RU2810806C1 - Transfer case for snow and swamp-going vehicle - Google Patents

Abstract

FIELD: transfer cases.

SUBSTANCE: transfer case comprises a housing with shafts, gears, gear couplings located in it, a cover, a power take-off box, and connecting elements. The body is U-shaped and equipped with a main cover. The body and main cover are made of aluminium. The shafts are equipped with gears and gear couplings with forks. The breather is located in the spacer. A mechanism for locking the drive dogs is attached to the body, allowing to switch downshifts or direct gears. The drive dogs are located parallel to each other, each of the latter is equipped at one end with arc grooves that have the ability to contact balls that interact with a spring fixed by a plug and a movably installed fork. The other end of each drive dog is connected to the gear sensor. The output shaft of the first bridge is equipped with an additional driver, at one end of which there are arc grooves that interact with spring-loaded balls, and a fork is fixed at the free end.

EFFECT: simplification of the design of the transfer case of an all-terrain vehicle.

1 cl, 4 dwg

Description

The invention relates to vehicles, in particular to vehicle transmissions, namely to transmission elements connecting the engine to the propulsors.

A general purpose vehicle is known, consisting of a frame, a plurality of ground traction elements functionally connected to the frame; engine supported by frame along centerline; a drive shaft spaced from the engine; a transfer case operatively connected to the drive shaft and supported by the front portion of the frame; and a front differential operatively coupled to the transfer case and supported by the frame, the differential being located along a centerline; transfer case functionally connected to the differential; in this case, the transfer case and differential are located in the shell of the front suspension assembly; the front drive shaft runs between the rear transfer case and the front transfer case; the front transfer case includes an input shaft for engagement with the front drive shaft; the input shaft may be splined to engage the front drive shaft; the front transfer case includes an outer end and an inner end; The front transfer case transmits power from the front drive shaft to the front differential to drive the front wheels (Patent No. US 11,607,920. Pub. 2023-03-21).

However, the known invention is not intended for use with the described transfer case design for an all-terrain vehicle.

A known technical solution for assembling a transfer case for a multi-functional all-terrain vehicle includes a box cover, a transfer case housing, an input shaft, an intermediate gear, a front output shaft, a rear output shaft and a shift fork system, wherein the gearbox cover is connected to the transfer case body and forms cavity. The input shaft, idler gear, front output shaft, rear output shaft and shift fork system are located in the cavity and are connected to the cavity. The dot pin is located with the circumscribed outer circumference of the input shaft, the input shaft gear, the bearing and the oil seal (Patent No. CN 206918226 U. Publ. 2018-01-23).

However, the transfer case in the well-known utility model, despite the fact that it is intended for multifunctional all-wheel drive off-road vehicles, includes some identical structural elements, is not intended, due to its design features, for use in the design of snow and swamp-going vehicles, due to the lack of output shafts first, second, third bridges.

A transfer case is known in which the reverse drive gear is fixed in the middle part of the input shaft gear block, the reverse driven gear is fixed to a three-position clutch of a short tubular differential drive shaft, this shaft is divided into two parts, between them a ring gear is fixed to the front axle drive shaft , on both sides of it there are ring gears, one of them is fixed to the differential housing, and the other is on a short tubular shaft, a three-position clutch is installed on this ring gear for selective connection either with the crown of the front axle drive shaft, or with the crown of the differential housing, or three crowns at the same time (Patent No. RU 2176193. Published November 27, 2001).

However, the known transfer case only allows increasing the possibility of selecting the operating mode of the drive axles, but does not allow its use in the design of an all-terrain vehicle.

A gearbox and a power unit are known in which the shifting wheels of a set of gears of the gearbox are selectively engaged by a selection means to establish an appropriate gear ratio between the drive means and the power take-off point. The selection means includes a gear ratio selector shaft with cams, counter cams and forks, through which the selector shaft ensures gear shifting. The release means uncouples the counter cams from the corresponding cams of the selector shaft and thereby allows you to select any gear without the need to change intermediate gears (Patent No. RU 2138408. Published 09/27/1999).

However, the known design of the gearbox and power unit are designed on the principle of a motorcycle gearbox, it is more attractive for use in a small-sized city car without increasing its cost and complicating the design of such a car, and the known technical solution is not intended for its use in the design of an all-terrain vehicle requiring maximum gears .

A device is known for taking power from a vehicle engine, containing a transfer case, cardan shafts, in which the speedometer drive gear is removed from the intermediate shaft, and in its place a flange is installed and fixed to the shaft with a screw, installation is carried out through a hole made in the transfer case housing and equipped with an oil seal, the box flange and the power take-off shaft flange, having toothed rims, are connected by a chain, which makes it possible to compensate for misalignments when installing the power take-off shaft, enclosed in bearing units, on the car frame, and a pulley is attached to the power take-off shaft, which allows using wedges belts transmit torque to the technological equipment drive pulley, and the technological equipment drive is turned on and off using a tension roller (Patent No. RU 132391. Published 09/20/2013).

However, the known device has a transfer case, which only provides the ability to turn on and off the drive of technological equipment while the engine is running and is not intended for use in the design of an all-terrain vehicle.

A transfer case with a power take-off box is known, containing a transfer case housing connected to the power take-off housing, a drive shaft, an intermediate shaft and a power take-off shaft installed in the said housings on rolling bearings, a drive gear located on the drive shaft and meshed with an intermediate gear connected to the differential of the front and rear axles of the chassis, a toothed clutch half, which is equipped with a divider connected to it by a lubrication pump and a gear located on the power take-off shaft, while the divider is installed coaxially with the drive shaft between the drive shaft and the power take-off shaft and is made in the form of two rings that fit into each other with a gap, with the first ring being fixedly installed in the power take-off housing, and the second ring being rotatable at the end of the drive shaft, on the outer and inner surfaces of the first and second divider rings and on the outer surface of the drive shaft there are grooves in the drive shaft, an axial channel communicating with each other by radial channels made respectively in the first and second divider rings and in the drive shaft, while in the power take-off housing there is a channel for supplying lubricating fluid from the lubrication pump to the first divider ring ( Patent No. RU 2235026. Publ. 08/27/2004).

However, the known technical solution solves the problem only of providing lubrication to the bearings of the drive shaft and the power take-off shaft during long-term 100% power take-off, to increase their reliability and service life, but it is not intended for use in the design of snow and swamp-going vehicles required when moving across terrain with difficult terrain .

The objective of the present invention is to expand the arsenal of technical means in the form of wheeled snow and swamp-going vehicles that have the ability to redistribute torque between drive axles and increase it when driving off-road.

The technical result is manifested in simplifying the design of the RC, reducing its weight, preventing shafts from breaking, relieving excess pressure from the housing, increasing heat transfer for heating internal structural elements, and reducing the amount of consumables, in particular oil.

The technical result is achieved by the fact that in the transfer case for an all-terrain vehicle, containing a housing with shafts, gears, gear couplings located in it, a cover, a power take-off box, connecting elements, the housing is U-shaped, equipped with a main cover, the housing and the main cover , made of aluminum and equipped with mounting holes in which shafts are located using ball bearings, equipped with gear wheels and gear couplings with forks, made and installed with the ability to engage and transmit rotation, while the gear couplings are indirectly interconnected with roller bearings, the breather is located in spacer, in addition, a mechanism for locking the leashes is fixed on the body, allowing you to change downshift or direct gears, the leashes are located parallel to each other, each of the latter is equipped at one end with arc grooves that have the ability to contact the balls, interacting with the spring, fixed by the plug, and installed, with the ability to move, a fork, the other end of each driver is connected to a gear engagement sensor, the output shaft of the first axle is equipped with an additional driver, at one end of which there are arc grooves interacting with spring-loaded balls, a fork is fixed at the free end.

The present invention is illustrated by a detailed description and diagrams, in which:

Fig. 1 - shows the main view of the transfer case for an all-terrain vehicle, in section with a vertical plane passing through the axes of the central shafts according to the invention;

Fig. 2 - shows a view on the left, with the designation of view A-A and section B-B, the same as in Fig. 1;

Fig. 3 - shows a section AA of the downshift mechanism, the same as in FIG. 2;

Fig. 4 - shows a section B - B, the control mechanism of the output shaft of the 1st bridge, the same as in Fig. 1.

Terminology used:

RK - transfer case;

RKS - transfer case for an all-terrain vehicle.

The transfer case for an all-terrain vehicle contains a main body 1 (Fig. 1, 2). The main body 1 is made in the form of a spatial U-shaped hollow figure. An installation hole 2 is made in the upper part of the housing 1, an installation hole 3 is made in the lower part of the housing 1. The housing 1 is closed by the main cover 4, in which installation holes are made in the upper part 5, in the lower part 6. The housing 1 and the main cover 4 are made of aluminum having high thermal conductivity. In the installation hole 2 there is an input shaft 7 made on the outer surface with a step by means of a bearing 8 installed in hole 2. The input end of the input shaft 7 is secured using a cover 9 and a flange 10. The output end of the input shaft 7 is installed in the bearing 11 and secured in the output shaft 12 of the third bridge. A gear 13 and a gear coupling 14 are installed on the output shaft 12. A gear 15 is installed on the input shaft 7. In the mounting hole 5 in the upper part of the main cover 4 there is a bearing 16, in which the output shaft 12 of the third bridge is fixed using a flange 17. The bearing 18 is located on the output shaft 12 and secured by a spacer 19. A through hole is made in the spacer 19, the axis of which is perpendicular to the axis of the output shaft 12. A breather 20 is installed in the said hole. The breather 20 (breather, breathing valve) is designed to maintain equality of pressures by communicating the RC structure with the atmosphere . The parking brake mechanism 21 is installed on the said spacer 19. A brake disc 22 is fixed at the free end of the flange 17.

In the lower part of the main body 1, in the installation hole 3, a bearing 23 is installed. In the hole 6 of the lower part of the main cover 4, a bearing 24 is located. An additional output shaft 25 of the second bridge is installed in the bearings 23 and 24. A flange 26 is fixed at the free end of the output shaft 25. In addition, gear wheels 27, 28 are installed inside the housing 1 on the output shaft 25. A gear coupling 29 is located between the latter.

At the end of the additional output shaft 25, opposite the flange 26, a thrust coupling 30 is fixed, and a roller bearing 31 is also installed. The latter is fixed in the output shaft 32 of the first bridge, made with an internal cylindrical bore. On the outer surface of the output shaft 32 of the first bridge, a gear coupling 33 is fixed, located inside a housing 34, made in the form of a glass with a stepped hole 35 at its end. A bearing 36 is installed in the stepped hole 35. The bearing 36 is secured by a cover 37 and a flange 38, made in the form of a stepped bushing along the outer and inner surfaces.

In this case, the housing 1 is fixed to the base 39. The locking mechanism of the leads 40 is fixed to the housing 1 (Fig. 2).

The mechanism for switching low and forward gears is made of a locking housing 41, in the holes of which there are located, stepped on the outer surface, leads 42, 43 one above the other with the ability to move (Fig. 3). At one end of each driver 42, 43, arc grooves are made, respectively 44, 45 and 46, 47, the axes of which are parallel to each other and are offset in the longitudinal direction relative to each other. In the locking body 41 there are balls 48, which have the possibility of contact with springs 49, 50, each of which with the other (or free) end rests, respectively, on plugs 51, 52. At the free ends of each leash 42, 43, forks 53, 54 are installed.

The second ends of each driver 42, 43 are made with an equivalent arrangement of parts. A threaded sleeve 55 is installed on the driver 42, which is capable of contact with the fork 56 and indirectly with the washer 57 and nut 58. In addition, the end of the said driver 42 is installed in the guide sleeve 59, fixed in the cover 4, and is equipped with a set of lock nuts 60. The said guide sleeve 59 and a set of lock nuts 60 are installed in a sleeve 61 made in the form of a glass. The bushing 61 is fixed, by means of a nut 62, on the guide bushing 59, in which the gear engagement sensor (not shown) is also fixed. A similar sequence of parts is arranged at the end of the leash 43.

The layout of the output shaft 32 of the first bridge contains, in addition to the previously mentioned structural elements, other elements (Fig. 4). One end of the driver 63 is placed in the hole of the locking body 64. At the end of the driver 63 there are arc grooves 65, 66, the axes of which are parallel to each other and are offset in the longitudinal direction relative to each other. Each of the grooves 65, 66 has the ability to contact a spring 67 installed in the locking body 68, through balls 69. A fork 70 is installed on the driver, which has the ability to contact a gear coupling 33. The fork 70 is installed on a sleeve 71, the latter is secured with a bolt. In addition, a fork 72 is installed at the end of the leash 63, which can be moved.

The transfer case of an all-terrain vehicle works as follows.

The RCS elements are preliminarily assembled, placing them in the main body 1, which is made in the form of a U-shaped spatial hollow figure made of aluminum with high thermal conductivity (Fig. 1-4). The assembled elements and assemblies are covered with the main cover 4, which has increased thermal conductivity. Technical oil is poured into the assembled RCS. The base 39 is fixed to the chassis of the snow and swamp-going vehicle. The assembled housing 1 of the RKS is secured to the base 39 using threaded connections. During the assembly process of the RKS, lubricant and sealant are used. During operation of the RKS, the body 1, heating up, transfers its heat to structural elements that are located outside it, which allows the snow and swamp-going vehicle to be used for a long time at low temperatures in northern conditions.

From the installation holes 2, 3 of the main body 1 and the installation holes 5, 6 of the main cover 4 protrude, respectively, the input shaft 7, the output shaft 12 of the third axle with access to the rear axle through the flange 17, the additional output shaft 32 of the first axle to the front axle, output shaft 25 of the second bridge to the middle bridge.

To select operating modes of the RK, the following basic design elements are used: gears 13, 15; gears 27, 28; gear couplings 14, 29, 33; ball bearings 8, 16, 18, 23, 24, 36; roller bearings 11 and 31, thrust clutch 30; output shaft 32.

A more rational arrangement of roller bearings 11 and 31 helps prevent the breaking of shafts 7, 25.

The RK is equipped with a parking brake mechanism 21, which is installed using a spacer 19. In addition, a through hole is made in the spacer 19, the axis of which is perpendicular to the axis of the output shaft 12. A breather 20 is fixed in the through hole of the spacer 19. The brake disc 22 is fixed at the end of the flange 17.

Breather 20 allows the RCS to communicate with the atmosphere to maintain equal pressure during heating and cooling of structural elements and mechanisms, taking into account atmospheric pressure.

The RKS is equipped with mechanisms 40 for locking the leashes and switching to low and direct transmission (hereinafter referred to as the mechanism). The main elements of the mechanisms are drivers 42, 43, 63. Each driver 42, 43, 63 is equipped with arc grooves, respectively, 44, 45, 46, 47, 65, 66. The grooves contact balls 48 and 69 through springs 49, 50 and 67. At the ends of each leash 42, 43, 63, forks 53, 54, 72 are installed.

The gear engagement sensor 62 is fixed in the sleeve 61 so that the driver 42 rests against the sensor.

Switching the operating modes of the RKS is achieved due to the following elements of the main body 1, with the input shaft 7, output shafts 32, 25, 17 located in it, which correspond to the drives of the front, middle and rear axles of the snow and swamp-going vehicle, coming out of the main body 1.

On the input (primary) shaft 7, a low gear gear 15 is fixed, which is in constant mesh with gear 28, which rotates freely on an additional output shaft 25, which has an output flange 26 on the middle axle on one side, and a thrust coupling fixed on it on the other. 30, the gear ring of which allows you to connect the front axle.

Gears 13, 15, 27, 28 have the ability to alternately interact with their control gear rims with the actuating elements of the gear shift mechanism located on the corresponding shafts 7, 12, 25, made in the form of couplings 14, 29, 33 with an internal gear rim, which are moved by forks 56, 70, mounted on rods of drivers 42, 43, 63.

On an additional output shaft (secondary shaft) 25, a gear 27 is installed, which is in constant mesh with a gear, which is fixed on the output shaft 12 of the third bridge, located coaxially with the input shaft 7.

The proposed invention allows, thanks to the use of the possible minimum number of elements in this transfer case (simplicity of design), to reduce the weight of the transfer case, make the transfer case more compact, reduce the amount of consumables (oil) when converting and transmitting torque to transmission elements, which does not require a large number of technological structural elements .

Claims (1)

A transfer case for an all-terrain vehicle containing a housing with shafts, gears, gear couplings located in it, a cover, a power take-off box, connecting elements, characterized in that the housing is U-shaped, equipped with a main cover, the housing and the main cover are made of aluminum and equipped with mounting holes in which shafts are located using ball bearings, equipped with gear wheels and gear couplings with forks, made and installed with the ability to engage and transmit rotation, while the gear couplings are indirectly interconnected with roller bearings, the breather is located in the spacer, in addition a mechanism for locking the leashes is fixed on the body, allowing you to switch downshifts or direct gears, the leashes are located parallel to each other, each of the latter is equipped at one end with arc grooves that have the ability to contact the balls, interacting with a spring fixed by a plug, and mounted with the ability to move a fork, the other end of each driver is connected to the gear engagement sensor, the output shaft of the first axle is equipped with an additional driver, at one end of which there are arc grooves that interact with spring-loaded balls, and a fork is attached to the free end.