A type of amphibious vehicle water transmission mechanism

Abstract

This utility model discloses an amphibious vehicle's waterborne transmission mechanism, comprising an engine, a land-sea transfer case, a waterborne drive shaft, a spray pump gearbox, and a spray pump, connected in sequence. The waterborne drive shaft is arranged in a straight line in the horizontal direction. One end of the waterborne drive shaft is connected to the output end of the land-sea transfer case, and the other end is connected to the spray pump gearbox. The waterborne drive shaft has a segmented structure, with each connection point using a flexible connection structure. The zero-angle layout allows power to be directly and efficiently transmitted from the land-sea transfer case to the propeller, reducing energy loss during power transmission. The flexible connection effectively compensates for minor deviations and displacements that may occur during installation and operation of the waterborne drive shaft, while also playing a role in vibration reduction and noise reduction, improving the stability and reliability of the transmission system.

Description

Technical Field

[0001] This utility model relates to the field of amphibious vehicle technology, and in particular to an amphibious vehicle water transmission mechanism. Background Technology

[0002] Amphibious vehicles, as special transportation tools integrating land and water navigation capabilities, play an irreplaceable and vital role in numerous fields such as military operations, emergency rescue, marine scientific research, and tourism. In military operations, amphibious vehicles enable rapid troop landings from sea to land, providing strong mobility support for military operations. In emergency rescue scenarios, they can quickly traverse land-sea boundaries to reach disaster areas promptly for rescue work. In marine scientific research, they facilitate the transport of supplies and personnel between coastal areas and near-shore islands. In the tourism sector, amphibious vehicles offer tourists a unique amphibious sightseeing experience. In the design of amphibious vehicles, the water-based drive system is a crucial component for their operation in water. However, the design and manufacturing of amphibious vehicles face many technical challenges, among which the optimization of the water-based drive system has always been a key difficulty. The traditional amphibious vehicle's water-based drive shaft layout often has a certain angle, which leads to a series of problems that seriously affect its performance and reliability.

[0003] Traditional amphibious vehicle water driveshaft layouts often have an angle, as illustrated in patent CN110525148A's description of a dual-engine, dual-pump power transmission system for an amphibious vehicle. This presents several problems. For instance, the angled driveshaft increases energy loss during power transmission, reducing transmission efficiency. Furthermore, the angled layout subjectes transmission components to uneven stress, accelerating wear and shortening their lifespan. Additionally, this layout increases the complexity and maintenance difficulty of the transmission system, hindering stable operation of the amphibious vehicle in complex environments. With increasingly demanding performance requirements for amphibious vehicles, a new water driveshaft layout is urgently needed to address these issues. Utility Model Content

[0004] To address the shortcomings of existing technologies, this utility model provides an amphibious vehicle water transmission mechanism to achieve stable and reliable transmission and reduce energy loss during power transmission.

[0005] To solve the above-mentioned technical problems, the technical solution adopted by this utility model is as follows:

[0006] The amphibious vehicle's water transmission mechanism includes an engine, a land-water transfer case, a water drive shaft, a spray pump gearbox, and a spray pump connected in sequence. The water drive shaft is arranged in a straight line in the horizontal direction. One end of the water drive shaft is connected to the output end of the land-water transfer case, and the other end of the water drive shaft is connected to the spray pump gearbox. The water drive shaft is a segmented structure with all connections using a flexible connection structure.

[0007] Further or preferred:

[0008] The engine output port, the amphibious transfer case input / output port, the injection pump gearbox input / output port, and the injection pump input port are all aligned in both the Y and Z directions.

[0009] The flexible connection structure is a flexible coupling.

[0010] The waterborne drive shaft includes a waterborne intermediate drive shaft assembly, a spray pump reduction gearbox input drive shaft assembly, and a waterborne drive shaft intermediate support assembly; the waterborne intermediate drive shaft assembly and the spray pump reduction gearbox input drive shaft assembly are connected by the waterborne drive shaft intermediate support assembly.

[0011] The waterborne drive shaft is a high-strength alloy steel drive shaft structure.

[0012] It also includes a land-based transfer case mounting beam assembly, with the intermediate support assembly of the water-based drive shaft suspended directly below the land-based transfer case mounting beam assembly.

[0013] The water-based drive shaft is equipped with a protective sleeve.

[0014] Compared with the prior art, this utility model has the following advantages:

[0015] The amphibious vehicle's water transmission mechanism has a reasonable structural design. The zero-angle layout allows power to be directly and efficiently transmitted from the land-water transfer case to the propeller, reducing energy loss during power transmission. The flexible connection can effectively compensate for minor deviations and displacements that may occur during the installation and operation of the water drive shaft, while also playing a role in vibration reduction and noise reduction, thus improving the stability and reliability of the transmission system. Attached Figure Description

[0016] The following is a brief explanation of the contents of each of the accompanying drawings and the markings in the drawings:

[0017] Figure 1 This is a top view of the transmission arrangement of this utility model.

[0018] Figure 2 This is a front view of the transmission arrangement of this utility model.

[0019] Figure 3This is a front view of the transmission shaft structure of this utility model.

[0020] Figure 4 This is a schematic diagram of the installation and fixing of the drive shaft of this utility model.

[0021] Figure 5 This is a schematic diagram of the transmission shaft structure of this utility model.

[0022] In the picture:

[0023] 1. Engine; 2. Aquatic-land transfer case; 3. Aquatic drive shaft; 4. Injector pump gearbox; 5. Injector pump; 6. Aquatic transfer case mounting beam assembly;

[0024] 301. Waterborne intermediate drive shaft assembly; 302. Spray pump reducer input drive shaft assembly; 303. Waterborne drive shaft intermediate support assembly; 304. Drive shaft protective cover. Detailed Implementation

[0025] The specific embodiments of this utility model will be further described in detail below with reference to the accompanying drawings and through the description of the examples.

[0026] like Figures 1 to 5 As shown, the amphibious vehicle's water transmission mechanism includes a land transfer case mounting beam assembly, and sequentially connected components such as an engine, a land-water transfer case, a water drive shaft, a spray pump gearbox, and a spray pump. The water drive shaft is arranged in a straight line in the horizontal direction. One end of the water drive shaft is connected to the output end of the land-water transfer case, and the other end of the water drive shaft is connected to the spray pump gearbox. The water drive shaft is a segmented structure with all connections using a flexible connection structure.

[0027] The amphibious vehicle's water transmission mechanism of this utility model has a reasonable structural design. The zero-angle layout allows power to be directly and efficiently transmitted from the land-water transfer case to the propeller, reducing energy loss during power transmission. The flexible connection can effectively compensate for minor deviations and displacements that may occur during the installation and operation of the water drive shaft, while also playing a role in shock absorption and noise reduction, thus improving the stability and reliability of the transmission system.

[0028] The engine output port, the amphibious transfer case input / output port, the injection pump gearbox input / output port, and the injection pump input port are all aligned in both the Y and Z directions. This zero-angle layout allows power to be directly and efficiently transferred from the amphibious transfer case to the propeller, reducing energy loss during power transmission.

[0029] The flexible connection structure is a flexible coupling, which can effectively compensate for minor deviations and displacements that may occur during the installation and operation of the waterborne drive shaft; the waterborne drive shaft is a high-strength alloy steel drive shaft structure; the waterborne drive shaft is equipped with a protective sleeve to protect the drive shaft.

[0030] The waterborne drive shaft includes a waterborne intermediate drive shaft assembly, a spray pump reduction gearbox input drive shaft assembly, and a waterborne drive shaft intermediate support assembly; the waterborne intermediate drive shaft assembly and the spray pump reduction gearbox input drive shaft assembly are connected by the waterborne drive shaft intermediate support assembly.

[0031] Furthermore, the intermediate support assembly of the water drive shaft is suspended directly below the crossbeam assembly of the land transfer case. The center point of the intermediate support assembly of the water drive shaft should be on the same plane as the center point of the crossbeam to reduce the vibration caused by the rotation of the drive shaft.

[0032] This utility model has the following advantages: 1. The zero-angle layout of the waterborne drive shaft eliminates the power transmission loss caused by angle in traditional layouts, significantly improving transmission efficiency and reducing engine energy consumption. 2. The zero-angle layout ensures uniform force distribution on transmission components, reducing wear and tear, extending the service life of the transmission system, and lowering maintenance costs. 3. The use of a flexible coupling compensates for installation and operational deviations, improving the stability and reliability of the transmission system and reducing the probability of failure. 4. The waterborne drive shaft consists of three parts: the waterborne intermediate drive shaft assembly, the injection pump reduction gearbox input drive shaft assembly, and the waterborne drive shaft intermediate support assembly. The waterborne drive shaft intermediate support assembly, which plays a connecting role, needs to be installed below the suspended transfer case mounting beam assembly, ensuring that the center points are on the same plane. 5. The combination of a high-strength waterborne drive shaft and a high-efficiency propeller propulsion system improves the amphibious vehicle's driving performance in water while ensuring power transmission. 6. The protective sleeve protects the waterborne drive shaft, enabling it to adapt to harsh aquatic environments and further improving the reliability and durability of the amphibious vehicle.

[0033] like Figures 1 to 5 As shown, a preferred embodiment of this utility model is as follows:

[0034] The amphibious vehicle of this invention features a zero-angle layout for its waterborne drive shaft, as shown in the following figure. Figure 1 and 2As shown, it includes an engine 1, an amphibious transfer case 2, a waterborne drive shaft 3, a jet pump gearbox 4, a jet pump 5, and connecting components. The engine 1 is connected to the amphibious transfer case 2, used to transmit the power generated by the engine 1 to the amphibious transfer case 2 for speed regulation. The waterborne drive shaft 3 adopts a zero-angle layout, that is, the waterborne drive shaft 3 is kept straight in the horizontal direction, one end is directly connected to the output end of the amphibious transfer case 2, and the other end is connected to the jet pump gearbox 4, which in turn is directly connected to the jet pump 5. This zero-angle layout allows power to be directly and efficiently transmitted from the amphibious transfer case 2 to the propeller, reducing energy loss during power transmission.

[0035] When designing the overall vehicle layout, it is necessary to ensure that the output port of engine 1, the input and output ports of amphibious transfer case 2, the input and output ports of injection pump gearbox 4, and the input port of injection pump 5 are all on the same plane, regardless of whether they are in the Y or Z direction.

[0036] The connecting components employ flexible couplings, which are installed between the output end of the amphibious transfer case 2 and the amphibious drive shaft 3, as well as between the amphibious drive shaft 3 and the spray pump gearbox 4. The flexible couplings effectively compensate for minor deviations and displacements that may occur during the installation and operation of the amphibious drive shaft, while also providing vibration damping and noise reduction, thus improving the stability and reliability of the transmission system.

[0037] like Figure 3 and Figure 4 As shown, the waterborne drive shaft 3 consists of three parts: a waterborne intermediate drive shaft assembly 301, which is directly connected to the output end of the amphibious transfer case 2; a spray pump reduction gearbox input drive shaft assembly 302, which is directly connected to the input end of the spray pump gearbox 4; and the waterborne intermediate drive shaft assembly 301 and the spray pump reduction gearbox input drive shaft assembly 302 are connected by a waterborne drive shaft intermediate support assembly 303. The intermediate support assembly 303 is suspended directly below the amphibious transfer case mounting beam assembly 6, and the center point of the waterborne drive shaft intermediate support assembly 303 must be on the same plane as the center point of the beam to reduce vibration caused by the rotation of the drive shaft. The waterborne drive shaft intermediate support assembly 303 is fastened and fixed to the pre-reserved mounting base below the amphibious transfer case mounting beam assembly 6 by six high-strength 10.9 grade M14 bolts and six high-strength 10.9 grade M14 nuts. The mounting points of the intermediate support assembly 303 of the waterborne drive shaft, the intermediate drive shaft assembly 301 of the waterborne drive shaft, and the input drive shaft assembly 302 of the spray pump reducer are flexibly connected. The angle of the connection point can be finely adjusted, which can offset the angle change caused by installation error and ensure that the drive shaft is arranged at 0 angle.

[0038] The waterborne drive shaft 3 is made of high-strength alloy steel to reduce its own weight and decrease the additional power consumption of the engine, while ensuring that it has sufficient strength and rigidity to withstand the torque and tension during transmission. Figure 5The water-based drive shaft 3 is provided with a drive shaft protective sleeve 304. The protective sleeve is made of wear-resistant and corrosion-resistant materials, which can effectively prevent the water-based drive shaft from being corroded by water and from collisions with external objects, thus extending its service life.

[0039] In this invention, the amphibious power transmission system, with its sequentially connected engine, amphibious transfer case, amphibious drive shaft, spray pump gearbox, and spray pump, adopts a 0-angle layout. This eliminates the power transmission losses caused by angle in traditional layouts, significantly improving transmission efficiency and reducing engine energy consumption. The amphibious drive shaft consists of three parts: an intermediate amphibious drive shaft assembly, a spray pump reduction gearbox input drive shaft assembly, and an intermediate support assembly. The intermediate support assembly is installed below the amphibious transfer case mounting beam assembly, ensuring its center point is on the same plane. The mounting points of the intermediate support assembly, the intermediate amphibious drive shaft assembly, and the spray pump reduction gearbox input drive shaft assembly are flexibly connected, allowing for fine-tuning of the connection angle. This compensates for angle changes caused by installation errors, ensuring a 0-angle arrangement of the drive shaft. This amphibious transmission layout requires a protective sleeve on the drive shaft. This sleeve protects the amphibious drive shaft, enabling it to adapt to harsh aquatic environments and further improving the reliability and durability of the amphibious vehicle.

[0040] The above description is only a preferred embodiment of the present utility model. The above technical features can be arbitrarily combined to form multiple embodiments of the present utility model.

[0041] The present invention has been described above with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the concept and technical solution of the present invention, or the direct application of the concept and technical solution of the present invention to other occasions without modification, are all within the protection scope of the present invention.

Claims

1. A waterborne transmission mechanism for an amphibious vehicle, comprising an engine, a land-water transfer case, a waterborne drive shaft, a spray pump gearbox, and a spray pump connected in sequence, characterized in that: The water-based drive shaft is arranged in a straight line in the horizontal direction; one end of the water-based drive shaft is connected to the output end of the amphibious transfer case, and the other end of the water-based drive shaft is connected to the spray pump gearbox. The water-based drive shaft is a segmented structure with all connections using a flexible connection structure.

2. The amphibious vehicle water transmission mechanism as described in claim 1, characterized in that: The engine output port, the amphibious transfer case input / output port, the injection pump gearbox input / output port, and the injection pump input port are all aligned in both the Y and Z directions.

3. The amphibious vehicle water transmission mechanism as described in claim 1, characterized in that: The flexible connection structure is a flexible coupling.

4. The amphibious vehicle water transmission mechanism as described in claim 1, characterized in that: The waterborne drive shaft includes a waterborne intermediate drive shaft assembly, a spray pump reduction gearbox input drive shaft assembly, and a waterborne drive shaft intermediate support assembly; the waterborne intermediate drive shaft assembly and the spray pump reduction gearbox input drive shaft assembly are connected by the waterborne drive shaft intermediate support assembly.

5. The amphibious vehicle water transmission mechanism as described in claim 1, characterized in that: The waterborne drive shaft is a high-strength alloy steel drive shaft structure.

6. The amphibious vehicle water transmission mechanism as described in claim 4, characterized in that: It also includes a land-based transfer case mounting beam assembly, with the intermediate support assembly of the water-based drive shaft suspended directly below the land-based transfer case mounting beam assembly.

7. The amphibious vehicle water transmission mechanism as described in claim 5, characterized in that: The water-based drive shaft is equipped with a protective sleeve.

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