Wire hanging type front and rear drive transfer case assembly

Abstract

The utility model discloses a wire hanging type front and rear drive transfer case assembly, which realizes efficient distribution of power to a front drive shaft and a rear drive shaft through an input shaft lever main body, a middle shaft lever main body and a gear set which are arranged in a shell. The input shaft lever main body is integrated with a high-low gear switching mechanism, and gears are accurately controlled through a shifting fork and an inductive switch; a copper gasket is adopted in an intermediate shaft rod body to buffer gear impact, a front driving spline shaft and a rear driving spline shaft are horizontally and coaxially arranged, and the installation angle of a transmission shaft is optimized. The transfer case solves the problems of large included angle of a transmission shaft, poor dynamic balance and easy damage of accessories caused by the fact that a rear-drive output shaft and an input shaft of a traditional transfer case are coaxial, and has the advantages of being compact in structure, stable in operation and convenient and fast to maintain.

Description

Technical Field

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

[0002] The role of the power 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, thus enabling four-wheel drive.

[0003] Currently, Chinese patent application number CN202323013936.1 discloses a high dynamic balance four-wheel drive transfer case, including a housing, side cover plates, a central transition shaft body, a rear drive shaft body, a front drive shaft body, an input shaft body, a first shifting structure, and a second shifting structure.

[0004] However, in existing transfer cases, the rear drive output shaft is usually misaligned with the front drive output shaft, resulting in an excessively large angle when the drive shaft is installed. The large angle tilt of the drive shaft causes radial vibration, which aggravates abnormal wear of the gear set and generates high-frequency noise. The vibration is transmitted to the inside of the transfer case, accelerating fatigue damage to bearings, seals and gear meshing surfaces. Furthermore, the rear axle drive shaft is forced to be raised, affecting the utilization rate of vehicle chassis space. Utility Model Content

[0005] The purpose of this utility model is to provide a wire-mounted front and rear drive transfer case assembly to solve the problems mentioned in the background art.

[0006] To achieve the above objectives, this utility model adopts the following technical solution: a wire-mounted front and rear drive transfer case assembly, comprising a housing, a cover plate, an input shaft main body, an intermediate shaft main body, a 29-tooth gear, a front drive spline shaft, a rear drive spline shaft, and a drive adjustment body. The cover plate is locked and fixed to the side of the housing. The input shaft main body is disposed on the upper part inside the housing, and the intermediate shaft main body is engaged with the bottom side of the input shaft main body. The 29-tooth gear is engaged with the bottom right side of the intermediate shaft main body. The front drive spline shaft is connected to the middle left side of the 29-tooth gear, and the rear drive spline shaft is fixedly connected to the middle right side of the 29-tooth gear. A drive adjustment body is disposed on the outer surface of the front drive spline shaft near the 29-tooth gear. The main body includes a front drive spline shaft that passes through the lower part of the housing and a rear drive spline shaft that passes through the lower part of the cover plate. The main body of the input shaft includes an input spline shaft that passes through the upper middle part of the housing, a first 21-tooth sliding sleeve that meshes with the middle of the outer surface of the input spline shaft, a 21-tooth low-speed gear and a 29-tooth high-speed gear respectively disposed on the left and right sides of the first 21-tooth sliding sleeve, a first shift fork disposed on the top side of the first 21-tooth sliding sleeve, a high / low gear shift fork shaft connected to the inner side of the top of the first shift fork, and a high / low gear induction switch disposed above the first shift fork. The 21-tooth low-speed gear and the 29-tooth high-speed gear are rotatably connected to the input spline shaft, and the high / low gear shift fork shaft passes through the top side of the housing.

[0007] Preferably, two high / low gear sensing switches are provided to monitor the lateral position of the first shift fork.

[0008] Preferably, a speedometer drive gear is provided at the center of the outer surface of the rear drive spline shaft, and a speedometer mount is provided below the speedometer drive gear.

[0009] Preferably, the intermediate shaft body includes a 21-tooth intermediate gear shaft that meshes with a 29-tooth high-speed gear on its top side, and a 29-tooth intermediate gear connected to the left side of the outer surface of the 21-tooth intermediate gear shaft. The left end of the 21-tooth intermediate gear shaft is rotatably connected to the housing. The bottom side of the 21-tooth intermediate gear shaft is meshed with a 29-tooth gear. The top side of the 29-tooth intermediate gear is connected to a 21-tooth low-speed gear.

[0010] Preferably, a semi-circular key is provided at the connection between the 21-tooth intermediate gear shaft and the 29-tooth intermediate gear, and a copper gasket with a thickness of 0.1mm is provided at the semi-circular key connection.

[0011] Preferably, the drive adjustment body includes a second 21-tooth sliding sleeve meshing with the right side of the outer surface of the front drive spline shaft, a second shift fork disposed at the bottom of the second 21-tooth sliding sleeve, a front drive shift fork shaft connected to the inner side of the bottom of the second shift fork, and a front drive induction switch disposed below the second shift fork, wherein the front drive shift fork shaft is disposed through the bottom side of the housing.

[0012] Preferably, two front drive induction switches are provided for monitoring the lateral position of the second shift fork.

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

[0014] By horizontally and coaxially arranging the front drive spline shaft and the rear drive spline shaft, the installation angle of the driveshaft is significantly improved. The small clamping angle between the front and rear driveshafts results in good dynamic balance, ensuring horizontal transmission and preventing dynamic imbalance during driveshaft operation. This also reduces the risk of damage to the driveshaft, transfer case assembly, and front axle, reducing vibration and noise and extending the service life of components. High / low gear induction switches and front drive induction switches monitor the shift fork position in real time, ensuring accurate shifting and preventing abnormal gear wear. The intermediate shaft gear set uses copper washers to buffer impacts, and combined with a modular design, maintenance is more convenient. In addition, the rear drive spline shaft integrates an odometer component, simplifying the vehicle's powertrain layout and improving overall reliability. 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 body of the input shaft of this utility model;

[0017] Figure 3 This is a schematic diagram of the connection between the front drive spline shaft and the drive adjustment body of this utility model.

[0018] In the diagram: Housing-1, Cover plate-2, Input shaft main body-3, Intermediate shaft main body-4, 29-tooth shaft gear-5, Front drive spline shaft-6, Rear drive spline shaft-7, Drive adjustment main body-8, Odometer drive gear-9, Odometer mount-10, Input spline shaft-31, First 21-tooth sliding gear sleeve-32, 21-tooth low speed gear-33, 29-tooth high speed gear-34, First shift fork-35, High / low gear shift fork shaft-36, High / low gear induction switch-37, 21-tooth intermediate gear shaft-41, 29-tooth intermediate gear-42, Second 21-tooth sliding gear sleeve-81, Second shift fork-82, Front drive shift fork shaft-83, Front drive induction switch-84. Detailed Implementation

[0019] To further explain the technical solution of this utility model, a detailed description is provided below through specific embodiments.

[0020] Please see Figures 1-3 This utility model provides a wire-mounted front and rear drive transfer case assembly, including a housing 1, a cover plate 2, an input shaft main body 3, an intermediate shaft main body 4, a 29-tooth gear 5, a front drive splined shaft 6, a rear drive splined shaft 7, and a drive adjustment body 8. The cover plate 2 is locked and fixed to the side of the housing 1. The input shaft main body 3 is located inside the upper part of the housing 1, and the intermediate shaft main body 4 is engaged with the bottom side of the input shaft main body 3. The 29-tooth gear 5 is engaged with the bottom right side of the intermediate shaft main body 4. The front drive splined shaft 6 is connected to the middle left side of the 29-tooth gear 5, and the rear drive splined shaft 7 is fixedly connected to the middle right side of the 29-tooth gear 5. A drive adjustment body 8 is provided on the side of the outer surface near the 29-tooth shaft gear 5. The front drive spline shaft 6 is installed through the lower part of the housing 1, and the rear drive spline shaft 7 is installed through the lower part of the cover plate 2. The odometer drive gear 9 is provided in the middle of the outer surface of the rear drive spline shaft 7, and the odometer mount 10 is provided below the odometer drive gear 9. No additional sensor is required, which simplifies the layout of the vehicle power system. Furthermore, the front drive output and the rear drive output are on the same axis. The angle between the front and rear drive shafts is small, and the dynamic balance is good, ensuring that the drive shaft is horizontally transmitted. This will not cause dynamic imbalance when the drive shaft is running, and it is also less likely to cause damage to the drive shaft, transfer case assembly, and front axle.

[0021] The input shaft body 3 includes an input spline shaft 31 that penetrates the upper middle part of the housing 1, a first 21-tooth sliding sleeve 32 that meshes with the middle of the outer surface of the input spline shaft 31, a 21-tooth low-speed gear 33 and a 29-tooth high-speed gear 34 respectively disposed on the left and right sides of the first 21-tooth sliding sleeve 32, a first shift fork 35 disposed on the top side of the first 21-tooth sliding sleeve 32, a high / low shift fork shaft 36 connected to the inner side of the top of the first shift fork 35, and a shaft disposed above the first shift fork 35. The high / low gear induction switch 37, the 21-tooth low-speed gear 33, and the 29-tooth high-speed gear 34 are all rotatably connected to the input spline shaft 31. The high / low gear shift fork shaft 36 is installed through the top side of the housing 1. Two high / low gear induction switches 37 are provided to monitor the lateral position of the first shift fork 35. The high / low gear induction switches 37 monitor the shift fork displacement in real time to avoid gear wear caused by shifting misalignment. The input shaft body 3 integrates the high / low gear set, which has a compact structure and improves the shifting response speed and transmission efficiency.

[0022] The intermediate shaft body 4 includes a 21-tooth intermediate gear shaft 41 that meshes with a 29-tooth high-speed gear 34 on its top side, and a 29-tooth intermediate gear 42 connected to the left side of the outer surface of the 21-tooth intermediate gear shaft 41. The left end of the 21-tooth intermediate gear shaft 41 is rotatably connected to the housing 1. The bottom side of the 21-tooth intermediate gear shaft 41 meshes with a 29-tooth gear 5. The top side of the 29-tooth intermediate gear 42 is connected to a 21-tooth low-speed gear 33. A semi-circular key is provided at the connection between the 21-tooth intermediate gear shaft 41 and the 29-tooth intermediate gear 42, and a 0.1mm thick copper shim is provided at the semi-circular key connection. The copper shim buffers the gear meshing impact, reduces friction loss, and extends the life of the gear set. The semi-circular key connection ensures the stability of power transmission and avoids abnormal noise caused by gear misalignment.

[0023] The drive adjustment body 8 includes a second 21-tooth sliding sleeve 81 meshing with the right side of the outer surface of the front drive spline shaft 6, a second shift fork 82 disposed at the bottom of the second 21-tooth sliding sleeve 81, a front drive shift fork shaft 83 connected to the inner side of the bottom of the second shift fork 82, and a front drive induction switch 84 disposed below the second shift fork 82. The front drive shift fork shaft 83 is disposed through the bottom side of the housing 1. Two front drive induction switches 84 are provided to monitor the lateral position of the second shift fork 82 so as to accurately control the position of the second 21-tooth sliding sleeve 81 through the front drive shift fork shaft 83 to realize four-wheel drive or two-wheel drive function.

[0024] This utility model provides a wire-mounted front and rear drive transfer case assembly, the working principle of which is as follows:

[0025] First, power input and gear switching.

[0026] After receiving engine power, the input spline shaft 31 selects to mesh with the 21-tooth low-speed gear 33 or the 29-tooth high-speed gear 34 through the lateral sliding of the first 21-tooth sliding sleeve 32, thereby realizing the switching between high and low gears.

[0027] Low gear: The first shift fork 35 pushes the first 21-tooth sliding sleeve 32 to the left, meshing with the 21-tooth low gear gear 33, and the power is transmitted to the 21-tooth intermediate gear shaft 41 via the 29-tooth intermediate gear 42.

[0028] High speed gear: The first 21-tooth sliding sleeve 32 moves to the right and meshes with the 29-tooth high speed gear 34, and the power is directly transmitted through the 21-tooth intermediate gear shaft 41.

[0029] Two high / low gear sensor switches 37 monitor the displacement of the first shift fork 35 in real time to ensure accurate shifting position and avoid abnormal wear caused by gear misalignment.

[0030] Second, power distribution and transmission path

[0031] The 21-tooth intermediate gear shaft 41 transmits power to the 29-tooth shaft gear 5, and synchronously drives the front drive spline shaft 6 and the rear drive spline shaft 7.

[0032] The low-speed transmission path is as follows: input shaft body 3, 21-tooth low-speed gear 33, 29-tooth intermediate gear 42, 21-tooth intermediate gear shaft 41, 29-tooth shaft gear 5, front drive spline shaft 6 and rear drive spline shaft 7.

[0033] High-speed gear transmission path: in sequence, input shaft body 3, 29-tooth high-speed gear 34, 21-tooth intermediate gear shaft 41, 29-tooth shaft gear 5, front drive spline shaft 6 and rear drive spline shaft 7;

[0034] Third, front-wheel drive adjustment and mode switching

[0035] The drive adjustment body 8 controls the lateral movement of the second 21-tooth sliding sleeve 81 via the front drive shift fork shaft 83:

[0036] Four-wheel drive mode: The second 21-tooth sliding sleeve 81 meshes with the 29-tooth shaft gear 5, and the front drive spline shaft 6 outputs power;

[0037] Two-drive mode: The second 21-tooth sliding sleeve 81 disengages, and only the rear drive spline shaft 7 works;

[0038] Two front drive induction switches 84 monitor the position of the second shift fork 82 in real time to prevent power interruption caused by misalignment of the sliding sleeve.

[0039] 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-mounted front and rear drive transfer case assembly, comprising a housing (1), wherein a cover plate (2) is locked and fixed to the side of the housing (1), characterized in that: An input shaft body (3) is provided on the upper part of the housing (1), and an intermediate shaft body (4) is engaged with the bottom side of the input shaft body (3). A 29-tooth shaft gear (5) is engaged with the bottom right side of the intermediate shaft body (4). A front drive spline shaft (6) is connected to the middle left side of the 29-tooth shaft gear (5), and a rear drive spline shaft (7) is fixedly connected to the middle right side of the 29-tooth shaft gear (5). A drive adjustment body (8) is provided on the outer surface of the front drive spline shaft (6) near the 29-tooth shaft gear (5). The front drive spline shaft (6) is provided through the lower part of the housing (1), and the rear drive spline shaft (7) is provided through the lower part of the cover plate (2). The input shaft body (3) includes a through-hole part of the housing (1). The body (1) contains an input spline shaft (31) in the upper middle part, a first 21-tooth sliding sleeve (32) meshing with the middle of the outer surface of the input spline shaft (31), a 21-tooth low-speed gear (33) and a 29-tooth high-speed gear (34) respectively set on the left and right sides of the first 21-tooth sliding sleeve (32), a first shift fork (35) set on the top side of the first 21-tooth sliding sleeve (32), a high and low gear shift fork shaft (36) connected to the inner side of the top of the first shift fork (35), and a high and low gear induction switch (37) set on the top of the first shift fork (35). The 21-tooth low-speed gear (33) and the 29-tooth high-speed gear (34) are rotatably connected to the input spline shaft (31), and the high and low gear shift fork shaft (36) is set through the top side of the housing (1).

2. The wire-mounted front and rear drive transfer case assembly according to claim 1, characterized in that: Two high / low gear sensing switches (37) are provided to monitor the lateral position of the first shift fork (35).

3. The wire-mounted front and rear drive transfer case assembly according to claim 1, characterized in that: The odometer drive gear (9) is provided in the middle of the outer surface of the rear drive spline shaft (7), and an odometer mount (10) is provided below the odometer drive gear (9).

4. The wire-mounted front and rear drive transfer case assembly according to claim 1, characterized in that: The intermediate shaft body (4) includes a 21-tooth intermediate gear shaft (41) that meshes with a 29-tooth high-speed gear (34) on its top side and a 29-tooth intermediate gear (42) connected to the left side of the outer surface of the 21-tooth intermediate gear shaft (41). The left end of the 21-tooth intermediate gear shaft (41) is rotatably connected to the housing (1). The bottom side of the 21-tooth intermediate gear shaft (41) is meshed with a 29-tooth shaft gear (5). The top side of the 29-tooth intermediate gear (42) is connected to a 21-tooth low-speed gear (33).

5. The wire-mounted front and rear drive transfer case assembly according to claim 4, characterized in that: A semi-circular key is provided at the connection between the 21-tooth intermediate gear shaft (41) and the 29-tooth intermediate gear (42), and a copper gasket with a thickness of 0.1mm is provided at the connection of the semi-circular key.

6. The wire-mounted front and rear drive transfer case assembly according to claim 1, characterized in that: The drive adjustment body (8) includes a second 21-tooth sliding sleeve (81) meshing with the right side of the outer surface of the front drive spline shaft (6), a second shift fork (82) disposed at the bottom of the second 21-tooth sliding sleeve (81), a front drive shift fork shaft (83) connected to the inner side of the bottom of the second shift fork (82), and a front drive induction switch (84) disposed below the second shift fork (82). The front drive shift fork shaft (83) is disposed through the bottom side of the housing (1).

7. The wire-mounted front and rear drive transfer case assembly according to claim 6, characterized in that: Two front drive induction switches (84) are provided for monitoring the lateral position of the second shift fork (82).

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