Amphibious vehicle hybrid drive structure
By combining an ISG motor with a power battery, the problem of large space occupation and heavy weight of amphibious vehicle transmission systems has been solved. This enables flexible control and switching between water and land driving, simplifies the overall vehicle transmission structure, and reduces weight and power consumption.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- WUHU SHIPYARD CO LTD
- Filing Date
- 2025-06-30
- Publication Date
- 2026-07-14
AI Technical Summary
The existing amphibious vehicle transmission structure occupies a large space and is heavy, making it difficult to meet the layout requirements of amphibious vehicles, and the transmission system has low expandability.
It adopts a hybrid transmission structure that combines an ISG motor and a power battery. The water jet propulsion unit and the wheels are connected through a water transfer case and a land transfer case, respectively. Power switching is achieved by using a clutch, and the hub motor provides additional driving force, enabling flexible switching between water and land drive.
It enables flexible control and switching between water and land driving, simplifies the overall vehicle transmission structure, reduces weight and power consumption, and improves the vehicle's adaptability and expandability.
Smart Images
Figure CN224490667U_ABST
Abstract
Description
Technical Field
[0001] This utility model belongs to the field of amphibious vehicle technology, and more specifically, it relates to a hybrid transmission structure for amphibious vehicles. Background Technology
[0002] Amphibious vehicles, needing to operate on both land and water, require both land and water transmission components. These structures all necessitate power transmission, significantly increasing space requirements and vehicle weight. This is especially true for amphibious vehicles that require water propulsion, directly leading to insufficient space and impacting performance. The transmission mechanism of amphibious vehicles is powered by the engine, driving water jet propulsion and wheels via water and land drive shafts to obtain propulsion for both water and land travel. Currently, most amphibious vehicles use mechanical transmission. This technical approach results in a large overall layout and, due to current limitations in domestic component integration technology, restricts overall layout, making it difficult to achieve the target vehicle weight, and reducing the feasibility of future expansion with new technologies.
[0003] Existing technology includes a hybrid electric powertrain system for amphibious vehicles adapted to multiple operating conditions, with publication number CN115848076B. This system, belonging to the field of amphibious vehicle transmission, provides a hybrid electric powertrain system for amphibious vehicles adapted to multiple operating conditions. The system includes: a land-based transmission module for driving the amphibious vehicle on land; a land-based auxiliary transmission module for enhancing the amphibious vehicle's land mobility; a water-based transmission module for driving the amphibious vehicle on water; and a transmission drive module for driving the land-based transmission module, land-based auxiliary transmission module, or water-based transmission module according to the amphibious vehicle's operating conditions using corresponding drive methods. This system has the advantages of enabling amphibious vehicles to meet the requirements of high mobility on land, high passability in complex environments, and high-speed navigation on water.
[0004] However, this technology does not address the technical issues and solutions of this application. Utility Model Content
[0005] The technical problem to be solved by this utility model is to provide a hybrid transmission structure for amphibious vehicles that is simple in structure, realizes control and switching between water and land driving, meets the needs of different working conditions, simplifies the overall vehicle transmission structure, and has a reasonable configuration of driving power, in order to overcome the shortcomings of the existing technology.
[0006] To solve the above-mentioned technical problems, the technical solution adopted by this utility model is as follows:
[0007] This utility model is a hybrid transmission structure for amphibious vehicles. The ISG motor is connected to the engine and the power battery respectively. The water transfer case is connected to the ISG motor and the clutch respectively. The clutch is connected to the water jet propulsion unit through the jet propulsion drive shaft. The drive motor is connected to the land transfer case and the power battery respectively. The land transfer case is connected to different axles through the inter-axle drive shaft.
[0008] The land-based transfer case is connected to the first axle, the second axle, and the third axle via inter-axle drive shafts.
[0009] The power battery is connected to the hub motor, and the hub motor is connected to the rear wheel.
[0010] The first axle, second axle, and third axle are respectively connected to the wheels.
[0011] The aforementioned waterborne transfer case connects to multiple clutches, and each clutch is connected to a corresponding water jet propulsion unit via a jet propulsion drive shaft.
[0012] The amphibious vehicle hybrid transmission structure includes two rear wheels, each rear wheel is connected to a hub motor, and each hub motor is connected to a power battery.
[0013] The ISG motor is connected to the power battery via a cable.
[0014] The power battery is connected to the drive motor via a cable.
[0015] The power battery is connected to the hub motor via a cable.
[0016] The working principle and beneficial effects of this utility model are as follows:
[0017] The amphibious vehicle hybrid transmission structure of this invention features an ISG motor that transmits power to the waterborne transfer case. The ISG motor can be powered by an engine or a battery. A clutch connects and disconnects the waterjet propulsion system. When connected, the power from the ISG motor is transmitted to the propulsion drive shaft, driving the waterjet propulsion system and enabling waterborne propulsion. When disconnected, the power from the ISG motor is not transmitted to the propulsion drive shaft, and the waterjet propulsion system does not operate. The drive motor transmits power to the land-based transfer case, powered by a battery. The land-based transfer case connects to different axles via inter-axle drive shafts, each with wheels, enabling land-based propulsion. When the structure is controlled, during waterborne navigation, the engine drives the ISG, waterborne transfer case, clutch, and propulsion drive shaft to the waterjet propulsion system, achieving waterborne propulsion. When there is a high power demand, the ISG motor, powered by the battery, participates in the drive; when there is no high power demand, the ISG motor drives the engine to generate electricity and charge the battery; when there is no high power demand and the battery is fully charged, the ISG motor drives the engine without generating electricity. The waterjet propulsion system can be switched off or off via the clutch in the waterborne transfer case when power needs to be cut off. When driving on land, there is a silent driving mode where the engine is off, the ISG motor stops working, and the power battery supplies power to the drive motor. The drive motor drives the land transfer case, and through the inter-axle drive shaft, the power is distributed to the first, second, and third axles to achieve drive. The wheels of different axles follow the movement. In situations requiring high power, such as trench crossing, obstacle crossing, and hill climbing, the rear wheels increase the overall driving force of the vehicle through the hub motors. In situations where silent driving is not required, the engine drives the ISG motor to generate electricity and charge the power battery. The water transfer case disconnects the power transmission to the water jet propulsion unit through the clutch, and at the same time, the power battery supplies power to the drive motor to achieve overall vehicle drive. The hub motors of the rear wheels generate electricity and charge the power battery. In situations requiring high power, such as trench crossing, obstacle crossing, and hill climbing, the rear wheels increase the overall driving force of the vehicle through the hub motors. In this way, both the water driving power requirements and the land transmission requirements are met; the arrangement of the rear wheels and hub motors allows for the arrangement of rear wheel power; the overall vehicle transmission structure is simplified, achieving weight reduction; and the drive power is rationally allocated, reducing power consumption. Attached Figure Description
[0018] The following is a brief explanation of the contents depicted in the accompanying drawings and the markings therein:
[0019] Figure 1 This is a schematic diagram of the hybrid transmission structure of the amphibious vehicle described in this utility model;
[0020] The components in the attached diagram are labeled as follows: 1. Engine, 2. ISG motor, 3. Water transfer case, 4. Clutch, 5. Jet propulsion drive shaft, 6. Water jet propulsion unit, 7. Power battery, 8. Cable, 9. Hub motor, 10. Drive motor, 11. Land transfer case, 12. First axle, 13. Second axle, 14. Third axle, 15. Inter-axle drive shaft, 16. Wheel, 17. Rear wheel. Detailed Implementation
[0021] The following description, with reference to the accompanying drawings, provides a more detailed explanation of the specific embodiments of this utility model, including the shape and structure of each component, the relative positions and connections between the parts, the functions and working principles of each part:
[0022] As attached Figure 1As shown, this utility model is a hybrid transmission structure for an amphibious vehicle. The ISG motor 2 is connected to the engine 1 and the power battery 7. The waterborne transfer case 3 is connected to the ISG motor 2 and the clutch 4. The clutch 4 is connected to the water jet propulsion unit 6 via the jet propulsion drive shaft 5. The drive motor 10 is connected to the landborne transfer case 11 and the power battery 7. The landborne transfer case 11 is connected to different axles via the inter-axle drive shaft 15. To address the shortcomings of existing technologies, this invention proposes an improved technical solution. In this configuration, the ISG motor 2 can transmit power to the waterborne transfer case 3. The power for the ISG motor 2 can be provided by the engine 1 or the power battery 7. The clutch 4 can connect and disconnect the water jet propulsion unit 6. When connected, the power generated by the ISG motor 2 is transmitted to the jet propulsion drive shaft 5, driving the water jet propulsion unit 6 and achieving waterborne propulsion. When disconnected, the power generated by the ISG motor 2 is not transmitted to the jet propulsion drive shaft 5, and the water jet propulsion unit 6 does not operate. The drive motor 10 transmits power to the land-based transfer case 11, which is powered by the power battery 7. The land-based transfer case 11 is connected to different axles via the inter-axle drive shaft 15, and each axle has wheels 16, thus achieving land-based drive. When controlled by this invention, during water navigation, the engine 1 drives the ISG 2, the water-based transfer case 3, the clutch 4, and the jet propulsion drive shaft 5 to the water jet propulsion unit 6, achieving water propulsion. When there is a high power demand, the power battery 7 powers the ISG motor 2 to participate in the drive; when there is no high power demand, the ISG motor 2 follows the engine 1 to generate electricity and charge the power battery 7; when there is no high power demand and the power battery 7 is fully charged, the ISG motor 2 does not generate electricity. When the power to the water jet propulsion unit 6 needs to be cut off, it can be switched on and off via the clutch 4 of the water-based transfer case 3. When driving on land, there is a silent driving mode. In this mode, the engine 1 is off, the ISG motor 2 stops working, and the power battery 7 supplies power to the drive motor 10. The drive motor 10 drives the land transfer case 11, and distributes power to the first axle 12, the second axle 13, and the third axle 14 through the inter-axle drive shaft 16 to achieve drive. The wheels 16 of different axles move accordingly. In situations requiring high power, such as trench crossing, obstacle crossing, and hill climbing, the rear wheels increase the overall driving force of the vehicle through the hub motor. In situations where silent driving is not required, the engine 1 drives the ISG motor 2 to generate electricity and charge the power battery 7. The water transfer case 3 disconnects the power transmission to the water jet propulsion unit 6 through the clutch 4. At the same time, the power battery 7 supplies power to the drive motor 10 to achieve overall vehicle drive. The hub motor 9 of the rear wheel 17 generates electricity and charges the power battery 7 accordingly. In situations requiring high power, such as trench crossing, obstacle crossing, and hill climbing, the rear wheels increase the overall driving force of the vehicle through the hub motor 9. This approach ensures both the water-based power drive requirements and the land-based transmission requirements; the placement of rear wheel and hub motors enables rear-wheel power distribution; the overall vehicle transmission structure is simplified, resulting in weight reduction; and the drive power is rationally configured, reducing power consumption.The amphibious vehicle hybrid transmission structure described in this utility model has a simple structure, realizes the control and switching between water and land driving, meets the needs of different working conditions, simplifies the overall vehicle transmission structure, and rationally configures the driving power.
[0023] The land transfer case 11 is connected to the first axle 12, the second axle 13, and the third axle 14 via an inter-axle drive shaft 15. The first axle 12, the second axle 13, and the third axle 14 are each connected to a wheel 16. In this configuration, the power transmitted from the drive motor 10 to the land transfer case 11 is transmitted to the first axle 12, the second axle 13, and the third axle 14.
[0024] The power battery 7 is connected to the hub motor 9, which in turn is connected to the rear wheel 17. In this structure, the hub motor and the rear wheel form a fourth axle. In situations requiring high power, such as trench crossing, obstacle crossing, and hill climbing, the rear wheel 17 is driven by the hub motor 9, increasing the vehicle's overall driving force. Similar to conventional motors, the hub motor can freely rotate under no-load conditions, and its speed is mainly determined by electrical parameters such as input voltage and current. The hub motor's operation does not affect the rotation of the rear wheels.
[0025] The aforementioned waterborne transfer case 3 connects to multiple clutches 4, and each clutch 4 is connected to a corresponding waterjet propulsion unit 6 via a jet-push drive shaft 5. With this structure, when the amphibious vehicle is traveling on water, the engagement of the clutches transmits power to the waterjet propulsion unit 6 to generate propulsion.
[0026] The amphibious vehicle hybrid transmission structure includes two rear wheels 17, each rear wheel 17 is connected to a hub motor 9, and each hub motor 9 is connected to a power battery 7. In this structure, the hub motors do not generate driving force under normal conditions, but generate driving force under special operating conditions.
[0027] The ISG motor 2 is connected to the power battery 7 via cable 8. The power battery 7 is connected to the drive motor 10 via cable 8. The power battery 7 is also connected to the hub motor 9 via cable 8. This structure, with its cable connections, ensures reliable power supply from the power battery.
[0028] The amphibious vehicle hybrid transmission structure of this invention, when configured, allows the ISG motor 2 to transmit power to the waterborne transfer case 3. The ISG motor 2 can be powered by the engine 1 or supplied by the power battery 7. The clutch 4 connects and disconnects the waterjet propulsion unit 6. When connected, the power generated by the ISG motor 2 is transmitted to the propulsion drive shaft 5, driving the waterjet propulsion unit 6 and achieving waterborne propulsion. When disconnected, the power generated by the ISG motor 2 is not transmitted to the propulsion drive shaft 5, and the waterjet propulsion unit 6 does not operate. The drive motor 10 transmits power to the land-based transfer case 11, powered by the power battery 7. The land-based transfer case 11 connects to different axles via the inter-axle drive shaft 15, each axle having wheels 16, achieving land-based propulsion. When the structure is controlled, during waterborne navigation, the engine 1 drives the ISG 2, waterborne transfer case 3, clutch 4, and propulsion drive shaft 5 to the waterjet propulsion unit 6, achieving waterborne propulsion. When there is a high power demand, the power battery 7 supplies power to the ISG motor 2 for driving; when there is no high power demand, the ISG motor 2 drives the engine 1 to generate electricity and charge the power battery 7; when there is no high power demand and the power battery 7 is fully charged, the ISG motor 2 drives the engine 1 to not generate electricity. When the water jet propulsion 6 needs to be disconnected from power, it can be switched on and off via the clutch 4 of the waterborne transfer case 3. When driving on land, there is a silent driving mode. In this mode, the engine 1 is off, the ISG motor 2 stops working, and the power battery 7 supplies power to the drive motor 10. The drive motor 10 drives the land transfer case 11, and distributes power to the first axle 12, the second axle 13, and the third axle 14 through the inter-axle drive shaft 16 to achieve drive. The wheels 16 of different axles move accordingly. In situations requiring high power, such as trench crossing, obstacle crossing, and hill climbing, the rear wheels increase the overall driving force of the vehicle through the hub motor. In situations where silent driving is not required, the engine 1 drives the ISG motor 2 to generate electricity and charge the power battery 7. The water transfer case 3 disconnects the power transmission to the water jet propulsion unit 6 through the clutch 4. At the same time, the power battery 7 supplies power to the drive motor 10 to achieve overall vehicle drive. The hub motor 9 of the rear wheel 17 generates electricity and charges the power battery 7 accordingly. In situations requiring high power, such as trench crossing, obstacle crossing, and hill climbing, the rear wheels increase the overall driving force of the vehicle through the hub motor 9. This approach ensures both the water-based power drive requirements and the land-based transmission requirements; the placement of rear wheel and hub motors enables rear-wheel power distribution; the overall vehicle transmission structure is simplified, resulting in weight reduction; and the drive power is rationally configured, reducing power consumption.
[0029] 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 improvements made using the inventive concept and technical solution of the present invention, or the direct application of the inventive concept and technical solution to other situations without modification, are all within the protection scope of the present invention.
Claims
1. A hybrid transmission structure for amphibious vehicles, characterized in that: The ISG motor (2) is connected to the engine (1) and the power battery (7) respectively. The water transfer case (3) is connected to the ISG motor (2) and the clutch (4) respectively. The clutch (4) is connected to the water jet propulsion unit (6) through the jet propulsion drive shaft (5). The drive motor (10) is connected to the land transfer case (11) and the power battery (7) respectively. The land transfer case (11) is connected to different axles through the inter-axle drive shaft (15).
2. The amphibious vehicle hybrid transmission structure according to claim 1, characterized in that: The land transfer case (11) is connected to the first axle (12), the second axle (13), and the third axle (14) via the inter-axle drive shaft (15).
3. The amphibious vehicle hybrid transmission structure according to claim 1 or 2, characterized in that: The power battery (7) is connected to the hub motor (9), and the hub motor (9) is connected to the rear wheel (17).
4. The amphibious vehicle hybrid transmission structure according to claim 2, characterized in that: The first axle (12), the second axle (13), and the third axle (14) are respectively connected to the wheels (16).
5. The amphibious vehicle hybrid transmission structure according to claim 1 or 2, characterized in that: The waterborne transfer case (3) is connected to multiple clutches (4), and each clutch (4) is connected to a corresponding water jet propulsion unit (6) via a jet propulsion drive shaft (5).
6. The amphibious vehicle hybrid transmission structure according to claim 3, characterized in that: The amphibious vehicle hybrid transmission structure includes two rear wheels (17), each rear wheel (17) is connected to a hub motor (9), and each hub motor (9) is connected to a power battery (7).
7. The amphibious vehicle hybrid transmission structure according to claim 1 or 2, characterized in that: The ISG motor (2) is connected to the power battery (7) via a cable (8).
8. The amphibious vehicle hybrid transmission structure according to claim 1 or 2, characterized in that: The power battery (7) is connected to the drive motor (10) via a cable (8).
9. The amphibious vehicle hybrid transmission structure according to claim 1 or 2, characterized in that: The power battery (7) is connected to the hub motor (9) via a cable (8).