CN215705516U - Power transmission mechanism and amphibious vehicle - Google Patents
Power transmission mechanism and amphibious vehicle Download PDFInfo
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- CN215705516U CN215705516U CN202121663967.XU CN202121663967U CN215705516U CN 215705516 U CN215705516 U CN 215705516U CN 202121663967 U CN202121663967 U CN 202121663967U CN 215705516 U CN215705516 U CN 215705516U
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Abstract
An embodiment of the present invention provides a power transmission mechanism and an amphibious vehicle, wherein the power transmission mechanism includes: an engine having first and second outputs and having opposite first and second sides; a land travel assembly comprising: the first drive axle is in transmission connection with the first output end and is arranged on the first side; the second drive axle is in transmission connection with the first output end and is arranged on the second side; the water running assembly is in transmission connection with the second output end and arranged on the second side. In the technical scheme of the utility model, the two running assemblies are driven by different output ends of the same engine, so that the power transmission mechanism is facilitated to be simplified, and the rotating speed and the torque of the different running assemblies can be reasonably matched. In addition, two driving axles are respectively arranged on two opposite sides of the engine, and the engine and the core component on the transmission chain can be positioned between the two driving axles, so that the center of gravity of the vehicle is kept at a proper position in the middle, and the possibility of serious heeling or heeling is reduced.
Description
Technical Field
The embodiment of the utility model relates to the technical field of vehicles, in particular to a power transmission mechanism and an amphibious vehicle.
Background
In the amphibious vehicle in the related art, when the vehicle runs on water, power needs to be transmitted to the water running component; when traveling on land, it is necessary to transmit power to the land travel assembly. The power transmission chain of the amphibious vehicle is complex because the two sets of driving systems on water and land need to be driven independently.
SUMMERY OF THE UTILITY MODEL
In order to solve at least one of the above-described technical problems, an object of an embodiment of the present invention is to provide a power transmission mechanism.
It is a further object of an embodiment of the utility model to provide an amphibious vehicle having a power transmission as described above.
To achieve the above object, an embodiment of a first aspect of the present invention provides a power transmission mechanism including: the engine is provided with at least one first output end and at least one second output end, and the engine is also provided with a first side and a second side which are oppositely arranged; a land travel assembly comprising: the first drive axle is in transmission connection with the first output end and is arranged on the first side; the second drive axle is in transmission connection with the first output end and arranged on the second side; the water running assembly is in transmission connection with the second output end and is arranged on the second side.
According to the embodiment of the power transmission mechanism provided by the utility model, the power transmission mechanism fully utilizes a plurality of power interfaces, namely a plurality of output ends, on the engine to respectively transmit power to the land-based running assembly and the water-based running assembly. The two running assemblies are driven by different output ends of the same engine, so that the power transmission mechanism is facilitated to be simplified, and meanwhile, the rotating speeds and torques of the different running assemblies can be reasonably matched, so that the transmission part is kept at a proper included angle. In addition, the two driving axles are respectively arranged on two opposite sides of the engine, so that the engine and the core component on the transmission chain can be positioned between the two driving axles, the center of gravity of the amphibious vehicle is kept at a proper position in the middle of the vehicle, and the possibility of serious heeling or heeling is greatly reduced.
Specifically, the power transmission mechanism includes an engine, a land travel assembly, and a water travel assembly. An engine is a machine capable of converting other forms of energy into mechanical energy, and includes an internal combustion engine (i.e., a reciprocating piston engine), an external combustion engine (e.g., a stirling engine, a steam engine, etc.), a jet engine, an electric motor, and so on. A transaxle is a mechanism located at the end of a drive train that can vary the speed and torque from a transmission and transmit them to drive wheels. The engine has at least one first output and at least one second output. In other words, the number of the first output ends is at least one, and the number of the second output ends is at least one, that is, the number of the first output ends may be one, two or more, and the number of the second output ends may be one, two or more, and the setting is flexible according to actual requirements. The engine also has a first side and a second side, and the first side and the second side are two sides that are oppositely disposed.
Further, the ground travelling assembly comprises a first drive axle and a second drive axle, i.e. the ground travelling assembly comprises two drive axles. The drive axle is generally composed of a main speed reducer, a differential, a wheel transmission device, a drive axle housing and the like, and the steering drive axle further comprises a constant velocity universal joint. The first drive axle is in driving connection with the first output of the engine and the second drive axle is in driving connection with the first output of the engine, it being understood that the engine operates both drive axles via the first output. The first drive axle is arranged on the first side of the engine, the second drive axle is arranged on the second side of the engine, and the two drive axles are respectively arranged on two opposite sides of the engine, so that the engine and a core component on a transmission chain can be positioned between the two drive axles, the center of gravity of the amphibious vehicle is kept at a proper position in the middle of the vehicle, and the possibility of severe heeling or heeling is greatly reduced. Heading may be understood as the inclination of the leading end of the vehicle and tailgating may be understood as the inclination of the trailing end of the vehicle. The first drive axle is positioned at the head end of the frame of the vehicle or a position close to the head end; the second drive axle is located at or near the trailing end of the frame of the vehicle.
Furthermore, the water running assembly is in transmission connection with a second output end of the engine, and the water running assembly is arranged on a second side of the engine, namely the water running assembly is positioned on one side, close to the second drive axle, of the engine. The engine drives the water running assembly to run through the second output end.
The power transmission mechanism in this application make full use of a plurality of power interfaces on the engine, a plurality of output promptly, with power transmission to subassembly and the subassembly that traveles on water of traveling on land respectively. The two running assemblies are driven by different output ends of the same engine, so that the power transmission mechanism is facilitated to be simplified, and meanwhile, the rotating speeds and torques of the different running assemblies can be reasonably matched, so that the transmission part is kept at a proper included angle.
In addition, the technical scheme provided by the utility model can also have the following additional technical characteristics:
in the above technical solution, the method further comprises: the first transfer case is arranged on the first side and located between the engine and the first drive axle, the first transfer case is provided with a first input end, a third output end and a fourth output end, the first input end is in transmission connection with the first output end, the third output end is in transmission connection with the first drive axle, and the fourth output end is in transmission connection with the second drive axle.
In this solution, the power transmission mechanism further comprises a first transfer case. The transfer case is a device for distributing power of the engine, and can output the power to the rear axle or to both the front axle and the rear axle. The first transfer case is arranged on the first side of the engine, and the first transfer case is located between the engine and the first drive axle, so that the center of gravity of the vehicle can be controlled at a proper position in the middle, and the possibility of head tipping or tail tipping is reduced.
Further, the first transfer case has a first input, a third output, and a fourth output. The first input end of the first branch box is in transmission connection with the first output end of the engine. The third output end of the first branch box is in transmission connection with the first drive axle, and the fourth output end of the first branch box is in transmission connection with the second drive axle. In other words, the first output end of the engine drives the two drive axles to operate through the first transfer case.
In the above technical solution, the method further comprises: the transmission is arranged on the first side and located between the engine and the first split box, the transmission is provided with a second input end and a fifth output end, the second input end is in transmission connection with the first output end, and the fifth output end is in transmission connection with the first input end.
In this solution, the power transmission mechanism further includes a transmission. A transmission is a mechanism for changing the rotational speed and torque from an engine, which can change the transmission ratio of an output shaft and an input shaft in fixed or stepped manner, and is also called a transmission. The speed variator consists of speed-changing transmission mechanism and control transmission mechanism, and some vehicles are also provided with power output mechanism. The transmission mechanism mostly adopts common gear transmission, and also adopts planetary gear transmission. The transmission is arranged on the first side of the engine and is located between the engine and the first transfer case, so that the center of gravity of the vehicle is controlled at a proper position in the middle, and the layout of the amphibious vehicle is more reasonable.
Further, the transmission has a second input and a fifth output. The second input end of the speed changer is in transmission connection with the first output end of the engine, and the fifth output end of the speed changer is in transmission connection with the first input end of the first branch box. In other words, the first output of the engine is drivingly connected to the first gearbox via the transmission, the two outputs of the first gearbox operating the two drive axles.
In the above technical solution, the method further comprises: the transmission case is arranged on the first side and provided with a third input end and a sixth output end, the third input end is in transmission connection with the first output end, and the sixth output end is in transmission connection with the second input end.
In this technical scheme, power transmission mechanism still includes the transmission case. The transmission case is disposed on a first side of the engine, and has a third input end and a sixth output end. And a third input end of the transmission case is in transmission connection with a first output end of the engine, and a sixth output end of the transmission case is in transmission connection with a sixth output end of the transmission. In general, parts on a transmission chain of the transmission mechanism can only rotate in one direction, and the parts on the transmission chain can be ensured to rotate correctly by arranging the transmission case. In addition, when the height difference between the first output end of the engine and the second input end of the transmission in the vertical direction is large, namely the distance between the output shaft of the engine and the input shaft of the transmission is large, the transmission case can also be used for adjusting the center distance of the two shafts so as to ensure the transmission requirements of parts such as the transmission shaft on the transmission chain. When the components of the power transmission mechanism are installed, the engine and the transmission can be installed firstly, and then the transmission case is installed to match the installation angles of the engine and the transmission.
It is worth mentioning that when the center distance between the output shaft of the engine and the input shaft of the transmission is smaller, the power transmission mechanism can not adopt a transmission case, thereby simplifying the structure and reducing the occupied space of the power transmission mechanism.
In the above technical solution, the method further comprises: the second transfer case is arranged on the second side and located between the engine and the water running assembly, the second transfer case is provided with a fourth input end and a seventh output end, the fourth input end is in transmission connection with the second output end, and the seventh output end is in transmission connection with the water running assembly.
In this solution, the power transmission mechanism further comprises a second transfer case. The transfer case is a device for distributing power of the engine, and can output the power to the rear axle or to both the front axle and the rear axle. The second transfer case sets up the second side at the engine, and the second transfer case is located the engine and goes between the subassembly on water, because first transfer case sets up the first side at the engine to the both sides of engine are located respectively to two transfer cases, are favorable to carrying out rational layout to each part of amphibious vehicle, make its focus be in the suitable position in the middle.
Further, the second transfer case has a fourth input and a seventh output. The fourth input end of the second transfer case is in transmission connection with the second output end of the engine, and the seventh output end of the second transfer case is in transmission connection with the overwater running assembly. In other words, the second output of the engine drives the marine travel assembly to operate through the second transfer case.
In the above technical solution, the water running assembly includes: a water-jet propeller.
In this solution, the water ride assembly comprises a water jet. Specifically, the water jet propeller is a propeller in which a jet part of a propulsion mechanism is immersed in water and a ship is driven to advance by a reaction force of jet water flow. The water jet propeller consists of a water pump, a pipeline, a suction port and a nozzle, can change the jet direction of water flow through the nozzle to realize the operation of a ship or a vehicle, and has good adaptability.
In the above technical solution, the number of the water jet propellers is at least one.
In this technical scheme, set up to at least one through the quantity with water jet propulsor to water jet propulsor can be one, two or a plurality of, consider power performance, occupation space size, cost and other factors that travel on water, according to actual demand, carry out nimble setting to water jet propulsor.
In the technical scheme, the number of the water jet propellers is two, and the two water jet propellers are arranged in parallel.
In the technical scheme, the number of the water jet propellers is two, and the two water jet propellers are arranged in parallel, so that the power performance of the amphibious vehicle during running on water can be ensured, and the cost can be controlled.
In the above technical solution, the distance between the first drive axle and the engine is the first distance H1The distance between the second drive axle and the engine is a second distance H2The distance between the water running assembly and the engine is a third distance H3，H1≥H2+H3。
In the technical scheme, the distance between the first drive axle and the engine is set as a first distance H1The distance between the second drive axle and the engine is a second distance H2The distance between the water running assembly and the engine is a third distance H3，H1≥H2+H3In other words, the sum of the distance between the second drive axle and the engine and the distance between the marine running assembly and the engine is not greater than the distance between the first drive axle and the engine. The first drive axle, the second drive axle and the water running assembly are controlled, and the distance from the first drive axle, the second drive axle, the water running assembly and the engine is favorable for enabling the gravity center of the amphibious vehicle to be located at a proper position in the middle of the vehicle, so that the layout of all parts in the amphibious vehicle is more reasonable, and the possibility of head tilting or tail tilting of the amphibious vehicle is further reduced.
An embodiment of a second aspect of the utility model provides an amphibious vehicle comprising: a frame; the power transmission mechanism in any of the above embodiments is provided on the frame.
According to an embodiment of the amphibious vehicle according to the utility model, the amphibious vehicle comprises a frame and a power transmission mechanism, the power transmission mechanism being provided at the frame. Specifically, an engine, a land traveling assembly and a water traveling assembly in the power transmission mechanism are arranged on the frame. The engine and the core components on the transmission chain can be positioned between the two driving axles so as to keep the center of gravity of the amphibious vehicle at a proper position in the middle of the vehicle, and the possibility of serious heeling or heeling is greatly reduced. Heading may be understood as the inclination of the leading end of the vehicle and tailgating may be understood as the inclination of the trailing end of the vehicle. The first drive axle is positioned at the head end of the frame of the vehicle or a position close to the head end; the second drive axle is located at or near the trailing end of the frame of the vehicle. The driving axle is provided with tires for land driving.
The amphibious vehicle can realize three modes of land driving, water surface driving and composite operation. In addition, the transmission connection in the application can be realized by adopting direct connection, a transmission shaft, a coupler, a spline and other modes.
The amphibious vehicle comprises any power transmission mechanism in the first aspect, so that the amphibious vehicle has the beneficial effects of any embodiment, and the details are not repeated herein.
Additional aspects and advantages of embodiments of the utility model will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the utility model.
Drawings
FIG. 1 illustrates a first schematic view of a power transmission mechanism according to one embodiment of the present invention;
FIG. 2 illustrates a second schematic view of a power transmission mechanism according to an embodiment of the present invention;
FIG. 3 illustrates a third schematic view of a power transmission mechanism according to an embodiment of the present invention;
FIG. 4 illustrates a fourth schematic diagram of a power transmission mechanism according to an embodiment of the present invention;
FIG. 5 shows a fifth schematic view of a power transmission mechanism according to an embodiment of the present invention;
FIG. 6 shows a sixth schematic view of a power transmission mechanism according to an embodiment of the utility model;
FIG. 7 illustrates a seventh schematic view of a power transmission mechanism according to an embodiment of the present invention;
FIG. 8 shows an eighth schematic diagram of a power transmission mechanism according to an embodiment of the present invention;
FIG. 9 shows a ninth schematic view of a power transmission mechanism according to an embodiment of the present invention;
figure 10 shows a schematic view of an amphibious vehicle according to an embodiment of the utility model.
Wherein, the correspondence between the reference numbers and the part names in fig. 1 to 10 is:
100: a power transmission mechanism; 110: an engine; 111: a first output terminal; 112: a second output terminal; 113: a first side; 114: a second side; 120: a land-based travel assembly; 121: a first drive axle; 122: a second drive axle; 130: a water travel assembly; 131: a water jet propeller; 140: a first branch box; 141: a first input terminal; 142: a third output terminal; 143: a fourth output terminal; 150: a transmission; 151: a second input terminal; 152: a fifth output terminal; 160: a transmission case; 161: a third input terminal; 162: a sixth output terminal; 170: a second transfer case; 171: a fourth input terminal; 172: a seventh output terminal; 200: an amphibious vehicle; 210: a vehicle frame.
Detailed Description
In order that the above objects, features and advantages of the embodiments of the present invention can be more clearly understood, embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and detailed description. It should be noted that the embodiments and features of the embodiments of the present application may be combined with each other without conflict.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application, however, embodiments of the present invention may be practiced in other ways than those described herein, and therefore the scope of the present application is not limited to the specific embodiments disclosed below.
A power transmission mechanism 100 and an amphibious vehicle 200 provided according to some embodiments of the utility model will now be described with reference to figures 1 to 10.
Example one
As shown in fig. 1, 2 and 3, one embodiment of the present invention provides a power transmission mechanism 100 including an engine 110, a land-based travel assembly 120 and a water-based travel assembly 130. The engine 110 is a machine capable of converting other forms of energy into mechanical energy, and includes an internal combustion engine (i.e., a reciprocating piston engine), an external combustion engine (e.g., a stirling engine, a steam engine, etc.), a jet engine, an electric motor, etc. The transaxle is a mechanism located at the end of the drive train that can vary the rotational speed and torque from the transmission 150 and transmit them to the drive wheels. The engine 110 has at least one first output 111 and at least one second output 112. In other words, the number of the first output ends 111 is at least one, and the number of the second output ends 112 is at least one, that is, the number of the first output ends 111 may be one, two or more, and the number of the second output ends 112 may be one, two or more, and the setting is flexible according to actual requirements. The engine 110 also has a first side 113 and a second side 114, and the first side 113 and the second side 114 are oppositely disposed sides.
Further, as shown in fig. 4, the ground-moving assembly 120 comprises a first drive axle 121 and a second drive axle 122, i.e. the ground-moving assembly 120 comprises two drive axles. The drive axle is generally composed of a main speed reducer, a differential, a wheel transmission device, a drive axle housing and the like, and the steering drive axle further comprises a constant velocity universal joint. The first drive axle 121 is in driving connection with the first output 111 of the engine 110, and the second drive axle 122 is in driving connection with the first output 111 of the engine 110, it being understood that the engine 110 operates both drive axles through the first output 111. The first drive axle 121 is provided on a first side 113 of the engine 110 and the second drive axle 122 is provided on a second side 114 of the engine 110, whereby the engine 110 and the upper core of the drive train can be positioned between the two drive axles to keep the center of gravity of the amphibious vehicle 200 in place in the middle of the vehicle, by providing the two drive axles on opposite sides of the engine 110, the possibility of severe heeling or heeling is greatly reduced. Heading may be understood as the inclination of the leading end of the vehicle and tailgating may be understood as the inclination of the trailing end of the vehicle. The first drive axle 121 is located at or near the head end of the frame 210 of the vehicle; the second transaxle 122 is located at or near the rear end of the frame 210 of the vehicle.
Further, as shown in fig. 2 and 5, the marine running assembly 130 is in transmission connection with the second output end 112 of the engine 110, and the marine running assembly 130 is disposed on the second side 114 of the engine 110, i.e., the marine running assembly 130 is located on a side of the engine 110 close to the second drive axle 122. The engine 110 drives the marine propulsion assembly 130 to operate through the second output 112.
The power transmission mechanism 100 of the present application utilizes a plurality of power interfaces, i.e., a plurality of output ports, on the engine 110 to transmit power to the land-based travel assembly 120 and the water-based travel assembly 130, respectively. The two running assemblies are driven by different output ends of the same engine 110, so that the power transmission mechanism 100 is simplified, and the rotating speeds and torques of the different running assemblies can be reasonably matched, so that the transmission part is kept at a proper included angle.
Example two
As shown in fig. 1, 2, 6, 7, 8 and 9, the power transmission mechanism 100 further includes a first transfer case 140. The transfer case is a device for distributing the power of the engine 110, and can output the power to the rear axle or both the front axle and the rear axle. The first transfer case 140 is disposed on the first side 113 of the engine 110, and the first transfer case 140 is located between the engine 110 and the first drive axle 121, which facilitates controlling the center of gravity of the vehicle at a centrally located position, reducing the possibility of a lead or tail roll.
Further, the first transfer case 140 has a first input 141, a third output 142 and a fourth output 143. The first input 141 of the first transfer case 140 is drivingly connected to the first output 111 of the engine 110. Third output 142 of first transfer case 140 is in driving connection with first drive axle 121, and fourth output 143 is in driving connection with second drive axle 122. In other words, the first output 111 of the engine 110 operates both transaxles through the first transfer case 140.
Further, the power transmission mechanism 100 further includes a transmission 150. The transmission 150 is a mechanism for changing the rotational speed and torque from the engine 110, and the transmission 150 can change the gear ratio of the output shaft and the input shaft by fixing or stepping, and is also called a transmission case. The transmission 150 is composed of a speed change transmission mechanism and a steering transmission mechanism, and some vehicles are also provided with a power output mechanism. The transmission mechanism mostly adopts common gear transmission, and also adopts planetary gear transmission. The transmission 150 is arranged on the first side 113 of the engine 110, and the transmission 150 is arranged between the engine 110 and the first transfer case 140, so that the center of gravity of the vehicle is controlled to be a proper position in the middle, and the layout of the amphibious vehicle 200 is more reasonable.
Further, the transmission 150 has a second input 151 and a fifth output 152. A second input 151 of the transmission 150 is drivingly connected to the first output 111 of the engine 110, and a fifth output 152 of the transmission 150 is drivingly connected to the first input 141 of the first gearbox 140. In other words, the first output 111 of the engine 110 is drivingly connected to the first transfer case 140 through the transmission 150, and the two outputs of the first transfer case 140 operate the two transaxles.
Further, the power transmission mechanism 100 further includes a transmission case 160. A transmission case 160 is disposed on the first side 113 of the engine 110, the transmission case 160 having a third input 161 and a sixth output 162. A third input 161 of the gearbox 160 is drivingly connected to the first output 111 of the engine 110 and a sixth output 162 of the gearbox 160 is drivingly connected to a sixth output 162 of the transmission 150. Normally, the components on the transmission chain of the transmission mechanism can only rotate in one direction, and the correct rotation direction of the components on the transmission chain can be ensured by arranging the transmission case 160. In addition, when the height difference between the first output end 111 of the engine 110 and the second input end 151 of the transmission 150 in the vertical direction is large, that is, the distance between the axes of the output shaft of the engine 110 and the input shaft of the transmission 150 is large, the transmission case 160 may also be used to adjust the center distance between the two shafts, so as to ensure the transmission requirements of the components such as the transmission shaft on the transmission chain. When the components of the power transmission mechanism 100 are installed, the engine 110 and the transmission 150 may be installed first, and then the transmission case 160 may be installed to match the installation angles of the engine 110 and the transmission 150.
It should be noted that, as shown in fig. 6, 7, 8 and 9, when the center distance between the output shaft of the engine 110 and the input shaft of the transmission 150 is small, the power transmission mechanism 100 may not be used as compared with the transmission case 160, thereby simplifying the structure and reducing the occupied space of the power transmission mechanism 100.
EXAMPLE III
As shown in fig. 1, 2, 3, 5, 6, 7, 8, and 9, the power transmission mechanism 100 further includes a second sub-box 170. The transfer case is a device for distributing the power of the engine 110, and can output the power to the rear axle or both the front axle and the rear axle. The second transfer case 170 is disposed on the second side 114 of the engine 110, the second transfer case 170 is disposed between the engine 110 and the marine running component 130, and the first transfer case 140 is disposed on the first side 113 of the engine 110, so that the two transfer cases are disposed on two sides of the engine 110, and the components of the amphibious vehicle 200 can be reasonably arranged, and the center of gravity of the amphibious vehicle can be located in a middle proper position.
Further, the second transfer case 170 has a fourth input 171 and a seventh output 172. The fourth input 171 of the second transfer case 170 is drivingly connected to the second output 112 of the engine 110 and the seventh output 172 of the second transfer case 170 is drivingly connected to the marine travel assembly 130. In other words, the second output 112 of the engine 110 drives the marine travel assembly 130 into operation via the second transfer case 170.
Further, the water ride assembly 130 includes a water jet 131. Specifically, the water jet propeller 131 is a propeller in which a jet part of a propulsion mechanism is immersed in water and a reaction force of the jet water flow is used to drive the ship forward. The water jet 131 is composed of a water pump, a pipe, a suction port and a nozzle, and can change the jet direction of water flow through the nozzle to realize the operation of a ship or a vehicle, and the water jet 131 has good adaptability.
Further, the number of the water jet propellers 131 is at least one. By setting the number of the water jet propellers 131 to at least one, the number of the water jet propellers 131 may be one, two or more, and the water jet propellers 131 are flexibly set according to actual needs in consideration of power performance, occupied space size, cost and other factors of water traveling.
In another embodiment, the number of the water jet propellers 131 is two, and the two water jet propellers 131 are arranged in parallel, so that the power performance of the amphibious vehicle 200 can be ensured when the amphibious vehicle runs on water, and the cost can be controlled.
Example four
As shown in fig. 1 and 2, the first transaxle 121 is spaced apart from the engine 110 by a first distance H1 Second drive axle 122 is spaced from engine 110Is a second pitch H2The distance between the water running component 130 and the engine 110 is a third distance H3，H1≥H2+H3. In other words, the sum of the spacing of the second drive axle 122 from the engine 110 and the spacing of the marine travel assembly 130 from the engine 110 is no greater than the spacing of the first drive axle 121 from the engine 110. By controlling the distances from the first drive axle 121, the second drive axle 122 and the marine traveling assembly 130 to the engine 110, the center of gravity of the amphibious vehicle 200 is favorably positioned at a proper position in the middle of the vehicle, the layout of each component in the amphibious vehicle 200 is more reasonable, and the possibility of heeling or heeling of the amphibious vehicle 200 is further reduced.
EXAMPLE five
As shown in fig. 10, an amphibious vehicle 200 according to an embodiment of the utility model includes a vehicle frame 210 and the power transmission mechanism 100 according to any of the embodiments described above, wherein the power transmission mechanism 100 is provided on the vehicle frame 210. Specifically, the engine 110, the land travel assembly 120, and the water travel assembly 130 of the power transmission mechanism 100 are all mounted on the frame 210. As shown in fig. 1 and 2, engine 110 and the on-drive-chain core components can be positioned between the two drive axles to maintain the center of gravity of amphibious vehicle 200 in place in the middle of the vehicle, greatly reducing the likelihood of severe heel and toe. Heading may be understood as the inclination of the leading end of the vehicle and tailgating may be understood as the inclination of the trailing end of the vehicle. The first drive axle 121 is located at or near the head end of the frame 210 of the vehicle; the second transaxle 122 is located at or near the rear end of the frame 210 of the vehicle. The driving axle is provided with tires for land driving.
The amphibious vehicle 200 in the present application can realize three modes of "land travel", "surface travel", and "compound operation". In addition, the transmission connection in the application can be realized by adopting direct connection, a transmission shaft, a coupler, a spline and other modes.
According to the embodiment of the power transmission mechanism and the amphibious vehicle, the power transmission mechanism fully utilizes a plurality of power interfaces, namely a plurality of output ends, on the engine to transmit power to the land-based running component and the water-based running component respectively. The two running assemblies are driven by different output ends of the same engine, so that the power transmission mechanism is facilitated to be simplified, and meanwhile, the rotating speeds and torques of the different running assemblies can be reasonably matched, so that the transmission part is kept at a proper included angle. In addition, the two driving axles are respectively arranged on two opposite sides of the engine, so that the engine and the core component on the transmission chain can be positioned between the two driving axles, the center of gravity of the amphibious vehicle is kept at a proper position in the middle of the vehicle, and the possibility of serious heeling or heeling is greatly reduced.
In the present invention, the terms "first", "second", and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance; the term "plurality" means two or more unless expressly limited otherwise. The terms "mounted," "connected," "fixed," and the like are to be construed broadly, and for example, "connected" may be a fixed connection, a removable connection, or an integral connection; "coupled" may be direct or indirect through an intermediary. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the description of the present invention, it is to be understood that the terms "upper", "lower", "left", "right", "front", "rear", and the like indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of description and simplification of description, but do not indicate or imply that the referred device or unit must have a specific direction, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present invention.
In the description herein, the description of the terms "one embodiment," "some embodiments," "specific embodiments," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
The above is only a preferred embodiment of the present invention, and is not intended to limit the present invention, and various modifications and changes will occur to those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. A power transmission mechanism (100), comprising:
-an engine (110) having at least one first output (111) and at least one second output (112), the engine (110) further having a first side (113) and a second side (114) arranged opposite;
a land-based travel assembly (120) comprising:
the first drive axle (121) is in transmission connection with the first output end (111), and the first drive axle (121) is arranged on the first side (113);
the second driving axle (122) is in transmission connection with the first output end (111), and the second driving axle (122) is arranged on the second side (114);
the water running assembly (130) is in transmission connection with the second output end (112), and the water running assembly (130) is arranged on the second side (114).
2. The power transmission mechanism (100) of claim 1, further comprising:
the first transfer case (140) is arranged on the first side (113), the first transfer case (140) is located between the engine (110) and the first drive axle (121), the first transfer case (140) is provided with a first input end (141), a third output end (142) and a fourth output end (143), the first input end (141) is in transmission connection with the first output end (111), the third output end (142) is in transmission connection with the first drive axle (121), and the fourth output end (143) is in transmission connection with the second drive axle (122).
3. The power transmission mechanism (100) of claim 2, further comprising:
the transmission (150) is arranged on the first side (113), the transmission (150) is located between the engine (110) and the first split box (140), the transmission (150) is provided with a second input end (151) and a fifth output end (152), the second input end (151) is in transmission connection with the first output end (111), and the fifth output end (152) is in transmission connection with the first input end (141).
4. The power transmission mechanism (100) of claim 3, further comprising:
the transmission case (160) is arranged on the first side (113), the transmission case (160) is provided with a third input end (161) and a sixth output end (162), the third input end (161) is in transmission connection with the first output end (111), and the sixth output end (162) is in transmission connection with the second input end (151).
5. The power transmission mechanism (100) of claim 1, further comprising:
the second transfer case (170) is arranged on the second side (114), the second transfer case (170) is located between the engine (110) and the marine running component (130), the second transfer case (170) is provided with a fourth input end (171) and a seventh output end (172), the fourth input end (171) is in transmission connection with the second output end (112), and the seventh output end (172) is in transmission connection with the marine running component (130).
6. The power transmission mechanism (100) of claim 1, wherein the marine travel assembly (130) comprises:
a water jet propeller (131).
7. The power transmission mechanism (100) according to claim 6, wherein the number of the water jet propellers (131) is at least one.
8. The power transmission mechanism (100) according to claim 6, wherein the number of the water jet propellers (131) is two, and the two water jet propellers (131) are arranged in parallel.
9. The power transmission mechanism (100) according to claim 1, wherein the first drive axle (121) is spaced from the engine (110) by a first spacing H1The distance between the second drive axle (122) and the engine (110) is a second distance H2The distance between the water running component (130) and the engine (110) is a third distance H3，H1≥H2+H3。
10. An amphibious vehicle (200), comprising:
a frame (210);
the power transmission mechanism (100) according to any one of claims 1 to 9, provided to the frame (210).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121663967.XU CN215705516U (en) | 2021-07-21 | 2021-07-21 | Power transmission mechanism and amphibious vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121663967.XU CN215705516U (en) | 2021-07-21 | 2021-07-21 | Power transmission mechanism and amphibious vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN215705516U true CN215705516U (en) | 2022-02-01 |
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ID=79988258
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202121663967.XU Active CN215705516U (en) | 2021-07-21 | 2021-07-21 | Power transmission mechanism and amphibious vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN215705516U (en) |
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2021
- 2021-07-21 CN CN202121663967.XU patent/CN215705516U/en active Active
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Effective date of registration: 20221104 Address after: 413062 Floor 3, No. 1 Factory Building, Sany Zhongyang Industrial Park, East New District, Yuxiangshan Street, Yiyang City, Hunan Province (101, Shiba Village, Henglongqiao Town) Patentee after: Hunan Province Ground Unmanned Equipment Engineering Research Center Co.,Ltd. Address before: 410100 31 industrial city, Changsha economic and Technological Development Zone, Hunan Patentee before: Sany Automobile Manufacturing Co.,Ltd. |
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