Differential and automobile

Abstract

The application relates to a transfer and an automobile, and belongs to the technical field of automobile transfer, wherein the transfer comprises a transmission unit, a friction group and a clutch cover; the transmission unit comprises a first output shaft, a driving wheel sleeved and rotationally connected to the first output shaft, a second output shaft, a driven wheel sleeved and fixedly connected to the second output shaft, and a transmission structure for transmissionally connecting the driving wheel and the driven wheel; the friction group comprises a sleeve sleeved and fixedly connected to the first output shaft, a shell sleeved to the sleeve and rotationally connected to the first output shaft, and a friction structure for frictionally connecting the shell and the sleeve; the friction force of the friction structure is adjustable; the clutch cover slides along the axial direction of the first output shaft between the driving wheel and the shell, and the clutch cover is inserted into the driving wheel and / or the shell to build or break the transmission connection between the driving wheel and the shell along with the position change of the clutch cover. The application solves the technical problem that the main sprocket and the friction group are difficult to completely break the power transmission due to the existence of the pre-tightening force of the friction group.

Description

Technical Field

[0001] This application relates to the field of automotive transfer case technology, and more particularly to a transfer case and an automobile. Background Technology

[0002] A transfer case is a device that distributes engine power, distributing a portion of the power received from the input shaft to the front output shaft. Currently, in commonly used transfer cases, the rear output shaft is rotatably connected to a drive sprocket, while the front output shaft is fixedly connected to a driven sprocket. The drive and driven sprockets are driven by a chain. A friction assembly is fixed to the rear output shaft, and the drive sprocket receives power from the rear output shaft through frictional contact with this assembly. This power is then transmitted to the front output shaft via the chain and driven sprocket. By adjusting the friction within the friction assembly, the torque transmitted from the rear output shaft to the front output shaft can be adjusted, thereby regulating the vehicle's driving comfort and safety.

[0003] Due to the preload of the friction assembly, it is difficult to completely disconnect the power transmission between the main sprocket and the friction assembly, resulting in increased vehicle fuel consumption. Furthermore, during vehicle inspection, it is difficult to drive the front or rear axle independently, making vehicle inspection inconvenient. Utility Model Content

[0004] This application at least partially solves the technical problem that the main sprocket and the friction assembly are difficult to completely disconnect from the power transmission due to the presence of the friction assembly preload, resulting in increased vehicle fuel consumption and difficulty in driving the front or rear axle independently for vehicle inspection.

[0005] Therefore, this application aims to provide a transfer case and an automobile, wherein a clutch sleeve that can reciprocate along the first output shaft axial direction is provided between the drive wheel and the friction assembly. As the position of the clutch sleeve changes, the clutch sleeve engages the drive wheel and / or the friction assembly to establish or disconnect the transmission connection between the drive wheel and the friction assembly.

[0006] To achieve the above objectives, in a first aspect, this application provides a transfer case, comprising: a transmission unit, a friction assembly, and a clutch sleeve; the transmission unit comprises: a first output shaft, a drive wheel sleeved and rotatably connected to the first output shaft, a second output shaft, a driven wheel sleeved and fixedly connected to the second output shaft, and a transmission structure for transmittingly connecting the drive wheel and the driven wheel; the friction assembly comprises a sleeve sleeved and fixedly connected to the first output shaft, a housing sleeved on the sleeve and rotatably connected to the first output shaft, and a friction structure for frictionally connecting the housing and the sleeve; the clutch sleeve slides reciprocally between the drive wheel and the housing along the axial direction of the first output shaft, and as the position of the clutch sleeve changes, the clutch sleeve engages the drive wheel and / or the housing to establish or disconnect the transmission connection between the drive wheel and the housing.

[0007] In this technical solution, a clutch sleeve that can reciprocate along the first output shaft axially is provided between the drive wheel and the friction assembly. By changing the position of the clutch sleeve, it can be inserted into the drive wheel and / or the housing to establish or disconnect the transmission connection between the drive wheel and the housing. Since the housing is rotatably connected to the sleeve, the position of the housing on the first output shaft is limited. Therefore, even when there is preload in the friction assembly, the drive wheel can still be disconnected from the friction assembly using the clutch sleeve. This application solves, to a certain extent, the technical problem that the presence of preload in the friction assembly makes it difficult to completely disconnect the power transmission between the main sprocket and the friction assembly, resulting in increased vehicle fuel consumption and difficulty in independently driving the front or rear axle for vehicle inspection.

[0008] In some embodiments of this application, the transfer case further includes: a guide structure, a shift fork slidably connected to the guide structure along the axial direction of the first output shaft and rotatably connected to the clutch sleeve, and a drive structure for driving the shift fork to slide on the guide structure.

[0009] In the technical solution, the shift fork slides along the axial direction of the first output shaft on the guide structure under the drive structure, thereby driving the clutch sleeve to reciprocate between the drive wheel and the housing, so that the clutch sleeve is inserted into the drive wheel and / or the housing, thereby establishing or disconnecting the transmission connection between the drive wheel and the housing.

[0010] In some embodiments of this application, a limiting ring is formed on the outer side of the clutch sleeve, and the shift fork is provided with an arc-shaped groove. The limiting ring is inserted into the arc-shaped groove and rotates in the arc-shaped groove.

[0011] In the technical solution, the clutch sleeve and the shift fork are simply plugged in, making it easy to disassemble and assemble the two, and facilitating the replacement of the clutch sleeve and the shift fork.

[0012] In some embodiments of this application, the side of the drive wheel near the clutch sleeve is provided with an annular first clearance groove for accommodating the shift fork.

[0013] In the technical solution, the groove wall of the first clearance groove can help limit the extreme position of the shift fork near the drive wheel, avoid the shift fork moving excessively towards the drive wheel, causing the limiting ring to bend, and ensure the connection strength of the limiting ring on the clutch sleeve.

[0014] In some embodiments of this application, the drive structure has a shift cam with a rotation axis parallel to the guide structure, the shift cam is provided with a helical groove with an axis parallel to the guide structure, and the shift fork is slidably connected to the helical groove.

[0015] In this technical solution, as the shift cam rotates, it converts its own rotational driving force into a linear driving force on the shift fork using a bolt groove. Guided by the spiral groove, the shift fork slides axially along the first output shaft on the guide structure. Compared to a telescopic drive method, the shift cam improves the positional accuracy of the shift fork.

[0016] In some embodiments of this application, the friction force of the friction structure is adjustable; the friction structure consists of a plurality of first friction plates and a plurality of second friction plates that are alternately stacked and sleeved on the sleeve; the first friction plates rotate together with the outer shell; the second friction plates rotate together with the sleeve.

[0017] In this technical solution, the greater the force applied to the friction structure towards the driving wheel, the greater the proportion of power that the transmission unit can transmit to the second output shaft. Conversely, the smaller the force applied to the friction structure towards the driving wheel, the smaller the proportion of power that the transmission unit can transmit to the second output shaft.

[0018] In some embodiments of this application, the drive wheel is formed with a first connector, and the clutch sleeve has a first connector groove that matches the first connector; the clutch sleeve is formed with a second connector, and the outer shell has a second connector groove that matches the second connector; both the first connector and the second connector are toothed rings.

[0019] In this technical solution, the first connector is formed on the drive wheel, minimizing the impact of the drive wheel's connection to the clutch sleeve on its structural strength. The second connector slot is located on the housing, minimizing the increased difficulty in forming the housing due to the connection between the housing and the clutch sleeve. The first connector is a toothed ring, which helps increase the connection area between the first connector and the drive wheel, further improving the connection strength between them. The second connector is also a toothed ring, facilitating rapid connection between the housing and the clutch sleeve as the housing rotates with the first output shaft.

[0020] In some embodiments of this application, the clutch sleeve is formed with a connecting shoulder; when the connecting shoulder abuts against the housing, the clutch sleeve is inserted into the housing; the drive wheel is formed with a separating shoulder; when the clutch sleeve abuts against the separating shoulder, the clutch sleeve disengages from the housing.

[0021] In this technical solution, the engagement of the connecting shoulder with the housing limits the maximum insertion length between the clutch sleeve and the housing, preventing the clutch sleeve from exerting a force on the sleeve away from the drive wheel and ensuring the connection strength between the sleeve and the first output shaft. Similarly, the engagement of the separating shoulder with the clutch sleeve limits the maximum insertion length between the clutch sleeve and the drive wheel. The design of the connecting shoulder and the separating shoulder prevents the sliding path of the clutch sleeve from becoming too long, thus shortening the time required for switching the transmission relationship between the drive wheel and the housing.

[0022] In some embodiments of this application, the friction assembly further includes a bearing located in the second insertion slot, and the first output shaft and the housing are rotatably connected via the bearing; the housing is formed with an annular limiting portion located between the bearing and the sleeve.

[0023] In the technical solution, the position of the housing on the first output shaft is defined by the bearing and the sleeve, which prevents the housing from moving toward the clutch sleeve when the friction structure is subjected to preload, thus helping to achieve complete separation of the clutch sleeve and the housing.

[0024] Secondly, this application provides a car body equipped with a transfer case as described in any of the above embodiments or combinations thereof, wherein the first output shaft is used to receive power from the engine and drive two coaxial wheels of the car to rotate, and the second output shaft is used to drive the other two coaxial wheels of the car to rotate.

[0025] In the technical solution, this application optimizes the structure of the transfer case by providing a clutch sleeve that can reciprocate along the first output shaft axis between the drive wheel and the friction group, thereby realizing the switching on and off of the transmission relationship between the drive wheel and the housing, so as to reduce vehicle fuel consumption, and at the same time, it can drive the front axle or the rear axle independently for vehicle detection.

[0026] As can be seen from the above technical solutions, additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0027] Figure 1 This is a schematic diagram illustrating the relative positions of the drive wheel, clutch sleeve, and friction assembly in the embodiments of this application.

[0028] Figure 2 yes Figure 1 Sectional view; Figure 3 yes Figure 2 Enlarged view of region A in the middle; Figure 4 yes Figure 2 Enlarged view of region B in the middle; Figure 5 yes Figure 2 Enlarged view of region C in the middle; Figure 6 This is a cross-sectional view of the shift fork in the embodiment of this application; Figure 7 This is a schematic diagram of the internal structure of the friction assembly in an embodiment of this application.

[0029] In the above figures: 1. Drive wheel; 11. First connector; 12. Separator shoulder; 13. First clearance groove; 21. Sleeve; 211. Second mounting groove; 22. Housing; 221. Second connector groove; 222. Annular limiting part; 223. First mounting groove; 23. Friction structure; 231. First friction plate; 232. Second friction plate; 24. Bearing; 25. Pressure plate; 3. Clutch sleeve; 31. First connector groove; 32. Second connector; 33. Connecting shoulder; 34. Limiting ring; 35. Second clearance groove; 41. Guide structure; 42. Shift fork; 421. Main body; 4211. Arc groove; 422. Guide shaft; 423. Roller; 43. Shift cam; 431. Spiral groove; 432. Stop block; 433. Handle; 434. Groove. Detailed Implementation

[0030] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances. In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature. In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0031] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments. It's important to note that in the automotive industry, a transfer case is a device that distributes engine power, distributing a portion of the power received from the input shaft to the front output shaft. Currently, in commonly used transfer cases, the input shaft and rear output shaft are connected by a drive sprocket, the rear output shaft is rotatably connected to a drive sprocket, and the front output shaft is fixedly connected to a driven sprocket. The drive and driven sprockets are driven by a chain. A friction assembly is fixed to the rear output shaft, and the drive sprocket receives power from the rear output shaft through frictional contact with this assembly, transmitting the received power to the front output shaft via the chain and driven sprocket. By adjusting the friction within the friction assembly, the torque transmitted from the rear output shaft to the front output shaft can be adjusted, thereby affecting the vehicle's driving comfort and safety.

[0032] In existing technologies, due to the preload of the friction assembly, it is difficult to completely disconnect the power transmission between the main sprocket and the friction assembly, leading to increased vehicle fuel consumption. Furthermore, during vehicle inspection, it is difficult to drive the front or rear axle independently for testing, making vehicle inspection inconvenient.

[0033] Based on this, this application proposes a transfer case and a vehicle. The structure of the transfer case is optimized by providing a clutch sleeve that can reciprocate along the first output shaft axial direction between the drive wheel and the friction assembly. This allows for the switching of the transmission relationship between the drive wheel and the friction assembly. Since the position of the friction assembly along the first output shaft axial direction is limited, even when the friction assembly has preload, changing the position of the clutch sleeve can still achieve the disconnection of the drive wheel from the friction assembly. This application, to a certain extent, solves the technical problem that currently, due to the presence of preload in the friction assembly, it is difficult to completely disconnect the power transmission between the main sprocket and the friction assembly, resulting in increased vehicle fuel consumption and difficulty in independently driving the front or rear axle for vehicle inspection.

[0034] In the following, embodiments of this application will be described in detail with reference to the accompanying drawings.

[0035] like Figures 1 to 7 As shown in an illustrative embodiment of the transfer case of this application, the transfer case includes at least: a transmission unit, a friction assembly, and a clutch sleeve 3; the transmission unit includes: a first output shaft, a drive wheel 1 sleeved and rotatably connected to the first output shaft, a second output shaft, a driven wheel sleeved and fixedly connected to the second output shaft, and a transmission structure for transmitting power between the drive wheel 1 and the driven wheel; the friction assembly includes a sleeve 21 sleeved and fixedly connected to the first output shaft, a housing 22 sleeved on the sleeve 21 and rotatably connected to the first output shaft, and a friction structure 23 for frictionally connecting the housing 22 and the sleeve 21; the clutch sleeve 3 slides reciprocally between the drive wheel 1 and the housing 22 along the axial direction of the first output shaft, and as the position of the clutch sleeve 3 changes, the clutch sleeve 3 engages with the drive wheel 1 and / or the housing 22 to establish or disengage the transmission connection between the drive wheel 1 and the housing 22. The first output shaft is either a rear output shaft or a front output shaft. When the first output shaft is a rear output shaft, the second output shaft is a front output shaft. When the first output shaft is the front output shaft, the second output shaft is the rear output shaft. The rear output shaft drives the two rear wheels of the vehicle to rotate, and the front output shaft drives the front wheels of the vehicle to rotate.

[0036] In this technical solution, a clutch sleeve 3 that can reciprocate along the first output shaft axial direction is provided between the drive wheel 1 and the friction assembly. By changing the position of the clutch sleeve 3, the clutch sleeve 3 can be inserted into the drive wheel 1 and / or the housing 22 to establish or disconnect the transmission connection between the drive wheel 1 and the housing 22. Since the position of the housing 22 on the first output shaft is limited, even when there is preload in the friction assembly, changing the position of the clutch sleeve 3 can still achieve the disconnection of the drive wheel 1 from the friction assembly. This application solves to a certain extent the technical problem that the main sprocket and the friction assembly are difficult to completely disconnect due to the presence of preload in the friction assembly, resulting in increased vehicle fuel consumption and difficulty in independently driving the front or rear axle for vehicle inspection. The proportion of power allocated to the second output shaft increases with the increase of the friction force of the friction structure 23.

[0037] Furthermore, both the driving wheel 1 and the driven wheel are sprockets, and the transmission structure is a chain. The driving wheel 1 and the driven wheel are tensioned on the inner side of the chain and mesh with the chain to establish a power transmission between the driving wheel 1 and the driven wheel.

[0038] In some embodiments of this application, the transfer case further includes: a guide structure 41, a shift fork 42 slidably connected to the guide structure 41 along the axial direction of the first output shaft and rotatably connected to the clutch sleeve 3, and a drive structure for driving the shift fork 42 to slide on the guide structure 41.

[0039] In the technical solution, the shift fork 42 slides along the axial direction of the first output shaft on the guide structure 41 under the drive structure, so as to drive the clutch sleeve 3 to slide back and forth between the drive wheel 1 and the housing 22, so that the clutch sleeve 3 is inserted into the drive wheel 1 and / or the housing 22, thereby establishing or disconnecting the transmission connection between the drive wheel 1 and the housing 22.

[0040] In some embodiments of this application, a limiting ring 34 is formed on the outer side of the clutch sleeve 3, and an arc-shaped groove 4211 is provided on the shift fork 42. The limiting ring 34 is inserted into the arc-shaped groove 4211 and rotates in the arc-shaped groove 4211.

[0041] In the technical solution, the clutch sleeve 3 and the shift fork 42 are simply plugged in, making it easy to disassemble and assemble the two, and facilitating the replacement of the clutch sleeve 3 and the shift fork 42.

[0042] In some embodiments of this application, the drive wheel 1 is provided with an annular first clearance groove 13 on the side near the clutch sleeve 3 for accommodating the shift fork 42.

[0043] In the technical solution, the groove wall of the first clearance groove 13 can help limit the extreme position of the shift fork 42 near the drive wheel 1, avoid the shift fork 42 from moving excessively toward the drive wheel 1, causing the limiting ring 34 to bend, and ensure the connection strength of the limiting ring 34 on the clutch sleeve 3.

[0044] Furthermore, the clutch sleeve 3 and the shift fork 42 are both separated by a gap between the annular wall of the first clearance groove 13 and the portion of the limiting ring 34 near the outer shell 22, in order to reduce the frictional resistance of the clutch sleeve 3 and the drive wheel 1 on the shift fork 42 and reduce the fuel consumption of the vehicle during the rotation of the clutch sleeve 3.

[0045] In some embodiments of this application, the drive structure has a shift cam 43 rotatably connected to the vehicle body and whose rotation axis is parallel to the guide structure 41. The shift cam 43 is provided with a spiral groove 431 whose axis is parallel to the guide structure 41, and the shift fork 42 is slidably connected to the spiral groove 431.

[0046] In this technical solution, as the shift cam 43 rotates, it converts its rotational driving force into a linear driving force on the shift fork 42 via a bolt groove. Guided by the helical groove 431, the shift fork 42 slides axially along the first output shaft on the guide structure 41. Compared to a telescopic drive method, the shift cam 43 improves the positional accuracy of the shift fork 42.

[0047] Furthermore, a stop block 432 is formed at each end of the spiral groove 431 to mechanically limit the sliding limit position of the shift fork 42 on the spiral groove 431, so as to prevent the shift fork 42 from disengaging from the spiral groove 431 during the rotation of the shift cam 43.

[0048] Furthermore, the shift cam 43 is rotated manually or by a motor.

[0049] In some embodiments of this application, the shift cam 43 is provided with a handle 433 for manually rotating the shift cam 43.

[0050] In some embodiments of this application, at least one groove 434 is provided on the surface of the shift cam 43 to reduce the weight of the shift cam 43 while ensuring the structural strength of the shift cam 43, thereby reducing vehicle energy consumption.

[0051] In some embodiments of this application, the shift fork 42 includes a body 421 having the arcuate groove 4211, a guide shaft 422 detachably connected to the body 421, and a roller 423 rotatably connected to the guide shaft 422. The roller 423 slides within the spiral groove 431, and the roller 423 rolls against the wall of the spiral groove 431 to reduce wear on the spiral groove 431 and protect the shift cam 43.

[0052] Furthermore, the guide shaft 422 passes through the roller 423 and is detachably connected to the main body 421.

[0053] In some embodiments of this application, the friction force of the friction structure 23 is adjustable; the friction structure 23 consists of a plurality of first friction plates 231 and a plurality of second friction plates 232 that are alternately stacked and sleeved on the sleeve 21; the first friction plates 231 rotate together with the outer shell 22; the second friction plates 232 rotate together with the sleeve 21.

[0054] In this technical solution, the greater the force applied to the friction structure 23 towards the drive wheel 1, the greater the proportion of power that the transmission unit can transmit to the second output shaft. Conversely, the smaller the force applied to the friction structure 23 towards the drive wheel 1, the smaller the proportion of power that the transmission unit can transmit to the second output shaft.

[0055] Furthermore, the friction assembly also includes a pressure plate 25 sleeved on the first output shaft. The pressure plate 25 is located within the housing 22 and on the side of all the first friction plates 231 and all the second friction plates 232 away from the drive wheel 1. The pressure plate 25 can apply a force toward the drive wheel 1 to the first friction plates 231 and the second friction plates 232 to press them together.

[0056] Furthermore, all the first friction plates 231 are slidably connected to the housing 22 along the axial direction of the housing 22, and all the second friction plates 232 are slidably connected to the sleeve 21 along the axial direction of the sleeve 21, so as to realize the replacement of the first friction plates 231 and the second friction plates 232 and extend the service life of the friction assembly.

[0057] Furthermore, the inner side of the outer casing 22 is provided with a plurality of first mounting grooves 223 distributed around its own axis and parallel to its own axis. The outer edge of the first friction plate 231 matches all the first mounting grooves 223, and the outer edge of the first friction plate 231 slides in all the first mounting grooves 223. The sleeve 21 is provided with a plurality of second mounting grooves 211 distributed around its own axis and parallel to its own axis. The inner edge of the second friction plate 232 matches all the second mounting grooves 211, and the inner edge of the second friction plate 232 slides in all the second mounting grooves 211.

[0058] In some embodiments of this application, the clutch sleeve 3 is always inserted into the drive wheel 1.

[0059] In the technical solution, as the position of the clutch sleeve 3 changes, the insertion length between the clutch sleeve 3 and the drive wheel 1 changes accordingly. The drive wheel 1 can assist the first output shaft in limiting the sliding direction of the clutch sleeve 3, so as to reduce the sliding of the clutch sleeve 3 and ensure the smooth insertion of the clutch sleeve 3 and the outer shell 22.

[0060] In some embodiments of this application, the drive wheel 1 is formed with a first connector 11, and the clutch sleeve 3 has a first connector groove 31 that matches the first connector 11.

[0061] In the technical solution, the first connector 11 is formed on the drive wheel 1, which minimizes the impact of the connection between the drive wheel 1 and the clutch sleeve 3 on the structural strength of the drive wheel 1. Furthermore, the integral forming of the first connector 11 and the drive wheel 1 improves the connection strength between them.

[0062] Furthermore, the first connector 11 is a toothed ring, which helps to increase the connection area between the first connector 11 and the drive wheel 1, thereby further improving the connection strength between the two.

[0063] In some embodiments of this application, the clutch sleeve 3 is formed with a second connector 32, and the outer shell 22 has a second insertion groove 221 that matches the second connector 32. The second insertion groove 221 is disposed on the outer shell 22, which minimizes the increase in the forming difficulty of the outer shell 22 caused by the insertion of the outer shell 22 into the clutch sleeve 3.

[0064] Furthermore, the second connector 32 is a toothed ring, which facilitates the rapid connection between the housing 22 and the clutch sleeve 3 during the rotation of the housing 22 with the first output shaft.

[0065] When the first output shaft rotates under the action of the engine, the sleeve 21 rotates synchronously with the first output shaft. The rotational force of the sleeve 21 is partially transmitted to the housing 22 through the friction structure 23, causing the housing 22 to rotate. At this time, if the shift fork 42 drives the clutch sleeve 3 to abut against the housing 22 under the action of external force, the second insertion member 32 in the shape of a toothed ring can quickly align and insert into the second insertion groove 221 on the clutch sleeve 3.

[0066] In the technical solution, the first connector 11 is formed on the drive wheel 1, minimizing the impact of the connection between the drive wheel 1 and the clutch sleeve 3 on the structural strength of the drive wheel 1. The second connector groove 221 is provided on the housing 22, thus minimizing the increased difficulty in forming the housing 22 caused by the connection between the housing 22 and the clutch sleeve 3. Furthermore, the second connector 32 is a toothed ring, which facilitates the rapid connection between the housing 22 and the clutch sleeve 3 during the rotation of the housing 22 with the first output shaft.

[0067] In some embodiments of this application, the clutch sleeve 3 is formed with a connecting shoulder 33; when the connecting shoulder 33 abuts against the housing 22, the clutch sleeve 3 is inserted into the housing 22.

[0068] In the technical solution, the maximum insertion length between the clutch sleeve 3 and the housing 22 can be limited by the cooperation between the connecting shoulder 33 and the housing 22, so as to avoid the clutch sleeve 3 exerting a force on the sleeve 21 away from the driving wheel 1, and to ensure the connection strength between the sleeve 21 and the first output shaft.

[0069] Furthermore, the drive wheel 1 is formed with a separation shoulder 12; when the clutch sleeve 3 abuts against the separation shoulder 12, the clutch sleeve 3 disengages from the outer shell 22.

[0070] The engagement between the separating shoulder 12 and the clutch sleeve 3 limits the maximum insertion length between the clutch sleeve 3 and the drive wheel 1. The design of the connecting shoulder 33 and the separating shoulder 12 prevents the clutch sleeve 3 from having an excessively long sliding path, thus shortening the time required for switching the transmission relationship between the drive wheel 1 and the housing 22.

[0071] Furthermore, the clutch sleeve 3 is also provided with an annular second clearance groove 35 located between the connecting shaft shoulder 33 and the limiting ring 34. There is a gap between the annular wall of the second clearance groove 35 and the shift fork 42 to reduce the space occupied by the shift fork 42 and the clutch sleeve 3 in the radial direction of the first output shaft.

[0072] In some embodiments of this application, the friction assembly further includes a bearing 24 located within the second insertion groove 221, and the first output shaft and the housing 22 are rotatably connected via the bearing 24; the housing 22 is formed with an annular limiting portion 222 located between the bearing 24 and the sleeve 21.

[0073] In the technical solution, the position of the outer casing 22 on the first output shaft is defined by the bearing 24 and the sleeve 21, which prevents the outer casing 22 from moving toward the clutch sleeve 3 when the friction structure 23 is subjected to preload, thus helping to achieve complete separation of the clutch sleeve 3 and the outer casing 22.

[0074] In some embodiments of this application, a car is also provided, which is equipped with a transfer case described in any of the above embodiments or any combination of the above embodiments, wherein the first output shaft is used to receive power from the engine and drive two coaxial wheels of the car to rotate, and the second output shaft is used to drive the other two coaxial wheels of the car to rotate.

[0075] In the technical solution, this application optimizes the structure of the transfer case by setting the clutch sleeve 3, which can reciprocate along the first output shaft axis, between the drive wheel 1 and the friction group, so as to realize the switching of the transmission relationship between the drive wheel 1 and the housing 22, thereby reducing vehicle fuel consumption, and can drive the front axle or the rear axle independently for vehicle detection.

[0076] Furthermore, the first output shaft is used to receive power from the engine and drive the two coaxial rear wheels of the car to rotate, and the second output shaft is used to drive the two front wheels of the car to rotate.

[0077] In some embodiments of this application, the first output shaft is a stepped shaft, so that the drive wheel 1 and the sleeve 21 are positioned axially on the first output shaft through the shoulder formed at the change in shaft diameter. The drive wheel 1 and the sleeve 21 are fixed to the first output shaft by a key.

[0078] Through the description of several embodiments of the transfer case and automobile provided in this application, it can be seen that the embodiments of the transfer case and automobile provided in this application have at least the following advantages: 1. This application provides a clutch sleeve that can reciprocate along the first output shaft axial direction between the drive wheel and the friction assembly. By changing the position of the clutch sleeve, the clutch sleeve can be inserted into the drive wheel and / or the housing to establish or disconnect the transmission connection between the drive wheel and the housing. Since the position of the friction assembly on the first output shaft is limited, even when there is a preload in the friction assembly, changing the position of the clutch sleeve can still achieve the disconnection of the drive wheel from the friction assembly.

[0079] 2. In this application, the first connector is formed on the drive wheel, minimizing the impact of the connection between the drive wheel and the clutch sleeve on the structural strength of the drive wheel. The second connector slot is located on the housing, thus minimizing the increased difficulty in forming the housing caused by the connection between the housing and the clutch sleeve.

[0080] 3. This application sets the connecting shoulder and the separating shoulder to mechanically limit the sliding path of the clutch sleeve, avoid the sliding path of the clutch sleeve being too long, and shorten the time required for switching the transmission relationship between the drive wheel and the housing.

[0081] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A transfer case, characterized in that, It includes: The transmission unit comprises: a transmission unit, a friction assembly, and a clutch sleeve (3); the transmission unit comprises: a first output shaft, a drive wheel (1) sleeved and rotatably connected to the first output shaft, a second output shaft, a driven wheel sleeved and fixedly connected to the second output shaft, and a transmission structure for transmitting the drive wheel (1) and the driven wheel; the friction assembly comprises a sleeve (21) sleeved and fixedly connected to the first output shaft, a housing (22) sleeved on the sleeve (21) and rotatably connected to the first output shaft, and a friction structure (23) for transmitting the housing (22) and the sleeve (21); the clutch sleeve (3) slides back and forth between the drive wheel (1) and the housing (22) along the axial direction of the first output shaft, and as the position of the clutch sleeve (3) changes, the clutch sleeve (3) inserts into the drive wheel (1) and / or the housing (22) to establish or disconnect the transmission connection between the drive wheel (1) and the housing (22).

2. The transfer case according to claim 1, characterized in that, Also includes: The guide structure (41) is slidably connected to the guide structure (41) along the axial direction of the first output shaft and rotatably connected to the clutch sleeve (3), which is a drive structure that drives the shift fork (42) to slide on the guide structure (41).

3. The transfer case according to claim 2, characterized in that, The clutch sleeve (3) has a limiting ring (34) formed on the outside, and the shift fork (42) is provided with an arc groove (4211). The limiting ring (34) is inserted into the arc groove (4211) and rotates in the arc groove (4211).

4. The transfer case according to claim 3, characterized in that, The drive wheel (1) is provided with an annular first clearance groove (13) on the side near the clutch sleeve (3) for accommodating the shift fork (42).

5. The transfer case according to claim 2, characterized in that, The drive structure has a shift cam (43) with its rotation axis parallel to the guide structure (41). The shift cam (43) is provided with a spiral groove (431) with its axis parallel to the guide structure (41). The shift fork (42) is slidably connected to the spiral groove (431).

6. The transfer case according to any one of claims 1-5, characterized in that, The friction force of the friction structure (23) is adjustable; the friction structure (23) consists of multiple first friction plates (231) and multiple second friction plates (232) that are alternately stacked and sleeved on the sleeve (21); the first friction plates (231) rotate together with the outer shell (22); the second friction plates (232) rotate together with the sleeve (21).

7. The transfer case according to claim 6, characterized in that, The drive wheel (1) is formed with a first connector (11), and the clutch sleeve (3) has a first connector groove (31) that matches the first connector (11); the clutch sleeve (3) is formed with a second connector (32), and the outer shell (22) has a second connector groove (221) that matches the second connector (32); both the first connector (11) and the second connector (32) are toothed rings.

8. The transfer case according to claim 7, characterized in that, The clutch sleeve (3) is formed with a connecting shoulder (33); when the connecting shoulder (33) abuts against the outer shell (22), the clutch sleeve (3) is inserted into the outer shell (22); the drive wheel (1) is formed with a separating shoulder (12); when the clutch sleeve (3) abuts against the separating shoulder (12), the clutch sleeve (3) disengages from the outer shell (22).

9. The transfer case according to claim 7, characterized in that, The friction assembly also includes a bearing (24) located in the second insertion groove (221), and the first output shaft and the housing (22) are rotatably connected by the bearing (24); the housing (22) is formed with an annular limiting part (222) located between the bearing (24) and the sleeve (21).

10. A car, characterized in that, The vehicle body is equipped with a transfer case as described in any one of claims 1-9, wherein the first output shaft is used to receive power from the engine and drive two coaxial wheels of the vehicle to rotate, and the second output shaft is used to drive two other coaxial wheels of the vehicle to rotate.

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