An amphibious vehicle

Abstract

The application provides an amphibious vehicle, comprising a vehicle body; force arm mechanisms are arranged on the front and rear sides of the vehicle body, the force arm mechanism comprises a first telescopic member and a first rotary driving part, the first telescopic member is arranged vertically and rotationally connected with the vehicle body; the first rotary driving part is used for applying a torque to the first telescopic member to force it to rotate around its axis; wherein the movable end of the first telescopic member is used for supporting a bearing surface when performing a conversion action, so as to force the vehicle body to rotate around the axis of the first telescopic member by the torque applied by the first rotary driving part. The application highly integrates the jacking and lateral moving functions required for performing the public and rail conversion action in a set of compact force arm mechanisms, and is supplemented by a step-by-step alternating cooperative control strategy, so that the vehicle can efficiently and smoothly perform the public and rail conversion action, fundamentally simplifies the system structure, greatly reduces the space required by the vehicle when performing the public and rail conversion action, and significantly improves the efficiency of the conversion process.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of rail-road dual-purpose vehicles, in particular to a rail-road dual-purpose vehicle. BACKGROUND

[0002] The content of this part only provides background information related to the present application, which may not constitute prior art.

[0003] The rail-road dual-purpose vehicle has important application value in the fields of emergency rescue and logistics transportation, and one of its core key technologies is the rapid and reliable conversion between road and rail modes.

[0004] At present, the mainstream technology for realizing rail-road conversion is the hydraulic jacking and translation scheme. For example, patent document CN109130736B discloses a rail-road dual-purpose vehicle, which sets a hydraulic outrigger assembly on the vehicle chassis, and uses the coordinated action of the vertical lifting cylinder and the horizontal moving cylinder to realize the function of jacking the whole vehicle and then moving it horizontally.

[0005] However, the mechanical structure used in such a scheme has inherent defects in spatial layout: the vertical support mechanism and the horizontal moving mechanism are in a orthogonal "cross" layout in physical space, resulting in abnormally large structure size of the execution components in the vertical and horizontal directions. This large structure interferes with each other in the limited installation space of the vehicle chassis, making the layout difficult and seriously occupying the layout space of other systems such as walking and transmission; at the same time, in order to obtain sufficient translation stroke, the horizontal moving mechanism needs to occupy a huge horizontal space when it is expanded, not only increasing the size of the mechanism, but also restricting the application of the vehicle in narrow environment; in addition, the force transmission path of this structure is tortuous, from the vertical cylinder to the vehicle frame through the horizontal slide rod, with many connection links, which easily affects the motion stability of the vehicle under heavy load. SUMMARY

[0006] In view of this, the purpose of the present application is to provide a rail-road dual-purpose vehicle to at least overcome the above technical problems existing in the prior art rail-road dual-purpose vehicles.

[0007] The purpose of the present application is achieved by the following technical solutions:

[0008] The present application provides a rail-road dual-purpose vehicle, comprising a vehicle body; a first wheel for driving on a rail is arranged on the vehicle body, and a second wheel for driving on a road and being liftable is arranged on the vehicle body; characterized in that a force arm mechanism is arranged on each of the front and rear sides of the vehicle body, and the force arm mechanism comprises:

[0009] a first telescopic member arranged vertically and rotationally connected with the vehicle body; the axis of the first telescopic member is perpendicular to the bottom plane of the vehicle body;

[0010] The first rotation driving part is fixedly arranged on the vehicle body and is used for applying a torque to the first telescopic part to force the first telescopic part to rotate around its axis;

[0011] The movable end of the first telescopic part is used for being supported on the bearing surface to force the vehicle body to rotate around the axis of the first telescopic part by the torque applied by the first rotation driving part when the conversion action is performed.

[0012] Optionally, the movable end of the first telescopic part is provided with a support leg structure, and the support leg structure comprises:

[0013] The steering driving part is arranged at the movable end of the first telescopic part;

[0014] The first end of the rotation arm is in transmission connection with the steering driving part and forms a first rotation pair, the rotation axis of the first rotation pair is perpendicular to the axis of the first telescopic part, and the steering driving part is used for driving the rotation arm to rotate around the rotation axis of the first rotation pair;

[0015] The second end of the rotation arm is in hinged connection with the support arm and forms a second rotation pair, and the rotation axis of the second rotation pair is parallel to the rotation axis of the first rotation pair;

[0016] The second telescopic part is arranged between the support arm and the rotation arm and is used for driving the support arm to rotate around the rotation axis of the second rotation pair.

[0017] Optionally, the vehicle body comprises a first vehicle body part and a second vehicle body part arranged in sequence along the length direction of the vehicle body;

[0018] The telescopic driving mechanism is arranged between the first vehicle body part and the second vehicle body part and is used for driving the first vehicle body part and the second vehicle body part to relatively move along the length direction of the vehicle body.

[0019] Optionally, the first vehicle body part and the second vehicle body part are in sliding connection;

[0020] The telescopic driving mechanism comprises:

[0021] The screw rod support is fixedly arranged on the first vehicle body part;

[0022] The screw rod motor is fixedly arranged on the second vehicle body part, the screw rod of the screw rod motor extends along the length direction of the vehicle body and passes through the screw rod support, and the screw rod is in threaded connection with the screw rod support.

[0023] Optionally, the first wheel is mounted on an axle support frame, the axle support frame is connected with a bolster fixedly arranged on the vehicle body through a damping unit;

[0024] The damping unit comprises an electromagnetic damping assembly arranged vertically, the electromagnetic damping assembly comprising an electromagnetic coil and a permanent magnet;

[0025] The electromagnetic coil is fixedly installed on the axle support frame; the permanent magnet is fixedly installed on the bolster and magnetically coupled with the electromagnetic coil.

[0026] Optionally, the electromagnetic damping assembly further comprises a guide limiting cylinder and a secondary damping spring;

[0027] The guide limiting cylinder is fixedly arranged on the bolster and arranged vertically; the electromagnetic coil and the permanent magnet are both located inside the guide limiting cylinder;

[0028] The secondary damping spring is sleeved outside the guide limiting cylinder, and two ends thereof are connected with the bolster and the axle support frame respectively.

[0029] Optionally, the damping unit further comprises a damping damping assembly, the damping damping assembly comprising:

[0030] A damping shock absorber fixedly installed on the bolster;

[0031] A guide telescopic part, two ends of the guide telescopic part being connected with the damping shock absorber and the axle support frame respectively;

[0032] A tertiary damping spring sleeved outside the guide telescopic part, and two ends thereof being connected with the guide telescopic part and the axle support frame respectively.

[0033] Optionally, the second wheel is connected with the vehicle body through a third telescopic part; the third telescopic part is used for driving the second wheel to vertically ascend and descend;

[0034] The vehicle body is further provided with a second rotary driving part; the second rotary driving part is used for driving the third telescopic part and the second wheel to rotate around a vertical axis by 360°.

[0035] Optionally, the vehicle body is further provided with a ring-shaped slide rail corresponding to the second wheel; the vertical axis passes through the center of the ring-shaped slide rail;

[0036] The third telescopic part is provided with a connecting arm, one end of the connecting arm away from the third telescopic part is provided with a sliding part, and the sliding part is slidable along the ring-shaped slide rail.

[0037] Optionally, the vehicle body is further provided with an image acquisition component, the image acquisition component is configured to acquire an image containing the first wheel and the track;

[0038] The dual-purpose vehicle further comprises:

[0039] A controller, connected with the image acquisition component and the first rotary drive, and configured to identify a wheel-rail gap between the first wheel and the rail based on the image acquired by the image acquisition component, and control the first rotary drive to act based on the wheel-rail gap.

[0040] The technical scheme of the embodiment of the present application has at least the following advantages and beneficial effects:

[0041] The public and private vehicle provided by the present application integrates the lifting and transverse moving functions required for performing the public and private conversion action into a compact force arm mechanism, and is assisted by a step-by-step alternating cooperative control strategy. Compared with the traditional scheme relying on complex hydraulic outriggers and translation cylinders, the present application fundamentally simplifies the system structure, greatly reduces the space required by the vehicle during the public and private conversion action, and significantly improves the efficiency of the conversion process. BRIEF DESCRIPTION OF DRAWINGS

[0042] Figure 1 A structural schematic diagram of the public and private vehicle provided by the embodiment of the present application is shown;

[0043] Figure 2 A side view of the public and private vehicle is shown;

[0044] Figure 3 A partial structural schematic diagram of the force arm mechanism provided by the embodiment of the present application is shown;

[0045] Figure 4 A partial structural schematic diagram of the force arm mechanism provided by the embodiment of the present application is shown; Figure 2 An enlarged view of the partial structure at A in the above figure is shown;

[0046] Figures 5 to 7 A flowchart showing the public and private conversion action of the public and private vehicle is shown; wherein, Figure 5 A state of the force arm mechanism at the front of the vehicle body is shown, Figure 6 A state of the force arm mechanism at the rear of the vehicle body is shown, Figure 7 A state of the public and private vehicle after completing the public and private conversion action is shown;

[0047] Figure 8 A partial structural schematic diagram of the second wheel provided by the embodiment of the present application is shown;

[0048] Figure 9 A partial structural schematic diagram of the first wheel provided by the embodiment of the present application is shown;

[0049] Figure 10 A partial structural schematic diagram of the first wheel provided by the embodiment of the present application is shown; Figure 9 An enlarged view of the partial structure at B in the above figure is shown.

[0050] Icon: 10 - vehicle body, 11 - first vehicle body part, 12 - second vehicle body part, 20 - first wheel, 21 - first wheel edge motor, 22 - axle support frame, 23 - seat, 24 - electromagnetic damping assembly, 241 - electromagnetic coil, 242 - permanent magnet, 243 - guide limiting cylinder, 244 - secondary damping spring, 25 - damping damping assembly, 251 - damping damper, 252 - guide telescopic part, 253 - tertiary damping spring, 30 - second wheel, 31 - second wheel edge motor, 32 - third telescopic part, 33 - second rotary drive part, 331 - second rotary drive motor, 332 - second driving gear, 333 - second driven gear, 34 - annular slide rail, 35 - connecting arm, 36 - sliding part, 37 - buffer pad, 40 - force arm mechanism, 41 - first telescopic part, 42 - rotating support, 43 - first rotary drive part, 431 - first rotary drive motor, 432 - first driving gear, 433 - first driven gear, 44 - steering drive part, 45 - rotating arm, 46 - supporting arm, 47 - second telescopic part, 50 - power supply, 60 - image acquisition component, 70 - road condition monitoring component, 80 - telescopic drive mechanism, 81 - screw rod support, 82 - screw rod motor, 821 - screw rod, 100 - track. DETAILED DESCRIPTION

[0051] In order to make the objectives, technical solutions and advantages of the present application clearer, the technical solutions of the present application will be described clearly and completely below in conjunction with specific embodiments. The same reference signs in the drawings represent the same components. It should be noted that the described embodiments are part of the embodiments of the present application, rather than all the embodiments. Based on the described embodiments of the present application, all other embodiments obtained by those of ordinary skill in the art without any inventive effort fall within the scope of protection of the present application.

[0052] Compared with the embodiments shown in the drawings, the feasible implementation schemes within the scope of protection of the present application can have fewer components, other components not shown in the drawings, different components, differently arranged components or differently connected components, etc. In addition, two or more components in the drawings can be implemented in a single component, or a single component shown in the drawings can be implemented as multiple separate components.

[0053] Unless otherwise defined, the technical terms or scientific terms used herein should be understood as the usual meanings understood by those of ordinary skill in the art to which the present application belongs. The terms “first”, “second” and similar words used in the specification and claims of the present application do not represent any order, quantity or importance, but are only used to distinguish different components.

[0054] Embodiment 1

[0055] Embodiment 1 of the present application provides an amphibious vehicle.Figure 1 Fig. 1 schematically shows a structure of a rail-road vehicle according to an embodiment of the present application, Figure 2 Fig. 2 schematically shows a structure of a rail-road vehicle according to another embodiment of the present application, Figure 1 Fig. 3 schematically shows a side view of a rail-road vehicle according to the embodiment of the present application.

[0056] Fig. 4 schematically shows a side view of a rail-road vehicle according to the embodiment of the present application. Figure 1 Fig. 5 schematically shows a side view of a rail-road vehicle according to the embodiment of the present application. Figure 2 Fig. 6 schematically shows a side view of a rail-road vehicle according to the embodiment of the present application.

[0057] Fig. 7 schematically shows a side view of a rail-road vehicle according to the embodiment of the present application.

[0058] Fig. 8 schematically shows a side view of a rail-road vehicle according to the embodiment of the present application. Figure 1 Fig. 9 schematically shows a side view of a rail-road vehicle according to the embodiment of the present application.

[0059] Fig. 10 schematically shows a side view of a rail-road vehicle according to the embodiment of the present application. Figure 3 Fig. 11 schematically shows a side view of a rail-road vehicle according to the embodiment of the present application.

[0060] Fig. 12 schematically shows a side view of a rail-road vehicle according to the embodiment of the present application.

[0061] According to Embodiment 1 of the present invention, when a road-rail conversion operation is required, the road-rail vehicle traveling on the road is first moved to a predetermined position until each of the first wheels 20 on the vehicle body 10 is as close as possible to the corresponding track 100. For example, the road-rail vehicle can be allowed to straddle the two tracks 100, so that: the first wheel 20 and the second wheel 30 on one side of the width direction of the vehicle body 10 are both located between the two tracks 100, while the first wheel 20 and the second wheel 30 on the other side of the width direction of the vehicle body 10 are located outside the track 100, thereby allowing each of the first wheels 20 to be as close as possible to the corresponding track 100.

[0062] The road-rail switching operation can then be completed using a step-by-step, alternating approach. For ease of explanation, in this embodiment, the two sides along the length of the car body 10 are referred to as the front and rear of the car body 10, respectively. The specific process is as follows:

[0063] First, refer to Figure 5 As shown, the lever arm mechanism 40 at the front of the vehicle body 10 can be controlled first, so that the movable end of the first telescopic member 41 of the front lever arm mechanism 40 extends and supports the ground, the front of the vehicle body 10 is lifted up, and the second wheel 30 at the front of the vehicle body 10 and all the first wheels 20 on the vehicle body 10 are off the ground. At this time, the first telescopic member 41 of the lever arm mechanism 40 at the rear of the vehicle body 10 does not move, the rear lever arm mechanism 40 is in a retracted state, and the rear of the vehicle body 10 is still supported on the ground by the second wheel 30 at the rear.

[0064] Based on this, the first rotary drive unit 43 of the front lever arm mechanism 40 applies torque to the corresponding first telescopic member 41. It is worth noting that, since the movable end of the first telescopic member 41 of the front lever arm mechanism 40 is supported on the ground, the rotational movement of the first telescopic member 41 is constrained, and the rear of the vehicle body 10 is supported by the movable second wheel 30, the torque applied by the first rotary drive unit 43 of the front lever arm mechanism 40 will be converted into a driving force that forces the vehicle body 10 to rotate around the axis of the first telescopic member 41 of the front lever arm mechanism 40, thereby causing the vehicle body 10 to produce an arc-shaped movement that displaces each first wheel 20 toward the corresponding track 100, so as to achieve the lateral movement of the vehicle body 10 macroscopically.

[0065] Subsequently, the first telescopic member 41 of the control front lever arm mechanism 40 retracts, causing the second wheel 30 at the front of the vehicle body 10 to be supported on the ground. Based on this, referring to... Figure 6As shown, the first telescopic member 41 of the rear force arm mechanism 40 is controlled to extend and support on the ground, and the rear part of the vehicle body 10 is lifted up, and the second wheels 30 of the rear part of the vehicle body 10 and all the first wheels 20 on the vehicle body 10 are lifted off the ground. At this time, the first telescopic member 41 of the front force arm mechanism 40 remains in the retracted state, and the front part of the vehicle body 10 is still supported on the ground by the second wheels 30 of the front part.

[0066] Then, the first rotary drive part 43 of the rear force arm mechanism 40 is controlled to apply torque to the corresponding first telescopic member 41. As described above, in this state, the torque applied by the first rotary drive part 43 of the rear force arm mechanism 40 will be converted into driving force for rotating the vehicle body 10 about the axis of the first telescopic member 41 of the rear force arm mechanism 40, so that the vehicle body 10 generates an arc-shaped movement for displacing the first wheels 20 towards the corresponding track 100. It can be understood that, when the arc-shaped movement of the vehicle body 10 is performed by the front force arm mechanism 40 for the first time, the first wheels 20 of the rear part of the vehicle body 10 are farther away from the corresponding track 100 due to a larger arc of movement of the rear part of the vehicle body 10. Therefore, when the arc-shaped movement of the vehicle body 10 is performed by the rear force arm mechanism 40 for the second time, the vehicle body 10 can be made to perform an arc-shaped movement in the opposite direction, so that the arc of movement of the front part of the vehicle body 10 is larger, thereby enabling the first wheels 20 on the vehicle body 10 to be aligned with the corresponding track 100 as much as possible through the two times of performing the arc-shaped movement of the vehicle body 10.

[0067] Finally, referring to Figure 7 As shown, the first telescopic member 41 of the rear force arm mechanism 40 is controlled to retract, and the second wheels 30 are lifted up, so that the first wheels 20 on the vehicle body 10 can fall on the corresponding track 100. Thus, the road-rail conversion action is completed, and the vehicle is successfully transferred from the road to the track 100.

[0068] The road-rail vehicle provided by the present application integrates the lifting and transverse movement functions required for performing the road-rail conversion action into a compact force arm mechanism 40, and uses a step-by-step and alternating coordinated control strategy. Compared with the conventional scheme relying on complex hydraulic outriggers and translation cylinders, the present application fundamentally simplifies the system structure, greatly reduces the space required by the vehicle when performing the road-rail conversion action, and significantly improves the efficiency of the conversion process.

[0069] In some possible embodiments, referring to Figure 1 As shown, a power supply 50 can also be provided on the vehicle body 10. The power supply 50 is used to supply power to various electrical elements on the vehicle body 10. As a preferred option, the power supply 50 can be a storage battery.

[0070] In the embodiment, the power supply 50 can be electrically connected with the first wheel edge motor 21 for driving the first wheel 20 to rotate, so as to supply power to the first wheel edge motor 21 through the power supply 50, thereby enabling the vehicle to normally travel on the track 100 by relying on the first wheel 20. Meanwhile, the power supply 50 can also be electrically connected with the second wheel edge motor 31 for driving the second wheel 30 to rotate through the inverter, so as to supply power to the second wheel edge motor 31 through the power supply 50, thereby enabling the vehicle to normally travel on the road by relying on the second wheel 30.

[0071] Such a design of sharing one power supply 50 by various electrical elements is conducive to realizing rational utilization of resources.

[0072] In some possible embodiments, for each set of force arm mechanism 40, referring to Figure 4 As shown, the first rotary driving part 43 can specifically include a first rotary driving motor 431. The first rotary driving motor 431 is fixedly arranged on the vehicle body 10, and the output end of the first rotary driving motor 431 is drivingly connected with a first driving gear 432. A first driven gear 433 is coaxially arranged on the cylinder body of the first telescopic member 41, and the first driven gear 433 is engaged with the first driving gear 432.

[0073] It can be understood that, by arranging the first rotary driving motor 431 and drivingly connecting the first rotary driving motor 431 with the first telescopic member 41 through the gear structure, the first rotary driving motor 431 can efficiently and accurately transmit torque to the first telescopic member 41. Meanwhile, based on the characteristics of gear transmission, such as constant transmission ratio, small reverse clearance and high bearing capacity, this ensures that the control of the lateral movement of the vehicle body 10 is more direct, the response is more rapid, and the positioning is more accurate under heavy load working conditions. Meanwhile, the structure is compact and simple, the power transmission path is clear, the work is reliable, and the maintenance is convenient.

[0074] Embodiment 2

[0075] On the basis of embodiment 1, embodiment 2 of the present application provides another public road and rail vehicle. Different from embodiment 1, embodiment 2 further improves the force arm mechanism 40 to optimize the use performance and support effect of the force arm mechanism 40.

[0076] In combination with Figure 1 and Figure 3 According to embodiment 2 of the present application, the movable end of the first telescopic member 41 of each set of force arm mechanism 40 is further provided with a support leg structure. The support leg structure is used to support the movable end of the first telescopic member 41 on the ground during the execution of the public road and rail conversion action.

[0077] Specifically, the support leg structure can include a steering driving part 44, a rotating arm 45, a support arm 46 and a second telescopic member 47.

[0078] The turning driving part 44 is fixedly arranged at the movable end of the first telescopic part 41. The first end of the turning arm 45 is in transmission connection with the turning driving part 44 and forms a first turning pair. The turning axis of the first turning pair is perpendicular to the axis of the first telescopic part 41. The turning driving part 44 is used to drive the turning arm 45 to rotate around the turning axis of the first turning pair, so that the turning arm 45 can make a rotating movement close to or away from the first telescopic part 41.

[0079] The second end of the turning arm 45 is hingedly connected with the supporting arm 46 and forms a second turning pair. The turning axis of the second turning pair is parallel to the turning axis of the first turning pair. The second telescopic part 47 is arranged between the supporting arm 46 and the turning arm 45 and is used to drive the supporting arm 46 to rotate around the turning axis of the second turning pair.

[0080] It can be understood that the supporting leg structure with the above structure constitutes a multi-degree-of-freedom supporting structure, in which the supporting arm 46 can be pivoted relative to the turning arm 45, and the turning arm 45 can be pivoted relative to the first telescopic part 41. Such a flexible supporting structure helps the force arm mechanism 40 to better adapt to and reliably support on the complex ground with ruggedness, and improves the terrain adaptability, use flexibility and overall supporting effect of the force arm mechanism 40.

[0081] As a preferred, the turning driving part 44 can be an electric motor. The second telescopic part 47 can be a hydraulic cylinder, the cylinder body of which is hingedly connected to the turning arm 45, and the telescopic end of which is hingedly connected to the supporting arm 46.

[0082] In addition, in actual implementation, the form of the supporting arm 46 can be reasonably designed according to the weight and other parameters of the vehicle body 10, so that the force arm mechanism 40 can provide more reliable support for the vehicle body 10. For example, the supporting arm 46 can be a reverse U-shaped structure as shown in Figure 2 , so as to provide a larger ground contact area and more stable multi-point support.

[0083] Embodiment 3

[0084] On the basis of embodiment 1, embodiment 3 of the present application provides another kind of road-rail vehicle. Different from embodiment 1, the road-rail vehicle provided in embodiment 3 further comprises an image acquisition component 60 and a controller (not shown in the figure).

[0085] In combination with the content shown in Figure 1 , the image acquisition component 60 can be arranged at the bottom of the vehicle body 10 and is configured to acquire images containing the first wheel 20 and the track 100. As a preferred, the image acquisition component 60 can be a wide-angle camera arranged at the bottom of the vehicle body 10, so as to acquire images with as wide and clear a range as possible.

[0086] The controller is signal connected with the image acquisition component 60 and the first rotary driving part 43 simultaneously. The controller is configured to identify the wheel-rail gap between the first wheel 20 and the track 100 based on the image acquired by the image acquisition component 60, and control the first rotary driving part 43 to act based on the wheel-rail gap.

[0087] It can be understood that, through the above setting, the embodiment 3 realizes the closed-loop feedback control on the lateral movement of the vehicle body 10. The system can accurately adjust the position of the vehicle body 10 according to the real-time wheel-rail gap, thereby significantly improving the accuracy, success rate and automation degree of the alignment of the first wheel 20 and the track 100. The identification of the wheel-rail gap can be realized by the existing visual algorithm, and will not be described here.

[0088] Embodiment 4

[0089] On the basis of the embodiment 1, the embodiment 4 of the present application provides another rail-road vehicle. In the embodiment 4, the vehicle body 10 can be further provided with a third telescopic part 32 corresponding to each second wheel 30.

[0090] Referring to Figure 8 As shown in the figure, each second wheel 30 is connected with the vehicle body 10 through the corresponding third telescopic part 32, so as to drive the corresponding second wheel 30 to vertically ascend and descend through the third telescopic part 32. As preferred, the third telescopic part 32 can be a hydraulic cylinder, and the cylinder body of the hydraulic cylinder is rotationally connected with the vehicle body 10.

[0091] In addition, the vehicle body 10 is further provided with a second rotary driving part 33 corresponding to the third telescopic part 32. The second rotary driving part 33 is used to drive the corresponding third telescopic part 32 to rotate 360° around the vertical axis together with the second wheel 30. The vertical axis can be the axis of the third telescopic part 32 in particular.

[0092] It can be understood that, by designing the second wheel 30 of the vehicle as a structure capable of rotating 360°, the flexibility of the vehicle when driving on the road is improved, for example, the entire rail-road vehicle can realize multiple driving modes such as translation, lateral movement, normal driving, etc. In addition, when performing the rail-road conversion action, the second wheel 30 can be controlled to rotate to a position tangent to the arc-shaped movement of the vehicle body 10 (for example, to a position tangent to the arc-shaped movement of the vehicle body 10), so that the movement resistance of the vehicle body 10 when rotating around the corresponding first telescopic part 41 is significantly reduced, and the macro lateral movement of the vehicle body 10 is more smooth and stable.

[0093] In some possible embodiments, continuing to refer to Figure 8As shown, the vehicle body 10 is further provided with a ring-shaped sliding rail 34 corresponding to the second wheel 30. The vertical axis mentioned above passes through the center of the ring-shaped sliding rail 34, that is, the ring-shaped sliding rail 34 is coaxially arranged with the third telescopic member 32.

[0094] The third telescopic member 32 is provided with a connecting arm 35. The connecting arm 35 is provided with a sliding part 36 at the end away from the third telescopic member 32, and the sliding part 36 can slide along the ring-shaped sliding rail 34.

[0095] In this way, when the second rotating driving part 33 drives the third telescopic member 32 to rotate around the vertical axis together with the second wheel 30, the connecting arm 35 will rotate together with the third telescopic member 32, and the sliding part 36 will slide correspondingly in the ring-shaped sliding rail 34 to guide the rotating third telescopic member 32 together with the second wheel 30. Moreover, through the arrangement of the connecting arm 35 and the ring-shaped sliding rail 34, a stable rotating support mechanism is formed, which can reliably bear the lateral force when the third telescopic member 32 rotates together with the second wheel 30, and ensure the stable steering of the second wheel 30, and also plays a role in assisting to support the vehicle body 10.

[0096] As shown in the enlarged view in Figure 8 , the sliding part 36 can be a sliding block arranged at the end of the connecting arm 35, which is slidingly arranged in the ring-shaped sliding rail 34 and connected to the connecting arm 35 through a connecting column. At the same time, a buffer pad 37 can be additionally arranged between the end of the connecting arm 35 and the ring-shaped sliding rail 34 to play a certain buffering and damping effect through the buffer pad 37. Among them, the buffer pad 37 can be a rubber pad.

[0097] In some possible embodiments, referring to Figure 8 , the second rotating driving part 33 can specifically include a second rotating driving motor 331. The second rotating driving motor 331 is fixedly arranged on the vehicle body 10, and the output end thereof is drivingly connected with a second driving gear 332. A second driven gear 333 is coaxially arranged on the cylinder of the third telescopic member 32, and the second driven gear 333 is engaged with the second driving gear 332.

[0098] It can be understood that by arranging the second rotating driving motor 331 and drivingly connecting it with the third telescopic member 32 through the gear structure, the second rotating driving motor 331 can efficiently and accurately transmit torque to the third telescopic member 32 to realize accurate steering of the second wheel 30.

[0099] Embodiment 5

[0100] On the basis of Embodiment 1, considering the influence of track irregularities and wheel-rail excitations, the vehicle will generate obvious vertical vibration when running on the track 100. In order to reduce the vibration transmitted to the vehicle body 10 when the vehicle runs on the track 100, Embodiment 5 of the present application provides another amphibious vehicle.

[0101] In combination with the contents shown in Figure 9 and Figure 10 , in this embodiment 5, the first wheel 20 is installed on the axle support frame 22 located below the vehicle body 10. The axle support frame 22 is connected to the bolster 23 fixed to the bottom of the vehicle body 10 through the damping unit.

[0102] The damping unit includes an electromagnetic damping assembly 24 arranged in the vertical direction. The electromagnetic damping assembly 24 includes an electromagnetic coil 241 and a permanent magnet 242. The electromagnetic coil 241 is fixedly installed on the axle support frame 22; the permanent magnet 242 is fixedly installed on the bolster 23 and is magnetically coupled with the electromagnetic coil 241. Of course, in actual implementation, the installation positions of the electromagnetic coil 241 and the permanent magnet 242 can also be interchanged.

[0103] In this way, when the vehicle runs on the track 100, the vibration generated by the vehicle can be suppressed by the electromagnetic force generated between the electromagnetic coil 241 and the permanent magnet 242 after the electromagnetic coil 241 is energized. This design not only achieves vibration suppression, but also allows the size of the electromagnetic force to be adjusted by adjusting the current size of the electromagnetic coil 241, so that the damping effect of the electromagnetic damping assembly 24 is controllable to adapt to different degrees of vibration that may occur to the vehicle.

[0104] In some possible embodiments, continuing to refer to Figure 10 , the electromagnetic damping assembly 24 further includes a guide limiting cylinder 243 and a secondary damping spring 244. The guide limiting cylinder 243 is fixedly arranged on the bolster 23 and arranged in the vertical direction. The electromagnetic coil 241 and the permanent magnet 242 are both located inside the guide limiting cylinder 243 to provide protection for the electromagnetic coil 241 and the permanent magnet 242 through the guide limiting cylinder 243.

[0105] The secondary damping spring 244 is sleeved outside the guide limiting cylinder 243, and the two ends thereof are connected to the bolster 23 and the axle support frame 22, respectively.

[0106] Through the arrangement of the guide limiting cylinder 243 and the secondary damping spring 244, when the vibration generated by the vehicle is too large or the load is too large, the secondary damping spring 244 can play a good buffering and damping effect, further improving the damping capacity of the damping unit.

[0107] In some possible embodiments, continuing to refer to Figure 9 and Figure 10The damping unit can further include a damping damping assembly 25. The damping damping assembly 25 includes a damping damper 251, a telescopic guide telescopic part 252, and a three-stage damping spring 253.

[0108] The damping damper 251 is fixedly installed on the saddle 23. The two ends of the guide telescopic part 252 are connected to the damping damper 251 and the axle support frame 22 respectively. The three-stage damping spring 253 is sleeved outside the guide telescopic part 252, and the two ends thereof are connected to the guide telescopic part 252 and the axle support frame 22 respectively.

[0109] Through the arrangement of the damping damping assembly 25, when the vehicle has a small vibration, the electromagnetic damping assembly 24 cooperates with the damping damper 251 to more effectively suppress the vibration of the vehicle; when the vibration of the vehicle is too large or subjected to a limit load impact, the three-stage damping spring 253 can well suppress the vibration and absorb the vibration energy, so that the vehicle runs more stably on the track 100.

[0110] In some embodiments, considering that a pair of first wheels 20 is generally arranged on a single axle support frame 22, as shown in Figure 9 , two damping units can be arranged on a single axle support frame 22, and the two damping units are symmetrically arranged along the width direction of the vehicle body 10.

[0111] This design can improve the damping capacity of the vehicle, and can actively control the swing angle (i.e., the roll attitude) of the vehicle body 10 in the width direction of the vehicle body 10 by adjusting the electromagnetic force generated by the electromagnetic damping assembly 24 in the two damping units, thereby helping to improve the high-speed passing ability and stability of the vehicle on the track 100, especially when passing a curve or on an uneven track 100.

[0112] Embodiment 6

[0113] On the basis of embodiment 5, embodiment 6 of the present application provides another road-rail vehicle. Different from embodiment 5, the road-rail vehicle provided in embodiment 6 further includes a road condition monitoring component 70 and a controller (not shown in the figure). The controller in embodiment 6 can be the same controller as the controller in embodiment 3, that is, the general controller of the vehicle.

[0114] In combination with the content shown in Figure 1 , the road condition monitoring component 70 can be arranged at the bottom of the vehicle body 10, and is configured to monitor the unevenness of the track 100 and send an unevenness signal. As a preferred, the road condition monitoring component 70 can be a laser radar sensor arranged at the bottom of the vehicle body 10 to obtain more accurate unevenness signals as possible.

[0115] The controller is in signal connection with the road condition monitoring component 70 and the electromagnetic coil 241. The controller is configured to adjust the current of the electromagnetic coil 241 based on the unevenness signal from the road condition monitoring component 70, so as to control the electromagnetic force generated by the electromagnetic damping assembly 24, thereby actively suppressing the vibration of the vehicle body 10.

[0116] It can be understood that the above design realizes the change from "passive response" of the damping unit to "active anticipation", so that the vehicle can automatically dynamically adjust the damping capacity according to the unevenness of the track 100, thereby providing support for further improving the stability and comfort of the vehicle when driving on the track 100.

[0117] Embodiment 7

[0118] Based on the embodiment 1, the embodiment 7 of the present application provides another all-terrain vehicle, specifically, the structure of the vehicle body 10 is further optimized.

[0119] In combination with Figure 1 the content shown in the figure, in this embodiment 7, the vehicle body 10 includes a first vehicle body part 11 and a second vehicle body part 12 arranged in sequence along the length direction of the vehicle body 10.

[0120] A telescopic driving mechanism 80 is arranged between the first vehicle body part 11 and the second vehicle body part 12. The telescopic driving mechanism 80 is used to drive the first vehicle body part 11 and the second vehicle body part 12 to move relatively along the length direction of the vehicle body 10, so as to change the distance between the first vehicle body part 11 and the second vehicle body part 12.

[0121] This design constructs a length-adjustable vehicle body 10, which effectively improves the use flexibility of the vehicle. For example, when the vehicle is driving on the road, the length of the vehicle body 10 can be appropriately shortened to improve the maneuverability and passability of the vehicle; when the vehicle is driving on the track 100, the length of the vehicle body 10 can be appropriately increased to improve the driving stability of the vehicle.

[0122] In some possible embodiments, the first vehicle body part 11 and the second vehicle body part 12 are slidingly connected. As Figure 1 shown, the telescopic driving mechanism 80 can include a lead screw support 81 and a lead screw motor 82.

[0123] The lead screw support 81 is fixedly arranged on the first vehicle body part 11. The lead screw motor 82 is fixedly arranged on the second vehicle body part 12. The lead screw 821 of the lead screw motor 82 extends along the length direction of the vehicle body 10 and passes through the lead screw support 81. The lead screw 821 and the lead screw support 81 are in threaded connection.

[0124] In this way, by controlling the forward and reverse rotation of the screw rod motor 82, the first vehicle body part 11 can be driven to reciprocate along the axial direction of the screw rod 821 based on the screw transmission principle, so as to adjust the length of the vehicle body 10. This design helps to improve the accuracy and stability during the length adjustment of the vehicle body 10.

[0125] The preferred embodiments of the present application have been described above with the aid of drawings and are not intended to limit the application, which can be modified and changed by those skilled in the art without departing from the spirit and principles of the application. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present application shall be included in the protection scope of the present application.

Claims

1. An amphibious vehicle comprising a vehicle body; said vehicle body being provided with first wheels for travel on a track, and second wheels for travel on a road and being liftable; characterized in that, The force arm mechanism is arranged on both sides of the vehicle body and comprises: A first telescopic member arranged vertically and rotationally connected with the vehicle body; an axis of the first telescopic member is perpendicular to a bottom plane of the vehicle body; A first rotary driving part fixedly arranged on the vehicle body and used for applying a torque to the first telescopic member to force the first telescopic member to rotate around its axis; The movable end of the first telescopic member is used for supporting the bearing surface to force the vehicle body to rotate around the axis of the first telescopic member by the torque applied by the first rotary driving part when the conversion action is performed; The movable end of the first telescopic member is provided with a supporting leg structure, and the supporting leg structure comprises: A steering driving part arranged at the movable end of the first telescopic member; A rotating arm, a first end of the rotating arm is drivingly connected with the steering driving part and forms a first rotary pair, a rotary axis of the first rotary pair is perpendicular to the axis of the first telescopic member, and the steering driving part is used for driving the rotating arm to rotate around the rotary axis of the first rotary pair; A supporting arm, a second end of the rotating arm is hingedly connected with the supporting arm and forms a second rotary pair, a rotary axis of the second rotary pair is parallel to the rotary axis of the first rotary pair; A second telescopic member arranged between the supporting arm and the rotating arm and used for driving the supporting arm to rotate around the rotary axis of the second rotary pair.

2. The amphibious vehicle of claim 1, wherein, The vehicle body comprises a first vehicle body part and a second vehicle body part arranged in sequence along a length direction of the vehicle body; A telescopic driving mechanism is arranged between the first vehicle body part and the second vehicle body part, and the telescopic driving mechanism is used for driving the first vehicle body part and the second vehicle body part to relatively move along the length direction of the vehicle body.

3. The amphibious vehicle of claim 2, wherein, The first vehicle body part and the second vehicle body part are slidingly connected; The telescopic driving mechanism comprises: A screw rod support fixedly arranged on the first vehicle body part; A screw rod motor fixedly arranged on the second vehicle body part, a screw rod of the screw rod motor extends along the length direction of the vehicle body and passes through the screw rod support, and the screw rod is threadedly connected with the screw rod support.

4. The amphibious vehicle of claim 1, wherein, The first wheel is mounted on a vehicle axle supporting frame, the vehicle axle supporting frame is connected with a bolster fixedly arranged on the vehicle body through a damping unit; The damping unit comprises an electromagnetic damping assembly arranged vertically, and the electromagnetic damping assembly comprises an electromagnetic coil and a permanent magnet; The electromagnetic coil is fixedly mounted on the vehicle axle supporting frame, and the permanent magnet is fixedly mounted on the bolster and magnetically coupled with the electromagnetic coil.

5. The amphibious vehicle of claim 4, wherein, The electromagnetic damping assembly further comprises a guide limiting cylinder and a secondary damping spring; The guide limiting cylinder is fixedly arranged on the bolster and arranged vertically, and the electromagnetic coil and the permanent magnet are located inside the guide limiting cylinder; The secondary damping spring is sleeved outside the guide limiting cylinder, and two ends of the secondary damping spring are connected with the bolster and the vehicle axle supporting frame respectively.

6. The amphibious vehicle of claim 4, wherein, The damping unit further comprises a damping damping assembly, and the damping damping assembly comprises: A damping damper fixedly mounted on the bolster; A guide telescopic part, two ends of the guide telescopic part are connected with the damping damper and the vehicle axle supporting frame respectively. A third shock-absorbing spring is sleeved outside the guiding telescopic part, and two ends of the third shock-absorbing spring are connected with the guiding telescopic part and the axle support frame respectively.

7. The amphibious vehicle of claim 1, wherein, The second wheel is connected with the vehicle body through a third telescopic part, and the third telescopic part is used to drive the second wheel to vertically ascend and descend. A second rotary driving part is further arranged on the vehicle body, and the second rotary driving part is used to drive the third telescopic part and the second wheel to rotate 360° around a vertical axis.

8. The amphibious vehicle of claim 7, wherein, An annular slide rail corresponding to the second wheel is further arranged on the vehicle body, and the vertical axis passes through the center of the annular slide rail. A connecting arm is arranged on the third telescopic part, and a sliding part is arranged on the end of the connecting arm away from the third telescopic part, and the sliding part can slide along the annular slide rail.

9. The amphibious vehicle of claim 1, wherein, An image acquisition component is further arranged on the vehicle body, and the image acquisition component is configured to acquire an image containing the first wheel and the track. Further comprising a controller, which is signal connected with the image acquisition component and the first rotary driving part, and is configured to identify a wheel-rail gap between the first wheel and the track based on the image acquired by the image acquisition component, and control the first rotary driving part to act based on the wheel-rail gap.

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