Amphibious transport vehicle

Abstract

The amphibious transport vehicle comprises a ship body, a direction adjusting device, a cockpit and a power system, the direction adjusting device is fixed to the end, away from a bow, of the ship body and provided with a rotating end, the cockpit is fixed to the rotating end, the rotating device is used for adjusting the orientation of the cockpit relative to the ship body, and the power system is electrically connected with the cockpit. The orientation of the cockpit relative to the ship body is adapted. According to the amphibious transport vehicle, the direction adjusting device is arranged, the direction adjusting device can drive the cockpit to rotate relative to the ship body and adjust the direction of the cockpit relative to the ship body, when the amphibious transport vehicle advances in water, the cockpit faces the prow of the ship body, the prow waves upwards, people in the cockpit cannot be affected, and the driving safety of the amphibious transport vehicle in water is guaranteed; when the ship advances on the land, the steering device drives the cockpit to rotate and face the stern of the ship body, and the cockpit is close to the stern of the ship body, so that the blind area of the cockpit is greatly reduced, and the driving safety of advancing on the land is effectively guaranteed.

Description

Technical Field

[0001] The present invention relates to the technical field of transport vehicles, and particularly to an amphibious transport vehicle. Background Art

[0002] Existing amphibious vehicles are divided into low-speed displacement types and high-speed planing types. The water movement of planing vehicle-shaped vehicles is similar to that of planing boats. The vehicle body does not rely on buoyancy support when skimming on the water surface, but requires an ultra-high-power power system, so the fuel consumption is huge. Generally, it is only used for rapid military maneuvering and water entertainment. Traditional displacement amphibious vehicles rely entirely on the displacement volume to generate buoyancy when traveling on water, so the resistance in water is relatively large.

[0003] Most traditional amphibious vehicles have displacement-type vehicle bodies. Due to their square shapes and prominent land-walking parts, their hydrodynamic shapes are poor, and the proportion of their shape resistance in the total resistance exceeds 50%. Affected by the vehicle shape, the water navigation speed of the vehicle gradually increases from low to high, and a resistance wall will appear at 15 km / h. In this case, it is very difficult to increase the navigation speed by simply increasing the horsepower. Therefore, the water navigation speeds of most amphibious vehicles in the world, especially displacement amphibious vehicles, do not exceed 15 km / h.

[0004] For example, an amphibious mowing boat provided in patent application CN113829811A includes a hull. Walking mechanisms are arranged on both sides of the hull. The traveling mechanism includes traveling tracks and obstacle-crossing tracks. Buoyancy devices are symmetrically arranged at the bow of the hull; a liftable cockpit is also arranged on the hull; compared with the prior art, this amphibious mowing boat can travel and operate on land and in water at the same time; the obstacle-crossing tracks can cooperate with the traveling tracks to cross relatively large obstacles, and have strong obstacle-crossing ability; the buoyancy devices can ensure that the amphibious mowing boat smoothly enters the river; the transmission mechanism uses fiberglass-reinforced round tubes with light structures and corrosion resistance as the chains of the conveyor belt, reducing the overall weight, facilitating the amphibious mowing boat to enter the river, and increasing the load capacity of the amphibious mowing boat.

[0005] The above-mentioned solutions have the following problems: Since the vehicle is prone to bow wave when traveling in water, the vehicle cab generally needs to be raised or moved backward during layout, resulting in poor forward visibility when the vehicle is traveling on land and being unsuitable for road driving. In order to reduce the resistance in water, some amphibious vehicles adopt the design of a ship's bow at the front of the vehicle, and in this design, the huge ship-shaped bow further expands the driver's blind area, making it difficult to ensure the safety of land travel. Summary of the Invention

[0006] In view of this, it is necessary to provide an amphibious transport vehicle that can solve the technical problem of an overly large driving blind area.

[0007] The present invention provides an amphibious transport vehicle, comprising: a hull, a steering device, a cockpit and a power system. The steering device is fixed to one end of the hull away from the bow and has a rotating end; the cockpit is fixed to the rotating end, and the rotating device is used to adjust the orientation of the cockpit relative to the hull; the power system is connected to the cockpit to adapt to the orientation of the cockpit relative to the hull.

[0008] In some feasible solutions, the steering device includes a hydraulic cylinder and a rotating member. The hydraulic cylinder is fixed inside the hull, the rotating member is rotatably embedded in the hull, the cockpit is fixed to the rotating member, and the rotating member is connected to the rotating end of the hydraulic cylinder.

[0009] In some feasible solutions, the steering device further includes a lifting assembly. The lifting assembly is fixed to the rotating member and has a lifting end that can lift relative to the hull. The cockpit is fixed to the lifting end, and the lifting assembly can drive the cockpit to lift relative to the hull to adjust the viewing range of the cockpit.

[0010] In some feasible solutions, the cockpit includes a cabin body and driving components. The cabin body is fixed to the steering device, and the driving components are fixed inside the cabin body and connected to the power system.

[0011] In some feasible solutions, the power system includes a power generation device, a marine power output device and a vehicle power output device. The marine power output device and the vehicle power output device are connected to the power generation device. The marine power output device is fixed to the bottom of the hull and connected to the cockpit, and is used to provide power for the hull in water. The vehicle power output device is fixed to both sides of the hull and connected to the cockpit, and is used to provide power for the hull on land. In some feasible solutions, the driving components include a first driving component and a second driving component. The first driving component and the second driving component are connected to the power system. The first driving component is matched with the driving conditions when the cabin body faces the bow and is used to operate when the cabin body faces the bow; the second driving component is matched with the driving conditions when the cabin body faces away from the bow and is used to operate when the cabin body faces away from the bow.

[0012] In some feasible solutions, the driving component includes an operating member and a connection switching member. The operating member is connected to the connection switching member, and the connection switching member is connected to the power system. The connection switching member has a first connection state matching the driving conditions when the cabin faces the bow and a second connection state matching the driving conditions when the cabin faces away from the bow. The connection switching member follows the rotation of the cabin and switches between the first connection state and the second connection state.

[0013] In some feasible solutions, the marine power output device is connected to the first driving component, and the vehicle power output device is connected to the second driving component.

[0014] In some feasible solutions, the marine power output device and the vehicle power output device are connected to the connection switching member. When the cabin faces the bow, the connection switching member switches to the first connection state and makes the operating member correspond to the marine power output device; when the cabin faces away from the bow, the connection switching member switches to the second connection state and makes the operating member correspond to the vehicle power output device.

[0015] In some feasible solutions, the marine power output device includes an in-water propulsion motor, a propeller, a steering gear, and a steering rudder. The in-water propulsion motor and the steering gear are fixed in the hull and electrically connected to the battery pack. The propeller is arranged at the bottom of the hull and fixed to the output end of the in-water propulsion motor. The steering rudder is arranged at the bottom of the hull and fixed to the output end of the steering gear. The in-water propulsion motor is used to drive the propeller to rotate to provide power for in-water travel, and the steering gear is used to drive the steering rudder to swing to adjust the in-water travel direction.

[0016] The beneficial effects of the present invention are as follows: The present invention includes a hull, a steering device, a cockpit, and a power system. The steering device is fixed to one end of the hull away from the bow and has a rotating end. The cockpit is fixed to the rotating end. The rotating device is used to adjust the orientation of the cockpit relative to the hull. The power system is electrically connected to the cockpit to adapt to the orientation of the cockpit relative to the hull. In the present invention, the steering device is provided. The steering device can drive the cockpit to rotate relative to the hull and adjust the orientation of the cockpit relative to the hull. When the amphibious vehicle travels in water, the cockpit faces the bow of the hull. Since the cockpit is far from the bow of the hull, the waves hitting the bow will not affect the personnel in the cockpit, ensuring the driving safety of the amphibious vehicle in water. When the amphibious vehicle travels on land, the steering device drives the cockpit to rotate and face the stern of the hull, and the power system switches to use the stern as the forward direction. Since the cockpit is close to the stern of the hull, when using the stern as the forward direction, the blind area of the cockpit is greatly reduced, effectively ensuring the driving safety when advancing on land. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the following drawings are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0018] Figure 1 The following shows a schematic structural diagram of the amphibious vehicle in the present invention; Figure 2 The following shows a schematic internal structure diagram of the amphibious vehicle in the present invention; Figure 3 The following shows a schematic internal structure diagram of the amphibious vehicle in another state in the present invention; Figure 4 The following shows a left view schematic diagram of the amphibious vehicle in the present invention; Figure 5 The following shows Figure 1 a top view schematic diagram of the hull in Wherein: 1 - hull, 11 - propeller duct, 2 - steering device, 21 - hydraulic cylinder, 22 - rotating member, 23 - lifting assembly, 3 - cockpit, 31 - cabin, 32 - driving components, 4 - power system, 41 - power generation device, 411 - internal combustion generator set, 412 - battery pack, 42 - marine power output device, 421 - underwater propulsion motor, 422 - propeller, 423 - steering gear, 424 - steering rudder, 43 - vehicle power output device, 431 - land walking motor, 432 - wheel, 433 - suspension, 5 - navigation eye. Detailed implementation manners

[0019] The preferred embodiments of the present invention will be specifically described below in conjunction with the accompanying drawings. The accompanying drawings form a part of this application and are used together with the embodiments of the present invention to explain the principles of the present invention, and are not used to limit the scope of the present invention.

[0020] As Figures 1-5 shown, an embodiment of the present invention provides an amphibious transport vehicle, which includes: a hull 1, a steering device 2, a cockpit 3, and a power system 4. The steering device 2 is fixed at one end of the hull 1 away from the bow, and has a rotating end. The cockpit 3 is fixed to the rotating end. The rotating device 2 is used to adjust the orientation of the cockpit 3 relative to the hull 1. The power system 4 is electrically connected to the cockpit 3 to adapt to the orientation of the cockpit 3 relative to the hull 1.

[0021] In the present invention, the steering device 2 is provided. The steering device 2 can drive the cockpit 3 to rotate relative to the hull 1 and adjust the orientation of the cockpit 3 relative to the hull 1. When the amphibious transport vehicle travels in water, the cockpit 3 faces the bow of the hull 1. Since the cockpit 3 is far from the bow of the hull 1, the waves hitting the bow will not affect the personnel in the cockpit 3, ensuring the driving safety of the amphibious transport vehicle in water; when the amphibious transport vehicle travels on land, the steering device 2 drives the cockpit 3 to rotate and face the stern of the hull 1, and the power system 4 switches to the stern as the forward direction. Since the cockpit 3 is close to the stern of the hull 1, when the stern is the forward direction, the blind area of the cockpit 3 is greatly reduced, effectively ensuring the driving safety when advancing on land.

[0022] Specifically, both ends of the bottom of the hull 1 adopt an arc transition, so that the hull 1 has a larger approach angle and departure angle, thereby improving the off-road performance of the amphibious vehicle.

[0023] Specifically, the steering device 2 includes a hydraulic cylinder 21 and a rotating member 22. The hydraulic cylinder 21 is fixed within the hull 1. The rotating member 22 is rotatably embedded in the hull 1. The cockpit 3 is fixed on the rotating member 22. The rotating member 22 is connected to the rotating end of the hydraulic cylinder 21 to rotate relative to the hull 1 under the drive of the hydraulic cylinder 21, thereby realizing the orientation of the cockpit 3 relative to the hull 1.

[0024] Furthermore, the steering device 2 further includes a lifting assembly 23. The lifting assembly 23 is fixed on the rotating member 22. The lifting assembly 23 has a lifting end that can lift relative to the hull 1. The cockpit 3 is fixed on the lifting end. The lifting assembly 23 can drive the cockpit 3 to lift relative to the hull 1 to adjust the viewing range of the cockpit 3. For example, when the amphibious transport vehicle is traveling in water, the cockpit 3 faces the bow of the hull 1 and has a large blind area. The lifting assembly 23 can drive the cockpit 3 to rise a certain height relative to the hull 1, thereby reducing the blind area of the cockpit 3.

[0025] Furthermore, the rotating member 22 includes a rotating disc and a rotating gear. The rotating gear is sleeved on the rotating end of the hydraulic cylinder 21. The rotating disc meshes with the rotating gear.

[0026] Furthermore, the lifting assembly 23 includes a lifting hydraulic cylinder. The lifting hydraulic cylinder is fixed within the hull 1. The lifting end of the lifting hydraulic cylinder is fixed to the bottom of the cockpit 3.

[0027] Furthermore, the cockpit 3 includes a cabin body 31 and a driving component 32. The cabin body 31 is fixed on the steering device 2. The driving component 32 is fixed within the cabin body 31 and is connected to the power system 4 to control the power system 4.

[0028] Since the rotation of the cabin body 31 driven by the steering device 2 will cause a change in the operation logic of the driving component 32 (for example, the steering direction and the forward / backward direction change), in some feasible embodiments, the driving component 32 includes a first driving component and a second driving component. The first driving component and the second driving component are connected to the power system 4. The first driving component is matched with the driving conditions when the cabin body 31 faces the bow and is used for operation when the cabin body 31 faces the bow. The second driving component is matched with the driving conditions when the cabin body 31 faces away from the bow and is used for operation when the cabin body 31 faces away from the bow.

[0029] In the above embodiments, the first driving component includes a first steering wheel operating member, a first accelerator pedal, and a first brake pedal. The first steering wheel operating member, the first accelerator pedal, and the first brake pedal are connected to the power system 4. When the cabin 31 faces the bow, the operator operates the first steering wheel operating member, the first accelerator pedal, and the first brake pedal to implement the driving operation of the amphibious transport vehicle.

[0030] Correspondingly, the second driving component includes a second steering wheel operating member, a second accelerator pedal, and a second brake pedal. The second steering wheel operating member, the second accelerator pedal, and the second brake pedal are connected to the power system 4. When the cabin 31 faces away from the bow, the operator operates the second steering wheel operating member, the second accelerator pedal, and the second brake pedal to implement the driving operation of the amphibious transport vehicle.

[0031] In some other feasible embodiments, the driving component 32 includes an operating member and a connection switching member. The operating member is connected to the connection switching member, and the connection switching member is connected to the power system 4. The connection switching member has a first connection state matching the driving conditions when the cabin 31 faces the bow and a second connection state matching the driving conditions when the cabin 31 faces away from the bow. The connection switching member follows the rotation of the cabin 31 and switches between the first connection state and the second connection state. When the cabin 31 faces the bow, the connection switching member switches to the first connection state. When the cabin 31 faces away from the bow, the connection switching member switches to the second connection state.

[0032] In the above embodiments, the operating member includes a steering wheel operating member, an accelerator pedal, and a brake pedal. The steering wheel operating member, the accelerator pedal, and the brake pedal are electrically connected to the connection switching member, and the connection switching member is electrically connected to the power system 4.

[0033] Specifically, the power system 4 includes a power generation device 41, a marine power output device 42, and a vehicle power output device 43. The marine power output device 42 and the vehicle power output device 43 are connected to the power generation device 41. The marine power output device 42 is fixed to the bottom of the hull 1 and connected to the cockpit 3, and is used to provide power for the hull 1 in water. The vehicle power output device 43 is fixed to both sides of the hull 1 and connected to the cockpit 3, and is used to provide power for the hull 1 on land.

[0034] In some feasible embodiments, the marine power output device 42 is connected to the first driving component, and the vehicle power output device 43 is connected to the second driving component. When the cabin 31 faces the bow (in water), operate the first driving component to drive the marine power output device 42, so that the hull 1 obtains the power to move in water; and when the cabin 31 faces away from the bow (on land), operate the second driving component to drive the vehicle power output device 43, so that the hull 1 obtains the power to move on the ground.

[0035] In other feasible embodiments, the marine power output device 42 and the vehicle power output device 43 are connected to the connection switching member. When the cabin 31 faces the bow, the connection switching member switches to the first connection state and makes the operating member correspond to the marine power output device 42, and the operating member controls the marine power output device 42, so that the hull 1 obtains the power to move in water; when the cabin 31 faces away from the bow, the connection switching member switches to the second connection state and makes the operating member correspond to the vehicle power output device 43, and the operating member controls the vehicle power output device 43, so that the hull 1 obtains the power to move on the ground.

[0036] Furthermore, the power generation device 41 includes an internal combustion generator set 411 and a battery pack 412. The internal combustion generator set 411 and the battery pack 412 are fixed inside the hull 1. The internal combustion generator set 411 is electrically connected to the battery pack 412, and is used to convert chemical energy into electrical energy and send it to the battery pack 412 for storage.

[0037] Furthermore, the marine power output device 42 includes an underwater propulsion motor 421, a propeller 422, a steering gear 423 and a steering rudder 424. The underwater propulsion motor 421 and the steering gear 423 are fixed inside the hull 1 and are electrically connected to the battery pack 412. The propeller 422 is arranged at the bottom of the hull 1 and is fixed to the output end of the underwater propulsion motor 421. The steering rudder 424 is arranged at the bottom of the hull 1 and is fixed to the output end of the steering gear 423. The underwater propulsion motor 421 is used to drive the propeller 422 to rotate to provide the power for traveling in water, and the steering gear 423 is used to drive the steering rudder 424 to swing to adjust the traveling direction in water.

[0038] Furthermore, the bottom of the hull 1 is recessed to form a propeller channel 11, and the propeller 422 is embedded in the propeller channel 11. The purpose of such a design is to protect the propeller 422 and prevent debris in the water body from damaging the propeller 422.

[0039] Further, the vehicle power output device 43 includes a plurality of overland travel motors 431, a plurality of wheels 432, and a suspension 433. The suspension 433 is fixed to the bottom of the hull 1. The wheels 432 are rotatably fixed to the suspension 433. The overland travel motors 431 are fixed inside the hull 1 and connected to the power generation device 41. The output ends of the overland travel motors 431 are respectively connected to each of the wheels 432. The overland travel motors 431 drive the wheels 432 to rotate relative to the suspension 433 to provide power for traveling on land. Different wheels 432 rotate at different speeds to achieve steering on land.

[0040] Further, it further includes a navigation eye 5. The navigation eye 5 is fixed at a position of the hull 1 near the bow and connected to the driving component 32, and is used to provide a navigation view and obstacle avoidance information in water.

[0041] The beneficial effects of the present invention are as follows: The present invention includes a hull, a steering device, a cockpit, and a power system. The steering device is fixed to one end of the hull away from the bow and has a rotating end. The cockpit is fixed to the rotating end. The rotating device is used to adjust the orientation of the cockpit relative to the hull. The power system is electrically connected to the cockpit to adapt to the orientation of the cockpit relative to the hull. In the present invention, the steering device is provided. The steering device can drive the cockpit to rotate relative to the hull and adjust the orientation of the cockpit relative to the hull. When the amphibious transport vehicle travels in water, the cockpit faces the bow of the hull. Since the cockpit is far from the bow of the hull, the waves hitting the bow will not affect the personnel in the cockpit, ensuring the driving safety of the amphibious transport vehicle in water. When the amphibious transport vehicle travels on land, the steering device drives the cockpit to rotate and face the stern of the hull. The power system switches to use the stern as the forward direction. Since the cockpit is close to the stern of the hull, when using the stern as the forward direction, the blind area of the cockpit is greatly reduced, effectively ensuring the driving safety when moving forward on land.

[0042] The above is only a preferred specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by those skilled in the art within the technical scope disclosed by the present invention should be covered within the protection scope of the present invention.

Claims

1. An amphibious transport vehicle, characterized in that, Comprising: Hull Direction adjustment device, fixed to one end of the hull away from the bow, having a rotating end; Cockpit, fixed to the rotating end, and the rotating device is used to adjust the orientation of the cockpit relative to the hull; And Power system, connected to the cockpit to adapt to the orientation of the cockpit relative to the hull.

2. The amphibious transport vehicle according to claim 1, wherein The direction adjustment device includes a hydraulic cylinder and a rotating member. The hydraulic cylinder is fixed inside the hull, the rotating member is rotatably embedded in the hull, the cockpit is fixed to the rotating member, and the rotating member is connected to the rotating end of the hydraulic cylinder.

3. The amphibious transport vehicle according to claim 2, wherein The direction adjustment device further includes a lifting assembly. The lifting assembly is fixed to the rotating member. The lifting assembly has a lifting end that can lift relative to the hull. The cockpit is fixed to the lifting end. The lifting assembly can drive the cockpit to lift relative to the hull to adjust the viewing range of the cockpit.

4. The amphibious transport vehicle according to claim 2, wherein The cockpit includes a cabin body and driving components. The cabin body is fixed to the rotating member, and the driving components are fixed inside the cabin body and connected to the power system.

5. The amphibious transport vehicle according to claim 4, characterized in that, The power system includes a power generation device, a marine power output device, and a vehicle power output device. The marine power output device and the vehicle power output device are connected to the power generation device. The marine power output device is fixed to the bottom of the hull and connected to the cockpit, and is used to provide power for the hull in water. The vehicle power output device is fixed to both sides of the hull and connected to the cockpit, and is used to provide power for the hull on land.

6. The amphibious transport vehicle according to claim 4, characterized in that, The driving components include a first driving component and a second driving component. The first driving component and the second driving component are connected to the power system. The first driving component is matched with the driving conditions when the cabin body faces the bow and is used for operation when the cabin body faces the bow; the second driving component is matched with the driving conditions when the cabin body faces away from the bow and is used for operation when the cabin body faces away from the bow.

7. The amphibious transport vehicle according to claim 5, characterized in that, The driving components include an operating member and a connection switching member. The operating member is connected to the connection switching member, and the connection switching member is connected to the power system. The connection switching member has a first connection state matched with the driving conditions when the cabin body faces the bow and a second connection state matched with the driving conditions when the cabin body faces away from the bow. The connection switching member follows the rotation of the cabin body and switches between the first connection state and the second connection state.

8. The amphibious transport vehicle according to claim 6, wherein, The marine power output device is connected to the first driving component, and the vehicle power output device is connected to the second driving component.

9. The amphibious transport vehicle according to claim 7, characterized in that, The marine power output device and the vehicle power output device are connected to the connection switching member. When the cabin body faces the bow, the connection switching member switches to the first connection state and makes the operating member correspond to the marine power output device; when the cabin body faces away from the bow, the connection switching member switches to the second connection state and makes the operating member correspond to the vehicle power output device.

10. The amphibious transport vehicle according to claim 8, wherein, The marine power output device includes an in-water propulsion motor, a propeller, a steering gear, and a steering rudder. The in-water propulsion motor and the steering gear are fixed inside the hull and electrically connected to the battery pack. The propeller is arranged at the bottom of the hull and fixed to the output end of the in-water propulsion motor. The steering rudder is arranged at the bottom of the hull and fixed to the output end of the steering gear. The in-water propulsion motor is used to drive the propeller to rotate to provide power for traveling in water, and the steering gear is used to drive the steering rudder to swing to adjust the traveling direction in water.

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