Transfer case and vehicle

Abstract

The utility model discloses a transfer case and a vehicle, and the transfer case comprises a transfer case shell, a transfer case cover and a transfer case cover, the input shaft is located below the transfer case shell, one end, in the left-right direction, of the input shaft extends into the containing space, and the other end of the input shaft is connected with an output shaft of the engine; the driving motor comprises a driving motor shell and a motor shaft, the driving motor shell is connected with the transfer case shell, the driving motor shell and the input shaft are arranged in a vertically spaced mode, and the motor shaft is selectively in transmission connection with the input shaft. Therefore, the driving motor shell is integrated on the transfer case shell, and the driving motor shell and the input shaft are arranged at intervals up and down, so that the driving motor and the engine can be separately arranged, heat dissipation of the motor is facilitated, in addition, the motor shaft and the input shaft are selectively in transmission connection, and increase of kinetic energy of the engine or additional consumption of kinetic energy of the motor can be avoided; therefore, the energy consumption of the whole vehicle can be reduced, and the NVH performance of the whole vehicle

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a transfer case and a vehicle. Background Art

[0002] At present, most domestic commercial vehicle hybrid solutions adopt extended-range, P1, P2 or P3 hybrid. For concrete pump trucks, extended-range hybrid is limited by the power of the range extender and cannot meet the working requirements of the pump truck. Therefore, most concrete pump trucks adopt hybrid solutions such as P1, P2 or P3.

[0003] In related technologies, the motor in a hybrid is connected to the engine, which affects the heat dissipation of the motor and prevents it from working for a long time. Moreover, when the motor runs alone, it will drive the engine crankshaft to rotate, increasing the vibration and noise of the entire vehicle and wasting the motor's kinetic energy. Utility Model Content

[0004] The present invention aims to solve at least one of the technical problems in the prior art. To this end, one purpose of the present invention is to provide a transfer case that can facilitate heat dissipation of the drive motor and reduce energy consumption of the entire vehicle.

[0005] The utility model further provides a vehicle.

[0006] According to the transfer case of the embodiment of the present utility model, it includes: a transfer case housing, in which a accommodating space is provided; an input shaft, which is located below the transfer case housing, with one end of the input shaft in the left and right directions extending into the accommodating space, and the other end connected to the engine output shaft; an output shaft, which is located below the transfer case housing, with one end of the output shaft connected to the drive axle and the other end selectively connected to the input shaft; a drive motor, which includes a drive motor housing and a motor shaft, the drive motor housing being connected to the transfer case housing and spaced apart from the input shaft in upper and lower directions, and the motor shaft being selectively connected to the input shaft in a transmission manner.

[0007] Therefore, by integrating the drive motor housing into the transfer case housing and setting it up above and below the input shaft, the drive motor can be arranged separately from the engine, which is beneficial to the heat dissipation of the motor. In addition, the motor shaft and the input shaft are selectively connected in transmission, which can avoid increasing the additional consumption of engine kinetic energy or motor kinetic energy, thereby reducing the energy consumption of the entire vehicle and improving the NVH performance of the entire vehicle.

[0008] According to some embodiments of the present invention, the transfer case further includes a drive motor transmission mechanism, which is arranged in the accommodating space, one end of the drive motor transmission mechanism is connected to the motor shaft, and the other end is provided with a first gear member, the input shaft passes through the first gear member, and is selectively connected to the first gear member.

[0009] According to some embodiments of the present invention, the transfer case also includes a first synchronizer, which is movably disposed on the input shaft and is located on a side of the first gear member away from the output shaft. A first slot is provided on a side of the first gear member close to the first synchronizer in the left-right direction, and the first synchronizer is selectively engaged with the first slot.

[0010] According to some embodiments of the present invention, the transfer case also includes a second synchronizer, which is movably disposed on the input shaft and is located on a side of the first gear member close to the output shaft. A second slot is provided at one end of the output shaft facing the input shaft, and the end of the input shaft close to the output shaft at least partially extends into the second slot and is spaced apart from the output shaft to the left and right. The second synchronizer is selectively engaged with the second slot.

[0011] According to some embodiments of the present invention, the transfer case further includes a first pneumatic device and / or a second pneumatic device, the first pneumatic device is in driving connection with the first synchronizer, and the second pneumatic device is in driving connection with the second synchronizer.

[0012] According to some embodiments of the present invention, the first pneumatic device includes a first guide rod and a first shift fork, one end of the first guide rod is connected to the transfer case housing, and the other end extends in the left and right direction toward the interior of the accommodating space, the first shift fork is movably provided on the first guide rod, and the first synchronizer is connected to the first shift fork.

[0013] According to some embodiments of the present invention, the second pneumatic device includes a second guide rod and a second shift fork, the second guide rod passes through the transfer case housing and is connected to the transfer case housing, the second shift fork is movably provided on the second guide rod, and the second synchronizer is connected to the second shift fork.

[0014] According to some embodiments of the present invention, the first pneumatic device further includes a first pneumatic part, there are two first pneumatic parts, the two first pneumatic parts are respectively located on the left and right sides of the first fork and are transmission-connected to the first fork; and / or the second pneumatic device further includes a second pneumatic part, there are two second pneumatic parts, the two second pneumatic parts are respectively located on the left and right sides of the second fork and are transmission-connected to the second fork.

[0015] According to some embodiments of the present invention, the first pneumatic device and the second pneumatic device are respectively arranged on the upper and lower sides behind the input shaft.

[0016] A vehicle according to an embodiment of the present invention includes the transfer case described above.

[0017] Additional aspects and advantages of the present invention will be given in part in the following description and will become apparent from the following description or learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0019] Figure 1 is a schematic surface view of a transfer case according to an embodiment of the present utility model;

[0020] Figure 2 is a schematic diagram of the interior of a transfer case according to an embodiment of the present utility model;

[0021] Figure 3 It is a partial schematic diagram of a vehicle according to an embodiment of the present utility model.

[0022] Reference numerals:

[0023] 1000. Vehicle;

[0024] 100, transfer case; 200, engine; 300, drive axle;

[0025] 10. Transfer case housing; 11. Accommodation space;

[0026] 20. Input shaft;

[0027] 30. Output shaft; 31. Second slot;

[0028] 40. Drive motor; 41. Drive motor housing; 42. Motor shaft;

[0029] 50. Drive motor transmission mechanism; 51. First gear member; 511. First slot; 52. First transmission shaft;

[0030] 60. First synchronizer; 70. Second synchronizer;

[0031] 80. First pneumatic device; 81. First guide rod; 82. First shift fork; 83. First pneumatic member;

[0032] 90. Second pneumatic device; 91. Second guide rod; 92. Second shift fork; 93. Second pneumatic member. DETAILED DESCRIPTION

[0033] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention are described in detail below.

[0034] Reference below Figure 1-Figure 3 A transfer case 100 according to an embodiment of the present invention is described. The transfer case 100 may be applicable to a vehicle.

[0035] Combine Figure 1 and Figure 3 As shown, the transfer case 100 according to the embodiment of the present invention can mainly include a transfer case housing 10, an input shaft 20, an output shaft 30 and a drive motor 40, wherein a receiving space 11 is provided in the transfer case housing 10, which can be used to accommodate the internal structure of the transfer case 100, and can protect the internal structure of the transfer case 100 from pollution and interference from the external environment, thereby ensuring the normal operation of the transfer case 100.

[0036] Furthermore, the input shaft 20 is located below the transfer case housing 10. One end of the input shaft 20 extends into the accommodating space 11, and the other end is connected to the output shaft 30 of the engine 200. Specifically, the transfer case housing 10 provides a stable and reliable location for the input shaft 20, ensuring the structural reliability of the input shaft 20 within the transfer case 100. The input shaft 20 extends horizontally, with one end connected to the output shaft 30 of the engine 200 of the vehicle 1000, thereby transmitting the power generated by the engine 200 to the input shaft 20. The other end of the input shaft 20 extends into the accommodating space 11, thereby transmitting the power generated by the engine 200 to the transfer case 100.

[0037] Furthermore, the output shaft 30 is located below the transfer case housing 10. One end of the output shaft 30 is connected to the drive axle 300, and the other end is selectively connected to the input shaft 20. Specifically, the output shaft 30 and the input shaft 20 are co-located below the transfer case housing 10. This shortens the distance between the output shaft 30 and the input shaft 20, facilitating the transmission of power from the input shaft 20 to the output shaft 30. This shortens the power transmission path within the transfer case 100, thereby reducing power loss within the transfer case 100 and improving the transmission efficiency of the transfer case 100.

[0038] In addition, the output shaft 30 is connected to the drive axle 300 of the vehicle 1000, so that the power in the transfer case 100 can be transmitted to the drive axle 300 through the output shaft 30, thereby driving the vehicle 1000 to run normally, or the power on the drive axle 300 can be transmitted back to the transfer case 100 through the output shaft 30, so that the transfer case 100 can recover the power.

[0039] Furthermore, the drive motor 40 includes a drive motor housing 41 and a motor shaft 42. The drive motor housing 41 is connected to the transfer case housing 10 and is spaced apart from the input shaft 20. The motor shaft 42 is selectively connected to the input shaft 20. Specifically, the drive motor housing 41 can be used to accommodate the internal structure of the drive motor 40, protecting the internal structure of the drive motor 40 from external environmental contamination and interference, thereby ensuring the normal functioning of the drive motor 40.

[0040] In the embodiment of the present invention, the drive motor housing 41 is connected to the transfer case housing 10, so that the drive motor 40 can be installed on the transfer case 100. In addition, the drive motor housing 41 and the input shaft 20 are spaced apart in the vertical direction, so that the drive motor 40 can be separated from the engine 200, and a separate cooling system can be used for the drive motor 40, thereby improving the operating reliability of the drive motor 40 under long-term operation.

[0041] In the transfer case 100 , the motor shaft 42 of the drive motor 40 is selectively transmission-connected to the input shaft 20 , so that the output power of the drive motor 40 can be selectively transmitted to the input shaft 20 .

[0042] Such a setting can prevent the output power of the engine 200 on the input shaft 20 from being directly coupled with the output power of the drive motor 40. When the vehicle 1000 is in pure electric mode, the engine 200 can be prevented from increasing the load on the motor shaft 42 of the drive motor 40. Similarly, when the vehicle 1000 is in pure oil mode, the motor can be prevented from increasing the load on the output shaft 30 of the engine 200. Such a setting can not only reduce the electric energy consumption in pure electric mode, but also reduce the fuel consumption in pure oil mode, thereby reducing the energy consumption of the entire vehicle.

[0043] In addition, in pure electric mode, the output shaft 30 of the engine 200 is not directly connected to the motor shaft 42, which can avoid the engine 200 from affecting the NVH performance of the entire vehicle, thereby helping to improve the NVH performance of the entire vehicle.

[0044] Combine Figure 2 As shown, the transfer case 100 also includes a drive motor transmission mechanism 50, which is arranged in the accommodating space 11. One end of the drive motor transmission mechanism 50 is connected to the motor shaft 42, and the other end is provided with a first gear member 51. The input shaft 20 passes through the first gear member 51 and is selectively connected to the first gear member 51.

[0045] Specifically, the drive motor transmission mechanism 50 is disposed within the accommodating space 11 and enables power transmission within the transfer case 100. In an embodiment of the present invention, one end of the drive motor transmission mechanism 50 is connected to the motor shaft 42, allowing the output power of the drive motor 40 to be transmitted to the transfer case 100 through the drive motor transmission mechanism 50. The other end of the drive motor transmission mechanism 50 is provided with a first gear member 51, which allows the output power of the drive motor 40 to be transmitted to the first gear member 51. In an embodiment of the present invention, power can also be transmitted from the first gear member 51 to the motor shaft 42.

[0046] Furthermore, the first gear member 51 is arranged near the bottom of the transfer case housing 10 so that the input shaft 20 passes through the first gear member 51, and the input shaft 20 is selectively connected to the first gear member 51, so that the power on the input shaft 20 can be selectively coupled with the power on the first gear member 51.

[0047] In the embodiment of the present invention, power is transmitted between the motor shaft 42 and the first gear member 51 via a plurality of gears and a plurality of transmission shafts.

[0048] In an embodiment of the present invention, one end of the input shaft 20 is directly connected to the output shaft 30 of the engine 200, and the first gear member 51 is drivingly connected to the motor shaft 42. The selective driving connection between the input shaft 20 and the first gear member 51 enables selective connection between the engine 200 and the motor. Thus, when the vehicle 1000 is in either a purely gasoline or purely electric driving mode, the input shaft 20 can be selectively disconnected from the first gear member 51. This prevents an increase in load on the engine 200 or the motor, thereby reducing overall vehicle energy consumption.

[0049] Combine Figure 2 As shown, the transfer case 100 also includes a first synchronizer 60, which is movably disposed on the input shaft 20 and is located on a side of the first gear member 51 away from the output shaft 30. A first slot 511 is provided on a side of the first gear member 51 close to the first synchronizer 60 in the left-right direction, and the first synchronizer 60 is selectively engaged with the first slot 511.

[0050] Specifically, the input shaft 20 can drive the first synchronizer 60 to rotate together. When the first synchronizer 60 moves left and right relative to the input shaft 20, it can selectively engage with the first engaging groove 511 on the first gear member 51. When the first synchronizer 60 is disconnected from the first engaging groove 511, power from the input shaft 20 is not transmitted to the first gear member 51. When the first synchronizer 60 is engaged with the first engaging groove 511, the input shaft 20 can drive the first gear member 51 to rotate synchronously.

[0051] Combine Figure 2As shown, the transfer case 100 also includes a second synchronizer 70, which is movably disposed on the input shaft 20 and is located on a side of the first gear member 51 close to the output shaft 30. A second slot 31 is provided at one end of the output shaft 30 facing the input shaft 20. The end of the input shaft 20 close to the output shaft 30 at least partially extends into the second slot 31 and is spaced apart from the output shaft 30 to the left and right. The second synchronizer 70 is selectively engaged with the second slot 31.

[0052] Specifically, the input shaft 20 can drive the second synchronizer 70 to rotate together. When the second synchronizer 70 moves left and right relative to the input shaft 20, it can selectively engage with the second engaging slot 31 on the output shaft 30. When the second synchronizer 70 is disconnected from the second engaging slot 31, power on the input shaft 20 is not transmitted to the output shaft 30. When the second synchronizer 70 is engaged with the first engaging slot 511, the input shaft 20 can drive the output shaft 30 to rotate synchronously, thereby transmitting power on the input shaft 20 to the drive axle 300 to drive the vehicle 1000 normally.

[0053] In the embodiment of the present utility model, the first engaging groove 511 is located on the side of the first gear member 51 that is away from the output shaft 30 in the left-right direction. In this way, the first engaging groove 511 is open toward the first synchronizer 60, which facilitates the first synchronizer 60 to selectively engage with the first engaging groove 511 during movement. The second engaging groove 31 is located on the side of the output shaft 30 that is toward the input shaft 20 in the left-right direction. In this way, the second engaging groove 31 is open toward the second synchronizer 70, which facilitates the second synchronizer 70 to selectively engage with the second engaging groove 31 during movement.

[0054] Combine Figure 2 As shown, the transfer case 100 further includes a first pneumatic device 80 , which is in transmission connection with the first synchronizer 60 , so that the first synchronizer 60 can be driven to move on the input shaft 20 by the first pneumatic device 80 , thereby enabling the first synchronizer 60 to selectively engage with the first slot 511 .

[0055] Combine Figure 2 As shown, the transfer case 100 also includes a second pneumatic device 90, which is in transmission connection with the second synchronizer 70, so that the second synchronizer 70 can be driven to move on the input shaft 20 by the second pneumatic device 90, thereby achieving selective engagement between the second synchronizer 70 and the second slot 31.

[0056] Combine Figure 2As shown, the first pneumatic device 80 includes a first guide rod 81 and a first shift fork 82. One end of the first guide rod 81 is connected to the transfer case housing 10, and the other end extends in the left and right directions toward the interior of the accommodating space 11. The first shift fork 82 is movably arranged on the first guide rod 81, and the first synchronizer 60 is connected to the first shift fork 82.

[0057] Specifically, the first guide rod 81 is connected to the transfer case housing 10, ensuring its structural stability within the transfer case 100. The first guide rod 81 extends left-right within the accommodating space 11. One end of the first shift fork 82 is sleeved onto the first guide rod 81, allowing the first guide rod 81 to restrict left-right movement of the first shift fork 82. The end of the first shift fork 82, distal from the first guide rod 81, engages with the first synchronizer 60. When the first shift fork 82 moves along the first guide rod 81, it drives the first synchronizer 60 left-right on the input shaft 20, thereby driving the first synchronizer 60 toward or away from the first retaining slot 511, thereby enabling the first synchronizer 60 to selectively engage with the first retaining slot 511.

[0058] Combine Figure 2 As shown, the second pneumatic device 90 includes a second guide rod 91 and a second shift fork 92. The second guide rod 91 passes through and is connected to the transfer case housing 10. The second shift fork 92 is movably mounted on the second guide rod 91. The second synchronizer 70 is connected to the second shift fork 92. Specifically, the second guide rod 91 extends in the left-right direction within the accommodating space 11 and is fixed to the transfer case housing 10 at both ends. This ensures the structural stability of the second guide rod 91 within the transfer case 100. One end of the second shift fork 92 is sleeved on the second guide rod 91, allowing the second guide rod 91 to limit the left-right movement of the second shift fork 92. One end of the second shift fork 92 away from the second guide rod 91 cooperates with the second synchronizer 70. When the second shift fork 92 moves along the second guide rod 91, it can drive the second synchronizer 70 to move left and right on the input shaft 20. In this way, the second synchronizer 70 can be driven to move toward or away from the second slot 31, so that the second synchronizer 70 can be selectively engaged with the second slot 31.

[0059] According to some embodiments of the present invention, combined with Figure 2As shown, the first pneumatic device 80 also includes two first pneumatic parts 83, which are located on the left and right sides of the first shift fork 82 and are in transmission connection with the first shift fork 82. Specifically, a first pneumatic part 83 is provided on each side of the first shift fork 82. The first pneumatic part 83 on the left side of the first shift fork 82 can drive the first shift fork 82 to move rightward, and the first pneumatic part 83 on the right side of the first shift fork 82 can drive the first shift fork 82 to move leftward. In this way, the first shift fork 82 can be driven by the first shift fork 82 to move left and right on the input shaft 20, thereby enabling the first synchronizer 60 to selectively engage with the first slot 511, thereby enabling selective transmission between the input shaft 20 and the first gear member 51.

[0060] In an embodiment of the present invention, the first pneumatic member 83 and the second pneumatic member 93 include but are not limited to pneumatic chambers. By inflating and deflating the pneumatic chambers to change the volumes of the pneumatic chambers, the first fork 82 can be driven to move in the left and right directions.

[0061] According to other embodiments of the present invention, Figure 2 As shown, the second pneumatic device 90 also includes two second pneumatic members 93, each located on the left and right sides of the second shift fork 92 and in transmission connection with the second shift fork 92. Specifically, a second pneumatic member 93 is provided on each side of the second shift fork 92. The second pneumatic member 93 on the left side of the second shift fork 92 can drive the second shift fork 92 to move rightward, and the second pneumatic member 93 on the right side of the second shift fork 92 can drive the second shift fork 92 to move leftward. In this way, the second shift fork 92 can be driven by the second shift fork 92 to move left and right on the input shaft 20, thereby enabling the second synchronizer 70 to selectively engage with the second retaining groove 31, thereby enabling selective transmission between the input shaft 20 and the second gear member.

[0062] In an embodiment of the present invention, the second pneumatic member 93 includes but is not limited to a pneumatic chamber, and the volume of the pneumatic chamber is changed by inflating and deflating the pneumatic chamber, thereby driving the second fork 92 to move in the left and right directions.

[0063] According to some further embodiments of the present invention, in combination with 2, the first pneumatic device 80 further includes a first pneumatic part 83, and there are two first pneumatic parts 83. The two first pneumatic parts 83 are respectively located on the left and right sides of the first fork 82 and are transmission-connected to the first fork 82. The second pneumatic device 90 further includes a second pneumatic part 93, and there are two second pneumatic parts 93. The two second pneumatic parts 93 are respectively located on the left and right sides of the second fork 92 and are transmission-connected to the second fork 92.

[0064] Specifically, a first pneumatic member 83 is provided on each of the left and right sides of the first shift fork 82. The first pneumatic member 83 on the left side of the first shift fork 82 can drive the first shift fork 82 to move rightward, while the first pneumatic member 83 on the right side of the first shift fork 82 can drive the first shift fork 82 to move leftward. In this way, the first shift fork 82 can be driven to move left and right on the input shaft 20 by the first shift fork 82, thereby enabling the first synchronizer 60 to selectively engage with the first engaging groove 511, thereby enabling selective transmission between the input shaft 20 and the first gear member 51.

[0065] Furthermore, a second pneumatic member 93 is provided on each of the left and right sides of the second shift fork 92. The second pneumatic member 93 on the left side of the second shift fork 92 can drive the second shift fork 92 to move rightward, and the second pneumatic member 93 on the right side of the second shift fork 92 can drive the second shift fork 92 to move leftward, thereby enabling the second shift fork 92 to move left and right. In this way, the second synchronizer 70 can be driven by the second shift fork 92 to move left and right on the input shaft 20, thereby selectively engaging the second synchronizer 70 with the second engaging groove 31, thereby enabling selective transmission between the input shaft 20 and the second gear member.

[0066] In the embodiment of the present invention, the first pneumatic member 83 and the second pneumatic member 93 include, but are not limited to, pneumatic chambers. By inflating and deflating the pneumatic chambers to change their volumes, the first shift fork 82 can be driven to move in the left-right direction. The second pneumatic member 93 and the second pneumatic member 93 include, but are not limited to, pneumatic chambers. By inflating and deflating the pneumatic chambers to change their volumes, the second shift fork 92 can be driven to move in the left-right direction.

[0067] Combine Figure 2As shown, the first pneumatic device 80 and the second pneumatic device 90 are respectively disposed on the upper and lower sides behind the input shaft 20. Specifically, in the embodiment of the present invention, the first pneumatic device 80 drives the first synchronizer 60 to move left and right relative to the input shaft 20, and the second pneumatic device 90 drives the second synchronizer 70 to move left and right relative to the input shaft 20. Disposing the first pneumatic device 80 and the second pneumatic device 90 on either side of the input shaft 20 in the upper and lower directions allows the first pneumatic device 80 and the second pneumatic device 90 to be spaced apart and operate independently. This not only ensures that the first pneumatic device 80 and the second pneumatic device 90 do not interfere with each other's movement, but also facilitates improving the structural compactness of the first pneumatic device 80, the input shaft 20, and the second pneumatic device 90. This, in turn, facilitates improving the structural compactness of the transfer case 100, reducing the size of the transfer case 100 and reducing the space occupied by the transfer case 100 in the vehicle 1000.

[0068] According to an embodiment of the present invention, the transfer case 100 can be applied to a vehicle 1000. The driving modes of the vehicle 1000 include, but are not limited to, a pure electric mode, a pure oil mode, a hybrid mode, and an idle or braking mode.

[0069] When the vehicle 1000 is in a pure electric driving mode, the first pneumatic device 80 drives the first synchronizer 60 to move to the right so that the first synchronizer 60 engages with the first slot 511, and the second pneumatic device 90 drives the second synchronizer 70 to move to the right so that the second synchronizer 70 engages with the second slot 31. At this time, the drive motor 40 is working and the engine 200 is not working. The output power of the drive motor 40 is transmitted along the direction of the motor shaft 42-drive motor transmission mechanism 50-input shaft 20-output shaft 30-drive axle 300 to drive the vehicle 1000 to run normally.

[0070] When the vehicle 1000 is in the pure oil driving mode, the first pneumatic device 80 drives the first synchronizer 60 to move to the left so that the first synchronizer 60 is not in contact with the first slot 511, and the second pneumatic device 90 drives the second synchronizer 70 to move to the right so that the second synchronizer 70 is engaged with the second slot 31. At this time, the drive motor 40 is not working, and the engine 200 is working. The output power of the engine 200 is transmitted along the direction of the engine 200 output shaft 30-input shaft 20-output shaft 30-drive axle 300 to drive the vehicle 1000 to run normally.

[0071] When the vehicle 1000 is in hybrid mode, the first pneumatic device 80 drives the first synchronizer 60 to move rightward so that the first synchronizer 60 engages with the first slot 511, and the second pneumatic device 90 drives the second synchronizer 70 to move rightward so that the second synchronizer 70 engages with the second slot 31. At this time, the drive motor 40 and the engine 200 are both working, and the output power of the drive motor 40 is transmitted along the direction of the motor shaft 42-drive motor transmission mechanism 50-input shaft 20-output shaft 30-drive axle 300. The output power of the engine 200 is transmitted along the direction of the engine 200 output shaft 30-input shaft 20-output shaft 30-drive axle 300. In this way, the output power of the drive motor 40 and the output power of the engine 200 are coupled on the input shaft 20 to drive the vehicle 1000 to travel normally.

[0072] When the vehicle 1000 is in idle or braking mode, the first pneumatic device 80 drives the first synchronizer 60 to move to the right so that the first synchronizer 60 engages with the first slot 511, and the second pneumatic device 90 drives the second synchronizer 70 to move to the right so that the second synchronizer 70 engages with the second slot 31. At this time, the engine 200 is not working, and the drive motor 40 is in power generation mode. The power on the drive axle 300 is transmitted to the motor through the output shaft 30-input shaft 20-drive motor transmission mechanism 50-motor shaft 42, so as to enable the motor to recover kinetic energy and generate electricity, which can then charge the battery and power the vehicle 1000.

[0073] In an embodiment of the present invention, the transfer case 100 can be used in a concrete pump truck. The end of the motor shaft 42, distal from the drive motor transmission mechanism 50, extends from the drive motor housing 41 and can be used to connect to a main pump, a reversing pump, a mixing pump, etc. The drive motor transmission mechanism 50 includes a first transmission shaft 52. One end of the first transmission shaft 52 is connected to the motor shaft 42 in the left-right direction, and the other end extends from the transfer case housing 10 and can be used to connect to a boom, an outrigger pump, etc. It should be noted that in an embodiment of the present invention, the structure connecting the distal ends of the motor shaft 42 and the first transmission shaft 52 can be determined based on the design of the vehicle 1000 and the actual application.

[0074] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "circumferential", "radial", "circumferential" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0075] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "example," "specific example," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0076] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and purpose of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A transfer case, characterized in that: include: a transfer case housing, wherein a receiving space is provided in the transfer case housing; an input shaft, the input shaft being located below the transfer case housing, one end of the input shaft extending into the accommodation space in the left-right direction and the other end being connected to the engine output shaft; an output shaft, the output shaft being located below the transfer case housing, one end of the output shaft being connected to the drive axle, and the other end of the output shaft being selectively connected to the input shaft; The drive motor includes a drive motor housing and a motor shaft. The drive motor housing is connected to the transfer case housing and is spaced apart from the input shaft. The motor shaft is selectively connected to the input shaft in a transmission manner.

2. The transfer case according to claim 1, characterized in that: It also includes a drive motor transmission mechanism, which is arranged in the accommodating space. One end of the drive motor transmission mechanism is connected to the motor shaft, and the other end is provided with a first gear component. The input shaft passes through the first gear component and is selectively connected to the first gear component.

3. The transfer case according to claim 2, characterized in that: It also includes a first synchronizer, which is movably arranged on the input shaft and is located on the side of the first gear part away from the output shaft. A first slot is provided on the side of the first gear part close to the first synchronizer in the left and right directions, and the first synchronizer is selectively engaged with the first slot.

4. The transfer case according to claim 3, characterized in that: It also includes a second synchronizer, which is movably arranged on the input shaft and located on a side of the first gear member close to the output shaft. A second slot is provided at one end of the output shaft facing the input shaft. The end of the input shaft close to the output shaft at least partially extends into the second slot and is spaced apart from the output shaft to the left and right. The second synchronizer is selectively engaged with the second slot.

5. The transfer case according to claim 4, characterized in that: It also includes a first pneumatic device and / or a second pneumatic device, wherein the first pneumatic device is in driving connection with the first synchronizer, and the second pneumatic device is in driving connection with the second synchronizer.

6. The transfer case according to claim 5, characterized in that: The first pneumatic device includes a first guide rod and a first shift fork, one end of the first guide rod is connected to the transfer case housing, and the other end extends in the left and right directions toward the interior of the accommodating space, the first shift fork is movably arranged on the first guide rod, and the first synchronizer is connected to the first shift fork.

7. The transfer case according to claim 6, characterized in that: The second pneumatic device includes a second guide rod and a second shift fork. The second guide rod passes through the transfer case housing and is connected to the transfer case housing. The second shift fork is movably disposed on the second guide rod. The second synchronizer is connected to the second shift fork.

8. The transfer case according to claim 7, characterized in that: The first pneumatic device further includes two first pneumatic parts, the two first pneumatic parts are respectively located on the left and right sides of the first shift fork and are transmission-connected to the first shift fork; and / or The second pneumatic device further includes two second pneumatic parts. The two second pneumatic parts are respectively located on the left and right sides of the second shift fork and are transmission-connected to the second shift fork.

9. The transfer case according to claim 5, characterized in that: The first pneumatic device and the second pneumatic device are respectively arranged on the upper and lower sides behind the input shaft.

10. A vehicle, characterized in that: include: The transfer case according to any one of claims 1 to 9.

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