Front and rear drive pneumatic transfer case assembly of wire hanging gearbox

Abstract

The utility model discloses a front and rear drive pneumatic transfer case assembly of a wire hanging gearbox. The front and rear drive pneumatic transfer case assembly comprises a gearbox body, a shell, an input shaft main body, an intermediate gear, an intermediate shaft, a first intermediate gear, a second intermediate gear, an intermediate spline shaft, a drive gear, a rear drive output shaft, a front drive output shaft and a front drive separation sleeve. The gradient gear set is arranged in the gearbox body, and multi-stage speed change is achieved through axial linkage of the gradient gear set and the double-gear gears; a high-low gear sliding gear sleeve and a front driving separation sleeve are arranged in the shell, and a pneumatic shifting piece controls switching of driving modes; the input shaft main body adopts a nested structure of a main shaft I and a main shaft II and is combined with a deep groove ball bearing for supporting, so that friction loss is reduced; and the driving gear realizes quick conversion between rear drive and four-wheel drive through the nested output shaft. The multi-speed-change pneumatic drive device is compact in structure, integrates a multi-speed-change function and a pneumatic drive separation function in a limited space, and integrates high efficiency, reliability and environmental adaptability.

Description

Technical Field

[0001] This utility model relates to the field of vehicle transmission system technology, specifically to a front and rear drive pneumatic transfer case assembly for a wire-coupled gearbox. Background Technology

[0002] The role of the transfer case assembly in the vehicle is to distribute power. It inputs power through the transfer case drive shaft, and then relies on the gear transmission system inside the transfer case to distribute the power reasonably to the front axle and the rear axle, enabling four-wheel drive.

[0003] Currently, Chinese patent application number CN201420166171.7 discloses a pneumatic transfer case, including a housing and an input gear shaft and its input gear, a front axle drive shaft and its front axle output gear, a front axle shift fork shaft, a rear axle drive shaft and its rear axle output gear, an intermediate gear shaft and its high and low speed gears, all rotatably mounted on the housing. A front axle sliding sleeve is provided on the front axle drive shaft via splines, and a sliding sleeve is provided on the intermediate gear shaft via splines that can slide left and right. The housing is provided with a front axle output pneumatic assembly for controlling the engagement and disengagement of the front axle drive shaft and the front axle shift fork shaft. The housing is also provided with a high and low speed pneumatic assembly for controlling the left and right sliding of the high and low speed sliding sleeves to achieve speed changes.

[0004] However, traditional transfer cases generally use mechanical shift forks or hydraulic control to switch drive modes, which has problems such as complex structure, bulky size, and response delay. Especially in multi-speed transmission and front and rear drive separation control scenarios, the existing technology has significant power loss due to loose gear set layout and redundant transmission path, and the switching process is prone to gear impact, which reduces system reliability. Utility Model Content

[0005] The purpose of this invention is to provide a front and rear drive pneumatic transfer case assembly for a wire-coupled gearbox to solve the problems mentioned in the background art.

[0006] To achieve the above objectives, this utility model adopts the following technical solution: a pneumatic transfer case assembly for front and rear drive of a wire-coupled gearbox, comprising a gearbox body, a housing, an input shaft body, an intermediate gear, an intermediate shaft, a first intermediate gear, a second intermediate gear, an intermediate spline shaft, a drive gear, a rear drive output shaft, a front drive output shaft, and a front drive release sleeve. The housing is connected to one side of the gearbox body. An input shaft body is inserted through the upper part of the gearbox body, and the right side of the input shaft body is inserted into the housing. The bottom side of the input shaft body located inside the gearbox body is connected to the intermediate gear. An intermediate shaft is inserted through the middle side of the intermediate gear, and both sides of the intermediate shaft are rotatably connected to the gearbox body. The input shaft body located inside the housing has a first intermediate gear and a second intermediate gear meshing on its left and right sides respectively. The first intermediate gear and the second intermediate gear are respectively connected to the left and right sides of the outer surface of the intermediate spline shaft, and the intermediate spline shaft is rotatably connected to the middle side inside the housing. The bottom of the second intermediate gear meshes with the drive gear. A rear drive output shaft is provided through the middle side inside the drive gear. The side of the rear drive output shaft near the drive gear is inserted into the front drive output shaft. A front drive release sleeve for meshing or separating from the drive gear is provided on the outside of the front drive output shaft near the drive gear. The front drive output shaft and the rear drive output shaft are respectively provided through the left and right sides of the housing.

[0007] Preferably, the input shaft body includes a main shaft that runs through the left side of the gearbox body. A second shaft is inserted and rotated inside the right side of the main shaft. The second shaft runs through the connection between the gearbox body and the housing. A first double-gear gear and a second double-gear gear are respectively provided on the left and right sides of the outer surface of the second shaft inside the gearbox body. A low-speed gear and a high-speed gear are respectively provided on the left and right sides of the outer surface of the second shaft inside the housing. A high-low gear sliding sleeve is provided on the side of the low-speed gear and the high-speed gear that are close to each other. The bottom side of the low-speed gear meshes with the first intermediate gear, and the bottom side of the high-speed gear meshes with the second intermediate gear.

[0008] Preferably, the intermediate gear has four gear-shaped parts distributed from left to right, and the four gear-shaped parts are progressively smaller from left to right, forming gear one, gear two, gear three and gear four.

[0009] Preferably, an end gear is provided on the right side of the main shaft near the second shaft. The bottom side of the end gear meshes with the first gear of the intermediate body gear. When the first double-gear is located on the leftmost side, it meshes with the end gear inside. At this time, the second double-gear is located between the third and fourth gears. When the first double-gear is located on the rightmost side, it meshes with the second gear at the bottom. At this time, the second double-gear is located between the third and fourth gears.

[0010] Preferably, when the second dual-gear is located on the leftmost side, its bottom is engaged with gear three, and the first dual-gear is located between gear one and gear two. When the second dual-gear is located on the rightmost side, its bottom is engaged with gear four, and the first dual-gear is located between gear one and gear two.

[0011] Preferably, a deep groove ball bearing is provided at the connection between the gearbox body and the housing, and the two shafts rotate through the inside of the deep groove ball bearing.

[0012] Preferably, annular grooves are provided on the right side of the first dual-gear, the left side of the second dual-gear, the middle of the high and low gear sliding sleeve, and the middle of the front drive separation sleeve, for connecting with the pneumatic actuator that controls their left and right movement.

[0013] Compared with the prior art, the beneficial effects of this utility model are:

[0014] By integrating the gearbox body and housing, the intermediate gear, dual-gear, and pneumatic drive components are arranged in layers, significantly reducing the overall volume while ensuring gear meshing accuracy and power transmission efficiency. The gradient gear set of the intermediate gear and the axial linkage design of the dual-gear simplify the multi-stage transmission structure. Different speed ratio requirements are matched through the step-by-step meshing of gear one to gear four, reducing the difficulty of machining and assembly. The nested input shaft and deep groove ball bearing inside the gearbox body reduce shaft rotation friction and improve power output stability. The high / low gear sliding sleeve and front drive separation sleeve inside the housing can control high / low gear switching and seamless conversion between front and rear drive modes. The overall solution integrates multi-stage transmission and pneumatic drive separation functions in a limited space, taking into account high efficiency, reliability, and environmental adaptability. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the structure of this utility model;

[0016] Figure 2 This is a schematic diagram of the main structure of the input shaft of this utility model.

[0017] In the diagram: Gearbox body-1, Housing-2, Input shaft body-3, Intermediate gear-4, Intermediate shaft-5, First intermediate gear-6, Second intermediate gear-7, Intermediate spline shaft-8, Drive gear-9, Rear drive output shaft-10, Front drive output shaft-11, Front drive release sleeve-12, Main shaft-1-31, Second shaft-32, First dual-gear gear-33, Second dual-gear gear-34, Low gear gear-35, High gear gear-36, High and low gear sliding sleeve-37. Detailed Implementation

[0018] To further explain the technical solution of this utility model, a detailed description is provided below through specific embodiments.

[0019] Please see Figure 1 and Figure 2 This utility model provides a pneumatic transfer case assembly for a wire-driven gearbox with front and rear drive, including a gearbox body 1, a housing 2, an input shaft body 3, an intermediate gear 4, an intermediate shaft 5, a first intermediate gear 6, a second intermediate gear 7, an intermediate spline shaft 8, a drive gear 9, a rear drive output shaft 10, a front drive output shaft 11, and a front drive release sleeve 12. The housing 2 is connected to one side of the gearbox body 1. The input shaft body 3 is inserted through the upper part of the gearbox body 1, and its right side is inserted into the housing 2. The bottom side of the input shaft body 3 inside the gearbox body 1 is connected to the intermediate gear 4. An intermediate shaft 5 is inserted through the middle side of the intermediate gear 4, and both sides of the intermediate shaft 5 are rotatably connected to the gearbox body 1. The left and right parts of the input shaft body 3 inside the housing 2 respectively mesh with the first intermediate gear 6 and the second intermediate gear 7. The intermediate gear 7 is connected to the left and right sides of the outer surface of the intermediate spline shaft 8, and the intermediate spline shaft 8 is rotatably connected to the middle side inside the housing 2. The bottom of the second intermediate gear 7 meshes with the drive gear 9. The rear drive output shaft 10 is provided through the middle side inside the drive gear 9. The side of the rear drive output shaft 10 near the drive gear 9 is inserted into the front drive output shaft 11. The side of the front drive output shaft 11 near the drive gear 9 is provided with a front drive separation sleeve 12 for meshing or separating with the drive gear 9, so as to realize the drive control of rear drive or four drive. The front drive output shaft 11 and the rear drive output shaft 10 are respectively provided through the left and right sides of the housing 2. The intermediate gear 4 has four gear-shaped parts distributed from left to right, and the four gear-shaped parts are successively reduced from left to right to form gear one, gear two, gear three and gear four. Multi-level speed change is realized by the cooperation of gear one, gear two, gear three and gear four with the input shaft body 3.

[0020] The input shaft body 3 includes a main shaft 31 that runs through the left side of the gearbox body 1. A second shaft 32 is inserted and rotated inside the right side of the main shaft 31. The second shaft 32 runs through the connection between the gearbox body 1 and the housing 2. A first double-gear 33 and a second double-gear 34 are respectively arranged on the left and right sides of the outer surface of the second shaft 32 inside the gearbox body 1. A low-speed gear 35 and a high-speed gear 36 are respectively arranged on the left and right sides of the outer surface of the second shaft 32 inside the housing 2. A high-low gear sliding sleeve 37 is arranged on the side of the low-speed gear 35 and the high-speed gear 36 that are close to each other. The bottom side of the low-speed gear 35... The high-speed gear 36 meshes with the first intermediate gear 6, and the bottom side of the high-speed gear 36 meshes with the second intermediate gear 7. A deep groove ball bearing is provided at the connection between the gearbox body 1 and the housing 2, and the second shaft 32 rotates through the deep groove ball bearing to provide support and ensure the stability of the rotation of the second shaft 32. Annular grooves are provided on the right side of the first dual-gear 33, the left side of the second dual-gear 34, the middle of the high and low gear sliding sleeve 37, and the middle of the front drive release sleeve 12. These grooves are used to connect with the pneumatic actuator that controls their left and right movement, so as to facilitate multi-level gear changes and high and low gear shifting, and to facilitate the switching control between rear drive and four drive.

[0021] Among them, an end gear is provided on the right side of the main shaft 31 near the second shaft 32. The bottom side of the end gear meshes with the first gear of the intermediate body gear 4. When the first double gear 33 is located on the leftmost side, it meshes with the end gear inside. At this time, the second double gear 34 is located between the third and fourth gears. When the first double gear 33 is located on the rightmost side, it meshes with the second gear at the bottom. At this time, the second double gear 34 is located between the third and fourth gears. When the second double gear 34 is located on the leftmost side, it meshes with the third gear at the bottom. At this time, the first double gear 33 is located between the first and second gears. When the second double gear 34 is located on the rightmost side, it meshes with the fourth gear at the bottom. At this time, the first double gear 33 is located between the first and second gears, so as to perform multi-stage speed change of the second shaft 32.

[0022] The working principle of the front and rear drive pneumatic transfer case assembly of the wire-coupled gearbox of this utility model is as follows:

[0023] In use, power is transmitted to the end gear through the main shaft 31 of the input shaft body 3, driving the first gear of the intermediate gear 4 to rotate. The intermediate gear 4 transmits power to the intermediate shaft 5 through the progressively smaller design of the first to the fourth gear. When the first double-gear 33 and the second double-gear 34 move axially along the second shaft 32, they mesh with the second, third and fourth gears of the intermediate gear 4 respectively, forming a multi-stage gear ratio.

[0024] Inside the housing 2, the low-speed gear 35 and high-speed gear 36 of the dual shaft 32 are switched by the high-low gear sliding sleeve 37, respectively driving the first intermediate gear 6 and the second intermediate gear 7, which in turn drive the drive gear 9 to rotate. The front drive separation sleeve 12 moves axially under the action of the pneumatic actuator, so that the front drive output shaft 11 engages or disengages with the drive gear 9 to switch between four-wheel drive mode and rear drive mode. The rear drive output shaft 10 is always linked with the drive gear 9 to ensure continuous output of rear drive force.

[0025] The above description is merely a preferred embodiment of the present utility model and is not intended to limit the present utility model. Although the present utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A wire-coupled gearbox front and rear drive pneumatic transfer case assembly, characterized in that: The system includes a gearbox body (1) and a housing (2) connected to one side of the gearbox body (1). An input shaft body (3) is disposed through the upper part of the gearbox body (1), and the right side of the input shaft body (3) is inserted into the inner side of the housing (2). The bottom side of the input shaft body (3) inside the gearbox body (1) is connected to an intermediate gear (4). An intermediate shaft (5) is disposed through the middle side of the intermediate gear (4), and both sides of the intermediate shaft (5) are rotatably connected to the gearbox body (1). The left and right parts of the input shaft body (3) inside the housing (2) are respectively meshed with a first intermediate gear (6) and a second intermediate gear (7). The first intermediate gear (6) and the second intermediate gear (7) are respectively meshed with each other. 7) The middle spline shaft (8) is connected to the left and right sides of the outer surface of the middle spline shaft (8) respectively, and the middle spline shaft (8) is rotatably connected to the middle side of the housing (2). The bottom of the second middle gear (7) meshes with the drive gear (9). The drive gear (9) has a rear drive output shaft (10) that runs through the middle side of the interior. The rear drive output shaft (10) is inserted into the front drive output shaft (11) on the side near the drive gear (9). The front drive output shaft (11) has a front drive separation sleeve (12) for meshing or separating from the drive gear (9) on the side near the drive gear (9) on the outside. The front drive output shaft (11) and the rear drive output shaft (10) run through the left and right sides of the housing (2) respectively.

2. The wire-coupled gearbox front and rear drive pneumatic transfer case assembly according to claim 1, characterized in that: The input shaft body (3) includes a main shaft (31) that runs through the left side of the gearbox body (1). A second shaft (32) is inserted and rotated inside the right side of the main shaft (31). The second shaft (32) runs through the connection between the gearbox body (1) and the housing (2). A first double-gear (33) and a second double-gear (34) are respectively provided on the left and right sides of the outer surface of the second shaft (32) inside the gearbox body (1). A low-speed gear (35) and a high-speed gear (36) are respectively provided on the left and right sides of the outer surface of the second shaft (32) inside the housing (2). A high-low gear sliding sleeve (37) is provided on the side where the low-speed gear (35) and the high-speed gear (36) are close to each other. The bottom side of the low-speed gear (35) meshes with the first intermediate gear (6), and the bottom side of the high-speed gear (36) meshes with the second intermediate gear (7).

3. The wire-coupled gearbox front and rear drive pneumatic transfer case assembly according to claim 2, characterized in that: The intermediate gear (4) has four gear-shaped parts distributed from left to right, and the four gear-shaped parts are progressively smaller from left to right to form gear one, gear two, gear three and gear four.

4. The wire-coupled gearbox front and rear drive pneumatic transfer case assembly according to claim 3, characterized in that: An end gear is provided on the right side of the main shaft (31) near the second shaft (32). The bottom side of the end gear meshes with the first gear of the intermediate body gear (4). When the first double-gear (33) is located on the leftmost side, it meshes with the end gear inside. At this time, the second double-gear (34) is located between the third and fourth gears. When the first double-gear (33) is located on the rightmost side, it meshes with the second gear at the bottom. At this time, the second double-gear (34) is located between the third and fourth gears.

5. The wire-coupled gearbox front and rear drive pneumatic transfer case assembly according to claim 3, characterized in that: When the second double-gear (34) is located on the far left, its bottom is engaged with gear three. At this time, the first double-gear (33) is located between gear one and gear two. When the second double-gear (34) is located on the far right, its bottom is engaged with gear four. At this time, the first double-gear (33) is located between gear one and gear two.

6. The wire-coupled gearbox front and rear drive pneumatic transfer case assembly according to claim 3, characterized in that: A deep groove ball bearing is provided at the connection between the gearbox body (1) and the housing (2), and the two shafts (32) rotate through the inside of the deep groove ball bearing.

7. The wire-coupled gearbox front and rear drive pneumatic transfer case assembly according to claim 3, characterized in that: The right side of the first double-gear (33), the left side of the second double-gear (34), the middle of the high and low gear sliding sleeve (37) and the middle of the front drive separation sleeve (12) are all provided with annular grooves for connecting with the pneumatic actuator that controls their left and right movement.

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