Transfer case mode shift mechanism

Abstract

A transfer case mode shift mechanism comprises a lever and a cable drive. The present invention is characterized in that it comprises two double-armed levers (1) and (2) and two cables (3) and (4), each of which is connected to its respective lever such as to be independently movable; the first cable (3) is intended for engaging / disengaging the front axle; the second cable (4) is intended for engaging a higher / lower gear.

Description

TRANSFER CASE MODE SHIFT MECHANISM

[0001] The technical solution relates to transport engineering, to the design of the mechanism for switching transfer case modes using flexible rods (cables), and can be used in high-cross-country vehicles such as snow and swamp vehicles and all-terrain vehicles.

[0002] This application was filed with priority to application RU 2023133574 dated 18.12.2023 patent RU 2823371 "TRANSFER CASE MODE SWITCHING MECHANISM".

[0003] There are known mechanisms for controlling a vehicle transfer case [1], [2] using a lever fixed to an axle and control rods. The mechanism contains a bracket with an axle and a control lever, a double-arm lever, control rods, an actuator in the form of a rod, a gear engagement fork, and a gear engagement clutch.

[0004] Traction mechanisms, in the form of rigid (non-flexible) rods, increase the weight of the transfer case control mechanism, complicate assembly, and require increased control lever travel. A rigid rod-lever connection facilitates the transmission of vibration from the transfer case to the control levers, leads to wear of the seals of the through holes of the body parts, and facilitates the penetration of noise and dirt into the vehicle interior.

[0005] A cable drive for a gear shift mechanism is known [3]. The mechanism contains a control lever, a cable drive for gear shifting, in the form of a cable enclosed in a casing, the cable is pivotally connected to the control lever at one end, and is connected to the actuator mechanism of shifting at the other end. The lever sets the cables in motion. By moving the lever forward or backward, both cables move simultaneously in one direction. In this case, the translator rotates around the axis of the gear shift shaft and, accordingly, rotates the shaft itself, as a result of which the fork fixed on the shaft includes the corresponding gear.

[0006] The mechanism [3] contains one lever, which for switching needs to be moved to different positions, in several planes, which requires free volume (space) around the lever. By moving the lever forward or backward, both cables are moved simultaneously in one direction, which does not allow independent transmission of forces to the cables.

[0007] A known cable gear shift drive [4] comprises a drive control device installed in the driver's cabin (lever) and a gear shift mechanism installed on the gearbox (actuator), connected by a mechanical link in the form of a pair of cables enclosed in a rigid casing, the front ends of which are pivotally connected to the control lever, and the peripheral ends - to the gear shift mechanism. The front end of the gear engagement cable is pivotally connected to the control lever on a specified arm within 40÷150 mm from the lever swing axis, and the gear selection cable is pivotally connected to the lower arm of a double-arm lever installed on a horizontal axis, the upper arm of which is pivotally connected to the control lever by means of a rod containing connecting elements in the form of ball joints at the ends.

[0008] The cable drive [4] contains one lever, which for switching needs to be moved to different positions, in several planes, which requires free volume (space) around the lever. The lever does not allow independent transmission of forces to the cables.

[0009] A known cable gear shift drive [5] comprises a drive control device (lever) and a gear shift mechanism (actuator) connected by a mechanical link in the form of a pair of cables enclosed in a rigid casing. The ends of the cables are pivotally connected to the control lever on one side, and have hinges on the other side for connection to the gear shift mechanism on the gearbox. The casings of the peripheral ends of the cables are installed in support sockets secured to the gearbox housing. The supports are designed with the ability to change the angle of the cable direction in a given range. They consist of brackets with mounting sockets for the cable, secured to support plates with a given angle between the planes in which they are installed. The walls of the brackets are perpendicular to the mating surface of the brackets with the support plates.The brackets are fixed to the support plates in one of a number of calculated positions, in which the wall with the mounting socket is oriented in accordance with the selected direction of the cable.

[0010] The cable drive [5] contains one lever, which for switching must be moved to different positions, in several planes, which requires free volume (space) around the lever. By moving the lever forward or backward, both cables move simultaneously in one direction, which does not allow independent transmission of forces to the cables. The drive is not suitable for independent switching of the transfer case modes of a snow and swamp vehicle, an all-terrain vehicle. The design does not allow for simplified assembly, reduced weight, or reduced lever travel. The mechanism contains many parts, which complicates the design, reduces reliability, and increases manufacturing costs.

[0011] Known designs contain complex mechanisms for attaching the lever and cables, are heavy and require free space around the lever to move it in different planes, since the lever does not move in one plane.

[0012] Known designs do not allow the transfer case modes to be switched on sequentially (front axle, then low gear), independently, based on driving conditions, for example, to ensure the low gear is switched on without switching on the front axle.

[0013] Thus, the transfer case mode switching mechanisms known from the state of the art have shortcomings and it is necessary to expand the range of mechanisms intended for off-road vehicles, snow and swamp vehicles, and all-terrain vehicles.

[0014] The switching mechanism contains two double-arm levers and two cables, each of which is connected to its own lever with the possibility of independent movement. The first cable is designed to engage / disengage the front axle. The second cable is designed to engage high / low gear. This expands the arsenal of technical means for switching the transfer case modes.

[0015] The technical task is to improve the design of the transfer case mode switching mechanism, ensuring independent switching of the transfer case modes, reducing weight, increasing reliability, reducing the requirements for the availability of free space in the cabin for control, when there is a shortage of free space.

[0016] The problem is solved in that the mechanism for switching the transfer case modes contains a lever, a cable drive in the form of a cable enclosed in a casing, the cable is pivotally connected with the control lever at one end, and connected with the actuator of the transfer case at the other end, while the cable casing is fixed in the bracket sockets. It differs in that it contains two double-arm levers and two cables, each of which is connected to its own lever with the possibility of independent movement; the first cable is designed to engage / disengage the front axle; the second cable is designed to engage high / low gear.

[0017] The technical result consists in expanding the arsenal of technical means for switching transfer case modes.

[0018] The above set of features allows us to solve the problem and ensures the stated technical result.

[0019] The technical solution does not have the described problems inherent in known analogues. The design simplifies the manufacturing technology, simplifies the operation of mounting and dismounting the mechanism, and also increases the overall reliability, operational and technological characteristics.

[0020] The presented control mechanism allows to switch on the transfer case modes not sequentially (switch on the front axle, and then the low gear), but independently, based on the driving conditions, for example, the low gear can be switched on without switching on the front axle. This technical solution allows to fit into narrower overall dimensions in width with sequential placement of levers. The movement of the levers occurs in one plane. The fastening of the cables and remote control is also in one plane. Levers, auxiliary elements and cables are mounted on one bracket plate. The use of two double-arm levers made of sheet material, mounted on the axles simplifies the manufacture of the mechanism. Figure 1

[0021] general view of the mechanism; Figure 2

[0022] general view of the levers; Figure 3

[0023] general view of the actuator bracket; Description of implementation

[0024] The mechanism for switching the transfer case modes contains two double-arm levers 1 and 2, a cable drive including two cables 3 and 4, secured to brackets 5 and 6. Cables 3 and 4 are enclosed in a casing 8, while the casing 8 of the cables is fixed in the sockets of brackets 5 and 6.

[0025] The transfer case mode switching mechanism contains two double-arm levers 1 and 2 and two cables 3 and 4, each of which is connected to its own lever with the possibility of independent movement.

[0026] Cable 3 is designed to engage / disengage the front axle, one end of which is pivotally connected to control lever 1, designed to engage / disengage the front axle, and the other end of which is connected to the actuator for switching the transfer case, the end of cable 3 is secured directly to the front axle engagement rod.

[0027] Cable 4 is designed to engage high / low gear, one end is pivotally connected to control lever 2, designed to engage high / low gear, and the other end is connected to the actuator of the transfer case shift, the end of cable 4 is secured to lever 7 of the rods for engaging high or low gear range. Example

[0028] Shown is a general view of the transfer case mode switching mechanism, which contains two double-arm levers 1 and 2, a cable drive including two cables 3 and 4, secured to brackets 5 and 6. Shown is a general view of levers 1 and 2. Shown is a general view of bracket 6 and the actuator.

[0029] Cables 3 and 4 are flexible and enclosed in a sheath 8.

[0030] Cable 3 is designed to engage / disengage the front axle, one end of which is pivotally connected to control lever 1, designed to engage / disengage the front axle, and the other end of which is connected to the actuator for switching the transfer case, the end of cable 3 is secured directly to the front axle engagement rod.

[0031] Cable 4 is designed to engage high / low gear, one end is pivotally connected to control lever 2, designed to engage high / low gear, and the other end is connected to the actuator of the transfer case shift, the end of cable 4 is secured to lever 7 of the rods for engaging high or low gear range.

[0032] The sheath of 8 cables is fixed in the sockets 9 of brackets 5 and 6.

[0033] Levers 1 and 2 are made of a solid flat sheet of metal. Bracket 5 of levers 1 and 2 is equipped with sockets 9 for fixing the sheath 8 of cables 3 and 4. Bracket 5 of levers 1 and 2 is made of a solid flat sheet of metal with windows and bends for sockets 9 for fixing the sheath 8 of cables.

[0034] The bracket 6 of the actuator is made in the form of a spatial part, with sockets 9 for fixing the sheath 8 of the cables. The bracket 6 of the actuator is made welded from flat metal sheets with windows and a bend under the socket for fixing the sheath of the cable.

[0035] Cables 3 and 4 are connected to levers 1 and 2 with the possibility of independent movement. Levers 1 and 2 are located sequentially, in a row, on swing axes 10, with the possibility of rotation with a stroke in one plane.

[0036] To switch the transfer case modes, levers 1 and 2 are moved. Lever 1 or 2 is rotated on its axis 10, while cable 3 or 4 connected to the arm moves in the casing 8 (the ends of which are fixed in the sockets of brackets 5 and 6) and transmits force to the actuator.

[0037] To turn the front axle on / off, move lever 1, while cable 3 acts on the front axle engagement rod of the transfer case.

[0038] To engage high / low gear, move lever 2, whereby cable 4, via lever 7, acts on the rods for engaging the high or low range of gears of the transfer case.

[0039] The presented control mechanism allows to engage the transfer case modes not sequentially (engage the front axle, and then the low gear), but independently, based on the driving conditions, for example, a low gear can be engaged without engaging the front axle. Such a technical solution allows to fit into narrower overall dimensions in width with sequential placement of levers 1 and 2. The movement of levers 1 and 2 occurs in one plane. The fastening of cables 3 and 4 of the remote control is also in one plane. Levers 1 and 2, auxiliary elements and cables 3 and 4 are mounted on one plate of bracket 5. The use of double-arm levers 1 and 2, made of sheet material, mounted on the axles simplifies the manufacture of the mechanism.

[0040] The bracket 6 of the actuator is made in the form of a spatial part, to which the casings 8 of the cables 3 and 4 are fastened. The end of the cable 3 for engaging / disengaging the front axle is fixed directly to the engagement rod. The end of the cable 4 for engaging the high / low gear is fixed to the lever 7, which is fixed to the engagement rods of the high or low gear range. Depending on which range is engaged, the lever fixed to the rods operates as a double-arm lever or as a linkage with a slider.

[0041] Description of use.

[0042] The use of a cable drive, which simplifies assembly, reduces weight, and reduces the travel of levers 1 and 2. The number of moving and locking parts is reduced, which increases the reliability of the mechanism. Levers 1 and 2, auxiliary elements and cables 3 and 4 are mounted on one plate of bracket 5, which allows for independent assembly of the mechanism and subsequent mounting on the all-terrain vehicle as a separate element.

[0043] When used, vibration from the transfer case is not transmitted to the control levers. The absence of moving parts at the joints ensures reliable sealing of the through holes in the body elements of the vehicle, allows more reliable protection against noise penetration into the cabin, which increases comfort and reduces fatigue of the driver and passengers. Simplicity and low cost, independent activation of the transfer case modes, reduced weight, increased reliability, reduced requirements for the availability of free space in the cabin for control, with a shortage of free space, are the result of the design features of the mechanism and provide tangible advantages over analogues.

[0044] Manufacturing is possible using industrially produced devices and materials; its elements can be manufactured and assembled both by hand and at modern industrial enterprises.

[0045] 1 - lever designed to engage / disengage the front axle;

[0046] 2 - lever designed to engage high / low gear;

[0047] 3 - cable designed to turn the front axle on / off;

[0048] 4 - cable designed to engage high / low gear;

[0049] 5 - lever bracket;

[0050] 6 - actuator bracket;

[0051] 7 - lever;

[0052] 8 - shell

[0053] 9 - nest;

[0054] 10 - axis. Patent literature

[0055] source 1: patent RU 2196057;

[0056] source 2: patent RU 178281;

[0057] source 3: patent RU 2311576;

[0058] source 4: patent RU 86909;

[0059] source 5: patent RU 132392l

Claims

A transfer case mode switching mechanism comprising a lever, a cable drive in the form of a cable enclosed in a casing, the cable being pivotally connected at one end to the control lever, and connected at the other end to the transfer case switching actuator, wherein the cable casing is fixed in bracket sockets, characterized in that it comprises two double-arm levers and two cables, each of which is connected to its own lever with the possibility of independent movement: the first cable is intended for engaging / disengaging the front axle, the second cable is intended for engaging high / low gear.

Images