Gear shifting transfer case

Abstract

The gear shifting transfer case comprises a rear axle transfer assembly and a front axle transfer assembly, the rear axle transfer assembly comprises a first transmission shaft and a second transmission shaft, a first sliding sleeve is connected between the opposite ends of the first transmission shaft and the second transmission shaft, and a first electric control unit is connected to the first sliding sleeve. The first transmission shaft is connected with power input equipment, and the second transmission shaft is connected with rear axle power equipment. The front axle transfer assembly comprises a third transmission shaft and a fourth transmission shaft, a second sliding sleeve is connected between the opposite ends of the third transmission shaft and the fourth transmission shaft, a second electric control unit is connected to the second sliding sleeve, a transmission piece is connected between the third transmission shaft and the first transmission shaft, and front axle power equipment is connected to the fourth transmission shaft. Front and rear axle driving of the new energy automobile is rapidly achieved by controlling the first electric control unit and the second electric control unit, an air source does not need to be arranged, the occupied installation space is small, the arrangement difficulty is lowered, and a certain installation space is released for installation of a battery or a motor.

Description

TECHNICAL FIELD

[0001] The utility model belongs to the technical field of automobile parts, specifically belongs to a gear shift transfer case. BACKGROUND

[0002] In the field of commercial vehicles, the transfer case as the core component of the power distribution system, the adaptability of its gear shifting technology directly affects the power, fuel economy and reliability of the vehicle, the traditional commercial vehicle transfer case generally adopts pneumatic gear shifting mode, mainly relying on compressed air as a power source, through the cylinder piston to push the gear shifting fork to realize gear shifting, this technology has the advantages of simple structure, rapid response and strong anti-pollution ability, especially in complex working conditions, it shows high reliability, and becomes the mainstream choice in the industry. However, with the technical iteration of new energy commercial vehicles, this mature scheme faces a revolutionary challenge.

[0003] New energy commercial vehicles take motor driving as the core, and there is an essential difference between its power system architecture and traditional fuel vehicles, the motor system naturally lacks air source device, if the pneumatic gear shifting technology route is continued, auxiliary equipment such as air compressor and air tank must be additionally installed, which not only increases the weight of the whole vehicle (about 80-120 kg), but also occupies the limited chassis space, and also brings additional energy loss (the power consumption of air compressor is about 3-5% of the output power of motor), more importantly, the addition of air source system will break the integrated design advantage of motor driving system, increase potential fault points such as air leakage and pipeline aging, and reduce system reliability. UTILITARY MODEL CONTENTS

[0004] In order to solve the problem that the existing pneumatic gear shifting mode is not suitable for new energy vehicles, and needs to be installed with air source device, which increases the arrangement difficulty and occupies the battery or motor installation space, the utility model provides a gear shift transfer case.

[0005] In order to achieve the above purpose, the utility model provides the following technical scheme:

[0006] The utility model provides a kind of gear shift transfer case, including rear axle transfer assembly and front axle transfer assembly;

[0007] The rear axle transfer assembly includes first transmission shaft and second transmission shaft, first transmission shaft and the second transmission shaft are connected with first sliding sleeve between opposite end heads, first sliding sleeve is connected with first electric control unit, the first transmission shaft is connected with power input device on one end away from the second transmission shaft, and the second transmission shaft is connected with rear axle power device on one end away from the first transmission shaft;

[0008] The front axle split assembly comprises a third transmission shaft and a fourth transmission shaft, a second sliding sleeve is connected between opposite ends of the third transmission shaft and the fourth transmission shaft, a second electric control unit is connected to the second sliding sleeve, a transmission member is connected between the third transmission shaft and the first transmission shaft, and a front axle power device is connected to an end of the fourth transmission shaft away from the third transmission shaft.

[0009] Preferably, the first electric control unit comprises a first electric control motor, a first screw rod is connected to an output shaft of the first electric control motor, a first nut is rotatably arranged on the first screw rod, a first yoke is connected to the first nut, a second yoke is connected to the first yoke, and the second yoke is connected to the first sliding sleeve.

[0010] Preferably, the second electric control unit comprises a second electric control motor, a second screw rod is connected to an output shaft of the second electric control motor, a second nut is rotatably arranged on the second screw rod, a third yoke is connected to the second nut, a fourth yoke is connected to the third yoke, and the fourth yoke is connected to the second sliding sleeve.

[0011] Preferably, an input flange is connected to an end of the first transmission shaft away from the second transmission shaft, the input flange is connected to the power input device, a rear axle flange is connected to an end of the first transmission shaft away from the second transmission shaft, and the rear axle flange is connected to the rear axle power device.

[0012] A front axle flange is connected to an end of the fourth transmission shaft away from the third transmission shaft, and the front axle flange is connected to the front axle power device.

[0013] Preferably, the transmission member comprises a fifth transmission shaft, and an intermediate gear is arranged on the fifth transmission shaft.

[0014] A first gear is arranged on the first transmission shaft, a second gear is arranged on the third transmission shaft, and the intermediate gear is meshed with the first gear and the second gear, respectively.

[0015] Preferably, involute internal splines are arranged on inner walls of the first sliding sleeve and the second sliding sleeve.

[0016] The involute internal spline has a dedendum circle diameter ranging from φ40.400mm to φ40.500mm, a addendum circle diameter ranging from φ36.500mm to φ36.650mm, and an arc tooth groove width ranging from 3.905mm to 3.965mm.

[0017] Preferably, the outer wall of the first transmission shaft, the second transmission shaft, the third transmission shaft and the fourth transmission shaft is provided with a involute outer spline matched with the involute inner spline.

[0018] Preferably, the addendum circle diameter of the involute outer spline ranges from phi 39.370mm to phi 39.624mm, the root circle diameter of the involute outer spline ranges from phi 34.036mm to phi 36.348mm, and the addendum thickness of the involute outer spline ranges from 3.780mm to 3.805mm.

[0019] Preferably, the involute outer spline and the involute outer spline are both 15 teeth.

[0020] Compared with the prior art, the utility model has the following beneficial technical effects:

[0021] The utility model discloses a gear shift transfer case, the rear axle transfer assembly adopts double transmission shaft nested sliding sleeve structure in the device, and the accurate control of power input is realized in cooperation with the electronic control unit, and the auxiliary equipment such as air compressor, air receiver is saved, the whole vehicle quality is reduced, the chassis space released can optimize battery pack layout, and energy density and endurance performance are significantly improved, the front axle transfer assembly is linked through transmission part and the first transmission shaft, and the second electronic control unit independently controls the front axle power distribution, forms the modular double electronic control architecture, guarantees power distribution efficiency and reduces system coupling degree, and the front axle torque dynamic adjustment can be realized under complex working conditions, and vehicle passability and control stability are improved.

[0022] Further, the first electronic control unit in the rear axle transfer assembly of the device integrates high-speed response motor, when driving the first screw rod to rotate, the first nut is accurately displaced along the axial direction, the first sliding sleeve is pushed to move smoothly at the end of transmission shaft through the double shift yoke linkage mechanism, and the nanometer level control precision of gear shifting is realized, the front axle transfer assembly adopts the second electronic control unit of same principle, converts rotary motion into linear motion through screw nut pair, amplifies stroke through multi-stage shift yoke, drives the second sliding sleeve to complete power on-off, and forms full electronic control closed loop control system. The air source device and its attached pipeline are completely eliminated, the whole vehicle quality is reduced, the chassis space utilization is improved, and structural basis is provided for battery expansion or motor heat dissipation system optimization.

[0023] Still further, the transmission part adopts three-stage gear meshing transmission structure, the accurate confluence and distribution of power flow are realized through the intermediate gear, the high-strength intermediate gear carried by the fifth transmission shaft is in contact with the first gear of the first transmission shaft and the second gear of the third transmission shaft simultaneously, a closed gear transmission chain is formed, torque transmission efficiency is improved, power distribution path is shortened, and vehicle acceleration performance and climbing ability are effectively enhanced.

[0024] Further, the sliding sleeve and the transmission shaft are in high-precision involute spline engagement in the device, the involute inner spline tooth root circle diameter φ40.400mm-φ40.500mm and the involute outer spline tooth crest circle diameter φ39.370mm-φ39.624mm form a radial clearance of 0.03mm-0.13mm, while ensuring the convenience of assembly, reducing the impact wear under cold start and high load working conditions, the arc tooth groove width 3.905mm-3.965mm and the arc tooth thickness 3.780mm-3.805mm are precisely matched, forming a floating allowance of 0.125mm-0.165mm in the axial direction, which not only ensures the stability of dynamic engagement, but also realizes the micro-displacement compensation function, and reduces the impact load of gear shifting. BRIEF DESCRIPTION OF DRAWINGS

[0025] Figure 1 A shaft measurement schematic diagram of a gear shift transfer case is provided for the utility model;

[0026] Figure 2 An internal structure connection schematic diagram of a gear shift transfer case is provided for the utility model;

[0027] Figure 3 A partial sectional view of a gear shift transfer case is provided for the utility model;

[0028] Figure 4 A cross-sectional view of a gear shift transfer case is provided for the utility model;

[0029] In the drawings: 1, input flange plate; 2, first transmission shaft; 3, first sliding sleeve; 4, second transmission shaft; 5, rear axle flange plate; 6, intermediate gear; 7, third transmission shaft; 8, second sliding sleeve; 9, fourth transmission shaft; 10, front axle flange plate; 11, first electric control unit; 12, second shift fork; 13, fourth shift fork; 14, second electric control unit; 15, second housing; 16, first housing; 17, first shift fork; 18, third shift fork. DETAILED DESCRIPTION

[0030] Hereinafter, only certain exemplary embodiments are simply described. As those skilled in the art can recognize, the described embodiments can be modified in various different ways without departing from the spirit or scope of the utility model. Therefore, the drawings and the description are considered to be essentially exemplary rather than limiting.

[0031] In the description of the utility model, it is necessary to understand that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" is the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, which is only for the convenience of describing the utility model and simplifying the description, and therefore cannot be understood as limiting the utility model.

[0032] In addition, the terms "first" and "second" are only for the purpose of description, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined with "first" and "second" can explicitly or implicitly include one or more of the features. In the description of the utility model, the meaning of "multiple" is two or more than two, unless otherwise specifically limited.

[0033] In the utility model, unless otherwise specifically defined and limited, the terms "mounting", "connection", "connection", "fixing" and the like should be understood in a broad sense, for example, it can be fixedly connected, or it can be detachably connected, or it can be integrated; it can be mechanically connected, or it can be electrically connected, or it can be communicated; it can be directly connected, or it can be indirectly connected through an intermediate medium, or it can be the communication or interaction relationship between two elements. For ordinary skilled persons in the art, the specific meaning of the above terms in the utility model can be understood according to the specific situation.

[0034] In the utility model, unless otherwise specifically defined and limited, the "upper" or "lower" of the first feature to the second feature can include that the first and second features are in direct contact, or the first and second features are not in direct contact but are in contact through another feature between them. Moreover, the "upper", "upper" and "upper" of the first feature to the second feature include that the first feature is directly above and obliquely above the second feature, or only indicates that the horizontal height of the first feature is higher than that of the second feature. The "below", "below" and "below" of the first feature to the second feature include that the first feature is directly above and obliquely above the second feature, or only indicates that the horizontal height of the first feature is less than that of the second feature.

[0035] The embodiments of the utility model will be described in detail below with reference to the drawings.

[0036] Referring to Figures 1-4 The utility model provides a kind of gear shift transfer case, including rear axle transfer assembly and front axle transfer assembly, transmission is connected between rear axle transfer assembly and front axle transfer assembly;

[0037] The rear axle split assembly comprises a first transmission shaft 2 and a second transmission shaft 4, the first transmission shaft 2 and the second transmission shaft 4 are coaxially installed in the first housing 16, that is, a first limiting groove is arranged on one end of the second transmission shaft 4 opposite the first transmission shaft 2, a first limiting shaft is installed in the first limiting groove, the first limiting shaft is fixed on one end of the first transmission shaft 2 opposite the second transmission shaft 4, so that the first transmission shaft 2 and the second transmission shaft 4 are coaxially installed, the first transmission shaft 2 and the second transmission shaft 4 can rotate in the first housing 16, a first sliding sleeve 3 is slidably connected between the opposite ends of the first transmission shaft 2 and the second transmission shaft 4, the first sliding sleeve 3 can move between the opposite ends of the first transmission shaft 2 and the second transmission shaft 4, a first electronic control unit 11 is connected to the first sliding sleeve 3, the first sliding sleeve 3 slides between the opposite ends of the first transmission shaft 2 and the second transmission shaft 4 through the first electronic control unit 11, through the sliding of the first sliding sleeve 3, the rotation state of the first transmission shaft 2 and the second transmission shaft 4 can be switched, that is, the first transmission shaft 2 and the second transmission shaft 4 are made to rotate synchronously, or the synchronous rotation of the first transmission shaft 2 and the second transmission shaft 4 is released, one end of the first transmission shaft 2 away from the second transmission shaft 4 is connected with a power input device, the first transmission shaft 2 is made to rotate through the power input device, one end of the second transmission shaft 4 away from the first transmission shaft 2 is connected with a rear axle power device, when the first electronic control unit 11 adjusts the position of the first sliding sleeve 3 between the first transmission shaft 2 and the second transmission shaft 4, the first transmission shaft 2 and the second transmission shaft 4 are made to rotate synchronously, the power input device is connected to the first transmission shaft 2, the power is distributed to the second transmission shaft 4, the second transmission shaft 4 transmits the power to the rear axle power device, and the rear axle is driven.

[0038] Referring to Figures 1-4The front axle split assembly includes a third transmission shaft 7 and a fourth transmission shaft 9, which are coaxially installed in the second housing 15, that is, a second limiting groove is arranged on one end of the fourth transmission shaft 9 opposite the third transmission shaft 7, a second limiting shaft is installed in the second limiting groove, and the second limiting shaft is fixed to one end of the third transmission shaft 7 opposite the fourth transmission shaft 9, so that the third transmission shaft 7 and the fourth transmission shaft 9 are coaxially installed, and at the same time, the third transmission shaft 7 and the fourth transmission shaft 9 can rotate in the second housing 15, a second sliding sleeve 8 is connected between the opposite ends of the third transmission shaft 7 and the fourth transmission shaft 9, the second sliding sleeve 8 can move between the opposite ends of the third transmission shaft 7 and the fourth transmission shaft 9, a second electronic control unit 14 is connected to the second sliding sleeve 8, the second sliding sleeve 8 slides between the opposite ends of the third transmission shaft 7 and the fourth transmission shaft 9 through the second electronic control unit 14, and through the sliding of the second sliding sleeve 8, the rotation state of the third transmission shaft 7 and the fourth transmission shaft 9 can be switched, that is, the third transmission shaft 7 and the fourth transmission shaft 9 are synchronously rotated, or the synchronous rotation of the third transmission shaft 7 and the fourth transmission shaft 9 is released, a transmission member is connected between the third transmission shaft 7 and the first transmission shaft 2, when the power input device transmits power to the first transmission shaft 2, the power on the first transmission shaft 2 is transmitted to the third transmission shaft 7 through the transmission member, so that the third transmission shaft 7 rotates, one end of the fourth transmission shaft 9 away from the third transmission shaft 7 is connected to the front axle power device, when the second electronic control unit 14 adjusts the position of the second sliding sleeve 8 between the third transmission shaft 7 and the fourth transmission shaft 9, the third transmission shaft 7 drives the fourth transmission shaft 9 to transmit the power transmitted by the power input device to the front axle power device, and the front axle driving is realized. The equipment can quickly realize the distribution of power, and through the control of the first electronic control unit 11 and the second electronic control unit 14, the front and rear axle driving of the new energy automobile can be quickly realized in the switching process, the device does not need to be equipped with an air source, occupies small installation space, reduces the arrangement difficulty, and releases a certain installation space for the installation of the battery or the motor.

[0039] The first electric control unit 11 includes a first electric control motor, a first screw rod connected to the output shaft of the first electric control motor, a first nut rotatably arranged on the first screw rod, a first yoke connected to the first nut, a second yoke 12 connected to the first yoke, and the first yoke 3 connected to the second yoke 12. The first electric control motor is electrically connected to the automobile control system and the power supply. The automobile control system controls the forward and reverse rotation of the first electric control motor, so that the motor drives the first screw rod to rotate, and the first nut reciprocates along the screw rod. Then, the second yoke 12 is actuated by the first yoke 17 to move axially along the first transmission shaft 2 or the second transmission shaft 4, and the first yoke 3 is actuated by the second yoke 12 to move axially along the first transmission shaft 2 or the second transmission shaft 4. That is, when the first control motor rotates forward, the first yoke 3 moves on the second transmission shaft 4 towards the first transmission shaft 2, connecting the first transmission shaft 2 and the second transmission shaft 4 together, so that the first transmission shaft 2 and the second transmission shaft 4 rotate synchronously under the drive of the power input device. When the first control motor reverses, the first yoke 3 moves on the second transmission shaft 4 away from the first transmission shaft 2, releasing the coaxial rotation state of the first transmission shaft 2 and the second transmission shaft 4.

[0040] In the device, the output shaft of the second electric control motor is connected to a second screw rod, a second nut is rotatably arranged on the second screw rod, a third yoke 18 is connected to the second nut, a fourth yoke 13 is connected to the third yoke 18, and the second yoke 8 is connected to the fourth yoke 13. The second electric control motor is electrically connected to the automobile control system and the power supply. The automobile control system controls the forward and reverse rotation of the second electric control motor, so that the motor drives the second screw rod to rotate, and the second nut reciprocates along the screw rod. Then, the fourth yoke 13 is actuated by the third yoke 18 to move axially along the third transmission shaft 7 or the fourth transmission shaft 9, and the second yoke 8 is actuated by the fourth yoke 13 to move axially along the third transmission shaft 7 or the fourth transmission shaft 9. That is, when the second control motor rotates forward, the second yoke 8 moves on the fourth transmission shaft 9 towards the third transmission shaft 7, connecting the third transmission shaft 7 and the fourth transmission shaft 9 together, so that the third transmission shaft 7 and the fourth transmission shaft 9 rotate synchronously under the drive of the power transmitted by the first transmission shaft 2. When the second control motor reverses, the second yoke 8 moves on the fourth transmission shaft 9 away from the third transmission shaft 7, releasing the coaxial rotation state of the third transmission shaft 7 and the fourth transmission shaft 9.

[0041] Referring to Figures 1-4The input flange plate 1 is connected with the power input equipment by bolts, can be quickly connected with different power input equipment, and improves equipment compatibility. The rear axle flange plate 5 is connected with the rear axle power equipment by bolts. The front axle flange plate 10 is connected with the front axle power equipment by bolts, and the split axle can be quickly disassembled during maintenance.

[0042] Referring to Figure 1 The transmission member comprises a fifth transmission shaft, and the fifth transmission shaft is provided with an intermediate gear 6. The first transmission shaft 2 is provided with a first gear, and the third transmission shaft 7 is provided with a second gear. The intermediate gear 6 is meshed with the first gear and the second gear, respectively. Through cooperation of the first gear, the second gear and the intermediate gear 6, power transmission between the first transmission shaft 2 and the third transmission shaft 7 is realized.

[0043] Referring to Figure 2 The inner walls of the first sliding sleeve 3 and the second sliding sleeve 8 are provided with involute internal splines. The outer walls of the first transmission shaft 2, the second transmission shaft 4, the third transmission shaft 7 and the fourth transmission shaft 9 are provided with involute external splines matched with the involute internal splines. The involute external splines and the matched involute internal splines ensure that torque can be transmitted between the sliding sleeve and the shaft, and the sliding sleeve and the shaft can axially slide freely, so that the gear shifting operation can be flexibly completed. The parameter adaptability (such as the matching of major diameter, minor diameter and tooth groove width / tooth thickness) of the internal and external splines takes into account the reliability of connection and the smoothness of sliding, avoids clamping caused by too tight, and prevents shaking caused by too loose, thereby significantly improving gear shifting efficiency and durability. Meanwhile, the involute tooth profile has good centering property and strong bearing capacity, further enhances the stability and service life of the transmission system. The tooth root circle diameter range of the involute internal spline is φ40.400mm-φ40.500mm, the tooth top circle diameter range of the involute internal spline is φ36.500mm-φ36.650mm, the arc tooth groove width range of the involute internal spline is 3.905mm-3.965mm, the tooth top circle diameter range of the involute external spline is φ39.370mm-φ39.624mm, the tooth root circle diameter range of the involute external spline is φ34.036mm-φ36.348mm, and the arc tooth thickness range of the involute external spline is 3.780mm-3.805mm. The involute external spline and the involute external spline are both 15 teeth.

[0044] The basic principle and main features of the present application and the advantages of the present application are shown and described above, and for those skilled in the art, it is obvious that the present application is not limited to the details of the above exemplary embodiments, and the present application can be implemented in other specific forms without departing from the spirit or basic characteristics of the present application. Therefore, from any point of view, the embodiments should be regarded as exemplary and non-limiting, and the scope of the present application is defined by the appended claims rather than the above description, and therefore all changes falling within the meaning and scope of the equivalent elements of the claims are intended to be included in the present application. Any reference signs in the claims should not be considered as limiting the claims involved.

[0045] In addition, it should be understood that although the present specification is described in terms of embodiments, not every embodiment contains only one independent technical solution, and the description of the specification is only for the sake of clarity, and those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can be combined appropriately to form other embodiments that those skilled in the art can understand. The above is only to illustrate the technical idea of the present application, and cannot limit the protection scope of the present application, and any modification made on the basis of the technical solutions according to the technical idea of the present application falls within the protection scope of the claims of the present application.

Claims

1. A transfer case characterized in that, The rear axle split assembly and the front axle split assembly are connected by a transmission member; The rear axle split assembly comprises a first transmission shaft (2) and a second transmission shaft (4), and a first sliding sleeve (3) is connected between opposite ends of the first transmission shaft (2) and the second transmission shaft (4), a first electric control unit (11) is connected to the first sliding sleeve (3), a power input device is connected to an end of the first transmission shaft (2) away from the second transmission shaft (4), and a rear axle power device is connected to an end of the second transmission shaft (4) away from the first transmission shaft (2). The front axle split assembly comprises a third transmission shaft (7) and a fourth transmission shaft (9), a second sliding sleeve (8) is connected between opposite ends of the third transmission shaft (7) and the fourth transmission shaft (9), a second electric control unit (14) is connected to the second sliding sleeve (8), a transmission member is connected between the third transmission shaft (7) and the first transmission shaft (2), and a front axle power device is connected to an end of the fourth transmission shaft (9) away from the third transmission shaft (7).

2. A transfer case according to claim 1, wherein, The first electric control unit (11) comprises a first electric control motor, a first screw rod is connected to an output shaft of the first electric control motor, a first nut is rotatably arranged on the first screw rod, a first shift fork (17) is connected to the first nut, a second shift fork (12) is connected to the first shift fork (17), and the second shift fork (12) is connected to the first sliding sleeve (3).

3. A transfer case according to claim 1, wherein, The second electric control unit (14) comprises a second electric control motor, a second screw rod is connected to an output shaft of the second electric control motor, a second nut is rotatably arranged on the second screw rod, a third shift fork (18) is connected to the second nut, a fourth shift fork (13) is connected to the third shift fork (18), and the fourth shift fork (13) is connected to the second sliding sleeve (8).

4. A transfer case according to claim 1, wherein, An input flange (1) is connected to an end of the first transmission shaft (2) away from the second transmission shaft (4), the input flange (1) is connected to the power input device, a rear axle flange (5) is connected to an end of the first transmission shaft (2) away from the second transmission shaft (4), and the rear axle flange (5) is connected to the rear axle power device. A front axle flange (10) is connected to an end of the fourth transmission shaft (9) away from the third transmission shaft (7), and the front axle flange (10) is connected to the front axle power device.

5. A transfer case according to claim 1, wherein, The transmission member comprises a fifth transmission shaft, and an intermediate gear (6) is arranged on the fifth transmission shaft. A first gear is arranged on the first transmission shaft (2), a second gear is arranged on the third transmission shaft (7), and the intermediate gear (6) is in mesh with the first gear and the second gear, respectively.

6. A shift transfer case as in claim 1, wherein, An involute internal spline is arranged on an inner wall of each of the first sliding sleeve (3) and the second sliding sleeve (8).

7. A transfer case according to claim 6, wherein, The tooth root circle diameter of the involute internal spline ranges from φ40.400 mm to φ40.500 mm, the tooth top circle diameter of the involute internal spline ranges from φ36.500 mm to φ36.650 mm, and the arc tooth groove width of the involute internal spline ranges from 3.905 mm to 3.965 mm.

8. A transfer case according to claim 6, wherein, The outer wall of the first transmission shaft (2), the second transmission shaft (4), the third transmission shaft (7) and the fourth transmission shaft (9) are provided with an involute outer spline matched with the involute inner spline.

9. A transfer case according to claim 8, wherein, The addendum circle diameter of the involute outer spline ranges from φ39.370mm to φ39.624mm, the root circle diameter of the involute outer spline ranges from φ34.036mm to φ36.348mm, and the addendum thickness of the involute outer spline ranges from 3.780mm to 3.805mm.

10. A transfer case according to claim 8, wherein, The involute outer spline and the involute outer spline are both 15 teeth.

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