CN217944911U - Time-sharing four-wheel drive transmission system and Baha racing car - Google Patents

Abstract

The utility model relates to a time-sharing four-wheel drive transmission system and a Baha racing car, wherein the time-sharing four-wheel drive transmission system comprises a front speed reducer and a rear speed reducer, the front speed reducer and the rear speed reducer are connected through a transmission shaft, and the rear speed reducer is provided with a transfer case; automobile power is output to the constant velocity universal joint and the semi-axis of the left and right sides after the gear set of the rear reducer is decelerated and torque-increased, finally is transmitted to the left and right rear wheels, meanwhile, the intermediate shaft of the rear reducer outputs the power to the transfer case, the power is transmitted to the transfer case through the first cross universal joint and the transmission shaft to the front after the bevel gear of the transfer case changes the direction, then is transmitted to the front reducer through the second cross universal joint, and is transmitted to the differential after the bevel gear inside the front reducer changes the direction, then is transmitted to the front left output shaft and the front right output shaft through the differential, and is transmitted to the constant velocity universal joint and the semi-axis of the left and right sides respectively, and finally is transmitted to the left and right front wheels.

Description

Time-sharing four-wheel drive transmission system and Baha racing car

Technical Field

The utility model relates to a four drive transmission equipment field of baha cycle racing particularly, relates to a transmission system and baha cycle racing are driven four times in a time sharing.

Background

Baha racing is an all-round talent training race that integrates automobile design, cost manufacturing, detection, and commercial marketing. The racing motorcade uses the same type of engine within a set time to design and manufacture a small off-road vehicle with a single seat and a middle engine. Before 2020, bahasse car is mainly in rear drive, the current all-terrain vehicle (ATV) market almost completely gets rid of a two-wheel drive mode, and in order to adapt to the trend, regular changes are made along with the general committee of the college race, so that each racing motorcade is encouraged to adopt four-wheel drive transmission. The Baha racing car has complex driving road conditions and climatic conditions, and comprises various road sections of rocks, sand dunes, logs, steep slopes, muddy water and shallow water; rainfall, snowing, icing and other various climatic conditions. And the Baha racing car appoints an engine with limited power, and the road condition of the racing car is very bad, so that the power response required by the racing car is sensitive, the bending speed is high, and the power loss is small. In order to better utilize the power of the engine, the requirements on matching and light weight of a transmission system are high; the structure should also be as simple as possible to improve the reliability and transmission efficiency of the transmission system, yet must have sufficient strength and rigidity to withstand the impact from the engine and tires; the four-wheel drive system can reasonably distribute power to four wheels, and the phenomenon of power interruption is avoided. In order to better cope with various road conditions, the racing car not only needs to have sensitive power response, high bending speed and low power loss, but also needs to be lightened as much as possible so as to obtain faster speed increase, so that the racing car can take advantage in competition. The existing driving mechanism of the Baha racing car is not mature, and the existing four-wheel drive driving devices for the Baha racing car in the market are all speed reducing devices on all-terrain vehicles (ATV). It is bulky, heavy, difficult to arrange, expensive and not conducive to maintenance. Due to the design and manufacturing difficulty, a plurality of fleets of vehicles use and purchase four-wheel drive transmission devices or the same four-wheel drive transmission device uniformly, which is inconsistent with the scale degree and the purpose 2 of the events to a certain extent, so that the design of a set of speed reducer with sensitive power response, high reliability, strong stability and integrated central braking is particularly important. Some of the Baha racing cars of today are difficult to overcome. 1) Since the powertrain is designated as a beliton M19 engine, its power torque is not high and the event prohibits any component of the engine from being modified. The only thing that the baha team can do is to make full use of the engine power and the light weight of the racing car. 2) The differential mechanism is large in size, large in occupied space and large in mass, is not beneficial to arrangement of the whole car, and can cause idling caused by suspension of a single wheel of a driving wheel to cause phenomena such as serious power loss and the like for complex and severe racing tracks, particularly sharp bends. 3) The market is exempted from to lack the four-wheel drive mechanism who is fit for baha cycle racing in the market, and most product volume quality is all great, and transmission mode is complicated, and transmission efficiency is lower, and the price is comparatively expensive, and it is inconvenient to maintain. 4) The four-wheel drive transfer case and the rear speed reducer which can be used by the Baha racing car on the market are separated and independent, so that the space cannot be sacrificed to meet the arrangement requirement for the Baha racing car with compact structure and limited space, the components such as an engine and the like are high, the chassis clearance is reduced, and the trafficability characteristic and the mass center height of the whole car are influenced. 5) The four-wheel drive transmission available for Bahaa racing vehicles on the market is generally a full-time four-wheel drive transmission device. For Bahaar racing, where there are many road conditions in climbing, straight line acceleration, traction, handling races, durable races, etc., and durable tracks. The driver cannot change the driving style according to the optimal driving demand of the game item. 6) In the four-wheel drive transmission device available for Baha racing cars in the market, the sizes of front and rear speed reducers are overlarge, so that the arrangement of front and rear shafts is caused, the height of a cockpit is increased, the ground clearance is reduced, and the trafficability characteristic and the height of a mass center of the whole car are influenced. Therefore, the time-sharing four-wheel drive transmission mechanism which is compact in structure, small in size, light in weight, low in cost, good in transmission performance, light in structure, convenient to arrange and has the function of automatically distributing power is designed for the Baha racing car, and the time-sharing four-wheel drive transmission mechanism has great significance for the Baha racing.

Disclosure of Invention

An object of the utility model is to provide a time-sharing four-wheel drive transmission system and baha cycle racing to solve above-mentioned problem.

In order to realize the purpose, the utility model adopts the following technical scheme: a time-sharing four-wheel drive transmission system comprises a front speed reducer and a rear speed reducer, wherein the front speed reducer and the rear speed reducer are connected through a transmission shaft, and the rear speed reducer is provided with a transfer case; automobile power is output to the constant velocity universal joint and the semi-axis of the left and right sides after the gear train of rear reduction gear slows down and increases the torsion, finally passes to left and right rear wheels, and the jackshaft of rear reduction gear exports power to the transfer case simultaneously, through the bevel gear redirecting of transfer case backward through first cross universal joint with the transmission shaft gives power transmission to the switch, passes to front reduction gear again through the twenty-first universal joint, transmits for differential mechanism after the bevel gear redirecting of front reduction gear inside, transmits power again respectively to left front output shaft and right front output shaft through differential mechanism to with power transmission for the constant velocity universal joint and the semi-axis of the left and right sides, finally pass to right left front wheel.

Preferably, the transfer case is integrated on the right side of the rear retarder.

Preferably, the rear retarder comprises a rear retarder casing, the rear retarder casing comprises a rear retarder left casing and a rear retarder right casing, a transfer case casing arranged on the right side of the rear retarder casing, an input shaft with one end arranged in the rear retarder casing and provided with an input shaft gear and the other end used for connecting a power device, an intermediate bevel gear shaft provided with an intermediate shaft gearwheel and an intermediate shaft pinion meshed with the input shaft gear, the intermediate bevel gear shaft is provided with an intermediate bevel gear and a rear output shaft arranged in the transfer case and communicated with the rear retarder casing, and the rear output shaft is provided with a rear output shaft gearwheel arranged in the rear retarder casing and meshed with the intermediate shaft pinion; the transfer case is provided with a transfer case output shaft, and one end of the transfer case output shaft arranged in the transfer case is provided with a transfer case large bevel gear meshed with the middle bevel gear.

Preferably, the bevel gear of the intermediate bevel gear shaft is meshed with a transfer case large bevel gear which is arranged on the transfer case output shaft in a spline fit mode, and power is transmitted to the transfer case output shaft and is transmitted to the switcher through the first cross universal joint and the transmission shaft.

Preferably, the switch is installed between the front retarder and the rear retarder.

Preferably, the switch structure comprises: the gear shifting mechanism comprises a switcher shell, a spline shaft and a universal joint spline shaft, wherein one end of the switcher shell is arranged in the switcher shell, the other end of the switcher shell is connected with the spline shaft of a transmission shaft, the universal joint spline shaft is coaxially arranged with the spline shaft, one end of the synchronizer is arranged in the switcher shell, is opposite to one end of the spline shaft and is sleeved on the spline shaft, one end of the synchronizer is arranged in the switcher shell, and the synchronizer is arranged on the switcher shell and is used for driving the synchronizer to slide on the spline shaft and the universal joint spline shaft so as to realize power transmission.

Preferably, the shifting mechanism comprises a hollow bolt connected to the outer side of the switcher housing, a shifting lever penetrating through the hollow bolt from inside to outside and arranged on the inner side of the switcher housing, and a shifting rocker arm connected with the shifting lever and arranged on the outer side of the switcher housing.

Preferably, the switcher further comprises a locking pin, the locking pin is arranged on the synchronizer in a rotating mode, and meanwhile the spline shaft is provided with two positioning grooves matched with the locking pin.

Preferably, the front speed reducer comprises a front bevel gear shaft mounting seat and a front speed reducer shell connected to the front bevel gear shaft mounting seat, the front speed reducer shell comprises a front speed reducer left shell and a front speed reducer right shell and a front bevel gear shaft arranged on the front bevel gear shaft mounting seat, a front bevel gear is arranged on the front bevel gear shaft and arranged in the front speed reducer shell and a differential mechanism arranged in the front speed reducer shell, and a large bevel gear meshed with the front bevel gear and a front left output shaft and a front right output shaft connected to the differential mechanism are arranged on the differential mechanism.

The utility model also provides a baha racing car, including the main body of the baha racing car and the time-sharing four-wheel drive transmission system, the rear reducer is connected with the automobile engine and is used for transmitting power to the left rear wheel and the right rear wheel; the transfer case is thereby used for transmitting power for front reduction gear and give right and left front wheel, the transfer case with the switch that sets up between the front reduction gear for switch the four-wheel drive of baha cycle racing and rear-guard mode.

The utility model discloses following beneficial effect has: the utility model discloses a transfer case with integrated design of rear reducer, the shell adopts 7075 aviation aluminum alloy, the shaft and the gear both adopt 20Cr materials and are carburized, the strength and compact design of the shell and parts are ensured while the weight is reduced; the differential mechanism is omitted from the rear wheel, so that constant power output is ensured when the rear wheel is lifted on one side, and the power performance and the trafficability characteristic are improved; the transfer case is integrated on one side of the rear speed reducer, the height of the speed reducer is not changed, the number of transmission parts is reduced, the transmission efficiency is improved, the size and the mass are reduced, the height of the rear speed reducer is only 180mm, the size is small, the mass is only 6.5 kg (containing gear oil), and the occupied space is small. The transmission shaft adopts a 4130 high-strength hollow seamless steel pipe, the diameter is 30mm, and the wall thickness is 1.5mm. The shell of the power switcher is made of 7075 aviation aluminum alloy, the shaft is a straight-pin spline shaft with the diameter of 20 and a spline sleeve matched with the straight-pin spline shaft, and the spline sleeve is machined into the synchronizer again. Through the design of finite element analysis lightweight, guaranteed the intensity and the compact design of transmission shaft, casing and integral key shaft when the lightweight, when reducing the volume and do benefit to arranging, can satisfy power transmission's stability. The height of the switch is only 75mm, the volume is small and the mass is only 1 kg. The front speed reducer integrates a bevel gear group and a differential mechanism, the shell is made of 7075 aviation aluminum alloy, the shaft and the gear are made of 20Cr materials and are subjected to carburizing treatment, and the shell, the gear and the like are designed in a lightweight manner through finite element analysis, so that the strength and compact design of the shell, the gear and the like are guaranteed while the shell and the gear are lightened; the front speed reducer adopts a differential mechanism with small volume and high strength and a compact design, reduces the volume and is beneficial to arrangement, and can meet the requirements that the steering force of front wheels is not overlarge during turning and the power of a front shaft is reasonably distributed, thereby improving the maneuverability, the dynamic property and the trafficability characteristic. The height of the front speed reducer is only 115mm, the size is small, the mass is only 4.2 kg (containing gear oil), and the occupied space is small. For the compact car, the cab does not need to lift too much to arrange a front speed reducer. The DANA rear retarder (without transfer case, front retarder, etc.) commonly used in baha racing cars purchased on the market has reached 15 kg. The whole set of the time-sharing four-wheel drive transmission system is only 11.7 kg (does not contain a transmission shaft), and has great significance for the whole weight and the whole arrangement of the Baha racing car.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are required to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention, and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.

Fig. 1 is a schematic structural view of the time-sharing four-wheel drive transmission system of the present invention.

Fig. 2 is the structure schematic diagram of the rear speed reducer and the transfer case of the utility model.

Fig. 3 is the internal structure schematic diagram of the rear speed reducer and the transfer case of the present invention.

Fig. 4 is a schematic diagram of the internal structure of the switch of the present invention.

Fig. 5 is a schematic structural diagram of the front speed reducer of the present invention.

FIG. 6 is a schematic view of the internal structure of the front speed reducer of the present invention

Illustration of the drawings: 1-rear reducer; 2-a first constant velocity joint; 3-a second constant velocity joint; 4-a second half shaft; 5-a first half-shaft; 6-transfer case; 7-a first cross gimbal; 8-a transmission shaft; 9-a switch; 10-a second cross universal joint; 11-a front retarder; 12-third constant velocity joint; 13-fourth constant velocity joint; 14-a fourth half shaft; 15-a third half shaft; 16-transfer case output shaft; 17-an input shaft; 17A-input shaft gear; 18-rear output shaft; 19-a first bearing; 20-a second bearing; 21-a first oil seal; 22-a third bearing; 24-countershaft pinion; 25-a first spline; 26-a second spline; 27-intermediate bevel gear shaft; 28-countershaft bull gear; 29-output shaft gearwheel; 30-a fourth bearing; 31-a fifth bearing; 32-a second oil seal; 33-a third oil seal; 34-a sixth bearing; 35-a seventh bearing; 36-a transfer case housing; 37-transfer case large bevel gear; 38-a sleeve; 39-fourth oil seal; 40-rear retarder left shell; 41-right shell of rear reducer; 42-switcher front housing; 43-switcher rear housing; 44-a deflector rod; 45-a locking pin; 46-a universal-joint spline shaft; 47-a spline shaft; 48-a synchronizer; 49-eighth bearing; 50-a ninth bearing; 51-a gear shift mechanism; 52-hollow bolt; 53-a gear shift rocker arm; 54-large bevel gear; 55-tenth bearing; 56-eleventh bearing; 57-front retarder left shell; 58-front retarder right housing; 59-twelfth bearing; 60-a thirteenth bearing; 61-front bevel gear shaft mounting seat; 62-front bevel gear shaft; 62A-front bevel gear; 63-front left output shaft; 64-front right output shaft; 65-differential.

Detailed Description

To make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the attached drawings in the embodiments of the present invention are combined below to clearly and completely describe the technical solutions in the embodiments of the present invention, and obviously, the described embodiments are part of the embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by a person skilled in the art without creative efforts belong to the protection scope of the present invention. Thus, the following detailed description of the embodiments of the present invention, presented in the accompanying drawings, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention.

Examples

The following is only the preferred embodiment of the present invention, the protection scope of the present invention is not limited to the following embodiments, all the technical solutions belonging to the present invention belong to the protection scope of the present invention.

Referring to the attached figure 1 of the specification, vehicle power is transmitted to an input shaft 17 of a rear speed reducer 1 through a Continuously Variable Transmission (CVT) by an engine, is output to constant velocity universal joints and half shafts on the left side and the right side through a rear output shaft 18 after being subjected to speed reduction and torque increase through a two-stage gear set, and is finally transmitted to left and right rear wheels. Meanwhile, the intermediate shaft of the rear speed reducer 1 is an intermediate bevel gear shaft 27, and the intermediate bevel gear shaft 27 outputs power to the transfer case 6 and transmits the power to the switcher 9 after the direction of the power is changed by the bevel gear. The power is transmitted to the switcher 9 through the first cross universal joint 7 and the longer transmission shaft 8, transmitted to the front speed reducer 11 through the second cross universal joint 10, transmitted to the differential 65 after changing the direction through the bevel gear in the speed reducer, transmitted to the front left output shaft 63 and the front right output shaft 64 through the differential 65, transmitted to the third constant-speed universal joint 12, the fourth constant-speed universal joint 13, the fourth half shaft 14 and the third half shaft 15 on the left side and the right side, and finally transmitted to the left front wheel and the right front wheel.

As shown in the attached fig. 2-3 of the specification, the rear retarder 1 and the transfer case 6 of the transfer case 6 are integrated on the right side of the rear retarder 1, wherein the rear retarder structure comprises: a rear left gearbox housing 40, a rear right gearbox housing 41, a transfer case housing 36, an input shaft 17, an intermediate shaft 27, an intermediate shaft bull gear 28, an intermediate shaft pinion gear 24, an output shaft bull gear 29, a rear output shaft 18, bearings, oil seals, splines 25, 26, a transfer case large bevel gear 37, a transfer case output shaft 16, and a sleeve 38.

As shown in fig. 3 in the specification, one end of the input shaft 17 passes through the first bearing 19 fixed on the left casing 40 of the rear speed reducer, is placed in the rear speed reducer box, is provided with an input shaft gear 17A, and is connected and fixed to the second bearing 20 in the right casing 41 of the rear speed reducer, and a first oil seal 21 is arranged between the left casing 40 of the rear speed reducer and the input shaft 17, and is placed outside the first bearing 19; the input shaft gear 17A and the input shaft 17 are integrated, or the input shaft gear 17A is connected to the input shaft 17 through a spline; one end of the intermediate bevel gear shaft 27, which is arranged in the transfer case 6, is provided with an intermediate bevel gear, and the intermediate bevel gear shaft 27 are integrated or the bevel gear is connected to the intermediate shaft through a spline; the intermediate bevel gear shaft 27 is connected with an intermediate shaft gearwheel 28 through a second spline 26, and is connected with an intermediate shaft pinion 24 through the first spline 25, and the intermediate shaft gearwheel 28 and the intermediate shaft pinion 24 are arranged in the rear reduction gear box; the intermediate shaft gearwheel 28 is engaged with the input end gear, and the other end of the intermediate shaft gearwheel 27 is connected and fixed with the third bearing 22 in the rear reducer left shell 40; the transfer case output shaft 16 is vertical to the input shaft 17, one end of the transfer case output shaft is arranged in the transfer case 6 through a sixth bearing 34 and is connected and fixed with a seventh bearing 35 in the transfer case 6, and the transfer case output shaft 16 is provided with a transfer case large bevel gear 37 which is arranged in the transfer case and is meshed with the intermediate shaft bevel gear; the other end of the transfer case output shaft 16 is connected with the first universal joint 7;

the rear output shaft 18 penetrates through the rear reducer left shell 40 and the rear reducer right shell 41, a fourth bearing 30 is arranged on the rear reducer left shell 40, a fifth bearing 31 is arranged on the rear reducer right shell 41, the fourth bearing 30 and the fifth bearing 31 are used for supporting the rear output shaft 18, a second oil seal 32 and a third oil seal 33 are further arranged on the rear reducer left shell 40 and the rear reducer right shell 41 and are arranged on the outer sides of the fourth bearing 30 and the fifth bearing 31; an output shaft gearwheel 29 is connected to the rear output shaft 18 through a spline, and the output shaft gearwheel 29 is arranged in the rear reducer box and meshed with the intermediate shaft pinion 24.

In the following, the transmission process of the power is described in detail, after the power is input through the input shaft 17, the intermediate shaft large gear 28 is driven to rotate in the reverse direction, and is installed on the intermediate bevel gear shaft 27 in cooperation with the spline 26, and the intermediate shaft small gear 29 is also installed on the intermediate bevel gear shaft 27 in cooperation with the spline 25, at this time, the intermediate shaft large gear 28, the intermediate bevel gear shaft 27 and the intermediate shaft small gear 24 rotate in the same direction and in the reverse direction. The intermediate shaft pinion 24 rotates an output shaft bull gear 29, which is bolted to the rear output shaft 18, in the forward direction. While being positively transferred to the constant velocity joints 2, 3 and the half shafts 4, 5. And finally to the rear wheels on the left and right sides. In addition, the bevel gear of the intermediate bevel gear shaft 27 is meshed with a transfer case large bevel gear 37 which is arranged on the transfer case output shaft 16 in a spline fit mode, and power is transmitted to the transfer case output shaft 16 and is transmitted to the switcher 9 through the universal joint 7 and the transmission shaft 8.

Referring to the description of fig. 4, a switch 9 is installed between a front retarder 11 and a rear retarder 1, the switch structure including: a shifter front housing 42, a shifter rear housing 43, a shift mechanism 51, a spline shaft 47, a universal joint spline shaft 46, a lock pin 45, and a bearing;

one end of the spline shaft 47 is connected with the transmission shaft 8, the other end of the spline shaft is arranged in the switcher shell through one end in the switcher shell, and the synchronizer 48 is sleeved with the other end of the spline shaft 47 and is arranged in the switcher shell; one end of the universal joint spline shaft 46 is arranged in the switcher shell through the other end in the switcher shell and is coaxially arranged with the spline shaft 47; two ninth bearings 50 and two eighth bearings 49 are provided at two ports of the switcher housing, respectively, to support the spline shaft 47 and the universal joint spline shaft 46;

in addition, a shifting mechanism 51 is connected to the synchronizer 48, and the shifting mechanism 51 mainly comprises a shift lever 44, a hollow bolt 52 and a shifting rocker arm 53. The hollow bolt 52 is installed at one side of the shifter front housing 42, and the shift lever 44 passes through the hollow bolt 52 from the inside to the outside and is installed at the outside with the shift rocker arm 53. The shifting rocker arm 53 is controlled to swing, so that the shifting rod 44 is controlled to swing, the synchronizer 48 is controlled to slide, and finally the shifting function is realized.

The power is transmitted to the spline shaft 47 connected to the drive shaft 8 and then to the synchronizer 48 engaged with the spline shaft 47, and since the shift lever 44 is not engaged at this time, the synchronizer 48 is not engaged with the universal joint spline shaft 46, and the power cannot be output. When the shift lever 44 is shifted, the synchronizer 48 is pushed to slide along the spline shaft 47 to engage with the spline on the spline shaft 46, thereby rotating the spline shaft 46 in the same direction. And is transmitted to the front retarder through the cross universal joint 10 (the universal joint spline shaft 46 is a part of the cross universal joint 10).

Meanwhile, a locking pin 45 mechanism is arranged on the synchronizer 48, and the spline shaft 47 is provided with two positioning ball grooves. When the shift lever 44 is in a gear engaging state and a gear engaging state, the balls on the locking pin 45 are respectively matched with the two positioning ball grooves along with the sliding of the synchronizer 48 under the action of the spring, so that the limiting effect of the synchronizer is realized, and the gear disengagement is prevented.

As shown in figures 5-6 of the specification: the front retarder mainly includes: a front bevel gear shaft mounting seat 61, a front retarder left housing 57, a front retarder right housing 58, a front bevel gear shaft 62, a large bevel gear 54, a differential 65, a front left output shaft 63, a front right output shaft 64, and bearings.

One end of the front bevel gear shaft 62 is connected with the cross universal joint 10, the other end of the front bevel gear shaft is arranged in the front speed reducer shell through an opening of the front speed reducer left shell 57 and is provided with a front bevel gear 62A, the front bevel gear 62A and the front bevel gear shaft 62 are integrated, a twelfth bearing 59 and a thirteenth bearing 60 are arranged on the opening, and the twelfth bearing 59 and the thirteenth bearing 60 are sleeved on the front bevel gear shaft 62; the differential 65 is arranged in the front speed reducer shell, the left end of the differential 65 is connected and fixed with a tenth bearing 55 on the front speed reducer left shell 57, the differential 65 is connected and fixed with an eleventh bearing 56 on the front speed reducer right shell 58 in a section mode, the left end of the differential 65 is connected with a large bevel gear 54 through a spline and is meshed with the front bevel gear 62A, the front left output shaft 63 and the front right output shaft 64 are respectively connected to the left end and the right end of the differential 65, and the differential 65 is used for enabling the front left output shaft 63 and the front right output shaft 64 to rotate at different rotating speeds.

When the shift lever of the switcher is shifted into a gear, power is transmitted to the front bevel gear shaft 62 of the front speed reducer 11 through the universal joint 10, and the power drives the differential 65 to rotate forward through the large bevel gear 54 because the front bevel gear shaft 62 is meshed with the large bevel gear 54 and the large bevel gear 54 is in spline fit with the differential 65. Then, the power is transmitted to a front left output shaft 63 and a front right output shaft 64 through a differential 65, and is transmitted to constant velocity joints 13 and 12 and half shafts 14 and 15 on the left and right sides, and finally transmitted to left and right front wheels.

The utility model discloses a timesharing four-wheel drive reduction gear structure, with the integrated design development of drive mechanism, cancel rear axle differential mechanism, done the design of integrating rear axle transfer case and reducing gear box, compact structure introduces simultaneously and switches the drive mode, is a great breakthrough on the all terrain vehicle, has overcome the all terrain vehicle that has solved and has used differential mechanism and has gone up the more condition of power loss on the more racetrack of bend. The whole time-sharing four-wheel drive transmission structure is simple and reliable, small in occupied space, light in weight and capable of reducing the manufacturing cost of the whole vehicle. Finally, the invention carries out scientific analysis and optimization on various parts such as the coupler structure, the reducer box body, the gear shaft, the gear and the like through simulation software such as ansys, UG and the like, improves the design efficiency and ensures the performance of a transmission system.

The utility model also provides a baha cycle racing, including the baha cycle racing main body and the time-sharing four-wheel drive transmission system, the rear reducer 1 is connected with the automobile engine for transmitting power to the left rear wheel and the right rear wheel; the transfer case 6 is used for transmitting power to the front speed reducer 11 so as to transmit the power to the left front wheel and the right front wheel, and the switcher 9 is arranged between the transfer case 6 and the front speed reducer 11 and used for switching four-wheel drive and rear drive modes of the Baha racing car.

The Baha racing car is provided with the time-sharing four-wheel drive transmission system, so that the four-wheel drive mode and the rear-wheel drive mode are switched, the problem that the power loss of an all-terrain vehicle using a differential mechanism on a track with more curves is more is solved, and meanwhile, the whole time-sharing four-wheel drive transmission structure is simple and reliable, small in occupied space, light in weight and capable of reducing the manufacturing cost of the whole car.

The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

In the description of the present invention, it is to 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", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and for simplicity of description, but do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically limited otherwise.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," and "fixed" are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.

In the present disclosure, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may comprise direct contact between the first and second features, or may comprise contact between the first and second features not directly. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.

Claims (10)

1. The time-sharing four-wheel drive transmission system is characterized by comprising a front speed reducer and a rear speed reducer, wherein the front speed reducer and the rear speed reducer are connected through a transmission shaft, and the rear speed reducer is provided with a transfer case; automobile power is output to the constant velocity universal joint and the semi-axis of the left and right sides after the gear train of rear reduction gear slows down and increases the torsion, finally passes to left and right rear wheels, and the jackshaft of rear reduction gear exports power to the transfer case simultaneously, through the bevel gear redirecting of transfer case backward through first cross universal joint with the transmission shaft gives power transmission to the switch, passes to front reduction gear again through the twenty-first universal joint, transmits for differential mechanism after the bevel gear redirecting of front reduction gear inside, transmits power again respectively to left front output shaft and right front output shaft through differential mechanism to with power transmission for the constant velocity universal joint and the semi-axis of the left and right sides, finally pass to right left front wheel.

2. The time-sharing four-wheel drive transmission system according to claim 1, wherein the transfer case is integrated on the right side of the rear retarder.

3. The time-sharing four-wheel drive transmission system according to claim 2, wherein the rear retarder includes a rear retarder casing, the rear retarder casing includes a rear retarder left casing and a rear retarder right casing, a transfer case casing disposed on the right side of the rear retarder casing, a transfer case casing having one end disposed in the rear retarder casing and provided with an input shaft gear and the other end for connecting to an input shaft of a power device, a middle bevel gear shaft having a middle shaft gearwheel and a middle shaft pinion engaged with the input shaft gear, the middle bevel gear shaft being provided with a middle bevel gear and disposed in the transfer case and communicating with a rear output shaft of the rear retarder casing, the rear output shaft being provided with a rear output shaft gearwheel disposed in the rear retarder casing and engaged with the middle shaft pinion; the transfer case is provided with a transfer case output shaft, and one end of the transfer case output shaft arranged in the transfer case is provided with a transfer case large bevel gear meshed with the middle bevel gear.

4. The time-sharing four-wheel drive transmission system according to claim 3, wherein the bevel gear of the intermediate bevel gear shaft is meshed with a transfer case large bevel gear which is arranged on the transfer case output shaft in a spline fit mode, power is transmitted to the transfer case output shaft, and the power is transmitted to the switcher through the first cross universal joint and the transmission shaft.

5. The time-sharing four-wheel drive transmission system according to claim 1, wherein the switcher is mounted intermediate a front retarder and a rear retarder.

6. The time-sharing four-wheel drive transmission system according to claim 5, wherein the switch structure comprises: the gear shifting mechanism comprises a switcher shell, a spline shaft and a universal joint spline shaft, wherein one end of the switcher shell is arranged in the switcher shell, the other end of the switcher shell is connected with the spline shaft of a transmission shaft, the universal joint spline shaft is coaxially arranged with the spline shaft, one end of the synchronizer is arranged in the switcher shell, is opposite to one end of the spline shaft and is sleeved on the spline shaft, one end of the synchronizer is arranged in the switcher shell, and the synchronizer is arranged on the switcher shell and is used for driving the synchronizer to slide on the spline shaft and the universal joint spline shaft so as to realize power transmission.

7. The time-sharing four-wheel drive transmission system according to claim 6, wherein the shifting mechanism comprises a hollow bolt connected to the outside of the switcher housing, a shifting rod arranged inside the switcher housing through the hollow bolt from inside to outside, and a shifting rocker arm connected with the shifting rod and mounted outside the switcher housing.

8. The time-sharing four-wheel drive transmission system according to claim 7, wherein the switch further comprises a locking pin, the locking pin is mounted on the synchronizer, and the spline shaft is provided with two positioning grooves matched with the locking pin.

9. The time-sharing four-wheel drive transmission system according to claim 1, wherein the front speed reducer comprises a front bevel gear shaft mounting seat and a front speed reducer shell connected to the front bevel gear shaft mounting seat, the front speed reducer shell comprises a front speed reducer left shell and a front speed reducer right shell, and a front bevel gear shaft arranged on the front bevel gear shaft mounting seat, the front bevel gear shaft is provided with a front bevel gear and arranged in the front speed reducer shell, and a differential arranged in the front speed reducer shell, and the differential is provided with a large bevel gear meshed with the front bevel gear, and a front left output shaft and a front right output shaft connected to the differential.

10. A baha racing car comprising a baha racing car body and the time-sharing four-wheel drive transmission system as claimed in any one of claims 1 to 9, wherein the rear retarder is connected to an automobile engine for transmitting power to left and right rear wheels; the transfer case is thereby used for transmitting power for front reduction gear and give right and left front wheel, the transfer case with the switch that sets up between the front reduction gear for switch the four-wheel drive of baha cycle racing and rear-guard mode.

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