All-terrain vehicle tire pressurizing type escape system and escape method

Abstract

The invention discloses an all-terrain vehicle tire pressurizing type escape system and method, and belongs to the technical field of off-road vehicle auxiliary devices. The system comprises a fixed beam arranged on a frame; the force transmission mechanism forms a tripod structure; the arc-shaped pressing block is used for applying pressure to the tire; the simple inhaul cable system is arranged at the operable position on the side of the driver seat and connected with the force receiving sliding block. The escape method comprises the steps that a rider keeps a sitting posture, the gravity center of the body inclines forwards 0.5 seconds before stepping on an accelerator, and meanwhile the simple inhaul cable system is operated; the arc-shaped pressing block applies downward pressure to the upper surface of the tire through the inhaul cable driving force transmission mechanism; after pressure application is confirmed, accelerator acceleration is immediately followed, and the synergistic effect of body gravity center transfer, mechanical supercharging and power output is achieved. The normal pressure of the tire is actively increased in a mechanical mode, the adhesion coefficient of the tire and the ground is increased, and the problem of tire slipping when a vehicle is trapped is solved; a seat side control design is adopted, so that a single person can get out of trouble autonomously.

Description

Technical Field

[0001] This invention relates to the field of all-terrain vehicle technology, specifically to an all-terrain vehicle tire pressure boosting traction system and traction method, and more particularly to a device and its operation method that enhances the ground adhesion of the stuck tire by applying auxiliary pressure, thereby enabling autonomous traction. Background Technology

[0002] Existing all-terrain vehicle extrication technologies mainly include the following methods: One method is the traditional manual assistance method for getting out of trouble, such as laying hard materials like planks or stones under the tires to increase support, or having multiple people push and pull the vehicle to help it get out of trouble. These methods require additional manpower or material assistance and are difficult to implement when driving alone or operating in remote areas.

[0003] The second method is mechanical traction to extricate the vehicle from trouble, such as using winches, tow ropes, or other tools to assist the vehicle in getting out of trouble through external traction. This method requires fixed anchor points or other vehicles to assist, and its use is limited by conditions.

[0004] Thirdly, improving the drive system can help vehicles overcome obstacles. For example, Chinese patent document CN115257333A discloses a dual-motor drive assembly for an electric all-terrain vehicle. This assembly uses a control system strategy to switch between two-wheel drive and four-wheel drive modes, including independently controlled front and rear drive axles, each equipped with a differential lock, enabling adaptive four-wheel drive and obstacle-avoidance capabilities. This technical solution primarily improves obstacle-avoidance capabilities by optimizing power distribution and electronic control strategies, but essentially still relies on enhancing driving force to overcome obstacles.

[0005] However, the aforementioned existing technologies have the following shortcomings: First, from a mechanical perspective, the root cause of vehicles getting stuck is insufficient traction between the tires and the ground. When a tire sinks into soft ground, the vehicle's weight acts primarily perpendicularly to the tire, while the direction of the effective traction force required for extrication is at a significant angle to the direction of gravity. This mismatch in mechanical directions means that even with increased driving force output, the tire is still prone to spinning and slipping. While existing electronically controlled extrication systems can optimize power distribution, they fail to fundamentally change the stress state on the tires.

[0006] Secondly, current technologies lack active mechanisms to enhance tire adhesion. Neither manual assistance nor electronic control systems directly apply additional normal pressure to the stuck tire to increase its coefficient of friction with the ground. Simply relying on power system optimization has limited effectiveness in extreme situations.

[0007] Furthermore, existing escape solutions have limitations in terms of ease of operation. Manual assistance methods require the driver to get out of the vehicle, posing safety hazards; while electronic control systems can be operated from the driver's seat, they are insufficient to provide adequate escape capabilities for deeply stuck situations. Especially in single-driver scenarios, there is a lack of an escape device that can maintain control of the vehicle while actively applying auxiliary forces.

[0008] Therefore, it is necessary to develop a new all-terrain vehicle traction technology that can actively increase the tire's ground adhesion through mechanical means by improving the tire's stress state, while also achieving convenient operation and control, thus providing a reliable guarantee for the safe operation of all-terrain vehicles in complex road conditions. Summary of the Invention

[0009] This invention aims to solve the problem that when all-terrain vehicles get stuck on muddy or soft roads, they slip due to insufficient tire adhesion to the ground and need to use external pushing, pulling, or padding to get out of trouble. It provides a system and method that improves tire adhesion by actively applying pressure to the tires, enabling riders to complete the extrication operation independently.

[0010] To solve the above-mentioned technical problems, the present invention provides an all-terrain vehicle traction system equipped with a tire self-inflation mechanism.

[0011] The system includes a fixed beam, a force transmission mechanism, an arc-shaped pressure block, and a simple cable system. The fixed beam is mounted on the vehicle frame, serving as the basic support structure for the entire mechanism. The force transmission mechanism includes a force-receiving slider and a force-bearing support seat that can move along the fixed beam, as well as a force-transmitting structural assembly connecting the force-receiving slider and the force-bearing support seat. The arc-shaped pressure block is connected to the force transmission mechanism and is used to apply pressure to the vehicle tires. The simple cable system is located in an operable position from the driver's seat and is connected to the force-receiving slider.

[0012] During operation, the simple cable system drives the force transmission mechanism, bringing the arc-shaped pressure block close to the tire surface. When the tire applies driving force, it works in coordination with the vehicle's power output to apply pressure to the tire surface, increasing the tire's adhesion to the ground.

[0013] In a preferred embodiment, the force transmission structure assembly includes a first force transmission rod and a second force transmission rod. One end of the first force transmission rod is hinged to a force receiving slider, and the other end is hinged to the second force transmission rod. One end of the second force transmission rod is hinged to a force-bearing support. The force receiving slider, the force-bearing support, and the force transmission structure assembly form a triangular structure. This triangular structure can effectively convert the horizontal tension of the cable into downward pressure on the tire.

[0014] Furthermore, the hinge between the first and second force transmission rods is a lockable and unlockable structure, used to adjust the force transmission angle of the force transmission structure assembly. The longitudinal direction of the second force transmission rod is set to be substantially parallel to the direction of the force applied when the tire is getting out of trouble, thereby optimizing the force transmission efficiency.

[0015] The arc-shaped pressure block is hinged to the force support seat via a connecting arm. The connecting arm has elasticity and can adapt to the deformation of the tire under pressure, and provide continuous and stable pressure.

[0016] The system also includes a triangular support arm, which includes a first arm and a second arm that are hinged to each other. One end of the first arm is hinged to the force transmission structure component, and one end of the second arm is connected to the arc-shaped pressure block to form an additional support path.

[0017] To further enhance support stability, the system is equipped with an auxiliary support rod. One end of the auxiliary support rod is hinged to the hinge of the first and second arms, and the other end is movably connected to the arc-shaped pressure block, forming a double support structure for the arc-shaped pressure block together with the connecting arm.

[0018] The simple cable system includes a hand grip handle, a guide pulley, and a connecting cable. The hand grip handle is located on the left side of the rider's seat and is connected to the force receiving slider via the guide pulley and connecting cable, making it easy for the rider to operate with one hand.

[0019] In terms of specific arrangement, the fixed beam is set horizontally or nearly horizontally along the vehicle's direction of travel, with sliding guides at both ends. The force receiving slider is slidably set in the sliding guide at the end closer to the driver's seat, and the force support seat is slidably set in the sliding guide at the end farther from the driver's seat.

[0020] The present invention also provides a method for getting out of trouble using the above-mentioned all-terrain vehicle traction system equipped with a tire self-inflating mechanism, comprising the following steps: Preparation phase: The rider remains seated, feels the engine idling, and keeps the body relaxed; Activation phase: 0.5 seconds before pressing the accelerator, the rider's center of gravity suddenly leans forward, transferring weight to the front of the vehicle, while the left hand operates the simple cable system; Synchronous boosting stage: The simple cable system drives the force transmission mechanism, causing the arc-shaped pressure block to apply downward pressure to the upper surface of the tire, which is superimposed on the center of gravity transfer force generated by the rider leaning forward; Power output phase: After confirming that the arc-shaped pressure block has applied pressure, the right hand immediately follows up with the accelerator to accelerate, realizing the coordinated effect of body center of gravity transfer, mechanical supercharging, and power output; Completed extrication phase: After the vehicle is successfully extricated, the rider returns to a normal sitting posture and releases the simple cable system.

[0021] The beneficial effects of this invention are as follows: It enables unblocking operations without leaving the vehicle, improving operational safety and convenience; With the simple cable system on the side of the seat, riders can perform extrication maneuvers while maintaining control of the vehicle; The combined effect of weight transfer and mechanical supercharging effectively increases tire grip. The adjustable force transmission angle design can adapt to different vehicle depths and road conditions; The dual-support structure ensures stability and reliability under pressure. The entire system has a simple structure and is easy to operate, which can significantly improve the off-road performance of all-terrain vehicles. Attached Figure Description

[0022] Figure 1 This is a flowchart of the seat center of gravity transfer and escaping method of the present invention; Figure 2 This is a detailed structural diagram of the simplified cable system 10 of the present invention; Figure 3 This is a schematic diagram of the overall structure of the tire self-pressurization mechanism provided by the present invention; Figure 4 This is a diagram analyzing the tire traction principle of the present invention, showing the force state of a vehicle tire when it sinks. The diagram indicates the lower angle R (the effective traction force direction range required for tire traction) and the upper angle r (the range of applied auxiliary force) formed by the two extended center lines, as well as the direction of the downward pressure exerted on the tire by the arc-shaped pressure block. Figure 5 This is a schematic diagram of the working state of the tire self-pressurization mechanism of the present invention, showing the state when the arc-shaped pressure block contacts the rear tire and applies pressure; Figure 6 This is a schematic diagram of another working state of the tire self-pressurization mechanism of the present invention. It shows the dynamic process of the force receiving slider and the force support seat moving along the fixed beam, the force transmission rod assembly changing angle, and the arc-shaped pressure block following the tire rotation or detaching from the tire. The position changes of the main moving parts are marked with different colors in the figure.

[0023] Figure label: Simple cable system (10 series) 10. Simple cable system; 11. Hand grip handle; 12. Guide pulley; 13. Connecting cable; Basic support structure (20 series) 20 Fixed beam; 21 Force receiving slider; 22 Force-bearing support; Force transmission structure components (30 series) 30 Force transmission structure component; 31 First force transmission rod; 32 Second force transmission rod; Tire contact supercharger assembly (40 series) 40 Arc-shaped pressure block; 41 Connecting support arm; 42 Triangular support swing arm; 421 First support arm; 422 Second support arm; 43 Auxiliary support rod; Angle Marker R is the angle below the two extended center lines (the effective traction range required for the tire to get out of trouble). r is the angle between the two extended centerlines (the range in which the auxiliary force is applied to the tire). Detailed Implementation

[0024] Example: This embodiment provides an all-terrain vehicle traction system equipped with a tire self-inflating mechanism. This system combines a no-dismount operation method with a mechanical supercharger, achieving efficient traction through simple operating techniques and precise timing control. When an all-terrain vehicle gets stuck on muddy roads, refer to... Figure 3 , Figure 4 Since the vehicle's weight primarily acts vertically on the tires, and the effective traction required for the tires to get out of trouble should be within a certain range... Figure 4 Within the range of the angle R between the two extended center lines shown, the inconsistency in their directions makes the tires highly prone to slippage during start-up. This embodiment, through... Figure 4 An auxiliary force is applied to the tire within the range of the angle r between the two extended center lines shown, which significantly increases the adhesion between the tire and the ground. Combined with the operation method that does not require getting out of the vehicle, it makes it easier for the vehicle to get out of a stuck situation.

[0025] I. Seat-based weight transfer method for getting out of trouble Reference Figure 1 and Figure 2 One of the core features of this embodiment is the seat weight transfer traction method, a complete operating method that utilizes the rider's body weight and manual operation to activate the traction system. This method connects the manual operation of the rider's seat directly to the tire self-inflation mechanism via a simple cable system 10, enabling traction without dismounting.

[0026] The specific operating procedure is as follows: The rider remains seated, lightly grips the throttle without accelerating, and at the moment of preparing to accelerate, suddenly leans forward while simultaneously engaging the simple cable system 10. The simple cable system 10 includes a handle 11 located on the left side of the rider's seat within easy reach, connected to a cable 13 via a guide pulley 12, and its mechanical end is directly connected to the force-receiving slider 21 of the tire self-pressurization mechanism. The rider operates by turning the handle 11 with their left hand and controlling the throttle with their right hand, achieving coordinated two-handed operation.

[0027] The key timing control involves four stages: In the preparatory stage, feel the engine idling and keep your body relaxed; at the activation moment, 0.5 seconds before pressing the accelerator, suddenly lean forward and rotate the cable; in the synchronization stage, immediately follow the throttle acceleration after the tire booster is activated; and ensure that the curved pressure block 40 has applied downforce the instant the tire begins to bear weight. This timing control ensures the coordination of body weight, tire booster, and power output.

[0028] II. Technical Structure of Tire Self-Inflating Mechanism refer to Figure 3 , Figure 4 , Figure 5 The tire supercharging mechanism is a complete mechanical supercharging system, consisting of three parts: a base support structure (20 series), a force transmission structure assembly (30 series), and a tire contact supercharging assembly (40 series). The base support structure includes a fixed beam 20, which is horizontally or nearly horizontally fixed to the frame along the riding direction, with one end facing the rear and the other facing the front, and at least one sliding guide at each end. A force-receiving slider 21 is slidably disposed on the sliding guide of the fixed beam 20 near the rider's seat, and is connected to a handle 11 on the left side of the rider's seat via a simple cable system 10 for manual control. A force-bearing support 22 is slidably disposed on the sliding guide of the fixed beam 20 facing the front.

[0029] The force transmission structure assembly 30 is the core of the entire mechanism, including a first force transmission rod 31 and a second force transmission rod 32, which combines the force receiving slider 21 and the force support seat 22 into a stable triangular frame structure. One end of the first force transmission rod 31 is hinged to the force receiving slider 21, and the other end is hinged to the second force transmission rod 32; one end of the second force transmission rod 32 is hinged to the force support seat 22, and the other end is connected to the first force transmission rod 31. All hinges are lockable and unlockable to adjust the angle of the rods so that the longitudinal direction of the second force transmission rod 32 is substantially parallel to the direction of the force applied when the tire disengages.

[0030] The tire contact pressure boosting assembly directly applies pressure to the tire, and the radius of curvature of the arc-shaped pressure block 40 matches the outer diameter of the rear tire. One end of the connecting arm 41 is hinged to the load-bearing support seat 22, and the other end is hinged to the arc-shaped pressure block 40, providing primary support. The connecting arm 41 is elastic, with a large and adjustable force, capable of adapting to different tire deformation conditions and providing continuous and stable pressure. The triangular support swing arm 42 includes a first arm 421 and a second arm 422, forming a triangular structure with the second force transmission rod 32. All hinge points are lockable and adjustable to adjust the support angle and support stiffness. The triangular support swing arm 42 has a certain excess support stroke in the direction requiring support; this stroke is adjustable to ensure that the arc-shaped pressure block 40 can follow the tire's rotation and maintain effective contact within a certain range. One end of the auxiliary support rod 43 is hinged to the hinge joint between the first support arm 421 and the second support arm 422, and the other end is movably connected to the arc-shaped pressure block 40. Together with the connecting support arm 41, it forms a double support structure for the arc-shaped pressure block 40, ensuring the stability and reliability of pressure application. Furthermore, the curvature design of the arc-shaped pressure block distributes pressure along the tire circumference, forming a progressive pressure gradient. This avoids stress concentration caused by point contact, resulting in more uniform elastic deformation of the tire rubber material. Moreover, when the tire begins to rotate, the wedge-shaped space formed between the arc-shaped pressure block and the tire surface creates a "squeeze-release" cycle. This pulsating pressure helps the tire tread better "grip" the soft road surface.

[0031] III. Comprehensive Working Principle Execution process Reference Figures 3 to 6 The working process combining the operating method and the mechanical structure is as follows: Initial phase (operation activation): 1. Once the cyclist realizes they are stuck, they can use the seat weight transfer method to get out of the predicament; 2. While leaning forward, operate the simple cable 10; 3. The simple cable 10 directly drives the force-receiving slider 21 to slide forward along the fixed beam 20; Mechanical response stage (structural deformation): Because the triangular frame structure formed by the force receiving slider 21, the force support seat 22 and the force transmission rod assembly 30 has structural stability, the forward movement of the force receiving slider 21 drives the entire triangular frame structure to move forward.

[0032] Contact pressurization phase (pressure application): As the triangular frame structure moves forward, the arc-shaped pressure block 40, supported by the connecting arm 41 and the triangular support swing arm 42, gradually approaches the upper surface of the rear tire. When the arc-shaped pressure block 40 contacts the tire, the longitudinal direction of the second force transmission rod 32 is essentially parallel to the direction of the force required for the tire to get out of trouble (i.e.,...). Figure 4(in the R direction), the arc-shaped pressure block 40 can apply a stable downward pressure to the tire, which is basically perpendicular to the tangent of the tire contact point.

[0033] Power coordination phase (simultaneous refueling): By controlling the timing precisely, after the curved pressure block 40 contacts the tire and applies downward pressure, the rider should immediately follow up with throttle operation. At this point, the tire has gained additional grip support, which can effectively prevent slippage.

[0034] Dynamic follow-up phase (pressure maintenance): When the engine accelerates and the tires begin to rotate, friction is generated between the arc-shaped pressure block 40 and the tire surface. Under the action of the dual support structure formed by the connecting arm 41 and the auxiliary support rod 43, the arc-shaped pressure block 40 can follow the rotation of the tire within a certain angle range, continuously applying downward pressure to the tire.

[0035] Automatic disconnection phase (system reset): As the tire continues to rotate and the vehicle moves forward, when the support angle between the second force transmission rod 32 and the arc-shaped pressure block 40 exceeds the effective range, the arc-shaped pressure block 40 gradually loses its effective pressure on the tire. The rider releases the simple cable 10, and the entire mechanical structure naturally returns to its original position under the action of gravity and elastic force.

[0036] IV. System Optimization Design Angle adjustment function The hinges of the first force transmission rod 31, the second force transmission rod 32, and the triangular support swing arm 42 are all designed to be lockable and unlockable. Users can adjust the angle of each rod in advance according to different sinking depths, tire specifications, and road conditions to optimize the pressure angle and pressure of the arc-shaped pressure block 40.

[0037] Quick-assembly design Considering that the tire self-inflation mechanism is not needed under normal driving conditions, the arc-shaped pressure block 40 and its related connecting parts are designed with quick-release structure. Key connection points such as the connecting arm 41 and the auxiliary support rod 43 adopt quick-release pin or snap-on connection structure, allowing users to quickly remove the relevant components when no traction assistance is needed.

[0038] Safety limit protection A limiting mechanism is provided on the fixed beam 20. Limiting blocks are set in the sliding path of the force receiving slider 21 and the force support seat 22 to prevent damage or failure of the mechanism due to excessive operation. The limiting blocks are made of rubber buffer blocks or elastic limiting components, which can effectively limit the movement and buffer the impact.

[0039] After the tire self-inflation mechanism stops the traction operation, it can self-reset, or a reset device such as a reset spring can be provided at the front end of the force receiving slider 21 or the force support seat 22.

[0040] This solution is for getting out of the vehicle and getting out of trouble. As for steering, since the vehicle only travels a very short distance to get out of trouble, there is no danger if the steering wheel is not controlled. The mechanical structure design of this invention fully considers practicality and reliability. Through features such as adjustable force transmission angle, dual support structure, and quick assembly / disassembly, the system can adapt to different usage scenarios and road conditions. Meanwhile, the seat-side control design ensures ease of operation and safety, avoiding the risk of the driver needing to get out of the vehicle as in traditional off-road methods.

[0041] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them. Those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention, such as changing the specific shape of the arc-shaped pressure block, adjusting the number or connection method of the force transmission rods, or using different control mechanisms. These modifications 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 various embodiments of the present invention, and should all be included within the protection scope of the present invention. The protection scope of the present invention should be determined by the content of the claims.

Claims

1. An all-terrain vehicle traction system equipped with a tire self-inflation mechanism, characterized in that, include: Fixed beam (20) is mounted on the vehicle frame; The force transmission mechanism includes a force receiving slider (21) movable along the fixed beam (20) and a force support seat (22), as well as a force transmission structure assembly (30) connecting the force receiving slider (21) and the force support seat (22). An arc-shaped pressure block (40) is connected to the force transmission mechanism and is used to apply pressure to the vehicle tires; A simple cable system (10) is set in an operable position on the driver's seat and connected to the force receiving slider (21); The simple cable system (10) can drive the force transmission mechanism to bring the arc-shaped pressure block (40) close to the tire surface and, when the tire applies driving force, form a coordinated action with the vehicle's power output to apply pressure to the tire surface to increase the adhesion between the tire and the ground.

2. The all-terrain vehicle traction system equipped with a tire self-inflating mechanism according to claim 1, characterized in that, The force transmission structure assembly (30) includes a first force transmission rod (31) and a second force transmission rod (32). One end of the first force transmission rod (31) is hinged to the force receiving slider (21), and the other end is hinged to the second force transmission rod (32). One end of the second force transmission rod (32) is hinged to the force support seat (22). The force receiving slider (21), the force support seat (22), and the force transmission structure assembly (30) form a triangular frame structure.

3. The all-terrain vehicle traction system equipped with a tire self-inflation mechanism according to claim 2, characterized in that, The hinge between the first force transmission rod (31) and the second force transmission rod (32) is a lockable and unlockable structure, used to adjust the force transmission angle of the force transmission structure assembly (30).

4. The all-terrain vehicle traction system equipped with a tire self-inflating mechanism according to claim 3, characterized in that, The longitudinal direction of the second force transmission rod (32) is set to be basically parallel to the direction of the force when the tire gets out of trouble.

5. The all-terrain vehicle traction system equipped with a tire self-inflating mechanism according to any one of claims 1-4, characterized in that, The arc-shaped pressure block (40) is hinged to the force-bearing support seat (22) via a connecting arm (41), and the connecting arm (41) has telescopic elasticity.

6. The all-terrain vehicle traction system equipped with a tire self-inflating mechanism according to claim 5, characterized in that, It also includes a triangular support arm (42), which includes a first arm (421) and a second arm (422) that are hinged to each other. One end of the first arm (421) is hinged to the force transmission structure assembly (30), and one end of the second arm (422) is connected to the arc-shaped pressure block (40).

7. The all-terrain vehicle traction system equipped with a tire self-inflating mechanism according to claim 6, characterized in that, It also includes an auxiliary support rod (43), one end of which is hinged to the hinge of the first support arm (421) and the second support arm (422), and the other end is movably connected to the arc-shaped pressure block (40), together with the connecting support arm (41) forming a double support structure for the arc-shaped pressure block (40).

8. The all-terrain vehicle traction system equipped with a tire self-inflating mechanism according to claim 7, characterized in that, The simple cable system (10) includes a hand grip handle (11), a guide pulley (12) and a connecting cable (13). The hand grip handle (11) is located on the left side of the driver's seat and is connected to the force receiving slider (21) through the guide pulley (12) and the connecting cable (13).

9. The all-terrain vehicle traction system equipped with a tire self-inflating mechanism according to claim 8, characterized in that, The fixed beam (20) is set horizontally or nearly horizontally along the vehicle's direction of travel, and has sliding guides at both ends. The force receiving slider (21) is slidably set at the sliding guide near the driver's seat, and the force support seat (22) is slidably set at the sliding guide away from the driver's seat.

10. A method for escaping entrapment using the all-terrain vehicle escaping system equipped with a tire self-inflating mechanism as described in claim 1, characterized in that, Includes the following steps: Preparation phase: The rider remains seated, feels the engine idling, and keeps the body relaxed; Activation phase: 0.5 seconds before pressing the accelerator, the rider's body weight suddenly leans forward, transferring the weight to the front of the vehicle, while the left hand operates the simple cable system (10). Synchronous boosting stage: The simple cable system (10) drives the force transmission mechanism, so that the arc-shaped pressure block (40) applies downward pressure to the upper surface of the tire, which is superimposed on the center of gravity transfer force generated by the rider leaning forward; Power output stage: After confirming that the arc-shaped pressure block (40) has applied pressure, the right hand immediately follows up with the throttle to accelerate, so as to achieve the coordinated effect of body center of gravity transfer, mechanical supercharging and power output; Completed extrication phase: After the vehicle is successfully extricated, the rider returns to a normal sitting posture and releases the simple cable system (10).

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