RU2297338C1 - Transfer case gearshift mechanism - Google Patents

Abstract

FIELD: transport engineering; transfer cases.

SUBSTANCE: invention relates to all-wheel-drive cars designed for movement along traffic roads and offroad. Proposed transfer case gearshift mechanism consists of pneumatic chamber with spring-loaded rod. Gearshift forks are coupled with movable sleeves installed on shafts and engaging with high and low gear rims. High and low gears are fixed on shafts. Gearshift forks are installed on one rod, and their working surfaces engage with toothed sleeves installed on different shafts. In neutral position, toothed sleeves are located at a distance equal to or larger than working stroke of toothed sleeve from low and high gears installed on shafts.

EFFECT: simplified design of transfer case gearshift mechanism wire prevention of engagement of two gears at a time.

4 cl, 4 dwg

Description

The invention relates to drives of transport vehicles installed in the transmission of four-wheel drive vehicles with high cross-country ability, intended for movement both on public roads and off-road.

Known tractor transport and technological means of cross-country ability, in which the drive of the working bodies and running wheels is made in the form of an integrated device for selecting and distributing the power of the tractor engine, and for the simultaneous control of the running wheels and working bodies provides a handle in the form of a two-shouldered lever, with which the movement of the movable gears of the drive of the working bodies and the running wheels, while the ends of the lever are pivotally connected to axes that move inside the gearbox the flanges included in the circular grooves on the hubs of the movable gears, and the rotation transmission means are made in the form of half-couplings and two concentric cages, interconnected through embedded elements in the sockets of one of them (SU 1527027, M CL ⁴ V 60 K 17/34, publ. 12/07/1989).

A disadvantage of the known technical solution is the complexity of the design and the complexity of manufacturing.

The closest to the claimed technical solution in terms of the set of essential features and the technical result achieved is the gear shift mechanism in two-speed transfer cases of four-wheel drive vehicles, containing two movable gear couplings for engaging the highest and lower gears, located on two shafts and kinematically connected with the shift forks, two rods on which the switching forks are located, two pneumatic chambers for moving the rods. In addition, the gearshift mechanism includes a rod lock mechanism consisting of balls and a pin, designed to prevent the simultaneous inclusion of two gears in the transfer case (Operating Instructions 43101-3902005RE, KAMAZ Automobiles, Moscow, Mashinostroenie, 1991, p. 84, 85, fig. 63, 64).

A disadvantage of the known technical solution is the design complexity due to the presence of two pneumatic chambers, two shift rods, in addition, to exclude the possibility of turning on two gears at the same time, a mechanical locking device is used, which requires precise manufacturing, careful adjustment and assembly, and mandatory sealing.

The objective of the proposed technical solution is to create a simple design of the transfer mechanism of the transfer case, eliminating the possibility of simultaneously engaging two gears.

The technical result is achieved by the fact that in the gear shift mechanism of the transfer case containing a pneumatic chamber with a spring-loaded rod, the shift forks are connected to the movable gear couplings mounted on the shafts, interacting with the gear rims of the gears of the higher and lower gears mounted on the shafts with the possibility of rotation, the gears of the highest and lower gears mounted on shafts motionlessly, shift forks are installed on one rod and their working parts interact with gear couplings installed and on different shafts, while the gear clutches of the higher and lower gears in the neutral position are separated from the gears of the lower and higher gears fixed on the shafts, respectively, at a distance equal to or greater than the working stroke of the gear couplings, in addition, the shift forks can be located in one the plane passing through the axis of symmetry of the grooves of the gear couplings, while the shift forks can be integral, or the shift forks can be axially spaced on the stem depending on the position of the gear couplings on the shafts.

The distinguishing features are that the shift forks are mounted on the same rod and their working parts interact with gear couplings mounted on different shafts, while gear couplings for engaging higher and lower gears in the neutral position are separated from the lower and higher gears fixed on the shafts gears, respectively, at a distance equal to or greater than the working stroke of the gear couplings, simplify the design of the transfer mechanism of the transfer case and exclude the possibility of switching on one two gears at a time.

The analysis of known technical solutions in this technical field showed that the claimed technical solution has features that are not in the analogues, and their use in the claimed combination of essential features allows to obtain a new technical result. Therefore, the claimed technical solution meets the conditions of patentability "novelty" and "inventive step".

The inventive gear shift mechanism transfer case is illustrated by drawings:

figure 1 - gearbox transfer case, General view, in section;

figure 2 is the same front view;

figure 3 - section aa in figure 2 (shafts conditionally deployed);

figure 4 - gearbox transfer case with forks made in one piece (shafts conditionally deployed).

The transfer case with the gear shift mechanism comprises a drive shaft 1 mounted on two bearings 2.

On the drive shaft 1 on the splines, a gear clutch 3 is mounted movably in the axial direction, the highest gear gear 4 is mounted on the bearing with the possibility of free rotation and the lower gear gear 5 is fixedly mounted.

The intermediate shaft 6 is mounted on two bearings 7, and a gear clutch 8 is mounted movably in the axial direction on its splines. In one piece with the intermediate shaft 6, the highest gear 9 is made, and the lower gear 10 is mounted on the bearing.

The gear 9 is engaged with the gear 11 of the differential drive of the drive axles. The center differential distributes the torque in a certain proportion between the front axle drive shaft and the rear axle drive shaft.

On gears 4 and 10, gear rims are made, with which gear couplings 3 and 8 interact, respectively. Toothed clutch 3 at a neutral position is separated from gear 5 at a distance equal to or greater than the working stroke of gear coupling 8, and toothed clutch 8 at a neutral position is separated from gear 5 at a distance equal to or greater than the working stroke of gear 3. When moving any of the mentioned gear couplings for turning the upper and lower gears, the other gear clutch also moves in the same direction and idles.

The gearshift mechanism consists of a three-position pneumatic gearshift chamber having a piston 12 fixed to the rod 13, the springs 14. On the rod 13, the high gear selector fork 15 and the low gear selector fork 16 are screwed. The working parts of the forks 15 and 16 interact with gear couplings 3 and 8, respectively.

The forks 15 and 16 can be located in one plane passing through the axis of symmetry of the grooves of the gear couplings 3 and 8, while the forks can be made in one piece.

The forks 15 and 16 can be axially spaced on the stem, depending on the location of the gear couplings 3 and 8 on the shafts.

The gearshift mechanism operates as follows.

In the initial position, when air is not supplied to any of the cavities of the pneumatic chamber, the spring 14, due to its elasticity, sets the rod 13 and the piston 12 fixed on it in the middle neutral position. The shift forks 15 and 16 are also in the middle neutral position, while the gear couplings 3 and 8 are disengaged from the gear rims made on the gears 4 and 10, respectively. In this position, no torque is transmitted to the axle drive shafts.

When the highest gear is engaged, air is supplied to the right chamber of the pneumatic chamber, the piston 12, moving to the left, moves the rod 13 and the forks 15 and 16 attached to it also to the left, while the gear clutch 3 engages with the gear ring of the gear 4. The highest gear is engaged. At the same time, the gear clutch 8 will also move to the left by a distance equal to the working stroke of the gear clutch 3, that is, the gear clutch 8 idles.

When the lower gear is engaged, air is supplied to the left cavity of the pneumatic chamber, the piston, moving to the right, moves the rod 13 and the forks 15 and 16 fixed to it, also to the right, while the gear clutch 8 is engaged with the gear ring of the gear 10. The lower gear is engaged. At the same time, the gear clutch 3 will also move to the right by a distance equal to the working stroke of the gear clutch 8, that is, the gear clutch 3 idles.

When air is not supplied to any of the cavities of the pneumatic chamber, the spring 14 by means of forks 15 and 16 sets the gear couplings 3 and 8 in the neutral position.

The claimed technical solution has a simple design of the gearshift mechanism of the transfer case, eliminating the possibility of simultaneously engaging two gears.

The claimed technical solution meets the requirement of industrial applicability and is possible for implementation on standard processing equipment.

Claims (4)

1. The gearbox gearshift mechanism comprising a pneumatic chamber with a spring-loaded stem, shift forks associated with movable gear couplings mounted on shafts interacting with gear rims of gears of higher and lower gears mounted on shafts with the possibility of rotation, gears of higher and lower gears, installed stationary on the shafts, characterized in that the shift forks are mounted on the same rod and their working parts interact with gear couplings mounted on different shafts, when In this case, the gear couplings for engaging the higher and lower gears in the neutral position are separated from the gears of the lower and higher gears fixed on the shafts, respectively, at a distance equal to or greater than the working stroke of the gear couplings. 2. The gearshift mechanism according to claim 1, characterized in that the shift forks are located in one plane passing through the axis of symmetry of the grooves of the gear couplings. 3. The gearshift mechanism according to claim 1 or 2, characterized in that the shift forks are made in one piece. 4. The gearshift mechanism according to claim 1, characterized in that the shift forks are axially spaced on the rod, depending on the location of the gear couplings on the shafts.

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