FR3113027A1 - Undercarriage for amphibious vehicle - Google Patents

Abstract

Title: Undercarriage for an amphibious vehicle Undercarriage (1) for an amphibious vehicle comprising a leg (100) and a first rear wheel (300), the leg (100) being configured to pass the first rear wheel (300) alternately from at least a first position to a second position, characterized in that the running gear further comprises a front wheel (400) different from the first rear wheel (300) and kinematically coupled to the leg (100) for be deployed in the first position of the first rear wheel (300) and retracted in the second position of the first rear wheel (300). Figure for abstract: Fig.1

Description

Undercarriage for amphibious vehicle

The present invention relates to a running gear for an amphibious vehicle. The invention relates more particularly to a running gear for a light boat of the boat-trailer type, intended for yachtsmen and professionals.

STATE OF THE ART

There are several solutions for towing marine vehicles such as a boat on the ground. For example, the trailers include a deck with rollers on which the marine vehicle rests and at least two wheels positioned symmetrically on either side of the longitudinal axis of the trailer.

To maintain a relatively horizontal attitude when the trailer is not hitched, said trailers include a jockey wheel or guide wheel or front wheel positioned on their drawbar. The front wheel thus allows the trailer to have three points of support on the ground and to hold itself in position. The support points on the ground of the trailer are as close as possible to an isosceles triangle. The front wheel is then raised or removed when hitching said trailer to a vehicle so as not to interfere with its traction.

There are also amphibious vehicles comprising running gear and thus not needing a trailer for movement on the ground.

To have optimum stability for movement on the ground, amphibious vehicles comprise at least three rolling trains each equipped with at least one wheel. The three rolling trains are arranged in an isosceles triangle or at the very least in a shape approaching as closely as possible an isosceles triangle. That is to say that two of the three running gears are along the same axis and a third running gear comprising a front wheel is positioned at one of the ends of the amphibious vehicle, either on a retractable rear parcel shelf as on the application WO2018189269 A1, or at the front of the amphibious vehicle.

As part of an amphibious vehicle, these wheels must not interfere with movement on the water. Thus, wheel retraction solutions have been implemented. This is particularly the case in application WO2018189269 A1. This system is difficult and expensive to set up. It requires a large number of parts and several maneuvers on the part of the user.

In addition, the presence of a large number of parts increases the risk of breakage or breakdown.

There is therefore a need to simplify the running gear and the front wheel.

An object of the present invention is therefore to provide a running gear for an amphibious vehicle that is simpler and more economical than the solutions presented above.

The other objects, features and advantages of the present invention will become apparent from a review of the following description and the accompanying drawings. It is understood that other benefits may be incorporated.

SUMMARY

To achieve this objective, according to one embodiment there is provided a running gear for an amphibious vehicle comprising a leg and a first rear wheel, the leg being configured to make the first rear wheel pass alternately from at least one first position to a second position.

An advantageous feature of the undercarriage is that it further comprises a front wheel different from the first rear wheel and kinematically coupled to the leg to be deployed in the first position of the first rear wheel and retracted in the second position of the first rear wheel.

Thus, the running gear incorporates a front wheel which makes it possible to limit the number of running gears on a vehicle. The presence of the front wheel on the running gear also makes it possible to simplify the deployment and retraction of said running gear and of the front wheel. The two being kinematically linked, the activation of the first rear wheel leads to the activation of the front wheel, which simplifies the use of the front wheel.

The invention also relates to a set of running gear comprising a first running gear as described above and a second running gear comprising at least a second leg and a second rear wheel, the second leg is configured to pass the second rear wheel alternately from at least a first position to a second position.

Finally, the invention also relates to an amphibious vehicle comprising at least one hull and at least one set of running gear as described above.

According to one option, the running gear is a set of wheels applied to the ground; in another case, the undercarriage comprises a caterpillar carried and driven by wheels which are then not intended to serve as tread.

Another aspect is a system comprising an amphibious vehicle and a vehicle towing the amphibious vehicle on the ground.

BRIEF DESCRIPTION OF FIGURES

The aims, objects, as well as the characteristics and advantages of the invention will emerge better from the detailed description of an embodiment of the latter which is illustrated by the following accompanying drawings in which:

There shows a profile view of the running gear in its second position.

There represents a set of running gear, for example, in the parking position

There shows an amphibious vehicle with the undercarriage deployed in the parking position.

There represents an amphibious vehicle with the running gear deployed in the rolling position, for example in a situation for towing behind a vehicle.

There represents an amphibious vehicle with the undercarriage retracted, which can correspond to a navigation configuration of a boat.

The drawings are given by way of examples and do not limit the invention. They constitute schematic representations of principle intended to facilitate understanding of the invention and are not necessarily scaled to practical applications.

DETAILED DESCRIPTION

• Le train de roulage comprend un bras, le bras étant monté en rotation sur la jambe autour d'un axe de rotation du bras.
• Le bras s'étend selon une direction longitudinale depuis une portion arrière vers une portion avant en passant par une portion centrale, et dans lequel la première roue arrière est reliée en rotation sur la portion arrière du bras autour d'un axe de rotation de la première roue arrière.
• Le train de roulage comprend un module de roue avant relié à la portion avant du bras, le module de roue avant comprenant un support de roue avant configuré pour porter la roue avant et pour être mobile en rotation autour d'un deuxième axe de rotation de la roue avant.
• La première roue arrière 300 et la roue avant 400 sont configurées pour porter et entrainer une chenille.
• La jambe comprend une portion principale s'étendant entre une première extrémité, une deuxième extrémité et une troisième extrémité et dans laquelle la première extrémité est montée en rotation au bras et la deuxième extrémité est configurée pour être montée en rotation autour d'un axe de rotation de la jambe à l'un parmi un module de liaison ou un véhicule amphibie.
• La jambe a une forme de triangle dont chacun des sommets correspondent à l'une des première extrémité, deuxième extrémité et troisième extrémité.
• Le train de roulage comprend un amortisseur monté en rotation à la troisième extrémité de la jambe et à son autre extrémité au bras.
• Le train de roulage comprend un moteur configuré pour entrainer en rotation la première roue arrière.
• L'ensemble de train de roulage comprend un module de liaison configuré au moins pour relier cinématiquement le premier train de roulage et le deuxième train de roulage entre eux.
• Ledit module de liaison comprend un arbre principal s'étendant entre une première extrémité latérale et une deuxième extrémité latérale, chacune des première et deuxième extrémités latérales étant solidairement fixée à l'une des jambes des trains de roulages.
• le module de liaison est mobile en rotation autour d'un axe de rotation de déploiement.
• le deuxième train de roulage est un train de roulage comprenant au moins l'une des caractéristiques précédentes du train de roulage.
• Le véhicule amphibie comprend un module de liaison configuré pour cinématiquement relier le premier train de roulage et le deuxième train de roulage entre eux, dans lequel le module de liaison comprend en outre un excentrique monté en rotation sur la coque.
• la coque comprend une dimension en longueur et une dimension en largeur définissant une assiette de la coque,
• la première position de la première roue arrière est configurée pour permettre un contact de la première roue arrière avec un sol ;
• la roue avant est configurée pour être en contact avec le sol dans une première inclinaison de l'assiette de la coque relativement à l'horizontal et pour ne pas être en contact avec le sol dans une deuxième inclinaison de l'assiette relativement à l'horizon.
• La première inclinaison de l'assiette correspond à une inclinaison avec l'horizon supérieure à 20° et de préférence supérieure à 15° et de préférence supérieure à 10° et la deuxième inclinaison de l'assiette correspond une inclinaison avec l'horizon inférieure à la première inclinaison.

Cette caractéristique avantageuse permet de tracter positivement ou négativement la coque du véhicule amphibie jusqu’à faire toucher la proue ou la poupe avec le sol. Cette caractéristique est notamment possible grâce au vérin du module de liaison qui permet aussi une fonction d'amortisseur sur route.

• Le train de roulage comprend une seule jambe.²
• Le passage alternatif de la première roue arrière d'au moins d'une première position à une deuxième position est réalisé par au moins une rotation atour d'un axe sensiblement parallèle à l'axe de rotation de la première roue arrière.
• Dans la deuxième position de la jambe, la première roue arrière est plus proche du plat-bord que dans la première position de la jambe.
• Dans la deuxième position de la jambe, la première roue arrière est plus éloignée de la quille que dans la première position de la jambe.
• La première roue avant et la première roue arrière peuvent avantageusement être configurées pour porter une chenille.

Avantageusement, cette caractéristique permet un meilleur déplacement sur les sols meubles.

• La roue avant est une roue folle.
• La roue avant est jumelée. Le jumelage de la roue avant permet ainsi une meilleure portance.
• Le module de liaison est configuré pour relier cinématiquement le premier train de roulage et le deuxième train de roulage entre eux et pour avoir une fonction d'amortisseur lors du déplacement du véhicule amphibie sur le sol.
• Le passage alternatif de la première roue arrière d'au moins d'une première position à une deuxième position est réalisé par au moins une rotation atour d'un axe sensiblement perpendiculaire à l'axe longitudinale de la coque.

Before starting a detailed review of embodiments of the invention, optional characteristics are set out below which may possibly be used in combination or alternatively:

• The undercarriage comprises an arm, the arm being rotatably mounted on the leg about an axis of rotation of the arm.
• The arm extends in a longitudinal direction from a rear portion to a front portion passing through a central portion, and in which the first rear wheel is connected in rotation to the rear portion of the arm around an axis of rotation of the first rear wheel.
• The running gear comprises a front wheel module connected to the front portion of the arm, the front wheel module comprising a front wheel support configured to carry the front wheel and to be able to rotate around a second axis of rotation of the front wheel.
• The first rear wheel 300 and the front wheel 400 are configured to carry and drive a caterpillar.
• The leg comprises a main portion extending between a first end, a second end and a third end and in which the first end is rotatably mounted to the arm and the second end is configured to be rotatably mounted around an axis of rotation of the leg to one of a link module or an amphibious vehicle.
• The leg has a triangle shape, each of the vertices of which correspond to one of the first end, second end and third end.
• The undercarriage comprises a shock absorber rotatably mounted at the third end of the leg and at its other end at the arm.
• The running gear comprises a motor configured to rotate the first rear wheel.
• The undercarriage assembly includes a link module configured at least to kinematically link the first undercarriage and the second undercarriage together.
• Said link module comprises a main shaft extending between a first lateral end and a second lateral end, each of the first and second lateral ends being integrally fixed to one of the legs of the undercarriages.
• the link module is rotatable about a deployment rotation axis.
• the second running train is a running train comprising at least one of the preceding characteristics of the running train.
• The amphibious vehicle includes a link module configured to kinematically link the first undercarriage and the second undercarriage together, wherein the link module further comprises an eccentric rotatably mounted on the hull.
• the hull comprises a length dimension and a width dimension defining a trim of the hull,
• the first position of the first rear wheel is configured to allow contact of the first rear wheel with the ground;
• the nose wheel is configured to be in contact with the ground in a first inclination of the hull trim relative to the horizontal and not to be in contact with the ground in a second inclination of the trim relative to the horizon.
• The first inclination of the attitude corresponds to an inclination with the horizon greater than 20° and preferably greater than 15° and preferably greater than 10° and the second inclination of the attitude corresponds to an inclination with the horizon less than the first tilt.

This advantageous characteristic makes it possible to positively or negatively tow the hull of the amphibious vehicle until the bow or the stern touch the ground. This characteristic is notably possible thanks to the cylinder of the link module which also allows a shock absorber function on the road.

• The undercarriage comprises a single leg.²
• The alternating passage of the first rear wheel from at least a first position to a second position is achieved by at least one rotation around an axis substantially parallel to the axis of rotation of the first rear wheel.
• In the second leg position, the first aft wheel is closer to the gunwale than in the first leg position.
• In the second leg position, the first rear wheel is farther from the keel than in the first leg position.
• The first front wheel and the first rear wheel can advantageously be configured to carry a caterpillar.

Advantageously, this characteristic allows better movement on soft ground.

• The front wheel is an idler wheel.
• The front wheel is twinned. The twinning of the front wheel thus provides better lift.
• The link module is configured to kinematically link the first running gear and the second running gear together and to have a shock absorber function when the amphibious vehicle moves on the ground.
• The alternating passage of the first rear wheel from at least a first position to a second position is achieved by at least one rotation around an axis substantially perpendicular to the longitudinal axis of the hull.

It is specified that in the context of the present invention, the term length or longitudinal means the largest dimension of an object, element, module, device, etc.

The terms front and rear relate to the main direction of travel of the undercarriage as it travels over the ground.

• positionnées à distance l’une de l’autre, et/ou
• mobiles l’une par rapport à l’autre et/ou
• solidaires l’une de l’autre en étant fixées par des éléments rapportés, cette fixation étant démontable ou non.

In the present patent application, when it is indicated that two parts are distinct, this means that these parts are separate. They are :

• positioned at a distance from each other, and/or
• movable relative to each other and/or
• secured to one another by being fixed by inserts, this fixing being removable or not.

A unitary one-piece part cannot therefore be made up of two separate parts.

In the present patent application, the term "united" used to qualify the connection between two parts means that the two parts are connected with respect to each other, according to at least one degree of freedom, unless this is explicitly specified differently. For example, if it is indicated that two parts are integral in translation along an X direction, this means that the parts can be movable relative to each other, possibly according to several degrees of freedom, excluding freedom in translation along the X direction. In other words, if a part is moved along the X direction, the other part performs the same movement.

In the rest of the description, the term “on” does not necessarily mean “directly on”. Thus, when it is indicated that a part or a component A is resting "on" a part or a component B, this does not mean that the parts or components A and B are necessarily in direct contact with the other. These parts or components A and B can either be in direct contact or be supported on one another by the intermediary of one or more other parts. The same is true for other expressions such as for example the expression "A acts on B" which can mean "A acts directly on B" or "A acts on B via one or more other parts ".

In the characteristics set out below, the terms relating to verticality, horizontality and transverseness, or their equivalents, are understood to be relative to the trim position of the amphibious vehicle. The terms "vertical" and "horizontal" are used in the present description to designate directions, following an orientation perpendicular to the plane of the horizon for the term "vertical", and following an orientation parallel to the plane of the horizon for the term “horizontal”. They are to be considered in the operating conditions of the amphibious vehicle. The use of these words does not mean that slight variations around the vertical and horizontal directions are excluded from the invention. For example, an inclination relative to these directions of the order of + or – 10° is considered here as a minor variation around the two preferred directions.

The present invention relates to a running gear 1 for an amphibious vehicle 3.

Advantageously, the amphibious vehicle 3 comprises a hull 31 and at least one running gear 1 and preferably a set of running gears 2.

An example of a train is provided in figures 1 and 2, the illustrating a complete axle assembly with right wheels and left wheels. The running gear 1 comprises at least one leg 100, an arm 200, a first rear wheel 300 and a front wheel 400.

By front wheel and rear wheel is meant the position of said wheels relative to each other in the first position of the arm 200 and in the towing direction of the amphibious vehicle 3.

Advantageously, the longitudinal direction of the undercarriage 1 is defined by the longitudinal direction 202 of the arm 200.

The arm 200 comprises a rear portion 210, a front portion 230 and, between the rear portion 210 and the front portion 230, a central portion 220.

Advantageously the arm 200 is a monolithic part. In other embodiments of the invention, the arm 200 comprises several parts attached and integrally fixed together. The fixing of the parts can be done by any means, such as for example, without limitation, by welding.

The rear portion 210 is configured to carry the first rear wheel 300.

The first rear wheel 300 is thus mounted in rotation on the rear portion 210 around an axis of rotation of the wheel 300.

Advantageously, the first rear wheel 300 is carried by an axle.

Advantageously, the rear portion 210 has a dimension in length at least equal to the radius of the first rear wheel 300 and preferably is greater than the radius of the first rear wheel 300. By radius of the first rear wheel 300 is meant the radius of the wheel including the thickness of any tread.

Advantageously, the spoke of the first rear wheel 300 has a standard dimension similar to a car or trailer wheel. That is to say a total diameter between 30 centimeters and 55 centimeters.

The first rear wheel 300 can be mounted on a side face of the rear portion 210. In this embodiment, the axle comprises a hub making it possible to connect the first rear wheel 300 to the axle. This embodiment allows an easy change of the first rear wheel 300 without removing the axle. In another embodiment of the invention, the rear portion 210 comprises two longerons positioned opposite each of the side faces of the first rear wheel 300. In this embodiment, the axle passes through the first rear wheel 300 and comes cooperate with two orifices in each of the two longitudinal members of the rear portion 210.

The central portion 220 of the arm 200 extends in the longitudinal direction 202 of the arm 200. The central portion 220 comprises a first connection portion 221 and a second connection portion 222 between which an extension portion 223 extends. first connection portion 221 allows the link with the rear portion 210. The second connection portion 222 allows the link with the front portion 230.

Preferably, the central portion 220 is aligned with the center of the first rear wheel 300. In the embodiment in which the first rear wheel 300 is mounted on a side face of the rear portion 210 of the arm 200 through a hub, the first connection portion 221 can form a non-zero angle, preferably right, with the rear portion 210. Thus, the connection portion 221 extends in a direction perpendicular to the longitudinal direction 202 of the arm 200 and parallel to the axis of rotation of the first rear wheel 300

In the embodiment in which the rear portion 210 comprises two beams facing the side faces of the first rear wheel 300, the two beams meet at the first connection portion 221. Preferably, the first connection portion 221 is aligned with the center of the first rear wheel 300.

Advantageously, the extension portion 223 of the central portion 220 and the first connection portion are included in the same plane as the rear portion 210 of the arm 200. Advantageously, the extension portion 223 is configured to be mounted in rotation on the leg 100 around an axis 201 of rotation of the arm 200.

Advantageously, the axis 201 of rotation of the arm 200 is parallel to the axis of rotation of the first rear wheel 300.

The second connection portion 222 has a direction different from that of the plane of the extension portion 223. The extension portion 223 and the second connection portion 222 meet and form an angle. The angle formed by the intersection of the plane of the extension portion 223 and the plane of the second connection portion 222 is for example between 90° and 179°, and preferably between 120° and 150°.

The second portion 222 allows the connection with the front portion 230.

The front portion is configured to mount in rotation on at least one front wheel 400.

The front wheel 400 can include one or more axes of rotation. The first axis of rotation of the front wheel 401 is parallel to the axis 301 of rotation of the first rear wheel 300. In one embodiment of the invention, the front wheel 400 comprises only the first axis of rotation of the front wheel 401.

In another embodiment of the invention, the front wheel comprises a second axis of rotation 402. The second axis of rotation of the front wheel 402 is preferably perpendicular to the first axis of rotation of the front wheel 401 and, in practice, vertical . The second axis of rotation of the front wheel 402 is for example perpendicular to the plane comprising the front portion 230.

Advantageously, the connection between the front portion 230 and the front wheel 400 is made by a front wheel module 410. The front wheel module 410 is rotatably mounted on the front portion 230 by a fixing element 412 to the front portion 230 .

The attachment element 412 is further configured to carry the second axis of rotation 402 as shown in the .

The front wheel module 410 also includes a first rotation axis support configured to carry the first rotation axis of the front wheel 401.

The front wheel 400 is thus configured to have mobility along two axes of rotation. This mobility makes it possible in particular to guide the arm 200 during a movement along its longitudinal axis 202. In this embodiment, the front wheel 400 is an idler wheel. This feature allows in particular better guidance of the undercarriage 1 and/or of the amphibious vehicle 3 on the ground.

In another embodiment of the invention, the front wheel 400 and the first rear wheel 300 are surrounded by a caterpillar. In this embodiment, not shown, the front wheel 402 and/or the first rear wheel 300 may include lugs on their outer edges in order to allow the track tread to be driven. In this embodiment, the front wheel 402 and/or the first rear wheel 300 are therefore sprockets. In this embodiment, arm 200 may include other wheels to support the track strip.

In the representations provided, and in particular in Figures 1 and 2, a train comprises a pair of front wheels 400. In this configuration, advantageously, the module 410 is common so as to articulate by a single axis the pair of front wheels 400 to the portion 130 of the arm 200. This configuration advantageously makes it possible to center the arm 200 relative to the two-wheeler 400. A lower part of the module 410 makes it possible to fix the physical axes of rotation of each wheel 400. Preferably, the geometric axis of rotation of the wheels 400, following the direction 401, is common.

Advantageously, the diameter of the front wheel 400 is less than or equal to the diameter of the first rear wheel 300.

Advantageously, the center of the first rear wheel 300 and the center of the front wheel 400, or the middle of the distance separating the two front wheels 400, are on a line parallel to the longitudinal axis 202 of the arm 200 and possibly aligned with this axis. In another embodiment of the invention, the center of the first rear wheel 300 and the center of the front wheel 400 are not aligned with the longitudinal axis 202 of the arm 200.

Advantageously, the arm 200 has a length dimension greater than 60 centimeters (cm) and/or less than 160 cm and preferably between 100 cm and 120 cm . Advantageously, the axis of rotation 301 of the first rear wheel and the axis of rotation 401 of the front wheel or wheels are separated by a distance of 40 cm and 140 cm and preferably between 80 cm and 100 cm.

As indicated above, the extension portion 223 is also configured to be mounted in rotation on the leg 100 around the axis of rotation 201 of the arm.

Leg 100 extends between a first end 120 and a second end 130.

The first end 120 is mounted in rotation around the axis of rotation of the arm 201. The first end 120 therefore allows a connection between the arm 200 and the leg 100.

The second end 130 of the leg 100 is configured to be fixed on a link module 500. The second end 130 is thus mounted in rotation relative to the hull 31 of the amphibious vehicle 3.

The axis of rotation of the leg 100 relative to the hull 31 of the amphibious vehicle 3 can be carried by the leg 100 or be offset on the link module 500.

Leg 100 can take the form of an inverted L when running gear 1 is in a first position and of an L inclined by more or less 90° when running gear 2 is in a second position. However, in the case of the various illustrations, the leg 100 has a substantially triangular shape, with an articulation point at each vertex of the triangle. This triangular shape and, in the example shown, softened and narrowed on each side, by a concave curvilinear profile. The third vertex of this triangular shape forms a third end 140 offset laterally relative to the second end 130.

In the embodiment of the invention in which the leg 100 has the shape of a triangle, the triangle may or may not have straight segments. The triangle may or may not have rounded vertices. Preferably, the triangle has rounded vertices and segments forming a curve towards its center. The triangle can be an almost isosceles or isosceles triangle whose main vertex is the first end 120. The two other vertices corresponding respectively to the second and third ends 130; 140.

The third end 140 is configured to allow the attachment of a shock absorber 150. The shock absorber 150 includes two ends. One of these two ends is fixed on the third end 140 of the leg 100 and the other end is fixed on the arm 200. Preferably, the other end is fixed on the extension portion 223 of the arm 200, so as to form a non-right angle with the longitudinal direction 202 of the arm 200. In another embodiment of the invention, the other end is fixed to the rear portion 210 of the arm so as to be substantially perpendicular to the longitudinal dimension of the arm 200. Each of the ends of the shock absorber 150 is rotatably mounted around the arm 200 and the leg 100.

Preferably, the end of the damper 150 fixed to the arm 200 is rotatably mounted relative to the arm 200. Preferably, said end of the damper 150 fixed to the arm 200 is rotatably mounted around the axis of rotation of the arm 201.

The end of the shock absorber 150 fixed to the leg 100 is preferably mounted in rotation relative to the leg 100 according to an axis of rotation parallel to the axis of rotation of the arm 201.

Advantageously, the damper 150 is configured to allow shock absorption during the movement of the running gear 1 in its first position.

The damper 150 is preferably a jack; it can be pneumatic or hydraulic.

The present invention also relates to a set 2 of running gear as is particularly visible . The set of running gears 2 comprises at least a first running gear 1 as described above and a second running gear 1b. Preferably, the two trains 1 are configured to each be equipped with an opposite side of the ship, namely a port side and a starboard side. Still preferably, the two trains 1 are symmetrical around a vertical plane comprising the longitudinal axis of the ship.

In the representation of , the second running gear 1b comprises at least a second rear wheel 300 and a second leg 100. The second running gear 1b is configured to move the second rear wheel 300 alternately from a first position to a second position. The first position corresponding to an extended position and the second position to a retracted position.

Advantageously, the first position of the first rear wheel 300 of the second train is identical in altitude to the first position of the second rear wheel 300 of the first train.

Advantageously, the second position of the first rear wheel 300 of the second train is identical in altitude to the second position of the second rear wheel 300 of the first train.

In this embodiment and in the first position, the first rear wheel 300, the front wheel 400 of the first train, and the second rear wheel 300 of the second train form a right-angled triangle or any triangle whose angle between the first axis rear wheel 300/front wheel 400 and the front wheel 400/second rear wheel 300 axis of the second train is between 80° and 100°.

In another embodiment of the invention, the second running gear 1b comprises at least one second front wheel. In this embodiment, the second running gear 1b is symmetrical to the running gear 1 and adapts to another side of the amphibious vehicle 3.

In this embodiment, and in the first position, all of the axes of rotation of the wheels of running gear 1 and of second running gear 1b form a quadrilateral, and preferably a rectangle.

Advantageously, the link module 500 is configured to allow the link between the hull 31 of the amphibious vehicle 3 and one or all of the undercarriage 1 and the second undercarriage 1b.

Advantageously, the link module 500 is configured to link between them running train 1 and second running train 1b.

In one embodiment of the invention, the link module 500 comprises a main shaft 510 extending between a first lateral end 520 and a second lateral end 530. Each of the first and second lateral ends 520; 530 is solidly fixed respectively to the leg 100 and the second leg 100b. Preferably, the main shaft 510 extends in a direction parallel to the axis of rotation of the arm 201.

The main shaft 510 also carries an eccentric 540 which is more particularly visible in . The eccentric 540 is integrally fixed to the main shaft 510. The eccentric is configured to be mounted in rotation on the hull 31 of the amphibious vehicle 3 around an axis of rotation of the link module 501. Thus, the module of link 500 is rotatably mounted relative to the shell 31.

The eccentric 540 can be connected to a cylinder 550 which is also connected directly or indirectly to the hull 31 of the amphibious vehicle 3. Preferably, the chamber of the cylinder 550 is embedded in the hull 31 and has only one movement of rotation relative to said shell 31.

The cylinder 550 makes it possible to accompany the rotation of the eccentric 540 and therefore indirectly the whole of the link module 500. Thus, the cylinder 550 also has a damping function by allowing compensation for the vertical movements undergone by the train of rolling when moving on the ground. In the embodiment of the figures, the assembly is completely symmetrical and a jack system 550 is assigned to each of the two trains, so that two jacks 550 and two eccentrics 540 are present.

The main shaft 510 being integrally fixed to the first leg 100 and to the second leg 100b, this causes their rotations around the axis of rotation of the arm 201. This rotation allows in particular the alternating passage of the first position of the first wheel rear 300 to the second position of the first rear wheel 300.

In this embodiment, the link module 500 allows a kinematic coupling of the running gear 1 and the second running gear 1b.

The alternating passage from the first position to the second position of running gear 1 and of second running gear 1b is synchronized.

The present invention also relates to an amphibious vehicle 3.

The amphibious vehicle 3 comprises the hull 31. The hull 31 comprises a length dimension 34 and a width dimension. The length 34 and width dimensions of the hull 31 define a plane called the trim of the hull 31.

By trim of the hull 31 is meant a plane that may or may not be inclined relative to the horizon. Generally, the attitude reference position is a horizontal plane. The trim thus makes it possible to measure the inclination of the hull 31 relative to the horizon. More specifically, the tilt can be in the direction of the length dimension 34 (pitch), in the direction of the width dimension (roll) or a combination of pitch and roll.

The amphibious vehicle 3 according to the present invention is configured to allow movement on a liquid and on the ground. Movement on the liquid is notably possible thanks to the presence of the shell 31. Movement on the ground is possible thanks to the running gear 1 or to the set of running gears.

The shell 31 can be rigid or semi-rigid. Preferably, the shell 31 is semi-rigid and comprises at least three inflatable tubes 33 around its periphery. The inflatable tubes 33 are positioned to leave at least two spaces allowing the reception of the undercarriage 1 and the second undercarriage 1b. The spaces are on opposite sides of the shell 31.

The amphibious vehicle 3 is configured to be able to be towed by a vehicle. To do this, the amphibious vehicle advantageously comprises a retractable drawbar 31 or not.

Advantageously, when mounting the undercarriage 1 on an amphibious vehicle 3, said undercarriage 1 is configured to allow the first rear wheel 300, and therefore the arm 200 to have at least two different positions.

The first position is a deployed position in which at least the first rear wheel 300 is in contact with the ground. The second position is a retracted position in which at least the first rear wheel 300 is not in contact with the ground.

Advantageously, the first position comprises a traction position in which the first rear wheel 300 has contact with the ground and the front wheel 400 has no contact with the ground, and a parking position in which the first rear wheel 300 and the front wheel 400 have contact with the ground. It is possible to move the amphibious vehicle 3 into the parking position. Specifically, the front wheel 400 has a guiding and steering function when moving the amphibious vehicle 3 into the parking position.

Advantageously, the variation between the traction position and the parking position depends on whether or not the amphibious vehicle 3 is hitched to a vehicle. The traction position thus corresponding to the position in which the amphibious vehicle is hitched and the parking position to the position when the amphibious vehicle 3 is not hitched.

In one embodiment of the invention, the passage from the traction position to the parking position is a function of the trim of the hull 31. Indeed, when the angle in the pitch direction of the trim is between 0° and 20°, and preferably between 0° and 15°, and preferably between 0° and 10°, the first position is a pulling position. When this angle has respectively an inclination greater than 20° and preferably greater than 15° and preferably greater than 10°, the first position is a parking position.

In this embodiment, the variation of the trim of the hull 31 depending on whether or not the amphibious vehicle is hitched to another vehicle is possible in particular by the difference in diameter between the first rear wheel 300 and the front wheel 400. Indeed, the center of each of the main wheels 300 and of the front wheel 400 is preferably aligned on the longitudinal axis of the arm 201. Thus, without coupling to maintain the trim of the hull 31, gravity forces a tilting of the shell 31 around the axis of rotation of the first rear wheel 300 until the front wheel comes into contact with the ground.

Advantageously, the longitudinal axis 201 of the arm and the length dimension or longitudinal axis 34 of the hull are not mutually parallel in the first position of the wheel 300.

In another embodiment of the invention which may be compatible with the preceding embodiment, the front wheel 400 is retractable, which makes it possible to vary its contact with the ground, regardless of the pitch angle of the trim.

Advantageously, the damper 150 provides shock absorption on the front wheel 400 when it is in the traction position.

According to one embodiment of the invention, the running gear 1 and the second running gear 1b are linked by the link module 500 in order to form a set of running gears 2. In fact, the running gear 1 and the second undercarriage 1b are integrally linked to the main shaft 510 of the link module 500. The link module 500 is rotatably mounted on the hull through the eccentric 540. Thus, the alternating passage from the first position of the first rear wheel 300 in the second position is in particular produced by the rotation of the eccentric 540 around the axis of rotation of the link module 501. Advantageously the axis of rotation of the link module 501 is offset relative to the shaft main shaft 510. In other words, the eccentric 540 is offset relative to the main shaft 510. As indicated, the rotation of the link module 500 causes the rotation of the leg 100. arm movement 200 e t therefore the first rear wheel 300 and the front wheel 400.

Advantageously, the link module 500 includes a locking element. The locking element is preferably carried by the main shaft 510. The locking element is configured to block the rotation of the link module 500. Thus, by blocking the rotation of the link module 500, the running gear finds itself stuck in one of its first or second positions. The locking element can for example take the form of a bolt/strike assembly making it possible to limit the rotation of the link module 500. The bolt being able to be carried by one of the shell 31 or the link module 500 and the striker by the other among the shell 31 or the link module 500.

• Un train de roulage suspendu en mode remorque ;
• Un train de roulage permettant de régler l’incidence du timon au niveau de la tête d’attelage, grâce à la variation de l'angle entre la jambe 100 et le bras 200. Ce réglage est notamment dû à la présence et au réglage de l'amortisseur 150 ;
• Un train de roulage permettant un déplacement autonome dans la réalisation où ce dernier est motorisé ;
• Un train de roulage permettant de régler l’assiette et l’altitude du bateau, grâce à la rotation de l'ensemble du train de roulage et à sa capacité par le biais du module de liaison 200 et sa capacité à bloquer la rotation à tout moment. Cette capacité étant notamment due à la présence du vérin 550.

In the end, the present invention makes it possible to obtain a running gear that can simultaneously have the following four functions:

• A running gear suspended in trailer mode;
• A running gear making it possible to adjust the incidence of the drawbar at the level of the coupling head, thanks to the variation of the angle between the leg 100 and the arm 200. This adjustment is in particular due to the presence and adjustment of the shock absorber 150;
• A running gear allowing autonomous movement in the embodiment where the latter is motorized;
• A running gear making it possible to adjust the attitude and altitude of the boat, thanks to the rotation of the whole running gear and its capacity through the link module 200 and its capacity to block the rotation at any moment. This capacity being notably due to the presence of the jack 550.

The invention is not limited to the embodiments described above and extends to all the embodiments covered by the claims.

Numerical reference list s
1 undercarriage
1b Second running gear
2. Set of undercarriages
3. Amphibious vehicle
31. Hull
32. Timon
33. Inflatable bladder
34. Dimension in length
100 Leg
100b Second Leg
101 Axis of rotation of the leg
120 First end
130 Second end
140 Third end
150 Shock Absorber
200 Arms
201 Arm rotation axis
202 Longitudinal direction
210 Rear portion
220 Central Portion
221 First portion of connection
222 Second connection portion
223 Extension Portion
230 Front end
300 First rear wheel / Second rear wheel
301 Rear wheel rotation axis
400 front wheel
401 First axis of rotation of the front wheel
402 Second axis of rotation of the front wheel
410 Front wheel module
412 Fixing element
500 Link Module
501 Linkage module rotation axis
510 Main Shaft
520 First Side End
530 Second side end
540 Eccentric
550 Cylinder

Claims (18)

Undercarriage (1) for an amphibious vehicle comprising a leg (100) and a first rear wheel (300), the leg (100) being configured to pass the first rear wheel (300) alternately from at least one first position to a second position,
characterized in that the undercarriage further comprises a front wheel (400) different from the first rear wheel (300) and kinematically coupled to the leg (100) to be deployed in the first position of the first rear wheel (300) and retracted into the second position of the first rear wheel (300). Undercarriage according to the preceding claim comprising an arm (200), the arm (200) being rotatably mounted on the leg (100) about an axis of rotation of the arm (201). Undercarriage (1) according to the preceding claim, in which the arm (200) extends in a longitudinal direction (202) from a rear portion (210) towards a front portion (230) passing through a central portion (220) , and wherein the first rear wheel (300) is rotatably connected to the rear portion (210) of the arm (200) about an axis of rotation of the first rear wheel (301). Undercarriage (1) according to one of the two preceding claims, in which a front wheel module (410) is connected to the front portion (230) of the arm (200), the front wheel module (410) comprising a support front wheel configured to carry the front wheel (400) and to be able to rotate around a second axis of rotation of the front wheel (402). Undercarriage (1) according to any one of Claims 1 to 3, in which the first rear wheel (300) and the front wheel (400) are configured to carry and drive a caterpillar. Undercarriage (1) according to Claim 2, in which the leg (100) comprises a main portion extending between a first end (120), a second end (130) and a third end (140) and in which the first end (120) is rotatably mounted around the arm (200) and the second end (130) is configured to be rotatably mounted around an axis of rotation of the leg (101) to one of a link module (500) or an amphibious vehicle (3). Undercarriage (1) according to the preceding claim, in which the leg (100) has the shape of a triangle, each of the vertices of which corresponds to one of the first end (120), second end (130) and third end (140). Undercarriage (1) according to one of the two preceding claims comprising a damper (150) rotatably mounted at the third end of the leg (100) and at its other end on the arm (200). Running gear (1) according to any one of the preceding claims comprising a motor configured to drive the first rear wheel (300) in rotation. Set of undercarriages (2) comprising a first undercarriage (1) according to any one of the preceding claims and a second undercarriage (1b) comprising at least a second leg (100) and a second rear wheel (300 ), said second leg (100) is configured to move said second rear wheel (300) alternately from at least a first position to a second position. Set of rolling trains (2) according to the preceding claim comprising a link module (500) configured at least to kinematically connect the first rolling train (1) and the second rolling train (1b) to each other. Set of undercarriages (2) according to the preceding claim, in which the said link module (500) comprises a main shaft (510) extending between a first lateral end (520) and a second lateral end (530), each of the first and second lateral ends (520; 530) being integrally fixed to one of the legs (100; 100) of the running gear (1; 1b). Set of undercarriages (2) according to the preceding claim, in which the link module (500) is rotatable about a deployment rotation axis (501). Set of rolling trains (2) according to any one of the four preceding claims, in which the second rolling train (1b) is a rolling train according to one of claims 1 to 9. Amphibious vehicle (3) comprising at least one hull (31) and at least one set of running gear (2) according to any one of Claims 10 to 14. Amphibious vehicle (3) according to the preceding claim comprising a link module (500) configured to kinematically link the first running gear (1) and the second running gear (1b) to each other, in which the linking module (500) further comprises an eccentric (540) rotatably mounted on the hull (31). Amphibious vehicle (3) according to one of the two preceding claims, in which the hull (31) comprises a length dimension (34) and a width dimension defining a trim of the hull (31),
and wherein the first position of the first rear wheel (300) is configured to allow contact of the first rear wheel (300) with ground,
and wherein the front wheel (400) is configured to be in contact with the ground in a first inclination of the trim of the hull (31) relative to the horizontal and not to be in contact with the ground in a second inclination of the plate relative to the horizon. Amphibious vehicle (3) according to the preceding claim, in which the first inclination of the attitude corresponds to an inclination with the horizon greater than 20° and preferably greater than 15° and preferably greater than 10°, and the second inclination of the attitude corresponds to an inclination with the horizon less than the first inclination.