An amphibious power unit and amphibious vehicle

Abstract

The application discloses an amphibious power assembly and an amphibious vehicle, and relates to the technical field of automobiles, which comprises a differential assembly, a transmission gear assembly, a motor driving assembly and an underwater propeller assembly. A driven spiral bevel gear is arranged on the differential assembly, and a gear transmission part of a driving spiral bevel gear is engaged with the driven spiral bevel gear. The motor driving assembly is arranged on one side of the differential assembly, and the motor driving assembly comprises a driving motor and a planetary gear mechanism. The driving motor is in transmission connection with the planetary gear mechanism, the planetary gear mechanism is in transmission connection with the second end of a spiral bevel gear shaft, the rotation axis of the driving motor is perpendicular to the output shaft of the differential assembly, and the underwater propeller assembly is in transmission connection with the second end of the spiral bevel gear shaft through a clutch. The application adopts the same set of power system, and the switching of the vehicle in the underwater mode and the land mode can be realized through the on-off of the clutch, so that the occupation space of the power system is reduced while the water and land driving of the vehicle is realized.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and more specifically, to a powertrain for amphibious applications and an amphibious vehicle. Background Technology

[0002] An amphibious vehicle is a special type of vehicle that possesses both land-based and water-based driving capabilities. It can move flexibly on land like a regular vehicle and travel quickly on water like a ship. The transmission system is the core of an amphibious vehicle, its function being to transmit engine power to either the land-based or water-based driving system as needed. In the land-based driving system, power is transmitted to the wheels via the gearbox, drive shaft, and drive axle, ensuring the vehicle's movement on land. The water-based driving system, on the other hand, transmits engine power directly or indirectly through the gearbox to the propulsion system, thus enabling the amphibious vehicle to travel on water.

[0003] Most amphibious vehicles employ a traditional front-engine layout, resulting in a forward center of gravity, increased drag on water, and hindering high-speed travel. Furthermore, using propellers as propulsion systems occupies a large space, generates little thrust, and is unsuitable for shallow water conditions. Additionally, some amphibious vehicles use two engines—one for land travel and the other connected to the propulsion system for water travel—leading to a larger power system footprint, increased vehicle weight, and higher production costs.

[0004] Therefore, how to reduce the space occupied by the power system while enabling vehicles to travel on both land and water has become a technical problem that urgently needs to be solved by those skilled in the art. Utility Model Content

[0005] In view of this, the purpose of this application is to provide a powertrain for amphibious vehicles, so as to reduce the space occupied by the power system while enabling the vehicle to travel on both land and water.

[0006] Another object of this application is to provide an amphibious vehicle having the aforementioned powertrain for amphibious use.

[0007] To achieve the above objectives, this application provides the following technical solution:

[0008] An amphibious powertrain, comprising:

[0009] Differential assembly;

[0010] A transmission gear assembly, comprising a driving spiral bevel gear and a driven spiral bevel gear, wherein the driven spiral bevel gear is disposed on the differential assembly, and the driving spiral bevel gear comprises a spiral bevel gear shaft and a gear transmission part, wherein the gear transmission part is disposed at the first end of the spiral bevel gear shaft and meshes with the driven spiral bevel gear;

[0011] A motor drive assembly is disposed on one side of the differential assembly, and the motor drive assembly includes a drive motor and a planetary gear mechanism. The drive motor is drivenly connected to the planetary gear mechanism, and the planetary gear mechanism is drivenly connected to the second end of the spiral bevel gear shaft, so as to transmit the torque of the drive motor to the differential assembly in sequence through the planetary gear mechanism and the transmission gear assembly. The rotation axis of the drive motor is perpendicular to the output shaft of the differential assembly.

[0012] An underwater propulsion assembly is connected to the second end of the spiral bevel gear shaft (2011) via a clutch drive.

[0013] Optionally, in the above-mentioned amphibious powertrain, the underwater propulsion assembly includes a fairing and a propeller located inside the fairing, the propeller being drivenly connected to the clutch via a coupling.

[0014] Optionally, in the above-mentioned amphibious powertrain, a plurality of oil seals are provided between the drive motor and the planetary gear mechanism to form a first cavity and a second cavity. The first cavity is used to lubricate the differential assembly and the transmission gear assembly, and the second cavity is used to lubricate the planetary gear mechanism.

[0015] Optionally, the aforementioned powertrain for amphibious applications further includes a reducer housing, the differential assembly being located within the inner cavity of the reducer housing, the reducer housing having a housing extension recessed towards the center on the side facing the motor drive assembly, and the drive helical bevel gear being located within the inner cavity of the housing extension.

[0016] Optionally, in the above-mentioned powertrain for amphibious applications, the drive motor includes a motor housing, a motor stator, and a motor rotor. One end of the motor housing is connected to the reducer housing by fasteners to form an installation space between the motor housing and the housing extension to accommodate the motor stator and the motor rotor, with the motor stator and the motor rotor located within the installation space.

[0017] Optionally, in the above-mentioned powertrain for amphibious use, the drive motor further includes a motor shaft, the motor rotor is sleeved on the motor shaft, and the motor shaft is a cavity structure with open ends, so that the motor shaft is rotatably sleeved on the outside of the housing extension.

[0018] A first rotor bearing and a second rotor bearing are provided at a distance between the inner wall of the motor shaft and the outer wall of the housing extension. The first rotor bearing is located near the side of the differential assembly, and the second rotor bearing is located near the side of the planetary gear mechanism. A rotor spacer is provided between the first rotor bearing and the second rotor bearing.

[0019] Optionally, in the above-mentioned amphibious powertrain, a limiting part for axially positioning the first rotor bearing is provided on the outer wall of the housing extension, and a first shoulder and a second shoulder are respectively provided on the inner wall of the motor shaft. The first shoulder cooperates with the limiting part for axially positioning the first rotor bearing, and the second shoulder is used for axially positioning one side of the second rotor bearing. The other side of the second rotor bearing is pressed between the inner wall of the motor shaft and the outer wall of the housing extension by a bearing seat.

[0020] Optionally, in the aforementioned amphibious powertrain, the housing extension has a large-diameter end and a small-diameter end disposed opposite to each other. The large-diameter end is located on the side closer to the differential assembly, and the small-diameter end is located on the side closer to the planetary gear mechanism. The gear transmission unit extends out of the large-diameter end, and the first end of the spiral bevel gear shaft is connected to the inner wall of the large-diameter end of the housing extension through a main gear large bearing. The bearing housing is connected to the spiral bevel gear shaft through a main gear small bearing. A locking nut abuts against the side of the main gear small bearing away from the main gear large bearing. The locking nut is used to provide axial preload for the main gear large bearing and the main gear small bearing.

[0021] Optionally, in the above-mentioned powertrain for amphibious applications, the motor drive assembly further includes a mounting spacer and an elastic spacer. One side of the elastic spacer abuts against the main gear small bearing, and the other side of the elastic spacer abuts against the positioning boss of the spiral bevel gear shaft. The two sides of the mounting spacer abut against the main gear large bearing and the inner wall of the housing extension, respectively.

[0022] Optionally, in the above-mentioned powertrain for amphibious applications, the drive motor further includes a motor connection flange, which is rotatably mounted on the spiral bevel gear shaft, and one end of the motor connection flange is connected to the motor shaft via fasteners, and the planetary gear mechanism is drivenly connected to the motor connection flange.

[0023] Optionally, in the above-mentioned powertrain for amphibious applications, the planetary gear mechanism includes a planetary reducer housing and a gear mechanism. The planetary reducer housing is connected to the end of the motor housing away from the reducer housing, and the gear mechanism is located in the inner cavity of the planetary reducer housing.

[0024] Optionally, in the aforementioned amphibious powertrain, the gear mechanism includes:

[0025] The sun gear is connected to the motor connecting flange via a spline, and the motor connecting flange is provided with a retaining ring groove for installing an axial retaining ring, which is used to fix the sun gear to the motor connecting flange.

[0026] The planetary assembly includes planetary gears, a planetary shaft, and a planetary carrier. The planetary gears mesh with the sun gear and are driven by the planetary shaft. The planetary shaft is driven by the planetary carrier, and the planetary carrier is driven by the second end of the spiral bevel gear shaft. The planetary carrier is mounted on the planetary reducer housing via a planetary mechanism support bearing.

[0027] An internal gear ring meshes with the planetary gears, and the internal gear ring is fixed in the internal gear mounting groove of the planetary reducer housing by an internal gear retaining ring.

[0028] Optionally, in the above-mentioned powertrain for amphibious applications, the motor drive assembly further includes a resolver mounting plate and an eddy current sensor. The resolver mounting plate is disposed between the planetary reducer housing and the motor housing, and the secondary induction coil of the eddy current sensor is press-fitted onto the motor connection flange. The main induction coil of the eddy current sensor is assembled onto the resolver mounting plate by fasteners.

[0029] The amphibious powertrain provided in this application involves mounting the driven spiral bevel gear of the transmission gear assembly onto the differential assembly, with the gear drive section of the driving spiral bevel gear meshing with the driven spiral bevel gear. Simultaneously, a motor drive assembly is positioned on one side of the differential assembly. The drive motor is connected to a planetary gear mechanism, which in turn is connected to the second end of the spiral bevel gear shaft. This allows the torque from the drive motor to be transmitted sequentially through the planetary gear mechanism and the transmission gear assembly to the differential assembly, ultimately outputting torque through the differential assembly. Furthermore, the rotation axis of the drive motor is perpendicular to the output shaft of the differential assembly, achieving vertical torque conversion. Additionally, an underwater propulsion assembly is connected to the second end of the spiral bevel gear shaft via a clutch to transmit power. In this state, the underwater propulsion assembly operates, generating the main forward thrust underwater, while the wheels at the driving end assist in paddling, providing auxiliary underwater thrust. When the vehicle is on land, the clutch disengages, and the underwater propulsion assembly ceases operation to conserve energy. As can be seen from the above examples, the amphibious powertrain provided in this application saves a significant amount of installation space by integrating the motor drive assembly and differential assembly into a single powertrain. It also improves the center of gravity distribution of the drive motor and powertrain, thereby enhancing NVH performance. Furthermore, the same powertrain system can be used, and the vehicle can switch between underwater and land modes simply by engaging and disengaging the clutch, thus enabling amphibious travel while reducing the space occupied by the powertrain system.

[0030] An amphibious vehicle, comprising an amphibious powertrain as described in any of the preceding claims.

[0031] The amphibious vehicle provided in this application possesses all the technical effects of the aforementioned amphibious powertrain, which will not be elaborated upon here.

[0032] The technical features mentioned above, those to be mentioned below, and those shown individually in the accompanying drawings can be combined arbitrarily, provided that the combined technical features are not contradictory. All feasible combinations of features are the technical content explicitly described herein. Any one of the multiple sub-features contained in the same statement can be applied independently, without necessarily being applied together with other sub-features. Attached Figure Description

[0033] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0034] Figure 1 A schematic diagram of the structure of an amphibious powertrain provided in an embodiment of this application;

[0035] Figure 2 This is a schematic diagram of the power transmission route and lubrication cavity provided in the embodiments of this application;

[0036] Figure 3 This is a schematic diagram of the assembly of the powertrain and the rear drive shaft provided in an embodiment of this application;

[0037] Figure 4 A schematic diagram of the powertrain layout in a rear-wheel drive vehicle provided in the embodiments of this application;

[0038] Figure 5 This is a schematic diagram of the powertrain layout in a four-wheel drive vehicle, as provided in an embodiment of this application.

[0039] Among them, 100 is the differential assembly, 101 is the differential bearing, 102 is the rear housing, 103 is the differential oil seal, 104 is the electronic differential lock magnet, and 105 is the suspension damping sleeve.

[0040] 200 is the transmission gear assembly, 201 is the driving spiral bevel gear, 2011 is the spiral bevel gear shaft, 2012 is the gear transmission part, 2013 is the positioning boss, and 202 is the driven spiral bevel gear.

[0041] 300 is the motor drive assembly; 301 is the drive motor; 3011 is the motor housing; 3012 is the motor stator; 3013 is the motor rotor; 3014 is the motor shaft; 3015 is the first shoulder; 3016 is the second shoulder; 3017 is the motor connecting flange; 302 is the planetary gear mechanism; 3021 is the planetary reducer housing; 3022 is the sun gear; 3023 is the planetary gears; 3024 is the planetary shaft; 3025 is the planetary carrier; 3026 is the internal gear ring; 3027 is the internal gear retaining ring; 3028 is the planetary gear set. The structure includes a support bearing, 3029 is the first retaining ring, 3030 is the second retaining ring, 303 is the first cavity, 304 is the second cavity, 305 is the first rotor bearing, 306 is the second rotor bearing, 307 is the rotor spacer, 308 is the bearing housing, 309 is the main gear large bearing, 310 is the main gear small bearing, 311 is the lock nut, 312 is the mounting distance washer, 313 is the elastic spacer, 314 is the resolver mounting plate, 315 is the eddy current sensor, 316 is the first oil seal, 317 is the second oil seal, and 318 is the third oil seal.

[0042] 400 is the reducer housing, 401 is the housing extension, and 4011 is the limiting part;

[0043] 500 is the underwater thruster assembly, 501 is the fairing, 502 is the propeller, 5021 is the coupling, and 503 is the locking cover.

[0044] 600 is the clutch, 601 is the clutch input terminal, and 602 is the clutch output terminal. Detailed Implementation

[0045] The core of this application is to provide a powertrain for amphibious vehicles that reduces the space occupied by the power system while enabling the vehicle to travel on both land and water.

[0046] Another core aspect of this application is to provide an amphibious vehicle having the aforementioned powertrain for amphibious use.

[0047] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0048] An amphibious vehicle is a special type of vehicle that possesses both land-based and water-based driving capabilities. It can move flexibly on land like a regular vehicle and travel quickly on water like a ship. The transmission system is the core of an amphibious vehicle, its function being to transmit engine power to either the land-based or water-based driving system as needed. In the land-based driving system, power is transmitted to the wheels via the gearbox, drive shaft, and drive axle, ensuring the vehicle's movement on land. The water-based driving system, on the other hand, transmits engine power directly or indirectly through the gearbox to the propulsion system, thus enabling the amphibious vehicle to travel on water.

[0049] Most amphibious vehicles employ a traditional front-engine layout, resulting in a forward center of gravity, increased drag on water, and hindering high-speed travel. Furthermore, using propellers as propulsion systems occupies a large space, generates little thrust, and is unsuitable for shallow water conditions. Additionally, some amphibious vehicles use two engines—one for land travel and the other connected to the propulsion system for water travel—leading to a larger power system footprint, increased vehicle weight, and higher production costs.

[0050] Therefore, such as Figure 1As shown in the illustration, this application discloses a powertrain for amphibious vehicles, including a differential assembly 100, a transmission gear assembly 200, a motor drive assembly 300, and an underwater propulsion assembly 500. By integrating the motor drive assembly 300 and the differential assembly 100 into a single powertrain, significant installation space is saved, while the center of gravity distribution of the drive motor 301 and the powertrain is improved, thus enhancing NVH performance. Furthermore, by using the same powertrain system and switching between underwater and land modes via the engagement and disengagement of the clutch 600, the vehicle can achieve both amphibious and land driving while reducing the space occupied by the powertrain system.

[0051] The following will combine Figures 1 to 5 The powertrain for amphibious applications disclosed in the embodiments of this application will be explained and described in detail.

[0052] Among them, such as Figure 1 and Figure 2 As shown, the transmission gear assembly 200 may include a driving spiral bevel gear 201 and a driven spiral bevel gear 202, with the driven spiral bevel gear 202 mounted on the differential assembly 100. The driving spiral bevel gear 201 may include a spiral bevel gear shaft 2011 and a gear transmission part 2012, with the gear transmission part 2012 located at the first end of the spiral bevel gear shaft 2011 and meshing with the driven spiral bevel gear 202. Meanwhile, a motor drive assembly 300 is located on one side of the differential assembly 100, and may include a drive motor 301 and a planetary gear mechanism 302. The drive motor 301 is driveably connected to the planetary gear mechanism 302, and the planetary gear mechanism 302 is driveably connected to the second end of the spiral bevel gear shaft 2011, so that the torque of the drive motor 301 is transmitted sequentially through the planetary gear mechanism 302 and the transmission gear assembly 200 to the differential assembly 100, and finally output through the differential assembly 100. Figure 5 As indicated by the arrows, the motor drive assembly 300 and the differential assembly 100 can be integrated into a single reducer assembly, saving significant installation space and improving the center-of-gravity distribution of the drive motor 301 and the reducer assembly, thus enhancing NVH (noise, vibration, and harshness) performance. Furthermore, the reducer assembly can achieve two-stage speed change via the transmission gear assembly 200 and the planetary gear mechanism 302, enabling a large speed ratio reduction capability, suitable for new energy electric vehicles requiring low speeds but high torque.

[0053] In this embodiment, the rotation axis of the drive motor 301 and the output shaft of the differential assembly 100 can be set perpendicular to each other to achieve vertical torque conversion, thereby improving the compactness and integration of the reducer assembly, reducing the overall size of the reducer assembly, and increasing the energy density of the system (power or torque that can be output per unit volume), which is beneficial to the lightweighting, cost reduction and transmission efficiency improvement of the reducer assembly.

[0054] In some embodiments, the drive motor 301 may be a type of motor such as an axial flux motor, a radial flux motor, a permanent magnet synchronous motor, an asynchronous induction motor, or a reluctance motor. Those skilled in the art can select the appropriate type based on actual needs, and this document does not impose any limitations. Simultaneously, the drive motor 301 may be cooled using water cooling, air cooling, oil cooling, or a combination of both. Optionally, the drive motor 301 may be a flat-wire permanent magnet synchronous motor, and may employ a lower-cost water cooling method. Specifically, a cooling method with an internal water jacket, which offers better cooling performance, may be used.

[0055] like Figure 1 As shown, the underwater propulsion assembly 500 and the second end of the spiral bevel gear shaft 2011 can be connected via a clutch 600, thereby transmitting power to the underwater propulsion assembly 500. When the clutch is engaged, the underwater propulsion assembly operates, generating the main thrust underwater, while the wheels at the driving end participate in paddling, providing auxiliary underwater thrust. When the vehicle is traveling on land, the clutch disengages the transmission path, and the underwater propulsion assembly stops operating, thus saving energy.

[0056] In some embodiments, such as Figure 1 As shown, the clutch 600 can be an electromagnetic clutch, and it may include a clutch input end 601 and a clutch output end 602. The clutch input end 601 can be connected to the second end of the spiral bevel gear shaft 2011 via a spline, and the clutch output end 602 can be connected to the underwater propulsion assembly 500 via a coupling 5021. When the vehicle is submerged, the electromagnetic clutch can be engaged to transmit power, the underwater propulsion assembly 500 operates, generating the main thrust underwater, while the wheels at the driving end participate in paddling, providing auxiliary underwater thrust. When the vehicle is on land, the electromagnetic clutch can be disengaged, the underwater propulsion assembly 500 stops operating, saving energy. It should be noted that the coupling 5021 can be a universal joint, allowing for adjustment within a certain height range to accommodate different installation positions of the underwater propulsion assembly 500. Of course, when the underwater thruster assembly 500 is coaxially mounted with the spiral bevel gear shaft 2011, the underwater thruster assembly 500 can also be directly connected to the clutch. The clutch 600 can be, but is not limited to, an electromagnetic clutch, or a hydraulic clutch, pneumatic clutch, etc.

[0057] In some embodiments, such as Figure 1 As shown, the underwater propulsion assembly 500 can employ a jet pump system to ensure high propulsion efficiency, adaptability to shallow water areas, and good concealment of mechanical components. The underwater propulsion assembly 500 may include a fairing 501 and a propeller 502. The propeller 502 is located within the fairing 501, and its input end is connected to the clutch output end 602 via a coupling 5021. The output end of the propeller 502 can be threadedly connected via a locking cap 503 to mount the propeller 502 within the fairing 501. Thus, when the vehicle is submerged, the electromagnetic clutch can engage to transmit power, causing the propeller 502 to rotate and generate the main forward thrust. Simultaneously, the wheels at the driving end participate in paddling, providing auxiliary underwater thrust. The jet pump power generated by the jet pump system undergoes a first-stage reduction gear to obtain greater torque, and the use of large-sized propeller blades can generate even greater thrust.

[0058] like Figure 1 and Figure 2 As shown, multiple oil seals can be installed between the drive motor 301 and the planetary gear mechanism 302 to form a first cavity 303 and a second cavity 304, respectively. The lubricating oil in the first cavity 303 lubricates the differential assembly 100 and the transmission gear assembly 200, while the lubricating oil in the second cavity 304 lubricates the planetary gear mechanism 302. Because the driven spiral bevel gear 202 and the driving spiral bevel gear 201 of the transmission gear assembly 200 experience significant relative sliding between their tooth surfaces during operation, their movement involves both rolling and sliding, resulting in high pressure between the tooth surfaces. This places high demands on the lubricating oil. Therefore, the lubricating oil in the first cavity 303 can be a heavy-duty gear oil to lubricate the differential assembly 100 and the transmission gear assembly 200. The lubricating oil in the second cavity 304 can be a low-viscosity gear oil with low churning loss to lubricate the planetary gear mechanism 302. Furthermore, it can be designed for maintenance-free operation, with the gear oil changed every 300,000 kilometers. By setting up different lubricating oil channels, different gear lubricating oils can be used to lubricate the corresponding gear structures according to their lubrication needs, thereby improving the efficiency and lifespan of the reducer assembly and reducing maintenance costs.

[0059] In some embodiments, such as Figure 1 and Figure 2As shown, the reducer assembly may further include a reducer housing 400, and the differential assembly 100 is located within the inner cavity of the reducer housing 400. The reducer housing 400 has a housing extension 401 recessed towards the center on the side facing the motor drive assembly 300, and the drive helical bevel gear 201 is located within the inner cavity of the housing extension 401. The differential assembly 100 is rotatably mounted on the reducer housing 400 via a rear housing 102 and a differential bearing 101, and is sealed within the inner cavity of the reducer housing 400 by a differential oil seal 103.

[0060] In some embodiments, such as Figure 1 and Figure 2 As shown, the differential bearing 101 is press-fitted onto the reducer housing 400 via the rear housing 102. A suspension damping sleeve 105 can be installed on the rear housing 102 to buffer vibration, reduce noise, and thus improve the NVH performance of the reducer assembly. Alternatively, an electronic differential lock magnet 104 can be installed on the differential assembly 100 to cooperate with the electronic differential lock and achieve the function of locking the differential. It should be noted that the electronic differential lock can adopt the structure of a conventional electronic differential lock on a differential with a locking differential function, which will not be elaborated upon here.

[0061] In some embodiments, such as Figure 1 and Figure 2 As shown, the drive motor 301 may include a motor housing 3011, a motor stator 3012, and a motor rotor 3013. One end of the motor housing 3011 may be connected to the reducer housing 400, thereby forming an installation space between the motor housing 3011 and the housing extension 401 to accommodate the motor stator 3012 and the motor rotor 3013, and the motor stator 3012 and the motor rotor 3013 may be located within the installation space.

[0062] In some embodiments, the motor housing 3011 and the reducer housing 400 can be separate structures for easy assembly and cost reduction, or they can be integrally cast. In this embodiment, as... Figure 1 and Figure 2As shown, the motor housing 3011 and the reducer housing 400 adopt a split structure. The shape of the motor housing 3011 can be configured with water channels to achieve water cooling, depending on the cooling method of the drive motor 301. Simultaneously, positioning stops and positioning pins are designed on both the motor housing 3011 and the reducer housing 400 for installation and positioning, and they are connected by bolts or other fasteners. Optionally, the reducer housing 400 can be made of cast iron, which helps reduce costs and increase the rigidity of the reducer housing 400; alternatively, aluminum alloy can be used to reduce the weight of the reducer housing 400. The motor housing 3011 can be made of cast aluminum alloy or manufactured using profiles and friction stir welding.

[0063] In some embodiments, such as Figure 1 and Figure 2 As shown, the drive motor 301 may also include a motor shaft 3014, and the motor rotor 3013 is sleeved on and fixed on the motor shaft 3014. The motor shaft 3014 is a cavity structure with openings at both ends, thereby forming a space for mounting the housing extension 401, so that the motor shaft 3014 can be rotatably sleeved on the outside of the housing extension 401, realizing the independent movement of the motor shaft 3014.

[0064] In some embodiments, such as Figure 1 and Figure 2 As shown, a first rotor bearing 305 and a second rotor bearing 306 are spaced apart between the inner wall of the motor shaft 3014 and the outer wall of the housing extension 401. The first rotor bearing 305 is located closer to the differential assembly 100, and the second rotor bearing 306 is located closer to the planetary gear mechanism 302. A rotor spacer 307 is positioned between the first rotor bearing 305 and the second rotor bearing 306. By separating the two rotor bearings and increasing the distance between them, the motor rotor 3013 can be better supported, improving the support rigidity of the motor rotor 3013. Furthermore, by placing the two rotor bearings between the recess in the housing extension 401 and the inner wall of the motor shaft 3014, the size specifications of the rotor bearings can be minimized, facilitating the selection of high-speed bearings. It should be noted that a shim can also be provided between the two rotor bearings to adjust the axial clearance of the rotor bearings.

[0065] In some embodiments, such as Figure 1 and Figure 2As shown, a limiting part 4011 for axially positioning the first rotor bearing 305 can be provided on the outer wall of the housing extension 401, and a first shoulder 3015 and a second shoulder 3016 are respectively provided on the inner wall of the motor shaft 3014. The first shoulder 3015 and the limiting part 4011 axially position both sides of the first rotor bearing 305, and the second shoulder 3016 axially positions one side of the second rotor bearing 306. The other side of the second rotor bearing 306 is pressed between the inner wall of the motor shaft 3014 and the outer wall of the housing extension 401 by a bearing seat 308, thereby achieving axial positioning of both sides of the second rotor bearing 306 through the second shoulder 3016 and the bearing seat 308. Optionally, the first shoulder 3015 can limit the outer ring of the first rotor bearing 305, and the limiting part 4011 on the outer wall of the housing extension 401 can limit the inner ring of the first rotor bearing 305, thereby achieving axial positioning of the first rotor bearing 305. At the same time, the second shoulder 3016 can limit the outer ring of the second rotor bearing 306, and the inner ring of the second rotor bearing 306 can be axially pressed by the bearing seat 308, thereby achieving axial positioning of the second rotor bearing 306.

[0066] In some embodiments, such as Figure 1 and Figure 2 As shown, the housing extension 401 has a large-diameter end and a small-diameter end disposed opposite to each other. The large-diameter end of the housing extension 401 is located on the side closer to the differential assembly 100, and the small-diameter end is located on the side closer to the planetary gear mechanism 302. The gear drive portion 2012 of the driving spiral bevel gear 201 extends out of the large-diameter end and meshes with the driven spiral bevel gear 202. Simultaneously, the first end of the spiral bevel gear shaft 2011 can be connected to the inner wall of the large-diameter end of the housing extension 401 via a main gear bearing 309, which can be a tapered roller bearing. The bearing housing 308 is connected to the spiral bevel gear shaft 2011 via a main gear bearing 310, thereby supporting the rotation of the gear drive portion 2012 of the driving spiral bevel gear 201 through the main gear bearing 309 and the main gear bearing 310. A locking nut 311 is abutted on the side of the main gear small bearing 310 away from the main gear large bearing 309, so as to provide axial preload to the main gear large bearing 309 and the main gear small bearing 310 through the locking nut 311. At the same time, a first oil seal 316 is provided between the locking nut 311 and the bearing housing 308. The outer surface of the locking nut 311 is ground without feed and contacts the oil seal lip of the first oil seal 316 to achieve a sealing effect between the spiral bevel gear shaft 2011 and the housing extension 401.

[0067] In some embodiments, such as Figure 1 and Figure 2As shown, the motor drive assembly 300 may further include a mounting spacer 312 and an elastic spacer 313. One side of the elastic spacer 313 abuts against the main gear small bearing 310, and the other side abuts against the positioning boss 2013 of the spiral bevel gear shaft 2011. When the lock nut 311 is tightened, the elastic spacer 313 can be axially compressed, generating elastic potential energy, which applies a spring force to the main gear small bearing 310, thereby continuously applying a preload to the main gear small bearing 310, improving the stability and support stiffness of the bearing installation, and contributing to improved NVH performance and bearing life. The mounting spacer 312 can be sleeved on the spiral bevel gear shaft 2011, and the two sides of the mounting spacer 312 can respectively abut against the main gear bearing 309 and the stepped portion of the inner wall of the housing extension 401. The mounting position of the driving spiral bevel gear 201 can be adjusted by the mounting spacer 312, thereby adjusting the meshing clearance between the driven spiral bevel gear 202 and the gear transmission part 2012.

[0068] In some embodiments, such as Figure 1 and Figure 2 As shown, the drive motor 301 may further include a motor connection flange 3017. The motor connection flange 3017 is rotatably mounted on the spiral bevel gear shaft 2011, allowing it to move independently relative to the driving spiral bevel gear 201. Simultaneously, a connection flange is integrally formed on the motor shaft 3014, and bolts or other fasteners can be pre-installed on the connection flange. These fasteners are connected to one end of the motor connection flange 3017 and then locked with a nut. Furthermore, a positioning stop is provided on the connection flange for the installation and positioning of the motor connection flange 3017. The planetary gear mechanism 302 is drive-connected to the motor connection flange 3017, allowing the power of the drive motor 301 to be transmitted through the motor connection flange 3017 to the planetary gear mechanism 302, and then through the planetary gear mechanism 302 to the transmission gear assembly 200 to the differential assembly 100.

[0069] In some embodiments, such as Figure 1 and Figure 2 As shown, the planetary gear mechanism 302 may include a planetary reducer housing 3021 and a gear mechanism. The planetary reducer housing 3021 is connected to the end of the motor housing 3011 away from the reducer housing 400, while the gear mechanism may be located within the inner cavity of the planetary reducer housing 3021. It should be noted that, as... Figure 1 and Figure 2 As shown, the second end of the spiral bevel gear shaft 2011 can extend out of the planetary reducer housing 3021 and be connected to the underwater propulsion assembly 500 via the clutch 600 to transmit power. Alternatively, the second end of the spiral bevel gear shaft 2011 can also be located inside the planetary reducer housing 3021 and be connected to the gear mechanism for transmission, enabling it to transmit power to the front drive of a four-wheel drive vehicle.

[0070] In some embodiments, such as Figure 1 and Figure 2 As shown, the gear mechanism may include a sun gear 3022, a planetary assembly, and an internal gear ring 3026. The sun gear 3022 is connected to the motor connection flange 3017 via a spline, and the motor connection flange 3017 is provided with a retaining ring groove for installing an axial retaining ring, thereby fixing the sun gear 3022 to the motor connection flange 3017 via the axial retaining ring. The planetary assembly may include planet gears 3023, a planet shaft 3024, and a planet carrier 3025. The planet gears 3023 mesh with the sun gear 3022, and the planet gears 3023 and the planet shaft 3024 are connected via a spline drive or an interference fit. Similarly, the planet shaft 3024 and the planet carrier 3025 are connected via a spline drive or an interference fit. The planet carrier 3025 is connected to the second end of the spiral bevel gear shaft 2011 via a spline drive. Furthermore, the internal gear ring 3026 can mesh with the planetary gear 3023, and the internal gear ring 3026 is fixed in the internal gear mounting groove of the planetary reducer housing 3021 by the internal gear retaining ring 3027. As can be seen from the above embodiment, the power of the drive motor 301 can be transmitted to the sun gear 3022 through the motor connecting flange 3017, and then transmitted to the planetary gear 3023 through the sun gear 3022. The planetary gear 3023 drives the planetary shaft 3024 to rotate, the planetary shaft 3024 drives the planet carrier 3025 to rotate, and the planet carrier 3025 then transmits the power to the driving spiral bevel gear 201 of the transmission gear assembly 200. Thus, the speed can be reduced and the torque increased by passing through the planetary gear mechanism 302.

[0071] In some embodiments, such as Figure 1 and Figure 2 As shown, the planetary carrier 3025 can be mounted on the planetary reducer housing 3021 via the planetary mechanism support bearing 3028. The inner ring of the planetary mechanism support bearing 3028 can be fixed to the planetary carrier 3025 via the first retaining ring 3029, and the outer ring of the planetary mechanism support bearing 3028 can be fixed to the planetary reducer housing 3021 via the second retaining ring 3030. Thus, the axial and radial mounting and positioning of the gear mechanism can be achieved through the planetary mechanism support bearing 3028.

[0072] In some embodiments, such as Figure 1 and Figure 2As shown, the motor drive assembly 300 may further include a resolver mounting plate 314 and an eddy current sensor 315 (also known as an inductive encoder). The resolver mounting plate 314 can be disposed between the planetary reducer housing 3021 and the motor housing 3011. The eddy current sensor 315 may include a secondary induction coil and a primary induction coil. The secondary induction coil of the eddy current sensor 315 is press-fitted onto the motor connection flange 3017, and the primary induction coil of the eddy current sensor 315 is assembled onto the resolver mounting plate 314 using bolts or other fasteners. This allows for resolver zeroing and control of the speed regulation or commutation of the drive motor 301. It should be noted that the speed regulation or commutation of the drive motor 301 can utilize, but is not limited to, the eddy current sensor 315; a resolver can also be used.

[0073] In some embodiments, such as Figure 1 and Figure 2 As shown, a second oil seal 317 is provided between the resolver mounting plate 314 and the motor connection flange 3017, and a third oil seal 318 is provided between the motor connection flange 3017 and the spiral bevel gear shaft 2011. Thus, the motor drive assembly 300 can be divided into a first cavity 303 and a second cavity 304 by the first oil seal 316, the second oil seal 317 and the third oil seal 318. This allows for the use of different gear lubricating oils to lubricate the corresponding gear structures according to their lubrication requirements, thereby improving the efficiency and lifespan of the reducer assembly and reducing maintenance costs.

[0074] like Figure 3 and Figure 4 As shown, the amphibious powertrain disclosed in the above embodiments can be used in rear-wheel drive vehicles, such as... Figure 5 As shown, it can also be used in four-wheel drive vehicles. Of course, the powertrain for amphibious applications is not only suitable for pure electric vehicles, but also for range-extended or hybrid vehicles.

[0075] This application also discloses an amphibious vehicle, including the amphibious powertrain disclosed in the above embodiments. Therefore, the amphibious vehicle has all the technical effects of the above-mentioned amphibious powertrain, which will not be repeated here.

[0076] The terms "first" and "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units may include steps or units not listed, but rather not listed.

[0077] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A powertrain for amphibious applications, characterized in that, include: Differential assembly (100); A transmission gear assembly (200) includes a driving spiral bevel gear (201) and a driven spiral bevel gear (202). The driven spiral bevel gear (202) is disposed on the differential assembly (100). The driving spiral bevel gear (201) includes a spiral bevel gear shaft (2011) and a gear transmission part (2012). The gear transmission part (2012) is disposed at the first end of the spiral bevel gear shaft (2011) and meshes with the driven spiral bevel gear (202). A motor drive assembly (300) is disposed on one side of the differential assembly (100), and the motor drive assembly (300) includes a drive motor (301) and a planetary gear mechanism (302). The drive motor (301) is drivenly connected to the planetary gear mechanism (302), and the planetary gear mechanism (302) is drivenly connected to the second end of the spiral bevel gear shaft (2011) so that the torque of the drive motor (301) is transmitted to the differential assembly (100) in sequence through the planetary gear mechanism (302) and the transmission gear assembly (200). The rotation axis of the drive motor (301) is perpendicular to the output shaft of the differential assembly (100). The underwater thruster assembly (500) is connected to the second end of the spiral bevel gear shaft (2011) via a clutch (600).

2. The amphibious powertrain according to claim 1, characterized in that, The underwater propulsion assembly (500) includes a fairing (501) and a propeller (502) located inside the fairing (501), the propeller (502) being connected to the clutch (600) via a coupling (5021).

3. The amphibious powertrain according to claim 1, characterized in that, Multiple oil seals are provided between the drive motor (301) and the planetary gear mechanism (302) to form a first cavity (303) and a second cavity (304). The first cavity (303) is used to lubricate the differential assembly (100) and the transmission gear assembly (200), and the second cavity (304) is used to lubricate the planetary gear mechanism (302).

4. The amphibious powertrain according to claim 3, characterized in that, It also includes a reducer housing (400), the differential assembly (100) is located in the cavity of the reducer housing (400), the reducer housing (400) has a housing extension (401) recessed toward the center on the side facing the motor drive assembly (300), and the drive helical bevel gear (201) is located in the cavity of the housing extension (401).

5. The amphibious powertrain according to claim 4, characterized in that, The drive motor (301) includes a motor housing (3011), a motor stator (3012), and a motor rotor (3013). One end of the motor housing (3011) is connected to the reducer housing (400) by fasteners to form an installation space between the motor housing (3011) and the housing extension (401) to accommodate the motor stator (3012) and the motor rotor (3013). The motor stator (3012) and the motor rotor (3013) are located within the installation space.

6. The amphibious powertrain according to claim 5, characterized in that, The drive motor (301) also includes a motor shaft (3014), the motor rotor (3013) is sleeved on the motor shaft (3014), and the motor shaft (3014) is a cavity structure with open ends, so that the motor shaft (3014) is rotatably sleeved on the outside of the housing extension (401); A first rotor bearing (305) and a second rotor bearing (306) are provided at a distance between the inner wall of the motor shaft (3014) and the outer wall of the housing extension (401). The first rotor bearing (305) is located near the differential assembly (100), and the second rotor bearing (306) is located near the planetary gear mechanism (302). A rotor spacer (307) is provided between the first rotor bearing (305) and the second rotor bearing (306).

7. The amphibious powertrain according to claim 6, characterized in that, The outer wall of the housing extension (401) is provided with a limiting part (4011) for axial positioning of the first rotor bearing (305). The inner wall of the motor shaft (3014) is provided with a first shoulder (3015) and a second shoulder (3016). The first shoulder (3015) cooperates with the limiting part (4011) for axial positioning of the first rotor bearing (305). The second shoulder (3016) is used for axial positioning of one side of the second rotor bearing (306). The other side of the second rotor bearing (306) is pressed between the inner wall of the motor shaft (3014) and the outer wall of the housing extension (401) by a bearing seat (308).

8. The amphibious powertrain according to claim 7, characterized in that, The housing extension (401) has a large-diameter end and a small-diameter end arranged opposite to each other. The large-diameter end is located on the side closer to the differential assembly (100), and the small-diameter end is located on the side closer to the planetary gear mechanism (302). The gear transmission part (2012) extends out of the large-diameter end, and the first end of the spiral bevel gear shaft (2011) is connected to the inner wall of the large-diameter end of the housing extension (401) through a main gear bearing (309). The bearing seat (308) is connected to the spiral bevel gear shaft (2011) through a main gear small bearing (310). A locking nut (311) abuts against the side of the main gear small bearing (310) away from the main gear bearing (309). The locking nut (311) is used to provide axial preload to the main gear bearing (309) and the main gear small bearing (310).

9. The amphibious powertrain according to claim 8, characterized in that, The motor drive assembly (300) further includes a mounting spacer (312) and an elastic spacer (313). One side of the elastic spacer (313) abuts against the main gear small bearing (310), and the other side of the elastic spacer (313) abuts against the positioning boss (2013) of the spiral bevel gear shaft (2011). The two sides of the mounting spacer (312) abut against the main gear large bearing (309) and the inner wall of the housing extension (401), respectively.

10. The amphibious powertrain according to claim 9, characterized in that, The drive motor (301) also includes a motor connection flange (3017), which is rotatably mounted on the spiral bevel gear shaft (2011). One end of the motor connection flange (3017) is connected to the motor shaft (3014) by fasteners. The planetary gear mechanism (302) is connected to the motor connection flange (3017) in a transmission connection.

11. The amphibious powertrain according to claim 10, characterized in that, The planetary gear mechanism (302) includes a planetary reducer housing (3021) and a gear mechanism. The planetary reducer housing (3021) is connected to the end of the motor housing (3011) away from the reducer housing (400). The gear mechanism is located in the inner cavity of the planetary reducer housing (3021).

12. The amphibious powertrain according to claim 11, characterized in that, The gear mechanism includes: The sun gear (3022) is connected to the motor connecting flange (3017) via a spline. The motor connecting flange (3017) is provided with a retaining ring groove for installing an axial retaining ring. The axial retaining ring is used to fix the sun gear (3022) to the motor connecting flange (3017). The planetary assembly includes planetary gears (3023), a planetary shaft (3024), and a planet carrier (3025). The planetary gears (3023) mesh with the sun gear (3022), and the planetary gears (3023) are driven to the planetary shaft (3024). The planetary shaft (3024) is driven to the planet carrier (3025). The planet carrier (3025) is driven to the second end of the spiral bevel gear shaft (2011). The planet carrier (3025) is mounted on the planetary reducer housing (3021) via a planetary mechanism support bearing (3028). An internal gear ring (3026) meshes with the planetary gear (3023), and the internal gear ring (3026) is fixed in the internal gear mounting groove of the planetary reducer housing (3021) by an internal gear retaining ring (3027).

13. The amphibious powertrain according to claim 11, characterized in that, The motor drive assembly (300) also includes a resolver mounting plate (314) and an eddy current sensor (315). The resolver mounting plate (314) is disposed between the planetary reducer housing (3021) and the motor housing (3011). The secondary induction coil of the eddy current sensor (315) is press-fitted onto the motor connection flange (3017), and the main induction coil of the eddy current sensor (315) is assembled onto the resolver mounting plate (314) by fasteners.

14. An amphibious vehicle, characterized in that, Including the amphibious powertrain as described in any one of claims 1 to 13.

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