Liftable front suspension of amphibious vehicle

Abstract

The invention relates to the technical field of liftable front steering knuckle systems, in particular to an amphibious vehicle liftable front suspension which comprises a main steering knuckle beam, an adjusting mechanism is movably connected to the interior of the main steering knuckle beam, lifting damping mechanisms are movably connected to the two sides of the top of the main steering knuckle beam, and a steering mechanism is arranged on one side of the bottom end of the main steering knuckle beam. A control mechanism is arranged on one side of the main steering knuckle beam, when the amphibious vehicle runs on the land, the lifting front suspension plays a role of a common steering knuckle, and impact borne by the vehicle in the running process and vibration of a vehicle body are buffered; when the amphibious vehicle runs in water, the lifting front suspension lifts the steering knuckle mechanism and the wheel system through the hydraulic oil cylinder, the purposes of reducing resistance and increasing running speed are achieved by reducing eddy current loss caused by the running mechanism stretching into the water, and the loss of the steering knuckle system can be effectively reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of liftable front steering knuckle systems, in particular to a liftable front suspension for an amphibious vehicle. Background Art

[0002] With the rapid development of the economy and society, people's demands for travel are becoming increasingly diverse. As a new type of transportation, amphibious vehicles can travel on both land and water, greatly improving travel convenience. This provides technical support for the development of my country's amphibious vehicle industry.

[0003] Among them, the "rail and ground dual-purpose tower shifting device" disclosed in the application number "CN109850804A" is also an increasingly mature technology. Its "bottom walking mechanism includes a ground walking wheel group for walking on the ground and a track walking wheel group for walking on the track. The ground walking wheel group includes a lifting suspension system, a first wheel and a first drive system; the track walking wheel group includes a second wheel and a second drive system. When the device walks on the ground, the bottom surface of the first wheel is lower than the bottom surface of the second wheel; when the device walks on the track, the bottom surface of the second wheel is lower than the bottom surface of the first wheel. The present invention is flexible and can be driven on the road or track in the factory or workshop. It can be transferred under the tower to replace the existing tower shifting device. It does not require other lifting equipment, avoids idle equipment waste and investment, is safer, more intelligent, and has good operability. It is safe and reliable, and guarantees and improves work efficiency.

[0004] However, the above-mentioned device has the following disadvantages: when the device is traveling on land, the steering effect of the lifting front suspension cannot alleviate the impact and body vibration of the vehicle during driving, and the device cannot reduce eddy current losses to achieve the purpose of reducing resistance and increasing driving speed when the device can be raised and lowered for steering adjustment, and cannot effectively reduce the loss of the steering knuckle system.

[0005] Therefore, it is necessary to provide a liftable front suspension for an amphibious vehicle to solve the above problems. Summary of the Invention

[0006] In view of the deficiencies in the prior art, the present invention provides a liftable front suspension for an amphibious vehicle, which solves the problems raised in the background art.

[0007] To achieve the above-mentioned objectives, the present invention provides the following technical solutions: a liftable front suspension for an amphibious vehicle, comprising a main steering knuckle beam, an adjustment mechanism movably connected inside the main steering knuckle beam, lifting and lowering shock-absorbing mechanisms movably connected on both sides of the top of the main steering knuckle beam, a steering mechanism provided on one side of the bottom end of the main steering knuckle beam, and a control mechanism provided on one side of the main steering knuckle beam.

[0008] Preferably, the adjustment mechanism includes a protective shell fixedly connected to the middle part of the main steering knuckle beam, a transmission fixing cylinder is fixedly connected to one side of the protective shell, a grip rod is provided inside the transmission fixing cylinder, a turbine is meshedly connected to one side of the grip rod, a power main shaft is provided on one side of the turbine, a power auxiliary shaft is provided on one side of the power main shaft, and the outer sides of the shafts of the power main shaft and the power auxiliary shaft are movably connected with bearings fixedly connected to the inner side of the protective shell.

[0009] Preferably, one end of the power main shaft and the power auxiliary shaft are fixedly connected to a first ball bushing, the inner side of the first ball bushing is movably connected to a transmission column, one end of the transmission column is movably connected to a second ball bushing provided on one side of the automobile wheel, and one side of the second ball bushing is fixedly connected to the automobile wheel.

[0010] Preferably, the lifting and shock absorbing mechanism includes a steering knuckle fixedly connected to both ends of the main steering knuckle beam, the top of the steering knuckle is movably connected to an upper swing arm, the bottom of the steering knuckle is movably connected to a lower swing arm, one end of the upper swing arm is movably connected to a steering gear arranged on the inner side of the wheel, the middle part of the upper swing arm is movably connected to a liquid storage cylinder, the top of the liquid storage cylinder is fixedly connected to a shock absorber, and the outer side of the liquid storage cylinder is provided with a dust cover.

[0011] Preferably, a coil spring is provided on the top of the dust cover, the top of the shock absorber is movably connected to a connecting frame, the bottom end of the connecting frame is movably connected to the top of the steering knuckle, the top of the shock absorber is movably connected to a hydraulic cylinder, and a piston is provided inside the hydraulic cylinder.

[0012] Preferably, the steering mechanism includes a steering cylinder arranged on one side of the main steering knuckle beam, a steering shaft arranged inside the steering cylinder, a steering gear connected to the inside of one side of the steering shaft, a steering tie rod connected to one end of the steering shaft, and one end of the steering tie rod movably connected to the steering knuckle.

[0013] Preferably, the control mechanism includes a fixed mounting plate, a wireless signal receiver is fixedly connected to the top of the fixed mounting plate, a wireless signal transmitter is provided on one side of the wireless signal receiver, a data analyzer is provided on one side of the wireless signal transmitter, an electronic control unit is provided on one side of the data analyzer, an ECU is provided on one side of the electronic control unit, and a controller is provided on one side of the ECU.

[0014] Preferably, the sensor, wireless signal receiver, wireless signal transmitter, data analyzer, electronic control unit and ECU are all connected to an on-board control processor.

[0015] Compared with the prior art, the present invention has the following beneficial effects:

[0016] The present invention provides a liftable front suspension for an amphibious vehicle:

[0017] 1. HSB is an amphibious vehicle with a liftable front suspension that improves vehicle performance and reduces vehicle resistance. When the amphibious vehicle is traveling on land, the liftable front steering knuckle system can play the role of an ordinary steering knuckle, transmitting the force and torque acting between the steering mechanism and the vehicle body, alleviating the impact force transmitted to the vehicle body when the vehicle is traveling, and reducing vehicle vibration. When the amphibious vehicle is traveling in water, the liftable front steering knuckle system can retract the entire traveling mechanism, and achieve drag reduction and speed increase by reducing the eddy current loss of the regulating mechanism, thereby improving its propulsion efficiency. The design of this system improves the safety, stability and practicality of the vehicle when traveling in water. At the same time, the design of the liftable front suspension can also improve the driver's comfort and enhance the vehicle's combat capability.

[0018] 2. When the amphibious vehicle is traveling on land, the lifting front suspension plays the role of an ordinary steering knuckle, cushioning the impact and vibration of the vehicle during driving; when the amphibious vehicle is traveling in water, the lifting front suspension uses a hydraulic cylinder to lift the steering knuckle mechanism and wheel system, thereby reducing the eddy current loss caused by the traveling mechanism extending underwater, thereby achieving the purpose of reducing resistance and increasing driving speed, and can effectively reduce the loss of the steering knuckle system. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a structural schematic diagram of the present invention;

[0020] Figure 2 This is a schematic diagram of the transmission fixing cylinder structure of the present invention;

[0021] Figure 3 It is a schematic structural diagram of the liquid storage cylinder of the present invention;

[0022] Figure 4 It is a schematic diagram of the hydraulic cylinder structure of the present invention;

[0023] Figure 5 This is a schematic diagram of the balancing valve structure of the present invention;

[0024] Figure 6 It is a schematic structural diagram of the regulating mechanism of the present invention;

[0025] Figure 7 Schematic diagram of the control mechanism structure of the present invention;

[0026] Figure 8 Graph showing the characteristics of the shock absorber of the present invention.

[0027] In the figure: 1. Main steering knuckle beam; 2. Adjustment mechanism; 201. Protective housing; 202. Transmission fixing cylinder; 203. Grip; 204. Turbine; 205. Power main shaft; 206. Power auxiliary shaft; 207. Bearing; 208. Transmission column; 209. Wheel disc; 2010. Second ball bushing; 209. Wheel disc;

[0028] 3. Lifting and shock absorbing mechanism; 301. Steering knuckle; 302. Upper swing arm; 303. Lower swing arm; 304. Steering gear; 305. Fluid reservoir; 306. Shock absorber; 307. Dust cover; 308. Coil spring; 309. Connecting frame; 3010. Hydraulic cylinder; 3011. Sensor; 3012. Hydraulic rod; 3013. Balancing valve;

[0029] 4. Steering mechanism; 401. Steering cylinder; 402. Steering shaft; 403. Steering gear; 404. Steering tie rod; 405. Steering node;

[0030] 5. Control mechanism; 501. Fixed mounting plate; 502. Wireless signal receiver; 503. Wireless signal transmitter; 504. Data analyzer; 505. Electronic control unit; 506. ECU; 507. Controller. DETAILED DESCRIPTION

[0031] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0032] The terms "first," "second," and the like in the specification and claims of this application are used to distinguish similar objects, and are not used to describe a specific order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate, so that the embodiments of this application can be implemented in an order other than that illustrated or described herein, and that the objects distinguished by "first," "second," and the like are generally of the same type, and do not limit the number of objects; for example, the first object can be one or more. In addition, the term "and / or" in the specification and claims refers to at least one of the connected objects, and the character " / " generally indicates that the objects connected are in an "or" relationship.

[0033] In the description of the present invention, it should be understood that the terms "center", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore cannot be understood as limiting the present invention.

[0034] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "installed," "connected," and "disposed" should be understood in a broad sense. For example, they may refer to fixed connection or disposition, detachable connection or disposition, or integral connection or disposition. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0035] like Figure 1-Figure 7 As shown, the present invention proposes a liftable front suspension for an amphibious vehicle, comprising a main steering knuckle beam 1, an adjusting mechanism 2 being movably connected inside the main steering knuckle beam 1, lifting and lowering shock absorbing mechanisms 3 being movably connected on both sides of the top of the main steering knuckle beam 1, a steering mechanism 4 being provided on one side of the bottom end of the main steering knuckle beam 1, and a control mechanism 5 being provided on one side of the main steering knuckle beam 1.

[0036] The adjusting mechanism 2 includes a protective shell 201 fixedly connected to the middle part of the main steering knuckle beam 1, and a transmission fixing cylinder 202 is fixedly connected to one side of the protective shell 201. A grip rod 203 is provided inside the transmission fixing cylinder 202, and a turbine 204 is meshed and connected to one side of the grip rod 203. A power main shaft 205 is provided on one side of the turbine 204, and a power auxiliary shaft 206 is provided on one side of the power main shaft 205. The outer sides of the shafts of the power main shaft 205 and the power auxiliary shaft 206 are movably connected with the bearing 207 fixedly connected to the inner side of the protective shell 201. One end of the power main shaft 205 and the power auxiliary shaft 206 are fixedly connected to the first ball bushing. The inner side of the first ball bushing is movably connected to the transmission column 208. One end of the transmission column 208 is movably connected to the second ball bushing 2010 provided on one side of the automobile wheel 209. One side of the second ball bushing 2010 is fixedly connected to the automobile wheel 209.

[0037] During specific use, when the amphibious vehicle is moving, it is necessary to provide power to the wheels. The handle 203 inside the transmission fixing cylinder 202 is driven by the rotation of the external automobile transmission equipment to drive the turbine 204 to rotate. The rotation of the turbine 204 drives the power main shaft 205 to rotate, so that the power main shaft 205 can easily drive the power auxiliary shaft 206 during the rotation process, and then the power main shaft 205 and the power auxiliary shaft 206 rotate to facilitate the rotation of the transmission column 208, thereby facilitating the rotation of the second ball head bushing 2010, so that the second ball head bushing 2010 can easily drive the automobile wheel 209 to move during the rotation process.

[0038] The lifting and shock absorbing mechanism 3 includes a steering knuckle 301 fixedly connected to both ends of the main steering knuckle beam 1, the top of the steering knuckle 301 is movably connected to an upper swing arm 302, the bottom of the steering knuckle 301 is movably connected to a lower swing arm 303, one end of the upper swing arm 302 is movably connected to a steering gear 304 arranged on the inner side of the wheel, the middle part of the upper swing arm 302 is movably connected to a liquid storage cylinder 305, the top of the liquid storage cylinder 305 is fixedly connected to a shock absorber 306, the outer side of the liquid storage cylinder 305 is provided with a dust cover 307, the top of the dust cover 307 is provided with a coil spring 308, the top of the shock absorber 306 is movably connected to a connecting frame 309, the bottom end of the connecting frame 309 is movably connected to the top of the steering knuckle 301, the top of the shock absorber 306 is movably connected to a hydraulic cylinder 3010, and a piston is provided inside the hydraulic cylinder 3010.

[0039] In specific use, when lifting and damping the amphibious vehicle, the medium used in the hydraulic cylinder 3010 is incompressible oil. When the hydraulic cylinder 3010 is in action, the piston in the hydraulic cylinder 3010 receives oil pressure from the upper and lower sides. The oil pressure on one side increases and the oil pressure on the other side decreases, thereby causing the piston to produce reciprocating telescopic motion. The lifting and damping mechanism 3 requires many sensors 3011 to detect various signals and input them into the electronic control unit 505. The driver chooses whether to retract the front steering knuckle system according to the specific actual situation. When the driver presses the retract button, the electronic control unit 505 After receiving and processing the command via ECU 506, unit 505 quickly issues a command, causing the actuator to instantly generate sufficient oil pressure to retract the lifting hydraulic cylinder, thereby retracting the steering knuckle system. This mechanism has high precision and high sensitivity. After the lifting and shock absorbing mechanism 3 is retracted, a certain hydraulic pressure is maintained to achieve the purpose of constantly retracting the steering knuckle system. When the amphibious vehicle is driving on a normal road, the lifting and shock absorbing mechanism 3 is in its original extended state. At this time, it is necessary to control and maintain the hydraulic pressure required for the extension of the hydraulic cylinder 3010 to achieve the purpose of normal operation of the amphibious vehicle's front steering knuckle system.

[0040] When the hydraulic cylinder 3010 is retracted, it needs to be retracted to a certain length, which is the retracted length. When the hydraulic cylinder 3010 is extended, the extended length of the hydraulic cylinder 3010 is determined by the length of the hydraulic cylinder 3010 and the hydraulic rod 3010. At this time, a balance valve 3013 is set on the oil return line of the lifting system to maintain pressure stability and provide sufficient force to the shock absorber 306 to ensure normal operation of the shock absorber 306. According to actual conditions, the suspension needs to be raised and lowered by about 280mm. Therefore, the calculated length of the hydraulic cylinder is 422.7mm, the length of the hydraulic rod 3010 is 301.8mm, the retracted length is 532.7mm, and the extended length is 816.5mm.

[0041] The unloaded front wheel single-side axle load is 506kg, so the required pulling force of the hydraulic rod 3010 is 4958.8N. In general, the diameter of the hydraulic cylinder is calculated by the following formula:

[0042]

[0043] Where F is the required tension 4958.5N, p is the cavity pressure 4MPa, η m The mechanical efficiency of the hydraulic cylinder 3010 is 0.9, and the diameter of the hydraulic cylinder 3010 is calculated to be 40 mm.

[0044] The piston rod diameter can be taken as 20mm in combination with the piston cylinder diameter and the piston rod diameter d series GB / T 2348-1993.

[0045] Piston rod diameter d series GB / T 2348-1993 unit mm

[0046]

[0047] The upper and lower arms are important components of the steering knuckle system, responsible for supporting the wheels and controlling their movement:

[0048] One end of the upper swing arm 302 is mounted on the upper end of the steering knuckle via a ball joint to buffer vertical vibrations. The upper swing arm 302 is 222mm long, 300mm wide, and 30mm high, and is made of 45 steel. One end of the lower swing arm 303 is mounted on the steering knuckle via a ball joint and a ball joint bushing. The bushing is a comfort bushing that primarily buffers fore-aft vibrations. The lower swing arm 303 is 256mm long, 296mm wide, and 30mm high, and is made of 45 steel.

[0049] The provided shock absorber 306 cooperates with the damper to enable a certain degree of rotational movement. A dust cover 307 is arranged between the coil spring 308 and the damper to prevent dust, mud and the like from entering the damper and affecting the movement of the damper. The outer diameter of the dust cover 307 is 56 mm, and the working stroke of the shock absorber 306 is 120 mm. After being lifted by the lifting and damping mechanism 3, the shock absorber 306 will be rotated upward at a certain angle toward the center axis of the vehicle body and retracted.

[0050] The steering mechanism 4 includes a steering cylinder 401 provided on one side of the main steering knuckle beam 1, a steering shaft 402 provided inside the steering cylinder 401, a steering gear 403 connected to one side of the steering shaft 402, one end of the steering shaft 402 is connected to a steering tie rod 404, and one end of the steering tie rod 404 is movably connected to a steering node 405.

[0051] In specific use, when steering the wheels, the steering gear 403 is integrated with the steering shaft 402 and the rack of the steering tie rod 404 to form a gear rack steering gear. The steering shaft 402 is rotated by the rotation of the steering gear 403, and the steering tie rod 404 is driven to rotate and adjust by the rotation of the steering shaft 402, so that the steering node 405 at one end is adjusted to adjust the steering of the car wheel. The steering gear 304 has a simple and compact structure. The steering system adopts a layout with middle input and two-end output. The distance between the two ends of the steering gear and the connection point of the steering knuckle 301 is 1476mm. The steering tie rods 404 at both ends are connected through the steering node 405. The steering mechanism will rise and fall with the rise and fall of the suspension system. The distance between the two steering knuckles 301 should be consistent with the distance between the hinge points of the lower control arms 303 at both ends and the frame, which is 910mm. The angle between the steering tie rod 404 and the central axis of the steering node 405 is 29.38°.

[0052] The control mechanism 5 includes a fixed mounting plate 501, a wireless signal receiver 502 is fixedly connected to the top of the fixed mounting plate 501, a wireless signal transmitter 503 is provided on one side of the wireless signal receiver 502, a data analyzer 504 is provided on one side of the wireless signal transmitter 503, an electronic control unit 505 is provided on one side of the data analyzer 504, an ECU 506 is provided on one side of the electronic control unit 505, and a controller 507 is provided on one side of the ECU 506.

[0053] In specific use, when adjusting an amphibious vehicle, the cooperation of the wireless signal receiver 502 and the wireless signal transmitter 503 facilitates the transmission or reception of signals during the driving of the amphibious vehicle, thereby facilitating remote monitoring of the liftable front suspension of an amphibious vehicle, and controlling and adjusting the liftable front suspension of an amphibious vehicle through the data analyzer 504 and the electronic control unit 505, and at the same time controlling the adjustment structure through the electronic control unit 505, the controller 507 and the ECU 506.

[0054] Additional notes:

[0055] The static deflection of the suspension fc refers to the load F on the suspension when the car is fully loaded and stationary. w The natural frequency of the vibration system composed of the front suspension and its sprung mass is one of the main parameters affecting the ride comfort of the car. Since the mass distribution coefficient ε of modern cars is mostly 0.8 to 1.2, which is approximately equal to 1, the vibration of the two points above the front and rear axles of the car body can be considered to have no correlation. Therefore, the natural frequency n of the front part of the car body can be expressed as follows:

[0056]

[0057] Where c is the stiffness of the front suspension (N / m); m is the sprung mass of the front suspension (kg).

[0058] Vehicles with different uses have varying requirements for ride comfort. Passenger cars, primarily used for transporting people, have the highest requirements for ride comfort, followed by buses, and even trucks. In principle, the larger the engine displacement of a passenger car, the smaller the suspension's offset frequency should be. The fully loaded front suspension offset frequency is required to be between 0.80 and 1.15 Hz, so the offset frequency n is 1 Hz. Based on a vehicle curb weight of 1950 kg, the front suspension's sprung mass m is 506 kg, and the front suspension stiffness c is 19955.8304 N / m.

[0059] When a suspension with linearly changing elastic characteristics is used, the static deflection of the front suspension can be expressed as follows:

[0060]

[0061] Where g is the acceleration due to gravity (usually 9.81 m / s).

[0062] Substituting fc into equation (4-1) yields

[0063]

[0064] Analyzing equation (4-3), we know that the static deflection of the suspension directly affects the offset frequency n of the vehicle body vibration. Therefore, to ensure a smooth ride, the static deflection of the suspension must be correctly selected.

[0065] Using formula (4-3), we can calculate that the static deflection of the front suspension is 248.5mm.

[0066] Suspension dynamic deflection f d： :

[0067] Suspension dynamic deflection f d It refers to the vertical displacement of the wheel center relative to the frame (or body) when the suspension is compressed from the fully loaded static equilibrium position to the maximum deformation allowed by the structure. It usually refers to the vertical displacement of the wheel center relative to the frame (or body) when the buffer block is compressed to 1 / 2 or 2 / 3 of its free height. The suspension should have sufficient dynamic deflection to prevent frequent collision with the buffer block when driving on bad roads. For passenger cars, f d Take 70-90mm; for passenger cars, f d Take 50~80mm; for trucks, f d Take 60~90mm.

[0068] Static deflection of suspension f c and dynamic deflection f d The value of is limited by the working stroke allowed by the overall layout of the vehicle. For passenger cars, the total working stroke dynamic deflection f of the suspension is d and static deflection f c The sum should generally not be less than 160mm.

[0069] The dynamic deflection f of the front suspension d Taking 90mm, the working stroke is 338.5mm>160mm, which is reasonable.

[0070] Design and calculation of coil springs:

[0071] Coil springs typically have a circular, spiral cross-section and are made of wound steel wire. Compared to leaf springs, coil springs are smaller, lighter, require no lubricant, are simple to manufacture, and fully utilize the spring material's properties. Shock absorbers can be mounted on the coil spring axis, resulting in a compact suspension structure. Therefore, coil springs are the preferred elastic element in most modern vehicles. However, coil springs cannot withstand lateral forces, so guide mechanisms must be incorporated into the suspension system to transmit force and torque.

[0072] The stiffness of an ordinary cylindrical coil spring can be calculated using the following formula:

[0073]

[0074] Where, shear modulus G = 78500N / mm 2 ; d is the diameter of the spring wire in mm; i is the number of spring working turns, i=4; D m is the spring mean diameter (mm).

[0075] The spring wire diameter d can be calculated using the following formula

[0076]

[0077] Where m is the mass on the front suspension spring; C is the spring winding ratio, which is C=8; K is the curvature coefficient; τ p is the allowable stress of the spring. The spring material is silicon-manganese alloy, and the allowable stress is 471 MPa.

[0078] The curvature coefficient K can be calculated using the following formula

[0079]

[0080] Where C is the spring winding ratio, and C=8.

[0081] According to calculations, the curvature coefficient K = 1.18, the spring wire diameter d = 16mm, and the stiffness c = 76.66N / mm of the ordinary cylindrical coil spring. The specific parameters of this coil spring are shown in Table 4-1:

[0082]

[0083]

[0084] Selection of main parameters of shock absorber: The damping characteristics of shock absorber mainly include resistance-velocity characteristics, such as Figure 8 shown.

[0085] The damping ratio ψ is also called the relative damping coefficient. It can be used to evaluate the speed of vibration attenuation. It is also an important indicator of whether the suspension is "soft" or "hard". It is a sign of vibration attenuation and can be calculated using the following formula:

[0086]

[0087] Where c is the vertical stiffness of the suspension system.

[0088] Formula (4-8) shows that the physical meaning of the damping ratio ψ is: the damping effect of the shock absorber at different stiffness c and different sprung mass m s When the suspension system is matched, different damping effects will be produced.

[0089] The larger the ψ value, the faster the vibration will be attenuated, but at the same time, a greater impact force from the road will be transmitted to the vehicle body; the smaller the ψ value, the worse it will be. y Get a smaller damping ratio during the extension stroke ψ s Get a larger one. Keep ψ between the two y =(0.25-0.5)ψ s The relationship between the damping ratio ψ and the compression stroke is: y=0.2, damping ratio ψ during extension stroke s =0.4.

[0090] The damping coefficient δ is

[0091] δ=2ψm s ωn 2 / (a 2 cos 2 α) (4-8)

[0092] Where α is the angle between the shock absorber axis and the plumb line, α = 30°. The calculated damping coefficient δ = 0.79 N·ms / m.

[0093] In order to reduce the impact force transmitted to the vehicle body, some shock absorbers are equipped with unloading valves. When the vibration speed of the shock absorber piston reaches a certain value, the unloading valve is opened, limiting the maximum damping force provided by the shock absorber. The piston speed at this time is called the unloading speed v x

[0094] v x =Aωacosα / n (4-9)

[0095] Where, v x is the unloading speed, which is generally 0.15~0.30m / s; A is the body amplitude, which is

[0096] ±40mm; ω is the suspension offset frequency. The unloading speed v is obtained by calculation. x =6.89mm / s; the maximum unloading force F0 is 691.9N.

[0097] According to the maximum unloading force F0 of the extension stroke, the diameter D of the shock absorber working cylinder can be initially determined as

[0098]

[0099] Where [p] is the maximum allowable pressure of the working cylinder, which is 3-4 MPa; λ is the ratio of the connecting rod diameter to the cylinder diameter. For a double-tube shock absorber, λ = 0.40-0.50. The working cylinder diameter of the shock absorber is 30 mm. The diameter of the shock absorber reservoir is D s =1.5D=45mm, wall thickness is 2mm, and material can be 20 steel.

[0100] It should be noted that, in this article, the terms "comprise", "include" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the statement "comprises a ..." does not exclude the presence of other identical elements in the process, method, article or device comprising the element. In addition, it should be noted that the scope of the methods and devices in the embodiments of the present application is not limited to performing functions in the order shown or discussed, and may also include performing functions in a substantially simultaneous manner or in the opposite order according to the functions involved. For example, the described method may be performed in an order different from that described, and various steps may also be added, omitted, or combined. In addition, the features described with reference to certain examples may be combined in other examples.

[0101] The embodiments of the present application are described above in conjunction with the accompanying drawings, but the present application is not limited to the above-mentioned specific implementation methods. The above-mentioned specific implementation methods are merely illustrative and not restrictive. Under the guidance of this application, ordinary technicians in this field can also make many forms without departing from the purpose of this application and the scope of protection of the claims, all of which are within the protection of this application.

Claims

1. A trolley-type front suspension for an amphibious vehicle, comprising a main steering knuckle beam (1), characterized in that: The main steering knuckle beam (1) is movably connected to an adjustment mechanism (2) inside, the top two sides of the main steering knuckle beam (1) are movably connected to lifting and damping mechanisms (3), a steering mechanism (4) is provided on one side of the bottom end of the main steering knuckle beam (1), and a control mechanism (5) is provided on one side of the main steering knuckle beam (1).

2. The amphibious vehicle liftable front suspension according to claim 1, characterized in that: The adjustment mechanism (2) comprises a protective shell (201) fixedly connected to the middle part of the main steering knuckle beam (1); a transmission fixing cylinder (202) is fixedly connected to one side of the protective shell (201); a gripping rod (203) is arranged inside the transmission fixing cylinder (202); a turbine (204) is meshedly connected to one side of the gripping rod (203); a power main shaft (205) is arranged on one side of the turbine (204); a power auxiliary shaft (206) is arranged on one side of the power main shaft (205); the outer sides of the shafts of the power main shaft (205) and the power auxiliary shaft (206) are interlaced and movably connected with a bearing (207) fixedly connected to the inner side of the protective shell (201).

3. The amphibious vehicle liftable front suspension according to claim 2, characterized in that: One end of the power main shaft (205) and the power auxiliary shaft (206) are both fixedly connected to a first ball bushing, the inner side of the first ball bushing is movably connected to a transmission column (208), one end of the transmission column (208) is movably connected to a second ball bushing (2010) provided on one side of a vehicle wheel disc (209), and one side of the second ball bushing (2010) is fixedly connected to the vehicle wheel disc (209).

4. The amphibious vehicle liftable front suspension according to claim 1, characterized in that: The lifting and damping mechanism (3) comprises a steering knuckle (301) fixedly connected to both ends of a main steering knuckle beam (1); the top of the steering knuckle (301) is movably connected to an upper swing arm (302); the bottom of the steering knuckle (301) is movably connected to a lower swing arm (303); one end of the upper swing arm (302) is movably connected to a steering gear (304) arranged on the inner side of a wheel; the middle of the upper swing arm (302) is movably connected to a liquid storage cylinder (305); the top of the liquid storage cylinder (305) is fixedly connected to a shock absorber (306); and the outer side of the liquid storage cylinder (305) is provided with a dust cover (307).

5. The amphibious vehicle liftable front suspension according to claim 4, characterized in that: A coil spring (308) is arranged on the top of the dust cover (307), a connecting frame (309) is movably connected to the top of the shock absorber (306), a bottom end of the connecting frame (309) is movably connected to the top of the steering knuckle (301), a hydraulic cylinder (3010) is movably connected to the top of the shock absorber (306), and a piston is arranged inside the hydraulic cylinder (3010).

6. The amphibious vehicle liftable front suspension according to claim 1, characterized in that: The steering mechanism (4) comprises a steering cylinder (401) arranged on one side of the main steering knuckle beam (1), a steering shaft (402) arranged inside the steering cylinder (401), a steering gear (403) connected to one side of the steering shaft (402), one end of the steering shaft (402) connected to a steering tie rod (404), and one end of the steering tie rod (404) movably connected to a steering node (405).

7. The amphibious vehicle liftable front suspension according to claim 1, characterized in that: The control mechanism (5) comprises a fixed mounting plate (501), a wireless signal receiver (502) is fixedly connected to the top of the fixed mounting plate (501), a wireless signal transmitter (503) is arranged on one side of the wireless signal receiver (502), a data analyzer (504) is arranged on one side of the wireless signal transmitter (503), an electronic control unit (505) is arranged on one side of the data analyzer (504), an ECU (506) is arranged on one side of the electronic control unit (505), and a controller (507) is arranged on one side of the ECU (506).

8. The amphibious vehicle liftable front suspension according to claim 7, characterized in that: The sensor (3011), the wireless signal receiver (502), the wireless signal transmitter (503), the data analyzer (504), the electronic control unit (505) and the ECU (506) are all connected to the vehicle-mounted control processor (507).

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