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Transfer Cases

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70 views7 pages

Transfer Cases

Uploaded by

tselothaiilemariam
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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TRANSFER CASES

Learning Objective: Explain the operation of a transfer case. Explain basic service
operations on a transfer case.

Transfer cases are used in off-road vehicles to divide engine torque between the front and
rear driving axles. The transfer case also allows the front driving axle to be disengaged,
which is necessary to prevent undue drive line component wear during highway use.
Another purpose of the transfer case is to move the drive shaft for the front driving axle
off to the side so that it can clear the engine. This arrangement is necessary to allow
adequate ground clearance and to allow the body of the vehicle to remain at a practical
height. Figure 5-27 shows a typical drive line arrangement with a transfer case.

CONVENTIONAL TRANSFER CASE


A conventional transfer case is constructed similar to a transmission, in that it uses shift
forks, splines, gears, shims, bearings, and other components found in manual and
automatic transmissions. The transfer case has an outer case made of either cast iron or
aluminum that is filled with a lubricant that cuts friction on all moving parts. Seals hold
the lubricant in the case and prevent leakage from around the shafts and yokes. Shims are
used to set up the proper clearances between the internal components and the case.

Figure 5-27.- Typical drive line arrangement with a transfer case.


Conventional transfer cases in heavier vehicles have two-speed positions and a de-
clutching device for disconnecting the front-driving wheels. A cross section of a
conventional two-speed transfer case is shown in figure 5-28. This type of transfer case is
used for a six-wheel drive vehicle. Some light-duty vehicles use a chain to transmit
torque to the front-driving axle (fig. 5-29).

The conventional transfer case provides a high and low final drive gear range in the same
manner as an auxiliary transmission. In most cases, the shifting is accomplished through
a sliding dog clutch, and shifting must be done while the vehicle is not moving. Typical
operation of a conventional two-speed transfer case is as follows:

High Range (fig. 5-30)- When driving the front and rear axles in the high range (1: 1
gear ratio), the external teeth of the sliding gear

Figure 5-29.- Typical conventional transfer case using chain drive.


Figure 5-28.- Cross-section of a typical conventional transfer case.
Figure 5-30.- Transfer case power flow.

(splined to the transmission main shaft) are in mesh with the internal teeth on the constant
mesh gear, mounted on the transmission main shaft. Likewise, the external teeth of the
front axle sliding gear are in mesh with the internal teeth of the constant mesh gear or the
sliding clutches are engaged. Disengagement of the drive to the front axle is
accomplished by shifting the sliding gear on the front axle main shaft out of mesh with
the constant mesh gear, permitting the latter to roll free on the shaft or sliding the
clutches out of mesh.

Low Range (fig. 5-29)- When using the low range in the transfer case, the sliding
gear on the transmission main shaft is disengaged from the constant mesh gear and
engaged with the idler gear on the idler shaft. This design reduces the speed by
having the sliding gear mesh with the larger idler gear. The shifting linkage on some
vehicles is arranged so shifting into low range is possible only when the drive to the
front axle is engaged. This design prevents the operator from applying maximum
torque to the rear drive only, which can cause damage.

POSITIVE TRACTION TRANSFER CASE


The positive traction transfer case is very similar to the conventional transfer case-
the basic difference being that a sprag unit has been substituted for the hand-
operated sliding clutch on the front output shaft.

A sprag unit is a steel block shaped to act as a wedge in the complete assembly. In
the sprag unit there are 42 sprags assembled into an outer race and held into place
by two energizing springs (fig. 5-31). The springs fit into notches in the ends of the
sprags and hold them in position. The outer race is the driven gear on the front
output shaft. The inner race is on the front output shaft itself.

On these units, the transfer case is designed to drive the front axle slightly slower
than the rear axle. During normal operation, when both front and rear wheels of the
vehicle are turning at the same speed, the outer race of the sprag unit (in the driven
gear) turns slower than the inner race (on the output shaft). This design prevents
the sprags from wedging between the races. No lockup occurs and the front wheels
turn freely; they are not driven (fig. 5-32). However, if the rear wheels should lose
traction and begin to slip, they tend to turn faster than the front wheels; the outer
race tends to turn faster than the inner race. When this happens, the sprags wedge
or jam between the two races and the races turn as a unit to provide power to the
front wheels (fig. 5-32).
Figure 5-31 .- Transfer case sprag unit.

TRANSFER CASE MAINTENANCE AND SERVICE

The fluid level in a transfer case should be checked at recommended intervals. To check
the lubricant level, remove the transfer case fill plug, which is normally located on the
side or rear of the case. The lubricant should be almost even with the fill hole. If required,
add the recommended type and amount.

The first indication of trouble within a transfer case, as with other components of the
power train, is usually noisy operation. If an operator reports trouble, make a visual
inspection before removing the unit from the vehicle. Check for such things as oil level,
oil leakage, and water in the oil.

Figure 5-32.- Positive traction transfer case operation.

Make sure the shift lever linkages are not bent or improperly, lubricated. This will make
it hard to shift or, in some cases, impossible to shift. Make sure other possible troubles,
such as clutch slippage, damaged drive shaft, and damaged axles, have been eliminated.

Worn or broken gears, worn bearings, and excessive end play in the shafts can
cause noisy operation. When transfer case service is required, follow the
procedures outlined in the service manual. It will give directions for repairing the
particular make and model.

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