A high-passability beach vehicle driving assembly

Abstract

The present invention discloses a high-passability beach vehicle drive assembly, which belongs to the technical field of vehicle drive structure. The high-passability beach vehicle drive assembly includes a main beam, a front transmission shaft and a rear transmission shaft, and also includes a front swing arm and a rear swing arm located below the main beam. The front swing arm is arranged at the same height as the front transmission shaft, and the rear swing arm is arranged at the same height as the rear transmission shaft. The front swing arm and the rear swing arm are installed with escape pieces at the lowest points. The present invention uses the design of a synchronous belt, a front swing arm and a rear swing arm. The synchronous belt connects the front transmission shaft and the rear transmission shaft in series, and uses a wear preventer to tension them to ensure stable transmission and form a four-wheel drive structure. When the tire is stuck, the front swing arm and the rear swing arm can swing to lift the vehicle body, and use the synchronous belt to contact the ground, increase the contact area with the ground, change the contact position and the passage mode, and increase the escape ability.

Description

Technical Field

[0001] The invention belongs to the technical field of vehicle drive structures, and in particular relates to a high-passability beach vehicle drive assembly. Background Art

[0002] The existing Chinese invention patent with publication number CN107628180B discloses a children's beach car with a front suspension system of a single cantilever structure of the beach car, which can achieve stable and safe turning, effectively prevent rollover, greatly reduce the vibration and impact of the beach car during driving, flexibly and accurately control the direction of travel of the beach car, increase the stability and comfort of turning, and ensure the stability and safety of the children's beach car;

[0003] In actual use, this suspension can only be placed on the rear drive wheels, and the front wheels only have steering function but no driving ability. The beach car using this drive assembly has a lighter front part and an engine and seat installed at the rear, which causes the center of gravity of the beach car to be biased to the rear. Once the tires sink into the beach, coupled with the rear-wheel drive two-wheel drive power distribution design, the ability to escape by itself is poor, and the vehicle can only be towed or the obstacles in front of the tires are dug out. The vehicle has poor passability in climbing and overcoming obstacles. In view of this, a high-passability beach car drive assembly is provided. Summary of the invention

[0004] The technical problem to be solved by the present invention is to overcome the disadvantages of the above-mentioned prior art and provide a high-passability beach vehicle drive assembly.

[0005] The technical solution adopted to solve the above technical problems is:

[0006] A high-travelability beach vehicle drive assembly comprises a main beam, a front transmission shaft and a rear transmission shaft, and also comprises:

[0007] A front rocker arm and a rear rocker arm are located below the main beam, the front rocker arm is arranged at the same height as the front transmission shaft, and the rear rocker arm is arranged at the same height as the rear transmission shaft, and a release piece is installed at the lowest point of the front rocker arm and the rear rocker arm;

[0008] A synchronous belt is located between the front transmission shaft and the rear transmission shaft, a driven wheel and a driving wheel are respectively installed in the middle of the front transmission shaft and the rear transmission shaft to mesh with the synchronous belt, the synchronous belt is sleeved on the outer wall of the circumference of the escapement piece and can drive the escapement piece to rotate, and the front rocker arm and the rear rocker arm can drive the escapement piece to move downward;

[0009] The anti-wear device is located in the middle of the main beam, and the middle section of the synchronous belt is coiled and installed in the middle of the anti-wear device. The anti-wear device makes the highest point of the synchronous belt a distance below the main beam. The anti-wear device can keep the synchronous belt in a tensioned state at all times.

[0010] When in use, the front drive shaft and the rear drive shaft are installed at both ends of the main beam, the engine is installed in the middle of the main beam, and the rear drive shaft is driven to rotate by a chain. The rear drive shaft is connected to the front drive shaft through a synchronous belt to perform four-axis drive to ensure passability. The anti-wear device can tighten the synchronous belt to prevent the synchronous belt from being too loose and drooping to contact the ground or swinging up to contact the main beam, thereby ensuring stable transmission of the front and rear drive shafts. When the wheel is stuck, the front rocker arm and the rear rocker arm can swing counterclockwise, contact the ground between the two wheels through the escape piece, and lift the entire vehicle body upward for jacking and unsettling. During the jacking process, the synchronous belt and the escape piece contact the ground, and the engine drives the synchronous belt and the escape piece to rotate, forming a new propulsion structure between the two wheels, increasing the contact area while changing the contact position for efficient unsettling.

[0011] Furthermore, a front suspension is installed on one end of the main beam at the front transmission shaft, the front suspension is connected to a front wheel via a bearing, and the front wheel is fixedly connected to the free end of the front transmission shaft.

[0012] Through the above technical solution, the front suspension is provided with two, which can connect the front wheels separately, so that the two front wheels are independent of each other, and the front drive shaft is provided with two half-axles with universal joints for transmission without affecting steering.

[0013] Furthermore, the main beam includes a beam frame, the beam frame is connected to the front suspension assembly, the beam frame is swingably mounted with a rear suspension at one end close to the rear drive shaft, and the rear suspension is swingably connected to the rear swing arm.

[0014] Through the above technical scheme, the specific configuration of the main beam is disclosed, and two front suspensions are installed at the end positions of the beam frame to form an independent suspension for the front wheels. The rear suspension is installed at the rear wheel position, and the rear suspension can swing up and down to form an independent rear wheel. Compared with the fixed front and rear axles, the rear wheels can swing up and down significantly relative to the front wheels to improve the passability. The rear swing arm is installed on the rear suspension and swings synchronously with the rear suspension to avoid the rear swing arm interfering with the swing of the rear suspension.

[0015] Furthermore, the wear protector includes a cover shell, a fixed wheel is installed at the lower part of the cover shell, a linear tensioner is installed horizontally in the middle part of the cover shell, a sliding wheel is installed on the linear tensioner, and the middle section of the upper part of the synchronous belt is coiled and installed between the sliding wheel and the fixed wheel.

[0016] Through the above technical scheme, the specific configuration of the anti-wear device is disclosed, there is a space for the synchronous belt to pass through the middle of the cover shell, and a linear tensioner is embedded in the middle, the linear tensioner can drive the sliding wheel to press and move toward the front wheel, and is always in a force storage state when the synchronous belt squeezes and moves the sliding wheel toward the rear wheel, so that the synchronous belt is in a tensioned state, preventing the synchronous belt from slipping between the front drive shaft and the rear drive shaft under normal transmission state, and can also ensure that the synchronous belt is released when the front rocker arm and the rear rocker arm swing, avoiding the synchronous belt from being pulled and broken.

[0017] Furthermore, the front rocker arm includes a crank arm 1, a telescopic cylinder 1 is rotatably installed in the middle of the crank arm 1, the top of the crank arm 1 and the top of the telescopic cylinder 1 are staggered left and right and rotatably connected to the main beam, and the crank arm 1 is arranged close to the end of the main beam.

[0018] Through the above technical scheme, a specific configuration of a front rocker arm is disclosed. When traveling on rough terrain or the front wheel is trapped, the telescopic cylinder is extended to drive the crank arm to swing counterclockwise, thereby driving the escape piece to swing downward and contact the ground for prying and propping up. A contact point with the ground is added between the two front wheels, and the synchronous belt is brought into contact with the ground. By directly contacting the ground, a structure close to a crawler track is formed to increase the passability. The telescopic cylinder is shortened to drive the crank arm to swing clockwise to the extreme position, so that the escape piece stays at the farthest position from the ground to ensure passability. A shielding protection can also be formed under the front drive shaft facing the forward direction to prevent the front drive shaft from being damaged by ground protrusions during normal travel.

[0019] Furthermore, a reversing wheel 2 and a reversing wheel 3 are rotatably installed in the middle part of the crank arm 1, which is located below the hinged position of the telescopic cylinder 1 and the crank arm 1. The reversing wheel 2 and the reversing wheel 3 are stacked up and down. The crank arm 1 is located above the escape piece and a reversing wheel 1 is installed. The reversing wheel 1 is located between the escape piece and the anti-wear device.

[0020] Through the above technical scheme, in order to ensure that the synchronous belt passes through the first crank arm position smoothly, the reversing wheel one can wrap the synchronous belt around at least half of the circumferential outer wall of the escapement part, with a large contact area, ensuring that the synchronous belt can smoothly drive the escapement part to rotate after the escapement part contacts the ground. The design of the second and third reversing wheels ensures a large contact area between the synchronous belt and the driven wheel, smooth transmission, and ensures that when the first crank arm is in a fully contracted state, the upper layer of the synchronous belt is in a horizontal state and will not contact the main beam to cause abnormal wear.

[0021] Furthermore, the rear swing arm includes a second crank arm, a second telescopic cylinder is rotatably installed in the middle of the second crank arm, the top end of the second crank arm and the top end of the second telescopic cylinder are rotatably connected to the rear suspension, the second crank arm is located between the rear transmission shaft and the anti-wear device, and a reversing wheel four is rotatably installed in the middle of the second crank arm.

[0022] Through the above technical scheme, a specific rear swing arm structure is provided, wherein the second crank arm is close to a straight rod and is provided with two parts parallel to each other, the top ends are fixedly connected by a rotating shaft, and a space is reserved in the middle for the synchronous belt to pass through. The second telescopic cylinder is shortened, and the rear swing arm is in a nearly horizontal state, ensuring that a sufficient distance is reserved from the ground to avoid affecting the passability of the vehicle under normal operation. When entering a rugged terrain or the rear wheel is trapped, the second telescopic cylinder is extended, which can drive the second crank arm to swing counterclockwise, and the second crank arm presses the ground downward between the two rear wheels and changes the contact position with the ground, so that an escape operation can be performed. After the second crank arm swings counterclockwise, the bottom end of the second crank arm contacts the ground, and an acute angle is formed between the bottom surface of the second crank arm and the ground. The reversing wheel four plays an auxiliary guiding role, so that the synchronous belt can drive the escape piece to rotate, and the synchronous belt and the escape piece contact the ground between the two rear wheels. The synchronous belt plays the role of a crawler track, and efficient escape can be performed when the rear wheel is suspended by the protrusion on the ground between the two wheels.

[0023] Furthermore, the escape part includes a swivel sleeve, which is rotatably installed at the lower ends of the front rocker arm and the rear rocker arm. An inner rod is inserted and installed in the middle of the swivel sleeve along the axial direction. A support rod is installed at one end of the inner rod outside the swivel sleeve, and the support rod can swing between an angle parallel to the axial line of the swivel sleeve and an angle perpendicular to the axial line of the swivel sleeve.

[0024] Through the above technical scheme, a specific configuration of an escapement piece is disclosed, a synchronous belt sleeve is arranged on the circumferential outer wall of the rotating sleeve, and the escapement piece can be driven to rotate as the synchronous belt rotates. When the front rocker arm and the rear rocker arm swing downward, a rotatable pushing piece can be added between the tires to assist in the escapement. The escapement piece has a support rod, and the support rod can swing when the rotating sleeve rotates. Under the action of centrifugal force, a support rod perpendicular to the central axis of the rotating sleeve can be formed, and the support rod can intermittently contact the ground when the rotating sleeve rotates. The support rod is a rod-shaped structure and its length is greater than the diameter of the rotating sleeve. The friction contact between the rotating sleeve and the ground can be changed to overlapping contact between the support rod and the ground, and the support rod can be inserted into the ground for a distance to contact a tighter deep layer of soil, thereby increasing the pass rate.

[0025] Furthermore, a limit ring is installed on the inner wall of the rotating sleeve, and the limit ring is installed on the outside of the inner rod. A hinge joint is installed at one end of the inner rod outside the rotating sleeve, and the support rod is provided with an end hinged to the hinge joint.

[0026] Through the above technical scheme, in order to realize the swing of the support rod relative to the inner rod, the inner diameter of the limit ring is larger than the outer diameter of the middle part of the inner rod, and the inner diameter of the limit ring is smaller than the outer diameter of the end of the inner rod, so that the inner rod can slide horizontally in the rotating sleeve in the limited state to prevent slipping. The outer diameters of the hinge head and the end head are the same, so that the hinge head and the end head can be inserted into the rotating sleeve. At the same time, because the hinge head and the end head are connected by a pin rod combination, a swingable connection structure is formed, so that the support rod can swing smoothly around the end of the inner rod after the rotating sleeve is completely pulled out.

[0027] Furthermore, a screw is installed in the middle of the inner rod through a screw hole, the support rod is provided with a screw hole corresponding to the screw at a position on the circumferential outer wall perpendicular to the axis of the support rod, and a screw hole corresponding to the screw is opened at a central axis position at one end of the support rod. A connecting plate is installed on the rotating sleeve near one end of the support rod, a notch is opened in the middle of the connecting plate, a locking piece is installed through the notch, and a curved surface is provided on one side of the connecting plate corresponding to the end.

[0028] Through the above technical scheme, in order to ensure the stable position of the support rod during rotation, the screw rod passes through the horizontal end surface of the rotating sleeve and extends along the axis of the rotating sleeve. A through threaded hole is opened at the central axis position of the inner rod for the screw rod to connect with the inner rod. The first screw hole and the second screw hole are designed to be vertical at 90 degrees and are not connected to each other. When the support rod and the inner rod are parallel to each other, the screw rod is screwed into the second screw hole to form an integral straight rod to avoid disorderly swinging of the support rod during normal driving. When the support rod and the inner rod are perpendicular to each other, the screw rod is screwed into the first screw hole to form a right-angled vertical structure. The notch facilitates the adjustment of the position of the locking piece, so that the locking piece is screwed into the second screw hole. After the locking piece is tightened, the curved surface of the rear end is pressed against the inner edge of the connecting plate to ensure the stable position of the support rod during the escape process.

[0029] The beneficial effects of the present invention are as follows:

[0030] (1) The present invention adopts the design of the synchronous belt, the front swing arm and the rear swing arm. The synchronous belt connects the front drive shaft and the rear drive shaft in series, and uses the anti-wear device to tension them to ensure stable transmission and form a four-wheel drive structure. When the tire is stuck, the front swing arm and the rear swing arm can swing to lift the vehicle body and use the synchronous belt to contact the ground, thereby increasing the contact area with the ground, changing the contact position and the passage mode, and increasing the ability to escape from difficulties.

[0031] (2) The present invention adopts the design of the escapement piece. When the vehicle is driving normally, the front swing arm and the rear swing arm can lift the escapement piece off the ground, leaving sufficient ground clearance to avoid touching the ground. The front swing arm and the rear swing arm can be used to protect the front drive shaft and the rear drive shaft to prevent the ground bumps from directly hitting the front drive shaft and the rear drive shaft. The escapement piece can also be used to roll and contact the ground to reduce the friction at the contact position, thereby achieving more efficient escape.

[0032] (3) The present invention improves the escapement piece. During normal driving, the support rod is inserted into the swivel sleeve and coincides with the rotation center of the swivel sleeve, ensuring that the support rod does not swing disorderly during normal driving and avoiding shaking caused by eccentric rotation of the support rod. During the escapement operation, the support rod on the escapement piece is fixed along the radial direction of the swivel sleeve, intermittently inserted into the deep ground and lifted up, changing the contact position with the ground and the pushing method, so as to achieve efficient escapement. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 It is a first perspective structural diagram of the present invention;

[0034] Figure 2 It is a second viewing angle structural diagram of the present invention;

[0035] Figure 3 It is a split front view of the local structure of the present invention;

[0036] Figure 4 is a schematic diagram of the position of the present invention in a first state;

[0037] Figure 5 is a schematic diagram of the position of the present invention in the second state;

[0038] Figure 6 It is a schematic diagram of the structure of the front drive shaft, the front rocker arm, the escape piece and the synchronous belt of the present invention;

[0039] Figure 7 It is a schematic structural diagram of the wear protector of the present invention;

[0040] Figure 8 It is a schematic diagram of the structure between the rear drive shaft, rear swing arm, escapement member and synchronous belt of the present invention;

[0041] Fig. 9 The position diagram of the escape frame of the present invention in the disassembled state Figure 1 ;

[0042] Fig.10 The position diagram of the rescue frame of the present invention in the cut state Figure 2 .

[0043] Reference numerals: 1, main beam; 11, beam frame; 12, rear suspension; 2, front suspension; 3, front transmission shaft; 31, driven wheel; 4, escape piece; 41, rotating sleeve; 411, connecting plate; 412, notch; 413, locking piece; 414, limiting ring; 42, inner rod; 421, screw rod; 422, hinged joint; 43, support rod; 431, end; 432, screw hole 1; 433, screw hole 2; 434, curved surface; 5, rear drive shaft; 51, driving wheel; 6, synchronous belt; 7, front rocker arm; 71, crank arm 1; 72, telescopic cylinder 1; 73, reversing wheel 1; 74, reversing wheel 2; 75, reversing wheel 3; 8, rear rocker arm; 81, crank arm 2; 82, telescopic cylinder 2; 83, reversing wheel 4; 9, anti-wear device; 91, cover; 92, linear tensioner; 93, sliding wheel; 94, fixed wheel. DETAILED DESCRIPTION

[0044] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0045] like Figure 1 - Fig.10 As shown, this embodiment provides a high-passability beach vehicle drive assembly, including a main beam 1, a front drive shaft 3 and a rear drive shaft 5. The main beam 1 adopts a frame structure formed by welding square steel, and a steering gear and an engine are installed. The front drive shaft 3 and the rear drive shaft 5 are installed at the ends of the main beam 1 to provide drive for the front wheels and the rear wheels.

[0046] The actual problem to be solved by this scheme is how to improve the vehicle's passability. For details, refer to Figure 1 The front rocker arm 7 and the rear rocker arm 8 are located below the main beam 1. During normal driving, the front rocker arm 7 and the rear rocker arm 8 are swung clockwise and retracted away from the ground to ensure the chassis height. Figure 2 The front swing arm 7 is arranged at the same height as the front transmission shaft 3, and the rear swing arm 8 is arranged at the same height as the rear transmission shaft 5. In the position facing the driving direction, the front transmission shaft 3 and the rear transmission shaft 5 are shielded and protected to prevent the bulge on the ground from directly impacting the front transmission shaft 3 and the rear transmission shaft 5, thereby ensuring the safety of passing. Figure 3 When the tire sinks into the ground and is trapped, the front rocker arm 7 and the rear rocker arm 8 swing counterclockwise to lift the vehicle body and get the tire out of the pit. If the tire is out of the pit but the friction is insufficient due to the sinking or loose ground, the forward power is insufficient, and the front rocker arm 7 and the rear rocker arm 8 are installed at the lowest point to release the vehicle. The release part 4 contacts the ground between the two wheels and rotates to change the contact position between the vehicle and the ground, which plays a role in pushing the vehicle out of the pit.

[0047] Regarding the synchronous belt 6, the synchronous belt 6 is located between the front transmission shaft 3 and the rear transmission shaft 5. Figure 4 The front transmission shaft 3 and the rear transmission shaft 5 are respectively provided with a driven wheel 31 and a driving wheel 51 in the middle thereof, which are meshed and connected with a synchronous belt 6. When driving normally, the engine drives the rear transmission shaft 5 to rotate, and the rear transmission shaft 5 drives the front transmission shaft 3 to rotate through the synchronous belt 6, so as to realize four-wheel drive, and the passability is better than that of the rear-wheel drive. At the same time, referring to Figure 5 , the front rocker arm 7 and the rear rocker arm 8 can drive the escape piece 4 to move downward, the synchronous belt 6 is sleeved on the outer wall of the circumference of the escape piece 4 and can drive the escape piece 4 to rotate, and when the rear transmission shaft 5 drives the synchronous belt 6 to rotate, the synchronous belt 6 can provide power for the escape piece 4 to rotate, and there is no need to set a separate driver for the escape piece 4. The structure is simple and the control is convenient. In addition, the escape piece 4 will press the lower layer of the synchronous belt 6 downward to contact the ground, forming a structure similar to a crawler track, changing the contact mode between the vehicle and the ground, and further improving the escape effect;

[0048] Regarding the anti-wear device 9, the anti-wear device 9 is located in the middle of the main beam 1, refer to Figure 4 and Figure 5The middle section of the synchronous belt 6 is coiled and installed in the middle of the anti-wear device 9. The anti-wear device 9 makes the highest point of the synchronous belt 6 a distance below the main beam 1. The anti-wear device 9 can keep the synchronous belt 6 in a tensioned state at all times. During normal transmission, the tensioned synchronous belt 6 can ensure stable transmission between the front drive shaft 3 and the rear drive shaft 5. When getting out of trouble, the tensioned synchronous belt 6 can ensure that the escape part 4 is smoothly driven to rotate by the rear drive shaft 5, and the lower layer of the synchronous belt 6 can be used to form a large area of ​​contact with the ground to ensure more stable contact.

[0049] In a further embodiment, to further increase the passability, refer to Figure 2 The main beam 1 is located at one end of the front drive shaft 3 and is equipped with a front suspension 2. The front suspension 2 adopts a multi-link structure with a spring shock absorber. The front suspension 2 is provided with two, which can be connected to the front wheels separately, so that the two front wheels are independent of each other. At the same time, the front suspension 2 is connected to the front wheels through bearings, and the front wheels are fixedly connected to the free end of the front drive shaft 3. The front drive shaft 3 is provided with two half-axles with universal joints for transmission without affecting steering.

[0050] In a further embodiment, a specific configuration of the main beam 1 is disclosed, referring to Figure 2 The main beam 1 includes a beam frame 11, which is assembled and connected with the front suspension 2. The two front suspensions 2 are installed at the end positions of the beam frame 11 to form an independent front wheel suspension, wherein a rear suspension 12 is swingably installed at one end of the beam frame 11 close to the rear drive shaft 5. The rear suspension 12 is swingably connected to the rear swing arm 8. The rear suspension 12 is installed at the rear wheel position. The rear suspension 12 can swing up and down to form an independent rear wheel. Compared with the fixed front axle and rear axle, the rear wheel can swing up and down significantly relative to the front wheel to improve the passability. The rear swing arm 8 is installed on the rear suspension 12 and swings synchronously with the rear suspension 12 to avoid the rear swing arm 8 interfering with the swing of the rear suspension 12.

[0051] In a further embodiment, a specific configuration of the wear protector 9 is disclosed, referring to Figure 3 and Figure 7The anti-wear device 9 includes a cover 91, and there is a space for the synchronous belt 6 to pass through in the middle of the cover 91. A fixed wheel 94 is installed at the lower part of the cover 91. The fixed wheel 94 is installed at the lower left corner position to change the extension direction of the synchronous belt 6. A linear tensioner 92 is installed in the middle of the cover 91 in the horizontal direction. The linear tensioner 92 can drive the sliding wheel 93 to press and move toward the front wheel, and is always in a power storage state when the synchronous belt 6 squeezes the sliding wheel 93 toward the rear wheel, so that the synchronous belt 6 is in a tensioned state. Specifically, the linear tensioner 92 can be a horizontally arranged spring or a horizontally arranged telescopic rod. A sliding wheel 93 is installed on the linear tensioner 92. The sliding wheel 93 can provide continuous tensioning force during the left and right sliding process. The middle section of the upper part of the synchronous belt 6 is coiled and installed between the sliding wheel 93 and the fixed wheel 94. The linear tensioner 92 prevents the synchronous belt 6 from slipping against the front drive shaft 3 and the rear drive shaft 5 under normal transmission conditions. It can also ensure that the synchronous belt 6 is released when the front rocker arm 7 and the rear rocker arm 8 swing, thereby preventing the synchronous belt 6 from being pulled and broken.

[0052] In a further embodiment, a specific configuration of the front rocker arm 7 is disclosed, referring to Figure 4 - Figure 6 The front rocker arm 7 includes a crank arm 71, a telescopic cylinder 72 is rotatably mounted in the middle of the crank arm 71, and the top of the crank arm 71 and the top of the telescopic cylinder 72 are staggered left and right and rotatably connected to the main beam 1. When traveling on rough ground or the front wheel is trapped, refer to Figure 5 The telescopic cylinder 72 is extended to drive the crank arm 71 to swing counterclockwise, thereby driving the escape member 4 to swing downward and contact the ground to pry and prop up, adding a contact point with the ground between the two front wheels, and making the synchronous belt 6 contact the ground. By directly contacting the ground, a structure close to the crawler track is formed to increase the passing rate. The crank arm 71 is set close to the end of the main beam 1. During normal driving, refer to Figure 4 The telescopic cylinder 72 is shortened, driving the crank arm 71 to swing clockwise to the extreme position, so that the escape member 4 stays at the position farthest from the ground to ensure passability. It can also form a shielding protection under the front transmission shaft 3 in the forward direction to prevent the front transmission shaft 3 from being damaged by the collision of ground protrusions during normal travel.

[0053] In a further embodiment, in order to ensure that the synchronous belt 6 passes smoothly through the crank arm 71, refer to Figure 6The crank arm 71 has two parallel plates with sufficient space in the middle. The middle of the crank arm 71 is located below the hinged position of the telescopic cylinder 72 and the crank arm 71, and the reversing wheel 2 74 and the reversing wheel 3 75 are rotatably installed. The reversing wheel 2 74 and the reversing wheel 3 75 are stacked up and down. The reversing wheel 2 74 and the reversing wheel 3 75 are in the middle and avoid the position of the telescopic cylinder 72. The crank arm 71 is located above the escape piece 4 and is equipped with a reversing wheel 1 73. The reversing wheel 1 73 is located at the escape piece 4. 4 and the anti-wear device 9, the reversing wheel 1 73 can wrap the synchronous belt 6 around at least half of the circumferential outer wall of the escapement piece 4, with a large contact area, ensuring that the synchronous belt 6 can smoothly drive the escapement piece 4 to rotate after the escapement piece 4 contacts the ground. The design of the reversing wheel 2 74 and the reversing wheel 3 75 ensures a large contact area between the synchronous belt 6 and the driven wheel 31, smooth transmission, and ensures that when the crank arm 1 71 is in a fully contracted state, the upper layer of the synchronous belt 6 is in a horizontal state and will not contact the main beam 1 to cause abnormal wear.

[0054] In a further embodiment, a specific rear swing arm 8 structure is provided, referring to Figure 8 The rear swing arm 8 includes a second crank arm 81, which is close to a straight rod and has two parts parallel to each other. The top end is fixedly connected by a rotating shaft, and a space is reserved in the middle for the synchronous belt 6 to pass through. A second telescopic cylinder 82 is rotatably installed in the middle of the second crank arm 81. The top end of the second crank arm 81 and the top end of the second telescopic cylinder 82 are rotatably connected to the rear suspension 12. The second telescopic cylinder 82 is shortened, and the rear swing arm 8 is in a nearly horizontal state to ensure that there is a sufficient distance from the ground to avoid affecting the vehicle's normal passability. When entering a rugged terrain or the rear wheel is trapped, the second telescopic cylinder 82 is extended to drive the second crank arm 81 to swing counterclockwise. The second crank arm 81 squeezes the ground downward between the two rear wheels and changes the contact position with the ground, so that the vehicle can be out of trouble. After the second crank arm 81 swings counterclockwise, the bottom end of the second crank arm 81 contacts the ground, and an acute angle is formed between the bottom surface of the second crank arm 81 and the ground. During the escape process, the second crank arm 81 can slide and contact the ground, and the contact area can also be increased, which plays the role of a sled slide. The thrust of the rear wheel can be used to slide and escape the front wheel. The second crank arm 81 is located between the rear transmission shaft 5 and the anti-wear device 9. A reversing wheel four 83 is rotatably installed in the middle part of the second crank arm 81. The reversing wheel four 83 plays an auxiliary guiding role, so that the synchronous belt 6 can drive the escape piece 4 to rotate, and the synchronous belt 6 and the escape piece 4 contact the ground between the two rear wheels. The synchronous belt 6 plays the role of a crawler track, and can efficiently escape from trouble when the rear wheel is suspended by the protrusion on the ground between the two wheels.

[0055] In a further embodiment, a specific configuration of the escape member 4 is disclosed, referring to Figure 8 - Fig.10The escape piece 4 includes a rotating sleeve 41, and a synchronous belt 6 is sleeved on the outer wall of the circumference of the rotating sleeve 41. As the synchronous belt 6 rotates, the escape piece 4 can be driven to rotate, wherein the rotating sleeve 41 is rotatably installed at the lower ends of the front rocker arm 7 and the rear rocker arm 8. When the front rocker arm 7 and the rear rocker arm 8 swing downward, a rotatable pushing piece can be added between the tires to assist in the escape. An inner rod 42 is plugged and installed in the middle of the rotating sleeve 41 along the axial direction. A support rod 43 is installed at one end of the inner rod 42 located outside the rotating sleeve 41. The support rod 43 can swing between an angle parallel to the axis of the rotating sleeve 41 and an angle perpendicular to the axis of the rotating sleeve 41. During normal driving, the support rod 43 is inserted into the rotating sleeve 41 and rotates with the rotating sleeve. 41 is coaxial to ensure stable rotation of the rotating sleeve 41 and avoid eccentric rotation shaking affecting driving comfort. The escape piece 4 has a support rod 43. The support rod 43 can swing when the rotating sleeve 41 rotates. When getting out of trouble, the support rod 43 is completely pulled out of the rotating sleeve 41. Under the action of centrifugal force, a support rod 43 perpendicular to the central axis of the rotating sleeve 41 can be formed. The support rod 43 can intermittently contact the ground when the rotating sleeve 41 rotates. The support rod 43 is a rod-shaped structure and its length is greater than the diameter of the rotating sleeve 41. The friction contact between the rotating sleeve 41 and the ground can be changed to an overlapping contact between the support rod 43 and the ground, and can be inserted into the ground for a distance to contact a tighter deep layer of soil, with a higher pass rate.

[0056] In a further embodiment, in order to realize the swing of the support rod 43 relative to the inner rod 42, refer to Fig. 9 A limit ring 414 is installed on the inner wall of the circumference of the rotating sleeve 41, and the limit ring 414 is sleeved and installed on the outer side of the inner rod 42. The inner diameter of the limit ring 414 is larger than the outer diameter of the middle part of the inner rod 42, and the inner diameter of the limit ring 414 is smaller than the outer diameter of the end of the inner rod 42, so that the inner rod 42 can slide horizontally in the rotating sleeve 41 in the limited state to prevent slipping. Among them, a hinge joint 422 is installed at one end of the inner rod 42 located outside the rotating sleeve 41, and the support rod 43 is provided with an end 431 hinged to the hinge joint 422. The outer diameters of the hinge joint 422 and the end 431 are the same, so that the hinge joint 422 and the end 431 can be inserted into the rotating sleeve 41. At the same time, because the hinge joint 422 and the end 431 are connected by a pin rod combination, a swingable connection structure is formed, so that the support rod 43 can smoothly swing around the end of the inner rod 42 after the rotating sleeve 41 is completely pulled out.

[0057] In a further embodiment, in order to ensure the stability of the position of the support rod 43 during rotation, Fig. 9 and Fig.10A screw rod 421 is installed in the middle of the inner rod 42 through a screw hole. The screw rod 421 penetrates the horizontal end surface of the rotating sleeve 41 and extends along the axis of the rotating sleeve 41. A through threaded hole is provided at the central axis position of the inner rod 42 for connecting the screw rod 421 with the inner rod 42. In addition, a screw hole 1 432 corresponding to the screw rod 421 is provided at the outer wall of the circumference of the support rod 43 perpendicular to the axis of the support rod 43. A screw hole 2 433 corresponding to the screw rod 421 is provided at the central axis position of one end of the end head 431 of the support rod 43. The screw hole 1 432 and the screw hole 2 433 are designed to be perpendicular to each other at 90 degrees and are not connected to each other. During normal driving, the support rod 43 and the inner rod 42 are parallel to each other, and the screw 421 is screwed into the screw hole 2 433 to form a whole. The straight rod prevents the support rod 43 from swinging disorderly during normal driving. In the escape operation, a connecting plate 411 is installed at one end of the rotating sleeve 41 near the support rod 43. A notch 412 is opened in the middle of the connecting plate 411, and a locking piece 413 is installed through the notch 412. A curved surface 434 is provided on the end head 431 corresponding to the side of the connecting plate 411. The support rod 43 and the inner rod 42 are perpendicular to each other, and the screw 421 is screwed into the screw hole 1 432 to form a right-angled vertical structure. The notch 412 facilitates the adjustment of the position of the locking piece 413, so that the locking piece 413 is screwed into the screw hole 2 433. After the locking piece 413 is tightened, the curved surface 434 of the end head 431 is pressed against the inner edge of the connecting plate 411 to ensure the stability of the position of the support rod 43 during the escape process.

[0058] The working principle of this embodiment is as follows:

[0059] When in use, the front transmission shaft 3 and the rear transmission shaft 5 are installed at both ends of the main beam 1, and the engine is installed in the middle of the main beam 1, and the rear transmission shaft 5 is driven to rotate by a chain. The rear transmission shaft 5 is connected to the front transmission shaft 3 through a synchronous belt 6, and four-axis drive is performed to ensure passability;

[0060] During normal driving, the anti-wear device 9 can tighten the synchronous belt 6 to prevent the synchronous belt 6 from being too loose and sagging to contact the ground or swinging up to contact the main beam 1, ensuring the stable transmission of the front drive shaft 3 and the rear drive shaft 5. The front rocker arm 7 and the rear rocker arm 8 are in a contracted state and hover below the front drive shaft 3 and the rear drive shaft 5 to prevent the raised position of the ground from knocking against the front drive shaft 3 and the rear drive shaft 5 during driving, ensuring stable driving;

[0061] When a wheel is stuck, the front rocker arm 7 and the rear rocker arm 8 can swing counterclockwise, contact the ground between the two wheels through the escape piece 4, and lift the entire vehicle body upwards to lift it out of the trap. During the lifting process, the timing belt 6 and the escape piece 4 contact the ground, and the engine drives the timing belt 6 and the escape piece 4 to rotate, forming a new propulsion structure between the two wheels to increase the contact area. At the same time, the timing belt 6 acts as a crawler track, and the support rod 43 on the escape piece 4 can be intermittently inserted into the deep ground and lifted up, changing the contact position and propulsion method to achieve efficient escape.

[0062] The above are only preferred embodiments of the present invention and are not intended to limit the protection scope of the present invention.

Claims

1. A high-travelability beach vehicle drive assembly, comprising a main beam (1), a front drive shaft (3) and a rear drive shaft (5), characterized in that: Also includes: A front rocker arm (7) and a rear rocker arm (8) are located below the main beam (1), the front rocker arm (7) being arranged at the same height as the front transmission shaft (3), and the rear rocker arm (8) being arranged at the same height as the rear transmission shaft (5), and a release member (4) being installed at the lowest point of the front rocker arm (7) and the rear rocker arm (8); A synchronous belt (6) is located between the front transmission shaft (3) and the rear transmission shaft (5); a driven wheel (31) and a driving wheel (51) are respectively installed in the middle of the front transmission shaft (3) and the rear transmission shaft (5) and meshed with the synchronous belt (6); the synchronous belt (6) is sleeved on the outer wall of the circumference of the escapement member (4) and can drive the escapement member (4) to rotate; the front rocker arm (7) and the rear rocker arm (8) can drive the escapement member (4) to move downward; The escape member (4) comprises a rotating sleeve (41), the rotating sleeve (41) being rotatably mounted on the lower ends of the front rocker arm (7) and the rear rocker arm (8), an inner rod (42) being inserted and mounted in the middle of the rotating sleeve (41) along the axial direction, a support rod (43) being mounted on one end of the inner rod (42) located outside the rotating sleeve (41), and the support rod (43) being capable of swinging between an angle parallel to the axial line of the rotating sleeve (41) and an angle perpendicular to the axial line of the rotating sleeve (41); A wear protector (9) is located in the middle of the main beam (1), the middle section of the synchronous belt (6) is coiled and installed in the middle of the wear protector (9), the wear protector (9) comprises a cover shell (91), a fixed wheel (94) is installed at the lower part of the cover shell (91), a linear tensioner (92) is installed in the middle of the cover shell (91) along the horizontal direction, a sliding wheel (93) is installed on the linear tensioner (92), the middle section of the upper part of the synchronous belt (6) is coiled and installed between the sliding wheel (93) and the fixed wheel (94), the wear protector (9) makes the highest point of the synchronous belt (6) located a distance below the main beam (1), and the wear protector (9) can keep the synchronous belt (6) in a tensioned state at all times.

2. The high-passability beach vehicle drive assembly according to claim 1, characterized in that: The main beam (1) is provided with a front suspension (2) at one end of the front transmission shaft (3); the front suspension (2) is connected to a front wheel via a bearing; and the front wheel is fixedly connected to the free end of the front transmission shaft (3).

3. The high-passability beach vehicle driving assembly according to claim 2, characterized in that: The main beam (1) comprises a beam frame (11), the beam frame (11) is assembled and connected to the front suspension (2), a rear suspension (12) is swingably mounted on one end of the beam frame (11) close to the rear transmission shaft (5), and the rear suspension (12) is swingably connected to the rear swing arm (8).

4. The high-passability beach vehicle driving assembly according to claim 1, characterized in that: The front rocker arm (7) comprises a crank arm (71), a telescopic cylinder (72) being rotatably mounted in the middle of the crank arm (71), the top end of the crank arm (71) and the top end of the telescopic cylinder (72) being staggered left and right and rotatably connected to the main beam (1), and the crank arm (71) being arranged close to the end of the main beam (1).

5. The high-passability beach vehicle driving assembly according to claim 4, characterized in that: A second reversing wheel (74) and a third reversing wheel (75) are rotatably mounted on the middle portion of the crank arm 1 (71) below the hinged position of the telescopic cylinder 1 (72) and the crank arm 1 (71). The second reversing wheel (74) and the third reversing wheel (75) are stacked up and down. A first reversing wheel (73) is mounted on the crank arm 1 (71) above the escape member (4). The first reversing wheel (73) is located between the escape member (4) and the anti-wear device (9).

6. The high-passability beach vehicle driving assembly according to claim 3, characterized in that: The rear swing arm (8) comprises a second crank arm (81), a second telescopic cylinder (82) is rotatably mounted in the middle of the second crank arm (81), the top end of the second crank arm (81) and the top end of the second telescopic cylinder (82) are rotatably connected to the rear suspension (12), the second crank arm (81) is located between the rear transmission shaft (5) and the anti-wear device (9), and a fourth reversing wheel (83) is rotatably mounted in the middle of the second crank arm (81).

7. The high-passability beach vehicle driving assembly according to claim 1, characterized in that: A limit ring (414) is installed on the inner wall of the circumference of the rotating sleeve (41), and the limit ring (414) is sleeved and installed on the outside of the inner rod (42). A hinge joint (422) is installed at one end of the inner rod (42) located outside the rotating sleeve (41), and the support rod (43) is provided with an end (431) hinged to the hinge joint (422).

8. The high-passability beach vehicle driving assembly according to claim 7, characterized in that: A screw rod (421) is installed in the middle of the inner rod (42) through a screw hole, a screw hole (432) corresponding to the screw rod (421) is opened at the outer wall of the circumference of the support rod (43) and is perpendicular to the axis of the support rod (43), a screw hole (433) corresponding to the screw rod (421) is opened at the central axis position of one end of the end head (431), a connecting plate (411) is installed near one end of the support rod (43), a notch (412) is opened in the middle of the connecting plate (411), a locking piece (413) is installed through the notch (412), and a curved surface (434) is provided on one side of the end head (431) corresponding to the connecting plate (411).

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