Hydraulic system for oil-gas suspension of an amphibious vehicle

Abstract

The utility model discloses an amphibious vehicle's oil gas suspension hydraulic system, including oil gas spring, lock valve, partition valve, reversing valve and energy accumulator, the energy accumulator is connected with the one end cavity of oil gas spring through lock valve, still include the pilot handle for system control, and the both ends of pilot handle are connected with the both ends of oil gas spring through lock valve and partition valve respectively. This amphibious vehicle's oil gas suspension hydraulic system is reasonable in design, and through hydraulic control reversing, the type of component selection is greatly reduced, and the difficulty of selection is reduced, and the system is simplified, and the development efficiency is improved, and need not be equipped with electric control and other systems, can effectively reduce cost greatly.

Description

Technical Field

[0001] This utility model relates to the field of amphibious vehicle technology, and in particular to an oil-gas suspension hydraulic system for an amphibious vehicle. Background Technology

[0002] As a control system for vehicle suspension, the hydraulic suspension system of amphibious vehicles is widely used due to its advantages such as high load-bearing capacity, good vibration damping effect, large energy storage ratio, small size, rigid locking, and adjustable chassis. However, the operation of the hydraulic system is mainly achieved through solenoid valves. In traditional technology, to achieve various load actions, the hydraulic system must be equipped with a separate electronic control system; that is, the electronic control system sends commands to the solenoid valves to control the oil circuit opening and closing, thereby realizing the chassis lifting and lowering.

[0003] Existing amphibious vehicle suspension hydraulic systems have the following shortcomings: 1. A large variety of components are required, making selection difficult; 2. Troubleshooting amphibious vehicle suspension hydraulic systems is difficult; 3. They are highly dependent on the electronic control system, requiring additional professional electrical technicians; in case of a malfunction, two technicians (one hydraulic and one electrical) are needed to analyze and resolve the problem; 4. They are costly, as the electronic control system requires controllers, control programs, wiring harnesses, etc. For example, patent CN215041931U discloses a hydraulic suspension system and amphibious vehicle that are controlled by an electromagnetic proportional directional valve. Utility Model Content

[0004] To address the shortcomings of existing technologies, this utility model provides an oil-gas suspension hydraulic system for an amphibious vehicle, aiming to simplify the system and effectively reduce costs.

[0005] To solve the above-mentioned technical problems, the technical solution adopted by this utility model is as follows:

[0006] The amphibious vehicle's hydropneumatic suspension hydraulic system includes a hydropneumatic spring, a locking valve, an isolation valve, a reversing valve, and an accumulator. The accumulator is connected to one end of the hydropneumatic spring via the locking valve. The system also includes a pilot handle for system control, with both ends of the pilot handle connected to the two ends of the hydropneumatic spring via the locking valve and the isolation valve, respectively.

[0007] Further or preferred:

[0008] The two ends of the reversing valve are respectively connected to the two ends of the oil spring.

[0009] The pilot handle is an integrated pilot control unit.

[0010] A damping valve is provided between the accumulator and the lockout valve.

[0011] The locking valve and the isolation valve are arranged side by side adjacent to each other.

[0012] The damping valve is a throttle valve.

[0013] The accumulator is equipped with a pressure sensor.

[0014] Compared with the prior art, this utility model has the following advantages:

[0015] The amphibious vehicle features a well-designed oil-gas suspension hydraulic system. Through hydraulic control reversing, the variety of components required is greatly reduced, the selection difficulty is decreased, the system is simplified, and the development efficiency is improved. It does not require electronic control or other systems, which can effectively and significantly reduce costs. Attached Figure Description

[0016] The following is a brief explanation of the contents of each of the accompanying drawings and the markings in the drawings:

[0017] Figure 1 This is a schematic diagram of the system architecture of this utility model.

[0018] Figure 2 This is a schematic diagram of the hydraulic reversing principle of this utility model.

[0019] Figure 3 This is a schematic diagram of the hydraulic control principle of this utility model.

[0020] In the picture:

[0021] 1. Pilot handle, 2. Locking valve, 3. Isolation valve, 4. Hydraulic spring, 5. Throttle valve, 6. Accumulator, 7. Directional control valve. Detailed Implementation

[0022] The specific embodiments of this utility model will be further described in detail below with reference to the accompanying drawings and through the description of the examples.

[0023] like Figures 1 to 3 As shown, the amphibious vehicle's hydropneumatic suspension hydraulic system includes a hydropneumatic spring 4, a locking valve 2, an isolation valve 3, a reversing valve 7, an accumulator 6, and a pilot handle 1 for system control. The pilot handle is used to switch the hydraulic valve on and off by controlling the oil supply. The entire pilot handle is integrated into the cab, allowing the driver to raise and lower the chassis by controlling the handle.

[0024] The accumulator is connected to one end of the hydraulic spring via a locking valve. The two ends of the pilot handle are connected to the two ends of the hydraulic spring via a locking valve and an isolation valve, respectively. The directional valve is a lifting control valve, and the two ends of the lifting control valve are connected to the two ends of the hydraulic spring, respectively.

[0025] This invention significantly reduces the variety of components required for hydraulic reversing, simplifies selection, and improves R&D efficiency. Previously, two technicians (one hydraulic and one electrical) were needed to analyze and resolve malfunctions; now, only one hydraulic technician is required. It also reduces reliance on electrical control, simplifying the system as everything except the power take-off method is hydraulically controlled. Furthermore, it lowers costs, eliminating the need for electrical control and other systems. Costs associated with controllers, control programs, wiring harnesses, connectors, electrical design, installation, and cross-departmental communication and coordination are all eliminated, resulting in a cumulative cost reduction of approximately 50%.

[0026] The pilot handle is an integrated pilot control unit that can be integrated into the cab. The pilot control unit can adopt the existing mature pilot control handle structure; the lock-up valve and the isolation valve are arranged side by side, with a compact structure.

[0027] Furthermore, a damping valve is provided between the accumulator and the lockout valve, and the damping valve is a throttle valve 5; a pressure sensor is provided on the accumulator for pressure monitoring, and the operation is stable and reliable.

[0028] Basic suspension principle introduction: The hydraulic system outputs pressure and flow to the throttle valve and then to the directional valve. After passing through the hydraulic lock, it reaches the A1 chamber at one end of the air spring. At the same time, it passes through the isolation valve, the lock-up valve, and the damping valve to enter the accumulator. Uneven road surfaces excite the tires, and the tires excite the air springs. When the air springs are compressed, the hydraulic oil is squeezed into the accumulator to achieve the performance of the spring. When the air springs are extended, the hydraulic oil in the accumulator reduces vibration through the damping valve.

[0029] Taking an amphibious vehicle as an example, when the pilot handle for the locking function is pressed, the hydraulic fluid is connected and enters the locking hydraulic control valve, pushing the valve core to lock, thus separating the accumulator and the hydropneumatic spring. When the pilot handle for the isolation function is pressed, the hydraulic fluid is connected and pushes the isolation valve to reverse, thus isolating the rod-side and rodless-side chambers of the hydropneumatic spring.

[0030] This utility model of an oil-gas suspension hydraulic system has high practical value and low cost, and can be widely applied to the field of amphibious vehicle suspension. It is simple for drivers to operate and easy to maintain.

[0031] The above description is only a preferred embodiment of the present utility model. The above technical features can be arbitrarily combined to form multiple embodiments of the present utility model.

[0032] The present invention has been described above with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the concept and technical solution of the present invention, or the direct application of the concept and technical solution of the present invention to other occasions without modification, are all within the protection scope of the present invention.

Claims

1. A hydraulic system for an amphibious vehicle's air suspension, comprising an air spring, a locking valve, an isolation valve, a directional valve, and an accumulator, wherein the accumulator is connected to one end cavity of the air spring via the locking valve, characterized in that: It also includes a pilot handle for system control, with its two ends connected to the two ends of a gas spring via a locking valve and an isolation valve, respectively.

2. The hydropneumatic suspension hydraulic system of the amphibious vehicle as described in claim 1, characterized in that: The two ends of the reversing valve are respectively connected to the two ends of the oil spring.

3. The hydro-pneumatic suspension hydraulic system of the amphibious vehicle as claimed in claim 1, wherein: The pilot handle is an integrated pilot control unit.

4. The hydropneumatic suspension hydraulic system of the amphibious vehicle as described in claim 1, characterized in that: A damping valve is provided between the accumulator and the lockout valve.

5. The hydropneumatic suspension hydraulic system of the amphibious vehicle as described in claim 1, characterized in that: The locking valve and the isolation valve are arranged side by side adjacent to each other.

6. The hydropneumatic suspension hydraulic system of the amphibious vehicle as described in claim 4, characterized in that: The damping valve is a throttle valve.

7. The hydropneumatic suspension hydraulic system of the amphibious vehicle as described in any one of claims 1 to 6, characterized in that: The accumulator is equipped with a pressure sensor.

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