EP1883600A1

EP1883600A1 - Push bar for pushing a stuck vehicle

Info

Publication number: EP1883600A1
Application number: EP06726184A
Authority: EP
Inventors: Philippe Biesse
Original assignee: Individual
Current assignee: Individual
Priority date: 2005-04-06
Filing date: 2006-04-03
Publication date: 2008-02-06
Also published as: US8511644B2; WO2006106227A1; WO2006106227B1; US20090146118A1; FR2884206B1; FR2884206A1

Abstract

The invention relates to a device using force of one or several persons comprising a lever arm which consists of a bar (1) and an effort transmission triangle (1.2) and points fixed to a ground for pushing the vehicle rear part (1.4) in such a way that it is moved from mud. Said fixed points are formed by blocks (2) inserted under the wheels and anchored to the ground by the vehicle weight. The inventive device essentially comprises a main bar (1) consisting of abutment elements (1.1), a triangle (1,2) provided with end rings (1.7), a laddle (1.6) resting on the ground, straps or cables (1.9) tensioning the bar in such a way that it operates under tension, a joint and a vehicle hooking point (1, 4), strips, rods and blocks. The blocks (2) are placed before the wheels and are connected to the rings of the triangle through the connecting rods (3) and strips (3,6). The bar lifting force is transformed into a rear push and the vehicle progression. Variants using in particular strainer or hoist mechanisms provided with specifically shaped bars or doubled by the bar for producing a pushing force are also disclosed.

Description

Push bar for stopping a vehicle. Technical area.

The present invention relates to a device for helping a light-duty road vehicle or an off-road vehicle to get out of a stagnation on a sandy, muddy, snowy track, or any other non-consistent support. The term "stagnation" here encompasses the notions of silting, silting, snowmaking or any other form of penetration of the wheels in the upper layer of a track (or terrain) associated with the difficulty of adherence and movement of the vehicle. whether on a beach, in the desert, on land, mud, snow, ice or other.

Prior art.

This type of situation is traditionally managed by the use of light plates (length about 2 m, width about 0.5 m) to be positioned under the wheels, the use of shovels to clear the vehicle, traction cable and winch to from a fixed point, the use of special tires or chains for snowmaking or the reduction of tire pressure to increase the load-bearing surfaces. Traction or pushing is sometimes done by another vehicle, an animal or men.

The major disadvantage of these devices is that their use and effect are subject to specific availability and have a specific action. They require a fixed point that is strong enough for cable and winch traction, a large available storage volume for the plates, and tire deflation is not recommended for tubeless tires. Similarly, the use of a towing vehicle, animal or men requires their availability and there is also a risk of stagnation of the rescue vehicle or injury. These devices do not prevent a new stagnation.

Presentation of the invention.

According to the invention, the device overcomes these disadvantages. It consists of the use of a bar to push the vehicle out of its ruts by using a part of the weight of the vehicle as a fulcrum and the multiplied force of the operator (s), or even manual or electric winch . Possibly it allows the installation of anti-sink systems around the wheels to prevent a future bogging. For standard layouts, block trains linked by. cables are placed in front of the wheels of the vehicle and are connected to the rear of the vehicle to a force return triangle secured to a bar articulated on the coupling point of the vehicle by straps. A lifting of the initially horizontal bar moves away from the vehicle the attachment points of the straps to the triangle which is almost perpendicular to it, tending to cause relative movement towards the front of the vehicle compared to block trains which see the weight of the vehicle on them cling to the ground and constitute both the fixed points and a running track. Several bar arrangements exist depending on the effort and the race to be provided, it is also possible to replace the movement of the triangle and lifting of the bar by the movement and traction of the tied straps via a winch at a point of the bar that does not move by relative to the vehicle or a fixed point of the chassis of that vehicle and to its rear. Brief description of the drawings.

The board N ° 1/18 represents the general principle of the push bar for dashing according to the first arrangement. Fig. N ° 1, bar with its elements Rep 1.1, its triangle Rep 1.2, these pins Rep 1.3, the point of support on the vehicle Rep 1.4, the levers rep 1.5, the excavator Rep 1.6, the end rings of the triangle Rep 1.7 and a set of straps or cables Rep 1.9. set of blocks Rep 2, block connecting system to the bar Rep 3 a set of straps Rep 3.6.

The board No. 2/18 represents hooking systems of the bar at the rear point of support of the vehicle according to the first arrangement.

Fig. N ° 2, flat end of the bar Rep 1.4.1, cotter pin Rep 1.4.2 ball joint from the bar to the coupling ball system, main clevis assembly and sphere shell Rep 1.4a with pin Rep 1.4.3a.

Fig. No. 3, flat end of the bar Rep 1.4.1, pin Rep 1.4.2 ball joint connection of the bar to the bumper shell system, bumper shell main assembly Rep 1.4b with system of fast fixing Rep 1.4.3b.

The board N ° 3/18 represents the side view of a bar following the third arrangement. Fig. N ° 4, elements of bar Rep 1.1 with triangle Rep 1.2 represented in low and raised position. The race A is optimized thanks to the work between about -30 and + 30 °.

Plate No. 4/18 shows a bar system mounted with a ring and straps according to the fourth arrangement. Fig. 5, basic system with Rep 1.8 ring and link strap Rep 1.15 shown in low position with hooking on the roof of the vehicle, in high position with hooking on the roof of the vehicle, in the high position with hooking on the front of the vehicle.

Plate No. 5/18 shows a bar system with tensioner fifth disposition. Fig. 6, bar system with elements Rep 1.1, triangle Rep 1.2 reinforced by horizontal triangulation, end rings Rep 1.7, ground support excavator Rep 1.6, and tensioner Rep 1.10. Plate No. 6/18 shows a bar system with pivoting triangle according to the sixth arrangement.

Fig. 7, bar with its elements Rep 1.1, its triangle Rep 1.2, these pins Rep 1.3, the point of support on the vehicle Rep 1.4, the levers rep 1.5, the excavator Rep 1.6, the end rings of the triangle Rep 1.7; a tensioner Rep 1.10 and a set of straps or cables Rep 1.9 and 3.6, four sets of blocks Rep 2, connection system blocks to the bar Rep 3.

In detail, the rotary clevis with axis Rep 1.11, the triangle Rep 1.2, the guide bar of the triangle Rep 1.12 have holes in the axes shown for insertion of the single-direction stop pin Rep 1.12a or the stop pin double direction Rep 1.12b.

The board N ° 7/18 represents a system of bar with pulley mounted on the side triangle according to the seventh disposition. Fig. 8, basic system with bar Rep 1, blocks rep 2, block connecting element rep 10, pulley Rep 4a, straps Rep 1.9 and 3.6.

Plate No. 8/18 shows a bar system with pulley mounted on the link side to the blocks according to the eighth provision. Fig. 9, basic system with bar Rep 1, blocks rep 2, block connecting element rep 10, pulley Rep 4b, straps Rep 1.9 and 3.6.

Plate No. 9/18 shows a double bar system according to the ninth provision.

Fig. 10, upper half-bar Rep 1.1a with its triangle Rep 1.2a and lower half-bar Rep 1.1b with its triangle Rep 1.2b, the connecting rings of the two half-bars Rep 1.8 and the set of strap and connecting loop Rep 1.15.

Fig. 11, Detail of the connection in rotation of the triangle Rep 1.2a in the triangle Rep 1.2b, two pins of closing of the bore Rep 1.13, a pin of abutment in axial translation rep

1.14. Plate No. 10/18 shows a short bar system with rollers according to the tenth arrangement.

Fig. 12, short bar with elements Rep 1.1, shovel rep 1.6, ring rep 1.8, reinforced triangle

Rep 1.2, end rollers with their axis Rep 5, tensioner Rep 1.10, straps Rep 1.9 and 3.6.

Plate No. 11/18 shows a system of fixed rings according to the eleventh arrangement.

Fig. 13, rings Rep 6, connecting pins of the rings to the chassis of the vehicle Rep 7, double winding winch Rep 8 with its steering wheel Rep 8.1, its anti-return system rep 8.2, its double winding drum Rep 8.3 with two slots for introduction of ends of straps, its support plate on the vehicle Rep 8.4, the straps Rep 3.6. Plate No. 12/18 shows a winch system according to the twelfth arrangement.

Fig. 14, blocks Rep 2, connection piece to the blocks Rep 10, straps Rep 3.6, winch Rep 9 with its drum Rep 9.1, vehicle attachment set Rep 9.2, guide roller for change of direction Rep 9.3, crank 9.4 and its motion transmission system geared down to the drum (eg wheel and worm) Rep 9.5. Plate No. 13/18 shows two block-linking systems according to the first and thirteenth arrangements.

Fig. 16, system of curved rods with internal rod Rep 3.1 and outer rod rep 3.2, pins or block connection system Rep 3.3, bar Rep 3.4, linkage bar to the strap Rep

3.5. Fig. 17, adjustable bar Rep 10, with rear part Rep 10.1 and ring or terminal pins Rep 10.4, front part Rep 10.2 and belt connection ring Rep 10.5 and longitudinal adjustment pin rep. 10.3.

Plate No. 14/18 shows two block link systems according to the fourteenth provision. Fig. 18, block system with Rep 2.1 blocks, Rep 2.2 connection elements, ring or lugs fastening to the connecting piece Rep 2.3, fixed shares Rep 2.4.

Fig. 19, block system with Blocks Rep 2.1, connecting elements Rep 2.2, ring or hooking lugs on the connecting piece Rep 2.3 Swivel levers Rep 2.5. The soc of the first block is represented open, that of the second block is open, represented in transparent perspective view.

Plate No. 15/18 shows two block connection systems according to the fifteenth provision.

Fig. 20, block system strip Rep 2.6 seen from below, with ring Rep 2.3.

The board NT16 / 18 represents the system of non-return of the vehicle according to the sixteenth provision.

Fig. 21, Rep 11 non-return system with plate 11.1, Lever 11.2, hinge connection Rep 11.3, coulters (11.4) shown open and then closed in a transparent view.

The board No. 17/18 represents types of tensioner and straps with standard self-locking loops according to the preceding provisions.

Fig. 22, ratchet tensioner Rep 12 load 500 to 3500 kg depending on the size.

Fig. 23, type of securing strap Rep 13 with eccentric locking loop Rep 14a.

Fig. 24, type of securing strap Rep 13 with self-locking buckle Rep 14b.

The board N ° 18/18 represents the maneuver of thrust of a vehicle following the double bar of the ninth disposition.

Fig. 25, Vehicle Positions

At starting position, spreading bars, rear axle of the vehicle on line A

B intermediate position, tight bars, rear wheel axis of the vehicle on line B at 0.5 m from A. C crossbar final position, rear wheel axis of the vehicle on line C at 0.8 m da A.

D end position option with lift bars, rear wheel axis of the vehicle on line D corresponding approximately to line C, at 0.8 m da A.

Referring to the drawings, the system contains the following list of benchmarks and Positions: _\

Rep 1: Pushbar.

Rep 1a and 1b: Distinction between two half bars.

Rep 1.1: elements of the main part of the bar. Rep 1a and 1b: Distinction between the elements of the two half-bars.

Rep 1.2: triangle of efforts.

Rep 1.2a and 1.2b: Distinction between the triangles of two half bars.

Rep 1.3: Connecting pins of different bar elements.

Rep 1.4: Fixing system ball joint of the bar at the rear point of the vehicle thrust. Rep 1.4a: ball joint system of the bar at the rear point of the vehicle type hitch ball.

Rep. 1.4b: ball-and-socket fastening system of the bar at the rear point of the bumper-type vehicle.

Rep 1.4.1: flat end of bar. Rep. 1.4.2: rotating link pin / ball joint of the bar to the vehicle's rear point attachment system.

Rep 1.4.3a: quick coupling pin of the coupling ball in its envelope.

Rep. 1.4.3b system for fast attachment of the bar to the bumper envelope system.

Rep 1.5: lift levers. Rep 1.6: shovel of support on the ground of the bar.

Rep 1.7: end rings of the force return triangle.

Rep 1.8: bar ring for hooking the strap to the roof or front of the vehicle.

Rep 1.9: straps of the bar.

Rep 1.10: compact tensioner (standard ratchet or other compact model). Rep 1.11: clevis and axis of rotation of the triangle guide tube.

Rep 1.12: triangle guide tube

Rep 1.12a: stop pin in a direction of translation of the triangle.

Rep 1.12b: stop pin in two directions of translation of the triangle.

Rep. 1.13: closing pins of the bore Ref 1.14: thrust pins in axial translation.

Rep 1.15: tie-down / clamping straps between half-bars or between busbar and vehicle.

Rep 2: set of anchor blocks.

Rep 2.1: blocks

Rep 2.2: Inter-block link elements. Rep 2.3: ring or hooking lug to the connecting piece.

Rep 2.4: fixed anchor reinforcement shares.

Rep 2.5: Swivel anchor reinforcement shares Rep 2.5.

Rep 2.6: variant of anchoring blocks in flexible band (rubber).

Rep 3: link element to the blocks. Rep 3.1: inner connecting rod.

Rep 3.2: rod \ external connection.

Rep 3.3: stem end lugs for hanging in the first block

Rep 3.4: bar.

Rep 3.5: lifter with hook for connection to the strap. Rep 3.6: straps of groups of blocks and their connection to the triangle.

Rep 4a: pulley fixed on the side of the triangle of return forces.

Rep 4b: pulley fixed on the side of the connecting element to the blocks.

Rep 5: End rollers of the force return triangle.

Rep 6: Rings installed on the rear of the vehicle. Rep 7: Pivot for fixing the rings Rep 6. Rep 8: double winding winch.

Rep 8.1: Winch steering wheel.

Rep 8.2: Winch anti-return system.

Rep 8.3: double winding drum with slots for introducing the ends of straps. Rep 8.4: winch support plate.

Rep 9: winch for pulling blocks under the front wheels.

Rep 9.1: winding drum of the winch.

Rep 9.2: system for attaching the winch to the vehicle.

Rep 9.3: guide roller and change of direction. Rep 9.4: crank winch.

Rep 9.5: motion transmission system, gear reduction, change of direction between crank and drum (eg wheel and worm gear, gearboxes, etc.).

Rep 10: adjustable block connection bar. Rep 10.1: rear sliding part.

Rep 10.2: front part of adjustable bar.

Rep 10.3: adjustment pin in adjustable bar length.

Rep 10.4: ring or connecting lugs in the first block.

Rep 10.5: connecting ring to the strap. Rep 11: system of no return of the vehicle.

Rep 11.1: plateau of the system of no return.

Rep 11.2: lever tube of the non-return system.

Rep 11.3: articulation of the non-return system with respect to the rear spar of the vehicle.

Rep 11.4: Swiveling shares of anchoring reinforcement. Rep 12: ratchet type tensioner.

Rep 13: lashing straps.

Rep 14a: self-locking loops of eccentric type.

Rep 14b: self-locking loops of lever type.

Positions Fig. 4, position A: optimized distance of the third disposition with inclined triangle, value about 0.3 meters.

Fig. 25, position A: starting position of a maneuver with double bar.

Fig. 25, position B: intermediate position of a maneuver with double bar, distance AB equal to 0.5 meters. Fig. 25, position C: final position of a maneuver with double bar and crossing option of bars, distance AC equal to 0.8 meters.

Fig. 25, position D: end position of a maneuver with double bar and lift option of bars, distance AD equal to 0.8 meters. Ways to realize the invention.

The invention comprises according to a first feature a set of elements assembled around the vehicle and used in the standard method of release described below: a push bar (Rep 1) for dés-entanglement with its components: bar elements (Rep 1.1), a force-deflection triangle (Item 1..2), connecting pins between the various components (item 1.3), an attachment system to the bumper or towing ball of the vehicle (Rep. 1.4), the handle (Rep 1.5), a shovel (Rep 1.6), a set of straps with corresponding loops (Rep 1.9) which can be of standard type (Pl 17/18, Rep 13 and 14a or 14b). four sets of blocks (Rep 2) each constituting an anchor point and a raceway for the exit of the vehicle; four sets of connection to these blocks at the bar each consisting of: two rods (Rep 3.1 and 3.2), provided with lugs blocks (Rep 3.3) and a removable link bar (Rep 3.4) for attachment to a train blocks, and on the other side of a lifter (Item 3.5) for connecting the rods to the straps (Plate 13, Fig. 16); four corresponding sets of tie-down straps (Item 3.6) with self-locking buckles which may be of standard type (Pl 17/18, Fig. 23 and 24, Rep 13, 14a or 14b) and hooks. The system is intended to be maneuvered lightly and quickly and to be stored in the trunk of the vehicle. It must be of volume and acceptable weight. To this end, the rigid members will work to the maximum in direct compression and will have sufficient sections to withstand buckling and bending components. The straps will be the tensile elements and the return parts will be designed to take advantage of these stretched sections.

Standard method of mounting the system and use. General. The method consists of the use, on the one hand, of the quasi-fixed support points constituted by the blocks placed under the wheels of the vehicle to be released and anchored in the ground under the effect of its weight, of a special bar forming leverage and finally the strength of operators. Once anchored, the movement of the block elements with respect to the ground will be as small as possible. The reduction effort of the system varies in a range of about 10 to 2 for a displacement of the vehicle per operation from 0.20 to 1.0 m. The variation depends on the different options of the elements of the system chosen itself according to the characteristics of weight of the vehicle, number of operators and degree of stagnation.

The method is described for a four-wheeled vehicle and for bar-mounting as a basic version. Setting up. We will deploy on both sides of the vehicle and just at the front of each wheel front and rear a block system with its connecting elements. The 4 systems of blocks (Rep 2) are spread out rectitignly on the ground, the side track rolling upwards, in the axis of the wheels. The wheels are in principle aligned in the axis of the vehicle. The 4 curved rods (Rep 3.1 and 3.2) will be arranged on either side of each corresponding wheel. The stem (Rep 3.1) on the inner side of the wheel is the most difficult to position because of the stagnation which can reach the level of the connecting parts of the wheel to the vehicle, the block of the brakes or the bridge. It will either be stinged in the ground under these parts and recover its end on the other side or bypass these parts from below and a little towards the central axis of the vehicle. The arc will be directed accordingly in both cases to recover the rod end towards the front of the wheel. The rod (3.2) on the outside of the wheel is then simply placed on the ground. The two rods are then hooked to the 1st block by pins (Rep 3.3) and the chain or locking bar (Rep 3.4) is closed on the inner rod and pressed against the block. Once the 4 blocks connected, just make sure that the first block (Rep 2.1) is under. the axle of each wheel and in the median plane of the tire and connect the straps (Rep 3.6) to the rudder ring (Rep 3.5) and then pass them to the level of the rear wheel. The straps of the front wheels are brought to the rear from the outside (or from the inside of the vehicle depending on the width of the triangle) or simply attached to the blocks of the rear wheel (series fitting). At this level, the hooks of the straps or buckles will be attached to the end of the straps of the bar which pass through the end rings (Item 1.7) of the force return triangle (Item 1.2). the tie-down straps will be adjusted to keep the assembly taut and balanced. The bar is aligned with and extends the major axis of the vehicle. Its length is variable but is in base of about 3 m. It is linked at its front end to the rear bumper or to the towing ball of the vehicle by its connecting system (Rep 1.4). The link allows a rotation from bottom to top along the major axis of the bumper and a horizontal movement along a perpendicular axis. At the rear end of the bar is a sheet metal part in the shape of a shovel (item 1.6) and two lifting handles (item 1.5). Docking operation. Once the system is mounted, simply lift the rear of the bar to advance the vehicle on the four blocks of trains which, anchored in the ground then serve as a fixed point. A raised bar on a height of 1 meter corresponds to about 0.1 m of forward, it may be necessary to repeat several times the maneuver by stretching each time the connecting straps of the blocks to the deflection triangle and preventing the vehicle from return to its ruts by action on the brakes of the vehicle, by backfilling the holes, or by a non-return system, etc. Rather than using a consistent lift, one can also maneuver the bar laterally in a horizontal plane. The ratio of effort reduction will be decreased and that of the displacements increased, the effort will relate only on one side of the vehicle, but according to the application, this may be enough to clear the vehicle. Once the vehicle is cleared, the next step is to dismantle and store the system. Detailed description of the bar: The push bar (Rep 1) is composed of light hollow tube elements (Rep 1.1) of individual length about 1 m and outer diameter about 50 mm and 5 mm thick. These dimensions are order of magnitude and vary depending on the building material (usually steel or aluminum alloy, or even glass or carbon fibers), pushes to transmit, and bar variants used. The ends of these tubes are nested one inside the other in order to constitute the bar and are linked by the introduction of several pins (Rep 1.3) in the holes provided for this purpose. The interlocking clearance will be kept relatively low in order to avoid initial bar distortion which would be detrimental to the buckling resistance. At the end of this bar, on the vehicle side is a piece forming a flat end pierced with a hole (Rep 1.4.1) in which will be mounted the pin (Rep 1.4.2) linking the bar to the attachment system to the tow ball or the rear bumper (Rep; 1.4a or 1.4b), (PI.2, Fig.2 and 3). This hole has a diameter greater than that of the pin and large chamfers on each side reduce the cylindrical width of the hole to allow an angular movement of the bar relative to the pin and approach a ball joint at this level. The pin is equipped with a stop system to hold it in place during maneuvers. Near this end, we find the constituent elements of the force return triangle (Rep 1.2). In basic version, this one is perpendicular to the axis of the bar and of total width approximately 1, 5 m. The end rings (Item 1.7) are slightly outside the wheel axis at an elevation of about 0.3 m below the bar when the bar is held horizontally in the center line of the vehicle.

The nodes of intersection of the elements of the bar and the triangle of return of efforts are carried out in basic version either by means of complex parts in which the elements are inserted or by a connection by pin and screws of elements within each other. The attachment system to the bumper or towing ball of the vehicle (Rep 1.4b or 1.4a) will essentially serve to transmit a thrust of the bar to the vehicle, however, it will also cash other components of the vehicle. action of the bar, especially down. Depending on the shape of the ball or the towing hook, and the space surrounding it, it is possible to mount the bar directly following a ball joint. In most cases, an intermediate piece is needed. It will resume the connection with the ball or hook and provide an independent ball joint connection to the end of the bar. For the case of a vehicle without a ball or hook, the connecting part to the bumper will encompass the shape of the bumper and will form a rigid block to standardize the distribution of effort. If the sections of the bumper are insufficient, it will be necessary to extend the connecting piece to the longitudinal members of the chassis. The part will be held in place by a quick fastening system (Rep 1.43b).

On the operator side of the bar, the lift lever (Item 1.5) can be mounted on the bar to facilitate the two operator maneuver. These levers are a simple piece of tube about 25 mm in diameter and 400 mm long that will cross the bar section near its end. The "shovel" (Rep 1.6), is an accessory that serves to rest the bar on the ground. Its ground contact surface and curved shape allow it to not sink and slide easily on the ground when possibly moving forward of the bar / vehicle assembly. It also makes it possible to hold the straps of the bar out of contact with the ground for easier maneuvers of the operator. The straps take up the tensile force transmitted by the bar to the sets of blocks. They are the least scalable possible to avoid too much elasticity to the system. Indeed, it is essential for the efficiency and safety of the operation that the movements of the vehicle are directly related to those of the bar and no elastic energy accumulates with a risk of being returned in a sudden. For the basic version, the set of straps linking the blocks at the rear end of the bar may or may not be connected to the end hook (Item 1.7) of the crossover triangle (Item 1.2). If they are not linked, the triangle must necessarily be braced in the direction of the axis of the bar (that is to say triangulated in top view). These straps are provided with self-locking loops (Rep 14a or 14b) to abut them to each other or to adjust the lengths of different sections. Their coefficient of friction with the rings will be as low as possible, their flexibility for winding will be the best possible (ie very small radius of curvature). The basic material is the conventional flat nylon tie-down strap (Rep 13) or the high-strength steel rope (to limit weight and facilitate storage and obtain the smallest possible radii of curvature by reduction of the cable diameter). The stresses on the straps vary according to the variations of bar and the characteristics of the vehicles between 500 and 2000 daN.

Detailed description of the block trains (Pl 1/18 and Pl 14/18, Figs 18 and 19): the blocks (Rep 2.1) are U-shaped with an internal width slightly greater than the width of the tire. They are interconnected by connecting elements (Rep 2.2) type cables, chains, straps or other. These connecting elements must leave a relative flexibility between the blocks to allow the different arrangements of the system formed during storage, manipulation and assembly, setting up and copy of the shape of the ground of the track, and of course resume traction efforts . The traction force can be limited to that corresponding to the only wheel in question or that of two wheel if the systems are mounted in series, that is to say if the effort of the front wheel is relayed by all blocks, connecting rods and straps of the corresponding rear wheel. The number of blocks is such that their deployment constitutes a sufficiently long raceway to guide the exit of the vehicle. The common number varies between 4 and 8. The length of the blocks, their width and their thickness are such that they allow a good reach on the ground and under the vehicle while sinking sufficiently under the weight to constitute a good anchorage . They also constitute an enhancement of the entire vehicle, which is useful if the rocker is in contact with the ground. The wings of the "U" guide the tire or center the blocks with respect to it. According to some variants, the anchoring capacities of the blocks can be increased (Pl 14/18). The blocks are made of lightweight material such as plastics, light alloys, wood, hollow steel profiles, etc. Detailed description of the connection assemblies (Pl 13/18, Fig. 16): The two rods (Rep 3.1 and 3.2) are made of elastic metal type spring steel. Their length is about 1 m and their diameter about 5 mm. They are curved in the form of an arc. This arrangement allows a good ratio between the capacity of traction and the weight, a flexibility of maneuver and a facility of arrangement. They are provided on the side of the blocks of two lugs (Rep 3.3) and a removable link bar for attachment to a train of blocks, and the other side of a ring and a rudder (Rep 3.5) to ensure the connection of the rods to the straps.

According to a second characteristic, the bar elements consist of profiles that fit into each other for a better occupation of the storage volume. That is, operator-side bar elements of smaller diameter may fit in the center elements or on the vehicle side, and may themselves contain the elements of the return triangles. In mounted position, the connection between the elements is by pin or by screwing on fitted ends. This arrangement also allows, without increasing the storage volume, to use the larger sections over a portion of the length of the main bar, thus giving a better resistance to buckling.

According to a third characteristic, the deflection triangle will be pre-inclined forwards in order to increase the displacement value for the same bar lift. Indeed, in the basic version, for the lift angles greater than 30 °, the inclination of the direction of traction of the triangle relative to the horizontal normally leads to a reduction of the advance for each degree of rotation. When the triangle is inclined about 30 ° forward (when the bar is horizontal), the reduction is less.

According to a fourth characteristic, a ring (Rep 1.8) is added between the middle and the shovel end end of the push bar for connection to a fixed point on the vehicle. This ring and this fixed point are linked by a doubled strap set with a self-locking buckle (Rep 1.15). The purpose of this arrangement is to allow the locking of the bar at a given height by slight tension of the strap and blocking, the fixed point of the vehicle thus taking the effort corresponding to the bar lift. This fixed point is located at the roof of a 4x4 or on the front bumper of the vehicle. This may also allow for example the operator to let go of the bar without risk of backing the vehicle in its ruts.

You can even pull the strap directly to lift the bar. It must be considered that on the one hand the strap acts only on a part of the bar length but on the other hand that the double passage of the strap in the loop multiplies the traction force by two. Overall the tensile stress required on the strap or the effort required for the bar lift are roughly equivalent. The bar will work more flexion in this assembly. When this fixed point can be doubled, for example a fixed point on each end of the front bumper can exercise two pulls which balance the bar in a vertical rise, without deflections on one side or the other. According to a fifth characteristic, the return triangle is reinforced and the straps will only slide inside its end rings. It is then the effect of a tensioner or winch (Rep 1.10) placed at the end of the bar which will cause the displacement. The bar will rest and slide on its shovel (Rep 1.6). This arrangement allows the safe towing of heavy vehicles, the bar then serves as a means to return the pull point far behind the wheels to obtain almost parallel directions of effort and to bring back the only significant efforts on the solid point of the tow ball. Manual winches eg 500 kg up to 3.5 T or electric winches can be used. The use of the winch can also be combined (but not simultaneously) with raising the bar. The bar length can be reduced (2 to 3 m) in this configuration. According to a sixth characteristic, the deflection triangle is able to pivot in a yoke (Rep 1.11) fixed near the end of the vehicle side, just below the main bar and the straps are attached to its rings. The straps coming from the front wheels can be hooked to the end rings with the straps coming from the rear wheels, or to another ring a little further inside if the straps come from inside the vehicle. The straps to the turnbuckle are hooked to rings located between the attachment rings of the front wheel straps and the rear wheel straps. In the case where the front and rear wheel straps are hooked to the end rings, the straps to the turnbuckle will be hung at the same level. This arrangement makes it possible to have the minimum deformations of the triangle in the horizontal plane. The triangle acts as a simple lifter that maintains the distance between the straps on each side of the vehicle. It is thus the effect of a tensioner or winch (Rep 1.10) placed at the end of bar which will cause the displacement. The free connection in rotation of the triangle allows a stroke of about 400 to 500 mm due to its angular deflection of 45 ° forward 90 ° rearward. It also allows a relative guidance of the triangle with respect to the bar, as well as the possibility of the normal use of the bar in lift when the angular position of the triangle is between -45 and + 45 °. In order to maximize the travel of the traction and adjust the height of the triangle, there is provided a minimum length adjustment system between the yoke and the height element of the triangle. The system is limited only in one direction, it does not give a blocking for the maximum length, which means that once the normal stroke is exceeded, the triangle will come out little by little from the guide piece (Rep 1.12) and will be free to continue his race. This is done by positioning only the pin (Rep 1.12a) on the top of the central tube of the triangle, the pin (Rep 1.12b) not being inserted. During the "push" operation, the bar will rest and slide on its shovel (Rep 1.6). This arrangement, by the availability of a long stroke, allows safe towing for a single person for light or heavy vehicles. The bar returns the pull point far behind the wheels to achieve almost parallel directions of effort and to bring the only significant effort back to the solid point of the bumper or towbar. Manual winches eg 500 kg up to 3.5 T or electric winches can be used. When you want to use the bar rather ordinary lift, use the pin (Rep 1.12b) inserted in the single hole of the central tube of the pivot and in one of the holes of the tabular guide piece (Rep 1.12). This tubular piece is therefore pierced with holes (for pins Rep 1.12a and 1.12b) at a regular pitch and along two perpendicular axes.

According to a seventh characteristic (Pl 7/18, Fig. 8), the straps of the wheels on each side will pass individually or together in the wheel of a pulley (Rep 4a) fixed to the triangle before their end is hooked to a fixed point of the vehicle (point hooking the jack or hook on chassis ...). This passage through the pulley will almost double the stroke of the vehicle for the same movement of the bar, and will almost halve the reduction of the effort. The function of the pulley can also be achieved by a piece of pipe freely rotating in the elongated end ring of the triangle, or by the same ring which will then be polished or coated and in which the strap would slip with a minimum of friction. According to an eighth characteristic (Pl 8/18, Fig 9), the connecting rods of the wheels to the straps are terminated by a pulley (Rep 4b), and these are the straps connected to each side of the triangle of return forces that pass individually in the wheel of this pulley before their end is hooked to a fixed point of the vehicle (attachment point of the jack or hook on the frame ...). This passage through the pulley will almost double the reduction of effort for the same movement of the bar, and will almost halve the race of the vehicle. The function of pulley can also be achieved by a loop in which the strap slides with little friction. According to a ninth characteristic, the bar will be divided into two parts (or doubled) (Rep 1.1a and 1.1b), (Pl 9/18, Fig.10 and 11). The two left and right parts will be free to rotate in a horizontal plane and their ends provided with a ring (Rep 1.8) can be joined by a doubled strap with self-locking loop (Rep 1.15). A half bar (Rep 1.1b) will be positioned slightly below the other, the horizontal element of its triangle (Rep 1.2b) slightly above that of the other half bar, and the vertical element of the triangle will be a slightly larger diameter and not closed, allowing the vertical element of the other half bar to be housed in its interior, and by the closure of this element by pins or semi-bearings reported (Rep 1.13), rotate freely. A stop (Rep 1.14) is also provided on this vertical element to prohibit any axial relative displacement. This arrangement allows a large displacement of the vehicle (Pl 18/18) starting first of a position apart from the bars that will be used in a horizontal movement back to the center. The ratio of the displacements is in this case according to the ratio of the length of bar to the half width of the triangle. The strap (Rep 1.15) between the rings (1.8 Rep) allows to block this position of bars together or to participate in bringing these two bars together by pulling on the free end of the loop. The use of the rings and straps according to the fourth provision is also possible.

It possibly allows the maneuver to a single operator, while two are normally necessary.

Then it is possible to extend this movement either by crossing the half-bars on either side of the central point, or to lift the set of two half-bars joined to the central point and to increase the displacement of the vehicle. Bar lift allows you to change gear ratios to force on a hard point, while the crossover optimizes the movement. So if a hard point appears during the horizontal movement of the bars, it is enough to block the rotation of the bars by tension of the strap (Rep 1.15) and to raise the two half-bars to increase the apparent effort. The crossing of the bars will cause an interference zone between one bar and the strap of the other bar. This is not a problem in a to some extent, but does not double the movement.

According to a tenth characteristic, the push rod will be considerably shortened and converted into a deflection triangle provided with return rollers (Rep 5) at its ends (Pl 10/18, Fig. 12). The return takes the forces in the direction of the wheel straps (parallel to the major axis of the vehicle and slightly inclined upwards) to direct them in a direction approximately perpendicular to the major axis of the vehicle, from the ends of the bumper to his middle. This is done symmetrically on both sides of the vehicle, traction is by joining the ends of straps at a tensioner (Rep 1.10) of the same type as the 5 ° and 6 ° provisions. In this case, the bar is only used to stiffen the triangle of return, the triangle is only a support for the rollers. The bar does not need to rotate freely relative to the attachment point (ball hitch or bumper link system) on the vehicle. If the towing point of the vehicle can not resume the torque tending to lower the end of the bar, it may be taken up by a strap linking the end of the bar to a high point of the vehicle (for high and solid roofs) or by the "end shovel" which will slide (despite the added load due to the torque effect due to the difference in the dimension of the bottom of the wheels and the coupling point) during the thrust of the vehicle.

According to an eleventh characteristic (Pl.11 / 18, Fig. 13), the bar and the triangle will be replaced by two rings (Rep 6) mounted permanently (and possibly during the mass production of the vehicles) connected by a pivot (Rep 7) at the rear of the vehicle as low as possible under the bumper and as close as possible to the tire axle. The position is close to the end of the spars, slightly outward.

The section of the rectilinear part of the ring on which the strap slides will be large enough to give a good radius of curvature to the strap, this part will be polished, Teflon-coated or ideally free in rotation. A simple tensioner binding the ends of straps will then allow the traction of the blocks. That is to say that the thrust of the vehicle will be through the rings at the change of direction of the straps. Movement on each side of the vehicle will normally be balanced. If this was not the case for use of a ratchet type tensioner (item 12), and in order to balance these displacements, it will be necessary to set during the period of the rebalancing one or the other part of the tensioner to the hitch ball. One can also block the advance or the return of a strap by introduction (side wheel or side tensioner) of a rubberized cone in the corresponding ring. The cones are attached by a small cable near each ring so as not to be lost. This arrangement of the fixed rings is adapted to the use of a tensioner / winch type disc double winding (Rep 8) which will self-balance the advance of each side.

According to a twelfth characteristic, and at the extreme, the bar and the triangle will be replaced by a simple winch (Rep 9) fixed on the coupling point and exerting traction only on the front wheels. The front wheel linkage straps must be able to pass under the vehicle. This is facilitated by a thin steel needle of the same shape as the stem (Rep 3.1). According to a thirteenth characteristic, a system for attaching mounting block trains from outside (Rep 10) will replace the curved rods (Rep 3.1 and 3.2). It will be two beveled parallel parts, of length approximately equal to the width of the tire, connected on one end by an extendable bar (Rep 10.1 and 10.2). The system is mounted on the side of the wheel, the rear part being fixed by a system of ring or ergot (Rep 10.4) on the block train and the front piece having an attachment ring (Rep 10.5) of the pull strap. The distance between the two parts set following the insertion of a pin (Item 10.3) in the appropriate hole will correspond to the size of the tire and its depth of stagnation. The link bar and the pin will be dimensioned to not open or shear under the effect of traction. According to a 14th characteristic (Plate 14/18), the blocks will have a capacity of attachment in the soil reinforced by the addition of a blade sow that can be fixed (Rep 2.4) or pivoting under their lower face (Rep 2.5) .

According to a fifteenth characteristic, the blocks consist of a rubber band provided with large crampons on the lower face (Item 2.6). According to a sixteenth characteristic, a system of non-return (Rep 11) of the vehicle is added to all the equipment. It consists of a plate (Rep 11.1) mounted on a lever (11.2) articulated by a link (11.3) at the rear of the vehicle and fixed under a chassis spar. The lever lifts slightly and lets slip the tray during an advance, however it enters the engaging trajectory and plate the plate on the ground prohibiting further recoil during a slight rearward movement. Plowshares (Rep 11.4) increase the efficiency of non-return.

According to a seventeenth characteristic, the types of manual or electric tensioners and winches used in the different arrangements may be interchanged. That is, each version of "push bar" can be equipped with either model. There are several types of winch, whose models (Rep 8, 9, 12) are only non-limiting examples.

According to an eighteenth characteristic, the systems and variants of the push bar can be used for vehicles having a number of wheels different from four, whether light or not. The dimensions are to adapt to each situation.

Possibilities of industrial applications.

The system allows a vehicle to clear a stall. Passenger vehicles can thus access spaces normally reserved for specialized vehicles and specialized vehicles increase their efficiency to overcome specific obstacles. This allows you to indulge in ecologist recreation and increase its security and independence on isolated trails by having a way to effectively react to a stagnation. However, it is not an alibi to venture without other means of safety on any track. The main applications are on sand tracks, dunes, muddy areas etc.

Claims

1 / Push bar device for stopping a vehicle for assisting a light-duty vehicle or an off-road vehicle to get out of a stagnation on a sandy, muddy, snowy or other non-consistent track, characterized in that it uses a bar to push the vehicle using a part of the weight of the vehicle as a fulcrum, these quasi-fixed support points being constituted by blocks placed under its wheels and anchoring in the soil during the operation of stagnation, and the multiplied force of at least one operator, allows the installation of anti-sink system around the wheels to prevent a future stuck, is intended to be maneuvered so light and fast, to be stored in the trunk of the vehicle and is of acceptable volume and weight, consists of a set of elements assembled around the vehicle:

a thrust bar (1) for de-bogging with its components: rod elements (1.1) in hollow tubes of manageable length, a force return triangle (1.2), connection pins between the various components (1.3); ), an attachment system to the bumper (1.4b) or the towing ball of the vehicle (1.4a), the handle (1.5), a shovel (1.6), the end rings of the triangle (1.7) , a set of straps with corresponding loops (1.9). four sets of blocks (2) which, during the bogging operation, will each be deployed just in front of each wheel and will be anchored in the ground, each constituting both a fixed point in the ground under the ground. effect of the own weight of the vehicle and a running track for the vehicle exit, and comprising blocks (2.1) with their connecting elements (2.2) which take up the traction force while leaving a relative flexibility between the blocks, allowing the various arrangements of the system during storage, mounting manipulations, setting up and copying the shape of the ground of the track and hooks or holes for pins (2.3) for hooking to the connection assembly (3, 10) to the triangle;

-four sets of connection to these blocks to the triangle of the bar each consisting of: two rods (3.1 and 3.2), provided on the side blocks pins (3.3) and a removable link bar (3.4) for attachment to a train blocks, and on the other side of a spreader (3.5) for connecting the rods to the straps; four corresponding sets of tie-down straps (3.6) with self-locking buckles which may be standard type (13, 14a or 14b) and hooks.

2 / Apparatus according to claim No. 1 characterized in that the bar elements consist of profiles which are arranged one inside the other for a better occupation of the storage space of the system, in particular, the elements of the smaller diameter triangle being able to be housed for storage in the elements of the bar end of the operator side, they themselves can be housed in the central elements or the end of the vehicle side. 3 / Apparatus according to one of the preceding claims characterized in that the deflection triangle will be pre-inclined forward, so that the direction of traction of the triangle by horizontal ratio is not too inclined in order to have a smaller reduction in the value of the advance ¹ or movement of the vehicle for the same lift bar, this displacement being optimized with a work of the triangle between about -30 and + 30 °.

Al device according to one of the preceding claims characterized in that a ring (1.8) is added between the middle and the side end shovel of the push bar for connection to a fixed point on the vehicle. This ring and this fixed point are linked by a doubled strap assembly provided with a self-locking buckle (1.15). The arrangement serves to lock in position of the bar or traction.

5 / Apparatus according to one of the preceding claims characterized in that the 0 deflection triangle (1.2) is reinforced and the straps (1.9 or 3.6) will only slide inside its end rings. It is a tensioner or winch (1.10) placed at the end of the bar which will cause the displacement, the bar resting and sliding on its shovel (1.6).

6 / Apparatus according to one of the preceding claims characterized in that the deflection triangle (12) is capable of pivoting in a yoke (1.11) fixed near the end 5 vehicle side, just below the main bar. The straps (1.9 and 3.6) are attached to the rings (1.7). A tensioner or winch (1.10) placed at the end of the bar will cause displacement.

The triangle (1.2) can slide or be blocked by pins (1.1.12a or 1.12b) in a guide tube (1.12).

7 / Apparatus according to one of the preceding claims characterized in that the 0 straps (3.6) of the wheels on each side will pass in the wheel of a pulley (4a) attached to the triangle (1.2) before their end is hooked to a point fixed vehicle.

8 / Apparatus according to one of the preceding claims characterized in that the rings of the connecting sets of blocks to the triangle (3.5 or 10.5) are terminated by a pulley (4b), and it is the straps (3.6) related to each side of the forward triangle of efforts (1.2) -5 which pass individually in the wheel of this pulley before their end is hooked to a fixed point of the vehicle.

9 / Apparatus according to one of the preceding claims characterized in that the bar will be split into two parts (or doubled) (1.1a and 1.1b), free to rotate in a horizontal plane. Their ends provided with a ring (1.8) can be joined by a strap 0 doubled with self-locking loop (1.15). A half bar (1.1b) will be positioned slightly below the other, the horizontal element of its triangle (1.2b) slightly above that of the other half bar, and the vertical element of the triangle will be a slightly larger diameter and not closed, allowing the vertical element of the other half bar to be housed in its interior, and by the closure of this element by pins or semi-bearings reported (1.13), to pivot 5 freely . A stop (1.14) is provided on this vertical element to prohibit any relative axial displacement.

10 / Apparatus according to one of the preceding claims characterized in that the main part of the push bar (H) will be shortened and the deflection triangle (1.2) provided with return rollers (5) at its ends. The traction is done by joining the ends of ⁰ straps (3.6) at a tensioner (1.10). 11 / Apparatus according to one of the preceding claims characterized in that the bar (1.1) and the triangle (1.2) will be replaced by two rings (6) permanently mounted and connected by a pivot (7) to the rear of the vehicle as low as possible under the bumper and as close as possible to the center line of the tires. A simple tensioner or winch (8) linking the ends of straps will then allow the traction of the blocks. The double roll type disk winch (8) is well suited.

12 / Device according to claim No. 1 characterized in that the bar and the triangle will be replaced by a simple winch (9) fixed on the coupling point and exerting traction only on the front wheels. 13 / Apparatus according to one of the preceding claims characterized in that a fastening system block trains (10) replace the curved rods (3.1 and 3.2). It will be two beveled parallel parts, of length approximately equal to the width of the tire, connected on one end by an extendable bar (10.1 and 102). The system is mounted on the outside of the wheel, the rear part being fixed by a ring or ergot system (10.4) on the block train and the front piece having a fastening ring (10.5) of the pull strap. The distance between the two parts set following the introduction of a pin (10.3) into the appropriate hole will correspond to the size of the tire and its depth of stalling.

14 / Apparatus according to one of the preceding claims characterized in that the blocks will have a gripping capacity in the ground reinforced by the addition of a soc blade that can be fixed (2.4) or pivoting under their lower face (2.5) .

15 / Apparatus according to one of the preceding claims characterized in that the blocks consist of a rubber band provided with large crampons in the lower face (2.6).

16 / Apparatus according to one of the preceding claims characterized in that a system of non-return (1 1) of the vehicle is added to all equipment. It consists of a plate (11.1) mounted on a lever (11.2) hinged by a link (11.3) at the rear of the vehicle and fixed under a chassis spar. The lever raises slightly and lets slip the tray during an advance, however it enters the engaging trajectory and plate the plate on the ground prohibiting further recoil during a slight rearward movement. Plowshares (11.4) increase the efficiency of non-return.

17 / Apparatus according to one of the preceding claims characterized in that the types of tensioners and manual winches (8, 9, 12) or electrical examples given in the different provisions can be interchanged with other types.

18 / Apparatus according to one of the preceding claims characterized in that the systems and variants of the push bar are usable for vehicles having a number.de wheels different from four, whether light or not, the dimensions being then to adapt to each situation.