Non-slip wheel and vehicle

Abstract

The application relates to the field of wheel anti-skid technology, in particular to an anti-skid wheel and a vehicle, the anti-skid wheel comprising a tire, a wheel rim and a plurality of anti-skid mechanisms arranged in the wheel rim, the plurality of anti-skid mechanisms being arranged along the circumference of the wheel rim; each anti-skid mechanism comprises a support, an anti-skid part, a moving part, a fixing shaft and a connecting rod; the support is fixed to the wheel rim; the moving part can move along the support, and the fixing shaft is fixed to the support; the two ends of the connecting rod are movably connected with the anti-skid part and the moving part respectively, and the middle part of the connecting rod is movably connected with the fixing shaft; the moving part can move along the support, drive the anti-skid part to rotate around the fixing shaft, and make one side surface of the anti-skid part tightly contact the outer side surface of the tire; the other side surface of the anti-skid part is provided with anti-skid lines. According to the anti-skid wheel and the vehicle, the problem that the existing vehicle is difficult to travel in the case that the road surface is very slippery in ice and snow weather or in a muddy road section during the traveling process is solved.

Description

Technical Field

[0001] This application relates to the field of wheel anti-skid technology, and in particular to an anti-skid wheel and vehicle. Background Technology

[0002] During the journey, vehicles inevitably encounter complex road conditions, which can make it difficult for them to move.

[0003] For example, in icy and snowy weather, the road surface is very slippery, making it difficult for vehicles to move. Especially when the road surface is icy on uphill sections, vehicles are very likely to lose traction and skid, which can lead to traffic accidents.

[0004] For example, on muddy roads, if a vehicle gets stuck in the mud, the wheels are likely to spin and slip, making it difficult to get out. Summary of the Invention

[0005] The purpose of this application is to provide an anti-skid wheel and vehicle, thereby solving the problem that existing vehicles have difficulty moving when the road surface is slippery or muddy in icy or snowy weather.

[0006] According to a first aspect of this application, an anti-skid wheel is provided, the anti-skid wheel including a tire, a rim, and a plurality of anti-skid mechanisms disposed within the rim, the plurality of anti-skid mechanisms being arranged circumferentially along the rim; each anti-skid mechanism including a bracket, an anti-skid part, a movable part, a fixed shaft, and a connecting rod; the bracket is fixed to the rim; the movable part is movable along the bracket, and the fixed shaft is fixed to the bracket; both ends of the connecting rod are movably connected to the anti-skid part and the movable part, respectively, and the middle part of the connecting rod is movably connected to the fixed shaft; the movable part is movable along the bracket, driving the anti-skid part to rotate around the fixed shaft, such that one side of the anti-skid part is in close contact with the outer side of the tire; the other side of the anti-skid part is provided with anti-skid treads.

[0007] In any of the above technical solutions, the bracket further includes a bottom wall and two parallel side walls, the bottom wall and the two side walls forming a groove, the opening of the groove facing the outside of the anti-slip wheel; the movable part is movable along the bottom wall, and the fixed shaft is fixed to the side wall; when the movable part moves toward the first end of the bottom wall, the anti-slip part rotates around the fixed shaft, so that one side of the anti-slip part is in close contact with the outer side of the tire; when the movable part moves toward the second end of the bottom wall, the anti-slip part rotates around the fixed shaft, so that the anti-slip part retracts to the bracket.

[0008] In any of the above technical solutions, further, the connecting rods are in two sets; the fixed shafts are in two sets, corresponding one-to-one with the connecting rods, and the two sets of fixed shafts are respectively fixed to the two side walls; each side wall is perpendicular to the bottom wall, and the two sets of connecting rods are parallel to each other; each anti-slip mechanism further includes a support part connected to the anti-slip part, and the support part is perpendicular to the anti-slip part; the movable part is capable of moving along a first direction on the bracket, the support part includes a first side and a second side extending along the first direction, and the movable part includes a first side and a second side extending along the first direction. The links extend to a first side and a second side; in one set of links, the two ends of each link are movably connected to the first side of the moving part and the first side of the supporting part, respectively, the middle part of the link is movably connected to the corresponding fixed shaft, and the middle part of the link is provided with a sliding groove for the fixed shaft to slide; in another set of links, the two ends of each link are movably connected to the second side of the moving part and the second side of the supporting part, respectively, the middle part of the link is movably connected to the corresponding fixed shaft, and the middle part of the link is provided with a sliding groove for the fixed shaft to slide.

[0009] In any of the above technical solutions, each of the anti-slip mechanisms further includes a shock-absorbing rod and a spring; the support portion includes a first support portion and a second support portion; a first end of the first support portion is connected to the anti-slip portion; a first end of the shock-absorbing rod is connected to the end face of the second end of the first support portion, and a locking block is provided at the second end of the shock-absorbing rod; the second support portion is provided with a blind hole for inserting the shock-absorbing rod and a limiting hole for restricting the locking block, and the locking block can move within the limiting hole; the spring is sleeved on the shock-absorbing rod and is located between the first support portion and the second support portion.

[0010] In any of the above technical solutions, each of the anti-slip mechanisms further includes a screw and a motor driving the screw; the motor is disposed at the first end of the bottom wall, and the screw is located inside the bracket; the moving part is threadedly connected to the screw; when the motor rotates forward, the anti-slip part rotates around the fixed axis, so that one side of the anti-slip part is in close contact with the outer side of the tire; when the motor rotates in reverse, the anti-slip part rotates around the fixed axis, so that the anti-slip part retracts to the bracket.

[0011] In any of the above technical solutions, further, a set of spokes is provided on both sides of the rim, and among the multiple spokes included in each set of spokes, an anti-slip mechanism is provided between any two adjacent spokes, and multiple anti-slip mechanisms are provided at equal intervals.

[0012] According to a second aspect of this application, a vehicle is provided, including anti-skid wheels as described above.

[0013] In any of the above technical solutions, the vehicle further includes a controller and an axle connected to the axle hole of the anti-skid wheel, the axle hole being marked with multiple pressure points; the multiple pressure points, multiple pressure sensors, and multiple anti-skid mechanisms correspond one-to-one; each pressure sensor is used to acquire the pressure applied by the axle to its corresponding pressure point; the controller is preset with a set value; within a first predetermined time period, when the pressure values ​​detected by the multiple pressure sensors sequentially exceed the set value, and the vehicle is not moving, the anti-skid mechanism corresponding to the pressure sensor whose detected pressure value is lower than the set value is activated.

[0014] In any of the above technical solutions, further, during a second predetermined time period, when the pressure values ​​detected by multiple pressure sensors are all lower than the predetermined value, or when only one pressure sensor detects a pressure value higher than the predetermined value, and the vehicle is moving, the anti-slip mechanism corresponding to the pressure sensor whose detected pressure value is lower than the predetermined value is activated.

[0015] In any of the above technical solutions, the vehicle further includes a conductive slip ring disposed on the axle; the conductive slip ring is used to receive the pressure value sent by the pressure sensor and send the pressure value to the controller, and the controller controls the start or stop of the anti-slip mechanism according to the received pressure value.

[0016] According to the anti-skid wheel of this application, the anti-skid wheel includes a tire, a rim, and multiple anti-skid mechanisms disposed within the rim, the multiple anti-skid mechanisms being arranged circumferentially along the rim; wherein, each anti-skid mechanism includes a bracket, an anti-skid part, a movable part, a fixed shaft, and a connecting rod; the bracket is fixed to the rim, the movable part is movable along the bracket, the fixed shaft is fixed to the bracket, both ends of the connecting rod are movably connected to the anti-skid part and the movable part respectively, and the middle part of the connecting rod is movably connected to the fixed shaft. The movable part is movable along the bracket, driving the anti-skid part to rotate around the fixed shaft, so that one side of the anti-skid part is in close contact with the outer side of the tire, wherein the other side of the anti-skid part is provided with anti-skid treads.

[0017] Based on the above technical features, the beneficial effects of this application are as follows:

[0018] When a vehicle is traveling on slippery or muddy roads in icy or snowy weather, the anti-skid mechanism of the wheels will activate. The moving part of the anti-skid mechanism moves along the bracket, causing the anti-skid part to rotate around the fixed axis. This allows the anti-skid part to extend to the tire surface and grip the tire, greatly increasing the friction between the wheel and the ground, enabling the vehicle to travel on icy or muddy roads.

[0019] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0020] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 A schematic diagram of the overall structure of an anti-skid wheel according to an embodiment of this application is shown;

[0022] Figure 2 A schematic diagram showing the anti-slip mechanism in a closed state according to an embodiment of this application is illustrated.

[0023] Figure 3 A schematic diagram showing the anti-slip mechanism in an intermediate state according to an embodiment of this application;

[0024] Figure 4 A schematic diagram showing the anti-slip mechanism in an unfolded state according to an embodiment of this application;

[0025] Figure 5 A schematic diagram of the overall structure of the anti-slip mechanism according to an embodiment of this application is shown;

[0026] Figure 6 Show Figure 5 Top view.

[0027] Icons: 100-Tire; 200-Rim; 300-Spoke; 400-Conductive slip ring; 500-Shaft hole; 600-Anti-slip mechanism; 601-Bracket; 6011-Bottom wall; 6012-Side wall; 602-Anti-slip part; 6021-Deep groove; 603-Moving part; 604-Connecting rod; 6041-Fixed shaft; 6042-Slide groove; 6043-Pin; 605-Motor; 606-Screw; 6071-First support part; 6072-Second support part; 6073-Spring; 608-Pressure sensor. Detailed Implementation

[0028] The following detailed embodiments are provided to help the reader gain a comprehensive understanding of the methods, apparatus, and / or systems described herein. However, various changes, modifications, and equivalents of the methods, apparatus, and / or systems described herein will be apparent after understanding the disclosure of this application. For example, the order of operations described herein is merely illustrative and is not limited to the order set forth herein; changes that will be apparent after understanding the disclosure of this application are possible, except for operations that must occur in a specific order. Furthermore, for clarity and brevity, descriptions of features known in the art may be omitted.

[0029] The features described herein may be implemented in different forms and should not be construed as being limited to the examples described herein. Rather, the examples described herein have been provided merely to illustrate some of the many feasible ways of implementing the methods, apparatus, and / or systems described herein that will be apparent upon understanding the disclosure of this application.

[0030] Throughout the specification, when a component (such as a layer, region, or substrate) is described as being "on" another component, "attached" to another component, "bonded" to another component, "on" another component, or "covering" another component, it may be directly "on" another component, "attached" to another component, "bonded" to another component, "on" another component, or "covering" another component, or there may be one or more other components in between. In contrast, when a component is described as being "directly on" another component, "directly attached" to another component, "directly bonded" to another component, "directly on" another component, or "directly covering" another component, there may be no other components in between.

[0031] As used herein, the term “and / or” includes any one of the relevant items listed and any combination of any two or more items.

[0032] Although terms such as “first,” “second,” and “third” may be used herein to describe individual components, assemblies, regions, layers, or parts, these components, assemblies, regions, layers, or parts are not limited by these terms. Rather, these terms are used only to distinguish one component, assembly, region, layer, or part from another. Therefore, without departing from the teachings of the examples described herein, the first component, assembly, region, layer, or part referred to as the second component, assembly, region, layer, or part may also be referred to as the second component, assembly, region, layer, or part.

[0033] For ease of description, spatial relation terms such as “above,” “upper,” “below,” and “lower” are used herein to describe the relationship between one component and another, as shown in the accompanying drawings. Such spatial relation terms are intended to encompass not only the orientation depicted in the drawings but also different orientations of the device during use or operation. For example, if the device in the drawings is flipped, a component described as being “above” or “upper” relative to another component will subsequently be “below” or “lower” relative to that component. Therefore, the term “above” includes both “above” and “below” orientations depending on the spatial orientation of the device. The device may also be positioned in other ways (e.g., rotated 90 degrees or in other orientations), and the spatial relation terms used herein will be interpreted accordingly.

[0034] The terminology used herein is for the purpose of describing various examples only and is not intended to limit this disclosure. Unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. The terms “comprising,” “including,” and “having” enumerate the stated features, quantities, operations, components, and / or combinations thereof, but do not exclude the presence or addition of one or more other features, quantities, operations, components, and / or combinations thereof.

[0035] Variations in the shapes shown in the accompanying drawings may occur due to manufacturing techniques and / or tolerances. Therefore, the examples described herein are not limited to the specific shapes shown in the accompanying drawings, but include changes in shape that may occur during manufacturing.

[0036] The features of the examples described herein can be combined in various ways that will be apparent upon understanding the disclosure of this application. Furthermore, although the examples described herein have a wide variety of constructions, other constructions are possible, as will be apparent upon understanding the disclosure of this application.

[0037] The first aspect of this application provides an anti-skid wheel, thereby solving the problem that existing vehicles have difficulty moving when the road surface is slippery or muddy in icy or snowy weather.

[0038] The following reference Figures 1 to 6 The anti-skid wheel described in some embodiments of this application is described in detail.

[0039] According to the anti-skid wheel of this application, such as Figure 1 As shown, the anti-skid wheel includes a tire 100, a rim 200, and a plurality of anti-skid mechanisms 600 disposed within the rim 200, the plurality of anti-skid mechanisms 600 being arranged circumferentially along the rim 200; wherein, as... Figure 5 As shown, each anti-slip mechanism 600 includes a bracket 601, an anti-slip part 602, a movable part 603, a fixed shaft 6041, and a connecting rod 604. The bracket 601 is fixed to the rim 200, the movable part 603 can move along the bracket 601, the fixed shaft 6041 is fixed to the bracket 601, the two ends of the connecting rod 604 are movably connected to the anti-slip part 602 and the movable part 603 respectively, and the middle part of the connecting rod 604 is movably connected to the fixed shaft 6041. The movable part 603 can move along the bracket 601, causing the anti-slip part 602 to rotate around the fixed shaft 6041, so that one side of the anti-slip part 602 is in close contact with the outer side of the tire 100, wherein the other side of the anti-slip part 602 is provided with anti-slip patterns, such as... Figure 4 As shown, the anti-slip texture can be, for example, a deep texture 6021.

[0040] Based on the above technical features, the beneficial effects of this application are as follows:

[0041] When a vehicle encounters slippery or muddy roads in icy or snowy weather and has difficulty moving, the anti-skid mechanism 600 of the wheel will be activated. That is, the moving part 603 of the anti-skid mechanism 600 moves along the bracket 601, causing the anti-skid part 602 to rotate around the fixed shaft 6041, so that the anti-skid part 602 extends to the surface of the tire 100 and grips the tire 100, thereby greatly increasing the friction between the wheel and the ground, enabling the vehicle to move on icy or muddy roads.

[0042] In the embodiments of this application, such as Figure 1 As shown, a set of spokes 300 is provided on both sides of the rim 200, and each set of spokes 300 includes multiple spokes 300 ( Figure 1 One set has five spokes 300, and an installation space is provided between any two adjacent spokes 300. Each installation space is equipped with an anti-skid mechanism 600, and multiple anti-skid mechanisms 600 are arranged at equal intervals. When the anti-skid mechanisms 600 of the anti-skid wheel are fully deployed, the ten anti-skid parts 602 of the ten anti-skid mechanisms 600 extend to the surface of the tire 100 and grip the tire 100, thereby greatly increasing the friction between the wheel and the ground.

[0043] In embodiments of this application, specifically, each bracket 601 is installed within an installation space. For example... Figure 5 As shown, the bracket 601 may include a bottom wall 6011 and two parallel side walls 6012, forming a groove. During installation, the opening of the groove faces the outside of the anti-slip wheel. The movable part 603 is movable along the bottom wall 6011, and the fixed shaft 6041 is fixed to the side wall 6012. When the movable part 603 moves toward the first end of the bottom wall 6011, the anti-slip part 602 rotates around the fixed shaft 6041, causing one side of the anti-slip part 602 to press against the outer side of the tire 100. When the movable part 603 moves toward the second end of the bottom wall 6011, the anti-slip part 602 rotates around the fixed shaft 6041, causing the anti-slip part 602 to retract to the bracket 601.

[0044] Furthermore, such as Figure 5 As shown, there are two sets of connecting rods 604 (two connecting rods 604 in each set) and two sets of fixed shafts 6041 (two fixed shafts 6041 in each set), which correspond one-to-one with the connecting rods 604. The two sets of fixed shafts 6041 are fixed to two side walls 6012 respectively. Each side wall 6012 is perpendicular to the bottom wall 6011, and the two sets of connecting rods 604 are parallel to each other.

[0045] Furthermore, such as Figure 5As shown, each anti-slip mechanism 600 also includes a support portion connected to the anti-slip part 602, and the support portion is perpendicular to the anti-slip part 602. The movable part 603 is movable along a first direction on the bracket 601. The support part includes a first side and a second side extending along the first direction. The movable part includes a first side and a second side extending along the first direction. In one set of connecting rods 604, the two ends of each connecting rod 604 are movably connected to the first side of the movable part 603 and the first side of the support part (movably connected via pins 6043), the middle part of the connecting rod 604 is movably connected to the corresponding fixed shaft 6041, and the middle part of the connecting rod 604 is provided with a slide groove 6042 for the fixed shaft 6041 to slide. In another set of connecting rods 604, the two ends of each connecting rod 604 are movably connected to the second side of the movable part 603 and the second side of the support part (movably connected via pins 6043), the middle part of the connecting rod 604 is movably connected to the corresponding fixed shaft 6041, and the middle part of the connecting rod 604 is provided with a slide groove 6042 for the fixed shaft 6041 to slide. The moving part 603, the connecting rod 604, the fixed shaft 6041, and the support part (anti-slip part 602) constitute a lever structure.

[0046] Furthermore, in the embodiments of this application, such as Figure 5 As shown, each anti-slip mechanism 600 may further include a screw 606 and a motor 605 driving the screw 606; wherein, the motor 605 is disposed at the first end of the bottom wall 6011, the screw 606 is located inside the bracket 601, and the moving part is threadedly connected to the screw 606. When the motor 605 rotates forward, the moving part 603 moves toward the first end of the bottom wall 6011 (i.e., toward the motor 605), and the anti-slip part 602 rotates around the fixed shaft 6041, so that one side of the anti-slip part 602 is in close contact with the outer side of the tire 100 (see process). Figures 2 to 4 When motor 605 reverses, moving part 603 moves toward the second end of bottom wall 6011 (i.e., moves away from motor 605), and anti-slip part 602 rotates around fixed shaft 6041, causing anti-slip part 602 to retract to bracket 601 (see process). Figures 4 to 2 ).

[0047] Furthermore, in the embodiments of this application, such as Figure 5As shown, each anti-slip mechanism 600 may further include a shock-absorbing rod and a spring 6073; the support portion includes a first support portion 6071 and a second support portion 6072, wherein the first end of the first support portion 6071 is connected to the anti-slip portion 602 and is perpendicular to the anti-slip portion 602, and two sets of connecting rods 604 are respectively movably connected to both sides of the second support portion 6072. The first end of the shock-absorbing rod is connected to the end face of the second end of the first support portion 6071, and a locking block is provided on the outer side of the second end of the shock-absorbing rod. The second support portion 6072 is provided with a blind hole for the shock-absorbing rod to be inserted and a limiting hole for limiting the locking block. The locking block can move within the limiting hole, that is, the limiting hole limits the range of movement of the locking block, thereby limiting the extension and retraction range of the shock-absorbing rod. Further, the spring 6073 is sleeved on the shock-absorbing rod and located between the end faces of the first support portion 6071 and the second support portion 6072, which can buffer the force received by the anti-slip portion 602 when it contacts the ground.

[0048] According to a second aspect of this application, a vehicle is provided, including anti-skid wheels as described above.

[0049] Furthermore, such as Figure 1 As shown, the vehicle also includes an axle connected to the axle hole 500 of the anti-skid wheel. The axle hole 500 is marked with multiple pressure points, each corresponding to a pressure sensor 608 and an anti-skid mechanism 600. Each pressure sensor 608 is used to acquire the pressure applied by the axle to its corresponding pressure point, and a preset value is provided by the controller. It should be noted that when the straight line connecting the pressure point, the center line of its corresponding pressure sensor 608, and the center line of its corresponding anti-skid mechanism 600 is perpendicular to the ground, it indicates that the pressure applied by the axle to the current pressure point is at its maximum, meaning the pressure value detected by the pressure sensor 608 is the maximum (exceeding the preset value). For ease of description below, the position where the straight line connecting the pressure point, the center line of its corresponding pressure sensor 608, and the center line of its corresponding anti-skid mechanism 600 is perpendicular to the ground is defined as the gravity line position.

[0050] If, within a predetermined time period (e.g., within 3 seconds), the pressure values ​​detected by multiple pressure sensors 608 successively exceed a predetermined value (indicating that multiple anti-skid mechanisms 600 or multiple pressure points have passed the gravity line position, and the wheels are rotating), and the vehicle does not move, it indicates that the wheels are spinning freely. If the above situation occurs twice within 5 seconds (i.e., the driver applies the accelerator twice, and the wheels are spinning freely both times), it can be determined that the vehicle cannot move at this time (it may be stuck in the mud).

[0051] At this time, the anti-slip mechanism 600 will be activated. However, when the anti-slip mechanism 600 is activated, it will determine whether the anti-slip part 602 of the current anti-slip mechanism 600 can be extended. The determination condition is that the current extension direction is not the ground (because the anti-slip part 602 needs to be attached to the tire 100, and the tire 100 cannot be attached if it is touching the ground).

[0052] Specifically, when the anti-skid mechanism 600 is activated, pressure sensors 608 that detect pressure values ​​below a predetermined value sequentially send signals to the corresponding motors 605. The motors 605 rotate forward (i.e., when the pressure sensor 608, the corresponding pressure point, and the corresponding anti-skid mechanism 600 are not on the gravity line, the motors 605 of the corresponding multiple anti-skid mechanisms 600 rotate forward to open the anti-skid mechanism 600 and help the vehicle out of the predicament). It should also be noted that when the anti-skid mechanism 600 is activated, the anti-skid mechanism 600 corresponding to the pressure sensor 608 whose detected pressure value exceeds the predetermined value does not activate. Instead, during wheel rotation, when the current anti-skid mechanism 600 moves away from the gravity line, that current anti-skid mechanism 600 activates, ultimately activating all anti-skid mechanisms 600.

[0053] When, within a second predetermined time (e.g., within 5 seconds), the pressure values ​​detected by multiple pressure sensors 608 are all lower than a predetermined value, or the pressure value detected by only one pressure sensor 608 is higher than a predetermined value (indicating that multiple anti-skid mechanisms 600 have not passed the gravity line position or only one anti-skid mechanism 600 has passed the gravity line position, at which point the wheel stops rotating), and the vehicle is moving, it indicates that the wheel is slipping on the smooth road surface.

[0054] Alternatively, if a pressure sensor 608 detects a pressure value higher than a set value twice in a row during this period (indicating that the wheel has rotated one revolution), the car should have traveled the distance of the wheel circumference if the vehicle is driving normally. If the actual displacement of the vehicle is less than the circumference of the wheel, it means that the wheel is slipping on a smooth surface (at this time, the wheel rotation frequency and the car displacement are not proportional).

[0055] In the two slipping situations mentioned above, the anti-slip mechanism 600 will be activated. However, when the anti-slip mechanism 600 is activated, it will determine whether the anti-slip part 602 of the current anti-slip mechanism 600 can be extended. The determination condition is that the current extension direction is not the ground (because the anti-slip part 602 needs to be attached to the tire 100, and the tire 100 cannot be attached when it is on the ground).

[0056] Specifically, when the anti-skid mechanism 600 is activated, pressure sensors 608 that detect pressure values ​​below a predetermined value sequentially send signals to the corresponding motors 605. The motors 605 rotate forward (i.e., when the pressure sensor 608, the corresponding pressure point, and the corresponding anti-skid mechanism 600 are not on the gravity line, the motors 605 of the corresponding multiple anti-skid mechanisms 600 rotate forward to open the anti-skid mechanism 600 and help the vehicle out of the predicament). It should also be noted that when the anti-skid mechanism 600 is activated, the anti-skid mechanism 600 corresponding to the pressure sensor 608 whose detected pressure value exceeds the predetermined value does not activate. Instead, during wheel rotation, when the current anti-skid mechanism 600 moves away from the gravity line, that current anti-skid mechanism 600 activates, ultimately activating all anti-skid mechanisms 600.

[0057] Finally, when the vehicle is driving normally, for example when the wheel rotation frequency is proportional to the vehicle displacement, and after a period of time (e.g., 10 seconds), the anti-skid device is retracted.

[0058] In the embodiments of this application, further, as shown... Figure 1 As shown, the vehicle may also include a controller, a displacement sensor (installed in the vehicle to detect its displacement), and a conductive slip ring 400. The conductive slip ring 400 is fitted onto the rear end of the axle to supply power to multiple motors 605 and to receive and transmit signals. Specifically, the conductive slip ring 400 receives pressure values ​​from the pressure sensor 608 and displacement values ​​from the displacement sensor, and sends the pressure and displacement values ​​to the controller. The controller receives the pressure and displacement values, processes and judges them (e.g., whether the pressure value is lower than a set value, whether the wheel rotation frequency and vehicle displacement are proportional), and controls the corresponding motor 605 to rotate forward or backward based on the processing and judgment results.

[0059] In summary, when a vehicle has difficulty moving on slippery or muddy roads in icy or snowy weather, the anti-skid mechanism 600 of the wheel will be activated. That is, the moving part 603 of the anti-skid mechanism 600 moves along the bracket 601, causing the anti-skid part 602 to rotate around the fixed shaft 6041, so that the anti-skid part 602 extends to the surface of the tire 100 and grips the tire 100, thereby greatly increasing the friction between the wheel and the ground, enabling the vehicle to move on icy or muddy roads.

[0060] Finally, it should be noted that the above-described embodiments are merely specific implementations of this application, used to illustrate the technical solutions of this application, and not to limit them. The protection scope of this application is not limited thereto. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments within the scope of the technology disclosed in this application, or make equivalent substitutions for some of the technical features. Such modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be covered within the protection scope of this application.

Claims

1. A vehicle, characterized in that, The vehicle includes an anti-skid wheel, which includes a tire, a rim, and a plurality of anti-skid mechanisms disposed within the rim, the plurality of anti-skid mechanisms being arranged circumferentially along the rim. Each of the aforementioned anti-slip mechanisms includes a bracket, an anti-slip part, a movable part, a fixed shaft, and a connecting rod; The bracket is fixed to the wheel rim; The movable part is movable along the bracket, and the fixed shaft is fixed to the bracket; The two ends of the connecting rod are movably connected to the anti-slip part and the moving part, respectively, and the middle part of the connecting rod is movably connected to the fixed shaft; The movable part can move along the bracket, driving the anti-slip part to rotate around the fixed axis, so that one side of the anti-slip part is in close contact with the outer side of the tire. The other side of the anti-slip part is provided with anti-slip texture; The vehicle also includes a controller, an axle connected to the axle hole of the anti-skid wheel, and multiple pressure sensors, the axle hole being marked with multiple pressure points; The multiple pressure points, the multiple pressure sensors, and the multiple anti-slip mechanisms are all in one-to-one correspondence. Each of the pressure sensors is used to acquire the pressure applied by the axle to its corresponding pressure point; The controller is preset with a set value; If, within a first predetermined time period, the pressure values ​​detected by multiple pressure sensors sequentially exceed the predetermined value, and the vehicle does not move, the anti-slip mechanism corresponding to the pressure sensor whose detected pressure value is lower than the predetermined value is activated. During a second predetermined time period, when the pressure values ​​detected by multiple pressure sensors are all lower than the predetermined value, or when only one pressure sensor detects a pressure value higher than the predetermined value, and the vehicle is moving, the anti-slip mechanism corresponding to the pressure sensor whose detected pressure value is lower than the predetermined value is activated.

2. The vehicle according to claim 1, characterized in that, The bracket includes a bottom wall and two parallel side walls, which form a groove, with the opening of the groove facing the outside of the anti-skid wheel. The movable part is movable along the bottom wall, and the fixed shaft is fixed to the side wall; When the moving part moves toward the first end of the bottom wall, the anti-slip part rotates around the fixed axis, so that one side of the anti-slip part is in close contact with the outer side of the tire. When the moving part moves toward the second end of the bottom wall, the anti-slip part rotates around the fixed axis, causing the anti-slip part to retract to the bracket.

3. The vehicle according to claim 2, characterized in that, There are two sets of connecting rods; there are two sets of fixed shafts, which correspond one-to-one with the connecting rods, and the two sets of fixed shafts are respectively fixed to the two side walls; Each of the sidewalls is perpendicular to the bottom wall, and the two sets of connecting rods are parallel to each other; Each of the anti-slip mechanisms further includes a support portion connected to the anti-slip portion, the support portion being perpendicular to the anti-slip portion; The movable part is movable along a first direction on the bracket, the support part includes a first side and a second side extending along the first direction, and the movable part includes a first side and a second side extending along the first direction; In one set of connecting rods, the two ends of each connecting rod are movably connected to the first side of the moving part and the first side of the supporting part, respectively, the middle part of the connecting rod is movably connected to the corresponding fixed shaft, and the middle part of the connecting rod is provided with a sliding groove for the fixed shaft to slide. In another set of links, each link has its two ends movably connected to the second side of the moving part and the second side of the supporting part, respectively, and its middle part is movably connected to the corresponding fixed shaft. The middle part of the link is provided with a sliding groove for the fixed shaft to slide.

4. The vehicle according to claim 3, characterized in that, Each of the aforementioned anti-slip mechanisms also includes a shock-absorbing rod and a spring; The support portion includes a first support portion and a second support portion; the first end of the first support portion is connected to the anti-slip portion. The first end of the shock absorber rod is connected to the end face of the second end of the first support part, and the second end of the shock absorber rod is provided with a locking block; The second support portion is provided with a blind hole for inserting the shock absorber rod and a limiting hole for restricting the locking block, and the locking block can move within the limiting hole; The spring is sleeved on the shock absorber rod and is located between the first support part and the second support part.

5. The vehicle according to claim 4, characterized in that, Each of the anti-slip mechanisms also includes a screw and a motor that drives the screw; The motor is located at the first end of the bottom wall, and the screw is located inside the bracket; The movable part is threadedly connected to the screw; When the motor rotates forward, the anti-slip part rotates around the fixed shaft, so that one side of the anti-slip part is in close contact with the outer side of the tire; When the motor reverses, the anti-slip part rotates around the fixed axis, causing the anti-slip part to retract to the bracket.

6. The vehicle according to claim 5, characterized in that, Both sides of the rim are provided with a set of spokes. In each set of spokes, there is an anti-slip mechanism between any two adjacent spokes, and the anti-slip mechanisms are arranged at equal intervals.

7. The vehicle according to claim 1, characterized in that, The vehicle includes a conductive slip ring, which is disposed on the axle; The conductive slip ring is used to receive the pressure value sent by the pressure sensor and send the pressure value to the controller. The controller controls the activation or deactivation of the anti-slip mechanism based on the received pressure value.

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