CN221187991U - Rear axle transmission propulsion system of amphibious vehicle - Google Patents
Rear axle transmission propulsion system of amphibious vehicle Download PDFInfo
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- CN221187991U CN221187991U CN202323387211.9U CN202323387211U CN221187991U CN 221187991 U CN221187991 U CN 221187991U CN 202323387211 U CN202323387211 U CN 202323387211U CN 221187991 U CN221187991 U CN 221187991U
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- transmission
- rear axle
- amphibious vehicle
- transfer case
- differential
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 76
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims abstract description 21
- 230000001360 synchronised effect Effects 0.000 claims description 8
- 238000006243 chemical reaction Methods 0.000 claims description 7
- 230000008878 coupling Effects 0.000 claims 1
- 238000010168 coupling process Methods 0.000 claims 1
- 238000005859 coupling reaction Methods 0.000 claims 1
- 230000000694 effects Effects 0.000 abstract description 4
- 238000005507 spraying Methods 0.000 abstract 2
- 238000007789 sealing Methods 0.000 description 3
- 230000007547 defect Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000010720 hydraulic oil Substances 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 239000003921 oil Substances 0.000 description 1
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Abstract
The utility model discloses a rear axle transmission propulsion system of an amphibious vehicle, which comprises a rear axle differential split shaft integrated assembly, a differential mechanism, a torque shaft, a lifting wheel supporting leg, a water spraying propeller and a water spraying propeller, wherein the two ends of the output of the differential mechanism are connected with the torque shaft; the utility model is stable and reliable, has large torsion, has a waterway running mode, a land running mode and an amphibious vehicle running mode, has simple and reliable switching principle among the three modes, can change the lowest height of the driving wheel through the supporting legs of the lifting wheels in the waterway running mode, namely, the driving wheel is lifted, thereby effectively reducing the resistance caused by the driving wheel in water, accelerating the running speed of the waterway amphibious vehicle and generally realizing the use effect of high compatibility under various geographic environments.
Description
Technical Field
The utility model relates to a rear axle transmission propulsion system, in particular to a rear axle transmission propulsion system of an amphibious vehicle.
Background
The amphibious vehicle is a multipurpose special vehicle which can be used for high-adaptability flexible maneuvering running on land, can be used for fast hidden sailing on water and stably running in an amphibious juncture environment, has the advantages of fast maneuvering across multiple environments and wide application range, and has great military application value and wide civil prospect.
The rear axle transmission part is one of the most important parts of the amphibious vehicle, and directly influences the amphibious vehicle to drive in a road and a waterway respectively, so that the design of the rear axle box requires special structure and application. The conventional amphibious vehicle usually adopts a plurality of modes of tire water-running, crawler water-running, propeller propulsion, outboard engine with additional hanging and the like on water, and has the defects of low running speed and high requirements on water area environment.
In order to solve the problems, the characteristics of stability, reliability, large torsion and simple and stable conversion of the amphibious vehicle in the aspect of transmission are discussed, and the rear axle transmission propulsion system of the amphibious vehicle is provided, so that the amphibious vehicle can realize the running effect under various geographic environments.
Disclosure of utility model
In order to solve the defects of the technology, the utility model provides a rear axle transmission propulsion system of an amphibious vehicle.
In order to solve the technical problems, the utility model adopts the following technical scheme: the rear axle transmission propulsion system of the amphibious vehicle comprises a rear axle differential split shaft integrated assembly, the rear axle differential split shaft integrated assembly comprises a differential mechanism, the two ends of the output of the differential mechanism are respectively and independently transmitted and connected with a torsion shaft, one side of the differential mechanism, facing the front axle of the amphibious vehicle, is provided with a transfer case which is rigidly combined with the differential mechanism, two free ends of the torsion shaft are respectively transmitted with lifting wheel supporting legs, and the rear axle transmission propulsion system further comprises a water-jet propeller which inputs power distributed by the transfer case, wherein the water-jet propeller is implemented in a manner of providing direct propulsion power for the amphibious vehicle to travel in a waterway.
Further, the differential includes a differential housing and a differential gear set distributing the drive therein.
Further, the transfer case comprises a transfer case shell, transfer case synchronous wheels, transfer case gears and waterway conversion electric valves.
Further, the transfer case gear is implemented in a manner of transmitting and receiving output power from the front-end engine, and the position of the connecting sleeve of the transfer case gear is changed through the electric shifting fork;
The transfer case synchronous wheels and the transfer case gears integrated with the transfer case synchronous wheels are driven by the free ends of the transfer case synchronous wheels and engaged with the bevel gears of the differential gear set, so that the differential is provided with driving force for adjusting the left and right side wheels;
the waterway conversion motor-driven valve is implemented in such a manner as to change waterway and/or land travel mode switching.
Further, a torsion shaft outer sleeve is sleeved on the outer ring of the torsion shaft, and the torsion shaft outer sleeve is implemented in a mode of sealing the torsion shaft and isolating the torsion shaft from water contact in waterway running.
Further, the lifting wheel supporting leg comprises a supporting leg shell, a transmission gear and a transmission chain.
Further, the support leg shell is implemented in a mode of sealing and isolating the transmission gear from the transmission chain, and the transmission chain is contacted with water in waterway running;
The transmission gear is in transmission connection with the torsion shaft, and serves as a transmission middle part to output torsion of the torsion shaft to the transmission chain at two sides of the transmission end;
The transmission chain is sleeved at one end and meshed with the transmission gear, and the other end is meshed with the transmission rear axle hub to realize the mode that the transmission gear and the output shaft of the rear axle hub jointly tension the transmission chain.
Further, the rear axle hub comprises a brake disc and a hub flange plate connected to the driving wheel outwards.
The utility model discloses a rear axle transmission propulsion system of an amphibious vehicle, which is stable and reliable, has large torsion, has a waterway running mode, a land running mode and an amphibious driving running mode, meets the use and operation of the amphibious vehicle in various geographic environments, has simple and reliable switching principle among the three modes, can change the lowest height of a driving wheel (wheel) through lifting a wheel supporting leg in the waterway running mode, namely, lifts the driving wheel (wheel), effectively reduces the resistance caused by the driving wheel (wheel) in water, accelerates the running speed of the amphibious vehicle, and generally realizes the use effect of high compatibility.
Drawings
Fig. 1 is a schematic diagram of the overall structure of the present utility model.
Fig. 2 is an exploded view of the overall structure of the present utility model.
Fig. 3 is a schematic view of the water jet propeller of the present utility model.
In the figure: 10. rear axle differential split shaft integrated assembly;
20. A differential; 21. a differential housing; 22. a differential gear set;
30. a transfer case; 31. a transfer case housing; 32. transfer case synchronizing wheels; 33. transfer case gears; 34. waterway conversion electric valve
40. A torsion shaft; 41. a torsion shaft outer sleeve;
50. lifting wheel supporting legs; 51. a leg housing; 52. a transmission gear; 53. a drive chain;
60. a rear axle hub; 61. a brake disc; 62. a hub flange;
70. a water jet propeller.
Detailed Description
The utility model will be described in further detail with reference to the drawings and the detailed description.
As shown in fig. 1-3 together, the present embodiment relates to a rear axle transmission propulsion system for an amphibious vehicle, which is used for power transmission of the amphibious vehicle, and it should be noted that, the amphibious vehicle for which the present embodiment is used is a shell structure design with an upper vehicle body and a lower hull, and includes an engine, a clutch, a driving wheel (wheels), an electro-hydraulic station, a waterway transmission device, and a land transmission device, which all belong to the prior art, and further includes the necessary requirements of the amphibious vehicle, such as: the oil tank, the instrument panel, the control panel, the vehicle system and the control hydraulic oil cylinder, that is, the embodiment is used for a complete amphibious vehicle, and the prior art is not shown, so the description is given.
As shown in fig. 1, the rear axle differential split shaft integrated assembly 10 is included, the rear axle differential split shaft integrated assembly 10 comprises a differential 20 for enabling the left and right side wheels of the differential 20 to realize different rotation speeds, the output two ends of the differential 20 are respectively and independently connected with a torsion shaft 40 in a time-sharing and independent transmission mode, one side of the differential 20, facing the front axle of the amphibious vehicle, is provided with a transfer case 30 which is rigidly combined with the differential 20 and used for receiving and distributing front-end engine power, two free ends of the torsion shaft 40 are respectively provided with a lifting wheel supporting leg 50 for changing the lowest height position of a rear driving wheel, and as shown in fig. 3, the rear axle differential split shaft integrated assembly also comprises a water-jet propeller 70 for inputting power distributed from the transfer case 30, and the water-jet propeller 70 is implemented in a mode of providing direct propelling power for the amphibious vehicle to travel in a waterway.
Preferably, the differential 20 comprises a differential housing 21 and a differential gear set 22 for distributing transmission in the differential housing, as shown in fig. 2, the differential gear set 22 comprises bevel gears for meshed transmission and bevel gears for outward output transmission, and the specific position and meshed distribution of the differential gear set 22 can be distributed according to the transmission weight and arrangement form of an actual amphibious vehicle in actual production; by the arrangement of the differential 20, the amphibious vehicle has excellent differential stability in the turning process of land running.
Preferably, the transfer case 30 comprises a transfer case housing 31, transfer case synchronizing wheels 32, transfer case gears 33, and a waterway conversion electric valve 34;
Specifically, the transfer case gear 33 is implemented in a manner of transmitting and receiving the output power from the front-end engine, and the position of the connecting sleeve is changed through the electric shifting fork, so that the rotation speed ratio of the output of the transfer case gear 33 is changed; the transfer case synchronizing wheel 32 and the transfer case gear 33 integrated with the transfer case synchronizing wheel are driven by the free end of the transfer case synchronizing wheel 32 to be meshed with the bevel gears of the differential gear set 22, so that the differential 20 is provided with driving force for adjusting the left and right side wheels, and the differential gear set 22 transmits torsion to the torsion shaft 40 through the bevel gears of the differential gear set; the waterway conversion electric valve 34 is implemented in a manner of changing waterway and/or land running mode switching, and it should be noted that, if the waterway and/or land running mode includes an amphibious driving mode, the amphibious vehicle is provided with the waterway running mode, the land running mode and the amphibious driving mode in this embodiment, and the mode switching at the front end is electrically connected by means of the vehicle-to-machine system and its matched control system, and the engine distributes power to the waterway transmission device and/or land transmission device at the front end through the transfer case 30, so as to realize waterway running, land running and waterway co-driving running, and the above control manner is not in the scope of the application, but is not shown and described.
The outer ring of the torsion shaft 40 is sleeved with a torsion shaft outer sleeve 41, and the torsion shaft outer sleeve 41 is sealed by itself and is used for isolating the torsion shaft 40 from being contacted with water during waterway running.
As shown in fig. 2, the lifting wheel support leg 50 comprises a support leg shell 51, a transmission gear 52 and a transmission chain 53; specifically, the leg housing 51 is implemented in a manner of sealing and isolating the transmission gear 52 and the transmission chain 53 from water during waterway travel; the transmission gear 52 is in transmission connection with the torsion shaft 40, and the transmission gear 52 serves as a transmission intermediate part to output torsion of the torsion shaft 40 to a transmission chain 53 at two sides of a transmission end; the drive chain 53 is engaged with the drive gear 52 with one end thereof engaged with the rear axle hub 60, and the drive gear 52 and the output shaft of the rear axle hub 60 together tension the drive chain 53.
It should be noted that, the lifting operation of the lifting wheel supporting leg 50 is controlled by the rear wheel lifting system, so that the description is omitted, and the structure of the lifting wheel supporting leg 50 is adopted, so that after the waterway amphibious vehicle is switched from the land running mode to the waterway running mode, the driving wheels (wheels) are lifted along with the lifting wheel supporting leg 50, the resistance caused by the driving wheels (wheels) in water is effectively reduced, and the running speed of the waterway amphibious vehicle is accelerated.
On the basis, the rear axle hub 60 comprises a brake disc 61 and a hub flange 62 which is connected to the drive wheel outwards, so that the drive wheel (wheel) is firmly connected.
In addition, the water jet propulsion 70 is also implemented in such a manner that the steering angle itself is changed to provide steering capability for the amphibious vehicle to travel in the waterway, and specifically, steering operation can be completed by pulling the steering members on the respective sides thereof by tie bars respectively provided in the left and right turning directions inside thereof.
Therefore, the rear axle transmission propulsion system of the amphibious vehicle disclosed by the utility model is stable and reliable, has large torsion, has a waterway running mode, a land running mode and an amphibious driving running mode, meets the use and operation of the amphibious vehicle in various geographic environments, has simple and reliable switching principle among the three modes, and can change the lowest height of a driving wheel (wheel) through lifting the wheel supporting leg 50 in the waterway running mode, namely, lifts the driving wheel (wheel), effectively reduces the resistance caused by the driving wheel (wheel) in water, accelerates the running speed of the amphibious vehicle, and generally realizes the use effect of high compatibility.
The above embodiments are not intended to limit the present utility model, and the present utility model is not limited to the above examples, but is also intended to be limited to the following claims.
Claims (8)
1. The rear axle transmission propulsion system of amphibious vehicle is characterized in that: including rear axle differential branch axle integrative assembly (10), rear axle differential branch axle integrative assembly (10) are including differential mechanism (20), and the equal timesharing independent transmission in output both ends of differential mechanism (20) is connected with torsion axle (40), and differential mechanism (20) are equipped with transfer case (30) rather than rigid coupling towards front axle one side of amphibious vehicle, and two free ends of torsion axle (40) all drive lifting wheel landing leg (50), still include the water jet propulsion ware (70) of the power that the input comes from transfer case (30) distribution, water jet propulsion ware (70) are implemented in order to provide direct propulsion power's mode for amphibious vehicle travels in the water route.
2. A rear axle transmission propulsion system for an amphibious vehicle as claimed in claim 1 wherein: the differential (20) includes a differential housing (21) and a differential gear set (22) distributing a drive therein.
3. A rear axle transmission propulsion system for an amphibious vehicle as claimed in claim 2 wherein: the transfer case (30) comprises a transfer case shell (31), transfer case synchronous wheels (32), transfer case gears (33) and a waterway conversion electric valve (34).
4. A rear axle transmission propulsion system for an amphibious vehicle as claimed in claim 3 wherein:
The transfer case gear (33) is implemented in a manner of transmitting and receiving output power from the front-end engine, and the position of the connecting sleeve of the transfer case gear is changed through the electric shifting fork;
the transfer case synchronous wheel (32) and the transfer case gear (33) integrated with the transfer case synchronous wheel are driven by the free end of the transfer case synchronous wheel (32) and the bevel gear of the differential gear set (22), so that the differential (20) has the function of adjusting the driving force of the left and right side wheels;
The waterway switching electric valve (34) is implemented in a manner of changing waterway and/or land travel mode switching.
5. A rear axle transmission propulsion system for an amphibious vehicle as claimed in claim 1 wherein: the outer ring of the torsion shaft (40) is sleeved with a torsion shaft outer sleeve (41), and the torsion shaft outer sleeve (41) is sealed by itself and is isolated from contact with water during waterway running.
6. A rear axle transmission propulsion system for an amphibious vehicle as claimed in claim 1 wherein: the lifting wheel supporting leg (50) comprises a supporting leg shell (51), a transmission gear (52) and a transmission chain (53).
7. A rear axle transmission propulsion system for an amphibious vehicle as claimed in claim 6 wherein:
The landing leg shell (51) is sealed by itself and is used for isolating the transmission gear (52) and the transmission chain (53) from being contacted with water in waterway running;
The transmission gear (52) is in transmission connection with the torsion shaft (40), and the transmission gear (52) serves as a transmission intermediate part to output torsion of the torsion shaft (40) to a transmission chain (53) at two sides of a transmission end;
The transmission chain (53) is sleeved on one end of the transmission chain and meshed with the transmission gear (52), the other end of the transmission chain is meshed with the transmission rear axle hub (60), and the transmission gear (52) and an output shaft of the rear axle hub (60) jointly tension the transmission chain (53).
8. A rear axle transmission propulsion system for an amphibious vehicle as claimed in claim 7 wherein: the rear axle hub (60) comprises a brake disc (61) and a hub flange (62) which is connected with the driving wheel outwards.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202323387211.9U CN221187991U (en) | 2023-12-13 | 2023-12-13 | Rear axle transmission propulsion system of amphibious vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202323387211.9U CN221187991U (en) | 2023-12-13 | 2023-12-13 | Rear axle transmission propulsion system of amphibious vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN221187991U true CN221187991U (en) | 2024-06-21 |
Family
ID=91516009
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202323387211.9U Active CN221187991U (en) | 2023-12-13 | 2023-12-13 | Rear axle transmission propulsion system of amphibious vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN221187991U (en) |
-
2023
- 2023-12-13 CN CN202323387211.9U patent/CN221187991U/en active Active
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