JP2015071343A - Suspension device for amphibian motor car - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a suspension device for an amphibian motor car, which is enabled to pull up a wheel by a liquid pressure and prevented from a liquid spill.SOLUTION: A pressure system of a suspension device for an amphibian motor car comprises: a pump constituted to discharge a working fluid; a first control valve disposed in a first passage extending between the pump and a first liquid pressure chamber for controlling the supply of the working fluid from the pump to the first liquid pressure chamber; a pilot check valve disposed in the portion of the first passage extending between the first liquid pressure chamber and the first control valve; and a second control valve disposed in a pilot passage extending between the pump and the pilot check valve for controlling the supply of the pilot pressure to the pilot check valve.

Description

  The present disclosure relates to suspension systems for amphibious vehicles.

  As suspension systems for amphibious vehicles, it is known that wheels can be retracted compared to when traveling on the road in order to reduce resistance on the water. For example, in the hydraulic suspension strut described in Patent Document 1, the liquid is supplied to the second chamber provided in the cylinder, while the liquid is discharged from the first chamber to move the piston and the connecting rod upward. Can pull the wheel.

Japanese translation of PCT publication No. 2003-529487 (for example, paragraphs 0033 and 0034, FIG. 3)

  In the hydraulic suspension strut disclosed in Patent Document 1, when an impact load is applied during running on land, the second on / off valve is closed, so that the hydraulic pressure in the first chamber becomes high. When the hydraulic pressure in the first chamber becomes high, there is a possibility that oil leaks to the outside from the upper line or the second on / off valve, or that oil leaks inside the second on / off valve.

  Therefore, at least one embodiment of the present invention aims to provide an amphibious vehicle suspension system that can lift a wheel by liquid pressure and prevents liquid leakage.

  According to at least one embodiment of the present invention, a cylinder body and a piston that is slidably disposed in the cylinder body and divides the cylinder body into a first hydraulic chamber and a second hydraulic chamber. A hydraulic cylinder, an accumulator connected to the first hydraulic chamber of the hydraulic cylinder, a supply of working fluid to one of the first hydraulic chamber and the second hydraulic chamber of the hydraulic cylinder, and the other A pressure system configured to selectively perform discharge of the working fluid from the pump, wherein the pressure system includes a pump configured to discharge the working fluid, the pump, and the first hydraulic pressure. A first control valve that is provided in a first flow path extending between the chamber and configured to control the supply of the working fluid from the pump to the first hydraulic chamber; and the first hydraulic chamber And a portion of the first flow path extending between the first control valve and the first control valve A pilot check valve configured to open and close the first flow path according to a pilot pressure, and a pilot flow path extending between the pump and the pilot check valve, the pilot check valve And an amphibious vehicle suspension system comprising a second control valve configured to control the supply of the pilot pressure to the vehicle.

According to this configuration, the pressure system is configured to selectively execute the supply of the working fluid to one of the first hydraulic chamber and the second hydraulic chamber and the discharge of the working fluid from the other. So you can lift the wheel when sailing on the water.
On the other hand, according to this configuration, when traveling on land, if a high pressure is generated in the first hydraulic chamber while the pilot check valve is closed, the high pressure acts on the pilot check valve. Since the pilot check valve has an excellent sealing property, there is almost no liquid leakage at the pilot check valve. On the other hand, since the high pressure is blocked by the pilot check valve, the high pressure does not act on the flow path from the pilot check valve to the first control valve and the first control valve, and the flow path from the pilot check valve to the first control valve. And liquid leakage at the first control valve is also prevented. Therefore, according to this configuration, liquid leakage can be prevented with a simple configuration.

  In some embodiments, the amphibious device suspension further comprises at least one pressure regulating valve for regulating the pressure of the working fluid discharged from the pump.

  If the hydraulic pressure in the first hydraulic pressure chamber is too low at the time of landing, the volume change of the gas pressure chamber becomes large. For this reason, the vertical movement of the wheel becomes large at the time of landing, and the attitude of the amphibious vehicle changes greatly. In addition, when the hydraulic pressure in the first hydraulic chamber is too low when traveling on land, the vehicle height of an amphibious vehicle becomes too low, or conversely, if the hydraulic pressure is too high, the vehicle height becomes too high. To do. In this respect, in this configuration, the pressure of the working fluid discharged from the pump is adjusted by the pressure regulating valve, so that the hydraulic pressure in the first hydraulic pressure chamber can be maintained in an appropriate range. As a result, the attitude of the amphibious vehicle can be stabilized at the time of landing, and the vehicle height of the amphibious vehicle can be properly maintained when traveling on land.

In some embodiments, the at least one pressure regulating valve includes a first pressure regulating valve configured to adjust a pressure of a working fluid supplied to the first hydraulic pressure chamber, and the second hydraulic pressure chamber. A second pressure regulating valve configured to adjust the pressure of the supplied working fluid,
The pressure of the working fluid adjusted by the second pressure regulating valve is lower than the pressure of the working fluid adjusted by the first pressure regulating valve.

  In this configuration, the pressure of the working fluid supplied to the first hydraulic pressure chamber (first pressure) is a pressure necessary to adjust the volume of the gas pressure chamber of the accumulator to an appropriate range, in other words, This is the pressure required to support the body of an amphibious vehicle. On the other hand, the pressure (second pressure) of the working fluid supplied to the second hydraulic pressure chamber is a pressure necessary for pulling up the wheel during water navigation and is a pressure necessary for supporting the wheel. For this reason, the second pressure may be smaller than the first pressure. On the other hand, if the second pressure is reduced by the second pressure regulating valve, low-pressure piping or the like can be used in the flow path from the second pressure regulating valve to the second hydraulic pressure chamber, and the cost can be reduced. .

  In some embodiments, the suspension apparatus for amphibious vehicles includes a main shaft portion, a base that can be attached to a vehicle body of an amphibious vehicle, a hub that is rotatably fitted to the main shaft portion, and the hub. And the hydraulic cylinder and the accumulator are disposed in the arm.

  In this configuration, since the hydraulic cylinder and the accumulator are arranged in the arm, it is not necessary to arrange the hydraulic cylinder and the accumulator on the vehicle body side, thereby saving space.

In some embodiments, the pilot check valve is disposed in the arm.
In this configuration, since the pilot check valve is disposed in the arm, the distance between the first hydraulic pressure chamber and the pilot check valve can be shortened. For this reason, when the hydraulic pressure in the first hydraulic pressure chamber becomes high, the region where the high pressure acts can be reduced, and liquid leakage can be further prevented.

In some embodiments, the pilot check valve is disposed closer to the distal end side of the arm than the hydraulic cylinder.
In this configuration, the pilot check valve can be arranged in the arm with a simple configuration.

In some embodiments, the arm includes a block that forms a tip portion of the arm, the pilot check valve is attached to the block, and the first hydraulic chamber and the pilot are disposed inside the block. An internal flow path communicating with the check valve is provided.
According to this configuration, the pilot check valve and the first hydraulic pressure chamber can be communicated with each other with a simple configuration by the internal flow path.

In some embodiments, an internal flow path that connects the pilot check valve and the first control valve is formed inside the arm.
In this configuration, since piping outside the arm can be reduced, the size and weight can be reduced, and the durability against dirt and the like can be improved.

  In some embodiments, the suspension apparatus for amphibious vehicles further includes a cylindrical sleeve integrally provided with the hub, and the base protrudes from the main shaft portion and includes a cylindrical portion to which the sleeve is fitted. The cylindrical portion has a plurality of circumferential grooves formed on an outer periphery, the sleeve has a plurality of communication holes formed corresponding to the plurality of circumferential grooves, and the plurality of circumferential grooves. At the bottom surface of the directional groove, one ends of a plurality of internal flow paths extending inside the main shaft portion and the cylindrical portion are opened.

  Since the arm rotates with respect to the main shaft and the vehicle body, there is a problem with the connection structure between the internal flow path on the arm (movable side) and the flow path on the vehicle body side (stationary side). In this configuration, by providing a circumferential groove on the outer periphery of the cylindrical portion on the stationary side, the internal flow path of the arm and the stationary flow path can be communicated with each other at a predetermined rotation angle.

  In some embodiments, the suspension system for an amphibious vehicle includes a base that can be attached to a vehicle body of an amphibious vehicle, a rotation shaft that is rotatably supported by the base, and a reciprocating motion of the piston. The hydraulic cylinder and the accumulator can be attached to the interior of the vehicle body of the amphibious vehicle.

  In this configuration, since the hydraulic cylinder and the accumulator can be arranged inside the vehicle body, the hydraulic cylinder, the accumulator, and the like can be easily replaced, and the amphibious vehicle suspension apparatus has high expandability.

  In some embodiments, the amphibious vehicle suspension device further includes a block connecting one end of the hydraulic cylinder and one end of the accumulator, and the pilot check valve is attached to the accumulator, Is provided with an internal flow path for communicating the first hydraulic pressure chamber and the pilot check valve.

  In this configuration, the pilot check valve and the first hydraulic pressure chamber can be communicated with each other with a simple configuration by the internal flow path.

  According to at least one embodiment of the present invention, there is provided an amphibious vehicle suspension system capable of lifting a wheel by liquid pressure and preventing liquid leakage.

It is a figure showing roughly composition of an amphibious vehicle concerning some embodiments. It is a figure which shows roughly the structure of the suspension apparatus for amphibious vehicles which concerns on some embodiment, Comprising: It is a figure which shows the state at the time of land driving | running | working. It is a figure which shows the state at the time of the wheel raising of the suspension apparatus of FIG. It is a figure which shows the state at the time of wheel droop of the suspension apparatus of FIG. It is a figure showing roughly composition of a suspension system for amphibious vehicles concerning some embodiments. It is a figure showing roughly composition of a suspension system for amphibious vehicles concerning some embodiments. It is a figure which shows roughly the structure of a part of suspension system for amphibious vehicles which concerns on some embodiment. FIG. 8 is a schematic sectional view of a part of the suspension device of FIG. 7. It is a schematic sectional drawing of a part of suspension system of FIG. 7, and is a figure which shows the state at the time of land driving | running | working. It is a schematic sectional drawing of a part of suspension system of FIG. 7, and is a figure which shows the state at the time of wheel raising. It is a figure which shows roughly the structure of a part of suspension system for amphibious vehicles which concerns on some embodiment. It is a schematic sectional drawing of a part of suspension system of FIG. 11, and is a figure which shows the state at the time of land driving | running | working. It is a schematic sectional drawing of a part of suspension system of FIG. 11, and is a figure which shows the state at the time of wheel raising.

  Embodiments of the present invention will be described below with reference to the accompanying drawings. However, the dimensions, materials, shapes, and relative arrangements of the components described in this embodiment or shown in the drawings are not intended to limit the scope of the present invention, but are merely illustrative examples. Only.

FIG. 1 shows a schematic configuration of an amphibious vehicle to which a suspension system for an amphibious vehicle according to some embodiments is applied.
The amphibious vehicle includes a vehicle body 10, a land traveling device 12, and a water propulsion device 14. The water propulsion device 14 includes, for example, a water jet 16 or a propeller.
The land traveling device 12 includes, for example, a crawler belt (infinite orbit, caterpillar) 18, a wheel 20 that defines the track of the crawler belt 18, a sprocket 22 that drives the crawler belt 18, and rotating bodies (wheels such as the wheel 20 and the sprocket 22). ) 24 and the vehicle body 10. In some embodiments, the land traveling device 12 includes a tire as a rotating body 24 and a suspension device.

FIG. 2 shows a schematic configuration of a suspension system for an amphibious vehicle. The suspension device includes a hydraulic cylinder 26, an accumulator 28, and a pressure system 30.
The hydraulic cylinder 26 has a cylinder body 32 and a piston 34. The piston 34 is slidably disposed in the cylinder body 32, and the cylinder body 32 is hermetically partitioned into a first hydraulic chamber 32a and a second hydraulic chamber 32b.

  The accumulator 28 is connected to the first hydraulic chamber 32 a of the hydraulic cylinder 26. In some embodiments, the accumulator 28 has a cylinder body 36 and a piston 38. The piston 38 is slidably disposed in the cylinder body 36, and the inside of the cylinder body 36 is airtightly divided into a gas pressure chamber 36a and a fluid pressure chamber 36b. The accumulator 28 absorbs the working fluid flowing from the hydraulic cylinder 26 into the hydraulic chamber 36b by compressing the gas in the hydraulic chamber 36a when an impact load is applied to the wheel 24 due to unevenness of the ground during running on land. Then, it functions as an air spring that stabilizes the posture of the vehicle by generating a strong reaction force on the wheel 24 by the compressed high pressure gas.

  The gas pressure chamber 36a is filled with a predetermined amount of gas, and the position of the piston 38 is determined so that the pressure in the gas pressure chamber 36a and the pressure in the hydraulic pressure chamber 36b are balanced. The first hydraulic chamber 32a of the hydraulic cylinder 26 communicates with the hydraulic chamber 36b of the accumulator 28, and the position of the piston 38 is determined by the pressure of the gas pressure chamber 36a and the pressure of the first hydraulic chamber 32a. Decided to balance.

  The pressure system 30 is configured to selectively execute the supply of the working fluid to one of the first hydraulic chamber 32a and the second hydraulic chamber 32b of the hydraulic cylinder 26 and the discharge of the working fluid from the other. ing. In some embodiments, the working fluid is a liquid, for example oil.

Specifically, the pressure system 30 includes a pump 40, a first control valve 42, a pilot check valve 44, and a second control valve 46.
The pump 40 is configured to discharge the working fluid. The first control valve 42 is provided in a first flow path 48 extending between the pump 40 and the first hydraulic chamber 32a of the hydraulic cylinder 26, and the working fluid is supplied from the pump 40 to the first hydraulic chamber 32a. Is configured to control.

  The pilot check valve 44 is provided in a portion of the first flow path 48 that extends between the first hydraulic chamber 32 a of the hydraulic cylinder 26 and the first control valve 42. The pilot check valve 44 is configured to open and close the first flow path 48 according to the pilot pressure. When the pilot pressure is not supplied, the pilot check valve 44 operates as a normal check valve, and the first hydraulic pressure chamber 32a. The working fluid is allowed to flow in the direction (forward direction) flowing into the first fluid pressure, and is prevented from flowing in the direction (reverse direction) flowing out from the first hydraulic chamber 32a. On the other hand, when the pilot pressure is supplied, the pilot check valve 44 operates so as to allow the flow of the working fluid in the direction of flowing out from the first hydraulic pressure chamber 32a.

The second control valve 46 is provided in a pilot flow path 50 extending between the pump 40 and the pilot check valve 44, and is configured to control the supply of pilot pressure to the pilot check valve 44.
The pressure system 30 has a tank 52 configured to store the working fluid, and the second flow path 54 extends between the tank 52 and the second hydraulic chamber 32 b of the hydraulic cylinder 26. .

  In some embodiments, the first control valve 42 is a four-way three-position switching valve that is interposed in the first flow path 48 and also in the second flow path 54. Specifically, the first control valve 42 has a P port 42p, a T port 42t, an A port 42a, and a B port 42b. The P port 42p is connected to the pump 40, and the T port 42t is connected to the tank 52. The A port 42a is connected to the first hydraulic chamber 32a, and the B port 42b is connected to the second hydraulic chamber 32b.

  The first control valve 42 has three positions of a closed position, a first open position, and a second open position that can be switched with each other. In the closed position, the P port 42p, the T port 42t, the A port 42a, and B All ports 42b are closed. In the first open position, the P port 42p and the A port 42a communicate with each other, and the T port 42t and the B port 42b communicate with each other. In the second open position, the P port 42p and the B port 42b communicate with each other, and the T port 42t and the A port 42a communicate with each other.

  In some embodiments, the suspension device has a controller 56 for actuating the first control valve 42 and the second control valve 46. The control device 56 is configured by, for example, a computer having a CPU (Central Processing Unit), a memory, and an external storage device. In some embodiments, the first control valve 42 and the second control valve 46 are electromagnetic control valves, and the controller 56 controls electrical signals supplied to the first control valve 42 and the second control valve 46. Thus, the operations of the first control valve 42 and the second control valve 46 can be controlled.

  Here, FIG. 2 shows the state of the first control valve 42 and the second control valve 46 at the time of running on land, and FIG. 3 shows the first control valve 42 and the second control valve 42 when the wheel 24 is pulled up for water navigation. The state of the second control valve 46 is shown. FIG. 4 shows the state of the first control valve 42 and the second control valve 46 when the wheel 24 is suspended in order to move from the water to the land.

  As shown in FIG. 2, when traveling on land, both the first control valve 42 and the second control valve 46 are set to the closed position. In this state, the pressure of the first hydraulic pressure chamber 32a is maintained at an appropriate pressure, and the volume of the gas pressure chamber 36a of the accumulator 28 is maintained at an appropriate size.

As shown in FIG. 3, when the wheel 24 is pulled up, the first control valve 42 is set to the second open position, and the second control valve 46 is set to the open position. In this state, the pilot pressure is supplied from the pump 40 to the pilot check valve 44, and the pilot check valve 44 allows the working fluid to flow out of the first hydraulic pressure chamber 32a. In this state, when the working fluid is supplied from the pump 40 to the second hydraulic pressure chamber 32b, the piston 34 moves in the reduction direction (first direction / pull-up direction) of the first hydraulic pressure chamber 32a, so that the first The working fluid is discharged from the hydraulic chamber 32a.
In some embodiments, the piston 34 is connected to the wheel 24 via a connecting rod 57, and the wheel 24 is lifted as the piston 34 moves in the pulling direction. In this state, since the pressure in the first hydraulic pressure chamber 32a is reduced, the gas pressure chamber 36a of the accumulator 28 is expanded.

  As shown in FIG. 4, when the wheel 24 is suspended, the first control valve 42 is set to the first open position, and the second control valve 46 is set to the closed position. In this state, the pilot check valve 44 allows the flow of the working fluid toward the first hydraulic chamber 32a. In this state, the working fluid is supplied from the pump 40 to the first hydraulic pressure chamber 32a, so that the piston 34 moves in the expansion direction (second direction / hanging direction) of the first hydraulic pressure chamber 32a. The working fluid is discharged from the hydraulic chamber 32b. Then, the wheel 24 is suspended by the movement of the piston 34 in the hanging direction.

According to the configuration described above, the pressure system 30 selectively supplies the working fluid to one of the first hydraulic chamber 32a and the second hydraulic chamber 32b and discharges the working fluid from the other. Since it is configured, the wheel 24 can be lifted during water navigation compared to when traveling on land.
On the other hand, according to this configuration, when the pilot check valve 44 is closed during running on land, a high pressure is generated in the first hydraulic chamber 32a when an impact load is applied to the wheel 24 due to unevenness of the ground or the like. . When a high pressure is generated in the first hydraulic pressure chamber 32a, the high pressure acts on the pilot check valve 44.

  Even in such a case, the pilot check valve 44 has an excellent sealing property, so that there is almost no liquid leakage from the pilot check valve 44 to the outside and no liquid leakage inside the pilot check valve 44. On the other hand, since the high pressure is blocked by the pilot check valve 44, the high pressure does not act on a part of the first flow path 48 from the pilot check valve 44 to the first control valve 42 and the first control valve 42, and the first Liquid leakage from part of the flow path 48 and the first control valve 42 is also prevented. Therefore, according to this configuration, liquid leakage can be prevented with a simple configuration.

In some embodiments, when the wheel 24 is drooping, the first hydraulic pressure is reduced until the volume of the gas pressure chamber 36a of the accumulator 28 is reduced to an appropriate size, that is, until the target volume for land travel is reached. A working fluid is supplied to the chamber 32a.
According to this configuration, when the wheel 24 is suspended, the volume of the gas pressure chamber 36a of the accumulator 28 is reduced to an appropriate size. The volume fluctuation of 36a is suppressed. For this reason, the vertical movement of the wheel 24 is suppressed at the time of landing, and the posture of the amphibious vehicle is stabilized.

  In some embodiments, the suspension device further includes at least one pressure regulating valve for adjusting the pressure of the working fluid discharged from the pump 40. FIG. 5 shows a schematic configuration of a suspension system for an amphibious vehicle according to some embodiments. The suspension system shown in FIG. 5 is built in the pump 40 as at least one pressure regulating valve. A pressure regulating valve 58 is provided. The pressure regulating valve 58 may be externally attached to the pump 40.

  If the hydraulic pressure in the first hydraulic pressure chamber 32a is too low at the time of landing, the volume change of the gas pressure chamber 36a becomes large. For this reason, the vertical movement of the wheel 24 becomes large at the time of landing, and the attitude of the amphibious vehicle changes greatly. Further, when the hydraulic pressure in the first hydraulic chamber 32a is too low during land driving, the vehicle height of the amphibious vehicle becomes too low, or conversely, if the hydraulic pressure is too high, the vehicle height becomes too high. Or In this regard, in this configuration, the pressure of the working fluid discharged from the pump 40 is adjusted by the pressure regulating valve 58, so that the hydraulic pressure in the first hydraulic pressure chamber 32a can be maintained in an appropriate range. As a result, the attitude of the amphibious vehicle can be stabilized at the time of landing, and the vehicle height of the amphibious vehicle can be properly maintained when traveling on land.

  FIG. 6 shows a schematic configuration of a suspension system for an amphibious vehicle according to some embodiments. The suspension device shown in FIG. 6 includes, as at least one pressure regulating valve, a first pressure regulating valve 60 configured to regulate the pressure of the working fluid supplied to the first hydraulic pressure chamber 32a, and a second hydraulic pressure chamber. And a second pressure regulating valve 62 configured to adjust the pressure of the working fluid supplied to 32 b, and the pressure of the working fluid adjusted by the second pressure regulating valve 62 is adjusted by the first pressure regulating valve 60. Lower than the working fluid pressure.

  In this configuration, the pressure (first pressure) of the working fluid supplied to the first hydraulic pressure chamber 32a is a pressure necessary to adjust the volume of the gas pressure chamber 36a of the accumulator 28 to an appropriate range. This is the pressure required to support the body of an amphibious vehicle. On the other hand, the pressure (second pressure) of the working fluid supplied to the second hydraulic pressure chamber 32b is a pressure necessary to pull up the wheel 24 during water navigation, and is a pressure necessary to support the wheel 24. It is. For this reason, the second pressure may be smaller than the first pressure. On the other hand, if the second pressure is reduced by the second pressure regulating valve 62, low-pressure piping or the like can be used in the flow path from the second pressure regulating valve 62 to the second hydraulic pressure chamber 32b, thereby reducing costs. be able to.

  In addition, the 1st pressure regulation valve 60 and the 2nd pressure regulation valve 62 are each comprised so that the flow of the working fluid in the direction which flows out out of the 1st hydraulic pressure chamber 32a and the 2nd hydraulic pressure chamber 32b may be permitted.

  In some embodiments, the first pressure regulating valve 60 is interposed in a portion of the first flow path 48 extending between the first control valve 42 and the pilot check valve 44, and the second pressure regulating valve 62 is the first pressure regulating valve 62. It is interposed in a portion of the second flow path 54 extending between the control valve 42 and the second hydraulic pressure chamber 32b.

FIG. 7 is a perspective view schematically showing a part of a suspension device according to some embodiments, and FIGS. 8, 9 and 10 are schematic cross-sectional views of a part of the suspension device of FIG. It is.
As shown in FIGS. 7-10, in some embodiments, the suspension system for an amphibious vehicle includes a base 64, a hub 66, and an arm 68. The base 64 can be attached to the vehicle body 10 of an amphibious vehicle and has, for example, a flange portion 70 for bolt connection. The base 64 has a substantially cylindrical main shaft portion 72.

The hub 66 has a substantially cylindrical shape, and is rotatably fitted to the main shaft portion 72. For example, two bearings 74 are interposed between the hub 66 and the main shaft portion 72.
The arm 68 is provided integrally with the hub 66 and is rotatable with the hub 66 with respect to the main shaft portion 72. The arm 68 extends along the radial direction of the main shaft portion 72 and the hub 66, and a support shaft 75 for supporting the wheel 24 is attached to the distal end side of the arm 68. In the arm 68, a hydraulic cylinder 26 and an accumulator 28 are provided.

In this configuration, since the hydraulic cylinder 26 and the accumulator 28 are arranged in the arm 68, it is not necessary to arrange the hydraulic cylinder 26 and the accumulator 28 on the vehicle body 10 side, and space saving is achieved.
The pump 40, the tank 52, the first control valve 42, the pilot check valve 44, and the second control valve 46 can be installed inside the vehicle body 10, for example.

  In some embodiments, the hydraulic cylinder 26 and the accumulator 28 are provided parallel to each other in the arm 68 along the radial direction of the main shaft 72 and the hub 66, respectively. The piston 34 disposed inside the hydraulic cylinder 26 is connected to a pin 78 via a connecting rod 76. The connecting rod 76 can tilt with respect to the piston 34 and the pin 78.

The pin 78 is disposed in a notch portion 80 provided in the main shaft portion 72. The pin 78 extends along the axial direction of the main shaft portion 72, while being separated from the center in the radial direction of the main shaft portion 72.
The first hydraulic chamber 32 a is provided on the distal end side of the arm 68, and the second hydraulic chamber 32 b is provided on the proximal end side of the arm 68. The notch 80 communicates with the hydraulic cylinder 26, and the notch 80 constitutes a part of the second hydraulic chamber 32b.

  In this configuration, when the working fluid is supplied to the first hydraulic chamber 32a, the piston 34 is relatively displaced with respect to the cylinder body 32 so that the first hydraulic chamber 32a expands (see FIG. 9). At this time, since the distance between the piston 34 and the pin 78 is defined by the connecting rod 76, the arm 68 rotates around the main shaft portion 72 so that the first hydraulic pressure chamber 32a expands. As a result, the tip of the arm 68 moves downward, and the wheel 24 is suspended.

  On the other hand, when the working fluid is supplied to the second hydraulic chamber 32b, the piston 34 is displaced relative to the cylinder body 32 so that the second hydraulic chamber 32b is enlarged (see FIG. 10). At this time, since the distance between the piston 34 and the pin 78 is defined by the connecting rod 76, the arm 68 rotates about the main shaft portion 72 so that the second hydraulic pressure chamber 32b expands. As a result, the tip of the arm 68 moves upward and the wheel 24 is pulled up.

In some embodiments, pilot check valve 44 is disposed within arm 68.
In this configuration, since the pilot check valve 44 is arranged in the arm 68, the distance between the first hydraulic pressure chamber 32a and the pilot check valve 44 can be shortened. For this reason, when the hydraulic pressure in the first hydraulic pressure chamber 32a becomes high, the region where the high pressure acts can be reduced, and liquid leakage can be further prevented.

In some embodiments, the pilot check valve 44 is disposed on the distal end side of the arm 68 with respect to the hydraulic cylinder 26.
In this configuration, the pilot check valve 44 can be disposed in the arm 68 with a simple configuration. Further, when the hydraulic cylinder 26 and the accumulator 28 are arranged in parallel in the arm 68 and the first hydraulic chamber 32a is arranged on the distal end side of the arm 68, the first hydraulic chamber 32a, the pilot check valve 44, Can be made as short as possible. For this reason, when the pilot check valve 44 is closed, the region where the high pressure of the first hydraulic pressure chamber 32a acts becomes smaller, and liquid leakage is further prevented.

In some embodiments, the arm 68 has a block 82 that forms the tip of the arm 68, and the pilot check valve 44 is attached to the block 82. An internal flow path 84 that communicates the first hydraulic pressure chamber 32 a and the pilot check valve 44 is provided inside the block 82.
In this configuration, the pilot check valve 44 and the first hydraulic pressure chamber 32a can be communicated with each other by the internal flow path 84 with a simple configuration.

In some embodiments, an internal flow path 85 that connects the first hydraulic chamber 32 a and the hydraulic chamber 36 b is formed inside the block 82.
In this configuration, the first fluid pressure chamber 32a and the fluid pressure chamber 36b can be communicated with each other by the internal channel 85 with a simple configuration.

In some embodiments, two internal channels 86, 88 are formed inside the arm 68. The pilot check valve 44 and the first control valve 42 communicate with each other through the internal flow path 86, and the pilot check valve 44 and the second control valve 46 communicate with each other through the internal flow path 88. In this configuration, since the internal flow paths 86 and 88 are provided inside the arm 68, piping outside the arm 68 can be reduced, so that downsizing, weight reduction, and improvement in durability against earth and sand can be achieved. .
In some embodiments, the internal channels 86, 88 have portions that extend along the radial direction of the arm 68.
In some embodiments, the internal channels 86, 88 can be easily formed by drilling the arm 68.

  In some embodiments, the suspension device includes a cylindrical sleeve 90 provided integrally with the hub 66, and the base 64 includes a cylindrical portion 92 that protrudes from the main shaft portion 72. The sleeve 90 is rotatably fitted to the cylindrical portion 92. A plurality of circumferential grooves 94 are formed on the outer periphery of the cylindrical portion 92, and a plurality of communication holes 96 are formed in the sleeve 90 corresponding to the plurality of circumferential grooves 94. At the bottom surfaces of the plurality of circumferential grooves 94, one ends of a plurality of internal flow paths 98 extending inside the main shaft portion 72 and the cylindrical portion 92 are opened. In addition, O-rings 100 are installed on both sides of the plurality of circumferential grooves 94.

  Since the arm 68 rotates with respect to the main shaft portion 72 and the vehicle body 10, there is a problem in the connection structure between the internal flow paths 86 and 88 on the arm 68 (movable side) and the flow path on the vehicle body 10 side (stationary side). In this configuration, the circumferential groove 94 is provided on the outer periphery of the cylindrical portion 92 on the stationary side, so that the internal flow paths 86 and 88 of the arm 68 communicate with the internal flow path 98 on the stationary side at a predetermined rotation angle. Can be made.

  In some embodiments, the suspension device has an annular end plate 102 that connects the hub 66 and the sleeve 90, between the internal channels 86, 88 provided in the arm 68 and the communication hole 96 of the sleeve 90. Are connected to the end plate 102. A plurality of internal flow paths 106 are provided inside the block 104. The communication hole 96 of the sleeve 90 communicates with the internal flow paths 86 and 88 of the arm 68 through the internal flow path 106 of the block 104.

FIG. 11 is a perspective view schematically showing a part of a suspension device according to some embodiments, and FIGS. 12 and 13 are schematic sectional views of a part of the suspension device of FIG. 11.
As shown in FIGS. 11 to 13, in some embodiments, the suspension device for an amphibious vehicle is attached to a vehicle body 10 of an amphibious vehicle, and is rotatably supported by the base 108. The rotating shaft 110, the conversion mechanism 114 configured to convert the reciprocating motion of the piston 34 of the hydraulic cylinder 26 into the rotating motion of the rotating shaft 110, and the arm 116 configured to be rotatable together with the rotating shaft 110. .

The rotating shaft 110 is supported by the base 108 via a bearing 118.
The conversion mechanism 114 has a crank member 120, and the crank member 120 has a crank arm 122 and a crank pin 124. A proximal end side of the crank arm 122 is fixed to the rotating shaft 110, and a crank pin 124 is fixed to the distal end side of the crank arm 122. The crank pin 124 is connected to the piston 34 via a connecting rod 126, and the reciprocating motion of the piston 34 is converted into the swinging motion of the crank member 120, and the swinging motion of the crank member 120 is further converted to the rotation shaft 110. Converted to rotational motion. Then, the arm 116 is swung by the rotational movement of the rotating shaft 110, and the wheel 24 attached to the tip of the arm 116 is pulled up (see FIG. 13) or suspended (see FIG. 12).

The hydraulic cylinder 26 and the accumulator 28 can be attached to the inside of the vehicle body 10 of the amphibious vehicle.
In this configuration, since the hydraulic cylinder 26 and the accumulator 28 can be disposed inside the vehicle body 10, the hydraulic cylinder 26, the accumulator 28, and the like can be easily replaced, and the suspension device has high expandability.

  In addition, the pump 40, the tank 52, the 1st control valve 42, the pilot check valve 44, and the 2nd control valve 46 can be installed in the inside of the vehicle body 10 of an amphibious vehicle, for example.

  In some embodiments, as shown in FIGS. 11 to 13, the hydraulic cylinder 26 and the accumulator 28 are arranged in parallel to each other, and one end of the hydraulic cylinder 26 on the first hydraulic chamber 32 a side and the liquid An internal flow path 130 that connects the first hydraulic chamber 32a and the hydraulic chamber 36b is provided in a block 128 that connects one end of the accumulator 28 on the pressure chamber 36b side. A pilot check valve 44 is attached to the block 128, and an internal channel 132 for communicating the first hydraulic pressure chamber 32 a and the pilot check valve 44 is provided in the block 128.

In this configuration, the pilot check valve 44 is attached to the block 128 that connects one end portion of the hydraulic cylinder 26 on the first hydraulic chamber 32a side and one end portion of the accumulator 28 on the hydraulic chamber 36b side. The distance between the hydraulic chamber 32a and the pilot check valve 44 can be made as short as possible. For this reason, when the pilot check valve 44 is closed, the region where the high pressure of the first hydraulic pressure chamber 32a acts is reduced, and liquid leakage is further prevented.
Further, in this configuration, the pilot check valve 44 and the first hydraulic pressure chamber 32a can be communicated with each other by the internal flow path 132 with a simple configuration.

  The present invention is not limited to the above-described embodiments, and includes forms obtained by modifying the above-described embodiments and forms obtained by appropriately combining the above-described embodiments.

DESCRIPTION OF SYMBOLS 10 Car body 12 Land driving device 14 Water propulsion device 16 Water jet 18 Crawler track 20 Rolling wheel 22 Sprocket (wheel)
24 Rotating body (wheel)
26 Hydraulic cylinder 28 Accumulator 30 Pressure system 32 Cylinder body 32a First hydraulic chamber 32b Second hydraulic chamber 34 Piston 36 Cylinder body 36a Gas pressure chamber 36b Hydraulic chamber 38 Piston 40 Pump 42 First control valve 42p P port 42t T port 42a A port 42b B port 44 Pilot check valve 46 Second control valve 48 First flow path 50 Pilot flow path 52 Tank 54 Second flow path 56 Controller 57 Connecting rod

Claims (11)

A hydraulic cylinder having a cylinder body and a piston that is slidably disposed in the cylinder body and divides the cylinder body into a first hydraulic chamber and a second hydraulic chamber;
An accumulator connected to a first hydraulic chamber of the hydraulic cylinder;
A pressure system configured to selectively perform supply of working fluid to one of the first hydraulic chamber and the second hydraulic chamber of the hydraulic cylinder and discharge of the working fluid from the other, and
The pressure system is
A pump configured to discharge the working fluid;
A first control valve provided in a first flow path extending between the pump and the first hydraulic pressure chamber and configured to control the supply of the working fluid from the pump to the first hydraulic pressure chamber. When,
A pilot check valve provided in a portion of the first flow path extending between the first hydraulic pressure chamber and the first control valve and configured to open and close the first flow path in accordance with a pilot pressure; ,
And a second control valve provided in a pilot flow path extending between the pump and the pilot check valve and configured to control the supply of the pilot pressure to the pilot check valve. Suspension device for amphibious vehicles. The suspension apparatus for an amphibious vehicle according to claim 1, further comprising at least one pressure regulating valve for adjusting a pressure of the working fluid discharged from the pump. The at least one pressure regulating valve includes a first pressure regulating valve configured to adjust a pressure of the working fluid supplied to the first hydraulic pressure chamber, and a pressure of the working fluid supplied to the second hydraulic pressure chamber. A second pressure regulating valve configured to adjust
The suspension system for amphibious vehicles according to claim 2, wherein the pressure of the working fluid adjusted by the second pressure regulating valve is lower than the pressure of the working fluid adjusted by the first pressure regulating valve. A base that has a main shaft and can be attached to the body of an amphibious vehicle;
A hub that is rotatably fitted to the main shaft portion;
An arm provided integrally with the hub;
The suspension system for amphibious vehicles according to any one of claims 1 to 3, wherein the hydraulic cylinder and the accumulator are arranged in the arm. The suspension system for amphibious vehicles according to claim 4, wherein the pilot check valve is disposed in the arm. 6. The suspension system for amphibious vehicles according to claim 4 or 5, wherein the pilot check valve is disposed on a tip side of the arm with respect to the hydraulic cylinder. The arm has a block constituting a tip portion of the arm,
The pilot check valve is attached to the block;
The suspension system for amphibious vehicles according to claim 6, wherein an internal flow path that communicates the first hydraulic pressure chamber and the pilot check valve is provided inside the block. The amphibious vehicle according to any one of claims 5 to 7, wherein an internal flow path that connects the pilot check valve and the first control valve is formed inside the arm. Suspension device. A cylindrical sleeve provided integrally with the hub;
The base has a cylindrical portion that protrudes from the main shaft portion and into which the sleeve is fitted,
The cylindrical portion has a plurality of circumferential grooves formed on the outer periphery,
The sleeve has a plurality of communication holes formed corresponding to the plurality of circumferential grooves,
9. The suspension for an amphibious vehicle according to claim 8, wherein one end of a plurality of internal flow paths extending inside the main shaft portion and the cylindrical portion is opened on a bottom surface of the plurality of circumferential grooves. apparatus. A base attachable to the body of an amphibious vehicle,
A rotating shaft rotatably supported by the base;
A conversion mechanism configured to convert a reciprocating motion of the piston into a reciprocating motion of the rotating shaft;
The suspension system for amphibious vehicles according to any one of claims 1 to 3, wherein the hydraulic cylinder and the accumulator can be attached to the inside of a vehicle body of the amphibious vehicle. A block that connects one end of the hydraulic cylinder and one end of the accumulator;
The pilot check valve is attached to the accumulator;
The suspension system for amphibious vehicles according to claim 10, wherein an internal flow path that communicates the first hydraulic pressure chamber and the pilot check valve is provided inside the block.

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