A transfer case with manual shifting and power take-off function

Abstract

The present invention discloses a transfer case with manual shifting and power take-off function, which effectively integrates the structures of the power take-off mechanism and the transfer case itself, has a compact and reasonable layout, high overall space utilization rate, and on the premise of utilizing the lubricating oil in the transfer case, not only ensures the lubrication and heat dissipation effects of the power take-off mechanism, but also ensures the lubrication and heat dissipation effects of the transmission structure of the transfer case itself. The main structures of this application include a transfer case housing, in which there are a high and low speed synchronizer gear sleeve, a reduction gear, a power take-off main gear, a rear four-wheel drive gear, two four-wheel drive synchronizer gear sleeves, a front output gear, a power take-off auxiliary gear, a power take-off auxiliary gear hub and a power take-off synchronizer gear sleeve. The input shaft, the power take-off shaft and the front output shaft are arranged from high to low. An internal transmission structure is sleeved on the power take-off shaft. The large-diameter transmission gear meshes with the reduction gear, and the small-diameter transmission gear meshes with the four-wheel drive gear and the front output gear.

Description

Technical Field

[0001] The invention belongs to the technical field of vehicle transmission and transfer case, and in particular relates to a transfer case with manual gear shifting and power take-off function. Background Art

[0002] Power take-off mechanisms (POTs) are used in vehicles such as water trucks, dump trucks, and cement mixers. The power take-off mechanism can take power from a transfer case or other transmission structure, that is, the power take-off mechanism is arranged on the transfer case, and the power take-off mechanism is linked to the transfer case (the power input end of the power take-off mechanism is linked to a transmission component in the transfer case).

[0003] For a transfer case with a power take-off function, the rationality of the spatial layout, compactness, and the lubrication effect of the internal mechanism are all issues that need to be considered. First, the space in the engine compartment is tight, and the positions of the front and rear output shafts of the power take-off are relatively limited (the front output shaft must drive the front axle, and the rear output shaft must drive the rear axle, and they cannot be set arbitrarily). This leads to the position of the power take-off mechanism being relatively limited. If the housing of the power take-off mechanism is simply set outside the transmission housing, then the overall space occupied will inevitably be quite large, which is very unfavorable to the overall layout in the engine compartment; secondly, the newly added power take-off mechanism also needs lubrication and heat dissipation. It is necessary to consider the lubrication and heat dissipation of the power take-off mechanism, and the lubrication and heat dissipation of the transfer case itself cannot be ignored.

[0004] Explanation of the prior art: The lubricating oil level inside the transfer case is usually 1 / 4 to 1 / 3 of the height of the internal space of the transfer case. When the transmission parts (gears, etc.) located relatively below the transfer case are working, they will stir and poke the lubricating oil in the lower part of the transfer case, causing part of the lubricating oil to splash upward, thereby lubricating and dissipating the transmission parts located relatively above. If there is too little lubricating oil inside the transfer case (the liquid level is too low), the transmission structure is prone to insufficient lubrication and insufficient heat dissipation, resulting in rapid damage to the transmission structure; if there is too much lubricating oil inside the transfer case (the liquid level is too high), then when the transmission parts are working, they must overcome greater additional resistance at all times (taking gears as an example, under the premise that other conditions are the same, the resistance encountered by gears fully immersed in lubricating oil when rotating is obviously much greater than the resistance encountered by gears half immersed in lubricating oil), which will lead to extremely high energy consumption, which is obviously not desirable. Summary of the invention

[0005] The present invention provides a manual shift transfer case with a power take-off function, which effectively integrates the power take-off mechanism and the structure of the transfer case itself, has a compact and reasonable layout, and has a high overall space utilization rate. Under the premise of utilizing the lubricating oil in the transfer case, it not only ensures the lubrication and heat dissipation effects of the power take-off mechanism, but also ensures the lubrication and heat dissipation effects of the transfer case's own transmission structure.

[0006] To achieve the above object, the present invention adopts the following technical solutions:

[0007] A transfer case with manual shifting and power take-off function, comprising a transfer case housing, the transfer case housing includes a front housing, a housing body and a rear housing, and an input shaft, a high-low speed synchronizer hub, a high-low speed synchronizer sleeve, a high-low speed shifting fork, a reduction gear, a reduction gear hub, a power take-off main gear, a rear output shaft, a rear output gear hub, a four-wheel drive gear, a four-wheel drive gear hub, two four-wheel drive synchronizer hubs, two four-wheel drive synchronizer sleeves, two four-wheel drive shifting forks, a front output shaft, a front output gear, a power take-off shaft, a power take-off auxiliary gear, a power take-off auxiliary gear hub, a power take-off synchronizer hub, a power take-off synchronizer sleeve and a power take-off shifting fork are arranged in the transfer case housing;

[0008] The input shaft, the power take-off shaft and the front output shaft are arranged from high to low. An internal transmission structure rotatably connected to the power take-off shaft is sleeved on the power take-off shaft. The internal transmission structure includes a large-diameter transmission gear, an intermediate connecting wheel and a small-diameter transmission gear sequentially connected along the axial direction of the power take-off shaft. The large-diameter transmission gear meshes with the reduction gear, the small-diameter transmission gear meshes with the four-wheel drive gear, and the small-diameter transmission gear meshes with the front output gear;

[0009] The power take-off main gear is fixed on the input shaft, the power take-off auxiliary gear is rotatably connected to the power take-off shaft, the power take-off main gear meshes with the power take-off auxiliary gear, the auxiliary power take-off gear hub is fixed on the power take-off auxiliary gear, and the power take-off synchronizer sleeve can be slidably connected to the auxiliary power take-off gear hub;

[0010] It further includes a manual power take-off shifting shaft for driving the power take-off shifting fork and a power take-off positioning switch for positioning the manual power take-off shifting shaft. One end of the manual power take-off shifting shaft is located outside the transfer case housing, and the manual power take-off shifting shaft is slidably and sealingly matched with the transfer case housing;

[0011] Define an inclined axis position plane, and the axes of the input shaft, the power take-off shaft and the front output shaft are all in the inclined axis position plane. The included angle between the inclined axis position plane and the horizontal plane is 33 to 39 degrees.

[0012] Preferably, the manual power take-off shifting shaft has a power take-off neutral position locating groove and a power take-off gear position locating groove that can cooperate with the power take-off positioning switch. The power take-off positioning switch includes a power take-off switch barrel seat with an open end, a power take-off switch sliding seat arranged in the power take-off switch barrel seat and slidably connected to the power take-off switch barrel seat, a power take-off switch spring arranged in the power take-off switch barrel seat and a power take-off switch top ball arranged on the power take-off switch sliding seat. One end of the power take-off switch spring is connected to the power take-off switch sliding seat, the other end of the power take-off switch spring is connected to the power take-off switch barrel seat. The opening of the power take-off switch barrel seat is communicated with the inside of the housing body. The power take-off switch top ball is in the housing body, and the power take-off switch top ball can be pushed into the power take-off neutral position locating groove or the power take-off gear position locating groove.

[0013] Preferably, a power take-off driving structure located outside the transfer case housing is provided on the manual power take-off shifting shaft. The power take-off driving structure includes a power take-off shifting rocker arm rotatably connected to the transfer case housing, a power take-off shifting block fixed to the manual power take-off shifting shaft, a power take-off shifting slider slidably connected to the power take-off shifting block, and a power take-off shaft for driving the power take-off shifting slider. The power take-off shaft is fixed to the power take-off shifting rocker arm. A slider hole is provided on the power take-off shifting slider, and the power take-off shaft passes through the slider hole.

[0014] Preferably, it further includes a shifting guide shaft, a shifting baffle, and a shifting rotating shaft fixed to the shifting baffle. High-low speed guiding grooves and two four-wheel drive guiding grooves are provided on the shifting baffle. The high-low speed shifting fork is slidably connected to the shifting guide shaft, and the two four-wheel drive shifting forks are slidably connected to the shifting guide shaft. High-low speed sliding columns that can slide along the high-low speed guiding grooves are provided on the high-low speed shifting fork, and two four-wheel drive sliding columns that can slide along the two four-wheel drive guiding grooves are provided on the two four-wheel drive shifting forks. The high-low speed guiding grooves include a high-speed section groove, a neutral section groove, and a low-speed section groove connected in sequence. The two four-wheel drive guiding grooves include a two-wheel drive section groove and a four-wheel drive section groove connected to the two-wheel drive section groove.

[0015] When the high-low speed sliding column is at the high-speed section groove and the two four-wheel drive sliding columns are at the two-wheel drive section groove: the high-low speed synchronizer gear sleeve is combined with the rear output gear hub, the high-low speed synchronizer gear sleeve is separated from the reduction gear hub, and the two four-wheel drive synchronizer gear sleeves are separated from the four-wheel drive gear hub.

[0016] When the high-low speed sliding column is at the high-speed section groove and the two four-wheel drive sliding columns are at the four-wheel drive section groove: the high-low speed synchronizer gear sleeve is combined with the rear output gear hub, the high-low speed synchronizer gear sleeve is separated from the reduction gear hub, and the two four-wheel drive synchronizer gear sleeves are combined with the four-wheel drive gear hub.

[0017] When the high-low speed sliding column is at the neutral section groove: the high-low speed synchronizer gear sleeve is separated from the rear output gear hub, and the high-low speed synchronizer gear sleeve is separated from the reduction gear hub.

[0018] When the high-low speed sliding column is at the low-speed section groove and the two four-wheel drive sliding columns are at the four-wheel drive section groove: the high-low speed synchronizer gear sleeve is separated from the rear output gear hub, the high-low speed synchronizer gear sleeve is combined with the reduction gear hub, and the two four-wheel drive synchronizer gear sleeves are combined with the four-wheel drive gear hub.

[0019] Preferably, 2H gear positioning grooves, 4H gear positioning grooves, N gear positioning grooves, and 4L gear positioning grooves are sequentially arranged along the circumferential side wall of the shifting baffle in the circumferential direction of the shifting baffle. It further includes a shifting positioning mechanism. The shifting positioning mechanism includes a positioning cylinder seat relatively fixed to the transfer case housing, a positioning top ball provided in the positioning cylinder seat and slidably connected to the positioning cylinder seat, and a positioning spring provided in the positioning cylinder seat. One end of the positioning spring is connected to the positioning slide seat, and the other end of the positioning spring is connected to the positioning top ball. The opening of the positioning cylinder seat faces the shifting baffle, and the positioning top ball can be inserted into the 2H gear positioning groove, or the 4H gear positioning groove, or the N gear positioning groove, or the 4L gear positioning groove.

[0020] Preferably, N gear signal grooves are provided on the circumferential side wall of the shift baffle. A power divider signal switch and a sensor are also included. The power divider signal switch includes a signal cylinder base with an open end, a signal sliding seat arranged in the signal cylinder base and slidably connected to the signal switch cylinder base, a signal spring arranged in the signal cylinder base, and a signal top ball arranged on the signal sliding seat. One end of the signal spring is connected to the signal sliding seat, and the other end of the signal spring is connected to the signal cylinder base;

[0021] The signal top ball can be pressed against the circumferential side wall of the shift baffle or inserted into the N gear switch groove;

[0022] When the signal top ball is pressed against the circumferential side wall of the shift baffle: the sensor is not triggered;

[0023] When the signal top ball is inserted into the N gear switch groove: the sensor is triggered.

[0024] Preferably, an oil passage inside the housing is provided on the front housing. The oil passage inside the housing includes an oil inlet lower hole, an oil rising middle hole, and an oil outlet upper hole that are connected in sequence. The oil outlet upper hole, the axis of the front output shaft, and the oil inlet lower hole are arranged from high to low. An oil passage inside the shaft is provided on the power take-off shaft, and the opening of the oil passage inside the shaft faces the front housing. There are a number of oil throwing holes opening on the outer side wall of the power take-off shaft. The oil throwing holes are communicated with the oil passage inside the shaft. The oil outlet upper hole, the oil passage inside the shaft, and the power take-off shaft are coaxially arranged. An extraction impeller fixed to the power take-off shaft is provided in the oil passage inside the shaft. A sleeve that can be in sliding and sealing contact with the front housing and a seat pipe fixed to the power take-off shaft are sleeved on the power take-off shaft. The sleeve is in sliding and sealing connection with the power take-off shaft. A number of inclined holes are provided on the seat pipe and are evenly distributed along the circumferential direction of the power take-off shaft. A push column that is in sliding fit with the inclined holes is provided in the inclined holes. The front housing, the sleeve, and the seat pipe are arranged in sequence along the axial direction of the power take-off shaft. The distance between the push column and the power take-off shaft gradually decreases in the direction from adjacent to the front housing to away from the front housing. A fixed magnet is provided on the seat pipe, and a movable magnet that can be mutually attracted and fixed with the fixed magnet is provided on the sleeve. When the movable magnet and the fixed magnet are mutually attracted and fixed: the front housing, the opening end of the oil passage inside the shaft, the movable magnet, and the fixed magnet are arranged in sequence along the axial direction of the power take-off shaft.

[0025] Preferably, a guide ring is sleeved on the input shaft. The guide ring includes a guide flat ring and a guide cone ring coaxially connected to the guide flat ring. The front housing, the power take-off main gear, the guide flat ring, the guide cone ring, and the reduction gear are arranged in sequence along the axial direction of the power take-off shaft. The outer diameter of the guide cone ring gradually increases in the direction from adjacent to the power take-off main gear to away from the power take-off main gear. The root circle radius of the power take-off main gear is M, the radius of the guide flat ring is r, the root circle radius of the power take-off sub-gear is N, and the distance between the axis of the power take-off shaft and the axis of the input shaft is K. J = K - N, J > r > M. When an oil throwing hole faces the guide ring: the axis of the oil throwing hole intersects with the guide cone ring.

[0026] Preferably, the oil throwing holes are evenly distributed along the circumferential direction of the power take-off shaft. One end of the oil throwing hole opening on the outer side wall of the power take-off shaft is the oil throwing end. An axle bush for blocking the oil throwing end is also included. The axle bush is fixed inside the transfer case housing, and there is sliding and sealing contact between the outer side wall of the power take-off shaft and the axle bush;

[0027] When the oil throwing end of an oil throwing hole is separated from the bearing bush: the oil throwing end of this oil throwing hole faces the guide ring, and the oil throwing ends of the remaining oil throwing holes are blocked by the bearing bush;

[0028] When the axis of an oil throwing hole is located in the inclined shaft position plane: the oil throwing end of this oil throwing hole is separated from the bearing bush.

[0029] The beneficial effects of the present invention are as follows: the structures of the power take-off mechanism and the transfer case itself are effectively integrated, with a compact and reasonable layout, high overall space utilization rate, and on the premise of utilizing the lubricating oil in the transfer case, it not only ensures the lubrication and heat dissipation effects on the power take-off mechanism, but also ensures the lubrication and heat dissipation effects on the transmission structure of the transfer case itself; it can automatically position each gear to ensure the stability of the working process; when taking power, it can strengthen the lubrication and heat dissipation at the power take-off main gear and the power take-off auxiliary gear, providing strong guarantee for their normal operation. Description of the Drawings

[0030] Figure 1 is the structural schematic diagram of the present invention;

[0031] Figure 2 is Figure 1 the enlarged view of part A in

[0032] Figure 3 is Figure 1 the enlarged view of part B in

[0033] Figure 4 is Figure 1 the enlarged view of part C in

[0034] Figure 5 is the front schematic diagram of the present invention after removing the front shell;

[0035] Figure 6 is the back schematic diagram of the present invention after removing the back shell;

[0036] Figure 7 is the structural schematic diagram of the manual power take-off shift shaft of the present invention;

[0037] Figure 8 is the structural schematic diagram of the power take-off shift rocker arm of the present invention;

[0038] Figure 9 is the structural schematic diagram of the power take-off positioning switch of the present invention;

[0039] Figure 10 is the partial structural schematic diagram of the present invention;

[0040] Figure 11 is the structural schematic diagram of the shift baffle of the present invention;

[0041] Figure 12It is a schematic structural diagram of the power transfer signal switch of the present invention;

[0042] Figure 13 It is a schematic structural diagram of Embodiment 2 of the present invention;

[0043] Figure 14 Is Figure 13 The enlarged view of part D in;

[0044] Figure 15 It is a schematic structural diagram of the oil-raising middle hole of the present invention;

[0045] Figure 16 Is Figure 13 The enlarged view of part E in.

[0046] Reference numerals: front housing 101, oil passage 101.1 inside the housing, lower oil inlet hole 101.1a, middle oil lifting hole 101.1b, upper oil outlet hole 101.1c, housing body 102, rear housing 103, high and low speed synchronizer gear sleeve 1.1, high and low speed shift fork 1.2, high and low speed slide column 1.21, two-wheel drive and four-wheel drive synchronizer gear sleeve 1.3, two-wheel drive and four-wheel drive shift fork 1.4, two-wheel drive and four-wheel drive slide column 1.41, power take-off synchronizer gear sleeve 1.5, power take-off shift fork 1.6, manual power take-off shift shaft 1.7, power take-off gear positioning groove 1.7a, power take-off shift rocker 1.71, power take-off shift block 1.72, power take-off shift slider 1.73, power take-off shift shaft 1.74, rocker shaft 1.75, shift guide shaft 1.8, input shaft 201, high and low speed synchronizer gear hub 202, reduction gear 203, reduction gear hub 204, power take-off main gear 205, rear output shaft 301, rear output gear hub 302, four-wheel drive gear 303, four-wheel drive gear hub 304, two-wheel drive and four-wheel drive synchronizer gear hub 305, front output shaft 401, front output gear 402, power take-off shaft 501, oil passage 501a inside the shaft, oil throwing hole 501b, oil extraction impeller 501.1, sleeve 501.2, seat pipe 501.3, inclined hole 501.3a, push column 501.4, power take-off auxiliary gear 502, power take-off auxiliary gear hub 503, power take-off synchronizer gear hub 504, internal transmission structure 506, large-diameter transmission gear 506.1, intermediate connecting wheel 506.2, small-diameter transmission gear 506.3, power take-off switch cylinder seat 601.1, power take-off switch sliding seat 601.2, power take-off switch spring 601.3, power take-off switch top ball 601.4, positioning cylinder seat 602.1, positioning top ball 602.2, positioning spring 602.3, signal cylinder seat 603.1, signal sliding seat 603.2, signal spring 603.3, signal top ball 603.4, shift baffle 701, high and low speed guide groove 701.1, high-speed section groove 701.1a, neutral section groove 701.1b, low-speed section groove 701.1c, two-wheel drive and four-wheel drive guide groove 701.2, two-wheel drive section groove 701.2a, four-wheel drive section groove 701.2b, 2H gear positioning groove 701.3a, 4H gear positioning groove 701.3b, N gear positioning groove 701.3c, 4L gear positioning groove 701.3d, N gear signal groove 701.4a, shift rotating shaft 702, guide ring 801, guide flat ring 801.1, guide conical ring 801.2, bearing bush 802. Detailed implementation mode

[0047] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative efforts belong to the scope of protection of the present invention.

[0048] Embodiment 1:

[0049] As Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 , Figure 7 , Figure 8 , Figure 9 shown, a transfer case with manual shifting and power take-off function includes a transfer case housing, the transfer case housing includes a front housing 101, a housing body 102 and a rear housing 103. An input shaft 201, a high-low speed synchronizer gear hub 202, a high-low speed synchronizer gear sleeve 1.1, a high-low speed shifting fork 1.2, a reduction gear 203, a reduction gear hub 204, a power take-off main gear 205, a rear output shaft 301, a rear output gear hub 302, a four-wheel drive gear 303, a four-wheel drive gear hub 304, two four-wheel drive synchronizer gear hubs 305, two four-wheel drive synchronizer gear sleeves 1.3, two four-wheel drive shifting forks 1.4, a front output shaft 401, a front output gear 402, a power take-off shaft 501, a power take-off auxiliary gear 502, a power take-off auxiliary gear hub 503, a power take-off synchronizer gear hub 504, a power take-off synchronizer gear sleeve 1.5 and a power take-off shifting fork 1.6 are provided inside the transfer case housing;

[0050] Supplement to the prior art: The rear output shaft 301 and the input shaft 201 are coaxially arranged. The high-low speed synchronizer gear hub 202 is fixed on the input shaft 201. The high-low speed synchronizer gear sleeve 1.1 is slidably connected with the high-low speed synchronizer gear hub 202. The rear output gear hub 302 is fixed on the rear output shaft 301. The high-low speed synchronizer gear sleeve 1.1 can be slidably connected with the rear output gear hub 302. The reduction gear 203 is rotatably connected with the input shaft 201. The reduction gear hub 204 is fixed on the reduction gear 203. The high-low speed synchronizer gear sleeve 1.1 can be slidably connected with the reduction gear hub 204. The two four-wheel drive synchronizer gear hubs 305 are fixed on the rear output shaft 301. The two four-wheel drive synchronizer gear sleeves 1.3 are slidably connected with the two four-wheel drive synchronizer gear hubs 305. The four-wheel drive gear 303 is rotatably connected with the rear output shaft 301. The four-wheel drive gear hub 304 is fixed on the four-wheel drive gear 303. The two four-wheel drive synchronizer gear sleeves 1.3 can be slidably connected with the four-wheel drive gear hub 304. The power take-off synchronizer gear sleeve 1.5 is slidably connected with the power take-off synchronizer gear hub 504. The high-low speed synchronizer gear sleeve 1.1 is driven by the high-low speed shifting fork 1.2. The two four-wheel drive synchronizer gear sleeves 1.3 are driven by the two four-wheel drive shifting forks 1.4. The power take-off synchronizer gear hub 504 is fixed on the power take-off shaft 501. The power take-off synchronizer gear sleeve 1.5 is driven by the power take-off shifting fork 1.6;

[0051] The input shaft 201, the power take-off shaft 501, and the front output shaft 401 are arranged from high to low. An internal transmission structure 506 that is rotationally connected to the power take-off shaft 501 is sleeved on the power take-off shaft 501. The internal transmission structure 506 includes a large-diameter transmission gear 506.1, an intermediate connecting wheel 506.2, and a small-diameter transmission gear 506.3 that are sequentially connected along the axial direction of the power take-off shaft 501. The large-diameter transmission gear 506.1 meshes with the reduction gear 203, the small-diameter transmission gear 506.3 meshes with the four-wheel drive gear 303, and the small-diameter transmission gear 506.3 meshes with the front output gear 402;

[0052] The power take-off main gear 205 is fixed on the input shaft 201. The power take-off sub-gear 502 is rotationally connected to the power take-off shaft 501. The power take-off main gear 205 meshes with the power take-off sub-gear 502. The auxiliary power take-off gear hub is fixed on the power take-off sub-gear 502. The power take-off synchronizer gear sleeve 1.5 can be slidably connected to the auxiliary power take-off gear hub;

[0053] It further includes a manual power take-off shift shaft 1.7 that drives the power take-off shift fork 1.6 and a power take-off positioning switch for positioning the manual power take-off shift shaft 1.7. One end of the manual power take-off shift shaft 1.7 is located outside the transfer case housing, and the manual power take-off shift shaft 1.7 is in sliding and sealing cooperation with the transfer case housing;

[0054] Define an inclined axis position plane. The axes of the input shaft 201, the power take-off shaft 501, and the front output shaft 401 are all in the inclined axis position plane. The included angle between the inclined axis position plane and the horizontal plane is 33 to 39 degrees.

[0055] Transfer case two-wheel drive high-speed gear: The high-low speed shift fork 1.2 drives the high-low speed synchronizer gear sleeve 1.1 to move. The high-low speed synchronizer gear sleeve 1.1 is both combined with the high-low speed synchronizer gear hub 202 and combined with the rear output gear hub 302 (the two-four wheel drive synchronizer gear sleeve 1.3 is separated from the reduction gear hub 204). The power of the input shaft 201 is transmitted to the rear output shaft 301 through the high-low speed synchronizer gear hub 202, the high-low speed synchronizer gear sleeve 1.1, and the rear output gear hub 302, while the two-four wheel drive synchronizer gear sleeve 1.3 is separated from the four-wheel drive gear hub 304, realizing the transfer case two-wheel drive high-speed gear mode.

[0056] Transfer case four-wheel drive high gear: Based on the two-wheel drive high gear of the transfer case, the two-four-wheel drive shift fork 1.4 drives the two-four-wheel drive synchronizer gear sleeve 1.3 to move. The two-four-wheel drive synchronizer gear sleeve 1.3 is combined with both the two-four-wheel drive synchronizer gear hub 305 and the four-wheel drive gear hub 304. The power of the input shaft 201 is transmitted to the rear output shaft 301 through the high-low speed synchronizer gear hub 202, the high-low speed synchronizer gear sleeve 1.1, and the rear output gear hub 302. Moreover, part of the power of the rear output shaft 301 can be transmitted to the front output shaft 401 through the two-four-wheel drive synchronizer gear hub 305, the two-four-wheel drive synchronizer gear sleeve 1.3, the four-wheel drive gear hub 304, the four-wheel drive gear 303, the small-diameter transmission gear 506.3, and the front output gear 402, realizing the transfer case four-wheel drive high gear mode.

[0057] Transfer case neutral gear: Based on the transfer case four-wheel drive high gear, the two-four-wheel drive shift fork 1.4 drives the two-four-wheel drive synchronizer gear sleeve 1.3 to move. The two-four-wheel drive synchronizer gear sleeve 1.3 is separated from the rear output gear hub 302 and the reduction gear hub 204, realizing the transfer case neutral gear mode.

[0058] Transfer case four-wheel drive low gear: Based on the transfer case neutral gear, the two-four-wheel drive shift fork 1.4 drives the two-four-wheel drive synchronizer gear sleeve 1.3 to move. The two-four-wheel drive synchronizer gear sleeve 1.3 is combined with both the two-four-wheel drive synchronizer gear hub 305 and the reduction gear hub 204 (the two-four-wheel drive synchronizer gear sleeve 1.3 is separated from the rear output gear hub 302). The power of the input shaft 201 is transmitted to the front output shaft 401 through the high-low speed synchronizer gear hub 202, the high-low speed synchronizer gear sleeve 1.1, the reduction gear hub 204, the reduction gear 203, the large-diameter transmission gear 506.1, the intermediate gear 506.2, the small-diameter transmission gear 506.3, and the front output gear 402. Moreover, part of the power of the small-diameter transmission gear 506.3 can be transmitted to the rear output shaft 301 through the four-wheel drive gear 303, the four-wheel drive gear hub 304, the two-four-wheel drive synchronizer gear sleeve 1.3, and the two-four-wheel drive synchronizer gear hub 305, realizing the transfer case four-wheel drive low gear mode.

[0059] The manual power take-off shift shaft 1.7 can be driven by the operator's manpower (for example, a pull rod can be set at a convenient operation position on the vehicle, and the pull rod drives the manual power take-off shift shaft 1.7 through a transmission mechanism. The specific form of the transmission mechanism is not limited and can be a conventional wire rope, etc.). Figure 7In the perspective, it is in the power take-off neutral state. At this time, if the manual power take-off shift shaft 1.7 moves to the right, the manual power take-off shift shaft 1.7 drives the power take-off shift fork 1.6 and the power take-off synchronizer sleeve 1.5 to move to the right, so that the power take-off synchronizer sleeve 1.5 is combined with both the power take-off synchronizer hub 504 and the power take-off auxiliary hub 503, that is, the power take-off gear is engaged. At this time, the power of the input shaft 201 can be transmitted to the power take-off shaft 501 through the power take-off main gear 205, the power take-off auxiliary gear 502, and the power take-off auxiliary hub 503. After that, if the manual power take-off shift shaft 1.7 moves to the left, the manual power take-off shift shaft drives the power take-off shift fork 1.6 and the power take-off synchronizer sleeve 1.5 to move to the left, so that the power take-off synchronizer sleeve 1.5 is separated from the power take-off auxiliary hub 503, that is, the power take-off neutral gear is engaged.

[0060] The background technology introduces that "the space in the engine compartment is tight, and the positions of the front output shaft 401 and the rear output shaft 301 of the power take-off are relatively limited (the front output shaft 401 needs to drive the front axle, and the rear output shaft 301 needs to drive the rear axle and cannot be set arbitrarily)", so in this solution, a relatively conventional "positional relationship between the input shaft 201, the front output shaft 401, and the rear output shaft 301" is given, that is, as recorded above, "the input shaft 201, the power take-off shaft 501, and the front output shaft 401 are arranged from high to low", and "the included angle between the inclined shaft plane and the horizontal plane is 33 to 39 degrees".

[0061] The characteristic of this solution is that originally, when not considering the power take-off mechanism, a transmission structure like "the large-diameter transmission gear 506.1, the intermediate gear 506.2, and the small-diameter transmission gear 506.3" is also required between the input shaft 201 and the front output shaft 401, and between the rear output shaft 301 and the front output shaft 401. In this solution, the power take-off shaft 501 is directly used as the central shaft of the transmission structures such as the large-diameter transmission gear 506.1, the intermediate gear 506.2, and the small-diameter transmission gear 506.3, which is equivalent to integrating the structure. It can not only not occupy too much extra space but also realize the power take-off function. And the power take-off main gear 205 is arranged on the input shaft 201, the power take-off auxiliary gear 502 is arranged on the power take-off shaft 501, and the power take-off main gear 205 and the power take-off auxiliary gear 502 can share the height space ( Figure 5 The up-down direction of the perspective is the height direction) and the width space ( Figure 5 The left-right direction of the perspective is the width direction) with the internal transmission structure 506 (the large-diameter transmission gear 506.1, the intermediate gear 506.2, and the small-diameter transmission gear 506.3). Generally speaking, the maximum dimensions of the transfer case in the height direction and the width direction do not need to be increased additionally. Overall, the structure is extremely compact and the layout is reasonable.

[0062] In addition, as mentioned in the background technology, the lubricating oil level inside the transfer case is usually 1 / 4 to 1 / 3 of the height of the internal space of the transfer case. Combined with Figure 5, in the static state, the lubricating oil level is approximately below the power take-off shaft 501 and above the front output shaft 401 (the lubricating oil level is higher than the lowest point of the small-diameter transmission gear 506.3, the lowest point of the large-diameter transmission gear 506.1 is lower than the lowest point of the small-diameter transmission gear 506.3, and the lowest point of the power take-off auxiliary gear 502 is lower than the lowest point of the small-diameter transmission gear 506.3). Therefore, during operation, the front output gear 402, the power take-off auxiliary gear 502, the large-diameter transmission gear 506.1, and the small-diameter transmission gear 506.3 can all lift the lubricating oil, causing the lubricating oil to splash upward, thereby lubricating and cooling the internal structure of the entire transfer case. In addition, as previously mentioned, in addition to serving as the central shaft of transmission structures such as the large-diameter transmission gear 506.1, the intermediate connecting gear 506.2, and the small-diameter transmission gear 506.3, the power take-off shaft 501 is also provided with a power take-off auxiliary gear 502. The power take-off auxiliary gear 502 can directly contact the lubricating fluid, so it can directly be lubricated and cooled. Then, the power take-off main gear 205 meshing with the power take-off auxiliary gear 502 can also be lubricated and dissipated to a certain extent through the lubricating fluid brought by the power take-off auxiliary gear 502. Moreover, among the lubricating fluid splashed upward by the front output gear 402, the power take-off auxiliary gear 502, the large-diameter transmission gear 506.1, and the small-diameter transmission gear 506.3, a part of it will also contact and fall onto the power take-off main gear 205, which will also help lubricate and dissipate heat from the power take-off main gear 205.

[0063] As Figure 7 , Figure 9 shown, the manual power take-off shift shaft 1.7 is provided with a power take-off neutral position locating groove and a power take-off gear position locating groove 1.7a that can cooperate with the power take-off position switch. The power take-off position switch includes a power take-off switch barrel seat 601.1 with an open end, a power take-off switch slide seat 601.2 disposed within the power take-off switch barrel seat 601.1 and slidably connected to the power take-off switch barrel seat 601.1, a power take-off switch spring 601.3 disposed within the power take-off switch barrel seat 601.1, and a power take-off switch top ball 601.4 disposed on the power take-off switch slide seat 601.2. One end of the power take-off switch spring 601.3 is connected to the power take-off switch slide seat 601.2, and the other end of the power take-off switch spring 601.3 is connected to the power take-off switch barrel seat 601.1. The opening of the power take-off switch barrel seat 601.1 is in communication with the interior of the housing body 102. The power take-off switch top ball 601.4 is located within the housing body 102, and the power take-off switch top ball 601.4 can be pushed into the power take-off neutral position locating groove or the power take-off gear position locating groove 1.7a.

[0064] Figure 7In the perspective, it is in the power take-off neutral state. The power take-off switch spring 601.3 pushes the power take-off switch top ball 601.4 into the power take-off neutral positioning groove through the power take-off switch slide seat 601.2. At this time, if the manual power take-off shift shaft 1.7 moves to the right, the manual power take-off shift shaft 1.7 drives the power take-off shift fork 1.6 and the power take-off synchronizer gear sleeve 1.5 to move to the right, so that the power take-off synchronizer gear sleeve 1.5 is combined with both the power take-off synchronizer gear hub 504 and the power take-off auxiliary gear hub 503, that is, the power take-off gear is engaged. In this process, the power take-off switch spring 601.3 is first compressed a little and then elongated a little, and finally pushes the power take-off switch top ball 601.4 into the power take-off gear positioning groove 1.7a through the power take-off switch slide seat 601.2, so as to maintain the power take-off gear state. After that, if the manual power take-off shift shaft 1.7 moves to the left, the manual power take-off shift shaft drives the power take-off shift fork 1.6 and the power take-off synchronizer gear sleeve 1.5 to move to the left, so that the power take-off synchronizer gear sleeve 1.5 is separated from the power take-off auxiliary gear hub 503, that is, the power take-off neutral gear is engaged. In this process, the power take-off switch spring 601.3 is first compressed a little and then elongated a little, and finally pushes the power take-off switch top ball 601.4 into the power take-off neutral positioning groove through the power take-off switch slide seat 601.2, so as to maintain the power take-off neutral state.

[0065] As Figure 7 , Figure 8 shown, a power take-off drive structure located outside the transfer case is provided on the manual power take-off shift shaft 1.7. The power take-off drive structure includes a power take-off shift rocker arm 1.71 rotatably connected to the transfer case, a power take-off shift block 1.72 fixed to the manual power take-off shift shaft 1.7, a power take-off shift slider 1.73 slidably connected to the power take-off shift block 1.72, and a power take-off shift shaft 1.74 for driving the power take-off shift slider 1.73. The power take-off shift shaft 1.74 is fixed on the power take-off shift rocker arm 1.71. A slider hole is provided on the power take-off shift slider 1.73, and the power take-off shift shaft 1.74 passes through the slider hole.

[0066] The power take-off shift rocker arm 1.71 is rotatably connected to the transfer case through a rocker arm shaft 1.75. The power take-off shift rocker arm 1.71 can rotate along the rocker arm shaft 1.75. The power take-off shift shaft 1.74 on the power take-off shift rocker arm 1.71 can drive the power take-off shift slider 1.73 to move. The power take-off shift slider 1.73 is slidably connected to the power take-off shift block 1.72 ( Figure 7 in the perspective, the power take-off shift slider 1.73 can slide up and down relative to the power take-off shift block 1.72), so that the power take-off shift block 1.72 can drive the manual power take-off shift shaft 1.7 to move, and the power take-off shift function can be realized.

[0067] As Figure 1 , Figure 10 , Figure 11As shown, it further includes a shift guide shaft 1.8, a shift plate 701, and a shift rotating shaft 702 fixed to the shift plate 701. The shift plate 701 is provided with a high and low speed guide groove 701.1 and two four-wheel drive guide grooves 701.2. The high and low speed shift fork 1.2 is slidably connected to the shift guide shaft 1.8, and the two four-wheel drive shift forks 1.4 are slidably connected to the shift guide shaft 1.8. The high and low speed shift fork 1.2 is provided with a high and low speed sliding column 1.21 that can slide along the high and low speed guide groove 701.1, and the two four-wheel drive shift forks 1.4 are provided with two four-wheel drive sliding columns 1.41 that can slide along the two four-wheel drive guide grooves 701.2. The high and low speed guide groove 701.1 includes a high speed section groove 701.1a, a neutral section groove 701.1b, and a low speed section groove 701.1c that are connected in sequence. The two four-wheel drive guide grooves 701.2 include a two-wheel drive section groove 701.2a and a four-wheel drive section groove 701.2b connected to the two-wheel drive section groove 701.2a;

[0068] When the high and low speed sliding column 1.21 is at the high speed section groove 701.1a and the two four-wheel drive sliding columns 1.41 are at the two-wheel drive section groove 701.2a: The high and low speed synchronizer gear sleeve 1.1 is combined with the rear output gear hub 302, the high and low speed synchronizer gear sleeve 1.1 is separated from the reduction gear hub 204, and the two four-wheel drive synchronizer gear sleeves 1.3 are separated from the four-wheel drive gear hub 304. At this time, the transfer case is in the two-wheel drive high gear;

[0069] When the high and low speed sliding column 1.21 is at the high speed section groove 701.1a and the two four-wheel drive sliding columns 1.41 are at the four-wheel drive section groove 701.2b: The high and low speed synchronizer gear sleeve 1.1 is combined with the rear output gear hub 302, the high and low speed synchronizer gear sleeve 1.1 is separated from the reduction gear hub 204, and the two four-wheel drive synchronizer gear sleeves 1.3 are combined with the four-wheel drive gear hub 304. At this time, the transfer case is in the four-wheel drive high gear;

[0070] When the high and low speed sliding column 1.21 is at the neutral section groove 701.1b: The high and low speed synchronizer gear sleeve 1.1 is separated from the rear output gear hub 302, and the high and low speed synchronizer gear sleeve 1.1 is separated from the reduction gear hub 204. At this time, the transfer case is in neutral;

[0071] When the high and low speed sliding column 1.21 is at the low speed section groove 701.1c and the two four-wheel drive sliding columns 1.41 are at the four-wheel drive section groove 701.2b: The high and low speed synchronizer gear sleeve 1.1 is separated from the rear output gear hub 302, the high and low speed synchronizer gear sleeve 1.1 is combined with the reduction gear hub 204, and the two four-wheel drive synchronizer gear sleeves 1.3 are combined with the four-wheel drive gear hub 304. At this time, the transfer case is in the four-wheel drive low gear.

[0072] When the shift baffle 701 rotates, due to the existence of the high and low speed guide grooves 701.1, it can drive the high and low speed sliding columns 1.21 and the high and low speed shift forks 1.2 to move along the shift guide shaft 1.8. Due to the existence of the two four-wheel drive guide grooves 701.2, it can drive the two four-wheel drive sliding columns 1.41 and the two four-wheel drive shift forks 1.4 to move along the shift guide shaft 1.8. Thus, when the high and low speed sliding column 1.21 is at the high speed section groove 701.1a and the two four-wheel drive sliding columns 1.41 are at the two-wheel drive section groove 701.2a, the transfer case is in the two-wheel drive high gear; when the high and low speed sliding column 1.21 is at the high speed section groove 701.1a and the two four-wheel drive sliding columns 1.41 are at the four-wheel drive section groove 701.2b, the transfer case is in the four-wheel drive high gear; when the high and low speed sliding column 1.21 is at the neutral section groove 701.1b, the transfer case is in the neutral gear; when the high and low speed sliding column 1.21 is at the low speed section groove 701.1c and the two four-wheel drive sliding columns 1.41 are at the four-wheel drive section groove 701.2b, the transfer case is in the four-wheel drive low gear.

[0073] As Figure 10 , Figure 11 shown, on the circumferential side wall of the shift baffle 701, there are arranged in sequence along the circumference of the shift baffle 701 the 2H gear positioning groove 701.3a, the 4H gear positioning groove 701.3b, the N gear positioning groove 701.3c and the 4L gear positioning groove 701.3d. It further includes a shift positioning mechanism. The shift positioning mechanism includes a positioning cylinder seat 602.1 relatively fixed to the transfer case housing, a positioning top ball 602.2 arranged in the positioning cylinder seat 602.1 and slidably connected to the positioning cylinder seat 602.1, and a positioning spring 602.3 arranged in the positioning cylinder seat 602.1. One end of the positioning spring 602.3 is connected to the positioning slide seat, and the other end of the positioning spring 602.3 is connected to the positioning top ball 602.2. The opening of the positioning cylinder seat 602.1 faces the shift baffle 701, and the positioning top ball 602.2 can be pushed into the 2H gear positioning groove 701.3a or the 4H gear positioning groove 701.3b or the N gear positioning groove 701.3c or the 4L gear positioning groove 701.3d.

[0074] As the shift baffle 701 rotates, the positioning spring 602.3 can expand and contract. The positioning spring 602.3 can push the positioning top ball 602.2 into the 2H gear positioning groove 701.3a or the 4H gear positioning groove 701.3b or the N gear positioning groove 701.3c or the 4L gear positioning groove 701.3d, so that in the two-wheel drive high gear (2H gear positioning groove 701.3a), the four-wheel drive high gear (4H gear positioning groove 701.3b), the neutral gear (N gear positioning groove 701.3c), and the four-wheel drive low gear (4L gear positioning groove 701.3d) states, the gear can be maintained (keep the shift baffle 701 stationary).

[0075] As Figure 10 , Figure 11 , Figure 12As shown, N - gear signal grooves 701.4a are provided on the circumferential side wall of the shift baffle 701. It also includes a power transfer signal switch and a sensor. The power transfer signal switch includes a signal cylinder base 603.1 with an open end, a signal sliding seat 603.2 arranged inside the signal cylinder base 603.1 and slidably connected to the signal switch cylinder base, a signal spring 603.3 arranged inside the signal cylinder base 603.1, and a signal top ball 603.4 arranged on the signal sliding seat. One end of the signal spring 603.3 is connected to the signal sliding seat 603.2, and the other end of the signal spring 603.3 is connected to the signal cylinder base 603.1;

[0076] The signal top ball 603.4 can be pressed against the circumferential side wall of the shift baffle 701 or inserted into the N - gear switch groove;

[0077] When the signal top ball 603.4 is pressed against the circumferential side wall of the shift baffle 701: the sensor is not triggered;

[0078] When the signal top ball 603.4 is inserted into the N - gear switch groove: the sensor is triggered.

[0079] As the shift baffle 701 rotates, the signal spring 603.3 can expand and contract. When the positioning top ball 602.2 is inserted into the N - gear positioning groove 701.3c, the positioning top ball 602.2 also presses into the N - gear positioning groove 701.3c. At this time, the sensor is triggered, and it can report that the present invention is in the power take - off neutral state (the sensor can be connected to the in - vehicle ECU, etc.). The sensor here can be any conventional sensor. For example, the sensor can be a pressure sensor arranged at the N - gear signal groove 701.4a. After being pressed by the positioning top ball 602.2, the sensor can be triggered; another example is that the sensor can be a tension sensor connected to the signal sliding seat 603.2. When the positioning top ball 602.2 is inserted into the N - gear switch groove, the signal sliding seat 603.2 moves out a relatively large distance, pulling the sensing end of the sensor, so that the sensor can be triggered. In addition, the installation position of the sensor is also relatively flexible, as long as the power transfer signal switch can trigger the sensor when the positioning top ball 602.2 is inserted into the N - gear positioning groove 701.3c.

[0080] Embodiment 2:

[0081] Based on Embodiment 1, as Figure 13 、 Figure 14 、 Figure 15 、 Figure 16As shown in the figure, an oil passage 101.1 is provided on the front housing 101. The oil passage 101.1 in the housing includes an oil inlet lower hole 101.1a, an oil rising middle hole 101.1b, and an oil outlet upper hole 101.1c that are connected in sequence. The oil outlet upper hole 101.1c, the axis of the front output shaft 401, and the oil inlet lower hole 101.1a are arranged from high to low. An oil passage 501a with an opening facing the front housing 101 and a number of oil throwing holes 501b opening on the outer side wall of the power take-off shaft 501 are provided on the power take-off shaft 501. The oil throwing holes 501b are communicated with the oil passage 501a in the shaft. The oil outlet upper hole 101.1c, the oil passage 501a in the shaft, and the power take-off shaft 501 are coaxially arranged. An extraction impeller 501.1 fixed to the power take-off shaft 501 is provided in the oil passage 501a in the shaft. A sleeve 501.2 that can be in sliding and sealing contact with the front housing 101 and a seat pipe 501.3 fixed to the power take-off shaft 501 are sleeved on the power take-off shaft 501. The sleeve 501.2 is in sliding and sealing connection with the power take-off shaft 501. A number of inclined holes 501.3a evenly distributed along the circumferential direction of the power take-off shaft 501 are provided on the seat pipe 501.3. A push column 501.4 that is in sliding fit with the inclined hole 501.3a is provided in the inclined hole 501.3a. The front housing 101, the sleeve 501.2, and the seat pipe 501.3 are arranged in sequence along the axial direction of the power take-off shaft 501. The distance between the push column 501.4 and the power take-off shaft 501 gradually decreases in the direction from adjacent to the front housing 101 to away from the front housing 101. A fixed magnet is provided on the seat pipe 501.3, and a moving magnet that can be attracted and fixed to the fixed magnet is provided on the sleeve 501.2. When the moving magnet and the fixed magnet are attracted and fixed to each other: the front housing 101, the open end of the oil passage 501a in the shaft, the moving magnet, and the fixed magnet are arranged in sequence along the axial direction of the power take-off shaft 501.

[0082] The extraction impeller 501.1 is fixed to the side wall of the oil passage 501a in the shaft. The lowest point of the sleeve 501.2 is higher than the lowest point of the power take-off shaft 501.

[0083] Normally, the moving magnet and the fixed magnet are attracted and fixed to each other. In the power take-off gear state, the input shaft 201 drives the power take-off shaft 501 through the power take-off main gear 205, the power take-off sub-gear 502, and the power take-off sub-hub 503. At this time, the acting force between the power take-off main gear 205 and the power take-off sub-gear 502 suddenly increases, the friction between the teeth becomes larger, and the heat generation increases significantly. Without targeted lubrication and heat dissipation strengthening measures, it is easy to "burn the gears", that is, excessive and abnormal heat accumulation and wear occur between the power take-off main gear 205 and the power take-off sub-gear 502.

[0084] In view of this, in this solution, when the power take-off just starts, the power take-off shaft 501 just starts to rotate, and the extraction impeller 501.1 also rotates. However, since the lubricating oil level is approximately below the power take-off shaft 501, no lubricating oil can be extracted at the oil passage 501a in the shaft. After that, as the rotational speed of the power take-off shaft 501 increases, such as Figure 13 、 Figure 14In this perspective, under the action of centrifugal force, the push rod 501.4 moves leftward and outward, thereby pushing the sleeve 501.2 to move leftward (the moving magnet is separated from the stationary magnet) until the sleeve 501.2 is in sliding sealing contact with the front housing 101. In this way, the lower oil inlet hole 101.1a, the middle oil lifting hole 101.1b, the upper oil outlet hole 101.1c, the sleeve 501.2, and the oil passage 501a in the shaft are connected in sequence. At this time, the extraction impeller 501.1 can extract the lubricating oil in the lower part of the transfer case through the lower oil inlet hole 101.1a, the middle oil lifting hole 101.1b, the upper oil outlet hole 101.1c, and the sleeve 501.2 to the oil passage 501a in the shaft, and then it is thrown out through the oil throwing hole 501b, thereby greatly increasing the amount of lubricating oil "splashing upward". As long as the lubricating oil thrown out from the oil throwing hole 501b can cover a part of the range near the power take-off main gear 205 and the power take-off auxiliary gear 502, it can effectively help lubricate and dissipate heat for the power take-off main gear 205 and the power take-off auxiliary gear 502. Figure 14 In this perspective, after the power take-off shaft 501 stops working, the moving magnet and the stationary magnet attract each other, so the moving magnet drives the collar to move leftward and reset, and the push rod 501.4 is also driven to reset.

[0085] It should be noted that Figure 14 In this perspective, after the push rod 501.4 is reset, it is located in the inclined hole 501.3a. Due to the action of gravity, the push rod 501.4 in the relatively lower position may move leftward, or due to factors such as slightly larger friction force on the push rod 501.4, the push rod 501.4 in the relatively lower position does not move leftward, but this does not affect the realization of the function of this solution. It should also be noted that when the sleeve 501.2 contacts the front housing 101, there will be an oil film between them (after the lubricating oil splashes upward and then falls, a part of it will fall between the sleeve 501.2 and the front housing 101), which is beneficial for lubrication and basically does not affect the extraction of lubricating oil by the extraction impeller 501.1.

[0086] As Figure 13 、 Figure 16 shown, a flow guiding ring 801 is sleeved on the input shaft 201. The flow guiding ring 801 includes a flow guiding flat ring 801.1 and a flow guiding conical ring 801.2 coaxially connected to the flow guiding flat ring 801.1. The front housing 101, the power take-off main gear 205, the flow guiding flat ring 801.1, the flow guiding conical ring 801.2, and the reduction gear 203 are arranged in sequence along the axial direction of the power take-off shaft 501. The outer diameter of the flow guiding conical ring 801.2 gradually increases in the direction from adjacent to the power take-off main gear 205 to away from the power take-off main gear 205. The pitch circle radius of the power take-off main gear 205 is M, the radius of the flow guiding flat ring 801.1 is r, the pitch circle radius of the power take-off auxiliary gear 502 is N, the distance between the axis of the power take-off shaft 501 and the axis of the input shaft 201 is K, J = K - N, J > r > M. When an oil throwing hole 501b faces the flow guiding ring 801: the axis of the oil throwing hole 501b intersects with the flow guiding conical ring 801.2.

[0087] Each oil-slinging hole 501b is evenly distributed circumferentially along the power take-off shaft 501. One end of the oil-slinging hole 501b opening on the outer wall of the power take-off shaft 501 is the oil-slinging end. It further includes a bearing shell 802 for blocking the oil-slinging end. The bearing shell 802 is fixed inside the transfer case housing. There is a sliding and sealing contact between the outer wall of the power take-off shaft 501 and the bearing shell 802.

[0088] When the oil-slinging end of one oil-slinging hole 501b is separated from the bearing shell 802: the oil-slinging end of this oil-slinging hole 501b faces the guide ring 801, and the oil-slinging ends of the remaining oil-slinging holes 501b are all blocked by the bearing shell 802.

[0089] When the axis of one oil-slinging hole 501b is located in the inclined axis plane: the oil-slinging end of this oil-slinging hole 501b is separated from the bearing shell 802.

[0090] Continuing from the previous text, the extraction impeller 501.1 can pump the lubricating oil below the transfer case housing into the inner oil passage 501a of the shaft and then sling it out through the oil-slinging hole 501b. However, after all, this is not a dedicated liquid extraction pump. The rotational speed of the power take-off shaft 501 is not necessarily very high, and the size of the extraction impeller 501.1 is also limited by the size of the inner oil passage 501a of the shaft. Therefore, it may not be possible to ensure that "the amount of oil in the inner oil passage 501a is very sufficient". Thus, in this solution, when the power take-off shaft 501 rotates, if the oil-slinging end of the oil-slinging hole 501b is blocked by the bearing shell 802, then the oil-slinging hole 501b does not discharge oil. In this way, a large amount of lubricating oil in the inner oil passage 501a can be "saved". Only when the oil-slinging hole 501b faces the guide ring 801 (and the oil-slinging end of the oil-slinging hole 501b is separated from the bearing shell 802), the lubricating oil will be slung out. In this way, after the slung-out lubricating oil reaches the circumferential surface of the guide cone ring 801.2, a large part of the lubricating oil will be guided and enter the meshing area of the power take-off main gear 205 and the power take-off auxiliary gear 502 along the guide cone ring 801.2 and the guide flat ring 801.1 (the root circle radius of the power take-off main gear 205 is M, the radius of the guide flat ring 801.1 is r, the root circle radius of the power take-off auxiliary gear 502 is N, the distance between the axis of the power take-off shaft 501 and the axis of the input shaft 201 is K, J = K - N, J > r > M. When one oil-slinging hole 501b opens towards the guide ring 801: the axis of this oil-slinging hole 501b intersects with the guide cone ring 801.2). Thus, lubrication and heat dissipation can be carried out specifically at the positions where lubrication and heat dissipation are most needed, providing strong guarantee for the normal operation of the power take-off main gear 205 and the power take-off auxiliary gear 502.

[0091] The above has introduced the embodiments of the present invention in detail. Specific examples are used herein to elaborate on the principles and implementation manners of the present invention. The description of the above embodiments is only used to help understand the method and its core idea of the present invention; at the same time, for those skilled in the art, according to the idea of the present invention, there will be changes in the specific implementation manners and application scopes. In summary, the content of this specification should not be construed as a limitation to the present invention.

Claims

1. A transfer case with manual shifting and power take-off function, comprising a transfer case housing, which includes a front housing, a housing body and a rear housing. An input shaft, a high and low speed synchronizer hub, a high and low speed synchronizer sleeve, a high and low speed shifting fork, a reduction gear, a reduction gear hub, a power take-off main gear, a rear output shaft, a rear output gear hub, a four-wheel drive gear, a four-wheel drive gear hub, two four-wheel drive synchronizer hubs, two four-wheel drive synchronizer sleeves, two four-wheel drive shifting forks, a front output shaft, a front output gear, a power take-off shaft, a power take-off auxiliary gear, a power take-off auxiliary gear hub, a power take-off synchronizer hub, a power take-off synchronizer sleeve and a power take-off shifting fork are arranged in the transfer case housing; characterized in that, The input shaft, the power take-off shaft and the front output shaft are arranged from high to low. An internal transmission structure rotatably connected to the power take-off shaft is sleeved on the power take-off shaft. The internal transmission structure includes a large-diameter transmission gear, an intermediate connecting wheel and a small-diameter transmission gear connected in sequence along the axial direction of the power take-off shaft. The large-diameter transmission gear meshes with the reduction gear, the small-diameter transmission gear meshes with the four-wheel drive gear, and the small-diameter transmission gear meshes with the front output gear; The power take-off main gear is fixed on the input shaft, the power take-off auxiliary gear is rotatably connected to the power take-off shaft, the power take-off main gear meshes with the power take-off auxiliary gear, the auxiliary power take-off gear hub is fixed on the power take-off auxiliary gear, and the power take-off synchronizer sleeve can be slidably connected to the auxiliary power take-off gear hub; It further includes a manual power take-off shifting shaft for driving the power take-off shifting fork and a power take-off positioning switch for positioning the manual power take-off shifting shaft. One end of the manual power take-off shifting shaft is located outside the transfer case housing, and the manual power take-off shifting shaft is in sliding and sealing fit with the transfer case housing; Define an inclined shaft position plane. The axes of the input shaft, the power take-off shaft and the front output shaft are all in the inclined shaft position plane, and the included angle between the inclined shaft position plane and the horizontal plane is 33 to 39 degrees; An oil passage inside the housing is provided on the front housing. The oil passage inside the housing includes an oil inlet lower hole, an oil rising middle hole and an oil outlet upper hole connected in sequence. The oil outlet upper hole, the axis of the front output shaft and the oil inlet lower hole are arranged from high to low. An oil passage inside the shaft opening towards the front housing and several oil throwing holes opening on the outer side wall of the power take-off shaft are provided on the power take-off shaft. The oil throwing holes are communicated with the oil passage inside the shaft. The oil outlet upper hole, the oil passage inside the shaft and the power take-off shaft are coaxially arranged. An extraction impeller fixed to the power take-off shaft is provided in the oil passage inside the shaft. A sleeve that can be in sliding and sealing contact with the front housing and a seat tube fixed to the power take-off shaft are sleeved on the power take-off shaft. The sleeve is in sliding and sealing connection with the power take-off shaft. A plurality of inclined holes evenly distributed along the circumferential direction of the power take-off shaft are provided on the seat tube. A push column slidably matched with the inclined holes is provided in the inclined holes. The front housing, the sleeve and the seat tube are arranged in sequence along the axial direction of the power take-off shaft. The distance between the push column and the power take-off shaft gradually decreases in the direction from adjacent to the front housing to away from the front housing. A fixed magnet is provided on the seat tube, and a movable magnet that can be mutually attracted and fixed with the fixed magnet is provided on the sleeve. When the movable magnet and the fixed magnet are mutually attracted and fixed: the front housing, the opening end of the oil passage inside the shaft, the movable magnet and the fixed magnet are arranged in sequence along the axial direction of the power take-off shaft.

2. The transfer case with manual shifting and power take-off function according to claim 1, characterized in that, The manual power take-off shift shaft is provided with a power take-off neutral position locating groove and a power take-off gear position locating groove that can cooperate with the power take-off position switch. The power take-off position switch includes a power take-off switch barrel seat with an open end, a power take-off switch slide seat arranged in the power take-off switch barrel seat and slidably connected to the power take-off switch barrel seat, a power take-off switch spring arranged in the power take-off switch barrel seat, and a power take-off switch top ball arranged on the power take-off switch slide seat. One end of the power take-off switch spring is connected to the power take-off switch slide seat, and the other end of the power take-off switch spring is connected to the power take-off switch barrel seat. The opening of the power take-off switch barrel seat is communicated with the inside of the housing body. The power take-off switch top ball is located inside the housing body, and the power take-off switch top ball can be pushed into the power take-off neutral position locating groove or the power take-off gear position locating groove.

3. A transfer case with manual shifting and power take-off function according to claim 1, characterized in that, The manual power take-off shift shaft is provided with a power take-off driving structure outside the transfer case housing. The power take-off driving structure includes a power take-off shift rocker arm rotatably connected to the transfer case housing, a power take-off shift block fixed to the manual power take-off shift shaft, a power take-off shift slider slidably connected to the power take-off shift block, and a power take-off shaft for driving the power take-off shift slider. The power take-off shaft is fixed on the power take-off shift rocker arm. The power take-off shift slider is provided with a slider hole, and the power take-off shaft passes through the slider hole.

4. A transfer case with manual shifting and power take-off function according to claim 1 or 2 or 3, characterized in that, It further includes a shift guide shaft, a shift baffle, and a shift rotating shaft fixed to the shift baffle. The shift baffle is provided with a high-low speed guiding groove and two four-wheel drive guiding grooves. The high-low speed shift fork is slidably connected to the shift guide shaft, and the two four-wheel drive shift forks are slidably connected to the shift guide shaft. The high-low speed shift fork is provided with a high-low speed sliding column that can slide along the high-low speed guiding groove, and the two four-wheel drive shift forks are provided with two four-wheel drive sliding columns that can slide along the two four-wheel drive guiding grooves. The high-low speed guiding groove includes a high-speed section groove, a neutral section groove, and a low-speed section groove connected in sequence. The two four-wheel drive guiding grooves include a two-wheel drive section groove and a four-wheel drive section groove connected to the two-wheel drive section groove. When the high-low speed sliding column is at the high-speed section groove and the two four-wheel drive sliding columns are at the two-wheel drive section groove: the high-low speed synchronizer gear sleeve is combined with the rear output gear hub, the high-low speed synchronizer gear sleeve is separated from the reduction gear hub, and the two four-wheel drive synchronizer gear sleeves are separated from the four-wheel drive gear hub. When the high-low speed sliding column is at the high-speed section groove and the two four-wheel drive sliding columns are at the four-wheel drive section groove: the high-low speed synchronizer gear sleeve is combined with the rear output gear hub, the high-low speed synchronizer gear sleeve is separated from the reduction gear hub, and the two four-wheel drive synchronizer gear sleeves are combined with the four-wheel drive gear hub. When the high-low speed sliding column is at the neutral section groove: the high-low speed synchronizer gear sleeve is separated from the rear output gear hub, and the high-low speed synchronizer gear sleeve is separated from the reduction gear hub. When the high-low speed sliding column is at the low-speed section groove and the two four-wheel drive sliding columns are at the four-wheel drive section groove: the high-low speed synchronizer gear sleeve is separated from the rear output gear hub, the high-low speed synchronizer gear sleeve is combined with the reduction gear hub, and the two four-wheel drive synchronizer gear sleeves are combined with the four-wheel drive gear hub.

5. A transfer case with manual shifting and power take-off function according to claim 4, characterized in that, The circumferential side wall of the shift baffle is provided with a 2H gear position locating groove, a 4H gear position locating groove, an N gear position locating groove and a 4L gear position locating groove arranged in sequence along the circumference of the shift baffle. It further includes a shift positioning mechanism. The shift positioning mechanism includes a positioning cylinder seat relatively fixed to the transfer case housing, a positioning top ball arranged in the positioning cylinder seat and slidably connected to the positioning cylinder seat, and a positioning spring arranged in the positioning cylinder seat. One end of the positioning spring is connected to the positioning slide seat, and the other end of the positioning spring is connected to the positioning top ball. The opening of the positioning cylinder seat faces the shift baffle, and the positioning top ball can be pushed into the 2H gear position locating groove, or the 4H gear position locating groove, or the N gear position locating groove, or the 4L gear position locating groove.

6. A transfer case with manual shifting and power take-off function according to claim 5, characterized in that, The circumferential side wall of the shift baffle is provided with an N gear position signal groove. It further includes a transfer signal switch and a sensor. The transfer signal switch includes a signal cylinder seat with an opening at one end, a signal slide seat arranged in the signal cylinder seat and slidably connected to the signal switch cylinder seat, a signal spring arranged in the signal cylinder seat, and a signal top ball arranged on the signal slide seat. One end of the signal spring is connected to the signal slide seat, and the other end of the signal spring is connected to the signal cylinder seat; The signal top ball can be pressed against the circumferential side wall of the shift baffle or pushed into the N gear position switch groove; When the signal top ball is pressed against the circumferential side wall of the shift baffle: the sensor is not triggered; When the signal top ball is pushed into the N gear position switch groove: the sensor is triggered.

7. A transfer case with manual shifting and power take-off function according to claim 1, characterized in that, A guide ring is sleeved on the input shaft. The guide ring includes a guide flat ring and a guide cone ring coaxially connected to the guide flat ring. The front housing, the power take-off main gear, the guide flat ring, the guide cone ring and the reduction gear are arranged in sequence along the axial direction of the power take-off shaft. The outer diameter of the guide cone ring gradually increases in the direction from adjacent to the power take-off main gear to away from the power take-off main gear. The pitch circle radius of the root circle of the power take-off main gear is M, the radius of the guide flat ring is r, the pitch circle radius of the root circle of the power take-off auxiliary gear is N, and the distance between the axis of the power take-off shaft and the axis of the input shaft is K. J = K - N, J > r > M. When an oil slinger hole faces the guide ring: the axis of this oil slinger hole intersects with the guide cone ring.

8. A transfer case with manual shifting and power take-off function according to claim 1 or 7, characterized in that, The oil slinger holes are evenly distributed along the circumference of the power take-off shaft. The end of the oil slinger hole opening on the outer side wall of the power take-off shaft is the oil slinging end. It further includes a bearing bush for blocking the oil slinging end. The bearing bush is fixed in the transfer case housing, and there is a sliding and sealing contact between the outer side wall of the power take-off shaft and the bearing bush; When the oil slinging end of an oil slinger hole is separated from the bearing bush: the oil slinging end of this oil slinger hole faces the guide ring, and the oil slinging ends of the remaining oil slinger holes are blocked by the bearing bush; When the axis of an oil slinger hole is located in the inclined shaft position plane: the oil slinging end of this oil slinger hole is separated from the bearing bush.

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