Multi-drive vehicle and transfer case thereof

Abstract

The invention discloses a multi-wheel-drive vehicle and a transfer case thereof, relates to the field of vehicle parts, and can solve the problems that in the prior art, time-sharing four-wheel-drive operation is complex, full-time four-wheel-drive force distribution is fixed, and timely four-wheel-drive reliability is insufficient. The transfer case comprises a case body, a differential mechanism connected to the case body, two driving shafts connected to the differential mechanism, power teeth connected to the outer walls of the driving shafts, and two power shafts rotationally connected to the case body and matched with the power teeth, the power shafts are used for driving front wheels and rear wheels on one side of the vehicle, and the two power shafts correspond to the two power teeth one to one; the differential mechanism is connected to an output shaft of the transmission so that differential can be formed between the two driving shafts, and the power shaft comprises a rear driving shaft rotationally connected to the box body and used for driving rear wheels, a front driving shaft rotationally connected to the box body and used for driving front wheels and a power switching device connected between the rear driving shaft and the front driving shaft and connected with the power teeth. The power switching device is used for enabling the front drive shaft and the rear drive shaft to be in a one-way differential state.

Description

Technical Field

[0001] The present application relates to the field of vehicle parts, and in particular to a multi-drive vehicle and a transfer case thereof. Background Art

[0002] A four-wheel drive vehicle is a vehicle whose power system can drive four wheels at the same time. Compared with ordinary two-wheel drive vehicles, four-wheel drive vehicles have better passability and grip in complex road conditions, and are widely used in off-road vehicles, SUVs and some light trucks. According to different power distribution modes, four-wheel drive vehicles are mainly divided into three types: part-time four-wheel drive, full-time four-wheel drive and timely four-wheel drive. Part-time four-wheel drive is a system that requires the driver to manually select the drive mode. It can switch to two-wheel drive or four-wheel drive mode according to road conditions. It is suitable for off-road vehicles in complex road conditions; the full-time four-wheel drive system always maintains power output on the front and rear axles, and coordinates the speed difference between the front and rear wheels through the central differential, which is suitable for driving on various road conditions; and the timely four-wheel drive is an intelligent four-wheel drive system that uses sensors to judge the changes in road adhesion and automatically switches between two-wheel drive and four-wheel drive modes. It is widely used in modern urban SUVs.

[0003] In the existing technology, the three systems of part-time four-wheel drive, full-time four-wheel drive and timely four-wheel drive each have their own advantages, but they also have different disadvantages and shortcomings in actual use. Part-time four-wheel drive requires the driver to manually switch between two-wheel drive and four-wheel drive mode according to the actual road conditions (such as paved roads or unpaved roads). This operation not only requires high driver experience, but is also prone to damage to the system due to operational errors. For example, when the four-wheel drive mode is mistakenly enabled on a paved road, the rigid connection between the front and rear axles may cause mechanical damage to the drive shaft or differential;

[0004] Although full-time four-wheel drive can achieve power distribution in all road conditions, its power distribution between the front and rear axles is usually even, and it is difficult to dynamically adjust according to road conditions. This results in its traction and passability under off-road conditions being inferior to that of part-time four-wheel drive. In extremely complex road conditions, full-time four-wheel drive often lacks the efficient power utilization and strong off-road capability of part-time four-wheel drive. In addition, since full-time four-wheel drive always maintains four-wheel power output, its energy consumption is high, which does not conform to the current trend of energy conservation and environmental protection.

[0005] The timely four-wheel drive monitors the change of wheel adhesion through sensors and realizes power switching through a multi-plate clutch or an electronic control device. However, this system has certain problems in response speed and durability. First, in complex road conditions (such as sandy or muddy roads), the timely four-wheel drive system needs a certain amount of time to sense wheel slippage before switching to four-wheel drive mode. This response delay may cause the vehicle to get into trouble; secondly, the multi-plate clutch is prone to heating problems when used intensively, which in turn causes the clutch to slip and affects the reliability of the four-wheel drive system. In addition, the timely four-wheel drive is highly dependent on the electronic system. Once the sensor or control system fails, it may directly cause the four-wheel drive function to fail to operate normally. Summary of the invention

[0006] To this end, the present application provides a multi-wheel drive vehicle and its transfer case to solve the problems of complex part-time four-wheel drive operation, fixed full-time four-wheel drive power distribution, and insufficient reliability of timely four-wheel drive in the prior art.

[0007] In order to achieve the above objectives, this application provides the following technical solutions:

[0008] A transfer case suitable for a multi-drive vehicle, comprising a case body, a differential connected to the case body, two drive shafts connected to the differentials, power teeth connected to the outer walls of the drive shafts, and two power shafts rotatably connected to the case body and matched with the power teeth, the power shafts being used to drive the front wheels and rear wheels on one side of the vehicle, and the two power shafts corresponding to the two power teeth one by one;

[0009] The differential is connected to the output shaft of the transmission to form a differential between the two drive shafts. The power shaft includes a rear drive shaft rotatably connected to the case and used to drive the rear wheels, a front drive shaft rotatably connected to the case and used to drive the front wheels, and a power switching device connected between the rear drive shaft and the front drive shaft and connected to the power teeth. The power switching device is used to put the front drive shaft and the rear drive shaft in a one-way differential state.

[0010] Optionally, the differential includes a differential case, a first gear rotatably connected to the differential case, a second gear rotatably connected to the differential case and arranged opposite to the first gear, and two third gears connected between the first gear and the second gear, the two third gears are respectively located on both sides of the first gear, and the third gears are respectively meshed and connected with the first gear and the second gear;

[0011] The output shaft of the transmission is connected to the differential case, the two power shafts are respectively a sleeve and a sleeve rod, a sleeve rod is connected to one side of the first gear, a clearance hole is opened in the second gear, one end of the sleeve rod away from the first gear passes through the clearance hole, one end of the sleeve is connected to the hole wall of the clearance hole, and the other end extends in the direction away from the first gear, the sleeve rod is inserted into the sleeve, one end of the sleeve rod passes through the sleeve, and the other end that passes through is rotatably connected to the case, and the two power teeth are respectively connected to the outer wall of the sleeve rod and the outer wall of the sleeve.

[0012] Optionally, the power switching device includes a first rotating disk connected to the rear drive shaft, a second rotating disk connected to the front drive shaft, a pusher dog slidably connected to the front drive shaft, and a first driving member connected to the box body and used to drive the pusher dog to slide along the length extension direction of the front drive shaft, the outer peripheral wall of the first rotating disk is integrally formed with a driving tooth that matches the power tooth, a rotating groove for embedding the second rotating disk is formed on the side of the first rotating disk away from the rear drive shaft, the front drive shaft is rotatably connected to the groove bottom of the rotating groove, and the central axis of the front drive shaft is collinear with the central axis of the rear drive shaft;

[0013] The annular groove wall of the rotating groove is provided with a plurality of first limiting grooves along its own circumferential direction, the outer peripheral wall of the second rotating disk is connected with a plurality of limiting tooth groups along its own circumferential direction, the limiting tooth groups include a first stop tooth rotatably connected to the second rotating disk and used to abut against a first side wall of the first limiting groove, and a second stop tooth rotatably connected to the second rotating disk and used to abut against a second side wall of the first limiting groove, the first side wall and the second side wall being two side walls of the first limiting groove at relative positions along the circumferential direction of the annular groove wall;

[0014] The first stop tooth and the second stop tooth are both connected to a limit spring so that the first stop tooth abuts against the first side wall / the second stop tooth abuts against the second side wall, the first stop tooth is connected to a first stop rod, and the second stop tooth is connected to a second stop rod, the pusher claw includes a claw seat slidably connected to the front drive shaft and a plurality of claw groups connected to the claw seat and used to cooperate with the limit tooth group, and the plurality of claw groups correspond one to one with the plurality of limit tooth groups, the claw group includes a first push rod connected to the claw seat and used to push the first stop rod so that the first stop tooth overcomes the elastic force of the limit spring and detaches from the first side wall, and the claw group also includes a second push rod connected to the claw seat and used to push the second stop rod so that the second stop tooth overcomes the elastic force of the limit spring and detaches from the second side wall.

[0015] Optionally, the rear drive shaft is connected to a plurality of first limit strips along its circumferential direction, the length extension direction of the first limit strips is parallel to the central axis of the rear drive shaft, the claw seat is provided with a plurality of second limit grooves matching the first limit strips, and the plurality of first limit strips and the plurality of second limit grooves correspond one to one.

[0016] Optionally, the housing is connected to a steering gear group, which includes a steering rod rotatably connected to the housing, a first rotating gear connected to the steering rod and meshing with the driving teeth of any one of the two power shafts, and a second rotating gear connected to the steering rod and used to mesh with the power teeth connected to the sleeve, the housing is connected to a second driving member for driving the power teeth of the sleeve to slide along the length extension direction of the sleeve so that the power teeth of the sleeve mesh with the second rotating gear or the driving teeth of the power shaft, and the differential is connected to a differential lock for locking the two third gears.

[0017] Optionally, the second driving member includes a first electric cylinder connected to the box body and a shift plate connected to the output shaft of the first electric cylinder, the shift plate is provided with a shift groove for embedding the power tooth, the shift groove is matched with the power tooth clearance, the sleeve is connected with a plurality of second limit strips along its circumferential direction, the length extension direction of the second limit strip is parallel to the central axis of the sleeve, the power tooth sleeved on the sleeve is provided with a plurality of third limit strips matching the second limit strips, and the plurality of second limit strips and the plurality of third limit strips correspond one to one.

[0018] Optionally, the first driving member is a second electric cylinder.

[0019] Optionally, high and low speed planetary gears are connected between the differential and the output shaft of the transmission.

[0020] The present application also discloses a multi-drive vehicle, comprising the transfer case suitable for the multi-drive vehicle as described above.

[0021] Compared with the prior art, this application has at least the following beneficial effects:

[0022] The engine transmits power to the differential through the output shaft of the transmission. The differential can generate a differential between the two drive shafts, thereby ensuring that the vehicle can effectively adapt to different power requirements when driving in a straight line and turning. The two drive shafts are connected to two power gears respectively, and the power gears cooperate with the power switching device to transmit power to the two power shafts. Each power shaft drives the front and rear wheels on one side of the vehicle respectively, so that the wheels on the left and right sides of the vehicle can operate independently;

[0023] This application is mainly applicable to four-wheel drive vehicles. When the vehicle turns, the outer wheel needs to rotate more than the inner wheel because the driving path of the outer wheel is longer than that of the inner wheel. Through the differential generated by the differential between the two drive shafts and the independent drive design of the two power shafts, a differential can be formed between the inner and outer wheels of the vehicle to ensure the flexibility and stability of the vehicle when turning. In addition, the power switching device can achieve a one-way differential between the rear drive shaft and the front drive shaft, so that the rotation speed of the front wheel can be greater than the rotation speed of the rear wheel. Normally, the rotation speed of the front wheel is equal to or greater than the rotation speed of the rear wheel. When the vehicle turns, the one-way differential improves the handling performance and safety when turning;

[0024] Compared with the timely four-wheel drive system, the transfer case design of the present application does not need to judge paved roads and unpaved roads, and can adaptively adjust the power distribution, avoiding the driver's operating errors and complicated operating processes; compared with the full-time four-wheel drive system, the transfer case of the present application allows differentials between the front and rear wheels and the left and right wheels, and at the same time, the power distribution is more flexible, and it is no longer a simple equal distribution of front and rear power, which improves off-road capability and adaptability to complex road conditions; in addition, the power switching device of the present application avoids the dependence of the multi-plate clutch on power distribution in the timely four-wheel drive system, reduces the risk of clutch heating and slipping, and improves the reliability and service life of the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more intuitively illustrate the prior art and the present application, several exemplary drawings are given below. It should be understood that the specific shapes and structures shown in the drawings should not generally be regarded as limiting conditions for implementing the present application; for example, those skilled in the art are capable of easily making conventional adjustments or further optimizations to the addition / reduction / attribution division, specific shapes, positional relationships, connection methods, dimensional ratios, etc. of certain units (components) based on the technical concepts and exemplary drawings disclosed in the present application.

[0026] Figure 1 A schematic diagram of the overall structure of a transfer case suitable for a multi-drive vehicle provided in one embodiment of the present application;

[0027] Figure 2 for Figure 1 A partial structural diagram of

[0028] Figure 3 for Figure 2 A top view of

[0029] Figure 4 for Figure 2 A partial structural diagram of

[0030] Figure 5 for Figure 4 Explosion diagram of some structures;

[0031] Figure 6 A schematic diagram of the coordination of a differential, a drive shaft and a power gear of a transfer case suitable for a multi-drive vehicle provided in one embodiment of the present application;

[0032] Figure 7 for Figure 6 A partial structural diagram of

[0033] Figure 8 for Figure 7 A partial structural diagram of

[0034] Fig. 9 for Figure 8 Partial structural cross-sectional view along the aa direction;

[0035] Fig.10 A schematic structural diagram of a power shaft of a transfer case applicable to a multi-drive vehicle provided in one embodiment of the present application;

[0036] Fig.11 for Fig.10 A partial structural diagram of

[0037] Fig.12 It is a structural schematic diagram of the pusher claw of the power shaft;

[0038] Fig.13 An exploded schematic diagram of a first rotating disk and a second rotating disk of a power shaft;

[0039] Fig.14 is a schematic structural diagram of a second rotating disk of a power shaft;

[0040] Fig.15 is a schematic structural diagram of the first rotating disk of the power shaft;

[0041] Fig.16 for Figure 2 Another part of the structural diagram;

[0042] Fig.17 A schematic structural diagram of a steering gear set of a transfer case suitable for a multi-drive vehicle provided in one embodiment of the present application.

[0043] Description of reference numerals:

[0044] 1. housing; 2. differential; 21. differential case; 22. first gear; 23. second gear; 24. third gear; 3. drive shaft; 31. power tooth; 32. second limit strip; 4. power shaft; 41. rear drive shaft; 42. front drive shaft; 421. first limit strip; 43. power switching device; 431. first rotating disk; 4311. drive tooth; 4312. rotating groove; 4313. first limit slot; 4313a. first side wall; 4313b. second side wall; 432. Two rotating disks; 4321, a limit gear set; 4321a, a first stop tooth; 4321b, a second stop tooth; 4321c, a first stop rod; 4321d, a second stop rod; 433, a shifting claw; 4331, a claw seat; 4332, a claw set; 4332a, a first shifting rod; 4332b, a second shifting rod; 5, a transmission; 6, a steering gear set; 61, a first rotating gear; 62, a second rotating gear; 63, a steering rod; 7, a second driving member; 71, a first electric cylinder; 72, a shifting plate. DETAILED DESCRIPTION

[0045] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0046] In the description of this application: unless otherwise specified, the meaning of "plurality" is two or more. The terms "first", "second", "third", etc. in this application are intended to distinguish the objects referred to, and do not have special meanings in terms of technical connotations (for example, they should not be understood as emphasizing the importance or order, etc.). Expressions such as "including", "comprising", "having", etc. also mean "not limited to" (certain units, components, materials, steps, etc.).

[0047] refer to Figure 1-5 The present application discloses a transfer case suitable for a multi-drive vehicle, comprising a case body 1, a differential 2 connected to the case body 1, two drive shafts 3 connected to the differential 2, power teeth 31 connected to the outer wall of the drive shaft 3, and two power shafts 4 rotatably connected to the case body 1 and matched with the power teeth 31, the power shafts 4 are used to drive the front wheels and rear wheels on one side of the vehicle, and the two power shafts 4 correspond to the two power teeth 31 one by one;

[0048] The differential 2 is connected to the output shaft of the transmission 5 to form a differential between the two drive shafts 3. The power shaft 4 includes a rear drive shaft 41 rotatably connected to the housing 1 and used to drive the rear wheels, a front drive shaft 42 rotatably connected to the housing 1 and used to drive the front wheels, and a power switching device 43 connected between the rear drive shaft 41 and the front drive shaft 42 and connected to the power gear 31. The power switching device 43 is used to put the front drive shaft 42 and the rear drive shaft 41 in a one-way differential state.

[0049] The engine transmits power to the differential 2 through the output shaft of the transmission 5 (only the output shaft of the transmission is shown in the figure). The differential 2 can generate a differential between the two drive shafts 3, thereby ensuring that the vehicle can effectively adapt to different power requirements when driving in a straight line and turning. The two drive shafts 3 are respectively connected to two power gears 31, and the power gears 31 cooperate with the power switching device 43 to transmit power to the two power shafts 4. Each power shaft 4 drives the front and rear wheels on one side of the vehicle respectively, so that the wheels on the left and right sides of the vehicle can operate independently;

[0050] This application is mainly applicable to four-wheel drive vehicles. When the vehicle turns, the outer wheel needs to rotate more than the inner wheel because the driving path of the outer wheel is longer than that of the inner wheel. Through the differential 2 generated between the two drive shafts 3, and the independent drive design of the two power shafts 4, a differential can be formed between the inner and outer wheels of the vehicle, ensuring the flexibility and stability of the vehicle when turning. In addition, the power switching device 43 can achieve a one-way differential between the rear drive shaft 41 and the front drive shaft 42, so that the rotation speed of the front wheel can be greater than the rotation speed of the rear wheel. Normally, the rotation speed of the front wheel is equal to or greater than the rotation speed of the rear wheel. When the vehicle turns, the one-way differential improves the handling performance and safety when turning;

[0051] Compared with the timely four-wheel drive system, the transfer case design of the present application does not need to judge paved roads and unpaved roads, and can adaptively adjust the power distribution, avoiding the driver's operating errors and complicated operating processes; compared with the full-time four-wheel drive system, the transfer case of the present application allows differentials between the front and rear wheels and the left and right wheels, and at the same time, the power distribution is more flexible, and it is no longer a simple equal distribution of front and rear power, which improves off-road capability and adaptability to complex road conditions; in addition, the power switching device 43 of the present application avoids the dependence of the multi-plate clutch on power distribution in the timely four-wheel drive system, reduces the risk of clutch heating and slipping, and improves the reliability and service life of the system.

[0052] It should be noted that the transmission 5 is a prior art, and its function is to adjust the power output by the engine to a suitable speed and torque for use by the subsequent transmission system; the front drive shaft 42 and the rear drive shaft 41 can be connected to the front wheel shaft and the rear wheel shaft respectively through gears, chains or other mechanical transmission structures to achieve stable power output.

[0053] In some embodiments, the transfer case involved in the present application is also suitable for six-wheel drive vehicles, and the rear drive shaft 41 can be connected to the two rear axles of the six-wheel drive vehicle, that is, the rear drive shaft 41 is used to drive the two rear wheels on one side of the six-wheel drive vehicle; the transfer case involved in the present application is also suitable for other multi-wheel drive vehicles.

[0054] refer to Figure 6-9The differential 2 includes a differential case 21, a first gear 22 rotatably connected to the differential case 21, a second gear 23 rotatably connected to the differential case 21 and arranged opposite to the first gear 22, and two third gears 24 connected between the first gear 22 and the second gear 23. The two third gears 24 are respectively located on both sides of the first gear 22, and the third gears 24 are respectively meshed and connected with the first gear 22 and the second gear 23;

[0055] The output shaft of the transmission is connected to the differential case 21, and the two power shafts 4 are respectively a sleeve and a sleeve rod. A sleeve rod is connected to one side of the first gear 22, and a clearance hole is opened in the second gear 23. One end of the sleeve rod away from the first gear 22 passes through the clearance hole, one end of the sleeve is connected to the hole wall of the clearance hole, and the other end extends in the direction away from the first gear 22. The sleeve rod is inserted into the sleeve, one end of the sleeve rod passes through the sleeve, and the end that passes through is rotatably connected to the box body 1, and the two power teeth 31 are respectively connected to the outer wall of the sleeve rod and the outer wall of the sleeve.

[0056] The output shaft of the transmission 5 transmits power to the differential case 21, so that the entire differential case 21 rotates with the output shaft of the transmission 5, and the two third gears 24 rotate accordingly, driving the first gear 22 and the second gear 23 to rotate. This design allows a differential to be formed between the first gear 22 and the second gear 23, thereby ensuring that when the vehicle is turning or in complex road conditions, the left and right wheels can adjust the speed according to the road requirements, thereby improving the vehicle's controllability and stability.

[0057] The sleeve rod is connected to the first gear 22 and rotates synchronously, while the sleeve is connected to the second gear 23 and rotates synchronously. The sleeve rod is inserted into the sleeve, so that the structural layout of the sleeve rod and the sleeve is more compact, saving the internal space of the transfer case. One end of the sleeve rod passes through the far end of the sleeve, and the other end that passes through is rotatably connected to the housing 1 through a bearing, ensuring that the sleeve rod has stable support during high-intensity power output. A bearing can be set between the sleeve rod and the sleeve to make their relative movement smoother.

[0058] In some embodiments, the structures of the first gear 22 and the second gear 23 may be completely the same.

[0059] refer to Figure 10-15 The power switching device 43 includes a first rotating disk 431 connected to the rear drive shaft 41, a second rotating disk 432 connected to the front drive shaft 42, a pusher claw 433 slidably connected to the front drive shaft 42, and a first driving member connected to the housing 1 and used to drive the pusher claw 433 to slide along the length extension direction of the front drive shaft 42. The outer peripheral wall of the first rotating disk 431 is integrally formed with a driving tooth 4311 that matches the power tooth 31. A rotating groove 4312 for embedding the second rotating disk 432 is formed on the side of the first rotating disk 431 away from the rear drive shaft 41. The front drive shaft 42 is rotatably connected to the bottom of the rotating groove 4312, and the central axis of the front drive shaft 42 is collinear with the central axis of the rear drive shaft 41.

[0060] The annular groove wall of the rotating groove 4312 is provided with a plurality of first limiting grooves 4313 along its own circumferential direction, and the outer peripheral wall of the second rotating disk 432 is connected with a plurality of limiting tooth groups 4321 along its own circumferential direction, and the limiting tooth group 4321 includes a first stopping tooth 4321a rotatably connected to the second rotating disk 432 and used to abut against the first side wall 4313a of the first limiting groove 4313, and a second stopping tooth 4321b rotatably connected to the second rotating disk 432 and used to abut against the second side wall 4313b of the first limiting groove 4313, and the first side wall 4313a and the second side wall 4313b are two side walls of the first limiting groove 4313 at relative positions along the circumferential direction of the annular groove wall;

[0061] The first stop tooth 4321a and the second stop tooth 4321b are both connected to a limit spring, so that the first stop tooth 4321a abuts against the first side wall 4313a / the second stop tooth 4321b abuts against the second side wall 4313b, the first stop tooth 4321a is connected to a first stop rod 4321c, and the second stop tooth 4321b is connected to a second stop rod 4321d. The pusher claw 433 includes a claw seat 4331 slidably connected to the front drive shaft 42 and a plurality of claw groups 4331 connected to the claw seat 4331 and used to cooperate with the limit tooth group 4321. 32, the plurality of claw groups 4332 correspond one to one with the plurality of limit tooth groups 4321, the claw group 4332 includes a first lever 4332a connected to the claw seat 4331 and used to push the first stop rod 4321c, so that the first stop tooth 4321a overcomes the elastic force of the limit spring and separates from the first side wall 4313a, the claw group 4332 also includes a second lever 4332b connected to the claw seat 4331 and used to push the second stop rod 4321d, so that the second stop tooth 4321b overcomes the elastic force of the limit spring and separates from the second side wall 4313b.

[0062] The specific working principle of the power switching device 43 is based on the relevant disclosure in the patent document with the authorization announcement number CN221170654U. On this basis, this application further explains how the power switching device 43 cooperates with the forward gear and the reverse gear of the vehicle to achieve a one-way differential through the first driving member.

[0063] When the vehicle is in the forward gear position, the first driving member drives the pusher 433 to slide along the length direction of the front drive shaft 42, and the first lever 4332a on the pusher 433 pushes the first stop lever 4321c to overcome the elastic force of the limit spring, so that the first stop tooth 4321a is disengaged from the first side wall 4313a of the first limit groove 4313, and the second stop tooth 4321b is against the second side wall 4313b. At this time, the first rotating disk 431 and the second rotating disk 432 are in a one-way differential state, that is, when the power tooth 31 drives the first rotating disk 431 to rotate, the first rotating disk 431 further drives the second rotating disk 432 to rotate by abutting against the second stop tooth 4321b. Due to the one-way differential design, the rotation speed of the second rotating disk 432 is allowed to be greater than the rotation speed of the first rotating disk 431 in the direction away from the second side wall 4313b, thereby achieving a one-way differential effect in which the front wheel rotation speed is greater than the rear wheel rotation speed.

[0064] Similarly, when the vehicle is in the reverse gear, the first driving member drives the pawl 433 to slide again, and moves the second lever 4332b to make the second stop tooth 4321b disengage from the second side wall 4313b, and at the same time the first stop tooth 4321a abuts against the first side wall 4313a. At this time, the rotation speed of the second rotating disk 432 is allowed to be greater than the rotation speed of the first rotating disk 431 in the direction away from the first side wall 4313a, and the one-way differential effect of the front wheel rotation speed being greater than the rear wheel rotation speed is still maintained.

[0065] It should be noted that the naming of the technical features of the relevant structures of the present application is different from that of the corresponding structures in the above-mentioned patent documents, but their structural features and working principles are the same, that is, technical personnel in this field can know the working principle of the power switching device 43 in the present application by reading the above-mentioned patent documents.

[0066] In some embodiments, the first driving member may also cooperate with the neutral gear of the vehicle so that the first stopping tooth 4321a disengages from the first side wall 4313a while the second stopping tooth 4321b also disengages from the second side wall 4313b.

[0067] In some other embodiments, the first driving member may be a second electric cylinder, which is synchronized with the forward gear, neutral gear and reverse gear of the vehicle and may be controlled by a vehicle computer.

[0068] The rear drive shaft 41 is connected with a plurality of first limit strips 421 along its circumferential direction. The length extension direction of the first limit strips 421 is parallel to the central axis of the rear drive shaft 41. The claw seat 4331 is provided with a plurality of second limit grooves matching the first limit strips 421. The plurality of first limit strips 421 and the plurality of second limit grooves correspond one to one.

[0069] When the first driving member drives the claw seat 4331 to slide along the length direction of the rear drive shaft 41, the cooperation between the first limiting strip 421 and the second limiting groove limits the rotation of the claw seat 4331 along the circumferential direction of the rear drive shaft 41, thereby ensuring that the claw group 4332 and the limiting tooth group 4321 always maintain an accurate position cooperation relationship.

[0070] refer to Figure 16-17 The housing 1 is connected to a steering gear set 6, which includes a steering rod 63 rotatably connected to the housing 1, a first rotating gear 61 connected to the steering rod 63 and meshing with a driving tooth 4311 of any one of the two power shafts 4, and a second rotating gear 62 connected to the steering rod 63 and used to mesh with a power tooth 31 connected to the sleeve. The housing 1 is connected to a second driving member 7 for driving the power tooth 31 of the sleeve to slide along the length extension direction of the sleeve so that the power tooth 31 of the sleeve meshes with the second rotating gear 62 or the driving tooth 4311 of the power shaft 4, and the differential 2 is connected to a differential lock for locking the two third gears 24.

[0071] When the four-wheel drive vehicle needs to turn around on the spot, the second driving member 7 drives the power teeth 31 on the sleeve to slide along the length extension direction of the sleeve, so that the power teeth 31 are disengaged from the driving teeth 4311 of the power shaft 4 and mesh with the second rotating gear 62. The power teeth 31 drive the second rotating gear 62 to rotate, and the second rotating gear 62 further drives the driving teeth 4311 on the power shaft 4 to rotate through the first rotating gear 61 coaxially connected thereto, so that the driving teeth 4311 rotate in the opposite direction. In this way, the power teeth 31 on the sleeve and the power teeth 31 on the sleeve rod can drive the corresponding power shaft 4 to rotate in opposite directions respectively;

[0072] The two third gears 24 in the differential 2 are locked by the differential lock, thereby forcing the first gear 22 and the second gear 23 to rotate at the same speed. Since the driving directions of the two power shafts 4 are opposite, the wheels on both sides of the vehicle rotate in opposite directions, so that the vehicle can turn around on the spot. This design solves the technical problem of the inability to turn around on the spot in the traditional four-wheel drive system, and improves the maneuverability and controllability of the vehicle in a small space or complex terrain.

[0073] It should be noted that the differential lock is an existing technology. For example, the differential lock can be a mechanical differential lock, an electronically controlled differential lock, a hydraulic differential lock, etc.

[0074] The second driving member 7 includes a first electric cylinder 71 connected to the box body 1 and a shift plate 72 connected to the output shaft of the first electric cylinder 71. The shift plate 72 is provided with a shift groove for embedding the power tooth 31. The shift groove and the power tooth 31 are clearance-matched. The sleeve is connected with a plurality of second limit strips 32 along its circumferential direction. The length extension direction of the second limit strip 32 is parallel to the central axis of the sleeve. The power tooth 31 sleeved on the sleeve is provided with a plurality of third limit grooves matching the second limit strips 32. The plurality of second limit strips 32 and the plurality of third limit grooves correspond one to one.

[0075] The first electric cylinder 71 drives the paddle plate 72 to move back and forth, and is used to push the power tooth 31 to slide along the length extension direction of the sleeve. The paddle groove on the paddle plate 72 is matched with the power tooth 31 in a clearance, and the paddle groove does not affect the normal rotation of the power tooth 31. In order to ensure the stability of the power tooth 31 during sliding, the sleeve is connected with a plurality of second limit bars 32 along its own circumferential direction, and the power tooth 31 is provided with a third limit groove that cooperates with the second limit bar 32. The plurality of second limit bars 32 and the third limit groove correspond one to one. Through this matching relationship, the sliding direction of the power tooth 31 is limited, and it is prevented from being offset along the circumferential direction of the sleeve during sliding.

[0076] In some embodiments, the paddle 72 may also be pushed by a cylinder.

[0077] The first driving member is a second electric cylinder.

[0078] In some embodiments, the first driving member may also be a cylinder.

[0079] High and low speed planetary gears are connected between the differential 2 and the output shaft of the transmission 5. The high and low speed planetary gears can amplify the torque.

[0080] The output shaft, sleeve rod, power shaft 4 and steering rod 63 of the transmission 5 are all connected to the housing 1 through bearing supports.

[0081] The present application also discloses a multi-drive vehicle, comprising the transfer case suitable for the multi-drive vehicle as described above.

[0082] The technical features of the above embodiments may be arbitrarily combined (as long as there is no contradiction in the combination of these technical features). To make the description concise, not all possible combinations of the technical features in the above embodiments are described; these embodiments that are not explicitly written should also be considered to be within the scope of this specification.

[0083] The above is a relatively specific and detailed description of the present application through general description and specific embodiments. It should be understood that, based on the technical concept of the present application, several conventional adjustments or further innovations can be made to these specific embodiments; however, as long as they do not deviate from the technical concept of the present application, the technical solutions obtained by these conventional adjustments or further innovations also fall within the scope of protection of the claims of the present application.

Claims

1. A transfer case suitable for a multi-drive vehicle, characterized in that: It includes a housing, a differential connected to the housing, two drive shafts connected to the differential, power teeth connected to the outer walls of the drive shafts, and two power shafts rotatably connected to the housing and matched with the power teeth, the power shafts are used to drive the front wheels and rear wheels on one side of the vehicle, and the two power shafts correspond to the two power teeth one by one; The differential is connected to the output shaft of the transmission to form a differential between the two drive shafts. The power shaft includes a rear drive shaft rotatably connected to the case and used to drive the rear wheels, a front drive shaft rotatably connected to the case and used to drive the front wheels, and a power switching device connected between the rear drive shaft and the front drive shaft and connected to the power teeth. The power switching device is used to put the front drive shaft and the rear drive shaft in a one-way differential state.

2. The transfer case according to claim 1, characterized in that: The differential includes a differential case, a first gear rotatably connected to the differential case, a second gear rotatably connected to the differential case and arranged opposite to the first gear, and two third gears connected between the first gear and the second gear, the two third gears are respectively located on both sides of the first gear, and the third gears are respectively meshed and connected with the first gear and the second gear; The output shaft of the transmission is connected to the differential case, the two power shafts are respectively a sleeve and a sleeve rod, a sleeve rod is connected to one side of the first gear, a clearance hole is opened in the second gear, one end of the sleeve rod away from the first gear passes through the clearance hole, one end of the sleeve is connected to the hole wall of the clearance hole, and the other end extends in the direction away from the first gear, the sleeve rod is inserted into the sleeve, one end of the sleeve rod passes through the sleeve, and the other end that passes through is rotatably connected to the case, and the two power teeth are respectively connected to the outer wall of the sleeve rod and the outer wall of the sleeve.

3. The transfer case according to claim 1, characterized in that: The power switching device comprises a first rotating disk connected to the rear drive shaft, a second rotating disk connected to the front drive shaft, a pusher dog slidably connected to the front drive shaft, and a first driving member connected to the box body and used to drive the pusher dog to slide along the length extension direction of the front drive shaft, the outer peripheral wall of the first rotating disk is integrally formed with a driving tooth matching the power tooth, a rotating groove for embedding the second rotating disk is formed on a side of the first rotating disk away from the rear drive shaft, the front drive shaft is rotatably connected to the groove bottom of the rotating groove, and the central axis of the front drive shaft is collinear with the central axis of the rear drive shaft; The annular groove wall of the rotating groove is provided with a plurality of first limiting grooves along its own circumferential direction, the outer peripheral wall of the second rotating disk is connected with a plurality of limiting tooth groups along its own circumferential direction, the limiting tooth groups include a first stop tooth rotatably connected to the second rotating disk and used to abut against a first side wall of the first limiting groove, and a second stop tooth rotatably connected to the second rotating disk and used to abut against a second side wall of the first limiting groove, the first side wall and the second side wall being two side walls of the first limiting groove at relative positions along the circumferential direction of the annular groove wall; The first stop tooth and the second stop tooth are both connected to a limit spring so that the first stop tooth abuts against the first side wall / the second stop tooth abuts against the second side wall, the first stop tooth is connected to a first stop rod, and the second stop tooth is connected to a second stop rod, the pusher claw includes a claw seat slidably connected to the front drive shaft and a plurality of claw groups connected to the claw seat and used to cooperate with the limit tooth group, and the plurality of claw groups correspond one to one with the plurality of limit tooth groups, the claw group includes a first push rod connected to the claw seat and used to push the first stop rod so that the first stop tooth overcomes the elastic force of the limit spring and detaches from the first side wall, and the claw group also includes a second push rod connected to the claw seat and used to push the second stop rod so that the second stop tooth overcomes the elastic force of the limit spring and detaches from the second side wall.

4. The transfer case according to claim 3, characterized in that: The rear drive shaft is connected with a plurality of first limit strips along its circumferential direction, and the length extension direction of the first limit strips is parallel to the central axis of the rear drive shaft. The claw seat is provided with a plurality of second limit grooves matching the first limit strips, and the plurality of first limit strips and the plurality of second limit grooves correspond one to one.

5. The transfer case according to claim 2, characterized in that: The housing is connected to a steering gear set, which includes a steering rod rotatably connected to the housing, a first rotating gear connected to the steering rod and meshing with a driving tooth of any one of the two power shafts, and a second rotating gear connected to the steering rod and used to mesh with a power tooth connected to the sleeve. The housing is connected to a second driving member used to drive the power tooth of the sleeve to slide along the length extension direction of the sleeve so that the power tooth of the sleeve meshes with the second rotating gear or the driving tooth of the power shaft, and the differential is connected to a differential lock used to lock the two third gears.

6. The transfer case according to claim 5, characterized in that: The second driving member includes a first electric cylinder connected to the box body and a shift plate connected to the output shaft of the first electric cylinder, the shift plate is provided with a shift groove for embedding the power tooth, the shift groove is matched with the power tooth clearance, the sleeve is connected with a plurality of second limit strips along its circumferential direction, the length extension direction of the second limit strip is parallel to the central axis of the sleeve, the power tooth sleeved on the sleeve is provided with a plurality of third limit strips matching the second limit strips, and the plurality of second limit strips and the plurality of third limit strips correspond one to one.

7. The transfer case according to claim 3, characterized in that: The first driving member is a second electric cylinder.

8. The transfer case according to claim 1, characterized in that: High and low speed planetary gears are connected between the differential and the output shaft of the transmission.

9. A multi-drive vehicle, characterized in that: A transfer case suitable for a multi-drive vehicle comprising the transfer case described in any one of claims 1 to 8.

Images