Amphibious vehicle with transfer case and amphibious vehicle

Abstract

The utility model relates to amphibious vehicle, propose a kind of amphibious vehicle with transfer case and amphibious vehicle.The amphibious vehicle with transfer case includes box body, input shaft, intermediate shaft, output shaft and drive mechanism;Input shaft and output shaft are parallelly arranged in box body, and are connected with ISG motor and spray pump respectively;Input gear, intermediate gear and driven gear are sequentially engaged to form transmission chain;Synchronizer assembly is further provided on output shaft, the engaging member of this synchronizer assembly is connected with output shaft and can move along its axial direction, and engaging member can rotate synchronously with output shaft, drive mechanism drives engaging member axial movement, so that it is selectively combined or separated with driven gear.The utility model transmits power by constant engagement gear, and realizes power on-off by using drive mechanism to control synchronizer, effectively solve the technical problem that ISG motor and spray pump are smoothly, quickly combined and separated under high speed difference condition, with the advantages of compact structure, strong adaptability.

Description

Technical Field

[0001] This utility model relates to the field of amphibious vehicle technology, and in particular to a transfer case for an amphibious vehicle and an amphibious vehicle. Background Technology

[0002] Currently, amphibious vehicles, as special vehicles capable of both land and water travel, play a vital role in emergency rescue, military operations, and other fields. Existing vehicles mostly employ traditional mechanical transmission structures, using a transfer case to transmit power to the land-based walking mechanism and the water propulsion system. However, with the application of new energy technologies in amphibious vehicles, traditional transfer cases are no longer adequate in terms of structural layout and transmission efficiency to meet the requirements of new power systems. In particular, they lack an efficient engagement and disengagement mechanism suitable for the ISG motor and the injection pump drive, making it difficult to handle the significant speed difference between the two. Furthermore, traditional transfer cases generally suffer from low transmission efficiency, large structural volume, and heavy overall weight, limiting further improvements in vehicle performance and the flexibility of vehicle layout. Therefore, it is necessary to develop a dedicated transfer case with high transmission efficiency, a compact structure, and suitable for new energy amphibious vehicles. Utility Model Content

[0003] In view of this, this utility model proposes a transfer case for amphibious vehicles and an amphibious vehicle to solve the technical problem that existing transfer cases are difficult to adapt to new energy vehicles and cannot achieve stable and rapid engagement and disengagement of the ISG motor and the injection pump under high speed difference conditions.

[0004] The technical solution of this utility model is implemented as follows: This utility model provides a transfer case for an amphibious vehicle, including a case body, an input shaft, an intermediate shaft, an output shaft, and a drive mechanism; The input shaft and the output shaft are arranged parallel to each other inside the housing. The input shaft is used to connect with the output shaft of the ISG motor, and the output shaft is used to connect with the spray pump. An input gear is fixedly mounted on the input shaft, an intermediate gear that meshes with the input gear is fixedly mounted on the intermediate shaft, and a driven gear is rotatably mounted on the output shaft via a bearing, which meshes with the intermediate gear. The output shaft is also provided with a synchronizer assembly, the coupling of which is connected to the output shaft and can move along its axial direction, and the coupling can rotate synchronously with the output shaft. The drive mechanism is connected to the synchronizer assembly and is used to drive the engagement member to move axially along the output shaft to selectively engage or disengage the power transmission between the driven gear and the output shaft.

[0005] Based on the above technical solution, preferably, the drive mechanism includes a mounting housing and an actuator disposed inside the mounting housing. The mounting housing is fixedly disposed on the outside of the housing body and communicates with the inside of the housing body. The actuator is used to drive the coupling of the synchronizer assembly to move along the output shaft.

[0006] Based on the above technical solution, preferably, the actuator includes a piston rod, an elastic element, and a driving element; The mounting housing is provided with an air chamber interface, and the piston rod is movably disposed within the mounting housing; One end of the drive component is fixedly connected to the piston rod, and the other end is connected to the coupling component of the synchronizer assembly; The elastic element is used to provide a preload force that moves the piston rod toward the gas chamber interface; When gas is introduced into or discharged into the mounting housing through the gas chamber interface, the piston rod can be driven to move.

[0007] Based on the above technical solution, preferably, the engaging component of the synchronizer assembly is a engaging sleeve; the synchronizer assembly also includes an engaging gear ring fixedly disposed on the driven gear; the engaging sleeve can move axially along the output shaft to selectively engage or disengage with the engaging gear ring.

[0008] Based on the above technical solution, preferably, the mounting housing is provided with a position detection element, the detection end of the position detection element extends into the interior of the mounting housing, and the piston rod is provided with a detection mark. The position of the detection mark is detected by the position detection element to determine the moving position of the piston rod.

[0009] Based on the above technical solution, preferably, it also includes a radiator, which is disposed inside the housing body and is used to cool the lubricating oil inside the housing body.

[0010] Based on the above technical solution, preferably, the radiator is a liquid-cooled radiator, which is provided with an inlet connector and an outlet connector, and the inlet connector is used to connect to the water intake of the spray pump.

[0011] Based on the above technical solution, preferably, the axes of the input shaft, intermediate shaft and output shaft are not coplanar.

[0012] Based on the above technical solution, preferably, the housing body includes a transfer case housing and a transfer case cover plate, and the transfer case housing and the transfer case cover plate are detachably connected.

[0013] Secondly, this utility model discloses an amphibious vehicle, including the transfer case for amphibious vehicles described in the first aspect.

[0014] The present invention has the following advantages over the prior art: (1) The transfer case disclosed in this utility model forms a constant mesh transmission chain through a gear train, and uses a synchronizer assembly controlled by the drive mechanism to manage the final engagement and disengagement of power to the output shaft. This solution is particularly suitable for new energy amphibious vehicles that need to handle the high speed difference between the ISG motor and the injection pump, and can achieve smooth and rapid switching of power transmission state. At the same time, it has a compact structure and strong adaptability.

[0015] (2) The piston rod is driven by air pressure to move linearly and automatically reset with the help of elastic elements. Combined with the special structural design of the synchronizer sleeve, the impact at the moment of engagement is effectively reduced, ensuring the rapid and smooth engagement and safe separation of the power transmission path of the transfer case under high speed difference conditions, which significantly improves the reliability of the mode switching process and the safety of the system.

[0016] (3) By connecting the water inlet connector on the radiator to the water intake of the spray pump, the cooling water source that is inevitably present when the spray pump is working is cleverly utilized as the heat dissipation medium, eliminating the need for an additional power water pump and realizing the effective utilization of system resources. The heat exchange efficiency of liquid cooling is much higher than that of air cooling, and it can quickly and efficiently remove the large amount of heat generated by the transfer case when transmitting torque under high load.

[0017] (4) The amphibious vehicle disclosed in this utility model achieves efficient and reliable power distribution and switching between the land drive and water propulsion systems by integrating a dedicated transfer case. The vehicle has significant advantages in terms of compact structure, high transmission efficiency, and smooth mode switching, and is particularly suitable for the special working conditions of new energy amphibious vehicles. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this utility model 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 some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a three-dimensional structural schematic diagram of the transfer case for an amphibious vehicle disclosed in an embodiment of the present utility model; Figure 2 This is a schematic diagram of the planar structure of the transfer case for an amphibious vehicle disclosed in an embodiment of the present utility model; Figure 3 for Figure 2 Planar sectional view at point AA; Figure 4 for Figure 2 Plan view at point BB; Figure 5 This is a three-dimensional structural diagram of the amphibious vehicle transfer case after removing the case body, as disclosed in an embodiment of this utility model. Figure label: 1. Housing body; 2. Input shaft; 21. Input gear; 3. Intermediate shaft; 31. Intermediate gear; 4. Output shaft; 41. Driven gear; 42. Synchronizer assembly; 5. Drive mechanism; 51. Mounting housing; 52. Actuator; S. Bearing; 521. Piston rod; 522. Elastic element; 523. Drive element; 511. Air chamber interface; 421. Engaging sleeve; 422. Engaging gear ring; 512. Position detection element; 5211. Detection mark; 6. Radiator; 61. Water inlet connector; 62. Water outlet connector; 11. Transfer case housing; 12. Transfer case cover. Detailed Implementation

[0020] The technical solutions of this utility model will be clearly and completely described below with reference to the embodiments of this utility model. Obviously, the described embodiments are only a part of the embodiments of this utility model, and not all of them. Based on the embodiments of this utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of this utility model.

[0021] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0022] In the description of the embodiments of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this utility model based on the specific circumstances.

[0023] In the description of the embodiments of this utility model, it should be noted that the terms "center", "longitudinal", "lateral", "up", "down", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this utility model.

[0024] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0025] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this utility model, and should not be construed as limiting this utility model.

[0026] The following disclosure provides numerous different embodiments or examples for implementing various structures of the present invention. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the scope of the invention. Furthermore, reference numerals and / or letters may be repeated in different examples. Such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed. In addition, examples of various specific processes and materials are provided in this invention; however, those skilled in the art will recognize the applicability of other processes and / or the use of other materials.

[0027] like Figure 1 As shown, combined with Figure 2-5 This utility model discloses a transfer case for an amphibious vehicle, including a case body 1, an input shaft 2, an intermediate shaft 3, an output shaft 4, and a drive mechanism 5.

[0028] The main body 1 adopts a split structure, consisting of two parts: the transfer case housing 11 and the transfer case cover 12. The transfer case housing 11 and the transfer case cover 12 are detachably connected by bolts.

[0029] This split design allows the internal cavity of the housing 1 to be completely open during assembly, providing ample operating space for the installation and adjustment of core components such as the input shaft 2, intermediate shaft 3, output shaft 4, and the gears, bearings S, and synchronizer assembly 42 mounted on them. This significantly improves the convenience and precision of assembly. When maintenance or repair of the transfer case is required, simply remove the connecting bolts and separate the transfer case cover 12 from the transfer case housing 11 to directly expose all internal parts, greatly simplifying the maintenance process.

[0030] The input shaft 2 and output shaft 4 are arranged parallel to each other within the housing 1. The input shaft 2 is used to connect to the output shaft 4 of the ISG motor to receive torque from the vehicle's power system; the output shaft 4 is used to connect to the jet pump, ultimately transmitting power to the water propulsion device. This parallel layout of the input and output ends facilitates the overall powertrain arrangement of the vehicle, making the transmission path more direct.

[0031] An input gear 21 is fixedly mounted on the input shaft 2. An intermediate gear 31 is fixedly mounted on the intermediate shaft 3, and the intermediate gear 31 is in constant mesh with the input gear 21 on the input shaft 2. A driven gear 41 is rotatably mounted on the output shaft 4 via a bearing S, and the driven gear 41 is also in constant mesh with the intermediate gear 31 on the intermediate shaft 3. Thus, as long as the input shaft 2 rotates, power can be transmitted through a constant gear transmission chain of input gear 21, intermediate gear 31, and driven gear 41.

[0032] A synchronizer assembly 42 is also provided on the output shaft 4. The engaging member of the synchronizer assembly 42 is connected to the output shaft 4 and can move along its axial direction, and the engaging member can rotate synchronously with the output shaft 4 to transmit torque. The drive mechanism 5 is connected to the synchronizer assembly 42 and is used to drive the engaging member to move along the axial direction of the output shaft 4 to selectively engage or disengage the power transmission between the driven gear 41 and the output shaft 4.

[0033] The axial movement of the engaging member on the synchronizer assembly 42 directly determines the power on / off state. When the drive mechanism 5 drives the engaging member axially to engage with the driven gear 41, the rotational motion of the driven gear 41 is transmitted to the output shaft 4 through the synchronizer assembly 42, thereby realizing power output. Conversely, when the drive mechanism 5 drives the engaging member axially to disengage from the driven gear 41, although the driven gear 41 is still spinning, its power cannot be transmitted to the output shaft 4, and the power output is cut off. This design achieves active control of power transmission.

[0034] The transfer case for this amphibious vehicle has two basic operating modes: a disengaged mode and a combined mode. The disengaged mode corresponds to the vehicle's land driving mode; the combined mode corresponds to the vehicle's amphibious transition mode and water navigation mode.

[0035] When the vehicle needs to enter land mode, the transfer case is in disengaged mode. In this mode, the drive mechanism 5 does not operate or remains in a position that disengages the synchronizer assembly 42. The engagement piece on the synchronizer assembly 42 moves axially along the output shaft 4 until it is separated from the driven gear 41. At this time, if the ISG motor is running, power will be transmitted from the input shaft 2, passing sequentially through the input gear 21 and the intermediate gear 31, driving the driven gear 41 to idle. Since the synchronizer assembly 42 is separated from the driven gear 41, power is interrupted here and cannot be transmitted to the output shaft 4, so the injection pump does not receive power. The engine's energy can be used entirely to generate electricity through the ISG motor to charge the vehicle battery or power the drive motor to support land driving.

[0036] When the vehicle needs to enter amphibious or waterborne mode, the transfer case switches to the engaged mode. Drive mechanism 5 activates, and the engaging member on synchronizer assembly 42 moves axially along output shaft 4, engaging with driven gear 41. At this point, the power transmission path is fully connected. Power from the ISG motor to input shaft 2 is transmitted to driven gear 41 via gear meshing, then to output shaft 4 via the engaged synchronizer assembly 42, and finally drives the injection pump via output shaft 4 to provide thrust for the vehicle in water.

[0037] By controlling the axial position of the coupling on the synchronizer assembly 42 through the drive mechanism 5, the transfer case realizes the switching on and off of power transmission to the injection pump, thereby flexibly supporting the mode switching needs of amphibious vehicles under different operating conditions. The transfer case disclosed in this utility model forms a constant mesh transmission chain through a gear train, and uses a synchronizer assembly 42 controlled by the drive mechanism 5 to manage the final engagement and disengagement of power to the output shaft 4. This solution is particularly suitable for new energy amphibious vehicles that need to handle the high speed difference between the ISG motor and the injection pump, and can achieve smooth and rapid switching of power transmission states, while having a compact structure and strong adaptability.

[0038] In some embodiments, the drive mechanism 5 includes a mounting housing 51 and an actuator 52 disposed inside the mounting housing 51. The mounting housing 51 is fixedly disposed on the outside of the housing body 1 and communicates with the inside of the housing body 1. This split external structure separates the drive unit from the gear transmission unit, facilitating independent manufacturing, installation, and maintenance of each unit. The actuator 52 is used to drive the coupling on the synchronizer assembly 42 to move along the output shaft 4. The core function of the actuator 52 is to respond to external control signals, convert energy into linear motion, and thus precisely drive the coupling on the synchronizer assembly 42 to move axially along the output shaft 4, realizing the engagement and disengagement of power transmission.

[0039] This embodiment illustrates one structural configuration of the actuator 52. Specifically, the actuator 52 includes a piston rod 521, an elastic element 522, and a driving element 523.

[0040] The air chamber interface 511 on the mounting housing 51 is used to connect to an external air source. The piston rod 521 is axially movable in the inner cavity of the mounting housing 51, forming the core moving part of the pneumatic drive.

[0041] The drive component 523, as a key connector for power transmission, is fixedly connected to the piston rod 521 at one end and connected to the engagement part of the synchronizer assembly 42 at the other end, thus forming a power transmission path between the piston rod 521 and the synchronizer assembly 42. The elastic element 522 acts on the piston rod 521, providing it with a preload force that is always directed towards the air chamber interface 511. This design ensures that the piston rod 521 can automatically return to its initial safe position when pneumatic pressure is lost, corresponding to the disengagement mode of the transfer case.

[0042] When compressed gas enters the inner cavity of the mounting housing 51 through the air chamber interface 511, the resulting air pressure overcomes the preload of the elastic element 522, pushing the piston rod 521 to move away from the air chamber interface 511. This, in turn, drives the synchronizer assembly 42 and the driven gear 41 to engage via the drive element 523. When the air chamber interface 511 is connected to the atmosphere and exhausts gas, the air pressure inside the cavity disappears, the preload of the elastic element 522 is released, and the piston rod 521 moves in the opposite direction to reset, thus separating the synchronizer assembly 42 and the driven gear 41. This pneumatic control process enables rapid and reliable switching of the transfer case's operating mode.

[0043] In some embodiments, the engaging component of the synchronizer assembly 42 is a engaging sleeve 421. The synchronizer assembly 42 also includes an engaging gear ring 422, which is fixedly mounted on the driven gear 41 and rotates together with the driven gear 41. The engaging sleeve 421 is connected to the output shaft 4, so that it can both rotate with the output shaft 4 and slide axially on the output shaft 4.

[0044] The engaging sleeve 421 is fixedly connected to the end of the drive member 523 away from the piston rod 521, allowing the linear motion of the drive member 523 to be directly and precisely transmitted to the engaging sleeve 421, controlling its axial movement path. When engagement power is required, the engaging sleeve 421 moves towards the engaging gear ring 422 under the push of the drive member 523, eventually engaging with the engaging gear ring 422, thereby transmitting the power of the driven gear 41 to the output shaft 4. When disengagement is required, the engaging sleeve 421 moves in the opposite direction under the pull of the drive member 523, disengaging from the engaging gear ring 422 and interrupting the power transmission.

[0045] The engagement ends of the coupling sleeve 421 and the coupling gear ring 422 are designed with special conical or toothed structures. During the engagement process, the rotational speed is synchronized first, and then the gears are fully engaged. This process effectively avoids the impact caused by direct rigid engagement when there is a high speed difference between the ISG motor and the injection pump, thus achieving smooth and stable power transmission.

[0046] In some embodiments, the outer side of the coupling sleeve 421 has an annular groove, and the end of the drive member 523 away from the piston rod 521 is a shift fork structure, which is connected to the annular groove. In this way, during linear movement, the drive member drives the coupling sleeve 421 to move axially along the output shaft 4 through the shift fork structure. When the output shaft 4 rotates synchronously with the coupling sleeve 421, the annular groove can rotate relative to the coupling sleeve 421.

[0047] The linear motion of the piston rod 521 is driven by air pressure, and automatic reset is achieved with the help of elastic elements. Combined with the special structural design of the synchronizer sleeve, the impact at the moment of engagement is effectively reduced, ensuring the rapid and smooth engagement and safe disengagement of the power transmission path of the transfer case under high speed difference conditions, which significantly improves the reliability of the mode switching process and the system safety.

[0048] In some embodiments, a position detection element 512 is provided on the mounting housing 51, the detection end of the position detection element 512 extends into the interior of the mounting housing 51, and a detection mark 5211 is provided on the piston rod 521. The position of the detection mark 5211 is detected by the position detection element 512 to determine the moving position of the piston rod 521.

[0049] Specifically, the position detection element 512 senses the real-time position of the detection mark 5211 through non-contact or contact methods. When the piston rod 521 moves axially under the action of air pressure and spring force, the position of the detection mark 5211 changes accordingly. This change is continuously captured by the position detection element 512 and converted into a corresponding electrical signal. By analyzing and processing the electrical signal, the axial position of the piston rod 521 can be accurately determined, thereby determining whether the synchronizer assembly 42 is in an engaged, disengaged, or intermediate transition state. This position information provides a crucial feedback signal for the vehicle's control system.

[0050] This position detection scheme enables real-time monitoring of the transfer case's operating status, providing accurate status information for vehicle mode switching control and enhancing the precision and reliability of system control.

[0051] In some embodiments, a radiator 6 is further included, which is disposed inside the housing body 1 and immersed in lubricating oil. The radiator 6 has large-area contact with the lubricating oil inside the housing body 1 through its internal cooling channels.

[0052] When the transfer case is in engaged mode, i.e., transmitting all or most of the engine's torque during water navigation or transitional operating conditions, mechanical losses from gear meshing and bearing S-drive generate a significant amount of heat, causing the lubricating oil temperature to rise rapidly. At this time, the radiator 6 begins to play a crucial role. Its metal surface absorbs heat from the lubricating oil, while low-temperature cooling water from the injection pump flows through the cooling channels, continuously carrying away heat and achieving high-intensity forced cooling of the lubricating oil. When the transfer case is in disengaged mode, i.e., when the vehicle is traveling on land, the drivetrain is interrupted, and heat generation within the case is minimal. The heat from the lubricating oil is primarily dissipated through natural convection between the outer wall of the case and the air.

[0053] Therefore, the built-in radiator 6 is mainly designed for high-load water operation conditions. It effectively suppresses the temperature rise of the lubricating oil through active heat exchange, preventing its viscosity from decreasing and lubrication failure due to high temperature, thereby ensuring the reliability and durability of the transfer case when transmitting large torque.

[0054] In some embodiments, the radiator 6 is a liquid-cooled radiator 6, which is provided with a water inlet connector 61 and a water outlet connector 62. The water inlet connector 61 is used to connect to the water intake of the spray pump.

[0055] The water inlet connector 61 is connected to the water intake of the spray pump via a pipeline. When the vehicle is navigating on water and the spray pump is operating, ambient cold water with a certain pressure is drawn into the water intake of the spray pump. A portion of the cold water is guided through the connected pipeline to the water inlet connector 61 of the radiator 6 and flows into its internal cooling channels. During the flow of the cold water in the channels, it exchanges heat with the metal wall of the radiator 6, absorbing the heat from the lubricating oil in the housing 1. The cooled water, after its temperature rises, is then discharged from the water outlet connector 62.

[0056] This design cleverly utilizes the cooling water source that is inevitably present during the operation of the spray pump as a heat dissipation medium, eliminating the need for an additional power water pump and achieving efficient utilization of system resources. The heat exchange efficiency of liquid cooling is far higher than that of air cooling, and it can quickly and efficiently remove the large amount of heat generated by the transfer case during high-load torque transmission.

[0057] In some embodiments, the axes of the input shaft 2, intermediate shaft 3, and output shaft 4 are not coplanar. This arrangement results in a specific vertical offset of the axis of the intermediate shaft 3 relative to the plane defined by the axes of the input shaft 2 and the output shaft 4.

[0058] This spatially offset design avoids the large radial dimension that would inevitably result from simply arranging the three shafts side-by-side in the same plane. By offsetting the intermediate shaft 3 in a direction perpendicular to the plane containing the input / output shaft 4, the height space of the transfer case 1 is effectively utilized, thereby significantly reducing the radial dimension of the transfer case in the direction connecting the input shaft 2 and the output shaft 4. In other words, the space occupied by the structure in width or length is compressed, optimizing the power transmission path in three-dimensional space. Ultimately, this makes the transfer case more compact and easier to arrange on space-constrained amphibious vehicle chassis.

[0059] The second embodiment of this utility model also discloses an amphibious vehicle, including the transfer case for amphibious vehicles disclosed in the above embodiments. As an important component of the vehicle's power transmission system, the input shaft 2 of the transfer case is connected to the output shaft 4 of the vehicle's ISG motor, and the output shaft 4 is connected to the injection pump through a transmission mechanism.

[0060] When the vehicle is in land driving mode, the transfer case operates in disengaged mode. At this time, the engine's power is converted into electrical energy through the ISG motor or used directly to drive the wheels, while the synchronizer assembly 42 in the transfer case is disengaged, cutting off power transmission to the injection pump and ensuring that the water propulsion system does not generate unnecessary resistance.

[0061] When the vehicle needs to enter the water or navigate on water, the transfer case switches to engagement mode. Through the action of its drive mechanism 5, the synchronizer assembly 42 achieves smooth engagement, transmitting the power of the ISG motor to the injection pump to provide thrust for the vehicle on water. The entire power switching process is fast and smooth, effectively solving the engagement problem under high speed differences.

[0062] This amphibious vehicle integrates a dedicated transfer case, enabling efficient and reliable power distribution and switching between the land-based drive and water propulsion systems. The vehicle achieves significant advantages in terms of compact structure, high transmission efficiency, and smooth mode switching, making it particularly suitable for the special operating conditions of new energy amphibious vehicles.

[0063] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A transfer case for an amphibious vehicle, characterized in that: It includes the housing body (1), input shaft (2), intermediate shaft (3), output shaft (4), and drive mechanism (5); The input shaft (2) and the output shaft (4) are arranged parallel to each other inside the housing body (1). The input shaft (2) is used to connect with the output shaft (4) of the ISG motor, and the output shaft (4) is used to connect with the spray pump. An input gear (21) is fixedly mounted on the input shaft (2), an intermediate gear (31) that meshes with the input gear (21) is fixedly mounted on the intermediate shaft (3), and a driven gear (41) is rotatably mounted on the output shaft (4) via a bearing (S), which meshes with the intermediate gear (31). The output shaft (4) is also provided with a synchronizer assembly (42), the coupling of the synchronizer assembly (42) is connected to the output shaft (4) and can move along its axial direction, and the coupling can rotate synchronously with the output shaft (4); The drive mechanism (5) is connected to the synchronizer assembly (42) and is used to drive the engagement member to move axially along the output shaft (4) to selectively engage or disengage the power transmission between the driven gear (41) and the output shaft (4).

2. The transfer case for an amphibious vehicle as described in claim 1, characterized in that: The drive mechanism (5) includes a mounting housing (51) and an actuator (52) disposed inside the mounting housing (51). The mounting housing (51) is fixedly disposed on the outside of the housing body (1) and communicates with the inside of the housing body (1). The actuator (52) is used to drive the coupling of the synchronizer assembly (42) to move along the output shaft (4).

3. The transfer case for an amphibious vehicle as described in claim 2, characterized in that: The actuator (52) includes a piston rod (521), an elastic element (522), and a drive element (523); The mounting housing (51) is provided with an air chamber interface (511), and the piston rod (521) is movably disposed inside the mounting housing (51); One end of the drive member (523) is fixedly connected to the piston rod (521), and the other end is connected to the coupling of the synchronizer assembly (42); The elastic element (522) is used to provide a preload force that moves the piston rod (521) toward the air chamber interface (511); When gas is introduced into or discharged into the mounting housing (51) through the gas chamber interface (511), the piston rod (521) can be driven to move.

4. The transfer case for an amphibious vehicle as described in claim 3, characterized in that: The synchronizer assembly (42) has a coupling sleeve (421) as its connecting component; the synchronizer assembly (42) also includes a coupling gear ring (422) fixedly mounted on the driven gear (41); the coupling sleeve (421) can move axially along the output shaft (4) to selectively engage or disengage with the coupling gear ring (422).

5. The transfer case for an amphibious vehicle as described in claim 3, characterized in that: The mounting housing (51) is provided with a position detection element (512), the detection end of the position detection element (512) extends into the interior of the mounting housing (51), and the piston rod (521) is provided with a detection mark (5211). The position of the detection mark (5211) is detected by the position detection element (512) to determine the moving position of the piston rod (521).

6. The transfer case for an amphibious vehicle as described in claim 1, characterized in that: It also includes a radiator (6), which is disposed inside the housing body (1) and is used to cool the lubricating oil inside the housing body (1).

7. The transfer case for an amphibious vehicle as described in claim 6, characterized in that: The radiator (6) is a liquid-cooled radiator (6), which is provided with an inlet connector (61) and an outlet connector (62). The inlet connector (61) is used to connect to the water intake of the spray pump.

8. The transfer case for an amphibious vehicle as described in claim 1, characterized in that: The axes of the input shaft (2), intermediate shaft (3) and output shaft (4) are not coplanar.

9. The transfer case for an amphibious vehicle as described in claim 1, characterized in that: The main body (1) includes a transfer case housing (11) and a transfer case cover (12), which are detachably connected.

10. An amphibious vehicle, characterized in that: Includes the amphibious vehicle transfer case as described in any one of claims 1 to 9.

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