Vehicle underwater sailing attitude adjusting system and vehicle

Abstract

The invention provides a vehicle underwater sailing attitude adjusting system and a vehicle, and the vehicle underwater sailing attitude adjusting system comprises an anti-collision beam floating body assembly which is arranged on a vehicle front anti-collision beam; the fender floating body assembly is arranged in a space area formed by the interior of a vehicle fender, a vehicle body metal plate and a fender, and the part, provided with buoyancy, of the fender floating body assembly is located above a vehicle floating line so as to provide buoyancy reserve for a vehicle; and the bottom protection plate upper floating body assembly is arranged in a space area formed by the upper part of the vehicle bottom protection plate and the vehicle auxiliary frame. According to the vehicle underwater navigation attitude adjusting system, the multiple floating body assemblies are arranged on the front portion of the vehicle, the yawing angle of the vehicle in water can be effectively reduced, and therefore the navigation speed and the driving safety are improved.

Description

Technical Field

[0001] This application relates to the field of amphibious vehicle technology, and more particularly to a vehicle underwater navigation attitude adjustment system and vehicle. Background Technology

[0002] With continuous technological advancements, amphibious off-road vehicles are increasingly favored by users. These vehicles can not only travel on land but also navigate in slow-moving rivers and lakes, providing drivers with a unique off-road experience and emotional value. However, due to the limitations of most current vehicle layouts, there is a common "front-heavy" vehicle arrangement, resulting in a forward-biased center of gravity. Consequently, vehicles often exhibit a nose-down posture in water. This phenomenon, similar to a ship's "bow-climbing," is unacceptable on water and can also pose navigational safety hazards to amphibious vehicles.

[0003] In related technologies, amphibious vehicles currently typically exhibit a bow-tilt configuration in water. To ensure navigational safety, vehicle speeds in water are often limited to low levels; further increases in speed would pose a threat to the lives of the occupants. Summary of the Invention

[0004] This application aims to at least partially solve one of the technical problems in the aforementioned technologies.

[0005] Therefore, one objective of this application is to propose a vehicle underwater navigation attitude adjustment system, which can effectively reduce the vehicle's bow tilt angle in water by setting multiple sets of float assemblies at the front of the vehicle, thereby improving navigation speed and driving safety.

[0006] Another objective of this application is to propose a vehicle.

[0007] To achieve the above objectives, the first aspect of this application proposes a vehicle underwater navigation attitude adjustment system, comprising: a front bumper float assembly disposed on the front bumper of the vehicle; a fender float assembly disposed inside the fender, within the space formed by the vehicle body sheet metal and the mudguard, wherein the buoyancy portion of the fender float assembly is above the vehicle's waterline to provide buoyancy reserve for the vehicle; and an upper underbody float assembly disposed within the space formed by the upper part of the vehicle's underbody and the vehicle subframe.

[0008] In addition, the vehicle underwater navigation attitude adjustment system proposed in the above embodiments of this application may also have the following additional technical features: In one embodiment of this application, the anti-collision beam float assembly includes a front anti-collision beam float, a left rear anti-collision beam float, and a right rear anti-collision beam float. The front anti-collision beam float is disposed between the front of the vehicle's front anti-collision beam and the vehicle's bumper. The left rear anti-collision beam float is disposed within a triangular area formed by the left rear of the vehicle's anti-collision beam and the left side frame suspension support beam. The right rear anti-collision beam float is disposed within a triangular area formed by the right rear of the vehicle's anti-collision beam and the right side frame suspension support beam.

[0009] In one embodiment of this application, the fender float assembly includes a left fender float and a right fender float, wherein the left fender float is located in the space area formed by the left front longitudinal beam, the left front wheel fender and the left fender, and the right fender float is located in the space area formed by the right front longitudinal beam, the right front wheel fender and the right fender.

[0010] In one embodiment of this application, multiple metal brackets are pre-embedded inside the anti-collision beam float assembly, the fender float assembly, and the upper float assembly of the underbody protection plate, respectively. The multiple metal brackets are connected to the vehicle body by the anti-collision beam float assembly, the fender float assembly, and the upper float assembly of the underbody protection plate through a first fastener.

[0011] In one embodiment of this application, the pre-embedded depth D of the metal bracket is greater than or equal to 10 mm, and the cross-section of the metal bracket is arranged in a T-shape.

[0012] In one embodiment of this application, the interior of the anti-collision beam float assembly, the fender float assembly, and the upper float assembly of the bottom guard plate are respectively provided with cavities, wherein each cavity includes a first channel and a second channel, wherein the first channel is connected to the second channel, the diameter of the first channel is smaller than that of the second channel, one end of the first channel is connected to the external environment, and is arranged perpendicular to the ground.

[0013] In one embodiment of this application, there are multiple cavities, and the first channel of one cavity is connected to the second channel of another cavity.

[0014] In one embodiment of this application, the anti-collision beam float assembly, the fender float assembly, and the upper float assembly of the bottom guard plate are arranged in a split structure, and the split structure is connected by a second fastener.

[0015] In one embodiment of this application, the metal support is located within the second channel of the cavity.

[0016] A second aspect of this application provides a vehicle including the vehicle underwater navigation attitude adjustment system of the first aspect embodiment.

[0017] Compared with the prior art, the technical solution provided in this application has the following beneficial effects: The vehicle underwater navigation attitude adjustment system and vehicle in the embodiments of this application can effectively reduce the bow tilt angle of the vehicle in the water by arranging the anti-collision beam float assembly, the fender float assembly and the upper float assembly of the bottom guard plate at the front of the vehicle, thereby improving navigation speed and driving safety.

[0018] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0019] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is an exploded view of a vehicle underwater navigation attitude adjustment system according to an embodiment of this application; Figure 2 This is a schematic diagram of the vehicle underwater navigation attitude adjustment system according to an embodiment of this application, showing its layout at the front of the vehicle. Figure 3 This is a cross-sectional schematic diagram of the connection structure between a vehicle underwater navigation attitude adjustment system and the vehicle body sheet metal according to an embodiment of this application; Figure 4 This is a schematic diagram of the internal structure of the buoyancy assembly of a vehicle underwater navigation attitude adjustment system according to an embodiment of this application; Figure 5 This is a schematic diagram of the internal structure of the buoyancy assembly of a vehicle underwater navigation attitude adjustment system according to another embodiment of this application; Figure 6 This is a schematic diagram of the connection structure between the buoyancy assembly and the metal bracket of a vehicle underwater navigation attitude adjustment system according to an embodiment of this application; Figure 7 This is a schematic diagram of a vehicle underwater navigation attitude adjustment system and vehicle structure according to an embodiment of this application.

[0020] Reference numerals: 100, anti-collision beam float assembly; 101, front anti-collision beam float; 102, left rear anti-collision beam float; 103, right rear anti-collision beam float; 200, fender float assembly; 201, left fender float; 202, right fender float; 300, upper underbody fender float assembly; 400, metal bracket; 500, cavity; 501, first channel; 502, second channel. Detailed Implementation

[0021] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0022] The vehicle underwater navigation attitude adjustment system according to an embodiment of this application is described below with reference to the accompanying drawings.

[0023] like Figures 1-7 As shown, the vehicle underwater navigation attitude adjustment system of this application embodiment may include: The anti-collision beam float assembly 100 is installed on the front anti-collision beam of the vehicle; The fender float assembly 200 is located inside the vehicle fender, in the space area formed by the body sheet metal and the fender. The fender float assembly 200 provides buoyancy above the vehicle's waterline to provide buoyancy reserves for the vehicle. The upper float assembly 300 of the underbody protection plate is located in the space area formed by the upper part of the vehicle's underbody protection plate and the vehicle's subframe.

[0024] Specifically, during the amphibious vehicle's wading navigation, the anti-collision beam float assembly 100, the fender float assembly 200, and the upper float assembly 300 of the underbody protection plate provide buoyancy at the front of the vehicle. Among them, the buoyancy provided by the fender float assembly 200 is mainly above the vehicle's waterline, providing buoyancy reserves for the entire vehicle to cope with the impact of waves during navigation and ensure the vehicle's safety on water.

[0025] This embodiment improves the vehicle's ability to adjust its navigation attitude in water by installing a crash beam float assembly 100 at the front of the vehicle, configuring a fender float assembly 200 inside the fender, and setting an upper float assembly 300 on the underbody protection plate between the underbody protection plate and the subframe. This system is designed to address various complex aquatic environments.

[0026] In one embodiment of this application, such as Figure 1 As shown, the anti-collision beam float assembly 100 includes a front anti-collision beam float 101, a left rear anti-collision beam float 102, and a right rear anti-collision beam float 103.

[0027] Among them, the front anti-collision beam float 101 is set between the front of the vehicle's front anti-collision beam and the vehicle's bumper, the left rear anti-collision beam float 102 is set in the triangular area formed by the left rear of the vehicle's anti-collision beam and the left frame suspension support beam, and the right rear anti-collision beam float 103 is set in the triangular area formed by the right rear of the vehicle's anti-collision beam and the right frame suspension support beam.

[0028] In one embodiment of this application, such as Figure 1 As shown, the fender float assembly 200 includes a left fender float 201 and a right fender float 202.

[0029] The left fender float 201 is located in the space area formed by the left front longitudinal beam, the left front wheel mudguard and the left fender of the vehicle, while the right fender float 202 is located in the space area formed by the right front longitudinal beam, the right front wheel mudguard and the right fender of the vehicle.

[0030] In one embodiment of this application, such as Figures 1-3 As shown, multiple metal brackets 400 are pre-embedded inside the anti-collision beam float assembly 100, the fender float assembly 200, and the upper float assembly of the underbody protection plate 300. The multiple metal brackets 400 are connected to the vehicle body by the first fastener.

[0031] It should be noted that the first fastener described in this embodiment can be a bolt, a plastic clip, etc., and its specific connection structure and installation method have been disclosed in the prior art, so they will not be described in detail here.

[0032] Specifically, the front bumper beam float 101 is located at the front of the vehicle's front bumper beam, and the metal bracket 400 pre-embedded inside the front bumper beam float 101 is connected to the nut on the front bumper beam by bolts; the left rear bumper beam float 102 is located in the triangular area formed by the left rear of the vehicle's front bumper beam and the left frame suspension support beam, and the metal bracket 400 pre-embedded inside the left rear bumper beam float 102 is connected to the nut on the left frame suspension support beam by bolts; the right rear bumper beam float 103 is located in the triangular area formed by the right rear of the vehicle's front bumper beam and the right frame suspension support beam, and the metal bracket 400 pre-embedded inside the right rear bumper beam float 103 is connected to the nut on the right frame suspension support beam by bolts.

[0033] The left fender float 201 is located in the space area formed by the left front longitudinal beam, the left front wheel fender, and the left fender. The metal bracket 400 embedded inside the left fender float 201 is connected to the nut on the left front longitudinal beam of the vehicle body by bolts. The right fender float 202 is located in the space area formed by the right front longitudinal beam, the right front wheel fender, and the right fender of the vehicle body. The metal bracket 400 embedded inside the right fender float 202 is connected to the nut on the right front longitudinal beam of the vehicle body by bolts.

[0034] The upper float assembly 300 of the underbody protection plate is located in the space area formed by the underbody protection plate and the front suspension subframe. The metal bracket 400 pre-embedded inside the upper float assembly 300 of the underbody protection plate is connected to the nut on the underbody protection plate by bolts.

[0035] Understandably, the above connection method can securely connect the anti-collision beam float assembly 100, the fender float assembly 200, and the upper float assembly 300 of the underbody protection plate to the vehicle body as a whole, ensuring reliability during subsequent vehicle use.

[0036] In one embodiment of this application, such as Figure 3 As shown, the pre-embedded depth D of the metal bracket 400 is greater than or equal to 10 mm, and the cross-section of the metal bracket 400 is arranged in a T-shape.

[0037] It is understandable that the pre-embedded depth D of the metal bracket 400 is greater than or equal to 10 mm, and the cross-section of the metal bracket 400 is arranged in a T-shaped structure, which can ensure that the metal bracket 400 has sufficient "pull-out force" and "resistance torque" to prevent the floating material from "bursting out" or "peeling out" and to compensate for the differences in material properties.

[0038] Specifically, the deeper the metal bracket 400 is embedded at a depth D, the larger the contact area between the metal bracket 400 and the surrounding floating material, the stronger the "clamping force" and "friction force" of the floating material on the metal bracket 400, and the greater the pull-out resistance it can provide.

[0039] Under long-term vibration and load on body sheet metal parts, stress concentrates in the shallow area, which can easily lead to plastic deformation, cracking, or delamination of the base material around the metal bracket 400, ultimately resulting in connection failure. Sufficient depth and a larger contact area can distribute stress more evenly throughout a larger volume of material.

[0040] The metal support 400 and the float material have significantly different coefficients of thermal expansion. When the temperature changes, their expansion and contraction amounts differ, which can generate significant stress at the interface. A deeper embedment depth D provides a longer "stress buffer zone," absorbing this difference through the elastic deformation of the material and preventing destructive stress concentration at the interface.

[0041] By setting the cross-section of the metal bracket 400 into a T-shaped structure and pre-embedding it at a depth D greater than or equal to 10 mm, an anchoring point sufficient to match the strength and high reliability of the metal vehicle body sheet metal connection can be established in a relatively weak non-metallic material (floating material). It ensures that the connection between the floating body and the vehicle body is absolutely safe, durable, and will not loosen under complex operating conditions by providing sufficient pull-out resistance, dispersing stress, compensating for material differences, and resisting dynamic fatigue.

[0042] In one embodiment of this application, such as Figure 4 As shown, the anti-collision beam float assembly 100, the fender float assembly 200, and the bottom guard plate upper float assembly 300 are each provided with a cavity 500 inside.

[0043] The cavity 500 includes a first channel 501 and a second channel 502. The first channel 501 is connected to the second channel 502. The diameter of the first channel 501 is smaller than that of the second channel 502. One end of the first channel 501 is connected to the external environment and is arranged perpendicular to the ground.

[0044] It should be noted that the cavity 500 described in this embodiment can be set at a preset position in the anti-collision beam float assembly 100, the fender float assembly 200 and the upper float assembly 300 of the bottom guard plate. This preset position can be determined according to the actual situation. Specifically, the cavity 500 can be set on a float material with a certain thickness and longitudinal height, and multiple cavities 500 can be set on a float assembly.

[0045] Specifically, at the moment when the amphibious vehicle is wading through water, since the diameter of the first channel 501 is smaller than that of the second channel 502, the first channel 501 is sealed by the external water source before the air in the second channel 502 can be discharged through the first channel 501. Therefore, a buoyancy chamber can be formed at the cavity 500, thereby providing sufficient buoyancy reserve for the vehicle and ensuring its floating ability and stability on the water.

[0046] In one embodiment of this application, such as Figure 5 As shown, there are multiple cavities 500, and the first channel 501 of one cavity 500 is connected to the second channel 502 of another cavity 500.

[0047] It should be noted that the number of cavities 500 described in this embodiment is multiple, meaning that within the same longitudinal height range, one cavity 500 is connected to another cavity 500.

[0048] Specifically, the layout of the cavity 500 can form a mechanical structure similar to an "I-beam" with reduced material usage, significantly improving the bending and torsional stiffness of the cavity 500 in the float assembly and avoiding the problem of easy deformation.

[0049] The multi-chamber design improves buoyancy: even if water enters through a partial breach, the other chambers can still provide buoyancy.

[0050] In addition, when a vehicle is involved in a collision or crush, the cavity 500 structure can absorb impact energy through orderly crushing deformation, playing a buffering and protective role, protecting the people inside and outside the vehicle as well as the vehicle's important equipment.

[0051] As a possible scenario, in order to further improve the stability of the vehicle when wading, the size of the cavity 500 can be designed in different parts of the float assembly as needed. For example, the bottom cavity 500 of the float assembly has a smaller diameter and plays the role of counterweight, while the top cavity 500 has a larger diameter to provide sufficient buoyancy reserve and optimize the overall stability of the float assembly.

[0052] In the embodiments of this application, providing a cavity 500 on the float assembly also has the following advantages: First, it has excellent heat insulation and sound insulation effects. Specifically, heat transfer mainly occurs through conduction, convection, and radiation. The cavity 500 structure interrupts the heat conduction path of solid materials, and the air inside the cavity has a very low thermal conductivity, making it an excellent heat insulation material. Sound travels in the form of waves, and the sound is weakened by reflection after entering the cavity 500, thereby significantly reducing road noise from the chassis, tire splashing noise, and the "whooshing" sound of water impacting the chassis when wading through water. This greatly improves the vehicle's NVH (noise, vibration, and harshness) performance, creating a quieter in-vehicle environment.

[0053] Secondly, it can suppress underwater waves when a vehicle is wading through water, thereby optimizing the vehicle's stability. Specifically, when a vehicle moves forward through water, it pushes the water flow, easily forming organized and continuous waves or eddies in front of, to the sides of, and under the vehicle. These fluid movements generate irregular lift, drag, and lateral forces, causing the vehicle to sway, rock, or even lose steering stability. By arranging a cavity 500 with a first channel 501 at the bottom of the float assembly, the float assembly is divided into multiple small units. When water flows through, the continuous water flow is broken and divided by the first channel 501. Some water flows into the first channel 501, generating complex eddies and turbulence. These micro-turbulences consume the macro-kinetic energy of the water flow. The overall effect is to transform potentially large-amplitude, long-period harmful waves into small-amplitude, high-frequency turbulent water flows with dissipated energy, thereby enhancing the vehicle's wading posture stability and safety.

[0054] In one embodiment of this application, such as Figure 5 As shown, the anti-collision beam float assembly 100, the fender float assembly 200, and the bottom guard plate upper float assembly 300 are arranged in a split structure, and the split structure is connected by a second fastener.

[0055] It is understandable that a single, integral float assembly is difficult to process into complex internal cavities (such as the cavity 500 mentioned above), while a split structure can separate the cavity 500 into multiple parts for separate molding, reducing mold complexity and processing difficulty.

[0056] In addition, the through-type structure allows for the placement of reinforcing ribs or partitions within the cavity 500 to enhance bending and compressive strength. Furthermore, the split-type structure allows for flexible combination of dimensions and shapes to meet specific usage requirements, thus expanding its adaptability.

[0057] It should be noted that the second fastener described in this embodiment can be a bolt, which can bear a large mechanical load and has the advantage of being detachable, but it needs to be used with a waterproof gasket or sealant to prevent water seepage.

[0058] The second fastener can also be replaced by adhesive bonding, hot melt welding, etc., to provide integrity and seal gaps. Common adhesives include epoxy resin, polyurethane glue, or special foam glue.

[0059] In one embodiment of this application, such as Figure 6 As shown, the metal support 400 is located in the second channel 502 of the cavity 500.

[0060] It should be noted that the metal bracket 400 described in this embodiment is located in the second channel 502 of the cavity 500. The split structure of the float assembly facilitates the installation of the metal bracket 400. Furthermore, during the vehicle's wading through water, water cannot enter the second channel 502 and come into contact with the metal bracket 400 and the first fixing member, thereby avoiding the problem of corrosion of the metal bracket 400 and the first fixing member after contact with water, and thus extending the service life of the metal bracket 400 and the first fixing member.

[0061] In the embodiments of this application, the side of the first fastener away from the metal bracket 400 (nut) can be coated with a paint layer to achieve the effect of rust prevention.

[0062] In the embodiments of this application, the anti-collision beam float assembly 100, the fender float assembly 200, and the bottom guard upper float assembly 300 are made of EPP foam material.

[0063] As is understandable, EPP foam material is a high-performance foam plastic, short for Expandable Polypropylene Foam. It is a closed-cell foam material made from polypropylene resin as a base material through physical foaming (usually using carbon dioxide or nitrogen as a foaming agent) and compression molding processes. It has advantages such as low density, high strength, high temperature resistance, flame retardancy, and environmental friendliness.

[0064] The vehicle according to the embodiments of the present invention includes the vehicle underwater navigation attitude adjustment system in the above embodiments, and has all the beneficial effects of the vehicle underwater navigation attitude adjustment system, so it will not be described again here.

[0065] In summary, the vehicle underwater navigation attitude adjustment system and vehicle of this application embodiment, by arranging the anti-collision beam float assembly, the fender float assembly and the upper float assembly of the bottom guard plate at the front of the vehicle, can effectively reduce the bow angle of the vehicle in the water, thereby improving navigation speed and driving safety.

[0066] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0067] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0068] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a communication connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0069] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0070] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A vehicle underwater navigation attitude adjustment system, characterized in that, include: A front bumper float assembly (100) is mounted on the front bumper beam of a vehicle; Fender float assembly (200) is disposed inside the vehicle fender, in the space area formed by the body sheet metal and the mudguard, and the fender float assembly (200) provides buoyancy above the vehicle's waterline to provide buoyancy reserve for the vehicle; The upper float assembly (300) of the underbody is disposed in the space area formed by the upper part of the vehicle underbody and the vehicle subframe.

2. The vehicle underwater navigation attitude adjustment system according to claim 1, characterized in that, The anti-collision beam float assembly (100) includes a front anti-collision beam float (101), a left rear anti-collision beam float (102), and a right rear anti-collision beam float (103), wherein, The front anti-collision beam float (101) is located between the front of the vehicle's front anti-collision beam and the vehicle's bumper; The left rear float (102) of the anti-collision beam is located in the triangular area formed by the left rear of the vehicle anti-collision beam and the left frame suspension support beam; The right rear float (103) of the anti-collision beam is located in the triangular area formed by the right rear of the vehicle anti-collision beam and the right side frame suspension support beam.

3. The vehicle underwater navigation attitude adjustment system according to claim 1, characterized in that, The fender float assembly (200) includes a left fender float (201) and a right fender float (202), wherein, The left fender float (201) is located in the space area formed by the left front longitudinal beam, the left front wheel mudguard and the left fender of the vehicle, and the right fender float (202) is located in the space area formed by the right front longitudinal beam, the right front wheel mudguard and the right fender of the vehicle.

4. The vehicle underwater navigation attitude adjustment system according to claim 1, characterized in that, Multiple metal brackets (400) are pre-embedded inside the anti-collision beam float assembly (100), the fender float assembly (200), and the upper float assembly of the bottom guard plate (300). The multiple metal brackets (400) are respectively connected to the vehicle body by the first fastener.

5. The vehicle underwater navigation attitude adjustment system according to claim 4, characterized in that, The pre-embedded depth D of the metal bracket (400) is greater than or equal to 10 mm, and the cross-section of the metal bracket (400) is arranged in a T-shaped structure.

6. The vehicle underwater navigation attitude adjustment system according to claim 4, characterized in that, The anti-collision beam float assembly (100), the fender float assembly (200), and the upper float assembly of the bottom guard plate (300) are each provided with a cavity (500), wherein, The cavity (500) includes a first channel (501) and a second channel (502), wherein the first channel (501) is connected to the second channel (502), the diameter of the first channel (501) is smaller than that of the second channel (502), one end of the first channel (501) is connected to the external environment, and is arranged perpendicular to the ground.

7. The vehicle underwater navigation attitude adjustment system according to claim 6, characterized in that, The number of cavities (500) is multiple, and the first channel (501) of one cavity (500) is connected to the second channel (502) of another cavity (500).

8. The vehicle underwater navigation attitude adjustment system according to claim 1, characterized in that, The anti-collision beam float assembly (100), the fender float assembly (200), and the bottom guard plate upper float assembly (300) are arranged in a split structure, and the split structure is connected by a second fastener.

9. The vehicle underwater navigation attitude adjustment system according to claim 6, characterized in that, The metal support (400) is located within the second channel (502) of the cavity (500).

10. A vehicle, characterized in that, Including the vehicle underwater navigation attitude adjustment system as described in any one of claims 1-9.

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