An amphibious vehicle

Abstract

The application provides an amphibious vehicle, comprising a vehicle body, a driving assembly, a chassis apron and an adjusting mechanism, the vehicle body comprises a vehicle body and a chassis, the chassis is connected with the vehicle body, the driving assembly is used for driving the vehicle body to advance on water; the chassis apron is located at the bottom side of the chassis, the chassis apron generates lift when running in water; the adjusting mechanism is connected with the chassis and the chassis apron respectively, the adjusting mechanism drives the chassis apron to move up and down, so that the chassis apron moves away from the chassis, or so that the chassis apron abuts against the vehicle body. The application can improve the problem that the water slide function is single in the related art, and is in an idle state when running on land.

Description

Technical Field

[0001] This application relates to the technical field of amphibious vehicles, and in particular to an amphibious vehicle. Background Technology

[0002] Amphibious vehicles combine the features of cars and boats, enabling them to travel on both water and land. They are used in tourism, emergency rescue, and adventure experiences. With socio-economic development and the increasing demand for specialized transportation, the need for vehicles capable of both amphibious and land-based travel is growing.

[0003] When amphibious vehicles travel in water, the resistance they experience is significant, limiting their speed and increasing energy consumption. To address these issues, related technologies typically involve mounting wing-shaped hydroplaning plates on both sides of the vehicle. These plates utilize the hydrodynamic lift generated as they move through the water to elevate the vehicle, thereby reducing its surface area submerged and achieving the goals of drag reduction and increased speed.

[0004] However, the above-mentioned water skis are relatively simple in function, only serving their purpose when driving on water. When the vehicle is driving on land, in order to avoid the water skis scraping or colliding with the ground, they need to be retracted by an additional storage mechanism. After being stored, the water skis are idle and not fully utilized. Summary of the Invention

[0005] In order to improve the problem that the water skids in related technologies have only one function and are idle when driving on land, this application provides an amphibious vehicle.

[0006] This application provides an amphibious vehicle, which adopts the following technical solution: An amphibious vehicle, comprising: The vehicle body includes a body and a chassis, with the chassis connected to the body. A drive assembly for propelling the vehicle body forward on water; A chassis guard plate, located on the bottom side of the chassis, generates lift when traveling in water; An adjustment mechanism is provided, which is connected to the chassis and the chassis guard plate respectively. The adjustment mechanism drives the chassis guard plate to move up and down, so that the chassis guard plate moves away from the chassis, or so that the chassis guard plate abuts against the vehicle body.

[0007] By adopting the above technical solution, the chassis skid plate can generate lift to raise the vehicle body when driving on water, reduce the water immersion area and thus reduce drag and increase speed. When driving on land, it can come into contact with the vehicle body to protect the chassis. This realizes the dual function of the water skid plate and the chassis skid plate, avoids structural idleness, improves structural utilization efficiency, and solves the technical problem of the existing technology that the water skid plate has a single function and cannot be fully utilized when driving on land.

[0008] Optionally, the chassis guard plate includes a first chassis guard plate and a second chassis guard plate, and the adjustment mechanism includes a first adjustment mechanism and a second adjustment mechanism; the first adjustment mechanism is connected to the chassis and the first chassis guard plate respectively, and the first adjustment mechanism drives the first chassis guard plate to move up and down; the second adjustment mechanism is connected to the chassis and the second chassis guard plate respectively, and the second adjustment mechanism drives the second chassis guard plate to move up and down.

[0009] By adopting the above technical solution, the first and second chassis guard plates can generate lift at different positions of the vehicle, forming multiple points of force, which is beneficial to the stability of the vehicle's attitude when driving on water and ensures navigation safety.

[0010] Optionally, the first adjustment mechanism includes a push-pull drive source and a connecting rod. The push-pull drive source is connected to the chassis and the connecting rod. The push-pull drive source drives the first chassis guard plate to move up and down through the connecting rod.

[0011] By adopting the above technical solution, the push-pull drive source drives the first chassis guard plate to rise and fall through the connecting rod. The structure is simple and reliable, and it is easy to switch the chassis guard plate between the water driving position and the land driving position.

[0012] Optionally, the first adjustment mechanism further includes a connecting member, and the connecting rod is rotatably connected to the first chassis guard plate through the connecting member; multiple first adjustment mechanisms are provided, and multiple first adjustment mechanisms are used to adjust the pitch angle of the first chassis guard plate.

[0013] By adopting the above technical solution, a rotating connection is achieved through connecting parts. With the coordinated action of multiple first adjustment mechanisms, the pitch angle of the first chassis guard plate can be flexibly adjusted, which is beneficial to adjust the vehicle's driving posture in the water in real time according to the navigation status, and further improve driving stability.

[0014] Optionally, the first chassis guard plate is located at the front of the bottom side of the chassis, and the second chassis guard plate is located at the rear of the bottom side of the chassis, wherein the size of the first chassis guard plate is smaller than the size of the second chassis guard plate.

[0015] By adopting the above technical solution, the smaller first chassis guard plate at the front of the chassis bottom side is more sensitive to the adjustment of the vehicle body, while the larger second chassis guard plate at the rear can generate greater lift to lift the vehicle body. The front and rear cooperation achieves an optimized combination of sensitive adjustment and stable lift.

[0016] Optionally, the first chassis guard plate and the second chassis guard plate have the same structure, and the first adjustment mechanism and the second adjustment mechanism have the same structure.

[0017] By adopting the above technical solutions, it is beneficial to reduce the types of parts, reduce production and manufacturing costs, and simplify maintenance.

[0018] Optionally, the first chassis guard plate includes a guard plate shell, a supporting mesh plate, and a reinforcing layer; the reinforcing layer is connected to the bottom side of the guard plate shell, the supporting mesh plate is connected inside the guard plate shell, and the upper surface of the guard plate shell is set as a curved surface.

[0019] By adopting the above technical solutions, the supporting grid plate can reduce the overall weight while improving the structural strength, the reinforcing layer enhances the wear resistance of the bottom, and the curved surface is conducive to generating stable hydrodynamic lift when driving in water, thus optimizing the comprehensive performance of the chassis guard plate.

[0020] Optionally, the vehicle body further includes a sealing cover connected to the chassis, the sealing cover being used to abut against the outer shell of the protective plate.

[0021] By adopting the above technical solution, the sealing cover and the outer shell of the protective plate abut against each other, which can improve the sealing between the chassis protective plate and the chassis when driving on land, effectively preventing dust, mud and water and other debris from entering the chassis area and enhancing the chassis protection effect.

[0022] Optionally, an abutment groove is formed between the outer shell of the protective plate and the reinforcing layer. When the amphibious vehicle is driving on land, the first adjustment mechanism drives the first chassis protective plate to move closer to the chassis, so that the sealing cover is embedded in the abutment groove.

[0023] By adopting the above technical solution, the sealing cover is embedded in the abutment groove, which further improves the sealing performance between the chassis guard plate and the chassis. At the same time, it realizes the precise positioning and stable connection between the chassis guard plate and the chassis, and enhances the structural stability when driving on land.

[0024] Optionally, the chassis is connected to an intermediate plate, which is located between the first chassis guard plate and the second chassis guard plate; when both the first chassis guard plate and the second chassis guard plate abut against the sealing cover, the intermediate plate abuts against the first chassis guard plate and the second chassis guard plate respectively.

[0025] By adopting the above technical solution, the intermediate plate fills the protective gap between the first chassis guard plate and the second chassis guard plate. When the chassis guard plate comes into contact with the sealing cover, the intermediate plate, together with the first chassis guard plate and the second chassis guard plate, forms a complete chassis protection structure, achieving comprehensive protection of the chassis and preventing damage to the central area of ​​the chassis due to impacts.

[0026] In summary, this application includes at least one of the following beneficial effects: 1. The adjustment mechanism drives the chassis guard plate to rise and move, enabling the conversion between water and land modes. When driving on water, the chassis guard plate generates lift to reduce drag, and when driving on land, it protects the chassis, achieving dual use and improving the efficiency of structural utilization. 2. By setting up a first chassis guard plate and a second chassis guard plate, two lift action points are formed to ensure pitch stability, while achieving sensitive adjustment and optimized coordination of the main lift force; 3. Through the fitting of the sealing cover and the abutment groove, as well as the setting of the intermediate plate, a complete chassis protection is formed when driving on land, which comprehensively improves the chassis protection performance. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the overall structure of the amphibious vehicle according to an embodiment of this application; Figure 2 This is a bottom-view structural diagram of the amphibious vehicle according to an embodiment of this application; Figure 3 This is a schematic diagram of the amphibious vehicle according to an embodiment of this application with the first chassis guard plate removed; Figure 4 This is a schematic diagram of the structure of the first chassis guard plate and the first adjustment mechanism according to an embodiment of this application; Figure 5 This is a cross-sectional structural diagram of the first chassis guard plate in the embodiment of this application.

[0028] Explanation of reference numerals in the attached drawings: 1. Vehicle body; 11. Vehicle body; 12. Chassis; 13. Sealing cover; 2. Drive assembly; 3. Chassis guard plate; 31. First chassis guard plate; 311. Guard plate outer shell; 3111. Abutment groove; 312. Support mesh plate; 313. Reinforcing layer; 32. Second chassis guard plate; 4. Adjustment mechanism; 41. First adjustment mechanism; 411. Push-pull drive source; 412. Connecting rod; 413. Connector; 5. Intermediate plate. Detailed Implementation

[0029] The following combination Figures 1 to 5 This application will be described in further detail.

[0030] This application provides an amphibious vehicle.

[0031] refer to Figure 1 and Figure 2 An amphibious vehicle includes a vehicle body 1, a drive assembly 2, a chassis guard plate 3, an adjustment mechanism 4, and a middle plate 5. The vehicle body 1 includes a body 11 and a chassis 12, with the chassis 12 fixedly connected to the underside of the body 11.

[0032] refer to Figure 1 and Figure 2 The drive assembly 2 is used to propel the vehicle body 1 forward on water. The drive assembly 2 includes a water jet propulsion unit mounted on the underside of the rear of the vehicle body 1. The water jet propulsion unit generates thrust by drawing in water and ejecting it. In other embodiments of this example, the drive assembly 2 may also consist of a motor and a propeller. The motor is fixedly mounted at the rear of the vehicle body 1, and its output shaft is connected to the propeller, generating thrust by driving the propeller to rotate. Preferably, a rudder (not shown in the figure) is also mounted at the rear of the vehicle body 1, allowing the vehicle to be steered on the water by rotating the rudder.

[0033] refer to Figure 2 and Figure 3 The chassis guard plate 3 includes a first chassis guard plate 31 and a second chassis guard plate 32. The first chassis guard plate 31 is located at the front of the bottom side of the chassis 12, and the second chassis guard plate 32 is located at the rear of the bottom side of the chassis 12. The first chassis guard plate 31 and the second chassis guard plate 32 have the same structure.

[0034] refer to Figure 4 and Figure 5 Taking the first chassis guard plate 31 as an example, the first chassis guard plate 31 includes a guard plate outer shell 311, a supporting mesh plate 312, and a reinforcing layer 313. The guard plate outer shell 311 has a flat plate-like structure, and the upper surface of the guard plate outer shell 311 is set as a curved surface. This curved surface is designed as an airfoil surface, so that when the vehicle is traveling on water, the water flow passing over this curved surface can generate the Bernoulli effect, thereby forming a pressure difference between the upper and lower surfaces of the guard plate outer shell 311, generating an upward hydrodynamic lift. This lift can lift the vehicle, reduce the vehicle's submerged area, and thus reduce water resistance and increase the sailing speed.

[0035] refer to Figure 4 and Figure 5 The supporting grid plate 312 is fixedly connected to the inside of the protective plate shell 311. The supporting grid plate 312 adopts a grid structure, which can improve the structural strength and bending stiffness of the first chassis protective plate 31. The cavities in the grid structure of the supporting grid plate 312 can reduce the overall weight of the first chassis protective plate 31, which is beneficial to the buoyancy control of the vehicle in water.

[0036] refer to Figure 4 and Figure 5The reinforcing layer 313 is fixedly connected to the bottom side of the protective plate shell 311. The reinforcing layer 313 can be made of wear-resistant rubber or steel plate. When the vehicle is driving on land, the reinforcing layer 313 protects the protective plate shell 311 from scratches and impacts from road gravel and protrusions, and extends the service life of the first chassis protective plate 31.

[0037] refer to Figure 3 and Figure 4 The adjustment mechanism 4 includes a first adjustment mechanism 41 and a second adjustment mechanism. The first adjustment mechanism 41 is used to drive the first chassis guard plate 31 to move up and down, and the second adjustment mechanism is used to drive the second chassis guard plate 32 to move up and down. The first adjustment mechanism 41 and the second adjustment mechanism have the same structure. Taking the first adjustment mechanism 41 as an example, the first adjustment mechanism 41 includes a push-pull drive source 411, a connecting rod 412, and a connecting piece 413. The push-pull drive source 411 is specifically an electric cylinder or a hydraulic cylinder. The body of the push-pull drive source 411 is fixedly connected to the chassis 12, and the output end of the push-pull drive source 411 is fixedly connected to the connecting rod 412. The connecting rod 412 is rotatably connected to the guard plate shell 311 through the connecting piece 413.

[0038] refer to Figure 3 and Figure 4 The connecting member 413 can specifically be a ball joint or a hinged seat. When a ball joint is used, the ball head of the ball joint is fixedly connected to the end of the connecting rod 412, and the ball seat of the ball joint is fixedly connected to the upper surface of the protective plate housing 311. The ball joint allows the first chassis protective plate 31 to rotate relative to the connecting rod 412, thereby realizing attitude adjustment in the pitch direction. When a hinged seat is used, the hinged seat includes a lug and a pin. The lug is fixed to the protective plate housing 311, and the pin passes through the through hole at the end of the connecting rod 412 and the hole on the lug, realizing a rotatable connection, which can be used to realize attitude adjustment in the pitch direction.

[0039] refer to Figure 3 and Figure 4 Multiple first adjustment mechanisms 41 are provided. In this embodiment, four first adjustment mechanisms 41 are specifically provided, located at the four corners of the first chassis guard plate 31. Through the coordinated extension and retraction of the four first adjustment mechanisms 41, the overall lifting and lowering of the first chassis guard plate 31 can be achieved. By making the extension and retraction lengths of the four first adjustment mechanisms 41 different, the pitch angle of the first chassis guard plate 31 can be adjusted. For example, when the vehicle needs to tilt upwards, the two front first adjustment mechanisms 41 are retracted and the two rear first adjustment mechanisms 41 are extended, so that the first chassis guard plate 31 is higher in the front and lower in the rear, generating a torque that makes the vehicle body 1 tilt upwards; conversely, it generates a torque that makes the vehicle body 1 tilt downwards. This attitude adjustment capability is beneficial for adjusting the vehicle's driving attitude in water in real time according to the sailing speed, load status, and wave conditions, thereby improving driving stability.

[0040] refer to Figure 2 and Figure 3 The first underbody protection plate 31 is smaller than the second underbody protection plate 32. Located at the front, its smaller size allows for more sensitive response to vehicle body attitude adjustments, making it suitable for precise attitude corrections. The second underbody protection plate 32, located at the rear, generates greater hydrodynamic lift, serving as the primary lift source for lifting the vehicle body and reducing drag. The first and second underbody protection plates 31 and 32 generate lift at the front and rear ends of the vehicle body, respectively, creating two points of force application. This contributes to vehicle stability and ensures navigational safety.

[0041] refer to Figure 3 and Figure 4 The sealing cover 13 is fixedly connected to the bottom side of the chassis 12. The sealing cover 13 is rectangular and has a cavity inside. An abutment groove 3111 is formed between the edge of the outer shell 311 and the reinforcing layer 313. The shape and size of the abutment groove 3111 are adapted to the contour of the sealing cover 13. When the vehicle switches from water driving mode to land driving mode, the first adjustment mechanism 41 moves the first chassis guard plate 31 towards the chassis 12 until the sealing cover 13 is embedded in the abutment groove 3111, forming a fitted sealing structure. Similarly, the second adjustment mechanism moves the second chassis guard plate 32 towards the chassis 12, so that the second chassis guard plate 32 abuts against the sealing cover 13. At this time, the first chassis guard plate 31 and the second chassis guard plate 32 together cover the lower side of the chassis 12, forming a chassis protection structure. The fitting of the sealing cover 13 and the abutment groove 3111 can improve the sealing between the chassis guard plate 3 and the chassis 12, effectively preventing dust, mud and rainwater and other debris from entering the chassis 12 area, and protecting the transmission mechanism and pipelines on the chassis 12.

[0042] refer to Figure 2 and Figure 3 The intermediate plate 5 is fixedly connected to the chassis 12 and is located between the first chassis guard plate 31 and the second chassis guard plate 32. When both the first chassis guard plate 31 and the second chassis guard plate 32 are in contact with the sealing cover 13, the intermediate plate 5 is in contact with the first chassis guard plate 31 and the second chassis guard plate 32 respectively, thereby protecting the area of ​​the chassis 12 between the first chassis guard plate 31 and the second chassis guard plate 32 and preventing damage to the middle area of ​​the chassis 12 due to road protrusions.

[0043] The implementation principle of an amphibious vehicle according to an embodiment of this application is as follows: When the vehicle is traveling on water, the first adjustment mechanism 41 and the second adjustment mechanism are controlled to move the first chassis guard plate 31 and the second chassis guard plate 32 a certain distance away from the chassis 12. At this time, the first chassis guard plate 31 and the second chassis guard plate 32 are immersed in water, and the interaction between the first chassis guard plate 31 and the second chassis guard plate 32 and the water flow generates lift. By adjusting the extension and retraction lengths of the four first adjustment mechanisms 41 and the four second adjustment mechanisms respectively, the pitch angle of the first chassis guard plate 31 and the second chassis guard plate 32 can be adjusted in real time, thereby adjusting the navigation attitude of the vehicle body 1 and improving the stability of water navigation; When the vehicle is traveling on land, the first adjustment mechanism 41 and the second adjustment mechanism are controlled to move the first chassis guard plate 31 and the second chassis guard plate 32 closer to the chassis 12 until both the first chassis guard plate 31 and the second chassis guard plate 32 are in contact with the sealing cover 13, and the intermediate plate 5 is in contact with the first chassis guard plate 31 and the second chassis guard plate 32 respectively. At this time, the first chassis guard plate 31, the intermediate plate 5 and the second chassis guard plate 32 form a continuous protective layer, covering the lower surface of the chassis 12 and providing protection for the chassis 12.

[0044] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. An amphibious vehicle, characterized in that, include: The vehicle body (1) includes a body (11) and a chassis (12), the chassis (12) being connected to the body (11); Drive assembly (2), the drive assembly (2) being used to drive the vehicle body (1) to travel on water; Chassis guard plate (3), the chassis guard plate (3) is located on the bottom side of the chassis (12), the chassis guard plate (3) generates lift when traveling in water; Adjustment mechanism (4) is connected to chassis (12) and chassis guard plate (3) respectively. Adjustment mechanism (4) drives chassis guard plate (3) to move up and down, so that chassis guard plate (3) moves away from chassis (12) or abuts against vehicle body (1).

2. An amphibious vehicle according to claim 1, characterized in that: The chassis guard plate (3) includes a first chassis guard plate (31) and a second chassis guard plate (32), and the adjustment mechanism (4) includes a first adjustment mechanism (41) and a second adjustment mechanism; The first adjustment mechanism (41) is connected to the chassis (12) and the first chassis guard plate (31) respectively, and the first adjustment mechanism (41) drives the first chassis guard plate (31) to move up and down; the second adjustment mechanism is connected to the chassis (12) and the second chassis guard plate (32) respectively, and the second adjustment mechanism drives the second chassis guard plate (32) to move up and down.

3. An amphibious vehicle according to claim 2, characterized in that: The first adjustment mechanism (41) includes a push-pull drive source (411) and a connecting rod (412). The push-pull drive source (411) is connected to the chassis (12), and the push-pull drive source (411) is connected to the connecting rod (412). The push-pull drive source (411) drives the first chassis guard plate (31) to move up and down through the connecting rod (412).

4. An amphibious vehicle according to claim 3, characterized in that: The first adjustment mechanism (41) further includes a connector (413), and the connecting rod (412) is rotatably connected to the first chassis guard plate (31) through the connector (413); multiple first adjustment mechanisms (41) are provided, and multiple first adjustment mechanisms (41) are used to adjust the pitch angle of the first chassis guard plate (31).

5. An amphibious vehicle according to claim 4, characterized in that: The first chassis guard plate (31) is located at the front of the bottom side of the chassis (12), and the second chassis guard plate (32) is located at the rear of the bottom side of the chassis (12). The size of the first chassis guard plate (31) is smaller than the size of the second chassis guard plate (32).

6. An amphibious vehicle according to claim 2, characterized in that: The first chassis guard plate (31) and the second chassis guard plate (32) have the same structure, and the first adjustment mechanism (41) and the second adjustment mechanism have the same structure.

7. An amphibious vehicle according to claim 2, characterized in that: The first chassis guard plate (31) includes a guard plate shell (311), a support grid plate (312), and a reinforcing layer (313); the reinforcing layer (313) is connected to the bottom side of the guard plate shell (311), the support grid plate (312) is connected inside the guard plate shell (311), and the upper surface of the guard plate shell (311) is set as a curved surface.

8. An amphibious vehicle according to claim 7, characterized in that: The vehicle body (1) also includes a sealing cover (13), which is connected to the chassis (12) and is used to abut against the outer shell (311) of the protective plate.

9. An amphibious vehicle according to claim 8, characterized in that: An abutment groove (3111) is formed between the outer shell (311) of the protective plate and the reinforcing layer (313). When the amphibious vehicle is driving on land, the first adjustment mechanism (41) drives the first chassis protective plate (31) to move closer to the chassis (12), so that the sealing cover (13) is embedded in the abutment groove (3111).

10. An amphibious vehicle according to claim 8, characterized in that: The chassis (12) is connected to an intermediate plate (5), which is located between the first chassis guard plate (31) and the second chassis guard plate (32). When the first chassis guard plate (31) and the second chassis guard plate (32) are both in contact with the sealing cover (13), the intermediate plate (5) is in contact with the first chassis guard plate (31) and the second chassis guard plate (32) respectively.

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