Vehicle auxiliary travel device

Abstract

The application relates to the field of automobile driving assistance technology and discloses a vehicle auxiliary driving device, which comprises a lifting assembly and a track assembly, the lifting assembly is arranged on the lower side of a vehicle body, the track assembly is arranged on the lower side of the lifting assembly, the track assembly is used for contacting the ground, the track assembly is connected with the lifting assembly, the track assembly comprises a track frame, a driving wheel, a guide wheel and a track, the track frame is connected with the lifting assembly, the driving wheel and the guide wheel are rotationally arranged on the track frame, and the track is wrapped around the outer sides of the driving wheel and the guide wheel; wherein the lifting assembly is used for driving the track assembly to switch between a retracted state and a ground state; in the ground state, the track is pressed against the ground, the driving wheel drives the track to rotate, and auxiliary driving force is provided for the vehicle; through the liftable track assembly, the passing property is not affected when normal driving is carried out, the track assembly is lowered to the ground and actively rotates to provide additional driving force when the vehicle is trapped, and the rapid autonomous escape of the vehicle is realized.

Description

Technical Field

[0001] This invention belongs to the field of automotive driving assistance technology, and specifically relates to a vehicle driving assistance device. Background Technology

[0002] When vehicles travel on unpaved roads such as snow, mud, sand, or soft soil, the drive wheels are prone to spinning freely or sinking due to insufficient road surface load-bearing capacity or a low coefficient of friction. This significantly reduces the effective driving force between the tires and the ground, leading to a vehicle getting stuck. In such conditions, vehicles cannot extricate themselves using only their own power system and often require external assistance to regain their driving ability.

[0003] Currently, common methods for getting vehicles out of trouble mainly include placing hard padding materials such as anti-skid plates, track pads, sand, gravel, or wooden planks under the drive wheels to increase the tire's contact patch and improve local traction, or manually digging and clearing accumulated mud, sand, or snow around the tires to reduce rolling resistance. However, these methods are generally labor-intensive, time-consuming, and inefficient. More importantly, padding and clearing are passive auxiliary measures, and their effectiveness depends entirely on the limited driving force output by the vehicle's tires at idle, lacking the ability to actively apply auxiliary driving force to the ground. Once the vehicle is stuck deeply or the chassis is severely bottomed out, existing methods are often ineffective and cannot meet the actual need for vehicles to quickly and autonomously extricate themselves from difficult road conditions. Summary of the Invention

[0004] The present invention aims to at least partially solve one of the technical problems in the related art. To this end, embodiments of the present invention provide a vehicle assist driving device that can actively apply auxiliary driving force to the ground when a vehicle is stuck, in order to assist the vehicle in getting out of trouble.

[0005] The vehicle auxiliary driving device of this invention includes a lifting assembly and a track assembly. The lifting assembly is disposed on the underside of the vehicle body; the track assembly is disposed below the lifting assembly and is used to contact the ground. The track assembly is connected to the lifting assembly. The track assembly includes a track frame, a drive wheel, a guide wheel, and a track. The track frame is connected to the lifting assembly. The drive wheel and the guide wheel are rotatably mounted on the track frame. The track wraps around the outside of the drive wheel and the guide wheel. The lifting assembly drives the track assembly to switch between a retracted state and a grounded state. In the grounded state, the track presses against the ground, and the drive wheel drives the track to rotate, providing auxiliary driving force for the vehicle.

[0006] The vehicle auxiliary driving device of this invention integrates an actively driven track assembly into the bottom of the vehicle via a lifting assembly. When the vehicle is driving normally, the lifting assembly raises the track assembly to a retracted state, keeping it away from the ground, thus not affecting the vehicle's original ground clearance and road passability. When the vehicle becomes stuck in soft surfaces such as snow or mud and loses driving force, the lifting assembly drives the track assembly to extend downwards to a ground-level state, ensuring close contact between the track assembly and the ground. At this time, the track assembly actively rotates, and the strong friction generated between it and the ground acts directly on the vehicle body as additional traction, forcibly propelling the vehicle forward or backward, thereby achieving active extrication. This changes the passive situation of traditional extrication methods that rely solely on the driving force of the tires or manual padding, solving the problems of lack of active auxiliary driving force and low extrication efficiency when vehicles are stuck in the ground.

[0007] In some embodiments, two lifting assemblies are symmetrically arranged on the lower side of the vehicle body. The lifting assemblies are located in the forward direction of the front wheels of the vehicle. Each lifting assembly is connected to a track assembly, and the track is arranged obliquely outward from the rear side of the vehicle along the front side of the vehicle.

[0008] In some embodiments, the lifting assembly includes an electric push rod, the upper end of which is connected to the vehicle body, and the lower end of which is connected to the track frame.

[0009] In some embodiments, the axis of the electric push rod is inclined outward relative to the vertical direction so that, when the track assembly is in the grounding state, the ground contact area of ​​the track is at least partially located outside the ground contact area of ​​the vehicle tire.

[0010] In some embodiments, the track assembly further includes a heating element disposed on the track frame and located at the return path of the track, the heating element being used to heat the track.

[0011] In some embodiments, the track assembly further includes a plurality of support rollers and a plurality of track idlers. The plurality of support rollers are located between the drive wheel and the guide wheel. The plurality of support rollers are rotatably disposed on the lower part of the track frame and are spaced apart along the vehicle travel direction. The support rollers are used to press the lower part of the track against the ground. The plurality of track idlers are rotatably disposed on the upper part of the track frame and are used to support the upper return section of the track.

[0012] In some embodiments, the outer surface of the track is provided with a plurality of protrusions to increase the coefficient of friction between the track and the ground.

[0013] In some embodiments, the vehicle assist driving device further includes a power assembly disposed on the track frame. The power assembly includes a motor, an electromagnetic clutch, a reducer, and a housing. The housing is disposed on the track frame, and the motor, electromagnetic clutch, and reducer are disposed within the housing. The output end of the motor is connected to the electromagnetic clutch, the output end of the electromagnetic clutch is connected to the reducer, and the output end of the reducer extends out of the housing and is connected to the drive wheel.

[0014] In some embodiments, the electromagnetic clutch includes an engaged state and an disengaged state;

[0015] In the engaged state, the output torque of the motor is transmitted to the drive wheel via the electromagnetic clutch to drive the track to rotate actively; In the disconnected state, the transmission path between the motor and the drive wheel is cut off.

[0016] In some embodiments, the electromagnetic clutch switches between the engaged state and the disengaged state at a preset frequency to cause the drive wheel and the track to generate periodic impact vibrations. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the installation position of the present invention.

[0018] Figure 2 This is a schematic diagram of the positional changes of the track assembly during lifting and lowering in this invention.

[0019] Figure 3 This is a schematic diagram of the retracted state of the lifting component in this invention.

[0020] Figure 4 This is a schematic diagram of the extended state of the lifting component in this invention.

[0021] Figure 5 This is a schematic diagram showing the distribution of protrusions on the track in this invention.

[0022] Figure 6 This is a schematic diagram of the power component in this invention.

[0023] Figure label: 1. Lifting assembly; 11. Electric push rod; 2. Track assembly; 21. Track frame; 22. Drive wheel; 23. Guide wheel; 24. Track; 25. Heating element; 26. Track roller; 27. Track support roller; 28. Lug; 3. Power components; 31. Motor; 32. Electromagnetic clutch; 33. Reducer; 34. Housing. Detailed Implementation

[0024] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0025] like Figures 1-6 As shown, the vehicle auxiliary driving device of this embodiment includes a lifting assembly 1 and a track assembly 2. The lifting assembly 1 is disposed on the underside of the vehicle body, and the track assembly 2 is disposed on the underside of the lifting assembly 1. The track assembly 2 is used to contact the ground and is connected to the lifting assembly 1. The lifting assembly 1 is used to drive the track assembly 2 to switch between a retracted state and a grounded state; in the grounded state, the track assembly 2 presses against the ground and provides auxiliary driving force to the vehicle.

[0026] The vehicle auxiliary driving device of this invention integrates an actively driven track assembly 2 into the bottom of the vehicle via a lifting assembly 1. When the vehicle is driving normally, the lifting assembly 1 lifts the track assembly 2 upwards to a retracted state, keeping it away from the ground, thus not affecting the vehicle's original ground clearance and road passability. When the vehicle becomes stuck in soft surfaces such as snow or mud and loses driving force, the lifting assembly 1 drives the track assembly 2 downwards to a ground-contact state, ensuring close contact between the track assembly 2 and the ground. At this time, the track assembly 2 actively rotates, and the strong friction generated between it and the ground acts directly on the vehicle body as additional traction, forcibly propelling the vehicle forward or backward, thereby achieving active extrication. This changes the passive situation of traditional extrication methods that rely solely on the driving force of the tires or manual padding, solving the problems of lack of active auxiliary driving force and low extrication efficiency when vehicles are stuck in the ground.

[0027] In some embodiments, such as Figure 2 As shown, two lifting components 1 are symmetrically arranged on the lower side of the vehicle body. The lifting components 1 are located in the forward direction of the front wheels of the vehicle. Each lifting component 1 is connected to a track component 2. The track 24 is arranged obliquely outward from the rear side of the vehicle along the front side of the vehicle.

[0028] The vehicle assist driving device of this invention, by configuring an independent vehicle assist driving device on each of the left and right sides, provides forward driving force simultaneously on both sides of the track 24 during extrication. This symmetrical driving force effectively prevents the vehicle from swerving or fishtailing due to unilateral force during extrication, ensuring straight-line stability and controllability. Simultaneously, the track 24 is arranged at an outward angle, forming an outward V-shape in the vehicle's forward direction. This layout allows the outer track assembly 2 to act as a rigid fulcrum when the vehicle body tends to tilt, providing a larger anti-rollover lever arm and significantly enhancing the vehicle's lateral stability.

[0029] Specifically, the lifting assembly 1 and the track assembly 2 are arranged in pairs on the lower left and right sides of the vehicle body. The two lifting assemblies 1 are symmetrically arranged with respect to the longitudinal centerline of the vehicle, and the two track assemblies 2 are respectively connected to the lower ends of the two lifting assemblies 1.

[0030] In some embodiments, the lifting assembly 1 includes an electric push rod 11, the upper end of which is connected to the vehicle body, and the lower end of which is connected to the track frame 21.

[0031] The vehicle auxiliary driving device of this invention uses an electric push rod 11 as a lifting actuator. Its working principle is simple and reliable, its size is small and easy to install, and it has a self-locking function. It can maintain its current position after power is cut off at any extended position, thereby ensuring that the track assembly 2 can continuously and stably press against the ground when it is on the ground, and will not retract unexpectedly due to vehicle vibration or ground reaction force, thus ensuring the reliability of getting out of trouble and supporting working conditions.

[0032] In some embodiments, the axis of the electric push rod 11 is inclined outward relative to the vertical direction so that when the track assembly 2 is in the ground state, the ground contact area of ​​the track 24 is at least partially located outside the ground contact area of ​​the vehicle tire.

[0033] In this embodiment of the vehicle auxiliary driving device, the axis of the electric push rod 11 is not perpendicular to the ground, but tilted outward at a certain angle. This causes the track assembly 2 to move not vertically downwards when the push rod extends, but along a diagonal line outwards and downwards. Therefore, while descending, the track assembly 2 also extends laterally outwards. This ensures that when the vehicle is escaping trouble, the actual contact point of the track 24 is located outside the tire contact point, effectively widening the vehicle's wheelbase and significantly increasing its lateral support span. This greatly improves the vehicle's roll stability when driving on muddy or uneven surfaces. When preventing vehicle rollover, the outwardly extending track assembly 2 can contact the ground early in the rollover process, providing greater anti-rollover torque and actively suppressing rollover from a physical structural perspective—a function that traditional electronic stability control systems cannot achieve through braking intervention alone.

[0034] In some embodiments, the track assembly 2 includes a track frame 21, a drive wheel 22, a guide wheel 23, and a track 24. The track frame 21 is connected to the lifting assembly 1. The drive wheel 22 and the guide wheel 23 are rotatably mounted on the track frame 21. The track 24 surrounds and wraps around the outside of the drive wheel 22 and the guide wheel 23.

[0035] Compared to the point or line contact of circular tires, the vehicle auxiliary driving device of this invention has a surface contact between the track 24 and the ground, which increases the ground contact area by a factor of two and significantly reduces the ground contact pressure. This greatly reduces the amount of sinking of the vehicle on soft ground and provides traction force much greater than that of the tires, which is the structural basis for achieving efficient escape from trouble.

[0036] Specifically, the drive wheel 22, as the driving wheel, meshes or contacts the inner surface of the track 24 with its teeth or friction surface. When the drive wheel 22 rotates, it drives the track 24 to circulate by meshing force or friction. The guide wheel 23, as the driven wheel, mainly supports and tensions the track 24, ensuring that the track 24 does not derail or loosen during movement. The outer surface of the track 24 contacts the ground, converting the rotational torque of the drive wheel 22 into a backward shear force of the track 24 on the ground. The ground, in turn, generates a forward reaction force on the track 24. This reaction force is transmitted to the vehicle body through the track frame 21 and the lifting assembly 1, thereby propelling the vehicle forward.

[0037] Specifically, the track frame 21 is a long, rectangular frame structure that extends along the front-rear direction of the vehicle. The drive wheel 22 is rotatably mounted on the rear end of the track frame 21 via bearings, that is, the end closest to the front wheel of the vehicle, while the guide wheel 23 is rotatably mounted on the front end of the track frame 21 via bearings, that is, the end furthest from the front wheel of the vehicle.

[0038] In some embodiments, the track assembly 2 further includes a heating element 25, which is disposed on the track frame 21 and located at the return path of the track 24. The heating element 25 is used to heat the track 24.

[0039] The vehicle auxiliary driving device of this invention, through the setting of the heating element 25, can effectively prevent the track 24 from freezing or freezing and sticking to the transmission components during low-temperature operation, ensuring the smooth transmission between the drive wheel 22 and the track 24, ensuring the functional reliability and uptime of the device under severe cold and snow conditions, and at the same time, it can melt the residual snow attached to the track surface, improving the continuous effect of snow removal and ice breaking operations.

[0040] Specifically, when operating in icy and snowy environments, the surface of the track 24 is highly susceptible to snow or ice buildup due to low temperatures. This ice layer fills the gaps in the track treads, reducing the track's grip. In severe cases, it can even freeze the drive wheel 22, guide wheel 23, and track 24 together, preventing the track from rotating. This invention incorporates a heating element 25, which converts electrical energy into heat energy using an electric heating element. This heat is then continuously heated through thermal radiation or conduction on the return section of the track 24, maintaining the track 24 at a certain temperature.

[0041] Specifically, the heating element 25 is fixedly installed on the upper part of the track frame 21, located below the upper return section of the track 24, with a gap between it and the track 24.

[0042] In some embodiments, the track assembly 2 further includes a plurality of support rollers 26 and a plurality of track rollers 27. The plurality of support rollers 26 are located between the drive wheel 22 and the guide wheel 23. The plurality of support rollers 26 are rotatably disposed on the lower part of the track frame 21. The plurality of support rollers 26 are spaced apart along the vehicle travel direction. The support rollers 26 are used to press the lower part of the track 24 against the ground. The plurality of track rollers 27 are rotatably disposed on the upper part of the track frame 21. The track rollers 27 are used to support the upper return section of the track.

[0043] Specifically, the track rollers 26 are installed on the lower part of the track frame 21, directly bearing the vertical load transmitted from the vehicle body through the track frame 21, and evenly distributing these loads to the ground contact section of the track 24, and then to the ground through the track 24. Multiple track rollers 26 are arranged longitudinally at intervals, which on the one hand makes the ground pressure distribution of the track 24 more uniform, avoiding excessive deformation of the track 24 or the ground due to excessive local pressure, thus increasing driving resistance; on the other hand, the flanges of the track rollers 26 act as lateral restraints for the track 24, preventing the track 24 from coming off during turning or lateral stress. The track support rollers 27 are installed on the upper part to support the upper return section of the track 24, preventing the track 24 from sag under its own weight and causing large swings and slaps, thereby reducing vibration, noise, and power loss during track movement, ensuring the smoothness of track circulation and service life.

[0044] In some embodiments, the outer surface of the track 24 is provided with a plurality of protrusions 28 to increase the coefficient of friction between the track 24 and the ground.

[0045] In the vehicle auxiliary driving device of this invention, the protrusion 28 can significantly improve the adhesion and traction of the track 24 and enhance the ability to get out of trouble on slippery roads such as snow and mud. At the same time, on snowy roads, the rotating protrusion 28 also has the functions of scraping snow, pushing snow and breaking ice.

[0046] Specifically, when the track 24 presses against the ground, the protrusions 28, under the vehicle's weight, embed themselves into the soft ground or engage with the hard crust of ice and snow, forming a mechanical interlock. When the drive wheel 22 drives the track 24 to rotate, the vertical shear surface of the protrusions 28 directly compresses and shears the ground medium, and the resulting shear resistance is the traction force that propels the vehicle forward. Compared to a smooth track, the track surface with protrusions 28 has a friction coefficient and shear strength that are several times higher.

[0047] Specifically, the shape of the protrusion 28 can be trapezoidal, rectangular, triangular or arrow-shaped, etc., and it is arranged at intervals along the circumferential and transverse sides of the outer surface of the track 24.

[0048] In some embodiments, the vehicle auxiliary driving device further includes a power assembly 3, which is mounted on the track frame 21. The power assembly 3 includes a motor 31, an electromagnetic clutch 32, a reducer 33, and a housing 34. The housing 34 is mounted on the track frame 21, and the motor 31, electromagnetic clutch 32, and reducer 33 are mounted in the housing 34. The output end of the motor 31 is connected to the electromagnetic clutch 32, the output end of the electromagnetic clutch 32 is connected to the reducer 33, and the output end of the reducer 33 extends out of the housing 34 and is connected to the drive wheel 22.

[0049] Specifically, the motor 31 rotates when energized, outputting high-speed, low-torque power; the electromagnetic clutch 32 acts as a controllable power switch. When energized and engaged, the power from the motor 31 is transmitted to the reducer 33; when de-energized and disengaged, the power transmission is interrupted. The reducer 33 contains multi-stage gear transmission, reducing the high speed input from the motor 31 to a low speed suitable for the drive wheel 22, while simultaneously amplifying the torque several times to meet the high torque requirements of driving the track 24. This layout, where the motor 31, electromagnetic clutch 32, and reducer 33 are coaxially connected in series within the housing 34, is extremely compact, reducing transmission links and external connecting parts, resulting in high transmission efficiency. It also facilitates installation and replacement as a single module, improving the reliability and ease of maintenance of the device.

[0050] In some embodiments, the electromagnetic clutch 32 includes an engaged state and an disengaged state; in the engaged state, the output torque of the motor 31 is transmitted to the drive wheel 22 via the electromagnetic clutch 32 to drive the track 24 to rotate actively; in the disengaged state, the transmission path between the motor 31 and the drive wheel 22 is cut off.

[0051] Specifically, during extrication, the electromagnetic clutch 32 is engaged, allowing the power of the motor 31 to be effectively transmitted to the tracks 24, providing active driving force or impact torque. During snow removal or when the device is retracted, the electromagnetic clutch 32 is disengaged, decoupling the motor 31 from the drive wheel 22. If the vehicle's movement causes the tracks 24 to roll passively, the transmission path is cut off, preventing the passively rotating drive wheel 22 from dragging the motor 31 in the opposite direction. This avoids the motor 31 becoming an additional load, reducing vehicle resistance and protecting the motor 31 from unnecessary wear and power generation.

[0052] In some embodiments, the electromagnetic clutch 32 switches between an engaged state and an disengaged state at a preset frequency to cause the drive wheel 22 and the track 24 to generate periodic impact vibrations.

[0053] Specifically, the control unit sends high-frequency pulse signals to the electromagnetic clutch 32, causing it to repeatedly perform a "engage-disengage-engage" cycle within a very short time. Each time it engages, the rotational kinetic energy stored in the motor 31 is suddenly applied to the drive wheel 22, generating an instantaneous acceleration impact on the track 24; each time it disengages, the power is cut off, and the track 24 rapidly decelerates under ground resistance. This cycle repeats continuously, generating high-frequency, low-amplitude torsional vibrations and impacts between the drive wheel 22 and the track 24. This mechanical vibration acts directly on the ice layer through the protrusions 28 on the surface of the track 24.

[0054] The vehicle auxiliary driving device of this invention utilizes high-frequency impact loads to induce stress concentration and fatigue cracks within the ice layer, thereby achieving road ice breaking with minimal power consumption. It eliminates the need for additional dedicated vibration motors or ice-breaking hammers, resulting in a simple structure, low cost, and high reliability.

[0055] The working process of the vehicle driving assistance device according to the present invention will be described below with reference to specific working conditions.

[0056] Normal driving state: The lifting assembly 1 is in the retracted state, the track assembly 2 is in the stowed state, and the track 24 is off the ground, without affecting the vehicle's ground clearance and normal driving performance. The electromagnetic clutch 32 is in the disengaged state, and the motor 31 is not working.

[0057] Snow Removal Mode: When the vehicle reaches a snow-covered road surface requiring snow removal, the control unit drives the electric push rod 11 to extend, lowering the track assembly 2 to the ground. Simultaneously, the heating element 25 is activated to heat the track 24. The electromagnetic clutch 32 remains disengaged, and the motor 31 does not output power. The vehicle moves forward slowly, and the track 24 passively rolls freely under the action of friction. During the rolling process, the protrusions 28 on its surface clear away the snow and push it to both sides of the road surface, completing the snow removal operation. Because the electromagnetic clutch 32 is disengaged, the passive rolling of the track 24 does not increase the vehicle's driving resistance.

[0058] Ice-breaking mode: When the vehicle reaches an icy road surface and needs to break ice, the control unit drives the electric push rod 11 to extend and touch the ground, activating the heating element 25. The motor 31 continues to operate in one direction, and the control unit outputs a high-frequency on / off control signal to the electromagnetic clutch 32, causing the drive wheel 22 and track 24 to generate periodic impact vibrations. The vibrations are transmitted to the ice surface through the protrusions 28, causing it to fatigue and break. The vehicle moves forward slowly, completing continuous ice-breaking operations.

[0059] Escape Mode: When the vehicle is stuck and needs to get out, the control unit drives the electric push rod 11 to extend and press the track assembly 2 firmly against the ground. Subsequently, the electromagnetic clutch 32 remains engaged, and the power of the motor 31 is transmitted to the drive wheel 22, causing the track 24 to rotate actively. The strong friction between the track 24 and the lugs 28 and the ground is used to force the vehicle out of the stuck state.

[0060] Anti-rollover mode: When the vehicle is at risk of rollover, the control unit drives the electric push rods 11 on both sides to extend synchronously and symmetrically, quickly lowering the track assemblies 2 on both sides to the ground and forming rigid support. Because the electric push rods 11 are tilted outward, the track assemblies 2 after landing significantly increase the lateral support span of the vehicle, physically suppressing the tendency of the vehicle to roll over.

[0061] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0062] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0063] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0064] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0065] In this invention, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0066] Although the above embodiments have been shown and described, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Any changes, modifications, substitutions and variations made to the above embodiments by those skilled in the art are within the protection scope of the present invention.

Claims

1. A vehicle auxiliary driving device, characterized in that, include: A lifting assembly (1) is disposed on the underside of the vehicle body; Track assembly (2), the track assembly (2) is disposed on the lower side of the lifting assembly (1), the track assembly (2) is used to contact the ground, the track assembly (2) is connected to the lifting assembly (1), the track assembly (2) includes track frame (21), drive wheel (22), guide wheel (23) and track (24), the track frame (21) is connected to the lifting assembly (1), the drive wheel (22) and the guide wheel (23) are rotatably disposed on the track frame (21), and the track (24) surrounds the outside of the drive wheel (22) and the guide wheel (23); The lifting assembly (1) is used to drive the track assembly (2) to switch between a retracted state and a grounded state; in the grounded state, the track (24) presses against the ground, and the drive wheel (22) drives the track (24) to rotate, providing auxiliary driving force for the vehicle.

2. The vehicle auxiliary driving device according to claim 1, characterized in that, Two lifting components (1) are symmetrically arranged on the lower side of the vehicle body. The lifting components (1) are located in the forward direction of the front wheels of the vehicle. Each lifting component (1) is connected to a track component (2). The track (24) is arranged obliquely outward from the rear side of the vehicle along the front side of the vehicle.

3. The vehicle auxiliary driving device according to claim 1, characterized in that, The lifting assembly (1) includes an electric push rod (11), the upper end of which is connected to the vehicle body, and the lower end of which is connected to the track frame (21).

4. The vehicle auxiliary driving device according to claim 3, characterized in that, The axis of the electric push rod (11) is inclined outward relative to the vertical direction so that when the track assembly (2) is in the grounding state, the grounding area of ​​the track (24) is at least partially located outside the grounding area of ​​the vehicle tire.

5. The vehicle auxiliary driving device according to claim 1, characterized in that, The track assembly (2) further includes a heating element (25), which is disposed on the track frame (21) and located at the return path of the track (24). The heating element (25) is used to heat the track (24).

6. The vehicle auxiliary driving device according to claim 1, characterized in that, The track assembly (2) also includes multiple support rollers (26) and multiple track rollers (27). The multiple support rollers (26) are located between the drive wheel (22) and the guide wheel (23). The multiple support rollers (26) are rotatably disposed on the lower part of the track frame (21). The multiple support rollers (26) are spaced apart along the vehicle travel direction. The support rollers (26) are used to press the lower part of the track (24) against the ground. The multiple track rollers (27) are rotatably disposed on the upper part of the track frame (21). The track rollers (27) are used to support the upper return section of the track.

7. The vehicle auxiliary driving device according to claim 1, characterized in that, The outer surface of the track (24) is provided with a plurality of protrusions (28) to increase the coefficient of friction between the track (24) and the ground.

8. The vehicle auxiliary driving device according to claim 1, characterized in that, It also includes a power assembly (3), which is mounted on the track frame (21). The power assembly (3) includes a motor (31), an electromagnetic clutch (32), a reducer (33), and a housing (34). The housing (34) is mounted on the track frame (21). The motor (31), electromagnetic clutch (32), and reducer (33) are mounted in the housing (34). The output end of the motor (31) is connected to the electromagnetic clutch (32). The output end of the electromagnetic clutch (32) is connected to the reducer (33). The output end of the reducer (33) extends out of the housing (34) and is connected to the drive wheel (22).

9. The vehicle auxiliary driving device according to claim 8, characterized in that, The electromagnetic clutch (32) includes an engaged state and an disengaged state; In the engaged state, the output torque of the motor (31) is transmitted to the drive wheel (22) via the electromagnetic clutch (32) to drive the track (24) to rotate actively; In the disconnected state, the transmission path between the motor (31) and the drive wheel (22) is cut off.

10. The vehicle auxiliary driving device according to claim 9, characterized in that, The electromagnetic clutch (32) switches between the engaged state and the disengaged state at a preset frequency to cause the drive wheel (22) and the track (24) to generate periodic impact vibrations.

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