阅读说明：本技术 一种动力传动系及含有该动力传动系的水陆两栖车辆 (Power transmission system and amphibious vehicle comprising same ) 是由 胡伟 于 2019-11-08 设计创作，主要内容包括：本发明公开了一种动力传动系及含有该动力传动系的水陆两栖车辆,其包括底盘,所述底盘上设置有车桥和船用推进单元,所述底盘上布置有两个发动机,一个发动机通过第一传动装置与所述船用推进单元传动连接,另一个发动机通过第二传动装置与所述车桥和所述船用推进单元传动连接。本发明利用双发动机和变速传动装置,显著增大发动机水上驱动功率,同时降低陆地行驶油耗,并有利于两栖车尺寸布置和重心调整。(The invention discloses a power train and an amphibious vehicle comprising the same, wherein the power train comprises a chassis, an axle and a marine propulsion unit are arranged on the chassis, two engines are arranged on the chassis, one engine is in transmission connection with the marine propulsion unit through a first transmission device, and the other engine is in transmission connection with the axle and the marine propulsion unit through a second transmission device. The invention utilizes the double engines and the variable speed transmission device, obviously increases the driving power of the engines on water, simultaneously reduces the oil consumption during land driving, and is beneficial to the size arrangement and the gravity center adjustment of the amphibious vehicle.)

1. A powertrain comprising a chassis on which an axle and a marine propulsion unit are arranged, characterized in that: two engines are arranged on the chassis, one engine is in transmission connection with the marine propulsion unit through a first transmission device, and the other engine is in transmission connection with the axle and the marine propulsion unit through a second transmission device.

2. The powertrain as set forth in claim 1, wherein: the two engines are arranged in parallel with the central axis of the chassis, and the centers of gravity of the two engines are positioned on two sides of the long symmetrical axis.

3. The powertrain as set forth in claim 1, wherein: the engine to which only the marine propulsion unit is connected is located upstream of the engine to which both the axle and the marine propulsion unit are connected.

4. The powertrain as set forth in claim 1, wherein: the engine to which only the marine propulsion unit is connected is located downstream of the engine to which both the axle and the marine propulsion unit are connected.

5. The powertrain as set forth in claim 1, wherein: the chassis is provided with two sets of marine propulsion units, and each set of marine propulsion unit is connected with an engine in transmission.

6. The powertrain as set forth in claim 1, wherein: the axle comprises a front axle and a rear axle; the second transmission device comprises a first transfer case and a second transfer case, the input end of the first transfer case is in transmission connection with the output end of the engine, the first output end of the first transfer case is in transmission connection with the marine propulsion unit, the second output end of the first transfer case is in transmission connection with the input end of the second transfer case, the first output end of the second transfer case is in transmission connection with the front axle, and the second output end of the second transfer case is in transmission connection with the rear axle.

7. The powertrain as set forth in claim 6, wherein: the second output end of the first transfer case is in transmission connection with the input end of the second transfer case through a speed change mechanism.

8. The powertrain as set forth in claim 7, wherein: the second transmission device comprises a speed change mechanism and a transfer case, one end of the speed change mechanism is in transmission connection with the output end of the engine, the other end of the speed change mechanism is in transmission connection with the input end of the transfer case, the first output end of the transfer case is in transmission connection with the marine propulsion unit, the second output end of the transfer case is in transmission connection with the front axle, and the third output end of the transfer case is in transmission connection with the rear axle.

9. The powertrain as set forth in claim 1, wherein: the axles comprise a front axle, a middle axle and a rear axle; the second transmission device comprises a first transfer case and a second transfer case, the input end of the first transfer case is in transmission connection with the output end of the engine, the first output end of the first transfer case is in transmission connection with the marine propulsion unit, the second output end of the first transfer case is in transmission connection with the input end of the second transfer case, the first output end of the second transfer case is in transmission connection with the middle axle, the middle axle is in transmission connection with the rear axle, and the second output end of the second transfer case is in transmission connection with the front axle.

10. The powertrain as set forth in claim 9, wherein: the second output end of the first transfer case is in transmission connection with the input end of the second transfer case through a speed change mechanism.

11. The powertrain as set forth in claim 1, wherein: a clutch is disposed between the engine power and the marine propulsion unit.

12. An amphibious vehicle, characterized by: which uses a powertrain as claimed in any one of claims 1-11.

Technical Field

The invention relates to a power transmission system, belongs to the technical field of amphibious vehicles, and particularly relates to a power transmission system and an amphibious vehicle of the power transmission system.

Background

Amphibious vehicles (amphibians) are also known as amphibians, amphibians (boats). They are generally classified into three types, one being a displacement amphibious vehicle (hydroplaning amphibious vehicle) having good land performance and slow water performance, the second being a hydroplaning amphibious vehicle (planing amphibious vehicle) having good water performance and low land high speed and cross-country performance, and the third being a transition amphibious vehicle (transitionalphans) having moderate water performance and land performance.

Chinese patent specification CN1446151A discloses a powertrain arrangement in which a single engine and transmission are located at the rear of the vehicle with the power output facing the front of the vehicle and the power output to the front and rear axles through a transfer case, and a marine propulsion means takes power through a pulley or engine timing end (timing end).

Chinese patent specification CN104995046A discloses a powertrain arrangement in which a single engine and transmission are located in the middle of the vehicle with the power output facing the rear of the vehicle, with power being output simultaneously or in time-shared by the transfer case to the front and rear axles and marine propulsion means.

The specification of US005752862A discloses a powertrain arrangement in which a single engine and transmission are located in the middle of the vehicle, the engine power outputting power through a transfer case to the front wheels to drive the tracks, while the transfer case outputting dual shaft power backwards to drive the marine propulsion means.

European patent No. EP0341009 discloses a powertrain arrangement in which a single engine and transmission are located at the rear of the vehicle, the transmission output end is facing forward, the transmission drives the rear wheels of the vehicle via a drive shaft, and the marine propulsion device takes power through the engine timing end (timing end).

The above-disclosed amphibious vehicle power train is effective for a water-displacement or light-load hydroplaning amphibious vehicle, but for an amphibious vehicle seeking both large load and high land and water performance, it is limited by engine power and size layout and cannot achieve its overall performance. Particularly for amphibious vehicles with high land off-road performance, the length-width ratio of the vehicles is small, the water running resistance is large, the water power of the engine is required to be higher, but the water power is surplus for the land power. Therefore, the higher the ratio of the engine water output power to the land output power pursued by the amphibious vehicle is, the lower the comprehensive oil consumption is, and the water performance and the economic benefit are better.

Disclosure of Invention

The novel amphibious vehicle pursues multi-objective optimization such as high navigational speed, lightweight and low oil consumption, because the traditional engine industry system of china is still not perfect relatively abroad, the engine model spectrum breach of high power density is great, the engine model selection of novel amphibious vehicle still has the difficulty, adopt single high-power engine to be applied to high-speed amphibious vehicle, can lead to engine weight too big to make whole car focus arrange unreasonablely, can't make whole car design failure with the required floating center position phase-match of high-speed navigation on the water. On the other hand, when the vehicle runs on land, the phenomenon that a single high-power engine pulls a trolley is caused, so that the oil consumption and the volume of an oil tank are large, and the overload design of a transmission system is not beneficial to the light weight of the whole vehicle.

It is an object of the present invention to provide a power train for an amphibious vehicle that utilizes dual engines and variable speed transmissions to significantly increase the marine drive power of the engines while reducing land fuel consumption and facilitating vehicle sizing and center of gravity adjustment.

In order to solve the technical problem, the invention adopts a power transmission system which comprises a chassis, wherein an axle and a marine propulsion unit are arranged on the chassis, two engines are arranged on the chassis, one engine is in transmission connection with the marine propulsion unit through a first transmission device, and the other engine is in transmission connection with the axle and the marine propulsion unit through a second transmission device.

In a preferred embodiment of the invention, both engines are arranged parallel to the central axis of the chassis, the centre of gravity of both engines being located on either side of the central axis. The technical characteristic realizes the adjustment of the gravity center position of the whole vehicle, so that the gravity center of the whole vehicle can be matched with the floating center position required by high-speed sailing on water.

In a preferred embodiment of the invention, the engine to which only the marine propulsion unit is connected is located upstream of the engine to which both the axle and the marine propulsion unit are connected. The engine which generally runs on land is connected with the axle and the marine propulsion unit at the same time, has limited arrangement space and can be arranged in the middle of the vehicle body. The engine connected with the marine propulsion unit is arranged at the upstream, so that the no-load gravity center of the amphibious vehicle is close to the front, and the ballast of the cargo hold is arranged at the tail of the vehicle when the amphibious vehicle is fully loaded, thereby being beneficial to loading and unloading of cargos. The arrangement is mostly used for amphibious cargo transport vehicles with low requirements on navigational speed.

In a preferred embodiment of the invention, the engine to which only the marine propulsion unit is connected is located downstream of the engine to which both the axle and the marine propulsion unit are connected. The engine which generally runs on land is connected with the axle and the marine propulsion unit at the same time, has limited arrangement space and can be arranged in the middle of the vehicle body. The engine connected with the marine propulsion unit is arranged at the downstream, so that the amphibious vehicle is behind the empty full-load gravity center, and when the gravity center is behind the floating center, the vehicle body floats to form a tail dip, which is beneficial to the amphibious vehicle body to quickly slide to reach a gliding body mode and enter a high-speed gliding state. Meanwhile, drivers and passengers are arranged in the front and the middle of the vehicle body, so that the separation of the passenger compartment and the power compartment is facilitated, and the safety of the whole vehicle is improved.

In a preferred embodiment of the invention, two sets of marine propulsion units are provided on the chassis, each set of marine propulsion units having an engine connected in transmission.

In a preferred embodiment of the invention, the axle comprises a front axle and a rear axle.

In a preferred embodiment of the present invention, the second transmission device includes a first transfer case and a second transfer case, an input end of the first transfer case is in transmission connection with an output end of the engine, a first output end of the first transfer case is in transmission connection with the marine propulsion unit, a second output end of the first transfer case is in transmission connection with an input end of the second transfer case, a first output end of the second transfer case is in transmission connection with the front axle, and a second output end of the second transfer case is in transmission connection with the rear axle.

In a preferred embodiment of the invention, the second output of the first transfer gear is in driving connection with the input of the second transfer gear via a gear change mechanism.

In a preferred embodiment of the present invention, the second transmission device includes a speed change mechanism and a transfer case, one end of the speed change mechanism is in transmission connection with the output end of the engine, the other end of the speed change mechanism is in transmission connection with the input end of the transfer case, the first output end of the transfer case is in transmission connection with the marine propulsion unit, the second output end of the transfer case is in transmission connection with the front axle, and the third output end of the transfer case is in transmission connection with the rear axle.

In a preferred embodiment of the invention, the axle comprises a front axle, a middle axle and a rear axle.

In a preferred embodiment of the present invention, the second transmission device includes a first transfer case and a second transfer case, an input end of the first transfer case is in transmission connection with an output end of the engine, a first output end of the first transfer case is in transmission connection with the marine propulsion unit, a second output end of the first transfer case is in transmission connection with an input end of the second transfer case, a first output end of the second transfer case is in transmission connection with the middle axle, the middle axle is in transmission connection with the rear axle, and a second output end of the second transfer case is in transmission connection with the front axle.

In a preferred embodiment of the invention, the second output of the first transfer gear is in driving connection with the input of the second transfer gear via a gear change mechanism.

In a preferred embodiment of the invention, a clutch is provided between the engine power and the marine propulsion unit.

In a preferred embodiment of the invention, the engine can drive the transmission system by the output power of the flywheel end or the front end of the crankshaft.

In a preferred embodiment of the invention, one engine is arranged between the front and rear axles of the vehicle and the other engine is arranged in front of the front axle or behind the rear axle.

In a preferred embodiment of the invention, the engine can drive the transmission system by the output power of the flywheel end or the front end of the crankshaft.

In a preferred embodiment of the invention, the power output of the engine to the front axle wheel and the rear axle wheel can be connected with the speed change mechanism and the transfer case through the transmission shaft, and the power can also be output through the mode that the engine is in butt joint with the speed change mechanism and the transfer case.

In a preferred embodiment of the invention, two clutches may be provided between the two engine power outputs to the marine propulsion unit for selectively connecting and disconnecting the drive to the marine propulsion unit.

In a preferred embodiment of the invention, the marine propulsion unit may be a water jet or a marine propeller.

The invention also discloses an amphibious vehicle which uses the power train.

The invention has the beneficial effects that: the amphibious vehicle has a simple structure, can obviously increase the driving power of the amphibious vehicle on water, simultaneously reduces the oil consumption of the land driving ratio, and is beneficial to the size arrangement and the gravity center adjustment of the amphibious vehicle. Two lightweight engines are arranged on a chassis, so that the adjustment of the gravity center position of the chassis of the vehicle is facilitated, and the position of the gravity center relative to a floating center can be adjusted according to the requirement of actual conditions; furthermore, the power of one engine is output to the driving axle and the marine propulsion unit, so that reasonable power output can be provided according to needs, the torque of a land transmission system is greatly reduced, and the purpose of light weight design is achieved.

Drawings

Figure 1 is a top view of a powertrain according to a preferred embodiment of the present invention,

after one engine is connected with the transfer case, the power is divided into two paths, one path of power drives a marine propulsion unit through a transmission shaft, and the other path of power is connected with the transfer case again after being connected with a speed change mechanism through the transmission shaft to respectively drive front and rear axle wheels;

fig. 2 is a top view of a powertrain according to a second preferred embodiment of the present invention; one of the engines is connected with the speed change mechanism and the power divider, and then the power is divided into three paths, wherein one path of power drives a marine propulsion unit through a transmission shaft, and the other two paths of power respectively drive front and rear axle wheels through the transmission shaft;

fig. 3 is a top view of a powertrain according to a third preferred embodiment of the present invention; one of the engine power is output to the front, middle and rear three-axle wheels through the speed change mechanism and the two-stage transfer case.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

The invention relates to a power transmission system, which comprises a chassis, wherein an axle and a marine propulsion unit are arranged on the chassis, two engines (one engine power acts on the marine propulsion unit, the other engine is connected with a transfer case and then is divided into two paths, the two paths of power are switched mutually through a clutch, one path of power drives the marine propulsion unit through a transmission shaft, the other path of power is connected with a speed change mechanism through the transmission shaft and respectively drives front and rear axle wheels, the two paths of power can also be simultaneously output for the combined drive of an amphibious area), one engine is in transmission connection with the marine propulsion unit through a first transmission device, and the other engine is in transmission connection with the axle and the marine propulsion unit through a second transmission device; the two engines are arranged in parallel with the central shaft of the chassis, the central shaft of the invention is a symmetrical shaft along the length direction of the bottom plate (the driving direction of the automobile), the centers of gravity of the two engines are positioned at two sides of the long symmetrical shaft, the engine only connected with the marine propulsion unit of the invention is positioned at the upstream of the engine simultaneously connected with the axle and the marine propulsion unit or the engine only connected with the marine propulsion unit is positioned at the downstream of the engine simultaneously connected with the axle and the marine propulsion unit, and the two arrangement modes can bring different technical effects.

The axle of the invention can comprise a front axle and a rear axle, and also can comprise a front axle, a middle axle and a rear axle.