Power damping device of amphibious vehicle propeller and amphibious vehicle

Abstract

The application relates to the field of automobile power damping technology, and discloses a power damping device of an amphibious vehicle propeller and the amphibious vehicle, which comprises a motor support, the top of the motor support is provided with a base for fixing and supporting a motor, a plurality of vertically arranged suspension mounting holes are arranged on the motor support, and the base and the suspension mounting holes are matched through a suspension soft pad assembly; the geometric center surrounded by the mass center of the amphibious vehicle propeller power assembly and the plurality of suspension mounting holes is coaxially arranged; through the vibration isolation and energy absorption characteristics of the suspension assembly, the vibration excitation generated by the propeller motor during the water navigation of the automobile can be effectively inhibited from being transmitted to the vehicle body, and the ground excitation during the road driving of the automobile can also be inhibited from being transmitted to the propeller motor.

Description

Technical Field

[0001] This invention relates to the field of automotive power vibration reduction technology, and in particular to a power vibration reduction device for an amphibious vehicle propulsion system and an amphibious vehicle. Background Technology

[0002] With the continuous development of automotive technology, amphibious vehicles are gradually becoming an emerging force in the field of water navigation and have attracted widespread attention. Currently, some amphibious vehicles use drive motors as propulsion systems for water navigation, and these propulsion systems are usually rigidly connected to the vehicle body. This connection method not only directly transmits the motor noise from the vehicle while it is on water to the interior, affecting driving comfort, but also causes the excitation from the road surface to be directly transmitted to the propulsion motor itself when the vehicle is on land, damaging the internal structure of the motor and thus affecting its lifespan and overall performance. Summary of the Invention

[0003] In view of the shortcomings of the existing technology, the purpose of this invention is to provide a power vibration reduction device for an amphibious vehicle propulsion system and an amphibious vehicle to solve the above-mentioned problems.

[0004] To achieve the above objectives, the present invention is implemented through the following technical solution: In a first aspect, a power vibration damping device for an amphibious vehicle propulsion system includes a motor bracket, a base for fixing and supporting the motor at the top of the motor bracket, and a plurality of vertically arranged suspension mounting holes on the motor bracket. The base and the suspension mounting holes are fitted together by a suspension pad assembly. The center of mass of the amphibious vehicle propulsion powertrain is coaxially arranged with the geometric center formed by the plurality of suspension mounting holes.

[0005] As a further implementation, the motor bracket is L-shaped and includes a side plate and a support plate connected as one piece. The side plate is used for fixed connection with the vehicle body structure, and the suspension mounting holes are set on the support plate.

[0006] As a further implementation, the suspension mounting holes are arranged at the four corners of the support plate, so that the suspension pad assembly is distributed in a symmetrical quadrilateral shape, and the center of mass of the powertrain is coaxial with the geometric center of the quadrilateral.

[0007] As a further implementation, the suspension mounting holes are arranged on the top surface of the support plate, and the edge of the support side extends downward at an angle relative to the top surface of the support plate and is provided with a flange.

[0008] As a further implementation, the side plate is provided with side plate mounting holes, through which it is fixedly connected to the vehicle body structure.

[0009] As a further implementation, the suspension cushion assembly includes an inner suspension core, a rubber main spring, and an outer suspension tube arranged coaxially from the inside to the outside; a limiting plate is provided at the bottom of the rubber main spring, and the limiting plate and the inner suspension core are arranged coaxially with through holes.

[0010] As a further implementation, a positioning pin is provided at the through hole of the limiting plate, and a corresponding positioning groove is provided on the inner side of the through hole of the suspended inner core. The positioning pin and the positioning groove are interference-fitted to achieve relative fixation between the suspended inner core and the limiting plate.

[0011] As a further implementation, a fastener is used to pass through the through hole between the suspension inner core and the limiting plate to connect the base to the suspension mounting hole.

[0012] As a further implementation, the suspension pad assembly is interference-fitted with the suspension mounting hole.

[0013] Secondly, an amphibious vehicle employing a power damping device for an amphibious vehicle propulsion system as described in any of the above descriptions.

[0014] The beneficial effects of the present invention are as follows: This invention utilizes a suspension pad assembly between the propeller motor and the vehicle body. The elastic deformation of the rubber spring absorbs vibration energy, and the damping properties of the rubber itself attenuate vibration transmission, reducing the noise level transmitted from the propeller motor to the vehicle interior and effectively improving the driving comfort of the amphibious vehicle during water navigation. The suspension pad assembly effectively buffers the impact of road bumps on the propeller motor, reducing stress fluctuations in the stator and rotor structures inside the motor. The interference fit between the locating pin and the locating groove achieves relative fixation between the inner core of the suspension and the limiting plate, eliminating the need for additional bolts or welding, simplifying the assembly process. The assembly time per unit is reduced by approximately 4 minutes compared to traditional split suspension structures. Furthermore, the interference fit structure remains stable and reliable under long-term vibration conditions, preventing loosening or detachment, thus improving production assembly efficiency and product reliability.

[0015] This invention boasts strong spatial adaptability and low modification costs. Adopting an axial arrangement along the Z-axis of the entire vehicle, it fully utilizes the longitudinal unused space under the amphibious vehicle's power compartment. The entire suspension system occupies only 80mm wider laterally than the propeller motor itself, requiring no modification to the original chassis structure. Assembly can be completed simply by machining four mounting holes on the motor bracket. The mass production modification cost per unit does not exceed 120 yuan. Its strong adaptability and low modification difficulty make it more suitable for mass-produced vehicle applications.

[0016] The suspension structure of this invention is completely universal and can be directly interchanged during production and after-sales maintenance. It does not require separate stocking of suspension parts of different specifications, reducing the cost of production and after-sales parts management, and is more practical for mass-produced vehicles. Attached Figure Description

[0017] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0018] Figure 1 This is a layout diagram of the power vibration damping device for the amphibious vehicle propulsion system in an embodiment of the present invention; Figure 2 This is a schematic diagram of the power vibration reduction device for the amphibious vehicle propulsion system in an embodiment of the present invention; Figure 3 This is a schematic diagram of the structure of the suspension pad assembly in an embodiment of the present invention.

[0019] The diagram exaggerates the spacing or dimensions between parts to show their positions; the diagram is for illustrative purposes only.

[0020] The components are: 1. Motor, 2. Motor bracket, 3. Left suspension pad assembly, 4. Left suspension pad assembly, 5. Left suspension pad assembly, 6. Left suspension pad assembly, 101. First base, 102. Second base; 201. Side plate, 202. Support plate, 203. Side plate mounting hole, 204. Suspension mounting hole; 401. Suspension inner core, 402. Rubber main spring, 403. Suspension outer tube, 404. Limiting plate; 405. Positioning groove, 406. Positioning pin. Detailed Implementation

[0021] It should be noted that the following detailed description is illustrative and intended to provide further explanation of the invention. Unless otherwise specified, all technical and scientific terms used in this invention have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0022] Example 1 In a typical embodiment of the present invention, reference is made to Figures 1-3 As shown, a power vibration damping device for an amphibious vehicle propulsion system includes a motor bracket 2. The top of the motor bracket 2 is provided with a base that fixes and supports a motor 1. The motor 1 is the power end of the propulsion system. The motor bracket 2 is provided with a plurality of vertically arranged suspension mounting holes 204. The base and the suspension mounting holes 204 are engaged by a suspension pad assembly. The center of mass of the amphibious vehicle propulsion power assembly is coaxially arranged with the geometric center enclosed by the plurality of suspension mounting holes 204.

[0023] In this embodiment, motor 1 is the power source for the amphibious vehicle's water propulsion system. It has a first base 101 and a second base 102 at its bottom, arranged front to back, with the first base 101 positioned in front of the second base 102. The first base 101 and the second base 102 serve as a connection structure between motor 1 and motor support 2, supporting the weight of motor 1 and transmitting its working load.

[0024] like Figure 1 and Figure 2 As shown, the motor bracket 2 is L-shaped and includes a side plate 201 and a support plate 202 connected as one piece. The side plate is arranged vertically, and the support plate is arranged horizontally. The side plate 201 is used for fixed connection with the vehicle body structure, and the suspension mounting hole 204 is provided on the support plate 202.

[0025] Specifically, the side plate 201 has a vertical plate structure, with its plane parallel to the corresponding mounting plane of the vehicle. The height of the side plate 201 extends along the Z-direction of the vehicle. The support plate 202 has a horizontal plate structure, with its plane parallel to the horizontal plane of the vehicle. One end of the support plate 202 is connected to the top of the side plate 201 to form an L-shaped motor bracket 2 integral structure. The side plate 201 and the support plate 202 can be connected by welding, bolting, or integral molding. Welding is preferred to ensure that the connection strength and rigidity meet the load-bearing requirements of the motor 1 and its auxiliary components.

[0026] like Figure 2 As shown, the side panel 201 is provided with side panel mounting holes 203, through which the side panel 201 is fixedly connected to the vehicle body structure. Multiple side panel mounting holes 203 are arranged along the X-direction on the side panel 201 to achieve the fixed connection of the side panel. In other examples, multiple side panel mounting holes 203 are distributed along the height direction on the side panel 201, located in the upper and lower regions of the side panel 201 respectively. The side panel mounting holes 203 are circular through holes.

[0027] During installation, the side plate 201 of the motor bracket 2 is positioned close to the longitudinal or transverse beam structure at the bottom of the vehicle body, aligning the side plate mounting hole 203 with the pre-drilled threaded hole on the vehicle body structure. Bolts are then passed through the side plate mounting hole 203 and screwed into the threaded hole on the vehicle body structure, thus achieving a rigid connection between the motor bracket 2 and the vehicle body. By connecting the side plate mounting hole 203 to the vehicle body with bolts, the entire power damping device can be securely installed on the amphibious vehicle chassis, ensuring that the motor bracket 2 will not loosen or detach during vehicle operation and water navigation.

[0028] like Figure 2As shown, the suspension mounting hole 204 is arranged on the top surface of the support plate 202, and the edge of the support plate 202 extends downward at an angle relative to the top surface of the support plate 202 and is provided with a flange. Specifically, the support plate 202 is a rectangular plate structure with a flat horizontal surface on its top surface, which is used to support the weight of the motor 1 and the suspension pad assembly.

[0029] The four edges of the support plate 202 extend downwards relative to its top surface, forming a flange structure. This flange structure significantly enhances the overall rigidity and bending strength of the support plate 202, preventing deformation or collapse when bearing the weight and working load of the motor 1. Simultaneously, the flange structure effectively resists the torque and vibration excitation generated by the motor 1 during operation, ensuring the support plate 202 maintains a stable geometric shape, thereby guaranteeing the relative positional accuracy between the mounting holes 204 and maintaining the normal operation of the suspension system.

[0030] The mounting holes 204 are arranged at the four corners of the support plate 202, making the suspension pad assembly symmetrically distributed in a quadrilateral shape, with the center of mass of the powertrain coaxial with the geometric center of the quadrilateral. Specifically, a mounting hole 204 is provided at each of the four corners of the support plate 202, and the center line connecting the four mounting holes 204 forms a rectangular or approximately rectangular quadrilateral.

[0031] The mounting holes 204 are circular through holes, the diameter of which is determined by the outer diameter of the outer tube 403 of the mounting pad assembly. The four mounting holes 204 are symmetrically distributed to ensure that the four mounting pad assemblies form a symmetrical quadrilateral on the support plate 202. In this embodiment, the four mounting pad assemblies are left mounting pad assembly 3, left mounting pad assembly 4, left mounting pad assembly 5, and left mounting pad assembly 6. Mounting pad assembly 3 is located at the front left corner of the support plate 202, mounting pad assembly 4 is located at the front right corner of the support plate 202, mounting pad assembly 5 is located at the rear left corner of the support plate 202, and mounting pad assembly 6 is located at the rear right corner of the support plate 202. The four mounting pad assemblies have the same structure. This embodiment only describes the dynamic damping device on the left side of the vehicle body; symmetrical dynamic damping devices are also provided on the other side of the vehicle body.

[0032] The symmetrical arrangement of the power vibration damping device in this embodiment ensures that the center of mass of the powertrain consisting of the motor 1 and its auxiliary components is coaxial with the geometric center of the quadrilateral formed by the four mounting holes 204. That is, the projection point of the center of mass of the powertrain on the horizontal plane coincides with the geometric center of the quadrilateral, thereby ensuring that the load distribution of each mounting point is balanced and the load deviation of each mounting point does not exceed ±3%. This avoids overload or failure of a certain mounting point due to uneven load distribution, and improves the reliability and service life of the mounting system.

[0033] The center of mass of the amphibious vehicle propulsion powertrain is coaxially arranged with the geometric center formed by multiple mounting holes 204. The principle behind this technical feature is as follows: First, the coordinates of the center of mass of the powertrain, consisting of the motor 1 and its auxiliary components, are determined using 3D modeling software or actual measurement. Second, based on the horizontal coordinates of the powertrain's center of mass, the positions of the four mounting holes 204 are planned on the support plate 202, ensuring that the geometric center of the quadrilateral formed by the lines connecting the centers of the four mounting holes 204 coincides with the horizontal projection point of the powertrain's center of mass. Finally, the four mounting holes 204 are machined on the support plate 202. This coaxial arrangement ensures that the weight and inertial force of the motor 1 are evenly distributed across the four mounting pad assemblies in both stationary and running states, preventing instability or localized overload in the suspension system due to uneven load distribution. Simultaneously, the coaxial arrangement effectively suppresses the adverse effects of the torque and moment generated by the motor 1 during operation on the suspension system, improving the vibration isolation performance and service life of the suspension system.

[0034] The four suspension pad assemblies are structurally identical, each including a suspension inner core 401, a rubber main spring 402, a suspension outer tube 403, and a limiting plate 404. The axial direction of each suspension pad assembly is vertically arranged along the Z-axis of the vehicle. The four suspension pad assemblies are respectively installed at the four suspension mounting holes 204 on the support plate 202, and a stable connection between the suspension pad assembly and the suspension mounting holes 204 is achieved through an interference fit.

[0035] The bottom ends of the first base 101 and the second base 102 of the motor 1 are located at the front and rear ends of the bottom of the motor 1, respectively. Both the first base 101 and the second base 102 are rectangular plate structures. The first base 101 and the second base 102 are each provided with two mounting holes, which are circular through holes. The center distance between the two mounting holes corresponds to the center distance between the two suspension mounting holes 204 on the support plate 202.

[0036] During assembly, the two mounting holes of the first base 101 correspond to the suspension pad assemblies 3 and 4, respectively, and the two mounting holes of the second base 102 correspond to the suspension pad assemblies 5 and 6, respectively. A mounting connection between the motor 1 and the motor bracket 2 is achieved by passing a fixing bolt through the mounting holes of the first base 101 and the second base 102 and the central through hole of the suspension pad assembly. This connection method allows the motor 1 to be flexibly supported on the motor bracket 2 via four suspension pad assemblies, rather than being directly and rigidly fixed to the motor bracket 2, thus achieving vibration isolation between the motor 1 and the vehicle body.

[0037] The surface of the motor bracket 2 is treated with rust prevention, such as galvanizing or spraying with anti-rust paint, to prevent corrosion from contact with water during the amphibious vehicle's waterborne journey. The first base 101 and the second base 102 are made of the same material as the motor 1 housing and are fixed to the bottom of the motor 1 by bolts or welding.

[0038] like Figure 3 As shown, the suspension cushion assembly includes a suspension inner core 401, a rubber main spring 402, and a suspension outer tube 403 arranged coaxially from the inside to the outside. A limiting plate 404 is provided at the bottom of the rubber main spring 402, and the limiting plate 404 and the suspension inner core 401 are coaxially arranged with through holes. Specifically, the suspension cushion assembly adopts a coaxial nested structure, with the suspension inner core 401 located in the innermost layer, the rubber main spring 402 covering the outer peripheral surface of the suspension inner core 401, the suspension outer tube 403 covering the outer peripheral surface of the rubber main spring 402, and the limiting plate 404 set at the bottom of the suspension inner core 401 and the rubber main spring 402. The central axes of the four components coincide, forming a coaxially arranged overall structure.

[0039] A circular through hole, axially extending through the center of the suspended inner core 401, is provided for inserting a fixing bolt. A positioning groove 405 is provided inside the through hole of the suspended inner core 401. Specifically, two square positioning grooves 405 are machined on the inner circumferential surface of the suspended inner core 401, i.e., the inner wall of the through hole. The length of the positioning groove 405 is the same as the height of the through hole.

[0040] The locating groove 405 has a rectangular cross-sectional shape, and the two locating grooves 405 are symmetrically distributed along the circumference, that is, the included angle between the center lines of the two locating grooves 405 is 180 degrees. The locating groove 405 extends along the axial direction of the suspended inner core 401. The bottom and side wall surfaces of the locating groove 405 are smooth, without obvious machining marks or burrs, to ensure that the locating pin 406 can be smoothly inserted and form a stable interference fit with the locating groove 405.

[0041] In an alternative implementation, the positioning groove 405 is located at the lower part of the suspended inner core 401. This positioning allows the positioning pin 406 to effectively restrict the rotation of the suspended inner core 401 relative to the limiting plate 404 after being inserted into the positioning groove 405, without affecting the insertion and tightening of the fixing bolts.

[0042] The rubber main spring 402 is a ring-shaped rubber body. Its inner ring is firmly bonded to the outer circumference of the suspension inner core 401 through a vulcanization process, and its outer ring is firmly bonded to the inner circumference of the suspension outer tube 403 through a vulcanization process. The rubber main spring 402 is made of a blend of natural rubber and nitrile rubber. Natural rubber has good elasticity and resilience, while nitrile rubber has good oil resistance and aging resistance. The blended rubber material combines the advantages of elasticity, damping, and durability.

[0043] In this embodiment, the limiting plate 404 is disposed at the bottom of the rubber main spring 402, and the limiting plate 404 and the suspension inner core 401 are coaxially arranged with through holes. Specifically, the limiting plate 404 is a circular plate structure, and the limiting plate 404 is coaxially disposed at the bottom of the suspension inner core 401. The center of the limiting plate 404 has a through hole coaxial with the through hole of the suspension inner core 401. The inner edge of the central through hole of the limiting plate 404 is bent upward by a stamping and bending process to form a bent plate, which is the positioning pin 406.

[0044] The thickness of the bent plate is the same as the thickness of the main body plate of the limiting plate 404. There are two positioning pins 406, which are symmetrically distributed along the circumference of the through hole and have an included angle of 180 degrees. After the two positioning pins 406 are bent, the central through hole of the limiting plate 404 remains unobstructed, and the hole diameter meets the requirement that the fixing bolt can pass through smoothly.

[0045] The positioning pin 406 on the limiting plate 404 is interference-fitted with the positioning groove 405 to achieve relative fixation between the suspended inner core 401 and the limiting plate 404. Specifically, the positioning pin 406 is a bent plate integrally formed by stamping and bending the inner edge of the through hole of the limiting plate 404. During manufacturing, in the stamping stage of the limiting plate 404, the plate at two symmetrical positions on the inner circumference of the through hole is bent upward using a special bending die to form two bent plates, namely the positioning pins 406. The two positioning pins 406 are symmetrically distributed along the circumference of the through hole, with an included angle of 180 degrees.

[0046] An interference fit is formed between the locating pin 406 and the locating groove 405. An interference fit means that the size of the mating part is larger than the opening size of the mating part. During assembly, a certain pressure is required to complete the assembly. After assembly, contact pressure is generated between the two, forming a stable mechanical engagement. In this embodiment, the width of the bent plate of the locating pin 406 is greater than the width of the locating groove 405. During assembly, the locating pin 406 needs to be pressed into the locating groove 405. After assembly, contact pressure is generated between the locating pin 406 and the two side walls of the locating groove 405. This contact pressure can effectively resist the rotational torque of the suspension core 401 relative to the limiting plate 404, ensuring that the suspension core 401 and the limiting plate 404 will not rotate relative to each other or disengage under long-term vibration conditions. The locating pin 406 is integrally stamped and bent with the limiting plate 404, eliminating the need for separate machining of cylindrical pins, reducing the number of parts and processing costs. At the same time, the structural rigidity of the bent plate is sufficient to withstand the load under long-term vibration conditions of the suspension system, preventing fatigue fracture or permanent deformation. The contact pressure between the locating pin 406 and the locating groove 405 can remain stable over a long period of time and will not loosen or detach due to vibration or temperature changes.

[0047] The locating pin 406 and the locating groove 405 are interference-fitted, ensuring reliable fixation between the suspended inner core 401 and the limiting plate 404. The contact pressure generated by the interference fit effectively resists the rotational torque of the suspended inner core 401 relative to the limiting plate 404, preventing relative rotation of the suspended inner core 401 under long-term vibration conditions. Furthermore, it simplifies the assembly process, eliminating the need for additional bolts or welding, thus improving production assembly efficiency.

[0048] The contact pressure generated by the interference fit can remain stable over a long period of time and will not loosen or disengage due to vibration or temperature changes. Therefore, the interference fit between the locating pin 406 and the locating groove 405 can significantly improve the reliability and service life of the suspension pad assembly, and reduce maintenance costs and failure rate.

[0049] During installation, a fastener passes through the through hole between the suspension inner core 401 and the limiting plate 404 to connect the base to the suspension mounting hole 204. After the bolts are tightened, a firm connection is formed between the first base 101 or the second base 102 of the motor 1, the limiting plate 404, the suspension inner core 401 and the support plate 202, and the motor 1 is flexibly supported on the motor bracket 2 by four suspension soft pad assemblies.

[0050] The suspension pad assembly is interference-fitted with the suspension mounting hole 204. The contact pressure generated by the interference fit effectively prevents the suspension pad assembly from loosening or falling off during operation, ensuring the stability and reliability of the suspension system.

[0051] The first base 101 and the second base 102 are connected to the inner suspension cores 401 of the four suspension pad assemblies 3, 4, 5, and 6 by bolts. When vibration excitation is transmitted to the inner suspension cores 401, they will produce slight axial and radial displacements. Since the outer circumferential surface of the inner suspension cores 401 is connected to the outer suspension tube 403 via the rubber main spring 402, and the outer suspension tube 403 is fixed to the support plate 202 by an interference fit, the displacement of the inner suspension cores 401 will cause the rubber main spring 402 to undergo compression, tension, or shear deformation. During the deformation process, the rubber main spring 402 absorbs vibration energy through its own elastic energy storage and dissipates vibration energy into heat energy through the internal friction and viscoelastic properties of the rubber material.

[0052] The outer suspension tube 403 is fixed to the support plate 202 by an interference fit, and the support plate 202 is rigidly connected to the vehicle body structure through the side plate 201. Because the outer suspension tube 403 and the support plate 202 have an interference fit, the contact area between them is large and the contact pressure is high. Therefore, the vibration energy transmitted from the outer suspension tube 403 to the support plate 202 can be evenly distributed across the entire contact surface, avoiding stress concentration. At the same time, the flanged structure of the support plate 202 enhances the overall rigidity of the support plate 202, preventing significant deformation or resonance when subjected to vibration excitation.

[0053] The support plate 202 is rigidly connected to the vehicle body structure via the side plate 201. The side plate 201 has high rigidity and can effectively transfer the vibration energy of the support plate 202 to the vehicle body structure. The mass of the vehicle body structure is much greater than the sum of the masses of the motor 1 and the motor bracket 2, so the vibration response generated by the vehicle body structure when subjected to vibration excitation is very small.

[0054] In summary, when the amphibious vehicle is navigating on water, the vibration excitation generated by motor 1 is absorbed and attenuated by the rubber main springs 402 of the four suspension pad assemblies, resulting in less than 10% of the vibration energy being transmitted to the vehicle body. This leads to a very low vibration response in the vehicle body structure and a significant reduction in vibration noise levels inside the vehicle. Furthermore, due to the low vibration transmission rate, the vibration of motor 1 will not cause resonance or fatigue damage to the vehicle body structure, ensuring its durability and safety.

[0055] When the amphibious vehicle is driving on the road, the ground excitation generated by the vehicle passing over bumpy roads mainly includes two types: the first type is the random excitation caused by the unevenness of the road surface, and the second type is the impact excitation caused by the vehicle passing over road obstacles such as speed bumps and potholes. This type of excitation has a large amplitude and short duration. These two types of ground excitations are transmitted to the vehicle body structure through the wheels and suspension system, and then from the vehicle body structure to the side plate 201 of the motor bracket 2.

[0056] The side plate 201 is bolted to the vehicle body structure via side plate mounting holes 203, forming a rigid connection. Therefore, vibrations from the vehicle body structure can be fully transmitted to the side plate 201. The side plate 201 is integrally connected to the support plate 202, and vibrations from the side plate 201 are transmitted to the support plate 202 through the connection interface. The flanged structure of the support plate 202 enhances its overall rigidity, preventing significant deformation or resonance when subjected to vibration excitation transmitted from the side plate 201.

[0057] The support plate 202 is interference-fitted with the suspension outer tubes 403 of the four suspension pad assemblies 3, 4, 5, and 6 through four suspension mounting holes 204. When the support plate 202 vibrates, the vibration energy is transmitted to the suspension outer tubes 403 through the suspension mounting holes 204. The inner circumferential surface of the suspension outer tube 403 is connected to the suspension inner core 401 through a rubber main spring 402. When the suspension outer tube 403 vibrates, the relative displacement between the suspension outer tube 403 and the suspension inner core 401 causes the rubber main spring 402 to undergo compression, tension, or shear deformation. During the deformation process, the rubber main spring 402 absorbs vibration energy through its own elastic energy storage and damping dissipation, thereby reducing the vibration amplitude transmitted to the suspension inner core 401.

[0058] The suspended inner core 401 is connected to the first base 101 or the second base 102 of the motor 1 by bolts. The vibration of the suspended inner core 401 is transmitted to the base of the motor 1 through the bolt connection, and then from the base to the outer shell and internal stator and rotor structure of the motor 1. Due to the vibration isolation effect of the rubber main spring 402, the vibration amplitude transmitted to the motor 1 is much smaller than the vibration amplitude of the support plate 202.

[0059] After adopting the dynamic vibration damping device of the present invention, the impact acceleration amplitude of motor 1 is reduced, and the stress fluctuation of the stator and rotor structure inside motor 1 is reduced. Based on the above analysis, when the amphibious vehicle is driving on the road, the excitation from the road surface is transmitted to the motor bracket 2 through the vehicle body structure, and then from the motor bracket 2 to the motor 1 through the four suspension pad assemblies. Due to the vibration isolation effect of the rubber main spring 402, the vibration energy transmitted to motor 1 is significantly reduced, the stress fluctuation of the stator and rotor structure inside motor 1 is reduced by approximately 22%, the coaxiality retention capability of the stator and rotor is improved, and the service life of motor 1 is extended by approximately 18%. At the same time, the buffering effect of the rubber main spring 402 can effectively absorb road impact loads, preventing impact loads from directly acting on the housing and internal structure of motor 1, preventing mechanical damage or fatigue failure of motor 1 due to impact loads, thereby protecting motor 1 from damage caused by road bumps and improving the reliability and durability of motor 1.

[0060] This solution improves the comfort of passengers during amphibious vehicle operation, balancing the structural safety of the propeller motor when the vehicle is on the road and the quietness of the interior when the vehicle is on the water. It solves the problem that existing rigid connection solutions cannot simultaneously achieve both of these performance aspects. The symmetrical quadrilateral arrangement adopted in this solution ensures vibration isolation without taking up too much space under the vehicle, and does not affect the original passability and wheel arrangement of the amphibious vehicle. It has greater adaptability, is easier to modify, and is more suitable for application in mass-produced vehicles.

[0061] Before installing the propulsion motor for waterborne navigation, the four sets of suspension pad assemblies must be pre-assembled into the mounting positions on the motor bracket. An interference fit is used during installation, with the interference amount controlled between 0.1mm and 0.15mm to ensure a stable and reliable mechanical engagement between the pads and the mounting base. The motor is then hoisted to its corresponding position on the motor bracket, at which point the four suspension pads are finally secured to the upper and lower bases of the motor using bolts.

[0062] When the amphibious vehicle is navigating on water, the propulsion motor continuously operates and outputs power. The unbalanced torque and high-frequency vibration generated during the motor's rotation directly act on the motor bracket, which is rigidly connected to the motor. At this time, the four sets of suspension pad assemblies distributed around the motor bracket can absorb the vibration energy output by the motor through the elastic deformation of their own rubber springs. The damping characteristics of the rubber springs further attenuate the vibration transmission, ultimately resulting in less than 10% of the vibration energy being transmitted to the vehicle body through the suspension structure, significantly reducing the vibration noise level inside the vehicle. Compared to the original rigid connection scheme, the sound pressure level inside the vehicle in this embodiment is reduced from 68 dB(A) to 33 dB(A), which will not interfere with normal communication between passengers and significantly improves the driving comfort during water navigation.

[0063] When the amphibious vehicle is traveling on the road, the ground excitation generated by the vehicle passing over bumpy surfaces is transmitted through the vehicle body structure to the motor bracket, and then from the motor bracket to the four sets of suspension pad assemblies. At this time, the rubber main spring cushions the impact of the ground by compressing and deforming, preventing the impact load from acting directly on the propulsion motor housing and the internal stator and rotor structure.

[0064] Testing was conducted on the propeller motor after a 100,000-kilometer durability road test. In the original rigid connection scheme, the coaxiality deviation of the motor stator and rotor reached 0.12mm, which exceeded the allowable tolerance range of 0.08mm, leading to reduced motor output efficiency and increased vibration. However, the propeller motor using this scheme had a coaxiality deviation of only 0.03mm, which is still within the design allowable range. The decrease in motor output efficiency was less than 1%, which does not affect normal use at all.

[0065] The axial arrangement along the Z-axis of the vehicle adopted in this embodiment makes full use of the longitudinal unused space under the amphibious vehicle's power compartment. It does not occupy the original powertrain, steering system, or wheel suspension structure's layout space. The entire suspension system occupies only 80mm wider laterally than the propeller motor itself. For mainstream passenger amphibious vehicles with a wheelbase between 2.5 and 3 meters, it can be directly adapted without modifying the original chassis structure. Assembly is completed simply by machining four suspension mounting holes on the motor bracket. The mass production modification cost per unit is no more than 120 yuan, far lower than other improvement schemes. Furthermore, the four suspension structures are completely interchangeable, allowing for direct interchangeability during production and after-sales maintenance. There is no need to separately stock different specifications of suspension parts, reducing production and after-sales parts management costs, making it more practical for mass-produced vehicles.

[0066] During actual installation, the interference fit limiting structure ensures that the inner core of the suspension will not rotate or loosen during long-term vibration. The mating structure of the positioning groove and positioning pin does not require additional bolts for fixing, simplifying the assembly process. The assembly time per unit is reduced by about 4 minutes compared to the traditional split suspension structure, further improving production assembly efficiency. The entire structure does not require an additional hydraulic damping structure, relying entirely on the damping characteristics of the rubber itself to achieve vibration isolation. The number of parts is reduced by 60% compared to hydraulic suspension, which not only reduces manufacturing costs but also reduces the risk of oil leakage and structural failure, resulting in a longer overall service life and higher reliability.

[0067] The suspension system also features scalability in its rubber spring material ratio: while maintaining the same dimensions and mounting interface, the dynamic stiffness can be adjusted from the current 120 N / mm to the 80–160 N / mm range by changing the mixing ratio of natural rubber / nitrile rubber (e.g., from 70 / 30 to 50 / 50) to accommodate propeller motors of different power levels (3–15 kW). Actual measurements show that this material replacement scheme has less than ±0.8 dB(A) impact on vibration isolation performance, and the coaxiality retention capability fluctuates by no more than 0.005 mm, without increasing mold and assembly costs. The suspension system has passed a 50,000 km real-vehicle durability test (including 10,000 km of waterborne navigation and 40,000 km of road driving), showing no rubber aging or cracking, metal corrosion, or loosening. Within an ambient temperature range of -30℃ to +70℃, the dynamic stiffness drift rate is ≤±3.2%, and the vibration isolation performance degradation is <0.5 dB(A), meeting the all-weather requirements of amphibious vehicles. In summary, this suspension system has significant advantages in five aspects: structural compactness, environmental adaptability, ease of assembly, cost control, and performance stability.

[0068] Furthermore, the metal components of the suspension pad assembly, such as the suspension outer tube 403 and the limiting plate 404, have undergone rust-proofing treatments, such as galvanizing and spraying with anti-rust paint, which effectively prevents corrosion caused by contact with water during the amphibious vehicle's waterborne navigation. In summary, the power vibration damping device of this invention has significant advantages in five aspects: structural compactness, environmental adaptability, ease of assembly, cost control, and performance stability, making it suitable for large-scale application in amphibious vehicles.

[0069] Example 2 This embodiment also provides an amphibious vehicle, which adopts the power vibration reduction device of the amphibious vehicle propulsion device described in Embodiment 1.

[0070] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A power damping device for an amphibious vehicle propeller, characterized by, It includes a motor bracket, with a base on top for fixing and supporting the motor. The motor bracket has several vertically arranged suspension mounting holes, and the base and the suspension mounting holes are fitted together by a suspension pad assembly. The center of mass of the amphibious vehicle propulsion powertrain is coaxially arranged with the geometric center formed by the multiple suspension mounting holes.

2. The power shock absorber of an amphibious vehicle propeller according to claim 1, characterized in that, The motor bracket is L-shaped and includes a side plate and a support plate connected as one piece. The side plate is used for fixed connection with the vehicle body structure, and the suspension mounting holes are set on the support plate.

3. The power shock absorber of an amphibious vehicle propeller according to claim 2, characterized in that, The mounting holes are arranged at the four corners of the support plate, so that the suspension pad assembly is distributed in a symmetrical quadrilateral shape, and the center of mass of the powertrain is coaxial with the geometric center of the quadrilateral.

4. The power shock absorber of an amphibious vehicle propeller according to claim 2, wherein The suspension mounting holes are arranged on the top surface of the support plate, and the edge of the support side extends downward at an angle relative to the top surface of the support plate and is provided with a flange.

5. The power shock absorber of an amphibious vehicle propeller according to claim 2, wherein The side panel is provided with side panel mounting holes, through which it is fixedly connected to the vehicle body structure.

6. The power vibration damping device for an amphibious vehicle propulsion system according to claim 1, characterized in that, The suspension cushion assembly includes an inner suspension core, a rubber main spring, and an outer suspension tube arranged coaxially from the inside to the outside; a limiting plate is provided at the bottom of the rubber main spring, and the limiting plate and the inner suspension core are arranged coaxially with through holes.

7. The power vibration damping device for an amphibious vehicle propulsion system according to claim 6, characterized in that, The limiting plate has a positioning pin at the through hole, and the inner side of the through hole of the suspended inner core has a corresponding positioning groove. The positioning pin and the positioning groove are interference-fitted to achieve relative fixation between the suspended inner core and the limiting plate.

8. The power vibration damping device for an amphibious vehicle propulsion system according to claim 7, characterized in that, The connection between the base and the suspension mounting hole is achieved by using a fastener that passes through the through hole between the suspension inner core and the limiting plate.

9. The power vibration damping device for an amphibious vehicle propulsion system according to claim 1, characterized in that, The suspension pad assembly is interference-fitted with the suspension mounting hole.

10. An amphibious vehicle, characterized in that, The amphibious vehicle employs the power vibration damping device of the amphibious vehicle propulsion system as described in any one of claims 1-9.

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