Amphibious armored vehicle posture adjusting device

Abstract

The invention discloses an amphibious armored vehicle posture adjusting device which comprises a hydraulic pump station A, a main valve set B, a first left branch valve, a second left branch valve, a first right branch valve, a second right branch valve, a first left oil-gas spring, a second left oil-gas spring, a first right oil-gas spring and a second right oil-gas spring. Wherein the main valve group B is connected with the hydraulic pump station A, and the hydraulic pump station A serves as a hydraulic oil source and provides hydraulic oil for the main valve group B; the four branch valves are connected with the main valve set B. The main valve set B switches the hydraulic oil circulation direction and controls the hydraulic oil flow of the four branch valve branches. Each branch valve is connected with the corresponding oil-gas spring and used for locking hydraulic oil in the oil-gas spring. The first left oil-gas spring, the second left oil-gas spring, the first right oil-gas spring and the second right oil-gas spring are arranged between the first left wheel, the second left wheel, the first right wheel and the second right wheel of the vehicle and the vehicle body respectively and serve as elastic supports of a vehicle suspension. The amphibious function is achieved, and the vehicle posture is convenient to adjust.

Description

Technical Field

[0001] The invention belongs to the technical field of armored vehicles and relates to a vehicle posture adjustment device for an amphibious armored vehicle. Background Art

[0002] The suspension system is one of the important components of a car. The automobile suspension system refers to the general term for all parts connecting the car body and the wheels. It is mainly composed of three parts: springs, shock absorbers and guide mechanisms. Its function is to transmit all forces and torques between the wheels and the frame, and to alleviate the impact load transmitted to the car body by the uneven road surface, and attenuate the vibration of the load-bearing system caused by it, so as to ensure the smooth driving of the car. Most of the current amphibious armored vehicles use coil springs as the elastic elements of the suspension system. When driving on land, the stiffness and damping of the suspension cannot be adjusted. When the vehicle load changes significantly, the vehicle posture will change significantly, which will reduce the vehicle's passability and maneuverability. When floating in the water, the vehicle suspension is extended to the longest state, and the wheels hang down at the bottom of the vehicle body, which causes greater resistance to driving on the water and is not conducive to increasing the speed of driving on the water. Summary of the invention

[0003] (I) Purpose of the invention

[0004] The purpose of the present invention is to provide an amphibious armored vehicle posture adjustment device, which is a multifunctional suspension system with a high degree of integration of electromechanical and hydraulic integration. Through the organic coordination between the modules inside the system, the oil filling and discharging of the oil-gas suspension device of each wheel position is completed, thereby realizing the adjustment function of the land mode and the water mode; through the vehicle body height adjustment, damping adjustment, stiffness adjustment, etc., the vehicle's passability, controllability and comfort are greatly improved; when the vehicle is sailing on the water, all wheels are lifted into the wheel well by one-key cabin retraction, thereby reducing the resistance generated by the wheel part when sailing in the water, improving the speed of the vehicle sailing in the water, and enabling the armored vehicle to successfully complete the task.

[0005] (II) Technical solution

[0006] In order to solve the above technical problems, the present invention provides an amphibious armored vehicle posture adjustment device, which includes: a hydraulic pump station A, a main valve group B, a left first sub-valve, a left second sub-valve, a right first sub-valve, a right second sub-valve, a left first oil-gas spring 25, a left second oil-gas spring, a right first oil-gas spring, and a right second oil-gas spring, and the four oil-gas springs are all oil-gas springs with built-in displacement sensors; wherein the main valve group B is connected to the hydraulic pump station A, and the hydraulic pump station A serves as a hydraulic oil source to provide hydraulic oil to the main valve group B; the left first sub-valve, the left second sub-valve, the right first sub-valve, and the right second sub-valve are respectively connected to the main valve group B, and the main valve group B switches the flow direction of the hydraulic oil and controls the hydraulic oil flow of the four sub-valve branches; each sub-valve is connected to the corresponding oil-gas spring for locking the hydraulic oil in the oil-gas spring; the left first oil-gas spring 25, the left second oil-gas spring, the right first oil-gas spring, and the right second oil-gas spring are respectively arranged between the left first wheel, the left second wheel, the right first wheel, and the right second wheel of the vehicle and the vehicle body as elastic supports for the vehicle suspension.

[0007] Among them, the pressure pump station A includes: an oil suction filter element 01, a gear pump 02, a motor 03, a one-way valve 04, a first relief valve 05, an oil return filter element 06, and a two-position normally open solenoid valve 07. The oil suction filter element 01 is connected to the gear pump 02 through a pipeline, the gear pump 02 is connected to the motor 03 through a spline shaft, the gear pump 02 is connected to the one-way valve 04 through a pipeline, the one-way valve 04 is connected in parallel with the first relief valve 05 and the two-position normally open solenoid valve 07 through a pipeline, and the two oil pipes of the first relief valve 05 and the two-position normally open solenoid valve 07 are combined into one and connected to the oil return filter element 06; the motor 03 is energized to rotate and drive the gear pump 02 to rotate through the oil suction filter element 01 to absorb the hydraulic oil in the tank Out, the oil suction filter element 01 plays the role of filtering impurities in the oil, and then the hydraulic oil is provided to the hydraulic system through the one-way valve 04, wherein the first overflow valve 05 adjusts the oil supply pressure of the hydraulic pump station A; when the hydraulic pump station A is initially started, the hydraulic oil returns to the oil tank through the one-way valve 04, the two-position two-normally open solenoid valve 07, and the return oil filter element 06, forming a no-load starting condition. When the vehicle posture adjustment device enters the working state, the two-position two-normally open solenoid valve 07 is energized, the hydraulic pump station A is officially started to establish oil pressure, and the hydraulic oil is provided to the main valve group B. The main valve group B divides the hydraulic oil into four routes and provides them to the left first oil and gas spring 24, the left second oil and gas spring, the right first oil and gas spring, and the right second oil and gas spring through four sub-valves.

[0008] Among them, the main valve group B includes: a valve block, a three-position four-way solenoid valve 08, a left primary circuit, a left secondary circuit, a right primary circuit, and a right secondary circuit; the valve block is provided with an oil inlet P and an oil return port T, which are respectively connected to the oil inlet and oil return ports of the input end of the three-position four-way solenoid valve 08 through the internal channel of the valve block, and the output oil inlet of the three-position four-way solenoid valve 08 is divided into four identical bridge circuits through the internal pipeline of the valve block, namely; the left primary circuit, the left secondary circuit, the right primary circuit, and the right secondary circuit. The bridge circuit plays a role of rectification, so that the oil inlet and return oil flow into the speed control valve in the positive direction, so that the oil return speed can be controlled.

[0009] Among them, the left primary circuit includes a first one-way valve 09, a second one-way valve 10, a third one-way valve 11, a fourth one-way valve 12, a first two-position two-way normally open solenoid valve 13, a first speed regulating valve 14, and a second speed regulating valve 15; the first one-way valve 09 is arranged on the oil inlet direction pipeline, and then it is divided into two pipelines, the first pipeline is provided with a first two-position two-way normally open solenoid valve 13 and a first speed regulating valve 14, and the second pipeline is provided with a second speed regulating valve 15, and then the two pipelines are merged into one pipeline, and the second one-way valve 10 arranged on the merged pipeline is connected to the output port P2 of the left primary circuit.

[0010] Among them, when the left circuit takes oil, the oil first passes through the first one-way valve 09, and then passes through the first two-position two-way normally open solenoid valve 13, the first speed regulating valve 14, and the second speed regulating valve 15 at the same time, and finally passes through the second one-way valve 10 to the output port P2, wherein the first speed regulating valve 14 and the second speed regulating valve 15 play a role in constant flow; the four bridge circuits adopt the same setting to keep the flow output of the four circuits consistent. When the controller detects that the oil and gas spring of a certain circuit changes too fast, the first two-position two-way normally open solenoid valve 13 of the corresponding circuit is controlled to be powered on and closed, reducing the excessive oil circuit flow by half, thereby slowing down its speed.

[0011] Among them, when the left circuit returns oil, the oil returns from the output port P2 first through the third one-way valve 11, and at the same time passes through the first two-position two-way normally open solenoid valve 13, the first speed regulating valve 14, the second speed regulating valve 15, and finally passes through the fourth one-way valve 14 to return to the three-position four-way solenoid valve 08, among which the first speed regulating valve 14 and the second speed regulating valve 15 play a role in keeping the flow constant. The same settings are used on the four circuits to keep the flow of the return oil from the four circuits consistent. When the controller detects that the oil and gas spring of a certain circuit changes too fast, the first two-position two-way normally open solenoid valve 13 of the corresponding circuit is controlled to be powered on and closed, reducing the excessive oil circuit flow by half, thereby slowing down its speed.

[0012] Among them, the left first sub-valve includes: a first two-position two-way normally closed solenoid valve 16, a second two-position two-way normally closed solenoid valve 17, a relief valve 18, a pressure sensor 19, a second two-position two-way normally open solenoid valve 20, a main accumulator 21, a third two-position two-way normally open solenoid valve 22, a first auxiliary accumulator 23, a second auxiliary accumulator 24, a left first oil-gas spring 25, a hydraulically controlled one-way valve 26, a fifth one-way valve 27, and an electric proportional two-position two-way reversing valve 28; the first two-position two-way normally closed solenoid valve 16 and the second two-position two-way normally closed solenoid valve 17 are respectively connected to the rodless chamber oil port and the rod chamber oil port of the left first oil-gas spring 25 through the internal pipeline of the valve block, so as to lock the internal oil of the left first oil-gas spring 25; the input end of the relief valve 18 is connected to the left first oil-gas spring 25 through the internal pipeline of the valve block. The rodless chamber of the gas spring 25 is connected with oil, and the output end is connected with the return oil pipeline through the internal pipeline of the valve block. When the internal pressure of the left gas spring 25 is overloaded and exceeds the design load, the relief valve opens to return oil, and the oil returns to the oil tank; the pressure sensor 19 is connected with the rodless chamber of the left gas spring 25 through the internal pipeline of the valve block, and is used to monitor the oil pressure inside the rodless chamber of the left gas spring 25; the second two-position two-position normally open solenoid valve 20 and the third two-position two-position normally open solenoid valve 22 are respectively connected with the first auxiliary accumulator 23, the second auxiliary accumulator 24 and the rodless chamber of the left gas spring 25 through the internal pipeline of the valve block, and are used to cut off or open the connection state switching of the rodless chamber of the left gas spring 25 with the first auxiliary accumulator 23 and the second auxiliary accumulator 24; the main accumulator 21 and the first auxiliary The accumulator 23 and the second auxiliary accumulator 24 are connected with the rodless cavity of the left gas spring 25 through the internal pipeline of the valve block, so that the gas spring maintains an elastic state; the oil port of the rodless cavity and the oil port of the rod cavity of the left gas spring 25 are connected with the sub-valve groups A1 and B1 respectively through pipelines, which are used to support the load between the tire and the vehicle body. At the same time, a displacement sensor is provided inside the left gas spring 25 for the system to detect the length of the gas spring. The other three gas springs adopt the same structural form; the hydraulically controlled one-way valve 26 is connected with the rodless cavity of the left gas spring 25 through the input end of the internal pipeline of the valve block and the control oil circuit, and the output end is connected with the rod cavity of the left gas spring 25. Under normal vehicle driving conditions, the hydraulically controlled one-way valve 26 is bidirectionally opened, and the oil in the rodless cavity and the rod cavity passes through the gas spring during extension and retraction. Oil interaction is achieved through the hydraulically controlled one-way valve 26, and the oil in the rod chamber of the left oil-gas spring 25 is locked in the wheel-lifting state, so that the oil-gas spring is locked in the power-off state; the fifth one-way valve 27 and the electric proportional two-position two-way reversing valve 28 are connected in parallel through the internal pipeline of the valve block and are connected to the output end of the hydraulically controlled one-way valve 26 and the rod chamber of the left oil-gas spring 25. The oil in the rodless chamber of the left oil-gas spring 25 can flow to the rod chamber through the fifth one-way valve 27 and the electric proportional two-position two-way reversing valve 28 at the same time, and the oil in the rod chamber of the left oil-gas spring 25 flows to the rodless chamber through the electric proportional two-position two-way reversing valve 28. The opening of the electric proportional two-position two-way reversing valve 28 is controlled by the controller to control the interactive flow control of the oil in the rodless chamber and the rod chamber of the left oil-gas spring 25, thereby realizing the function of adjustable damping.

[0013] Among them, the structures and working processes of the left two-way valve, the right one-way valve and the right two-way valve are the same as those of the left one-way valve.

[0014] When the vehicle is traveling on land, the vehicle posture adjustment device switches to land mode, and the commands in the water mode are invalid.

[0015] Among them, when the vehicle enters water navigation, the vehicle floats on the water, and the vehicle posture adjustment device can switch to water mode. At this time, the commands in land mode are invalid.

[0016] (III) Beneficial effects

[0017] The vehicle posture adjustment device for amphibious armored vehicles provided by the above technical solution has two modes: land mode and water mode. In land mode: the vehicle posture adjustment device can adjust variable damping and variable stiffness according to different road conditions to ensure the smoothness and maneuverability of the vehicle under different road conditions; it can adjust the height of the vehicle body and greatly improve the vehicle's passability. In water mode: the vehicle posture adjustment device can realize one-button wheel lifting, retract all wheels to the top of the wheel well, greatly reduce the resistance of the vehicle sailing on the water and increase the speed. When the water driving ends and landing is completed, it can realize one-button exit from the water, lower all wheels to the target position, flush the accumulator with oil, and restore the suspension characteristics of the vehicle suspension to meet the needs of smooth landing. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 Schematic diagram of the oil inlet flow direction of the main valve according to an embodiment of the present invention.

[0019] Figure 2 Schematic diagram of the oil return flow direction of the main valve in an embodiment of the present invention.

[0020] Figure 3 It is a schematic diagram of the valve principle of an embodiment of the present invention.

[0021] Figure 4 The figure is a hydraulic principle diagram of a vehicle posture adjustment device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0022] In order to make the purpose, content and advantages of the present invention more clear, the specific implementation methods of the present invention are further described in detail below in conjunction with the drawings and examples.

[0023] Reference Figure 4As shown, the vehicle posture adjustment device of the amphibious armored vehicle in this embodiment includes: a hydraulic pump station A, a main valve group B, a left first sub-valve, a left second sub-valve, a right first sub-valve, a right second sub-valve, a left first oil-gas spring 25, a left second oil-gas spring, a right first oil-gas spring, and a right second oil-gas spring, and the four oil-gas springs are all oil-gas springs with built-in displacement sensors; wherein the main valve group B is connected to the hydraulic pump station A, and the hydraulic pump station A serves as a hydraulic oil source to provide hydraulic oil to the main valve group B; the left first sub-valve, the left second sub-valve, the right first sub-valve, and the right second sub-valve are respectively connected to the main valve group B, and the main valve group B switches the flow direction of the hydraulic oil and controls the hydraulic oil flow of the four sub-valve branches; each sub-valve is connected to the corresponding oil-gas spring for locking the hydraulic oil in the oil-gas spring; the left first oil-gas spring 25, the left second oil-gas spring, the right first oil-gas spring, and the right second oil-gas spring are respectively arranged between the left first wheel, the left second wheel, the right first wheel, and the right second wheel of the vehicle and the vehicle body as elastic supports for the vehicle suspension. This embodiment completes the filling and draining of oil in the oil and gas springs of each wheel position through the organic coordination between the modules within the system, thereby realizing the adjustment of various functions in the land mode and the water mode.

[0024] Among them, the hydraulic pump station A includes: an oil suction filter element 01, a gear pump 02, a motor 03, a one-way valve 04, a first relief valve 05, an oil return filter element 06, and a two-position normally open solenoid valve 07. The oil suction filter element 01 is connected to the gear pump 02 through a pipeline, the gear pump 02 is connected to the motor 03 through a spline shaft, the gear pump 02 is connected to the one-way valve 04 through a pipeline, the one-way valve 04 is connected to the first relief valve 05 and the two-position normally open solenoid valve 07 in parallel through a pipeline, and the two oil pipes of the first relief valve 05 and the two-position normally open solenoid valve 07 are combined into one and connected to the oil return filter element 06; the motor 03 is powered and rotated to drive the gear pump 02 to rotate and suck out the hydraulic oil in the oil tank through the oil suction filter element 01. The oil suction filter element 01 plays a role in filtering impurities in the oil, and then provides the hydraulic oil to the hydraulic system through the one-way valve 04, wherein the first relief valve 05 can adjust the oil supply pressure of the hydraulic pump station A. When the hydraulic pump station A is initially started, the hydraulic oil returns to the oil tank through the one-way valve 04, the two-position normally open solenoid valve 07, and the return oil filter 06, forming a no-load start-up condition, reducing the hydraulic shock and protecting the hydraulic pump station A. When the vehicle posture adjustment device enters the working state, the two-position normally open solenoid valve 07 is energized, the hydraulic pump station A is officially started to establish oil pressure, and the hydraulic oil is supplied to the main valve group B. The main valve group B divides the hydraulic oil into four ways and supplies them to the four oil-gas springs of the left first oil-gas spring 24, the left second oil-gas spring, the right first oil-gas spring, and the right second oil-gas spring through four sub-valves.

[0025] The main valve group B includes: a valve block, a three-position four-way solenoid valve 08, a left primary circuit, a left secondary circuit, a right primary circuit, and a right secondary circuit; the valve block is provided with an oil inlet P and an oil return port T, which are respectively connected to the oil inlet and oil return ports of the input end of the three-position four-way solenoid valve 08 through the internal channel of the valve block, and the output oil inlet of the three-position four-way solenoid valve 08 is divided into four identical bridge circuits through the internal pipeline of the valve block, namely; the left primary circuit, the left secondary circuit, the right primary circuit, and the right secondary circuit. The bridge circuit plays a role of rectification, so that the oil inlet and return oil flows into the speed control valve in the positive direction, so that the oil inlet and return speed can be controlled.

[0026] Among the four identical bridge circuits, taking the left circuit as an example, it includes a first one-way valve 09, a second one-way valve 10, a third one-way valve 11, a fourth one-way valve 12, a first two-position two-way normally open solenoid valve 13, a first speed regulating valve 14, and a second speed regulating valve 15; the first one-way valve 09 is set on the oil inlet direction pipeline, and then it is divided into two pipelines, the first pipeline is provided with a first two-position two-way normally open solenoid valve 13 and a first speed regulating valve 14, and the second pipeline is provided with a second speed regulating valve 15, and then the two pipelines are merged into one pipeline, and the second one-way valve 10 provided on the merged pipeline is connected to the output port P2 of the left circuit.

[0027] The working principle of the bridge circuit is as follows: When oil is fed in, the oil flows in the following direction: Figure 1 As shown by the red line and the direction of the arrow, the oil first passes through the first one-way valve 09, and then passes through the first two-position normally open solenoid valve 13, the first speed regulating valve 14, and the second speed regulating valve 15 at the same time, and finally passes through the second one-way valve 10 to the output port P2, wherein the first speed regulating valve 14 and the second speed regulating valve 15 play a role in flow constant, and the four bridge circuits adopt the same setting to make the output flow of the four circuits consistent. When the controller collects that the oil and gas spring of a certain circuit changes too fast, the first two-position normally open solenoid valve 13 of the corresponding circuit is controlled to be energized and closed, and the excessive oil circuit flow is reduced by half, so that its speed is slowed down. Compared with the conventional hydraulic system that directly closes the circuit, it has the advantage of avoiding hydraulic shock and smooth regulation.

[0028] When returning oil, the oil flows in the following direction: Figure 2 As shown by the red line and the direction of the arrow, the oil returns from the output port P2 first through the third one-way valve 11, and at the same time through the first two-position two-way normally open solenoid valve 13, the first speed regulating valve 14, the second speed regulating valve 15, and finally through the fourth one-way valve 14 to return to the three-position four-way solenoid valve 08, wherein the first speed regulating valve 14 and the second speed regulating valve 15 play a role in flow constant. The same setting is adopted in the four circuits to make the return oil flow of the four circuits basically consistent. When the controller collects that the oil and gas spring of a certain circuit changes too fast, the first two-position two-way normally open solenoid valve 13 of the corresponding circuit is controlled to be powered on and closed, and the excessive oil circuit flow is reduced by half, so that its speed is slowed down. Compared with the conventional hydraulic system directly closing the circuit, it has the advantage of avoiding hydraulic shock and smooth regulation.

[0029] The left first sub-valve includes: a first two-position two-way normally closed solenoid valve 16, a second two-position two-way normally closed solenoid valve 17, a relief valve 18, a pressure sensor 19, a second two-position two-way normally open solenoid valve 20, a main accumulator 21, a third two-position two-way normally open solenoid valve 22, a first auxiliary accumulator 23, a second auxiliary accumulator 24, a left first oil-gas spring 25, a hydraulically controlled one-way valve 26, a fifth one-way valve 27, and an electric proportional two-position two-way reversing valve 28; the first two-position two-way normally closed solenoid valve 16 and the second two-position two-way normally closed solenoid valve 17 are respectively connected with the rodless chamber oil port and the rod chamber oil port of the left first oil-gas spring 25 through the internal pipeline of the valve block, so as to lock the internal oil of the left first oil-gas spring 25; the input end of the relief valve 18 is connected with the rodless chamber oil of the left first oil-gas spring 25 through the internal pipeline of the valve block, and the output The end is connected to the oil return pipeline through the internal pipeline of the valve block. When the internal pressure of the left oil-gas spring 25 is overloaded and exceeds the design load, the overflow valve opens to return oil, and the oil returns to the oil tank to prevent the suspension from breaking down due to excessive pressure and causing irreversible damage; the pressure sensor 19 is connected to the rodless cavity of the left oil-gas spring 25 through the internal pipeline of the valve block, and is used to monitor the oil pressure inside the rodless cavity of the left oil-gas spring 25; the second two-position two-position normally open solenoid valve 20 and the third two-position two-position normally open solenoid valve 22 are respectively connected to the first auxiliary accumulator 23, the second auxiliary accumulator 24 and the rodless cavity of the left oil-gas spring 25 through the internal pipeline of the valve block, and are used to cut off or open the connection state switching of the rodless cavity of the left oil-gas spring 25 with the first auxiliary accumulator 23 and the second auxiliary accumulator 24; the main accumulator 21 and the first auxiliary accumulator 23 , the second auxiliary accumulator 24 is connected with the rodless chamber of the left gas spring 25 through the internal pipeline of the valve block, so that the gas spring maintains an elastic state; the oil port of the rodless chamber and the oil port of the rod chamber of the left gas spring 25 are connected with the sub-valve groups A1 and B1 respectively through pipelines, which are used to support the load between the tire and the vehicle body. At the same time, a displacement sensor is provided inside the left gas spring 25 for the system to detect the length of the gas spring. The other three gas springs adopt the same structural form; the hydraulically controlled one-way valve 26 is connected with the rodless chamber of the left gas spring 25 through the input end of the internal pipeline of the valve block and the control oil circuit, and the output end is connected with the rod chamber of the left gas spring 25. Under normal vehicle driving conditions, the hydraulically controlled one-way valve 26 is bidirectionally opened, and the oil in the rodless chamber and the rod chamber can realize oil-liquid interaction through the hydraulically controlled one-way valve 26 during the extension and retraction of the gas spring. , in the wheel lifting state, the oil in the rod chamber of the left oil-gas spring 25 is locked to realize the locking of the oil-gas spring in the power-off state; the fifth one-way valve 27 and the electric proportional two-position two-way reversing valve 28 are connected in parallel through the internal pipeline of the valve block and the output end of the hydraulic one-way valve 26 and the rod chamber of the left oil-gas spring 25, and the oil in the rodless chamber of the left oil-gas spring 25 can flow to the rod chamber through the fifth one-way valve 27 and the electric proportional two-position two-way reversing valve 28 at the same time, and the oil in the rod chamber of the left oil-gas spring 25 can only flow to the rodless chamber through the electric proportional two-position two-way reversing valve 28, realizing the function that the compression damping of the vehicle suspension is less than the rebound damping, and the electric proportional two-position two-way reversing valve 28 can control the opening through the controller to control the interactive flow control of the oil in the rodless chamber and the rod chamber of the left oil-gas spring 25, thereby realizing the function of adjustable damping.The other three sub-valves have the same structure and function as this valve block, and the principle of the sub-valves is as follows. Figure 3 .

[0030] When the vehicle is driving on land, the vehicle posture adjustment device switches to land mode, and the commands in water mode are invalid:

[0031] Vehicle posture rises: the left function of the three-position four-way solenoid valve 08 on the main valve group B is energized to open, and the second two-position two-position normally closed solenoid valve 17 on the sub-valve group is energized to open, and the power oil source successively passes through the first one-way valve 09, the first two-position two-position normally open solenoid valve 13, the first speed regulating valve 14, the second speed regulating valve 15, the second one-way valve 10, and the second two-position two-position normally closed solenoid valve 17 on the four bridge circuits to fill the hydraulic oil into the rodless chamber of the left oil-gas spring 25, and the other three circuits perform the same action. The oil-gas spring extends and the vehicle posture rises. At the same time, the controller collects the extension speed of the four oil-gas springs for comparison, and adjusts the oil flushing flow of each branch by controlling the opening and closing state of the first two-position two-position normally open solenoid valve 13 on the main control valve and the same solenoid valves on the other three circuits, so that the extension speed of each oil-gas spring is consistent within unit time, so as to achieve the effect of stable vehicle rise. After the vehicle height reaches the target position, the hydraulic station stops supplying oil and all solenoid valves lose power, so that the vehicle posture remains in the current position.

[0032] Vehicle posture lowering: the right side function of the three-position four-way solenoid valve 08 on the main valve group B is energized to open, the second two-position two-position normally closed solenoid valve 17 on the sub-valve group is energized to open, the vehicle body is pressed down by its own weight, and the oil and gas springs return oil. The oil passes through the second two-position two-position normally closed solenoid valve 17, the third one-way valve 11, and at the same time passes through the first two-position two-position normally open solenoid valve 13, the first speed regulating valve 14, the second speed regulating valve 15, and finally flows back to the right side functional channel of the three-position four-way solenoid valve 08 through the fourth one-way valve 14, and the return oil filter 06 returns to the fuel tank. The other three groups of channels perform the same action, and the four oil and gas springs contract at the same time, and the vehicle posture is lowered. At the same time, the controller collects the contraction speed of the four oil and gas springs for comparison, and adjusts the return oil flow of each branch by controlling the opening and closing state of the first two-position two-position normally open solenoid valve 13 on the main control valve and the same solenoid valves on the other three circuits, so that the contraction speed of each oil and gas spring is consistent within unit time, so as to achieve the effect of smooth descent of the vehicle. After the vehicle height reaches the target position, the solenoid valve loses power to keep the vehicle posture at the current position.

[0033] Variable stiffness: The necessity of variable suspension stiffness is to increase dynamic capacity, maintain smoothness, adapt to different loads, and reduce vibration and impact, thereby improving the vehicle's driving performance and ride comfort. The vehicle posture adjustment device can switch the suspension stiffness to three levels according to the vehicle's speed, load conditions and road conditions during driving.

[0034] The relationship between the oil-gas suspension stiffness and the accumulator volume is shown in the following formula (5). It can be seen that the suspension stiffness is inversely proportional to the initial volume of the accumulator, that is, the larger the initial volume of the accumulator, the smaller the suspension stiffness. The vehicle posture adjustment device is provided with a main accumulator and two auxiliary accumulators at each suspension position. Taking the left suspension as an example, by controlling the on-off of the second two-position normally open solenoid valve 20 and the third two-position normally open solenoid valve 22, the first auxiliary accumulator 23, the second auxiliary accumulator 24 and the left oil-gas spring 25 are disconnected separately or simultaneously, so that the left oil-gas spring 25 has the states corresponding to the three accumulator volumes, thereby realizing the switching of the three different stiffness modes of soft, medium and hard suspension. That is, the second two-position two-way normally open solenoid valve 20 and the third two-position two-way normally open solenoid valve 22 are both energized, and the left oil-gas spring 25 is connected with the main accumulator 21, the first auxiliary accumulator 23, and the second auxiliary accumulator 24 at the same time. At this time, the air chamber volume is the largest and the suspension stiffness is the smallest, that is, the suspension is the softest at this time; when the second two-position two-way normally open solenoid valve 20 and the third two-position two-way normally open solenoid valve 22 are both energized, the left oil-gas spring 25 is connected with one main accumulator 21 at this time, and the suspension stiffness increases by one level, that is, the suspension becomes harder at this time; when the second two-position two-way normally open solenoid valve 20 and the third two-position two-way normally open solenoid valve 22 are both energized, the left oil-gas spring 25 is only connected with one main accumulator 21, at this time, the air chamber volume is the smallest, the suspension stiffness increases by two levels, and the suspension is in the hardest state.

[0035] Equivalent stiffness k of oil-gas suspension s =m u g / Δx(1)

[0036] Where m u The mass on the single wheel spring of the suspension, Δx is the compression of the gas spring.

[0037] m u g=P1*S (2)

[0038] Where P1 is the pressure inside the gas spring, that is, the internal pressure of the accumulator, and S is the cross-sectional area of ​​the gas spring piston rod.

[0039] According to the gas equation

[0040] P0V0=P1V1 (3)

[0041] Where P0 is the accumulator charging pressure, V0 is the accumulator capacity, i.e. the initial gas volume, P1 is the accumulator pressure when the suspension is carrying the vehicle weight in balance, and V1 is the gas volume after the accumulator absorbs the compressed part of the oil-gas spring when the suspension is carrying the vehicle weight in balance.

[0042] V0-V1=S*Δx (4)

[0043] The equivalent stiffness of the oil-gas suspension is

[0044]

[0045] Variable damping: Variable damping of the suspension is of great significance to improving the comfort, safety and comfort of the vehicle. The vehicle posture adjustment device can make stepless adjustments to the suspension damping according to the driving speed during the vehicle's driving process. Take the left first suspension as an example. During the driving process of the vehicle, the suspension will continuously expand or contract. At this time, the left first oil-gas spring 25 continuously expands and contracts. The oil in the rodless chamber and the rod chamber of the left first oil-gas spring 25 continuously interacts through the damping adjustable circuit. When the wheel is stimulated by the road surface, the left first oil-gas spring 25 is compressed. The oil in the rodless chamber first passes through the hydraulic control check valve 26, and then enters the rod chamber through the parallel circuit of the electric proportional two-position two-way reversing valve 28 and the fifth check valve 27. The oil in the rod chamber only passes through the electric proportional two-position two-way reversing valve 28, and then returns to the rodless chamber through the hydraulic control check valve 26. The left first oil-gas spring 25 returns to the balanced position. When the oil in the rodless chamber flows to the rod chamber, the flow area of ​​the fifth check valve 27 in parallel on the circuit is larger than the flow area of ​​the oil in the rod chamber to the rodless chamber. The suspension compression damping is small, so that the elastic effect of the elastic element can be fully exerted to mitigate the impact. The rebound damping is large to achieve the effect of rapid shock absorption. The vehicle posture adjustment device can control the size of the oil flow area between the rodless chamber and the rod chamber of the left oil-gas spring 25 by controlling the opening of the electric proportional two-position two-way reversing valve 28 according to the vehicle speed and road conditions, thereby realizing stepless adjustment of the suspension damping.

[0046] Prevent suspension breakdown: Taking the left suspension as an example, it can be known from the hydraulic principle that the overflow valve 18 is connected in parallel to the locking circuit of the left oil-gas spring 25. When the wheel is subjected to an impact load exceeding the design, the overflow valve 18 opens and the pressure oil passes through the middle position functional channel of the three-position four-way solenoid valve 08 and then through the return oil filter 06 back to the oil tank, thus avoiding irreversible damage to the vehicle body structure caused by excessive impact force.

[0047] When the vehicle enters the water, it floats on the water, and the vehicle posture adjustment device can switch to the water mode. At this time, the commands in the land mode are invalid:

[0048] One-touch wheel lifting: Taking the left suspension as an example, after the hydraulic pump station A starts to build pressure, the right side function of the three-position four-way solenoid valve 08 on the main valve group B is energized to open, the first two-position two-way normally closed solenoid valve 16 and the second two-position two-way normally closed solenoid valve 17 are energized to open, and the electric proportional two-position two-way reversing valve 28 is energized to control the signal to give the maximum valve core to be in a closed state, the interconnection channel between the rodless chamber and the rod chamber of the left oil-gas spring 25 is disconnected, and the power oil source passes through the right side function channel of the three-position four-way solenoid valve 08 in turn, and the first two-position two-way normally closed solenoid valve 16 and the second two-position two-way normally closed solenoid valve 17 are energized to open, and the electric proportional two-position two-way reversing valve 28 is energized to control the signal to give the maximum valve core to be in a closed state, and the interconnection channel between the rodless chamber and the rod chamber of the left oil-gas spring 25 is disconnected, and the power oil source passes through the right side function channel of the three-position four-way solenoid valve 08 in turn, and the first The one-two-position, two-way normally closed solenoid valve 16 enters the rod chamber of the left oil-gas spring 25, the left oil-gas spring 25 contracts, and the rodless chamber of the left oil-gas spring 25 returns oil. The oil passes through the second two-position, two-way normally closed solenoid valve 17, the third one-way valve 11 on the bridge circuit, the second two-position, two-way normally open solenoid valve 13, the first speed regulating valve 14, the second speed regulating valve 15, the fourth one-way valve 12, the right functional channel of the three-position, four-way solenoid valve 08, and the return oil filter element 06 to return to the oil tank, and the left oil-gas spring 25 contracts. The other four circuits perform the same action, and the four wheels are lifted at the same time. At the same time, the controller collects the contraction speed of the four oil and gas springs for comparison, and adjusts the return oil flow of each branch by controlling the opening and closing states of the second two-position two-normally open solenoid valve 13 on the main control valve and the solenoid valves at the same position in the other three circuits, so that the extension speed of each oil and gas spring is consistent within unit time, so as to achieve the effect of smooth lifting of the vehicle. When the wheel reaches the target position for retracting the cabin, the hydraulic station stops supplying oil, and the first two-position two-normally closed solenoid valve 16 loses power. After the system detects that the pressure in the rodless chamber of the left oil and gas spring 25 is leaked to zero through the pressure sensor 19, the command is ended, and all solenoids lose power. At this time, the oil pressure in the rodless chamber of the left oil and gas spring 25 is zero, that is, the hydraulically controlled one-way valve 26 controls the oil circuit without pressure, and the hydraulically controlled one-way valve 26 cannot be opened in the reverse direction. The oil in the rod chamber of the left oil and gas spring 25 is locked in the oil and gas spring, so that the wheel remains in the retracted state, and the other three valve groups perform the same action to complete the wheel lifting of the entire vehicle, and then power off and lock it.

[0049] One-key water discharge: Taking the left suspension as an example, after the hydraulic pump station A starts to build pressure, the left function of the three-position four-way solenoid valve 08 on the main valve group B is energized to open, the first two-position two-way normally closed solenoid valve 16 and the second two-position two-way normally closed solenoid valve 17 are energized to open, and the electric proportional two-position two-way reversing valve 28 is energized to control the signal to give the maximum valve core to be in a closed state, disconnecting the interconnection channel between the rodless chamber and the rod chamber of the left oil-gas spring 25, and the power oil source passes through the first one-way valve 09, the second two-position two-way normally open solenoid valve 13, the first speed regulating valve 14, the second speed regulating valve 15, the second one-way valve 10, and the second two-position two-way normally closed solenoid valve 17 on the four bridge circuits to fill the hydraulic oil into the rodless chamber of the left oil-gas spring 25, and the oil-gas spring extends. The oil in the rod chamber of the left gas spring 25 returns to the oil tank through the first two-position two-way normally closed solenoid valve 16, the left functional channel of the three-position four-way solenoid valve 08 and the return oil filter element 06. At this time, the wheel drops relative to the vehicle body. When the wheel drops relative to the vehicle body to meet the chassis height for landing, the first two-position two-way normally closed solenoid valve 16 loses power, and the oil in the rod chamber of the left gas spring 25 is locked, that is, the length of the gas spring is locked. At this time, the rodless chamber of the left gas spring 25 continues to be filled with oil to build up pressure. When the pressure is sufficient to support the vehicle load, the hydraulic station stops supplying oil, all solenoid valves lose power, and the left gas spring 25 recovers from rigidity to elasticity, and the vehicle suspension recovers its suspension characteristics. The other three routes perform the same actions to meet the conditions for landing.

[0050] It can be seen from the above technical solution that the present invention has the following significant features:

[0051] (1) Adjustable damping: Variable damping of the suspension is of great significance to improving the comfort, safety and ride quality of the vehicle. The necessity of variable stiffness of the suspension is to increase dynamic capacity, maintain smoothness, adapt to different loads, and reduce vibration and impact, thereby improving the vehicle's driving performance and ride comfort.

[0052] (2) Variable stiffness: The necessity of variable stiffness of suspension is to increase dynamic capacity, maintain smoothness, adapt to different loads, and reduce vibration and impact, thereby improving the vehicle's driving performance and ride comfort.

[0053] (3) Power-off locking function for wheel lifting and retracting: When lifting the wheel, the oil-gas spring needs to be retracted. It can be seen from the sub-valve group in the hydraulic principle diagram that the rod chamber needs to be filled with oil and the rodless chamber needs to return oil. At this time, the passage between the rodless chamber and the rod chamber needs to be disconnected, otherwise the oil-gas spring will become longer, and the solenoid valve in the connecting circuit will be disconnected, the rod chamber will be filled with oil, and the rodless chamber will return oil. When it is retracted to the full position, the pressure relief pressure of the rodless chamber is 0. At this time, the hydraulic control one-way valve is blocked in the reverse direction. When the solenoid valve is powered off, the rod chamber still cannot go to the rodless chamber, so the wheel lifting state can be maintained.

[0054] (4) Setting up parallel circuits to prevent hydraulic shock: It can be seen from the main valve group B that there are four groups of oil inlet and return bridge circuits. Through the use of the bridge circuit, the oil inlet speed and the oil return speed are controlled during the adjustment process of the vehicle posture adjustment device. When a group of oil flows too fast during the vehicle posture adjustment process, the solenoid valve can be used to close one channel of the group to reduce its oil inlet volume and slow down its movement speed, instead of directly closing the entire channel. This avoids the shock of the hydraulic circuit, extends the service life of the hydraulic system, and ensures the synchronization of the vehicle posture adjustment action.

[0055] (5) Prevent suspension breakdown: Through the principle of the valve group, it can be seen that the oil-gas spring circuit is connected in parallel with the overflow valve. When the wheel is subjected to an impact load exceeding the design, the overflow valve opens to release the pressurized oil back to the oil tank, avoiding damage to the vehicle body structure caused by excessive impact force.

[0056] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the technical principles of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A vehicle posture adjustment device for an amphibious armored vehicle, characterized in that: include: A hydraulic pump station A, a main valve group B, a left first sub-valve, a left second sub-valve, a right first sub-valve, a right second sub-valve, a left first oil-gas spring (25), a left second oil-gas spring, a right first oil-gas spring, and a right second oil-gas spring, wherein the four oil-gas springs are all oil-gas springs with built-in displacement sensors; wherein the main valve group B is connected to the hydraulic pump station A, and the hydraulic pump station A serves as a hydraulic oil source to provide hydraulic oil to the main valve group B; the left first sub-valve, the left second sub-valve, the right first sub-valve, and the right second sub-valve are respectively connected to the main valve group B, and the main valve group B switches the flow direction of the hydraulic oil and controls the hydraulic oil flow of the four sub-valve branches; each sub-valve is connected to a corresponding oil-gas spring for locking the hydraulic oil in the oil-gas spring; the left first oil-gas spring (25), the left second oil-gas spring, the right first oil-gas spring, and the right second oil-gas spring are respectively arranged between the left first wheel, the left second wheel, the right first wheel, and the right second wheel of the vehicle and the vehicle body, and serve as elastic supports for the vehicle suspension.

2. The amphibious armored vehicle posture adjustment device according to claim 1, characterized in that: The pressure pump station A comprises: an oil suction filter element (01), a gear pump (02), a motor (03), a non-return valve (04), a first relief valve (05), an oil return filter element (06), and a two-position normally open solenoid valve (07). The oil suction filter element (01) is connected to the gear pump (02) through a pipeline, the gear pump (02) is connected to the motor (03) through a spline shaft, the gear pump (02) is connected to the non-return valve (04) through a pipeline, the non-return valve (04) is connected to the first relief valve (05) and the two-position normally open solenoid valve (07) in parallel through a pipeline, and the two oil pipes of the first relief valve (05) and the two-position normally open solenoid valve (07) are combined into one and connected to the oil return filter element (06); the motor (03) is energized to rotate and drive the gear pump (02) to rotate through the oil suction filter element (01). 01) sucks out the hydraulic oil in the oil tank, and the oil suction filter (01) plays the role of filtering impurities in the oil, and then supplies the hydraulic oil to the hydraulic system through the one-way valve (04), wherein the first overflow valve (05) adjusts the oil supply pressure of the hydraulic pump station A; when the hydraulic pump station A is initially started, the hydraulic oil returns to the oil tank through the one-way valve (04), the two-position two-way normally open solenoid valve (07), and the return oil filter (06), forming a no-load start condition. When the vehicle posture adjustment device enters the working state, the two-position two-way normally open solenoid valve (07) is energized, and the hydraulic pump station A is officially started to establish oil pressure and supply hydraulic oil to the main valve group B. The main valve group B divides the hydraulic oil into four routes and supplies them to the left first oil-gas spring (24), the left second oil-gas spring, the right first oil-gas spring, and the right second oil-gas spring respectively through four sub-valves.

3. The amphibious armored vehicle posture adjustment device according to claim 2, characterized in that: The main valve group B comprises: a valve block, a three-position four-way solenoid valve (08), a left first circuit, a left second circuit, a right first circuit, and a right second circuit; the valve block is provided with an oil inlet P and an oil return port T, which are respectively connected to the oil inlet and oil return ports of the input end of the three-position four-way solenoid valve (08) through an internal channel of the valve block; the oil inlet of the output of the three-position four-way solenoid valve (08) is divided into four identical bridge circuits through an internal pipeline of the valve block, namely; a left first circuit, a left second circuit, a right first circuit, and a right second circuit; the bridge circuit plays a role of rectification, so that the oil in and out of the oil flow into the speed regulating valve in the positive direction, so that the oil return speed can be controlled.

4. The vehicle posture adjustment device for an amphibious armored vehicle according to claim 3, characterized in that: The left primary circuit comprises a first non-return valve (09), a second non-return valve (10), a third non-return valve (11), a fourth non-return valve 12, a first two-position normally open electromagnetic valve (13), a first speed regulating valve (14), and a second speed regulating valve (15); the first non-return valve (09) is arranged on the oil inlet direction pipeline, and then the pipeline is divided into two pipelines, the first pipeline is provided with a first two-position normally open electromagnetic valve (13) and a first speed regulating valve (14), and the second pipeline is provided with a second speed regulating valve (15); then the two pipelines are combined into one pipeline, and the second non-return valve (10) arranged on the combined pipeline is connected to the output port P2 of the left primary circuit.

5. The vehicle posture adjustment device for an amphibious armored vehicle according to claim 4, characterized in that: When the left circuit is supplied with oil, the oil first passes through the first one-way valve (09), then passes through the first two-position two-way normally open solenoid valve (13), the first speed regulating valve (14), the second speed regulating valve (15), and finally passes through the second one-way valve (10) to the output port P2, wherein the first speed regulating valve (14) and the second speed regulating valve (15) play a role in maintaining a constant flow rate; the four bridge circuits adopt the same setting to keep the flow rates output by the four circuits consistent; when the controller detects that the oil-gas spring of a certain circuit changes too fast, the first two-position two-way normally open solenoid valve (13) of the corresponding circuit is controlled to be powered off, thereby reducing the excessive oil circuit flow rate by half and slowing down its speed.

6. The vehicle posture adjustment device for an amphibious armored vehicle according to claim 5, characterized in that: When the left circuit returns oil, the oil returns from the output port P2 and first passes through the third one-way valve (11), and then passes through the first two-position two-way normally open solenoid valve (13), the first speed regulating valve (14), the second speed regulating valve (15), and finally passes through the fourth one-way valve (14) to return to the three-position four-way solenoid valve (08). The first speed regulating valve (14) and the second speed regulating valve (15) play a role in flow rate stabilization. The same settings are used in the four circuits to keep the flow rates of the oil return from the four circuits consistent. When the controller detects that the oil-gas spring of a certain circuit changes too fast, the first two-position two-way normally open solenoid valve (13) of the corresponding circuit is controlled to be powered off, reducing the excessive oil circuit flow by half, thereby slowing down its speed.

7. The vehicle posture adjustment device for an amphibious armored vehicle according to claim 6, characterized in that: The left first sub-valve comprises: a first two-position two-way normally closed solenoid valve (16), a second two-position two-way normally closed solenoid valve (17), a relief valve (18), a pressure sensor (19), a second two-position two-way normally open solenoid valve (20), a main accumulator (21), a third two-position two-way normally open solenoid valve (22), a first auxiliary accumulator (23), a second auxiliary accumulator (24), a left first oil-gas spring (25), a hydraulically controlled one-way valve (26), a fifth one-way valve (27), and an electric proportional two-position two-way reversing valve (28); the first two-position two-way normally closed solenoid valve (16) and the second two-position two-way normally closed solenoid valve (17) are connected to the left first oil-gas spring through internal pipelines of the valve block. The rodless chamber oil port of the spring (25) is connected to the rod chamber oil port, which is used to lock the oil in the left oil-gas spring (25); the input end of the relief valve (18) is connected to the rodless chamber oil of the left oil-gas spring (25) through the internal pipeline of the valve block, and the output end is connected to the return oil pipeline through the internal pipeline of the valve block. When the internal pressure of the left oil-gas spring (25) exceeds the design load, the relief valve opens to return oil, and the oil returns to the oil tank; the pressure sensor (19) is connected to the rodless chamber of the left oil-gas spring (25) through the internal pipeline of the valve block, which is used to monitor the oil pressure in the rodless chamber of the left oil-gas spring (25); the second two-position two-position normally open solenoid valve (20) and the third two-position two-position normally open solenoid valve (21) are connected to the rodless chamber of the left oil-gas spring (25). The magnetic valve (22) is connected to the first auxiliary accumulator (23), the second auxiliary accumulator (24) and the rodless chamber of the left oil-gas spring (25) through the internal pipeline of the valve block, and is used to cut off or open the switching of the connection state between the rodless chamber of the left oil-gas spring (25) and the first auxiliary accumulator (23) and the second auxiliary accumulator (24); the main accumulator (21), the first auxiliary accumulator (23) and the second auxiliary accumulator (24) are connected to the rodless chamber of the left oil-gas spring (25) through the internal pipeline of the valve block, so that the oil-gas spring maintains an elastic state; the oil port of the rodless chamber and the oil port of the rod chamber of the left oil-gas spring (25) are connected to the sub-valve groups A1 and B1 through pipelines, respectively, for supporting the tire The load between the left oil-gas spring (25) and the vehicle body is controlled by a displacement sensor, which is used to detect the length of the oil-gas spring. The other three oil-gas springs adopt the same structure. The hydraulically controlled one-way valve (26) is connected to the rodless cavity of the left oil-gas spring (25) through the internal pipeline input end of the valve block and the control oil circuit, and the output end is connected to the rod cavity of the left oil-gas spring (25). The hydraulically controlled one-way valve (26) is opened in both directions when the vehicle is running normally. During the extension and retraction of the oil-gas spring, the oil in the rodless cavity and the rod cavity is exchanged through the hydraulically controlled one-way valve (26). In the wheel lifting state, the oil in the rod cavity of the left oil-gas spring (25) is locked, so that the oil-gas spring is locked in the power-off state.The fifth one-way valve (27) and the electric proportional two-position two-way reversing valve (28) are connected in parallel with the output end of the hydraulic one-way valve (26) and the rod chamber of the left first oil-gas spring (25) through the internal pipeline of the valve block. The oil in the rodless chamber of the left first oil-gas spring (25) can flow to the rod chamber through the fifth one-way valve (27) and the electric proportional two-position two-way reversing valve (28) at the same time. The oil in the rod chamber of the left first oil-gas spring (25) flows to the rodless chamber through the electric proportional two-position two-way reversing valve (28). The electric proportional two-position two-way reversing valve (28) controls the opening degree through the controller to control the interactive flow control of the oil in the rodless chamber and the rod chamber of the left first oil-gas spring (25), thereby realizing the function of adjustable damping. ; 8. The vehicle posture adjustment device for an amphibious armored vehicle according to claim 7, characterized in that: The structures and working processes of the left two-way valve, the right one-way valve and the right two-way valve are the same as those of the left one-way valve.

9. The vehicle posture adjustment device for an amphibious armored vehicle according to claim 8, characterized in that: When the vehicle is driving on land, the vehicle posture adjustment device switches to land mode, and the commands in water mode are invalid.

10. The vehicle posture adjustment device for an amphibious armored vehicle according to claim 9, characterized in that: When the vehicle enters water navigation, the vehicle floats on the water and the vehicle posture adjustment device can be switched to water mode. At this time, the commands in land mode are invalid.

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