Transfer case suitable for engineering vehicle

Abstract

The utility model relates to the technical field of engineering vehicles, in particular to a transfer case suitable for engineering vehicles, which comprises a transfer case, a front axle drive interface and a rear axle drive interface are arranged at two ends of the transfer case, a motor input interface is arranged at one end of the transfer case close to the rear axle drive interface, and the rear axle drive interface and the motor input interface are coaxially arranged. A lower side suspension fixing connector and an upper side suspension fixing connector are installed on the two sides of the transfer case respectively. The transfer case suitable for the engineering vehicle is simple and clear in design, an unnecessary complex structure is removed, the overall size is more compact, and the weight is greatly reduced. Therefore, the overall burden of the vehicle is reduced, the trafficability and the driving performance of the vehicle are improved, and the service life of the vehicle is prolonged. By adopting the rear axle driving interface and the motor input interface which are coaxially arranged and adopting an inner spline transmission connection mode of an involute spline, the transfer case disclosed by the utility model realizes more efficient and stable power transmission.

Description

TECHNICAL FIELD

[0001] The utility model relates to engineering vehicle technical field, concretely relates to a transfer case suitable for engineering vehicle. BACKGROUND

[0002] In the field of engineering vehicles, the transfer case is a key component for power distribution and transmission, and its performance and structure directly affect the driving performance, passability and reliability of the vehicle. Traditional engineering vehicle transfer cases often adopt complex structural designs to meet the power distribution needs of the vehicle under complex working conditions. However, these complex structures often result in a large volume and heavy weight of the transfer case, which not only increases the overall burden of the vehicle, but also may cause failure under harsh working conditions, affecting the normal operation of the vehicle.

[0003] In addition, traditional transfer cases often have low transmission efficiency and large energy loss during power transmission. Especially when frequent driving mode switching or complex road conditions are required, the response speed and transmission efficiency of the transfer case directly affect the fuel economy and power performance of the vehicle. Therefore, how to improve the transmission efficiency of the transfer case and reduce energy loss has become an important issue in the design of engineering vehicle transfer cases.

[0004] In addition, with the continuous development of electric technology, electric engineering vehicles have gradually become the mainstream of the market. Electric engineering vehicles have higher requirements for the structure and performance of the transfer case, not only requiring efficient power distribution and transmission, but also requiring good matching and integration with the electric drive system. However, existing transfer case designs often cannot be directly applied to electric engineering vehicles, and there are problems such as incompatible motor interfaces and inconvenient installation. UTILITY MODEL CONTENTS

[0005] The utility model aims to provide a transfer case suitable for engineering vehicles to solve the problem of low transmission efficiency and large energy loss of traditional transfer cases during power transmission as mentioned in the background. Especially when frequent driving mode switching or complex road conditions are required, the response speed and transmission efficiency of the transfer case directly affect the fuel economy and power performance of the vehicle.

[0006] To achieve the above-mentioned purpose, the utility model provides a transfer case suitable for engineering vehicles, which comprises a transfer case, the transfer case is provided with a front axle drive interface and a rear axle drive interface at both ends, a motor input interface is arranged at one end of the transfer case close to the rear axle drive interface, the rear axle drive interface and the motor input interface are coaxially arranged, a lower side suspension fixing interface and an upper side suspension fixing interface are respectively installed on both sides of the transfer case, and the transfer case is connected with a motor shell through a motor input flange.

[0007] As preferred, the transfer case is arranged in the middle of the vehicle's chassis and is mounted on the chassis through a lower suspension fixing interface and an upper suspension fixing interface.

[0008] As preferred, the front axle driving interface is 240mm away from the center of the rear axle driving interface.

[0009] As preferred, the motor input interface is connected with the output shaft of the motor through internal spline and external spline transmission, and the internal spline is involute spline.

[0010] As preferred, the transfer case is provided with an oil filling hole and an oil draining hole on the outside, and a maintenance cover is mounted on one side of the transfer case, and the maintenance cover is provided with a vent hole.

[0011] As preferred, a transmission gear is mounted on the motor input shaft inside the transfer case, a transition shaft is mounted in the middle of the transfer case, a transition gear is mounted on the transition shaft, and a driving shaft is mounted near the rear axle driving interface and the front axle driving interface in the transfer case.

[0012] As preferred, the driving shaft in the rear axle driving interface is directly coaxially connected with the output shaft of the motor, a transmission gear is mounted on the driving shaft in the front axle driving interface, and the transition gears on the transition shaft are respectively engaged with the two transmission gears.

[0013] As preferred, the front axle driving interface and the rear axle driving interface are connected with the front axle and the rear axle of the vehicle through flange structures.

[0014] Compared with the prior art, the utility model has the advantages of:

[0015] In the transfer case suitable for engineering vehicles, the transfer case of the utility model is simple and clear in design, unnecessary complex structures are removed, the overall volume is more compact, and the weight is greatly reduced.

[0016] By adopting the coaxially arranged rear axle driving interface and motor input interface and the involute spline internal spline transmission connection mode, the transfer case of the utility model realizes more efficient and stable power transmission.

[0017] In view of the needs of electric engineering vehicles, the transfer case of the utility model is specially designed with a motor input flange, realizes good matching and integration with the electric drive system. At the same time, the design of the motor interface also considers the convenience of installation, so that the transfer case can easily adapt to different models of electric engineering vehicles.

[0018] The oil filling hole and the oil discharging hole arranged outside the transfer case, and the maintenance cover and the air vent hole mounted on one side provide great convenience for daily maintenance and repair, which not only reduces the maintenance cost, but also improves the reliability and use efficiency of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0019] Fig. 1 It is a whole structure schematic view of the utility model;

[0020] Fig. 2 It is a whole structure schematic view of the utility model;

[0021] Fig. 3 It is a whole structure schematic view of the utility model;

[0022] The meanings of the various reference signs in the drawings are as follows:

[0023] 1, transfer case; 11, motor input interface; 12, motor input flange; 13, lower side suspension fixed interface; 14, upper side suspension fixed interface; 15, oil filling hole; 16, oil discharging hole; 17, maintenance cover; 171, air vent hole; 2, inner spline; 3, transition shaft; 4, rear axle drive interface; 5, front axle drive interface. DETAILED DESCRIPTION

[0024] The technical solutions in the embodiments of the utility model will be clearly and completely described below with reference to the drawings in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, rather than all the embodiments. Based on the embodiments in the utility model, all the other embodiments obtained by those skilled in the art without creative labor fall within the protection scope of the utility model.

[0025] The utility model provides a kind of transfer case suitable for engineering vehicle, such as Figs. 1-3As shown, the power distribution box 1 is provided with a front axle drive interface 5 and a rear axle drive interface 4 at both ends, a motor input interface 11 is arranged at one end of the power distribution box 1 close to the rear axle drive interface 4, the rear axle drive interface 4 and the motor input interface 11 are coaxially arranged, a lower side suspension fixing interface 13 and an upper side suspension fixing interface 14 are respectively arranged at both sides of the power distribution box 1, and the power distribution box 1 is connected with a motor shell through a motor input flange 12. First, the front axle drive interface and the rear axle drive interface arranged at both ends of the power distribution box enable efficient transmission of power to the front axle and the rear axle of the vehicle, meeting the power distribution requirements of the engineering vehicle under complex working conditions. Second, the motor input interface arranged at one end of the power distribution box close to the rear axle drive interface and the coaxial design of the rear axle drive interface not only simplify the power transmission path, reduce energy loss, but also improve the stability and reliability of transmission. In addition, the lower side suspension fixing interface and the upper side suspension fixing interface arranged at both sides of the power distribution box provide stable support for the installation of the power distribution box on the vehicle beam, ensuring the stability and safety of the power distribution box during vehicle operation. Finally, the connection of the power distribution box with the motor shell through the motor input flange realizes seamless connection with the electric drive system, improves the electric adaptability, and provides an efficient and reliable power distribution solution for electric engineering vehicles. These designs collectively improve the power performance, passability and reliability of the engineering vehicle, and provide strong support for the optimization and upgrading of the engineering vehicle.

[0026] In this embodiment, the power distribution box 1 is arranged in the middle of the vehicle beam, and the power distribution box 1 is installed on the beam through the lower side suspension fixing interface 13 and the upper side suspension fixing interface 14. This layout and installation mode ensures the stability and balance of the power distribution box during vehicle operation, effectively reduces damage and failure caused by vibration and bumping, and improves the reliability and durability of the power distribution box and the entire vehicle system.

[0027] Specifically, the center distance between the front axle drive interface 5 and the rear axle drive interface 4 is 240 mm. This design not only meets the specific requirements of vehicle power distribution and transmission, but also optimizes the overall layout and weight distribution of the vehicle, which helps to improve the controllability and stability of the vehicle.

[0028] Further, the motor input interface 11 is in transmission connection with the output shaft external spline of the motor through an internal spline 2, and the internal spline 2 is a involute spline. This connection mode not only has large torque transmission and high efficiency, but also has self-centering effect, which can effectively reduce vibration and noise caused by installation error, and improve the stability and reliability of power transmission.

[0029] Further, the outer side of the transfer case 1 is provided with an oil filling hole 15 and an oil draining hole 16, and a maintenance cover 17 is installed on one side of the transfer case 1, and the maintenance cover 17 is provided with a vent hole 171. This greatly facilitates the daily maintenance and repair of the transfer case. Users can easily add and drain oil, and check and replace internal parts, reducing maintenance costs and improving vehicle availability and maintenance efficiency.

[0030] Further, the inside of the transfer case 1 is provided with a transmission gear on the motor input shaft, and a transition shaft 3 is installed in the middle of the transfer case 1, and a transition gear is installed on the transition shaft 3. A drive shaft is installed in the transfer case 1 near the rear axle drive interface 4 and the front axle drive interface 5. This compact structure has high transmission efficiency and can ensure smooth and efficient power distribution and transmission between the front and rear axles.

[0031] Further, the drive shaft in the rear axle drive interface 4 is directly coaxially connected with the output shaft of the motor, and the drive shaft in the front axle drive interface 5 is provided with a transmission gear, and the transition gears on the transition shaft 3 are respectively engaged with the two transmission gears. This connection method simplifies the transmission path, reduces energy loss and wear of transmission parts, and improves the directness and efficiency of power transmission.

[0032] Further, the front axle drive interface 5 and the rear axle drive interface 4 are connected with the front axle and the rear axle of the vehicle through a flange structure. This connection method not only has firm connection and large torque transmission, but also is convenient to install and disassemble, improves the assembly efficiency and maintenance convenience of the vehicle. At the same time, the flange structure can effectively isolate vibration and noise, improve the riding comfort and driving stability of the vehicle.

[0033] The transfer case suitable for engineering vehicles in the utility model is used, first of all, the motor is connected in transmission with the inner spline 2 of the motor input interface 11 on the transfer case through the outer spline of the output shaft of the motor. Since the inner spline 2 is a involute spline, this connection method ensures large torque transmission, high efficiency and self-centering effect, and reduces vibration and noise caused by installation error.

[0034] The power input by the motor is first transmitted to the motor input shaft in the transfer case, and a transmission gear is installed on the shaft. A transition gear is installed on the transition shaft 3 in the middle of the transfer case, and the transition gear is engaged with the transmission gear on the motor input shaft and the transmission gear on the drive shaft in the front axle drive interface 5. When the motor starts, the output shaft drives the motor input shaft to rotate, and then the power is distributed to the front axle drive interface 5 and the rear axle drive interface 4 through the transmission gear and the transition gear. The drive shaft in the rear axle drive interface 4 is directly coaxially connected with the output shaft of the motor, so that the power can be directly and efficiently transmitted to the rear axle. The front axle drive interface 5 receives power through the engagement of the transition gear on the transition shaft 3 and the transmission gear on the motor input shaft, and transmits the power to the front axle.

[0035] The transfer case 1 is stably mounted in the middle of the vehicle beam through the lower suspension fixing interface 13 and the upper suspension fixing interface 14. This layout and mounting method ensures the stability and balance of the transfer case during vehicle operation.

[0036] The outer side of the transfer case 1 is provided with an oil filling hole 15 and an oil drain hole 16, which facilitates the user to add and discharge oil. The side of the transfer case 1 is provided with an inspection cover 17, and the inspection cover 17 is provided with a vent hole 171, which facilitates the user to check and maintain the inside of the transfer case.

[0037] The front axle driving interface 5 and the rear axle driving interface 4 are connected with the front axle and the rear axle of the vehicle through the flange structure. This connection method not only has firm connection and large torque transmission, but also is convenient for installation and disassembly. When the power in the transfer case is transmitted to the front axle and the rear axle through the driving shaft, the flange structure ensures the smooth transmission of the power, effectively isolates the vibration and noise, and improves the ride comfort and driving stability of the vehicle.

[0038] The basic principle, main features and advantages of the present application are shown and described above. It should be understood by those skilled in the art that the present application is not limited by the above embodiments, and the above embodiments and descriptions in the specification are only preferred examples of the present application and do not limit the present application. Without departing from the spirit and scope of the present application, various changes and improvements can be made to the present application, and these changes and improvements all fall within the scope of the present application. The scope of protection of the present application is defined by the appended claims and their equivalents.

Claims

1. A transfer case suitable for engineering vehicles, comprising a transfer case (1), characterized in that: The transfer case (1) is provided with a front axle drive interface (5) and a rear axle drive interface (4) at both ends. The transfer case (1) is provided with a motor input interface (11) at the end near the rear axle drive interface (4). The rear axle drive interface (4) and the motor input interface (11) are coaxially arranged. The transfer case (1) is provided with a lower suspension fixing interface (13) and an upper suspension fixing interface (14) on both sides respectively. The transfer case (1) is connected to the motor housing through a motor input flange (12).

2. The transfer case for engineering vehicles according to claim 1, characterized in that: The transfer case (1) is located in the middle of the vehicle beam and is mounted on the beam via a lower suspension fixing interface (13) and an upper suspension fixing interface (14).

3. The transfer case for engineering vehicles according to claim 1, characterized in that: The center distance between the front axle drive interface (5) and the rear axle drive interface (4) is 240mm.

4. The transfer case for engineering vehicles according to claim 1, characterized in that: The motor input interface (11) is connected to the external spline of the motor output shaft via an internal spline (2), and the internal spline (2) is an involute spline.

5. The transfer case for engineering vehicles according to claim 1, characterized in that: The transfer case (1) is provided with an oil filling hole (15) and an oil drain hole (16) on its outer side. A maintenance cover (17) is installed on one side of the transfer case (1), and a vent hole (171) is provided on the maintenance cover (17).

6. The transfer case for engineering vehicles according to claim 1, characterized in that: The transfer case (1) has a transmission gear mounted on the motor input shaft inside. A transition shaft (3) is mounted in the middle of the transfer case (1), and a transition gear is mounted on the transition shaft (3). A drive shaft is mounted inside the transfer case (1) near the rear axle drive interface (4) and the front axle drive interface (5).

7. The transfer case for engineering vehicles according to claim 6, characterized in that: The drive shaft in the rear axle drive interface (4) is directly coaxially connected to the output shaft of the motor. The drive shaft in the front axle drive interface (5) is equipped with a transmission gear. The transition gear on the transition shaft (3) meshes with two transmission gears on both sides respectively.

8. The transfer case for engineering vehicles according to claim 1, characterized in that: The front axle drive interface (5) and the rear axle drive interface (4) are both connected to the front and rear axles of the vehicle via flange structures.

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