All-terrain vehicle helpful for getting out of trapped vehicle

Abstract

The invention discloses an all-terrain vehicle helpful for getting out of a trap during vehicle trapping, and solves the technical problems that in the prior art, when an all-terrain vehicle is trapped, the all-terrain vehicle is difficult to operate by a single person, and thrust and engine power are difficult to provide at the same time. The all-terrain vehicle comprises an installation supporting frame, an accelerator push plate mechanism and an air valve connecting mechanism. The mounting support frame is connected to the rear part of a frame of the all-terrain vehicle; the accelerator push plate mechanism is installed on the installation supporting frame, and the valve connecting mechanism is provided with three connecting ends which are connected with the accelerator push plate mechanism, the accelerator rotating handle and the engine throttle valve respectively to coordinate the control effects of the accelerator push plate mechanism, the accelerator rotating handle and the engine throttle valve. When a rider stands on the rear side of the all-terrain vehicle and pushes the pushing plate forwards, forward displacement of the pushing plate is converted into pulling force through the zipper push-pull assembly, the pulling force is transmitted through the air valve connecting mechanism and pulls an engine throttle valve to be opened, and therefore engine power is generated while forward pushing force is provided.

Description

Technical Field

[0001] This invention relates to the field of all-terrain vehicle technology, and in particular to an all-terrain vehicle that helps to get out of trouble when stuck. Background Technology

[0002] All-terrain vehicles (ATVs) are widely used in agriculture, forestry, animal husbandry, military, and recreational fields. ATVs are typically equipped with continuously variable transmissions (CVTs), enabling them to operate in various complex terrain conditions, including muddy roads, sandy areas, and snowy terrain. This invention is particularly applicable to ATVs equipped with CVTs, which automatically disengage power at idle, allowing the operator to safely perform extrication operations from outside the vehicle. However, in actual use, ATVs frequently encounter situations where they get stuck in mud or sand pits and cannot move normally when driving on muddy, soft, or slippery surfaces.

[0003] In existing technologies, when an all-terrain vehicle gets stuck, common methods for getting out of trouble include: increasing the throttle to provide greater driving force, placing hard objects under the tires to increase friction, and using external towing equipment to pull the vehicle. Without external assistance, riders typically need to manually push the vehicle while simultaneously accelerating with the throttle, that is, twisting the throttle lever to provide engine power while applying forward thrust to the vehicle.

[0004] Chinese patent document CN115257333A discloses a dual-motor drive assembly for an electric all-terrain vehicle. It achieves two-wheel drive and four-wheel drive mode switching through a control system strategy, including independently controlled front and rear drive axles, each equipped with a differential lock, enabling adaptive four-wheel drive and off-road capability. However, this technical solution primarily optimizes the drive system of the electric all-terrain vehicle, using electronic control for off-road assistance, but still requires operator intervention from the driver's seat, failing to address the issue of simultaneously providing thrust and control power during single-person operation.

[0005] Existing methods for getting out of trouble have the following technical problems: First, when a rider is alone, it is difficult to simultaneously control the throttle and push the bike. The traditional throttle lever is located on the handlebars at the front of the vehicle, while the effective pushing position is usually at the rear. This operating posture is not only ergonomically unfriendly, but also difficult and inefficient.

[0006] Secondly, from a mechanical perspective, when a vehicle tire gets stuck in mud or soft ground, the vehicle's weight acts primarily vertically downwards on the tire. For the tire to successfully escape the ditch, the effective traction force required should be along the tangent of the tire's contact point with the ground. Because there is a significant angle between the direction of gravity and the required traction force, the effective pressure of the tire on the ground is insufficient, making it highly susceptible to slippage during the initial acceleration phase.

[0007] Furthermore, while existing auxiliary extrication devices such as winches and tow ropes can provide significant traction, they require external anchor points or other vehicles, which are often lacking in field operations, thus limiting their practicality.

[0008] Therefore, it is necessary to develop an all-terrain vehicle traction assistance device that can solve the difficulties of single-person operation, improve traction efficiency, and enhance tire adhesion to the ground, in order to meet the urgent needs in actual use. Summary of the Invention

[0009] The technical problem this invention aims to solve is as follows: In the prior art, when an all-terrain vehicle gets stuck on a muddy road, the rider usually needs to twist the throttle to provide kinetic energy while simultaneously applying a pushing force to provide traction. However, when the rider is alone, they usually need to get off the vehicle and stand beside it, twisting the throttle while pushing forward, a position that is not conducive to the rider performing the above operations. At the same time, when the vehicle tires are stuck in mud or soft ground, the vehicle's weight acts mainly vertically on the tires, and the direction of the effective traction force required for the tires to get out of trouble is not consistent with the direction of gravity, causing the tires to easily slip when starting, making it difficult to obtain effective power to get out of trouble.

[0010] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is as follows: An all-terrain vehicle (ATV) designed to aid in extricating itself from a stuck vehicle includes: a mounting support frame connected to the rear of the ATV frame; a throttle push plate mechanism mounted on the mounting support frame for controlling the opening of the engine throttle valve while applying a forward thrust, including a telescopic sleeve assembly with an elastic reset function; a push plate connected to the telescopic sleeve assembly for receiving external thrust and generating corresponding displacement; a pull-pull assembly for converting the displacement of the push plate into a pulling force; and a valve connection mechanism with three connection ends: one end connected to the throttle push plate mechanism, one end connected to the throttle handle of the ATV, and the other end connected to the engine throttle valve, for coordinating the control of the engine throttle valve by the throttle push plate mechanism and the throttle handle. When the rider stands behind the all-terrain vehicle and pushes the push plate forward, the forward displacement of the push plate is converted into a pulling force through the pull-pull assembly. This force is transmitted through the valve connection mechanism and pulls the engine throttle valve open, thus providing forward thrust and generating engine power to achieve the traction function. When pushing stops, the elastic reset function of the telescopic sleeve assembly returns the push plate to its initial position, and the engine throttle valve closes. This solution is designed for getting out of trouble after dismounting. Regarding steering, since the vehicle's traction movement is only a very short distance, there is no danger even if the steering wheel is not controlled.

[0011] Furthermore, the telescopic sleeve assembly includes a fixed tube and a movable tube that are elastically connected by a telescopic spring.

[0012] Furthermore, the pushing plate includes a pushing plate and a three-sided enclosing connecting tube connected thereto. The connecting tube is fixedly connected to the movable tube, and the pushing plate and the connecting tube form a space that allows a hand to be inserted.

[0013] Furthermore, the zipper push-pull assembly includes a starting seat fixed on the connecting pipe, a pulley on the mounting support frame, a fixed seat fixed on the fixed pipe, and a first zipper. One end of the first zipper is connected to the starting seat, passes around the pulley, passes through the fixed seat, and connects to the valve connection mechanism at the other end.

[0014] Further, the valve connection mechanism includes: a mounting housing; a main connecting seat, including a main slider slidably mounted inside the mounting housing and a main latch detachably connected to the main slider, the main latch being exposed outside the mounting housing and connected to the engine throttle valve; a rear connecting seat, including a first slider slidably mounted inside the mounting housing, the first slider being detachably connected to the first latch; and a front connecting seat, including a second slider slidably mounted inside the mounting housing, the second slider being detachably connected to a second latch on the throttle handle.

[0015] Furthermore, the abutting and driving structure includes an overlapping protrusion protruding from the side wall of the main slider and an insert block that abuts and cooperates with the overlapping protrusion. The overlapping protrusion is disposed on both side walls of the main slider, and the insert block is disposed on the side wall of the first slider and the side wall of the second slider respectively, corresponding to the two overlapping protrusions.

[0016] Furthermore, the mounting support frame includes a main support formed by a steel pipe, with both ends of the main support bent and extended to form lower mounting seats, which are bolted to the rear of the all-terrain vehicle frame.

[0017] Furthermore, it also includes a tire self-pressurization mechanism, which comprises: a fixed beam fixed to the vehicle frame and having sliding guide portions at both ends; a force-receiving slider slidably disposed on the sliding guide portion of the fixed beam near the throttle push plate mechanism and connected to the movable tube; a force-bearing support seat slidably disposed on the sliding guide portion of the fixed beam facing the front of the vehicle; and an arc-shaped pressure block, the radius of curvature of which matches the outer diameter of the rear tire, for applying downward pressure to the tire. After the tire self-pressurization mechanism stops the traction operation, it can self-realign, or a reset device such as a reset spring can be provided at the front end of the force-receiving slider or the force-bearing support seat.

[0018] Furthermore, the tire self-pressurization mechanism also includes a force transmission rod assembly, which includes a first force transmission rod and a second force transmission rod. One end of the first force transmission rod is hinged to the force receiving slider, and the other end is hinged to one end of the second force transmission rod. The other end of the second force transmission rod is hinged to the force-bearing support.

[0019] Furthermore, the tire self-pressurization mechanism further includes: a connecting arm, one end of which is hinged to the force-bearing support seat, and the other end of which is hinged to the arc-shaped pressure block; a triangular support swing arm, including a first arm and a second arm, the first arm and the second arm being hinged to each other, and each of their two ends being hinged to the second force transmission rod; and an auxiliary support rod, one end of which is hinged to the hinge point between the first arm and the second arm, and the other end of which is movably connected to the arc-shaped pressure block.

[0020] The beneficial effects of the present invention are: (1) The rider can stand on the back of the all-terrain vehicle and push the throttle push plate mechanism forward to provide forward thrust and at the same time control the engine throttle valve to open and generate power, which solves the technical problem that the single person cannot provide thrust and power at the same time; (2) Through the tire self-pressurization mechanism, the tire is automatically subjected to a downward pressure perpendicular to the tangent of the ground point during the vehicle's start-up phase, which increases the normal pressure of the tire on the ground, effectively improves the adhesion between the tire and the ground, reduces slippage, and significantly improves the get-out effect; (3) The structure is reasonably designed, easy to operate, safe and reliable, and highly applicable. Attached Figure Description

[0021] Figure 1 This is a partial structural diagram of the present invention when installed on an all-terrain vehicle frame; Figure 2 for Figure 1 A magnified view of a section at point A in the middle; Figure 3 This is a schematic diagram of the structure of the mounting support frame and throttle push plate mechanism in this invention; Figure 4 for Figure 3 A magnified view of a section at point I; Figure 5 This is a schematic diagram of the valve connection mechanism in this invention; Figure 6 This is a schematic diagram of the overall structure of an all-terrain vehicle that helps to get out of trouble when stuck, provided in Embodiment 2 of the present invention; Figure 7 This is a diagram illustrating the tire traction principle analysis of Embodiment 2 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 45. Figure 8 This is a schematic diagram of the working state of the tire self-pressurization mechanism 40 in Embodiment 2 of the present invention, showing the state when the arc-shaped pressure block 45 contacts the rear tire and applies pressure; Figure 9 This is a schematic diagram of another working state of the tire self-pressurization mechanism 40 in Embodiment 2 of the present invention. It shows the dynamic process of the force receiving slider 42 and the force support seat 43 moving along the fixed beam 41, the force transmission rod assembly 44 changing angle, and the arc-shaped pressure block 45 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.

[0022] Figure label: Example 1: Frame 01, mounting support frame 10, throttle push plate mechanism 20, valve connection mechanism 30, main bracket 11, lower mounting seat 12, connecting stabilizer bar 13, rear bumper 14, support tube 15, telescopic sleeve assembly 21, push plate 22, zipper push-pull assembly 23, mounting housing 31, main connecting seat 32, rear connecting seat 33, front connecting seat 34, abutment drive structure 35, bottom rod 141, reinforcing tube 142, telescopic spring 211, fixed tube 212, movable tube 213, pin 214, waist-shaped hole 215, push plate 221, connecting tube 222, starting seat 231, pulley 232, fixed seat 233, first zipper 234, main slider 321, main zipper 322, first slider 331, second slider 341, second zipper 342, overlapping protrusion 351, embedding block 352.

[0023] Example 2: Tire self-pressurization mechanism 40, fixed beam 41, force receiving slider 42, force support seat 43, force transmission rod assembly 44, first force transmission rod 441, second force transmission rod 442, arc-shaped pressure block 45, connecting support arm 46, triangular support swing arm 47, first support arm 471, second support arm 472, auxiliary support rod 48. Detailed Implementation

[0024] Example 1: This embodiment is mainly applied to situations where an all-terrain vehicle equipped with a continuously variable transmission (CVT) gets stuck on muddy roads. When the all-terrain vehicle needs to get out of this predicament, it usually needs to twist the throttle to provide kinetic energy while simultaneously applying a pushing force to provide traction. However, when there is only one rider, they usually need to get off the vehicle and stand beside it, twisting the throttle while pushing forward, which is not conducive to the rider performing the above operations. Therefore, this embodiment provides an all-terrain vehicle that helps to get out of trouble when stuck. The rider can stand behind the all-terrain vehicle and push the throttle push plate mechanism 20 installed at the rear of the all-terrain vehicle forward. This provides a forward thrust and pulls the main cable connected to the engine throttle valve, opening the throttle valve and generating power, thereby assisting the all-terrain vehicle in getting out of trouble on muddy roads.

[0025] refer to Figure 1 , Figure 2 The all-terrain vehicles that help get out of trouble when stuck include: Mounting support frame 10 is connected to the rear of all-terrain vehicle frame 01 to provide a mounting carrier for the throttle push plate mechanism 20 described below. The throttle push plate mechanism 20 is installed in the mounting support frame 10 and is used to control the opening of the engine throttle valve while applying forward thrust. The valve connection mechanism 30 is installed in the frame 01 of the all-terrain vehicle (the installation position shown in the figure is only a simple illustration, and its specific position can be adjusted as needed). It has three connection ends, one of which is connected to the throttle push plate mechanism 20, one of which is connected to the throttle handle of the all-terrain vehicle, and the other of which is connected to the throttle valve of the engine.

[0026] Specifically, the cooperation between the throttle push plate mechanism 20 and the valve connecting mechanism 30 on the all-terrain vehicle is the core design of this invention. (Refer to...) Figure 3 , Figure 4 The throttle push plate mechanism 20 includes: The telescopic sleeve assembly 21 includes a fixed tube 212 and a movable tube 213 that are elastically connected by a telescopic spring 211; The push plate 22, as a drive component for controlling the opening of the engine throttle valve, includes a push plate 221 for easy application of thrust and a three-sided enclosed connecting pipe 222 connected thereto. The connecting pipe 222 is fixedly connected to the movable pipe 213. The push plate 221 and the connecting pipe 222 form a space that allows a hand to be inserted, thereby making it convenient to half-grip the push plate 221 and apply forward thrust. The zipper push-pull assembly 23 includes a starting seat 231 fixed on the connecting pipe 222, a pulley 232 on the mounting support frame 10, a fixing seat 233 fixed on the fixing pipe 212, and a first zipper 234. One end of the first zipper 234 is connected to the starting seat 231, and then passes around the pulley 232, through the fixing seat 233, and to the other end is connected to the valve connecting mechanism 30.

[0027] refer to Figure 5 The valve connection mechanism 30 includes: Mounting housing 31, serving as a base housing for installation, is equipped with the following components; The main connecting seat 32 includes a main slider 321 that is slidably installed inside the mounting housing 31 and a main cable 322 that is detachably connected to the main slider 321. The main cable 322 is exposed outside the mounting housing 31 and connected to the engine throttle valve. The rear connecting seat 33 includes a first slider 331 that is slidably installed inside the mounting housing 31. The first slider 331 is detachably connected to the first zipper 234 of the zipper push-pull assembly 23. The first zipper 234 is exposed outside the mounting housing 31 and faces the opposite direction to the main zipper 322. The first slider 331 and one side wall of the main slider 321 can be separated and abutted by the abutting drive structure 35. The front connecting seat 34 includes a second slider 341 that is slidably installed inside the mounting housing 31. The second slider 341 is detachably connected to the second pull lock 342 of the throttle handle (the detachable connection structure mentioned above is prior art and can be understood through the illustrated structure, and will not be described in detail here). The second pull lock 342 is exposed outside the mounting housing 31 and faces the opposite direction to the main pull lock 322. The other side wall of the second slider 341 and the main slider 321 are still detachably abutted by the abutting drive structure 35.

[0028] The specific operational process of the cooperation between the two institutions mentioned above is as follows: When an all-terrain vehicle gets stuck on a muddy road, the rider can stand behind the vehicle and apply a forward thrust using the push plate 22. This causes the push plate 22 to slide forward elastically through the movable tube 213, which is fixed to it. This causes the first cable 234 at one end of the starting seat 231 to be pulled forward, while the other end of the first cable 234 is pulled backward by the pulley 232. As a result, the other end of the first cable 234 pulls the first slider 331 on the connecting seat 33 to move away from the main cable 322. The first slider 331 then drives the main connecting seat 32 to move away from the main cable 322 through the abutment drive structure 35. This causes the main cable 322 of the main connecting seat 32 to open the engine throttle, generating power for the all-terrain vehicle. Combined with the applied forward thrust, this helps the all-terrain vehicle get out of the muddy road. Once freed from the entrapment, the push plate 22 is disengaged. The push plate 22 and the connected movable tube 213 then spring back to their original position under the action of the extension spring 211. At the same time, the first pull lock 234 moves forward at the end near the main connecting seat 32, thereby causing the main connecting seat 32 to move forward as well and close the engine throttle valve.

[0029] More specifically, this embodiment further details the structure of the aforementioned abutment drive structure 35 and telescopic sleeve assembly 21, and their specific structures are as follows.

[0030] refer to Figure 5The abutting and driving structure 35 includes an overlapping protrusion 351 protruding from the side wall of the main slider 321 and an inserting block 352 that abuts and engages with the overlapping protrusion 351. The overlapping protrusion 351 is located on both side walls of the main slider 321, and the inserting block 352 is located on the side wall of the first slider 331 and the side wall of the second slider 341 respectively, corresponding to the two overlapping protrusions 351. Both inserting blocks 352 can be separated and abutted between the corresponding overlapping protrusion 351 and the inner wall of the corresponding mounting housing 31. Therefore, the first slider 331 or the second slider 341 can be driven by the abutting overlapping protrusion 351 and the inserting block 352 to move the main slider 321, thereby pulling the main cable 322 connected to the main slider 321, thus opening the throttle valve of the engine and generating power.

[0031] refer to Figure 4 The movable tube 213 of the telescopic sleeve assembly 21 is inserted into the fixed tube 212, and the two are stably connected by a pin 214. The fixed tube 212 has two oblong holes 215 on its wall corresponding to the two ends of the pin 214, so that the pin 214 can adapt to the telescopic movement of the movable tube 213.

[0032] Further, refer to Figure 4 The starting seat 231, pulley 232, and fixed seat 233 form a triangle and are located in the same plane, so that the push and pull movement of the first zipper 234 is fast and stable.

[0033] To ensure the operational stability of the throttle push plate mechanism 20, it is necessary to ensure the stable connection between the mounting support frame 10 and the all-terrain vehicle frame 01. The specific structure of the mounting support frame 10 is as follows.

[0034] refer to Figure 3 The mounting support frame 10 is symmetrically arranged and includes a main support 11 formed by a single steel pipe. The main support 11 is bent and extended at both ends to form lower mounting seats 12. The lower mounting seats 12 are bolted to the rear of the all-terrain vehicle frame 01. Connecting stabilizer bars 13 are also provided on both sides of the main support 11 above the lower mounting seats 12. The two connecting stabilizer bars 13 are connected to other parts of the all-terrain vehicle frame 01. The main support 11 is also connected to a support tube 15, and pulleys 232 are provided on the support tube 15.

[0035] Furthermore, to strengthen the connection between the mounting support frame 10 and the all-terrain vehicle frame 01, refer to Figure 2 , Figure 3 The main support 11 is further equipped with rear bumpers 14 connected to both sides. The rear bumpers 14 are formed by bending a single steel pipe multiple times and have a base bar 141 near the bottom of the all-terrain vehicle. The base bar 141 can be easily placed against the feet to provide support for the body, thereby facilitating the application of pushing force to the push plate 221 by the hands.

[0036] Further, refer to Figure 2 , Figure 3 Multiple reinforcing tubes 142 are also provided between the rear bumpers 14 to enhance the strength of the rear bumpers 14.

[0037] Example 2 Reference Figure 6 , Figure 7 When a vehicle tire gets stuck in mud or soft ground, the vehicle's weight acts primarily vertically on the tire, and the effective traction required for the tire to get out of the predicament should be... Figure 7 Within the range of the angle R between the two extended center lines shown, the inconsistency in their directions causes the tires to easily slip during start-up, making it difficult to obtain effective power to get out of trouble. Analysis shows that the key to vehicle extrication lies in the starting phase—if it can be achieved during the initial stage... Figure 7 Within the range of the angle r between the two extended center lines shown, applying an auxiliary force pointing in the R direction to the tire can significantly increase the adhesion between the tire and the ground, effectively reduce slippage, and make it easier for the vehicle to get out of trouble.

[0038] Based on the above principles, this embodiment adds a tire self-pressurization mechanism 40 to embodiment 1. This mechanism automatically applies a downward pressure to the tire, roughly perpendicular to the tangent of the tire's contact point, during the initial stage of tire rotation when the vehicle is attempting to get out of trouble. By increasing the normal pressure of the tire, it improves the adhesion between the tire and the ground, thereby enhancing the vehicle's ability to get out of trouble.

[0039] refer to Figure 6 , Figure 7 , Figure 8 The all-terrain vehicle provided in this embodiment, which helps to get out of trouble when stuck, includes, in addition to the mounting support frame 10, throttle push plate mechanism 20 and throttle valve connection mechanism 30 described in Embodiment 1, a tire self-inflation mechanism 40.

[0040] Specifically, refer to Figure 6 , Figure 7 The tire self-inflation mechanism 40 includes: The fixed beam 41 is fixed to the frame horizontally or nearly horizontally along the riding direction. One end of the fixed beam 41 is close to the throttle push plate mechanism 20 and the other end faces the front of the vehicle. At least one sliding guide is provided at each end.

[0041] The force receiving slider 42 is slidably disposed on the sliding guide portion of the fixed beam 41 near the throttle push plate mechanism 20. The force receiving slider 42 and the movable tube 213 are connected in any way that can transmit the movement of the movable tube 213, such as through a linkage, which is not shown in the figure.

[0042] The load-bearing support 43 is slidably mounted on the sliding guide part of the fixed beam 41 facing the front end of the vehicle.

[0043] The force transmission rod assembly 44 includes a first force transmission rod 441 and a second force transmission rod 442. One end of the first force transmission rod 441 is hinged to the force receiving slider 42, and the hinge is lockable and unlockable to adjust the angle of the first force transmission rod 441. The other end is hinged to one end of the second force transmission rod 442. One end of the second force transmission rod 442 is hinged to the force-bearing support 43, and the hinge is lockable and unlockable to adjust the angle of the second force transmission rod 442. The other end is hinged to the free end of the first force transmission rod 441. The force transmission rod assembly 44 combines the force receiving slider 42 and the force-bearing support 43 into a triangular structure. The position of the second force transmission rod 442 is such that its longitudinal direction is substantially parallel to the direction of the force applied when the tire disengages, thus utilizing the second force transmission rod 442 as a support member to support the force applied to the tire. The angles of the first force transmission rod 441 and the second force transmission rod 442 are adjustable and locked, which is used to optimize the angle of the second force transmission rod 442, which serves as a supporting component.

[0044] The arc-shaped pressure block 45 has a radius of curvature that matches the outer diameter of the rear tire. The connecting arm 46 is hinged at one end to the load-bearing support seat 43 and at the other end to the arc-shaped pressure block 45; the connecting arm 46 has telescopic elasticity, large adjustable force, and can adapt to different tire deformation conditions and provide continuous and stable pressure. The triangular support swing arm 47 includes a first arm 471 and a second arm 472. The two arms form a triangular structure with the second force transmission rod 442. In addition to being hinged to each other, the two ends of the first arm 471 and the second arm 472 are also hinged to the second force transmission rod 442. All hinges are lockable and unlockable to adjust the support angle and support stiffness of the triangular support swing arm 47. The triangular support swing arm 47 has a certain excess support stroke in the direction of support required. This stroke is adjustable to ensure that the arc-shaped pressure block 40 can follow the rotation of the tire and maintain effective contact within a certain range.

[0045] The auxiliary support rod 48 is hinged at one end to the hinge joint between the first support arm 471 and the second support arm 472, and movably connected to the arc-shaped pressure block 45 at the other end. Together with the connecting support arm 46, it forms a double support structure for the arc-shaped pressure block 45.

[0046] Working principle: Reference Figures 6 to 9 The tire self-inflating mechanism 40 and the throttle push plate mechanism 20 work together, and their specific working process is as follows: Initial stage (force transmission and structural deformation): When the rider stands behind the all-terrain vehicle and pushes the push plate 22 of the throttle pusher mechanism 20, the movable tube 213 moves forward. This movement is synchronously transmitted to the force receiving slider 42 through the connecting device, causing it to slide forward along the fixed beam 41. Because the triangular structure formed by the force receiving slider 42, the force support seat 43, and the force transmission rod assembly 44 has structural stability, the forward movement of the force receiving slider 42 drives the entire triangular structure to translate forward.

[0047] Contact phase (pressure application): As the triangular frame structure moves forward, the arc-shaped pressure block 45, supported by the connecting arm 46 and the triangular support swing arm 47, gradually approaches the upper surface of the rear tire. Once the arc-shaped pressure block 45 contacts the tire, the longitudinal direction of the second force transmission rod 442 is essentially parallel to the direction of the force required for the tire to get out of trouble (i.e.,...). Figure 7 (in the R direction), and with the stable triangular structure formed by the triangular support arm 47, the arc-shaped pressure block 45 can apply a stable downward pressure to the tire, which is basically perpendicular to the tangent of the tire contact point. This downward pressure directly increases the normal pressure of the tire on the ground, and according to the principle of friction, increases the maximum static friction between the tire and the ground.

[0048] Dynamic follow-up phase (pressure maintenance): When the engine throttle valve opens via the valve connection mechanism 30 described in Embodiment 1 and the tire begins to rotate, friction is generated between the arc-shaped pressure block 45 and the tire surface. Under the action of the dual support structure formed by the connecting arm 46 and the auxiliary support rod 48, the arc-shaped pressure block 45 can follow the tire's rotation within a certain angle range, continuously applying downward pressure to the tire. This dynamic following ensures that the tire can always obtain additional traction support at the critical moment of starting to get out of trouble. The wedge-shaped space formed by the arc-shaped pressure block and the tire surface produces a "squeeze-release" cycle. This pulsating pressure helps the tire tread better "bite" into the soft road surface.

[0049] Automatic release phase (pressure relief): As the tire continues to rotate and the vehicle moves forward, the relative position between the force-bearing support 43 and the arc-shaped pressure block 45 changes. When the support angle between the second force transmission rod 442 and the arc-shaped pressure block 45 exceeds the effective range, the arc-shaped pressure block 45 gradually loses its effective pressure on the tire. At this point, the vehicle has gained initial kinetic energy and begins to successfully detach from the sunken area. The arc-shaped pressure block 45 naturally detaches from the tire surface under the action of gravity, avoiding interference with normal driving.

[0050] Reset phase (mechanism restoration): When the rider releases the push plate 22, the movable tube 213 retracts to its initial position under the restoring force of the telescopic spring 211. The force receiving slider 42 then retracts, causing the entire tripod structure to return to its standby state. The arc-shaped pressure block 45 also returns to its initial position under the guidance of the connecting arm 46 and the auxiliary support rod 48, ready for the next use.

[0051] Angle adjustment optimization: Of particular note is that each hinge of the first force transmission rod 441, the second force transmission rod 442, and the triangular support swing arm 47 is 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, and optimize the pressure angle and pressure of the arc-shaped pressure block 45 to achieve the best extrication assistance effect.

[0052] Through the above-mentioned mechanical linkage design, the tire self-pressurization mechanism 40 realizes the function of automatically providing additional traction to the tires during the most critical starting stage of vehicle escaping trouble, and forms a reasonable timing coordination with the throttle push plate mechanism 20, thereby improving the all-terrain vehicle's ability to escape trouble in complex road conditions.

[0053] Furthermore, considering that the all-terrain vehicle does not require the tire self-inflation mechanism 40 under normal driving conditions, the arc-shaped pressure block 45 and its related connecting parts are all designed with a quick-release structure. Specifically, the connections between the connecting arm 46 and the load-bearing support seat 43, between the connecting arm 46 and the arc-shaped pressure block 45, between the auxiliary support rod 48 and the hinge joints of the first arm 471 and the second arm 472, and between the auxiliary support rod 48 and the arc-shaped pressure block 45, all employ quick-release pin or snap-fit ​​connection structures. Users can quickly remove the arc-shaped pressure block 45 and its supporting components when no off-road assistance is needed, avoiding affecting the vehicle's normal driving performance and passability. The disassembled parts can be easily stored in the vehicle's storage compartment and quickly reinstalled when needed.

[0054] Furthermore, to ensure the operational safety and reliability of the tire self-inflating mechanism 40, a limiting mechanism is provided on the fixed beam 41. Specifically, a front limiting block and a rear limiting block are provided at both ends of the sliding path of the force receiving slider 42 to limit the maximum travel of the force receiving slider 42; a front limiting block is provided at the front end of the sliding path of the force support seat 43 to prevent the force support seat 43 from moving too far forward and causing instability of the force transmission rod assembly 44. The limiting block can be a rubber buffer block or an elastic limiting element, which can effectively limit the movement and buffer impacts to protect the mechanism from damage. By setting the limiting element, it is ensured that the entire tire self-inflating mechanism 40 operates within a preset safe travel range, preventing damage or failure of the mechanism due to excessive operation.

[0055] 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 that helps to extricate itself from a stuck situation, characterized in that, include: Mounting support frame (10), connected to the rear of all-terrain vehicle frame (01); A throttle push plate mechanism (20), mounted on the mounting support frame (10), is used to control the opening of the engine throttle valve while applying a forward thrust, including: The telescopic sleeve assembly (21) has an elastic reset function; The push plate (22) is connected to the telescopic sleeve assembly (21) to receive external thrust and generate corresponding displacement; The zipper push-pull assembly (23) converts the displacement of the push plate (22) into a tensile force transmission; The valve connection mechanism (30) has three connection ends. One end is connected to the throttle push plate mechanism (20), one end is connected to the throttle handle of the all-terrain vehicle, and the other end is connected to the throttle valve of the engine. It is used to coordinate the control effect of the throttle push plate mechanism (20) and the throttle handle on the engine throttle valve. When the rider stands on the rear of the all-terrain vehicle and pushes the push plate (22) forward, the forward displacement of the push plate (22) is converted into a pulling force through the pull-pull assembly (23), which is transmitted through the valve connection mechanism (30) and pulls the engine throttle valve to open, thereby generating engine power while providing forward thrust and realizing the get-out function; when the pushing stops, the elastic reset function of the telescopic sleeve assembly (21) causes the push plate (22) to return to the initial position and the engine throttle valve to close.

2. The all-terrain vehicle for facilitating extrication from a stuck vehicle as described in claim 1, characterized in that, The telescopic sleeve assembly (21) includes a fixed tube (212) and a movable tube (213) elastically connected by a telescopic spring (211).

3. The all-terrain vehicle for facilitating extrication from a stuck vehicle as described in claim 2, characterized in that, The push plate (22) includes a push plate (221) and a three-sided enclosed connecting tube (222) connected thereto. The connecting tube (222) is fixedly connected to the movable tube (213). The push plate (221) and the connecting tube (222) form a space that allows a hand to be inserted.

4. The all-terrain vehicle for facilitating extrication from a stuck vehicle as described in claim 3, characterized in that, The zipper push-pull assembly (23) includes a starting seat (231) fixed on the connecting pipe (222), a pulley (232) on the mounting support frame (10), a fixed seat (233) fixed on the fixed pipe (212), and a first zipper (234). One end of the first zipper (234) is connected to the starting seat (231), passes around the pulley (232), passes through the fixed seat (233), and connects to the valve connection mechanism (30) at the other end.

5. The all-terrain vehicle for facilitating extrication from a stuck vehicle as described in claim 4, characterized in that, The valve connection mechanism (30) includes: Mounting housing (31); The main connecting seat (32) includes a main slider (321) slidably installed inside the mounting housing (31) and a main cable (322) detachably connected to the main slider (321). The main cable (322) is exposed outside the mounting housing (31) and connected to the engine throttle valve. The rear connecting seat (33) includes a first slider (331) that is slidably installed inside the mounting housing (31), and the first slider (331) is detachably connected to the first zipper (234); The front connector (34) includes a second slider (341) that is slidably mounted inside the mounting housing (31), and the second slider (341) is detachably connected to the second latch (342) of the throttle handle.

6. The all-terrain vehicle for facilitating extrication from a stuck vehicle as described in claim 5, characterized in that, The abutting drive structure (35) includes an overlapping protrusion (351) protruding from the side wall of the main slider (321) and an insert block (352) abutting and cooperating with the overlapping protrusion (351). The overlapping protrusion (351) is provided on both side walls of the main slider (321), and the insert block (352) is provided on the side wall of the first slider (331) and the side wall of the second slider (341) respectively, corresponding to the two overlapping protrusions (351).

7. The all-terrain vehicle for facilitating extrication from a stuck vehicle as described in claim 2, characterized in that, The mounting support frame (10) includes a main support (11) formed by a steel pipe. The two ends of the main support (11) are bent and extended to form a lower mounting seat (12). The lower mounting seat (12) is bolted to the rear of the frame (01) of the all-terrain vehicle.

8. The all-terrain vehicle for facilitating extrication from a stuck vehicle according to claim 1, characterized in that, It also includes a tire self-inflating mechanism (40), which includes: A fixed beam (41) is fixed to the frame and has sliding guides at both ends; The force receiving slider (42) is slidably disposed on the sliding guide part of the fixed beam (41) near the throttle push plate mechanism (20) and connected to the movable tube (213); The load-bearing support (43) is slidably disposed on the sliding guide portion of the fixed beam (41) facing the front end of the vehicle; The arc-shaped pressure block (45) has a radius of curvature that matches the outer diameter of the rear tire and is used to apply downforce to the tire.

9. The all-terrain vehicle for facilitating extrication from a stuck vehicle as described in claim 8, characterized in that, The tire self-pressurization mechanism (40) further includes a force transmission rod assembly (44), which includes a first force transmission rod (441) and a second force transmission rod (442). One end of the first force transmission rod (441) is hinged to the force receiving slider (42), and the other end is hinged to one end of the second force transmission rod (442). The other end of the second force transmission rod (442) is hinged to the force-bearing support seat (43).

10. The all-terrain vehicle for facilitating extrication from a stuck vehicle according to claim 9, characterized in that, The tire self-inflating mechanism (40) also includes: The connecting arm (46) is hinged at one end to the force-bearing support seat (43) and at the other end to the arc-shaped pressure block (45); The triangular support swing arm (47) includes a first arm (471) and a second arm (472), the first arm (471) and the second arm (472) are hinged to each other, and their two ends are respectively hinged to the second force transmission rod (442); The auxiliary support rod (48) is hinged at one end to the hinge joint between the first support arm (471) and the second support arm (472), and the other end is movably connected to the arc-shaped pressure block (45).

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