferred to the ground by means of the up and down raising and lowering of wheels in vertical rails mounted thereon, and the potential energy required for raising and lowering load wheels is transferred between said wheels. A steering wheel is used to change the direction of the rails in order to turn the vehicle. The tires are elastic bodies made from annular thin-walled tubes. The mode of motive transmission in the vehicle may be mechanical, hydraulic, or pneumatic.

Description

vehicle

CROSS-REFERENCE TO RELATED APPLICATIONS

The present disclosure claims priority based on application number "202010626308.2" filed on July 1, 2020, the entire contents of which are incorporated herein by reference.

technical field

The present disclosure is a brand-new modern energy-saving vehicle.

The present disclosure pertains to land transportation vehicles. In particular, it relates to a front-mounted air pressure decompression device and a rear-mounted air pressure supercharging device, a vehicle with a plurality of built-in wheels capable of alternately moving up and down, front and rear, and lower elastomer tires. It consumes very little energy. It can run on ordinary roads, dirt tracks and snow. It is also possible to crawl on step ramps. It is suitable for all types of wheeled vehicles today. It can also be designed as an all-round vehicle for the disabled.

Background technique

Today's wheeled vehicles, such as automobiles, have a large running resistance on the ground and consume a lot of power. At present, the steel wheels of the rail car have very little running resistance on the rails, and the power consumption is very small. The difference in energy consumption between the two is several times or even more than ten times. However, rail cars require rails, require a large investment, and can only run on fixed rails. Although modern wheeled vehicles have free running routes, no tracks, and small investment, they consume a lot of power. The advantages cannot have both. When driving at high speed, neither of them can overcome its wind resistance and energy consumption very well.

SUMMARY OF THE INVENTION

In one aspect of the embodiments of the present disclosure, a vehicle is provided. Wherein, the vehicle is a multi-wheeled vehicle with built-in front and rear up and down alternately moving wheels; the vehicle has pairs of trolleys that can move forward alternately on horizontal guide rails on both sides of the center line of the vehicle chassis, or pairs of trolleys. The horizontal guide rail itself can move forward alternately; the load is transmitted to the ground through the up and down of the wheels in the vertical guide rail mounted on it; the potential energy required for the lifting and lowering of the load wheel is transferred to each other; the direction of the guide rail is changed by the turntable to realize the steering of the vehicle.

In connection with the above, the vehicle proposed by the present disclosure at least includes the following features:

One of its features is that the front part of the engine compartment and the top of the cab are arranged with a horn device (retracted from front to back). A windward side protruding in front of the car is formed, and the horn device at the rear of the car is input through the airway (expanding from front to rear), so that the high-pressure air in front of the car is sprayed to the low-pressure area behind the car.

The second feature is that on the center line and the left and right sides of the frame chassis, two running modes are provided along the parallel direction of the road: one is to install multiple pairs of trolley running systems that can advance alternately in their respective guide rails; Alternately advancing horizontal rolling guide running system. On the trolley or on one of the rails (hereinafter referred to as the inner rail) device of the horizontal rolling rail, there is a vertical rail running system that can make the wheels move up and down. When one wheel moves upward, the load potential energy can be directly transferred to the corresponding other wheel running downward. Another rail (hereinafter referred to as the outer rail) is fixed on the frame. These two transmission modes can be mechanical, hydraulic or pneumatic. Its power can be an electric motor (including chemical energy and solar cells) or an internal combustion engine.

In the horizontal running system transmission mode of a pair of trolleys, the two trolleys are driven by two flywheels-connecting rods on two protruding shafts of the motor or two crankshaft-connecting rods on a power shaft respectively. It can also be driven by the crankshaft-connecting rod on the piston of the internal combustion engine. The two trolleys can move forward alternately on their respective horizontal rails. Each trolley is also equipped with a vertical rail system that can lift the truck wheels up and down. The load potential energy required to lift the two wheels up and down respectively on the two trolleys can be directly transmitted to each other through mechanisms such as levers or flexible connections. Therefore, only a small amount of additional energy is expended on these mechanisms during wheel up and down.

In the horizontal rolling guide running system transmission, many pairs of precision rolling guide running systems are installed on the frame chassis. One rail system in each pair consists of two parallel horizontal rail guides and balls with cages between the rail guides. One of the two horizontal rail guides is mounted on the chassis of the frame. On one of the inner rail guides is installed a vertical guide rail that can lift the wheels up and down. As mentioned above, the horizontal movement of each inner rail guide can be driven not only by the above-mentioned crankshaft (or flywheel)-connecting rod mechanism, etc., but also by a rack mounted together with the inner rail guide. Each of the two racks forms a pair. Each pair of racks can be driven in forward and reverse directions by cylindrical gears mounted on the chassis of the frame, making them move back and forth. The load on the frame chassis is transmitted to the ground through its horizontal rails and the wheels mounted on the vertical rails. When the two horizontal inner rail guides in a pair advance alternately to the end points, the load wheels on the two vertical rails together with them also need to be lifted up and down. They can be directly transmitted by the spur gear (or bevel gear) mounted on the frame to drive the racks on the two vertical guide rails. During the transmission process, the potential energy of the ascending wheel is directly transmitted to the descending wheel through the gear (or bevel gear). Therefore, the gear also only needs to consume a small amount of additional energy.

In pneumatic and hydraulic, the movement of horizontal and vertical rail system is driven by hydraulic or pneumatic. When the two horizontal guide rails run alternately to the end point, due to the high pressure in the vertical cylinder on the side of the wheel on the ground, before it is released, it can be released to the low-pressure vertical cylinder on the side of the wheel off the ground through a special channel and valve in advance to make it reach quasi-high pressure. Therefore, only a small amount of additional energy is required to be consumed in the repeated lifting and lowering process of the truck wheel.

The third feature is that an elastomer wheel is provided. Its tire is composed of a ring-shaped thin-walled tube. A vent hole may be provided on the annular tube. Use it to replace your existing rubber tires. This kind of elastomer basically does not lose the heat energy generated by internal friction during operation. And it can be elastically loaded. However, it is also necessary to consider that the whole vehicle has an optimal natural vibration frequency design.

The technical solution of the present disclosure is:

A wind resistance reduction system with a front wind pressure reducing device and a rear wind pressure supercharging device, and a multi-wheeled vehicle with built-in wheels that can run alternately front and rear and up and down and lower elastic tires reduce the internal resistance of the wheels. One of its features is that the technical solution of the wind resistance reduction system is that in the high pressure area in front of the vehicle, several groups of flat shrinking horns form a windward surface in front of the vehicle, so that the airflow passes through the air passage and is sprayed to the low pressure area by the expanding horn at the rear of the vehicle. . An internal circulation wind resistance reduction system is formed. It is used to replace the current high-pressure air flow and pass through the external circulation resistance reduction system of the vehicle shape; the second characteristic is that there are multiple pairs on the center line and the left and right sides of the frame chassis along the parallel direction of the road, which can alternately advance in their respective guide rails. The trolley running system or the horizontal rolling guide running system that can move forward alternately. One guide rail system in each pair of horizontal rolling guide rail running systems, including two parallel horizontal guide rails installed along the running direction and their balls and their cages between the two guide rails. Among the two rail guides, the movable one rail guide is hereinafter referred to as the inner rail guide. On the trolley or the inner rail guide, there is a vertical rail running system that can make the wheels move up and down; the load potential energy generated by one wheel that starts to move upward can be directly transferred to the other corresponding wheel that moves downward. Transmission The above-mentioned horizontal and vertical guide rails can be mechanically driven, or hydraulically or pneumatically driven; the third feature is that an elastomer wheel is provided.

Use mechanical transmission of these two guide rails: in the mechanical transmission of the trolley, it can be driven by two symmetrical flywheel-link mechanisms at both ends of the power shaft (such as the motor shaft), so that the wheels on the two trolleys can alternate in their respective guide rails go ahead. On each trolley there is a vertical rail running system that can lift the truck wheels up and down. The energy required for wheel lifting can be directly transmitted to each other through mechanisms such as levers or flexible connections. It can also be directly transmitted by the racks on the two vertical guide rails driven by the cylindrical gear. Here, the vertical guides use rolling guides as much as possible.

In the horizontal rolling guide rail transmission, in addition to being driven by the crank (shaft)-link mechanism, the inner rail guide also needs to be equipped with a rack parallel to the direction of the guide rail. The forward and reverse rotation of the cylindrical gear mounted on the frame drives the paired two racks to make them run alternately back and forth.

The running speed of the vehicle can be increased by directly driving the trolley or the horizontal rolling guide with a small electric motor or the crankshaft-link mechanism of the internal combustion engine. Reduce losses in mechanical transmission. As usual, necessary components such as flywheels, clutches, etc. are also installed in their transmission. to ensure the smooth running of the vehicle.

Use hydraulic or pneumatic transmission of these two guide rails: the principles of pneumatic transmission and hydraulic transmission are similar. The following is an example of hydraulic transmission. The hydraulic cylinders and pipes required for hydraulic installations are directly machined on the frame chassis or otherwise installed. There are pistons and piston rods in the cylinder. These cylinders are generally double-acting cylinders. They are parallel, horizontal or slightly forward in the running direction of the vehicle and are arranged in pairs. The piston rod is hollow. Usually it is a double piston rod. Both ends of the double-out piston rod are connected with a hydraulic device that can move vertically up and down. A wheel is connected to the lower ends of the piston rods in the cylinders of the two hydraulic devices. The liquid in the horizontal hollow piston rod communicates with the liquid in the vertical hydraulic cylinder. Every two adjacent horizontal hydraulic units and four vertical hydraulic units together with them, as well as wheels, valves and pipes, etc., form a "module". In each "module" are generally connected three "three-position four-way reversing valves". The pistons in the two horizontal cylinders in each "module" must move against each other. When one piston moves to one top of the cylinder, the piston of the other cylinder needs to move to the opposite top. In order to achieve this function, two crossed pipes can be connected on both sides of the two horizontal cylinders. Connect the high and low pressure input and output pipes of the oil pump and the oil cylinder to the same side of the two horizontal cylinders through one of the normally open "three-position four-way reversing valves"; the two pairs of vertical cylinders that communicate with the two horizontal hollow piston rods The pressure should be the opposite. When there is high pressure in one pair of vertical cylinders and low pressure in the other pair. To this end, the high and low pressure input and output pipes of the other oil pump and oil cylinder are connected to the two horizontal hollow piston rods through another normally open "three-position four-way reversing valve"; when the two horizontal cylinders and the two pairs of vertical cylinders Before the exchange of high and low pressures, the high pressure in one pair of vertical cylinders must be instantaneously water hammered (liquid) or injected (gas) into the other pair of vertical cylinders to achieve quasi-high pressure. This saves a lot of energy when they are pumped up to high pressure by the oil pump. For this purpose, we can connect two horizontal hollow piston rods with a normally closed "3/4-way reversing valve". There are many such "modules" on the entire frame chassis. For example, in this case of FIG. 8, there are 5 in total. There are 3 on the rear chassis of the frame and 2 on the front turntable.

The operation process of the vehicle is as follows: Assume that the piston in the first horizontal cylinder in a "module" is at the left end of the cylinder and the piston in the second horizontal cylinder is at the right end of the cylinder. At this time, the wheel of the first horizontal cylinder is close to the left end of the cylinder. The wheel of the second horizontal cylinder is near the right end of the cylinder. When the high-pressure liquid of the oil pump is input to the left end of the first horizontal cylinder through a normally open "three-position four-way reversing valve", the high-pressure liquid enters the right side of the second horizontal cylinder through the cross pipe. side. If the liquid in the two vertical cylinders of the second horizontal cylinder is at high pressure, at this time, since the wheel connected with the piston and the piston rod in the cylinder is in contact with the ground, the entire frame and load are supported on these cylinders. on the wheel. At the same time, the horizontal cylinder gradually runs to the right (forward direction) on the precision bearing between the piston rod and the cylinder with the load such as the frame chassis. Ended up running a stroke in the forward direction. At the same time, because the first horizontal cylinder and the second horizontal cylinder are connected, the first horizontal cylinder and its vertical cylinder and wheels also run a stroke forward; The liquid in the two vertical cylinders of a horizontal cylinder is at low pressure, the wheels are off the ground, and there is no friction with the ground, so the high pressure pushes the piston in the cylinder and drives the two vertical cylinders and the wheels to run a stroke forward. Finally, the wheels of the first horizontal cylinder are at the right end of the cylinder relative to their horizontal cylinder position. The wheels of the second horizontal cylinder are at the left end of the cylinder. The two pairs of wheels alternate a position front and rear.

When the pistons in the two horizontal cylinders approach the top of their horizontal cylinders, the controller reverses the three "4/3-way reversing valves" and enters the lower half of the stroke. The two horizontal piston rods and the wheels in their vertical cylinders, etc. start moving again. The frame chassis moved forward another stroke with the load. The "3-position 4-way reversing valve" keeps changing direction, and the vehicle moves forward continuously.

The plane layout of the transmission: the plane layout of the electric transmission, the internal combustion engine transmission and the hydraulic (pneumatic) transmission are the same. Use the area of the frame chassis as much as possible, increase the number of paired transmissions, and distribute them symmetrically. The moments when each pair of wheels touches the ground and lifts off the ground are generally random, but are fixed and distributed at different moments as much as possible to make the vehicle run smoothly. The higher the number of pairs, the smoother the run. It's a snake-like bionic. The smaller the number of pairs, the worse the stationarity. It's a bionic for walking.

A linear rolling guide rail device: This simple guide rail device can be used for horizontal or vertical rolling guide rails in various power transmissions. The core of this device is to provide a "ball cage". When the guide rail is in motion, it keeps all the stressed balls in the guide rail at a fixed linear distance from each other. It has very little rolling friction. Use a long and narrow steel sheet with a thickness of 0.5-1.0mm and a width about twice the diameter of the ball. On the axial centerline, open a hole slightly larger than the diameter of the ball where the ball is placed. On the centerline of the steel sheet shaft, leave a width of 1-2mm at a position that is about 2 times the diameter of the hole from the center of the hole, and cut on both sides of the width in the tangential direction on both sides of the periphery of the hole. The steel sheet is twisted 90 degrees as a cage for the balls, and the balls are placed in this hole. This device neither increases the rolling friction, but also maintains the linear distance between the balls, and is particularly simple. Determine the size, quantity and spacing of the balls according to the length of the guide rail and the force. In the present disclosure, the sections of various rolling guide rails can be composed of 3 or 4 such "rolling cages".

An elastomer wheel: it consists of an axle, spokes, bead seats, tires and wear-resistant rubber. The first three are a rigid body. Where the wheel contacts the ground is the wear-resistant rubber on the tire. The present disclosure designs the tire as an elastic annular thin-walled tube. The thin-walled pipe may be provided with vent holes. Elastomers here refer to materials with high elastic modulus. They include steel and other organic and inorganic materials. The thin-walled tubes made of them do not substantially lose the thermal energy generated by the internal friction of the tire during operation.

Effects of the present disclosure:

It has changed the shape and running mechanism of today's various wheeled vehicles. The vehicle is equipped with an airflow decompression device at the front end and an airflow booster device at the rear end. When the paired wheels are in the process of cross-forward running, the potential energy when the wheels move up and down alternately can be transferred to each other. Tires composed of elastic thin-walled tubes further reduce the internal energy lost due to the compression of the tire as the wheel rotates. Such vehicles can reduce energy consumption exponentially. Fast, long-distance operation using chemical energy cells or solar cells. The vehicle running mechanism is single and repeated, and the cost is low. The pressure of the wheels on the ground is very small, and the wheels run alternately, so they can run quickly and smoothly on various roads.

If we take the floorplan shown in Figure 5a there are 6 modules in the figure. If the desired cruising speed is 60 km/h in 10 seconds, it is recommended to use 6 hp for each motor running horizontally in each module. Running vertically each motor uses 300 watts and the air resistance two exhaust fans use 3 hp each.

If we also add an acceleration motor for starting with a low power of about 1 horsepower on each wheel, the present disclosure will accelerate faster when starting. This also makes it easier to back up. The structure of the wheel of this vehicle is like an electric bicycle, with a powered wheel with an electric motor on the axle.

Description of drawings

Figure 1, 2: Schematic diagram of the operating mechanism;

Figure 3: One of the experimental structures of the schematic diagrams of Figures 1 and 2;

Figure 4: Side view of the gear drive rolling guide structure;

Figure 5a: Schematic layout of the mechanical transmission device;

Figure 5b: Schematic diagram of one-way continuous rotation mechanism in horizontal operation;

Figure 5c: The schematic diagram of the vertical running one-way continuous rotation mechanism;

Figures 6 and 7: The operating principle diagram of two kinds of guide rails of hydraulic (or pneumatic) transmission;

Figure 8: Plan layout of hydraulic (or pneumatic) transmission;

Figure 9a, Figure 9b: structural diagram of linear rolling guide "ball cage";

Figure 10: Schematic diagram of the construction of an elastomer wheel.

specific embodiment

Example embodiments will now be described more fully with reference to the accompanying drawings. Example embodiments, however, can be embodied in various forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of example embodiments to those skilled in the art. The same reference numerals in the drawings denote the same or similar structures, and thus their detailed descriptions will be omitted.

The utility model relates to a multi-wheeled vehicle with a front air pressure decompression device and a rear air pressure supercharging device, a built-in wheel capable of alternately moving forward and backward and up and down, and a lower elastic body tire.

One of the features is that the front wind pressure reducing device and the rear wind pressure boosting device are used to reduce wind resistance. The structure of the front decompression device is as follows: a set of flat horns are installed on the front part of the engine compartment and the top part of the cab to form a windward surface extending in front of the car, so that the entire front high-pressure airflow flows into the horn and passes through the respective air. The channel (or combined air channel) flows into the horn at the rear of the vehicle, and then sprays into the low pressure area behind the vehicle. There is a built-in fan in the airway. Its power varies with vehicle speed. Since the power of the airflow makes it only accelerate the airflow, it has very little power. The bell mouth can be composed of multiple guide vanes or Lava tubes. Their structure and air passages can be designed according to aerodynamic principles. Nanomaterials are coated on their inner walls, and a self-cleaning device with nozzles is installed. Since the present disclosure does not have a huge engine and does not have too many power batteries, it is possible to have enough space to open up the above-mentioned airway and its required equipment. As shown in diagrams 5a and 8, W is the fan, T is the horn, D is the guide vane or Lava tube, I is the annular nozzle and v is the air passage. The second feature is that on the center line of the frame chassis and its left and right sides, along the direction parallel to the road, there are multiple pairs of trolleys or horizontal rolling guide rails that can move forward alternately. In the vertical direction connected with them, there is a vertical rail running system that can move the wheels up and down. The load potential energy generated by an upward moving wheel can be directly transferred to the corresponding downward moving wheel through mechanisms such as levers, soft links or gears. Its horizontal and vertical transmission can be mechanical, hydraulic or pneumatic. Its power can be chemical energy cells, solar cells or direct drive from internal combustion engines. A third feature is that an elastomer wheel is provided.

Among them, the so-called elastic body can be understood as the elastic deformation mainly occurs when the force is applied. When the external force is removed, the material can be basically restored to its original state. Since the present disclosure is made of thin-walled high-elasticity pipes, compared with the existing wheels, the generation of internal frictional heat energy can be greatly reduced during operation, thereby greatly improving the driving efficiency. However, due to the reduced damping coefficient of such tires, it may cause a little vibration of the car. However, considering that the amplitude of the tires is very small and the overall support of the car has increased from the original four to the existing ten or more, when the whole vehicle vibration reduction system is adjusted and designed, the expected car can have better performance than before. Operational stability.

Figures 1 and 2: Schematic diagrams of the guide rail running mechanism of the present disclosure: all numbers in Figure 2 are the same as Figure 1, and the running direction is shown by the arrow. 101 in the figure is the frame chassis. The two flywheels on the shafts at both ends of the motor drive the two connecting rods 102 and 103 to drive the two trolleys 104 and 105 respectively. They run in the forward direction in their respective rails in the chassis of the frame. The outer sleeves 106 and 107 are fixed vertically on the trolley. Uprights 108 and 109 can move up and down within the outer sleeve. Wheels 110 and 111 are mounted on the lower ends of the uprights, respectively. Rollers 112 and 113 are installed on the upper end of the column. Compression springs 114 and 115 are installed outside the column. Their upper ends are in contact with the lower ends of the roller brackets, and the lower ends are in contact with the upper ends of the outer sleeves. Sleeve locks 116 and 117 mounted on the small shaft of the column can connect or disconnect the outer sleeve and the column to each other. In addition, small pulleys 118 and 119 are installed on the small shaft at the upper end of the outer sleeve. When the lock hook of the sleeve lock 116 is lowered to the lower side of the small pulley, the sleeve lock can connect the upright column and the outer sleeve into one body. When the lock hook of the sleeve lock 117 rises to the top of the small pulley, the upright column can freely move up and down in the outer sleeve.

Here's how the trolley and rail mechanism works: Let's first assume that neither wheel 110 nor 111 touches the ground. On the frame 101, when the motor drives the two links 102 and 103 to move half a circle, the trolleys 104 and 105 reciprocate symmetrically by equidistant 2R on the left and right of the center O of the cross bar 123. R is close to the flywheel radius. If we assume that the wheel 110 is lowered to the ground and the wheel 111 is lifted off the ground, during operation, the frictional force in the guide rail of the cart 104 on which the wheel is mounted is increased due to the load on the wheel 110. This frictional force is much greater than the frictional force in the guide rails of the cart 105 with unloaded wheels. Because the frictional force of the two wheels in their guide rails is very different, when the flywheel drives the connecting rod to make half-cycle motion, it is pulled by the connecting rod 102, so that the frame chassis with the motor is loaded with a load, which overcomes the trolley 105 in the guide rail. The friction force moves towards the ground wheel. As shown in the figure, a distance of 2R has been moved in the forward direction. Since the guide rail is a high-precision rolling guide, its actual friction force is about a thousandth of the load. The power required by the electric motor is very small. At the same time, when the trolley 105 moves forward a distance of 2R with the wheels 111 and the motor mounted on the chassis of the frame, the rotation of the flywheel also drives the connecting rod 103, so that the trolley 105 moves forward a distance of 2R. Relative to the trolley 104, the trolley 105 has moved forward a total distance of 4R. Originally, the trolley 104 was ahead of the trolley 105 by a distance of 2R. Now, on the contrary, the trolley 105 is ahead of the trolley 104 by a distance of 2R. The two cars crossed a position in front and back. Therefore, at the end of the first half cycle of the flywheel rotation, the wheels of the two trolleys exchanged a position forward and backward. At the same time, the frame chassis moved forward a distance of 2R with the load. Before the start of the second half cycle, as long as the two wheels are on the ground, the chassis of the frame can move forward 2R distance with the load. As mentioned above, only when the two wheels are on the ground and off the ground are interchanged, the frame chassis can keep running forward with the load.

Below we will describe the principle of the wheel lift mechanism:

In FIG. 1 (also refer to FIG. 3 ), we now assume that the wheel 111 of the cart 105 is on the ground, and the wheel 110 of the cart 104 is off the ground and the two gradually approach the top left and right, respectively. At this time, the roller 112 on the wheel 110 starts to contact the inclined surface 122 installed on the frame. The ramp compresses the roller, which gradually compresses the spring 114 and moves the wheel 110 gradually downward through the column 108 . At the same time, the cross bar 124 on the column 109 gradually approaches the stopper 120 mounted on the frame, so that the sleeve lock 117 gradually disengages from the small pulley 119 previously hooked with it. At the moment before the separation, the wheel 111 is subjected to the reaction force of the ground, which makes it move up rapidly along the outer sleeve 107 together with the column 109 and release a large amount of load potential energy (we should note that the wheel 111 is in the ground state before moving upward. At this time, the sleeve lock 117 and the small pulley 119 are mutually locked). At the same time, the previously compressed spring 115 also releases its potential energy. These energies are transmitted from the wheels 111 to the wheels 110 through the rails 123 mounted on the frame. The wheels 110 are brought into contact with the ground and gradually support the load on the chassis of the frame. At the same time, the inclined plane 122 compresses the column 108 to further load the wheel 110. Finally, the guide rail lock 116, under the action of the tension spring 121, locks the column 108 on which the wheel 110 is mounted and the roller 118 on the outer sleeve 106 mounted on the trolley. live. When this process is over, the flywheel starts the second half cycle with the connecting rod. Figure 1 just shows the state of the wheel at the end of the first half of the cycle and the beginning of the second half of the cycle. Actually, the wheel 111 does not leave the ground, but just floats and rolls on the ground.

Figure 3, the test device of the schematic diagram of Figures 1 and 2: it is a part of the formal diagram of the structure of the test vehicle of the present disclosure. All numbers in the figure are the same as those in Figures 1 and 2. 322 in the figure is a roller in the vertical frame 126 fixed on the frame 101. The number “322” no longer refers to the same structure as the number “122” in FIG. 1, but instead of the inclined surface 122 in FIG. 1 effect. 125 in the figure is a compression spring for adjusting the preload. 127 in the figure is a spherical rolling bearing to improve the energy transmission efficiency of the cross bar 123 . 128 in the figure is a one-way ratchet.

When the alternating frequency of the up and down movement of the wheel is consistent with the natural frequency of the column, crossbar and other devices, the energy transfer efficiency is the highest, and this state is designed as the cruising speed of the vehicle.

Fig. 4 is a side view of the mechanism of the wheel moving forward and backward and up and down in the gear transmission of the present disclosure: its main body is an outer rail guide 401 integrated with the frame chassis. The auxiliary power transmission shaft 402 is directly connected with the fan gear 403 . The fan gear meshes with the rack 405 on the upper sleeve 404 . A shaft 406 is fixed in the upper sleeve 404 . Wheels 407 are mounted under the axle. The wheel structure is like the wheel of an electric bicycle. It itself has a small motor (not drawn in the picture) that can be reversed. A rack 409 is mounted on the upper end of the lower sleeve 408 which can move up and down outside the shaft 406 . The rack meshes with the spur gear 410 . A rolling inner rail guide 411 is mounted on the lower end of the lower sleeve 408 . The inner rail can move back and forth in the outer rail 401 . The main power 412 that enables the vehicle to move forward is connected to the gear 410 through the shaft 413 . 414 is the "ball cage" between the vertical and horizontal rolling guides.

Its operation process is as follows: Assume that the left wheel is at the rear end (outside of the paper) in the forward direction of the car (inside the paper) and the right wheel is at the front end (inside the paper). When the sector tooth 403 rotates clockwise by an angle, the upper left sleeve 404 with its wheels 407 moves up a certain distance with the chassis of the frame as the guideline. At the same time the right wheel moved down a certain distance. Assuming that the left wheel is unloaded and lifted off the ground, the elastic deformation potential restored when the wheel lifts off the ground can help the fan gear to rotate, so that the right wheel moves down to compress and bear the load. At the end of the load on the right wheel, the "socket lock" (not shown) installed between the upper and lower sleeves 404 and 408 locks the upper and lower sleeves. The wheels in the right upper sleeve 404 are prevented from moving freely relative to the lower sleeve 408 . At this time, if the power 412 drives the spur gear 410 through the shaft 413 and rotates counterclockwise once, the gear 410 will move forward with the frame chassis relative to the position of the wheel on the right side, and the moving distance is the circumference of the gear pitch long. At the same time, driven by the gear 410, the left rack with the wheel off the ground moves forward twice the distance of the former, that is, twice the pitch circumference of the gear, relative to the wheel on the ground. At this time, the left and right wheels are relative to the frame chassis, and their front and rear positions are exchanged. When they reach the end, the stopper (not pictured) pushes open the socket lock (not pictured) on the right side to unlock it. The elastic reaction force of the wheel after the right wheel is unlocked and the auxiliary force of the reverse rotation of the fan gear 402 make the left wheel touch the ground to be loaded and locked with the lower sleeve by the sleeve lock. Then the shaft 413 rotates in the opposite direction, and the chassis chassis and the right wheel move forward by twice the pitch circle diameter of the gear. The two power shafts 402 and 413 continuously rotate forward and reverse in turn. Under the control of the iron stop travel switch, the sleeve lock is continuously locked and unlocked, and the vehicle continues to move forward. The function of the sector gear 403 in the figure is equivalent to the connecting rod 123 in FIG. 1 . In the actual structure, the fan gear must have auxiliary power. The auxiliary power to load the wheel by the connecting rod 123 in the schematic diagram 1 is now provided by the inclined plane 122 compressing the roller 112 .

Only the positive and negative rotation of the bevel gear shaft can make the rack and wheels driven by it move up and down. However, the speed of the bevel gear shaft rotating in the forward and reverse directions cannot be very high. Similarly, the gear 410 that needs to rotate in the forward and reverse directions cannot make the horizontal running speed very high. The final speed is also not very fast.

Fig. 5a, the present disclosure provides a schematic plan view of a gear transmission device: Fig. 5a is a plan view of the entire vehicle arranged with the gear-rack mechanism in Fig. 4 . There are 6 pairs of transmissions in the figure. They are divided into two parts, the rear part of the car is the main part of the power transmission, the front part is the steering and power supplementary part, they are symmetrically installed on both sides of the center line of the frame chassis.

Steering of the car: In this picture, the two pairs of transmissions in the front of the car are respectively mounted on two spur gears, which are then mounted on the chassis of the frame. The two gears then mesh with a steering gear between them. The direction of movement can be changed by turning the steering gear. Normally, they provide auxiliary power. Reversing is realized by the forward and reverse rotation of the small motor that comes with the wheel. As shown in this figure, 507 is a wheel with its own motor, 508 is a lower sleeve, 509 is a rack and 510 is a cylindrical gear.

Figure 5b is a schematic diagram of a one-way continuous transmission mechanism in horizontal operation, and Figure 5c is a schematic diagram of a one-way continuous transmission mechanism in vertical operation.

As shown in Fig. 5b, the motor drives the all-tooth spur gear C, C then meshes with a reverse all-tooth spur gear E, and C and E then drive two intermittent gears A and B, respectively. Intermittent gears A and B mesh with two full-tooth spur gears F and G, respectively. F and G then drive all-tooth cylindrical gears H and I, respectively. H and I are a pair of all-toothed gears with intermittent transmission in two opposite directions. They then drive a pair of horizontally running racks D respectively. In this figure, H and I are the pair of gears 510 in Figure 5a.

In this figure, only two gears A and B are intermittent gears. The number of their intervals is determined in this way. When the transmission of the A wheel stops, the B wheel does not immediately drive. It is also necessary to wait for the completion of the half cycle of vertical operation before the B wheel can start to drive. The C wheel can also be a flywheel.

As shown in Fig. 5c, the structure of the bevel gear 403 in Fig. 4 is changed to be replaced by a mechanism in which a pair of bevel gears drives the two connecting rods and the slider C respectively. The two bevel gears are full-tooth bevel gears. One-way ratchets B are installed on their shafts. One ends of the two connecting rod shafts slide in the crescent-shaped grooves A on the bevel gear respectively. The pair of bevel gears are then meshed with them by a larger segmented intermittent bevel gear. The intermittent bevel gear is at the same time an inertia flywheel. Its diameter is several times larger than the smaller bevel gears on both sides. The number of intermittent teeth is determined by the half-cycle time of horizontal operation. In the left picture, when the slider (vehicle weight) descends, its 1, 2, and 3 positions (at this time, the positions of the connecting rod shafts are ①②③, respectively) are the falling motion of the vehicle weight. At this time, if the speed of the pinion bevel gear is lower than the speed of the falling body, the half-moon alveolus can make the slider fall without being affected by the slowing down of the wheel speed. B in the figure is a ratchet. When the slider C (vehicle weight) rises from position 3 to positions 4 and 5 (the corresponding connecting rod shaft positions are ④⑤), the ratchet can prevent the bevel gear from rotating in the opposite direction. The actual positions of the two full bevel gears on the left and right of this figure are face to face. They are driven by a large intermittent bevel gear in the middle. Due to the push of the additional power of the slider (vehicle weight) and the intermediate bevel gear, when the slider C on the left drops from position 1 to 3, they drive the connecting rod on the right bevel gear through the intermediate bevel gear, making it The slider is reversely raised from position 1 to position 2 and 3. Thereafter, the large bevel gear is in a toothless state. A pair of pinion bevel gears stop rotating. At this time, the horizontal running mechanism is in working state. When the horizontal operation ends, the large bevel gear enters the working state with teeth. This cycle makes the car work continuously.

As can be seen from the above, the mechanism can make the vertical and horizontal running motors only need to rotate in one direction. So the speed can be very fast. The speed is also fast.

Figures 6 and 7, the operating principle diagrams of two kinds of guide rails of hydraulic or pneumatic transmission: each pair of hydraulic (or pneumatic) operating systems includes two sets of hydraulic (or pneumatic) devices. These are: double-acting horizontal cylinders 601, 602, which are integrally machined or otherwise mounted on the chassis, and pipes 603, 604, 605, and 606, which are also fixed. There are horizontal pistons 608 and 609 and horizontal piston rods 610 and 611 in the two cylinders respectively. The piston is fixed in the center of the piston rod. These cylinder bores are arranged horizontally in the running direction of the vehicle. The piston rod is hollow. The piston rod and the pipe are orbits for each other. There is a seal between them. In the figure, two ends of the piston rod are doubled out, and each end is respectively connected to a vertical cylinder 612, 613, 614, and 615 that can move vertically up and down. A small wheel 620, 621, 622, and 623 is connected to the lower ends of the vertical piston rods 616, 617, 618 and 619 in these cylinders, respectively. The liquid in the left side of the two horizontal hollow piston rods is in communication with the liquid (or gas, the same below) in the vertical cylinder. The right sides of the two horizontal hollow piston rods communicate with pipes 624 and 625 respectively. Since the outer diameter of the pipe is smaller than the inner diameter of the horizontal hollow piston rod, the liquid between them is also communicated. The pipes 624, 625 are installed coaxially with the hollow piston rods 610, 611, respectively. There is a sealing ring between them. The pipe can also be replaced by other means such as the direct connection of the retractable hose to the hollow piston rod. The state of the front view 7 corresponds to the cylinder bore 602 in FIG. 6 .

We refer to the pair of hydraulic operating systems described above as a "module". Also included in each "module" are three "4/3-way reversing valves" 626, 627 and 607. Rotary valve type valve is shown in the legend. The first two are normally open valves. Their function is to transport the high-pressure liquid output by the oil pump to one side of the two horizontal cylinders, and then return the low-pressure liquid from the other side of the cylinder to the oil tank. The two valves can be rotated 90 degrees in turn in the same direction. During the 90-degree conversion process, the passage is first cut off at about 45 degrees, and then the high and low voltages are switched at 90 degrees. The third valve is normally closed. It is connected with two horizontal hollow piston rods through pipes 624, 625. Its function is to transport the high and low pressure liquids in the oil pump and the oil tank to the two pairs of vertical cylinders respectively. It also works in a 90 degree loop. During the 90-degree conversion process, it is instantaneously connected at about 45 degrees, and then cut off at 90 degrees. Valve 607 is connected in parallel with valve 627. The above three valves can be combined into a whole. They can be replaced by spool type or other forms of valves.

As shown in Figures 6 and 7, the oil pump is delivering fluid to the "module". The high-pressure and low-pressure liquids input and output by the oil pump and the oil tank are respectively transported to the same side of the two horizontal cylinders through the "three-position four-way reversing valve" 626 . The inflow path of the high pressure liquid is as follows: it flows into the left side of the cylinder 601 through the pipe 603 and then flows into the right side of the cylinder 602 through the pipe 605 . The outflow path of the low-pressure liquid is: the liquid on the right side of the cylinder barrel 601 enters the left side of the cylinder barrel 602 through the pipeline 606, and then is discharged from the valve 626 through the pipeline 604; A four-way reversing valve" 627 and pipe 625 flow into the horizontal hollow piston rod 611 and its vertical cylinders 614 and 615. Their liquids are under high pressure. In FIG. 6 , the liquid in the horizontal hollow piston rod 610 and its vertical cylinders 612 and 613 is discharged from the valve 627 through the pipeline 624 . Their liquids are in a state of low pressure.

These two guide rails operate as follows: in Figures 6 and 7, when the high-pressure liquid passes through the valve 627 through the pipeline 625 and pushes the two vertical cylinders 614, 615 of the cylinder 602, the vertical piston rods 618, 618 and 615 in the cylinder are made to move. 619 descend with their wheels 622, 623 respectively to touch the ground and bear the load of the car. When the pair of wheels is loaded, the high pressure on the right side of the cylinder tube 602 pushes the cylinder tube 602, and gradually slides the piston in the forward direction with the load on the frame chassis (the cylinder tube is installed on the frame chassis) One stroke of , as indicated by the arrow below the cylinder 602 in FIG. 6 . At this point, as shown in FIG. 7 , its cylinder 602 has moved forward one stroke and is close to the vertical cylinder 615 in FIG. 6 . In FIG. 7 , the piston 609 in the cylinder 602 is close to the right side of the cylinder, which means that the cylinder is in the starting state. At the same time, because the vertical cylinders 612 and 613 on the horizontal piston 608 are at low pressure, the wheels 620 and 621 are lifted, so that the wheels float on the ground, and the wheels lose friction with the ground. The high pressure on the left side of the horizontal cylinder 601 pushes the piston 608, along with the two vertical cylinders 612, 613 on the piston rod 610, and the two wheels 620, 621 also move one stroke in the forward direction (right). Because beforehand the cylinder 601 has moved one stroke of the piston along with the cylinder 602 on the same frame. Therefore, the wheels 620, 621 move a total of two strokes of the piston relative to the wheels 622, 623. As shown by the doubled arrow below the piston rod 610 in FIG. 6 . In this way, the wheels in the two pairs of vertical cylinders are swapped front and rear. When the piston 608 approaches the top of the horizontal cylinder 601, the controller (not shown in the figure) makes the three "three-position, four-way reversing valves" 626, 627 and 607 simultaneously rotate 90 degrees in the same direction. Before the "three-position four-way reversing valves" 626 and 627 exchange high and low pressure, when they rotate about 45 degrees, the valve 607 has also rotated 45 degrees, and the pipes 624 and 625 are suddenly opened by the valve. It was cut off by the valve after the moment of opening. At the moment of opening, the high-pressure liquid in the two vertical cylinders 614 and 615 is rapidly water hammered (liquid) or injected (gas) into the two vertical cylinders 612 and 613 at low pressure through the valve. put them in a quasi-high pressure state. This minimizes the energy consumption required to replenish the cylinders 612, 613 to high pressure later. Then, when the above three valves are rotated to 90 degrees, the high and low pressures in the pipes 603 and 604 and the high and low pressures in the pipes 624 and 625 are exchanged. And valve 607 has been closed. Sufficient pressure is maintained in vertical cylinders 612 and 613 in cylinder 601 . put the load on their wheels. At the same time, the vertical cylinders 614 and 615 in the cylinder 602 only hold a very low pressure, so that the wheels are unloaded and floated on the ground. A ground-loaded wheel increases friction with the ground. The cylinder 601 also moves one piston stroke in the forward direction with the vehicle's chassis and its load. For the other horizontal cylinder 602, the high and low pressures on both sides of the piston in this cylinder are opposite to the previous stroke. So as above, the wheel in the cylinder 602 also moves forward by two piston strokes. The wheel positions in the last two pairs of vertical cylinders are swapped back and forth. During the operation of the vehicle, the relative position of the horizontal piston rod in its cylinder keeps changing, the valve controlled by it keeps closing and opening, and the vehicle keeps moving forward. In the actual structure, the vertical cylinder and its piston may not be perpendicular to the ground but have a small forward inclination angle, which can reduce the impact force of the vehicle and also play a role in acceleration. They are bionic "skating sports".

If the high and low pressure of the normally open "three-position four-way reversing valve" 626 and 627 are interchanged and the valve 607 is rotated 90 degrees, the reverse operation can also be realized.

Here is an important reminder: As mentioned above, when the high pressure in a pair of vertical cylinders instantly water hammers into another pair of low-pressure vertical cylinders, the faster the flow rate, the higher the quasi-high pressure obtained. The higher this pressure, the less pressure is required to replenish the pair of wheel cylinders later. The less energy the vehicle consumes. Therefore, the components in the pipeline must be carefully designed according to the principles of fluid mechanics.

Figure 8. Plane layout of two types of guide rails, hydraulic or pneumatic: In the figure, 5 "modules" are arranged on the entire chassis. Two of them are at the front of the chassis, and they are mounted on two turntables with spur gears. Turn the steering gear in the center where they mesh to change the direction of the vehicle. In order to make the vehicle run more smoothly, during the debugging process, the position of the piston in the horizontal cylinder of the 5 "modules" in this example should be at different positions in the cylinder, so that the wheels in each "module" have different ground clearance and landing. time. But in actual work, the time of each wheel's lift off and landing can be random, or it can be designed to be uniform and fixed. The right number of "modules" makes for smooth running. They bionic "snake crawling". In this figure, 801 and 802 are horizontal cylinders. They correspond to 601 and 602 in FIG. 7 .

Figures 9a and 9b, the structure of the linear rolling guide of the present disclosure: two kinds of rolling guides subjected to force in the present disclosure, such as the horizontal guide rail and the vertical guide rail in Figure 4 . The core of these two rolling guide devices is to provide a "ball cage" 914. As shown in Figures 9a and 9b, a long and narrow steel sheet with a thickness of about 1.0 mm and a width of about twice the diameter of the ball is opened with a hole slightly larger than the diameter of the ball at the position where the ball is placed on the centerline of the steel sheet. On the center line of the steel sheet shaft, leave a width of 1-2 mm at a position that is about 2 times the diameter of the hole from the center of the hole. The open steel sheet is twisted 90 degrees and acts as a cage for the balls. Put the ball in this hole, when the guide rail is in motion, it keeps all the balls under force in the guide rail at a fixed distance from each other. This device not only reduces rolling friction, but also maintains the distance between the balls. Determine the diameter, number and hole center spacing of the balls according to the length of the guide rail and the size of the force.

In Figure 5, three "ball cages" are placed on the two horizontal guide rails and the two vertical guide rails. This rolling guide structure is suitable for both mechanical transmission and pneumatic, hydraulic or internal combustion engine transmission.

FIG. 10 , the wheel provided by the present disclosure: it is an elastomer: it consists of an axle 1001 , spokes 1002 , bead seats 1003 , tires 1004 and wear rubber 1005 . The first three are a rigid body. The contact point between the wheel and the ground is the wear-resistant rubber 1005 on the outside of the tire. The present disclosure designs tire 1004 as a toroidal thin-walled tubular elastomer. Air holes 1006 may be opened on the annular body. This kind of elastomer basically does not lose the heat energy generated by internal friction during operation, and it can also elastically support.

While the present disclosure has been described with reference to several exemplary embodiments, it is to be understood that the terms used are of description and illustration, and not of limitation. Since the present disclosure can be embodied in various forms without departing from the spirit or spirit of the disclosure, it is to be understood that the above-described embodiments are not limited to any of the foregoing details, but are to be construed broadly within the spirit and scope defined by the appended claims Therefore, all changes and modifications that come within the scope of the claims or their equivalents should be covered by the appended claims.

Claims (12)

1. A vehicle, wherein the vehicle is a multi-wheeled vehicle with built-in front and rear up and down alternately moving wheels; the vehicle has pairs of trolleys or trolleys that can alternately advance on horizontal guide rails on both sides of the center line of the vehicle chassis. There is a running system in which pairs of horizontal guide rails can move forward alternately; the load is transmitted to the ground through the up and down lifting of the wheels in the vertical guide rails mounted on it; the potential energy required for the lifting and lowering of the load wheels is transmitted to each other; the direction of the guide rail is changed by the turntable to realize the vehicle steering .
2. The vehicle according to claim 1, the two wheels on each pair of trolleys can advance alternately in respective horizontal guide rails, and a vertical guide rail running system with wheels is installed on each trolley; the wheels are power wheels, A fast micro-motor is also installed on the axle; alternatively, each horizontal rail running system includes two pairs of horizontal rolling rails installed in parallel in the running direction, with a cage between the two rails in each pair of rolling rails The balls roll in between, and on one of the rails, defined as horizontal inner rails, is installed a vertical rail running system with wheels, powered wheels, and a fast micro-motor on the axle.
3. According to the vehicle according to claim 2, the alternating movement of the trolley or the horizontal inner guide rail is driven by an electric motor or an internal combustion engine through a flywheel-clutch, a crank-connecting rod; Driven by racks on the rack; alternatively, the alternating movement of the trolley or horizontal inner rail is driven by a hydraulic or pneumatic piston-piston rod.
4. According to the vehicle according to claim 3, when the alternating movement of the trolley or the horizontal inner guide rail is driven by rack-pinion in the horizontal direction and the vertical direction, in the movement direction, the rack is parallel to the corresponding guide rail direction; a pair of horizontal direction The horizontal rack or a pair of vertical racks in the vertical direction are respectively driven forward and reverse through a sector gear or cylindrical gear, or are driven in the same direction through a pair of combined gears.
5. According to the vehicle according to claim 3, the horizontal and vertical rail running system is driven by hydraulic or pneumatic, along the horizontal direction parallel to the road, or the direction with a forward inclination angle with the horizontal direction, and a pair of hydraulic Cylinder barrel and pipeline; two hydraulic cylinder barrels are arranged side by side, the hydraulic cylinder barrel has a piston and a piston rod, the hydraulic cylinder barrel is double-acting, the piston rod is hollow, and the two ends of the piston rod extending out of the hydraulic cylinder barrel are , each end is connected to a hydraulic device and a wheel that can move vertically up and down, each horizontal hollow piston rod is in communication with the liquid in its pair of two vertical cylinders, a pair of horizontal hydraulic cylinders and their Two pairs of vertical hydraulic devices and wheels, etc. together form a module. In each module, the pistons in the two horizontal cylinders run in opposite directions. When the piston in one of the cylinders is at the front of the cylinder, the other cylinder The piston in the barrel is at the rear end, and the two cross pipes are respectively connected with the front and rear ends of the two horizontal cylinder barrels.
6. The vehicle according to claim 5, the oil pump, the oil cylinder and the two horizontal cylinders are communicated through a normally open three-position four-way reversing valve, and two pipes at one end of the three-position four-way reversing valve are connected to the oil pump It is connected with the oil cylinder, and the two pipes at the other end are respectively connected with the same end of the two horizontal cylinders; the liquid pressures in the two pairs of vertical cylinders connected with the two horizontal hollow piston rods are opposite, and when one of them is under high pressure, the other is under high pressure. A pair of three-position, four-way reversing valves are connected in parallel between the two hollow piston rods, the oil pump and the oil cylinder. Before the exchange, the high pressure in one pair of vertical cylinders instantly squeegees liquid or injects gas into the other pair of vertical cylinders at low pressure, so that the latter reaches quasi-high pressure, so as to reduce the pressure in the two pairs of vertical cylinders. The energy consumption required to replace the high and low pressure, a normally closed three-position four-way reversing valve is connected in parallel between the two horizontal hollow piston rods. The above three three-position four-way reversing valves form a whole. During the constant displacement between the two end points in their respective horizontal cylinders, the controller makes the three three-position four-way reversing valves continuously change direction, and the vehicle continues to move forward.
7. According to the vehicle according to claim 2, the guide rail in the vertical guide rail running system with wheels adopts rolling guide rail; The other descending wheel of the machine is transmitted by hard connection, soft connection or rack, as well as hydraulic, pneumatic and other transmission mechanisms.
8. According to the vehicle of claim 1, there are one or more pairs of horizontal guide rail running systems at the front of the frame, the guide rail running systems are arranged on the turntable, and the vehicle is turned by rotating the turntable.
9. The vehicle according to claim 1, wherein the vehicle is a front air pressure decompression device and a rear air pressure supercharging device; in the vehicle, the front air pressure decompression device causes an airflow drop in front of the vehicle Press the windward side, and through the air passage, the fan and the pressurizing device at the rear of the vehicle, the rear of the vehicle forms an airflow pressurized exhaust surface.
10. The vehicle according to claim 9, a flat horn device is provided in the front and the rear of the vehicle, the horn device is communicated with the air passage in the vehicle body, and a fan is arranged in the air passage, so that the air flow formed in front of the vehicle is reduced in pressure The windward side and the rear of the vehicle form a boosting and exhausting surface; the horn device is equipped with a deflector or a Lava tube; the inner wall of the air channel is coated with nanomaterials, and a self-cleaning device is arranged.
11. The vehicle of claim 1, wherein the wheels are four or more elastomeric wheels all made of annular thin-walled tubes.
12. The vehicle according to claim 11, which is a multi-wheeled vehicle with under-mounted elastomer wheels; the wheel comprises an axle, spokes, a bead seat and a tire, the tire being an annular thin-walled tubular elastomer with air holes , it is attached with wear-resistant rubber where it contacts the ground.

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