CN201165197Y - Miniature car drive system - Google Patents

Abstract

A miniature car drive system, the driving gear on the output shaft of the gearbox is located in the transfer case, the rear of the output shaft of the transfer case is installed with a pinion through the bearing, and the front end of the output shaft of the transfer case is connected from the front of the front cover of the transfer case and connected with the tail of the front reducer, the front axle shafts are arranged on the left and right sides of the front reducer; the ring boss at the front of the pinion in the transfer case is fitted with a synchronizer Engaging teeth, the synchronizing ring is looped on the engaging teeth of the synchronizer, and the fixed teeth of the synchronizer are installed on the output shaft of the transfer case on the front side of the synchronizing ring. The post snaps into an annular groove on the outer surface of the synchronizer engaging gear sleeve. The utility model can make the miniature car choose two-wheel drive or four-wheel drive according to the actual situation, and the switch between two-wheel drive and four-wheel drive is convenient and easy to operate, which greatly enhances the climbing ability of the miniature car and effectively improves the car's performance. Passability.

Description

Miniature car drive system

technical field

The utility model relates to a miniature automobile, in particular to a driving system of the miniature automobile.

Background technique

At present, miniature cars generally use the rear wheel drive mode, that is, the power of the engine is first transmitted to the gearbox, and then the output shaft of the gearbox is transmitted to the rear reducer and the rear axle shaft through the rear drive shaft to drive the rear wheels to rotate. , the whole vehicle travels forward or backward. A miniature car with only two rear-wheel drives cannot provide sufficient ground driving force when passing a road with a low adhesion coefficient; especially when passing through a muddy or muddy section, the driving wheels are prone to sinking into mud or slipping and cannot be driven. Thereby affecting the passability of automobile, brings great inconvenience to people's travel.

Utility model content

The technical problem to be solved by the utility model is to provide a driving system for a miniature car that can use two-wheel drive or four-wheel drive, so as to improve the passability and climbing ability of the miniature car.

The technical scheme of the utility model is as follows: a miniature car drive system, including an engine and a gearbox, wherein the output shaft of the gearbox is connected with the rear reducer through the rear drive shaft, and the key lies in: the casing on the output shaft of the gearbox The driving gear, the driving gear is located in the transfer case, the transfer case is installed at the tail of the gearbox, and is formed by the butt joint of the front and rear covers, and a large gear and a splitter are supported between the front and rear covers of the transfer case. The output shaft of the transfer case, wherein the rear part of the output shaft of the transfer case is installed with the pinion through the bearing, and the front end of the output shaft of the transfer case protrudes from the front part of the front cover of the transfer case, and passes through the front transmission shaft assembly and the front reducer The input end of the rear part is connected, and the front axle half shafts are arranged on the left and right sides of the front part of the front reducer, and the inner ends of each front axle half shaft are connected with the corresponding output ends of the front reducer; The gear is located in the middle of the driving gear and the pinion. The large gear is the largest and meshes with the driving gear and the pinion respectively; a synchronizer engaging tooth is set on the annular boss at the front of the pinion, and the hollow at the front end of the synchronizer engaging tooth The synchronous ring is looped on the cone, and the output shaft of the transfer case on the front side of the synchronous ring is equipped with synchronizer fixed teeth. and external splines of the same size, and set the synchronizer engaging gear sleeve on the fixed teeth of the synchronizer. The outer surface of the synchronizer engaging gear sleeve is provided with an annular groove, and a roller of a fork mechanism snaps into the annular groove. The shift fork shaft of the shift fork mechanism passes through the front cover of the transfer case upwards.

Using the above technical scheme, the tail of the traditional mini-car gearbox is cut off, and the front cover of the transfer case has a joint surface suitable for the shape and size of the cut-off surface of the gearbox. The driving gear on the output shaft of the case is accommodated in the case formed by the docking of the front cover and the rear cover of the transfer case. The output shaft of the gearbox is still connected to the rear reducer through the rear drive shaft, the output shaft of the transfer case is connected to the front reducer through the front drive shaft assembly, and the fork mechanism is connected to the handle of the transfer case in the cab through a flexible shaft Connection, under the control of the transfer case operating handle, the shift fork mechanism can drive the synchronizer engaging gear sleeve to slide on the synchronizer fixed teeth, the synchronizing ring and the synchronizer engaging teeth, so that the gap between the synchronizer fixed teeth and the synchronizer engaging teeth In this way, under the action of the transfer case, the miniature car can select a drive form in which only the rear wheels participate or a drive form in which the front and rear wheels participate simultaneously according to road conditions.

In the utility model, when the output shaft of the gearbox rotates under the drive of the engine power, the driving gear rotates together with the output shaft of the gearbox, and the output shaft of the gearbox transmits the power of the engine to the rear reducer and the rear axle half through the rear transmission shaft. shaft, which drives the rear wheel to rotate; and the driving gear drives the pinion to rotate through the large gear. When the synchronizer engaging teeth on the annular boss of the pinion are in a state of separation from the synchronizer fixed teeth, the synchronizer engaging teeth rotate idly, and the transfer case outputs The shaft does not rotate. At this time, the miniature car is driven by two rear wheels, which is suitable for driving on roads with good road conditions to reduce the wear of tires and drive train parts; when the synchronizer on the ring boss of the pinion gear engages When it is engaged with the fixed teeth of the synchronizer, the engaging teeth of the synchronizer drive the fixed teeth of the synchronizer to rotate through the engaging gear sleeve of the synchronizer, and the fixed teeth of the synchronizer drive the output shaft of the transfer case to rotate, so that the output shaft of the transfer case passes through the front drive shaft The assembly transmits part of the power of the engine to the front reducer and the front axle shaft to drive the front wheels to rotate. At this time, both the front and rear wheels of the mini-car have driving force, which greatly enhances the climbing ability of the mini-car and effectively Improve the passability of the car.

In order to simplify the structure and facilitate installation, the above-mentioned shift fork mechanism is composed of rollers, shift forks, shift fork shafts, shift fork shaft output plates and joints. Rollers are installed symmetrically on the head, and the handle of the shift fork is fixedly connected with the lower end of the shift fork shaft. The other end of the fork shaft output plate is installed with a joint. The joint is connected to the transfer case control handle in the cab through a flexible shaft, and the transfer case control handle pulls the joint through the flexible shaft to make the shift fork shaft rotate, and the shift fork shaft drives the synchronizer to engage the gear sleeve through the roller on the shift fork. The axial movement makes the fixed teeth of the synchronizer separate or engage with the engaging teeth of the synchronizer, so that the operation is simple and the control is convenient.

A through hole is provided at the bottom end of the front cover of the transfer case, and a spring and a positioning pin are pierced in the through hole, and the outer end of the through hole is sealed by a threaded cover; one end of the positioning pin extends into the end surface of the shift fork In the groove provided above, the other end of the positioning pin abuts against one end of the spring, and the other end of the spring is limited by the threaded cover. The spring is in a state of constant compression. Under the action of the spring, the positioning pin bears against the shift fork to prevent it from shaking, thereby ensuring the stability and reliability of the movement of the shift fork and the synchronizer engaging the gear sleeve.

In order to make the structure compact and easy to assemble, the above-mentioned synchronizer engaging teeth and the annular boss of the pinion are connected by splines. The synchronizer engaging teeth are divided into front and rear sections, and on the outer circumference of the rear section of the synchronizer engaging teeth An external spline is arranged, and the front section of the engaging teeth of the synchronizer is a hollow truncated cone, the taper of the hollow truncated cone adapts to the taper of the central hole of the synchronizing ring.

In order to improve the reliability of the transmission and ensure the consistency of rotation between the driving gear and the pinion, the centers of the driving gear, the large gear and the pinion are on a straight line, and the size of the driving gear and the pinion are equal and the direction of rotation is equal. same.

The above-mentioned front transmission shaft assembly is composed of the first front transmission shaft and the second front transmission shaft, wherein the first front transmission shaft is divided into two sections, and the front end of the front section of the first front transmission shaft passes through the first universal joint and the front reducer. The input flange is connected, and the rear end of the front section of the first front transmission shaft is connected with the rear section of the first front transmission shaft through the second universal joint. ° angle a, the rear section of the first front transmission shaft is sleeved on the front end of the second front transmission shaft, the two are splined, and the rear end of the second front transmission shaft is splined with the output shaft of the transfer case. The front transmission shaft assembly adopts a structure in which two shafts are butted and connected, and the front and rear sections of the first front transmission shaft are at a certain angle to each other, which can effectively avoid interference with the engine and gearbox on the chassis. It can be installed by changing the structure of the engine and gearbox on a large scale, which is not only simple and applicable, but also has low modification cost. An included angle a of 11° to 13° is formed between the front and rear sections of the first front transmission shaft, which can ensure the stability of the transmission. If it is too large or too small, it will affect the force transmission effect and cause uneven speed.

The above-mentioned front reducer is composed of front axle housing, front axle housing cover, differential housing, small bevel gear, large bevel gear, side gear, planetary gear and input flange, wherein the front and rear ends of the front axle housing Open the front end of the front axle housing and buckle the front axle housing cover. The two are fixed by bolts to form a front reducer box. The front and rear parts of the front axle housing cavity are respectively installed with differential housings through bearings. The body and the small bevel gear, in which the large bevel gear is set on the differential housing, the large bevel gear meshes with the small bevel gear, the tail end of the small bevel gear shaft protrudes from the rear end surface of the front axle housing, and the small bevel gear The rear end of the shaft is fitted with an input flange; the inner ends of the two front axle half shafts reversely pass through the front axle housing and extend into the differential housing, at the ends of the inner ends of the two front axle half shafts One side gear is installed each, and the two side gears are meshed with two planetary gears arranged between them. The two planetary gears are installed on the same shaft, and the two ends of the shaft extend into the differential case corresponding mounting holes.

When the miniature car adopts four-wheel drive to drive in a straight line, the speeds of the half shaft gears on the two front axle shafts are the same, and the two half shaft gears and the planetary gears are relatively stationary; when the vehicle turns, the planetary gears start to rotate, and the two side shaft gears rotate. The rotation of the wheel produces a differential speed, and ensures that the sum of the rotational speeds of the two half-shaft gears is equal to twice the rotational speed of the large bevel gear, thereby enhancing the flexibility and stability of turning when the miniature car is driven by four wheels.

In order to ensure sufficient supporting rigidity of the bevel pinion gear, the bevel pinion gear has an integrated structure with shaft and gear, and the bevel pinion gear shaft is supported on the front axle housing by two cone bearings.

The above-mentioned input flange is axially limited by a gasket, and is locked on the shaft of the bevel pinion by a nut. The front part of the flange has an annular boss, which extends into the front axle housing, and An oil seal is arranged between the annular boss and the inner wall of the front axle housing. The above structure can not only ensure a compact structure, prevent lubricating oil from leaking out, but also facilitate connection with the front drive shaft assembly, so as to better receive the power transmitted from the front drive shaft assembly.

The above-mentioned front axle half shaft is a double ball cage universal joint type half shaft structure to further improve the ride comfort and vehicle passability.

Beneficial effects: the utility model has the characteristics of ingenious conception, reasonable design, and easy implementation. It can make the miniature car adopt two-wheel drive when driving on a road with better road conditions, so as to reduce the wear and tear of tires and transmission parts; On roads with a low coefficient of adhesion, especially when passing through muddy or muddy roads, four-wheel drive can be used, so that the miniature car has a large enough ground driving force, which can effectively prevent the tires from getting stuck in mud or slipping, and greatly enhances the climbing performance of the miniature car. Slope ability, effectively improving the trafficability of the car. The miniature car is convenient to switch between two-wheel drive and four-wheel drive, and is easy to operate, which brings great convenience to people's travel.

Description of drawings

Fig. 1 is the structural representation of the utility model.

Fig. 2 is the assembly diagram of transfer case in the utility model.

Fig. 3 is a schematic diagram of the structure of the transfer case assembled together in the utility model.

Fig. 4 is a structural schematic diagram of the fork mechanism in the utility model.

Fig. 5 is a structural schematic diagram of the front transmission shaft assembly in the utility model.

Fig. 6 is a B-B sectional view of Fig. 5 .

Fig. 7 is a structural schematic diagram of the front reducer in the utility model.

FIG. 8 is a cross-sectional view along line A-A of FIG. 7 .

Detailed ways

Below in conjunction with accompanying drawing and embodiment the utility model is further described:

As shown in FIG. 1 , FIG. 2 and FIG. 3 , the gearbox 2 is installed at the rear end of the engine 1 , and the input shaft of the gearbox 2 is connected with the output shaft of the engine 1 . The transfer case is located at the tail of the gearbox 2, and is formed by docking the transfer case front cover 7 and the transfer case rear cover 8, and the two are fixed by bolts. The front part of one side of the transfer case front cover 7 is integrally formed with a hollow truncated cone, and the front end face of the other side of the transfer case front cover 7 is adapted to the shape and size of the tail end face of the gearbox 2, so that the splitter can be separated by bolts. The moving case is fixed on the gearbox 2. The output shaft 3 of the gearbox 2 passes through the transfer case and protrudes from the hollow cone formed integrally at the rear of the rear cover 8 of the transfer case. 4 is connected with the input end of the rear reducer 5, and the two output ends of the rear reducer 5 are respectively connected with two rear axle half shafts 44. Engine 1, gearbox 2 and rear speed reducer 5 are all prior art, and their respective internal structures are not repeated here.

It can be seen from FIG. 2 and FIG. 3 that a driving gear 6 is sleeved on the output shaft 3 of the gearbox, and the driving gear 6 is located in the transfer case and can rotate together with the output shaft 3 of the gearbox. A large gear 9 and a transfer case output shaft 10 are also installed in the transfer case, wherein the tail of the transfer case output shaft 10 is supported on the transfer case rear cover 8 through a bearing 45, behind the transfer case output shaft 10 The pinion 12 is installed on the upper part through the bearing 11, and the middle part of the output shaft 10 of the transfer case is supported on the front cover 7 of the transfer case through the bearing 46, and the bearing 46 is located in the hollow cone of the front cover 7 of the transfer case, and the output shaft of the transfer case The front end of the shaft 10 stretches out from the hollow cone of the transfer case front cover 7 and is connected with the front transmission shaft assembly. Described bull gear 9 is the monolithic structure that shaft and gear are made into one, and the axle of this bull gear 9 is respectively supported in the corresponding installation hole of the front and back cover 7,8 middle part of transfer case by two bearings 47. The bull gear 9 is located in the middle of the driving gear 6 and the pinion 12, and the centers of the bull gear 9, the driving gear 6 and the pinion 12 are on a straight line, wherein the bull gear 9 is the largest and is connected with the driving gear 6 and the pinion. 12 are engaged one by one, and driving gear 6 and pinion 12 are equal in size and direction of rotation.

It can also be seen from Fig. 2 and Fig. 3 that an annular boss 12a is integrally formed on the front part of the pinion 12, and the synchronizer engaging tooth 15 is set on the annular boss 12a, and the space between the synchronizer engaging tooth 15 and the annular boss 12a is Connected by splines and limited by retaining rings. The synchronizer engaging tooth 15 is divided into front and rear two sections, and an external spline is arranged on the outer circumference of the synchronizer engaging tooth 15 rear section. The front section of the synchronizer engaging tooth 15 is a hollow cone, and the hollow cone Set the synchronous ring 16, the inner hole of the synchronous ring 16 is a tapered hole, the taper of the inner wall of the tapered hole is adapted to the taper of the hollow cone on the synchronizer engagement tooth 15, and the outer contour of the synchronous ring 16 is a step with a small front and a large rear Shape, also be provided with external spline on the outer circumference of the largest diameter section of synchronous ring 16 rear ends. A synchronizer fixed tooth 17 is installed on the transfer case output shaft 10 on the front side of the synchronizer ring 16, and the synchronizer fixed tooth 17 is connected with the transfer case output shaft 10 by a spline, and is connected by a bearing 46 and a retaining ring. limit. External splines are also arranged on the outer circumference of the synchronizer fixed teeth 17 , and the external splines of the synchronizer fixed teeth 17 , the synchronizer ring 16 and the synchronizer engaging teeth 15 have the same shape and size. A synchronizer engaging tooth sleeve 18 is set on the synchronizer fixed tooth 17, and the synchronizer engaging tooth sleeve 18 is connected with the synchronizer fixed tooth 17 through a sliding key. key, and an annular groove connected with the fork mechanism is formed on the outer surface of the synchronizer engaging gear sleeve 18 .

As shown in Figure 2, Figure 3 and Figure 4, the shift fork mechanism is composed of roller 19, shift fork 20, shift fork shaft 21, shift fork shaft output plate 22 and joint 23, wherein shift fork 20, synchronizer fixed teeth 17 and the synchronizer engaging tooth sleeve 18 are located in the hollow cone of the transfer case front cover 7, and two rollers 19 are symmetrically installed at both ends of the fork of the shift fork 20, and the rollers 19 are snapped into the synchronizer engaging teeth In the annular groove on the outer surface of cover 18. The shank of the shift fork 20 is sleeved on the lower end of the shift fork shaft 21 and fixed by bolts. The bottom end of the shift fork shaft 21 extends into the corresponding installation hole on the front cover 7 of the transfer case, and the upper end of the shift fork shaft 21 passes through the front cover 7 of the transfer case upwards, and is fixed with one end of the output plate 22 of the shift fork shaft , the shift fork shaft output plate 22 is perpendicular to the shift fork shaft 21, and a joint 23 is installed at the other end of the shift fork shaft output plate 22, and the joint 23 can be manipulated with the transfer case in the cab through a flexible shaft (not shown in the figure) Handle connection. The transfer case control handle can pull the joint 23 through the flexible shaft to make the shift fork shaft 21 rotate, and the shift fork shaft 21 drives the synchronizer engaging gear sleeve 18 to move axially through the roller 19 on the shift fork 20, so that the synchronizer is fixed. The teeth 17 and the synchronizer engaging teeth 15 are separated, or joined together through the synchronizer engaging tooth sleeve 18, so that the operation is simple and the control is convenient.

As can be seen from Fig. 4, a through hole is provided at the bottom end of the transfer case front cover 7, a spring 24 and a positioning pin 25 are pierced in the through hole, and the outer end of the through hole is sealed by a threaded cover 26; the positioning pin One end of 25 stretches into the groove provided on the fork end surface of shift fork 20, and the other end of positioning pin 25 abuts against one end of spring 24, and the other end of spring 24 is limited by screw cap 26. The spring 24 is in a state of constant compression. Under the action of the spring 24, the positioning pin 25 bears against the shift fork 20 to prevent it from shaking, thereby ensuring the stability and reliability of the movement of the shift fork 20 to move the synchronizer to engage the tooth sleeve 18.

As shown in Fig. 1, Fig. 5 and Fig. 6, the front transmission shaft assembly is composed of a first front transmission shaft 27 and a second front transmission shaft 28, wherein the first front transmission shaft 27 is divided into front and rear sections, and the first front transmission shaft 27 is divided into front and rear sections. The front end of the front section of the front transmission shaft 27 is connected to the input flange 38 at the rear of the front reducer 13 through the first universal joint 29, and the rear end of the front section of the first front transmission shaft 27 is connected to the first front transmission shaft through the second universal joint 30. The rear section of the shaft 27 is connected, the rear section of the first front transmission shaft 27 is a horizontally arranged spline sleeve structure, and the axes of the front and rear sections of the first front transmission shaft 27 form an included angle a of 11° to 13°. The rear section of the first front transmission shaft 27 is sleeved on the front end of the second front transmission shaft 28, the two are splined and locked by a nut. The front portion of the second front transmission shaft 28 is supported by a bracket 49 fixed on the engine left suspension 48 , and the rear end of the second front transmission shaft 28 is splined with the transfer case output shaft 10 .

As shown in Figure 1, Figure 7 and Figure 8, the front reducer 13 is composed of a front axle housing 31, a front axle housing cover 32, a differential housing 33, a small bevel gear 34, a large bevel gear 35, and a side gear 36. , planetary gear 37 and input flange 38 and other components, wherein the inner cavity of the front axle housing 31 is divided into two sections with a large front and a small rear, and the front and rear ends of the front axle housing 31 are open. The front end buckles the front axle housing cover 32, and the two are fixed by bolts to form a front reducer casing. Described bevel pinion gear 34 is the monolithic structure that shaft and gear are made into one, the shaft of bevel pinion gear 34 is supported in the rear section of front axle housing 31 cavity by two bevel bearings 40,40 ', bevel pinion gear The gear portion of 34 is at the front end of the shaft, and is located in the front section of the front axle housing 31 cavity, and the rear portion of the small bevel gear 34 shaft is successively set with flange 38, gasket 41 and nut 42, wherein flange 38 and The shaft of the small bevel gear 34 is splined, and the disc body at the rear end of the flange 38 is located outside the front axle housing 31. The front portion of the flange 38 has an annular boss, which extends into the front axle housing. body 31, and abuts against the rear end surface of the tapered bearing 40', the front end surface of the tapered bearing 40' and the rear end surface of the tapered bearing 40 are mutually limited by the bearing spacer 50, and the front end surface of the tapered bearing 40 is controlled by a small The gear portion of the bevel gear 34 is limited. An oil seal 43 and a flange cover plate 51 are arranged on the annular boss at the front of the flange 38, wherein the oil seal 43 is located at the opening of the rear end of the front axle housing 31 to act as a seal; the flange cover plate 51 covers On the outside of the front axle housing 31 tail opening, it plays a protective role. The gasket 41 is located in a stepped hole opened in the center of the outer end surface of the flange 38 , and is axially limited by the flange 38 and locked by a nut 42 .

It can be further seen from Fig. 7 and Fig. 8 that the differential case 33 is located in the front section of the inner chamber of the front axle case 31, and the left and right ends of the differential case 33 are respectively supported on the front axle case by bevel gears 52. On body 31, the outer ring of bevel gear 52 is fixed by pressing plate 53, and the outside of bevel gear 52 is equipped with oil seal. The large bevel gear 35 is set on the differential case 33, and the large bevel gear 35 is attached to the connection plate on the differential case 33, and the two are fixed by a plurality of bolts evenly distributed on the circumference, and The large bevel gear 35 meshes with the small bevel gear 34 . Front axle half shafts 14 are arranged on the left and right sides of the front part of the front axle housing 31 , and the two front axle half shafts 14 are double ball cage universal joint type half shaft structures. The inner end of the left front axle half shaft 14 passes through the via hole on the front axle housing 31 and extends into the inner cavity of the differential housing 33, and the inner end of the right front axle half shaft 14 passes through the front axle housing The via holes on 31 also extend into the inner cavity of the differential case 33 . The two front axle half shafts 14 and the differential case 3 are in clearance fit, and a half shaft gear 36 is respectively set on the inner ends of the two front axle half shafts 14, and the half shaft gear 36 is splined to the corresponding half shaft. . The two planetary gears 37 are installed side by side on the same shaft 39 , and the two ends of the shaft 39 extend into the corresponding mounting holes on the differential case 33 . The two planetary gears 37 are located between the two side gears 36 , and each planetary gear 37 is meshed with the two side gears 36 .

The utility model works like this:

When the gearbox output shaft 3 rotates under the drive of the engine 1 power, the gearbox output shaft 3 transmits the power of the engine 1 to the rear reducer 5 and the rear axle half shaft 44 through the rear drive shaft 4 to drive the rear wheels to rotate; , the driving gear 6 on the gearbox output shaft 3 rotates together with the gearbox output shaft 3, the driving gear 6 drives the pinion 12 to rotate through the bull gear 9, when the synchronizer engagement teeth 15 on the ring boss 12a of the pinion 12 are synchronized with the When the device fixed teeth 17 were in disengaged state, the synchronizer engaging teeth 15 idled, and the transfer case output shaft 10 did not rotate. At this moment, the miniature car adopted two rear-wheel drives, which was suitable for driving on a road with better road conditions.

When the control handle of the transfer case is controlled to pull the joint 23 through the flexible shaft, the shift fork shaft 21 rotates around its axis under the action of the soft shaft, and the shift fork shaft 21 drives the synchronizer to engage through the roller 19 on the shift fork 20 The tooth sleeve 18 slides in the direction of the synchronizer engaging tooth 15, and the synchronizer engaging tooth sleeve 18 pushes the synchronizing ring 16, causing friction between the synchronizing ring 16 and the synchronizing engaging tooth 15, and the synchronizing ring 16 is driven by the friction force It also starts to rotate. When the speed of the synchronous ring 16 is consistent with the speed of the synchronizer tooth 15, the rear end of the synchronizer tooth sleeve 18 slides onto the synchronizer tooth 15, so that the synchronizer tooth sleeve 18 is synchronized with the synchronizer at the same time. The synchronizer engaging teeth 15 and the synchronizer fixed teeth 17 are spline connected, the synchronizer engaging teeth 15 drive the synchronizer fixed teeth 17 to rotate through the synchronizer engaging gear sleeve 18, and the synchronizer fixed teeth 17 drive the output shaft 10 of the transfer case through the sliding key Rotate, so that the transfer case output shaft 10 transmits part of the power of the engine 1 to the flange 38 of the front reducer 13 through the front drive shaft assembly, and the flange 38 drives the large bevel gear 35 to rotate through the small bevel gear 34, and the difference Speed housing 33 and planetary gear 37 rotate together with large bevel gear 35. Now, power is output to left and right front wheels through planetary gear 37, side gear 36, and front axle half shaft 14, and front wheel has also had driving force like this. The miniature car is jointly driven by two rear wheels and two front wheels, and the traction force is large enough, thereby greatly enhancing the climbing ability of the miniature car and effectively improving the passability of the car.

Claims (10)

1, a kind of microcar driving system, comprises engine (1) and gearbox (2), wherein the output shaft (3) of gearbox (2) is connected with rear speed reducer (5) by rear transmission shaft (4), its It is characterized in that: a drive gear (6) is set on the output shaft (3) of the gearbox, the drive gear (6) is located in the transfer case, and the transfer case is installed at the tail of the gearbox (2), and the front , the rear cover (7, 8) butted, between the front and rear covers (7, 8) of the transfer case also supports a large gear (9) and the transfer case output shaft (10), wherein the transfer case output The rear part of the shaft (10) is installed with the pinion (12) through the bearing (11), and the front end of the transfer case output shaft (10) protrudes from the front part of the transfer case front cover (7) and passes through the front drive shaft assembly be connected with the input end of the front decelerator (13) tail, the front axle half shafts (14) are arranged on the left and right sides of the front part of the front decelerator (13), and the inner ends of each front axle half shafts (14) are connected with the The corresponding output end of the front speed reducer (13) is connected; the bull gear (9) in the transfer case is located in the middle of the drive gear (6) and the pinion (12), and the bull gear (9) is the largest and is connected with the pinion gear (12) respectively. The driving gear (6) meshes with the pinion (12); the ring boss (12a) at the front of the pinion (12) is fitted with a synchronizer engaging tooth (15), and the hollow front end of the synchronizer engaging tooth (15) Looper synchronizing ring (16) on the cone platform, and synchronizer fixed teeth (17) are installed on the transfer case output shaft (10) on the front side of the synchronous ring (16), the synchronizer fixed teeth (17), synchronous The outer circumferences of the ring (16) and the synchronizer engaging teeth (15) are provided with external splines of the same shape and size, and a synchronizer engaging tooth sleeve (18) is set on the synchronizer fixed teeth (17). There is an annular groove on the outer surface of the synchronizer joint gear sleeve (18), and a roller (19) of a shifting fork mechanism is inserted into the annular groove, and the shifting fork shaft (21) of the shifting fork mechanism passes through the front of the transfer case upwards. Cover (7) outside. 2. The micro-car drive system according to claim 1, characterized in that: the shift fork mechanism is composed of rollers (19), shift forks (20), shift fork shafts (21), shift fork shaft output plates (22 ) and joints (23), wherein the shift fork (20) is located in the transfer case front cover (7), and rollers (19) are symmetrically installed at both ends of the shift fork (20), and the shift fork (20 ) is fixedly connected with the lower end of the shift fork shaft (21), and the upper end of the shift fork shaft (21) passes through the transfer case front cover (7) upwards, and is connected with one end of the shift fork shaft output plate (22) Fix, install the joint (23) at the other end of the shift fork shaft output plate (22). 3. The micro-car drive system according to claim 2, characterized in that: a through hole is opened at the bottom end of the transfer case front cover (7), and a spring (24) and a positioning pin are inserted in the through hole (25), and the outer end of the through hole is sealed by a threaded cover (26); one end of the positioning pin (25) stretches into the groove provided on the fork end face of the shift fork (20), and the positioning pin (25) The other end abuts against one end of the spring (24), and the other end of the spring (24) is limited by the threaded cover (26). 4. The micro-car drive system according to claim 1, characterized in that: the synchronizer engaging tooth (15) is connected to the annular boss (12a) of the pinion (12) through a spline, and the synchronizer engages The tooth (15) is divided into front and rear sections, and an external spline is arranged on the outer circumference of the rear section of the synchronizer engaging tooth (15). The front section of the synchronizer engaging tooth (15) is a hollow truncated cone. The taper adapts to the taper of the synchronous ring (16) center hole. 5. The micro-car driving system according to claim 1, characterized in that: the centers of the driving gear (6), the bull gear (9) and the pinion (12) are on a straight line, and the driving gear ( 6) are equal in size and in the same direction of rotation as the pinion (12). 6. The driving system of a miniature car according to claim 1, characterized in that: the front transmission shaft assembly is composed of a first front transmission shaft (27) and a second front transmission shaft (28), wherein the first front transmission shaft The shaft (27) is divided into two sections, and the front end of the front section of the first front transmission shaft (27) is connected with the input flange (38) of the front reducer (13) through the first universal joint (29). The rear end of the front section of the shaft (27) is connected with the rear section of the first front transmission shaft (27) through the second universal joint (30), and the axes of the front and rear sections of the first front transmission shaft (27) form an 11° The included angle a of ~ 13 °, the rear section of the first front transmission shaft (27) is sleeved on the front end of the second front transmission shaft (28), the two are splined, and the rear end of the second front transmission shaft (28) is connected to the front end of the second front transmission shaft (28). The transfer case output shaft (10) is splined. 7. The micro-car drive system according to claim 1, characterized in that: the front reducer (13) is composed of a front axle housing (31), a front axle housing cover (32), a differential housing (33 ), small bevel gear (34), large bevel gear (35), side shaft gear (36), planetary gear (37) and input flange (38), wherein the front and rear ends of the front axle housing (31) are open At the front end of the front axle housing (31), fasten the front axle housing cover (32), and the two are fixed by bolts to form a front reducer box. The front and rear of the inner cavity of the front axle housing (31) The differential housing (33) and the small bevel gear (34) are installed respectively through bearings, wherein the differential housing (33) is equipped with a large bevel gear (35), and the large bevel gear (35) and the small bevel gear (34) are meshed, the tail end of the pinion bevel gear (34) shaft stretches out from the rear end face of the front axle housing (31), and the rear end of the pinion bevel gear (34) shaft is sleeved with an input flange (38); The inner ends of the two front axle shafts (14) reversely pass through the front axle housing (31) and extend into the differential case (33), at the inner ends of the two front axle shafts (14) A side gear (36) is installed at each end, and both side gears (36) are meshed with two planetary gears (37) arranged between them, and the two planetary gears (37) are installed on the same shaft ( 39), the two ends of the shaft (39) stretch into the corresponding mounting holes on the differential housing (33). 8. The driving system for miniature cars according to claim 7, characterized in that: the bevel pinion gear (34) is an integral structure in which the shaft and the gear are integrated, and the bevel pinion gear (34) shaft passes through two Cone bearings (40, 40') are supported on the front axle housing (31). 9. The drive system for miniature vehicles according to claim 7 or 8, characterized in that: the input flange (38) is axially limited by a gasket (41) and locked in a small position by a nut (42). On the shaft of the bevel gear (34), the front portion of the flange (38) has an annular boss, which stretches into the front axle housing (31), and the annular boss is connected to the front axle housing (31) An oil seal (43) is provided between the inner walls. 10. The driving system of a miniature vehicle according to claim 1 or 7, characterized in that: the front axle half shaft (14) is a double ball cage universal joint type half shaft structure.

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