CN108340775B - Electric automobile - Google Patents
Electric automobile Download PDFInfo
- Publication number
- CN108340775B CN108340775B CN201810107658.0A CN201810107658A CN108340775B CN 108340775 B CN108340775 B CN 108340775B CN 201810107658 A CN201810107658 A CN 201810107658A CN 108340775 B CN108340775 B CN 108340775B
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- driving gear
- cam
- gear
- shaft
- transmission
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
- B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
- B60T1/06—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels
- B60T1/065—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels employing disc
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Structure Of Transmissions (AREA)
- Gear-Shifting Mechanisms (AREA)
- Gear Transmission (AREA)
Abstract
The invention relates to an electric automobile which comprises a three-gear speed change wheel, wherein the three-gear speed change wheel comprises a main shaft, a cam motor, a cam, a reset spring, a sliding groove, a transmission gear, a driving gear, a counter shaft non-circular section, a sliding part, a cam stress plate and a driving gear clamping hole, wherein the cam is arranged on a cam rotating shaft and is driven to rotate by the cam motor; the cam stress plate moves up and down along with the sliding of the sliding piece in the sliding groove, the rotation of the cam adjusts whether the drive gear clamping hole arranged on the cam stress plate is in transmission engagement with the non-circular section of the auxiliary shaft, and when the drive gear is engaged with the auxiliary shaft, the drive gear is also engaged with the transmission gear; in the rotation process of the three cams, only one driving gear is meshed with the auxiliary shaft for power input at the same time by adjusting the three driving gears, and the transmission gears are driven to transmit simultaneously, so that the change of the transmission ratio of three gears is realized; the speed of the bicycle can be changed by the bicycle wheel, and the bicycle has a good practical effect.
Description
The invention relates to a divisional application of a patent with the application number of 2016100552881 and the application date of 2016, 01 and 27, and the invention is named as a three-gear speed-changing wheel based on cam gear shifting.
Technical Field
The invention belongs to the technical field of speed change, and particularly relates to a cam gear shifting-based three-gear speed change wheel.
Background
The current driving technology of the small electric automobile is that a motor is directly used and a speed reducer is matched to drive wheels, and the rotating speed and the torque of the motor are adjusted by adjusting the current of the driving motor so as to change the speed of the automobile. Because the torque required initially to start an electric vehicle is large, it requires a high power from the electric motor. Even if the motor power is improved, the current motor technology can also cause the situation that the starting speed of the electric automobile is slow, in order to realize that the electric automobile is fast to start, a gearbox needs to be added on the electric automobile, the manufacturing cost can be greatly increased to a certain extent by adding the gearbox, and how to reasonably solve the problem under the situation that the gearbox is not added is very significant.
The invention designs a cam gear shifting-based three-gear variable-speed wheel to solve the problems.
Disclosure of Invention
In order to solve the defects in the prior art, the invention discloses a cam gear shifting-based three-gear speed changing wheel, which is realized by adopting the following technical scheme.
The utility model provides a three keep off variable speed wheel based on cam is shifted which characterized in that: the device comprises a hub, a main shaft fixing disc, an auxiliary shaft transmission disc, a cam motor fixing structure, a tire, a hub support, a main shaft, a chute main support, a cam motor, a cam rotating shaft, a cam, a reset spring, a chute auxiliary support, a chute, a first transmission gear, an auxiliary shaft circular section, a third transmission gear, a second transmission gear, a first drive gear, a second transmission gear, a third transmission gear, a main shaft sleeve, an auxiliary shaft non-circular section, a sliding part, a cam stress plate, a drive gear shaft sleeve, a drive gear shaft collar and a drive gear clamping hole, wherein the tire is arranged on the outer edge surface of the hub, the hub is arranged on the hub support, the hub support is positioned on one side in the hub, the hub support is arranged at one end of the main shaft, the main shaft is; the first transmission gear, the second transmission gear and the third transmission gear are sequentially arranged on the main shaft at equal intervals, and the third transmission gear is close to the main shaft fixing disc; the cam rotating shaft is arranged on the cam motor, the cam motor is arranged on the cam motor fixing structure, and the three cams are sequentially arranged on the cam rotating shaft at equal intervals; the main chute brackets are arranged on the cam motor fixing structure, six auxiliary chute brackets are sequentially and equidistantly arranged on the main chute brackets, one end of each auxiliary chute bracket is provided with a chute, the chutes are u-shaped grooves, and the notches of two adjacent chutes are opposite to each other to form three groups of opposite chutes; the auxiliary shaft non-circular section is arranged at one end of the auxiliary shaft circular section, and the auxiliary shaft circular section is arranged on the auxiliary shaft transmission disc.
The first driving gear, the second driving gear and the third driving gear are sequentially sleeved on the non-circular section of the countershaft in an equidistant manner, and the third driving gear is close to the countershaft transmission disc; the installation modes of the first driving gear, the second driving gear and the third driving gear are completely the same, and for the installation of the third driving gear: a driving gear clamping hole is formed in the center of the third driving gear, and the cross section of the driving gear clamping hole consists of a straight line and a semi-elliptic line; the driving gear shaft collars are arranged on two sides of the third driving gear, the axes of the driving gear shaft collars are collinear with the axis of the third driving gear, the driving gear shaft collars on each side of the third driving gear are respectively provided with a driving gear shaft collar sleeve, the driving gear shaft collar sleeves on each side are respectively provided with a sliding part, and the two sliding parts on two sides are arranged in a group of opposite sliding grooves; two sliding parts arranged in a group of opposite sliding grooves are jointly and fixedly arranged on the lower side of a cam stress plate, and the cam stress plate is connected with two sliding groove auxiliary brackets through two return springs; the third driving gear is sleeved on the non-circular section of the countershaft through a driving gear clamping hole.
The axles of the wheels comprise an auxiliary axle and a main axle, the auxiliary axle is a power input axle, the main axle is a wheel rotating axle, the auxiliary axle drives the driving gear to transmit power to the transmission gear, and the transmission gear drives the main axle to rotate so as to drive the wheels to move. Three drive gears and three drive gears form three groups of different transmission ratios, and three cam mechanisms can select the transmission ratios of the drive gears and the drive gears to realize the three-gear speed change function of the wheels. The sliding mechanism comprises a cam stress plate, two sliding parts and two driving gear shaft sleeves, wherein the two driving gear shaft sleeves and one driving gear are sequentially connected and contacted to form a movement combination, and the movement combination can slide in a single degree of freedom due to the sliding action of the sliding parts and the sliding grooves and controls the sliding movement through the cam. The cross section of the clamping hole at the center of the driving gear consists of a straight line and a semi-elliptic line, and the inner surface of the clamping hole consists of a plane and a curved surface with the semi-elliptic line as a section; the non-circular section of the auxiliary shaft is a semicircular section, and the surface of the non-circular section of the auxiliary shaft consists of a plane and a semi-cylindrical surface; when the plane in the clamping hole is contacted with the plane of the semi-circle section of the auxiliary shaft, the auxiliary shaft can drive the driving gear to rotate, otherwise, the driving gear cannot be driven. The main shaft fixing disc is required to be fixed on the body of an electric automobile, and the weight of the automobile body is transferred to wheels through the main shaft; the power of the electric motor needs to be transmitted to the countershaft through the countershaft transmission disc.
The three cams are respectively contacted with the three cam stress plates, the first driving gear is meshed with the first transmission gear, the second driving gear is meshed with the second transmission gear, and the third driving gear is meshed with the third transmission gear.
As a further improvement of the technology, the spatial angles of the three cams are 120 degrees. The design can enable the working cam to be switched to any other cam when the working cam is under the current cam. That is, the three shift positions can be switched arbitrarily at arbitrary timing or the like.
As a further improvement of the technology, the brake disc is further included, and the brake disc is installed on the main shaft and is positioned outside the main shaft sleeve. The brake disc is fixed on the spindle sleeve and performs friction braking on the rotating spindle.
As a further improvement of the present technology, the radii of the first transmission gear, the second transmission gear, and the third transmission gear are sequentially decreased, and the radii of the first drive gear, the second drive gear, and the third drive gear are sequentially increased.
As a further improvement of the technology, the device also comprises a return spring fixing block, one end of the return spring is connected with the cam stressed plate through the return spring fixing block, and the other end of the return spring is connected with the sliding groove auxiliary support through the return spring fixing block.
Compared with the traditional speed change technology, the cam is arranged on the cam rotating shaft and is driven to rotate by the cam motor; the cam stress plate moves up and down along with the sliding of the sliding piece in the sliding groove, the rotation of the cam can adjust the up-and-down movement of the cam stress plate, and further adjust whether a driving gear clamping hole arranged on the cam stress plate is meshed with the transmission of the non-circular section of the auxiliary shaft or not, and when the driving gear is meshed with the auxiliary shaft, the driving gear is meshed with the transmission gear, so that the transmission of the gear is realized; in the rotation process of the three cams, only one driving gear is meshed with the auxiliary shaft for power input at the same time by adjusting the three driving gears, the transmission gears are driven to transmit at the same time, the change of the transmission ratios of three gears is realized, and finally the transmission gears drive the main shaft to rotate to realize the movement of the wheels; the speed of the bicycle can be changed by the bicycle wheel, and the bicycle has a good practical effect.
Drawings
Fig. 1 is a schematic diagram of the overall structure distribution inside of a transmission wheel.
Fig. 2 is a schematic diagram of the overall structural distribution of the transmission wheel on the outer side.
Fig. 3 is a schematic view of the inside of the wheel profile.
Fig. 4 is a schematic outboard view of the wheel profile.
Fig. 5 is a schematic diagram of a transmission structure distribution of the transmission wheels 1.
Fig. 6 is a schematic diagram of a transmission wheel shift configuration distribution 2.
Fig. 7 is a side view of the shifting structure of the transmission wheel.
Fig. 8 is a cam installation schematic.
Fig. 9 is a cam setting angle schematic view.
Fig. 10 is a lay shaft installation schematic.
Fig. 11 is a layshaft side view.
Fig. 12 is a schematic view of a chute installation.
Fig. 13 is a drive gear mounting schematic.
FIG. 14 is a schematic view of the slider, drive gear collar installation.
FIG. 15 is a side view of the slide, drive gear collar installation.
Fig. 16 is a schematic view of a drive gear bayonet configuration.
Fig. 17 is a cam force plate mounting schematic.
Fig. 18 is a schematic view of the drive gear movement.
Number designation in the figures: 1. the auxiliary shaft driving mechanism comprises a hub, 2, a main shaft fixing disc, 3, an auxiliary shaft driving disc, 4, a cam motor fixing structure, 5, a tire, 6, a hub support, 7, a brake disc, 8, a main shaft, 9, a sliding groove main support, 10, a cam motor, 11, a cam rotating shaft, 12, a cam, 13, a return spring, 14, a sliding groove auxiliary support, 15, a sliding groove, 16, a first transmission gear, 17, an auxiliary shaft circular section, 18, a third driving gear, 19, a second driving gear, 20, a first driving gear, 21, a second transmission gear, 22, a third transmission gear, 23, a main shaft sleeve, 24, an auxiliary shaft non-circular section, 25, a sliding piece, 26, a cam bearing plate, 27, a driving gear shaft sleeve, 28, a driving gear shaft collar, 29, a driving gear clamping hole, 30 and a return spring fixing block.
Detailed Description
As shown in fig. 1, 2, 5, 6, 7, it includes a hub, a main shaft fixing disk, a secondary shaft transmission disk, a cam motor fixing structure, a tire, a hub support, a main shaft, a chute main support, a cam motor, a cam rotating shaft, a cam, a return spring, a chute secondary support, a chute, a first transmission gear, a secondary shaft circular section, a third transmission gear, a second transmission gear, a first drive gear, a second transmission gear, a third transmission gear, a main shaft bushing, a secondary shaft non-circular section, a sliding part, a cam force bearing plate, a drive gear shaft bushing, a drive gear shaft collar, and a drive gear clamping hole, wherein as shown in fig. 3 and 4, the tire is installed on the outer edge surface of the hub, the hub is installed on the hub support, and the hub support is located on one side of the hub, as shown in fig. 2, the hub support is installed on one end of, the spindle sleeve is arranged on the spindle fixing disc; as shown in fig. 5, the first transmission gear, the second transmission gear and the third transmission gear are sequentially and equidistantly mounted on the main shaft, and the third transmission gear is close to the main shaft fixing disc; as shown in fig. 8, the cam rotating shaft is installed on the cam motor, the cam motor is installed on the cam motor fixing structure, and the three cams are sequentially installed on the cam rotating shaft at equal intervals; as shown in fig. 12, the main chute brackets are mounted on the cam motor fixing structure, six auxiliary chute brackets are sequentially mounted on the main chute bracket at equal intervals, one end of each auxiliary chute bracket is provided with a chute, the chute is a u-shaped groove, and two adjacent chute notches are opposite to each other to form three groups of opposite chutes; as shown in fig. 11 and 10, the non-circular section of the countershaft is mounted at one end of the circular section of the countershaft, which is mounted on the countershaft transfer plate.
As shown in fig. 6, the first driving gear, the second driving gear and the third driving gear are sequentially sleeved on the non-circular section of the countershaft at equal intervals, and the third driving gear is close to the countershaft transmission disc; the first driving gear, the second driving gear and the third driving gear are installed in the same way, as shown in fig. 13; for the mounting of the third drive gear: as shown in fig. 16, a driving gear clamping hole is formed in the center of the third driving gear, and the cross section of the driving gear clamping hole consists of a straight line and a semi-elliptic line; as shown in fig. 14, 15 and 17, the drive gear collars are mounted on both sides of the third drive gear with the drive gear collar axis collinear with the third drive gear axis, the drive gear collars on each side of the third drive gear are each mounted with a drive gear collar sleeve, the drive gear collar sleeves on each side are each mounted with a slider, and the two sliders on both sides are mounted in a set of opposing slide slots; two sliding parts arranged in a group of opposite sliding grooves are jointly and fixedly arranged on the lower side of a cam stress plate, and the cam stress plate is connected with two sliding groove auxiliary brackets through two return springs; as shown in fig. 6, the third driving gear is sleeved on the non-circular section of the countershaft through a driving gear clamping hole.
In the invention, as shown in fig. 1, the axle of the wheel comprises an auxiliary axle and a main axle, wherein the auxiliary axle is a power input axle, the main axle is a wheel rotating axle, the auxiliary axle drives the driving gear to transmit power to the transmission gear, and the transmission gear drives the main axle to rotate so as to drive the wheel to move. As shown in fig. 7, three driving gears and three transmission gears form three different sets of transmission ratios, and the three cam mechanisms can select the transmission ratios of the driving gears and the transmission gears to realize the three-gear speed change function of the wheels. As shown in fig. 14, a cam force-bearing plate, two sliding parts, two driving gear shaft sleeves and a driving gear are sequentially connected and contacted to form a motion combination, because of the sliding action of the sliding parts and the sliding grooves, the motion combination can slide in a single degree of freedom, and the sliding motion is controlled by the cam. As shown in fig. 18, the cross section of the card hole at the center of the driving gear is composed of a straight line and a semi-elliptic line, and then the inner surface of the card hole is composed of a plane and a curved surface with a semi-elliptic line section; the non-circular section of the auxiliary shaft is a semicircular section, and the surface of the non-circular section of the auxiliary shaft consists of a plane and a semi-cylindrical surface; when the plane in the clamping hole is contacted with the plane of the semi-circle section of the auxiliary shaft, the auxiliary shaft drives the driving gear to rotate, as shown in b in fig. 18; as shown in fig. a, otherwise it will not be driven. The main shaft fixing disc is required to be fixed on the body of an electric automobile, and the weight of the automobile body is transferred to wheels through the main shaft; the power of the electric motor needs to be transmitted to the countershaft through the countershaft transmission disc.
The three cams are respectively contacted with the three cam stress plates, the first driving gear is meshed with the first transmission gear, the second driving gear is meshed with the second transmission gear, and the third driving gear is meshed with the third transmission gear.
As shown in fig. 9, the spatial angles at which the three cams are installed are 120 degrees from each other. The design can enable the working cam to be switched to any other cam when the working cam is under the current cam. That is, the three shift positions can be switched arbitrarily at arbitrary timing or the like.
As shown in fig. 1 and 7, the brake disc is arranged on the main shaft and is positioned outside the main shaft sleeve. The brake disc is fixed on the spindle sleeve and performs friction braking on the rotating spindle.
The radius sizes of the first transmission gear, the second transmission gear and the third transmission gear are sequentially reduced, and the radius sizes of the first driving gear, the second driving gear and the third driving gear are sequentially increased.
As shown in fig. 18, it further comprises a return spring fixing block, one end of the return spring is connected with the cam bearing plate through the return spring fixing block, and the other end of the return spring is connected with the chute auxiliary bracket through the return spring fixing block.
In summary, the cam is arranged on the cam rotating shaft and is driven to rotate by the cam motor; the cam stress plate moves up and down along with the sliding of the sliding piece in the sliding groove, the rotation of the cam can adjust the up-and-down movement of the cam stress plate, and further adjust whether a driving gear clamping hole arranged on the cam stress plate is meshed with the transmission of the non-circular section of the auxiliary shaft or not, and when the driving gear is meshed with the auxiliary shaft, the driving gear is meshed with the transmission gear, so that the transmission of the gear is realized; in the rotation process of the three cams, only one driving gear is meshed with the auxiliary shaft for power input at the same time by adjusting the three driving gears, the transmission gears are driven to transmit at the same time, the change of the transmission ratios of three gears is realized, and finally the transmission gears drive the main shaft to rotate to realize the movement of the wheels; the speed of the bicycle can be changed by the bicycle wheel, and the bicycle has a good practical effect.
Claims (9)
1. The utility model provides an electric automobile, electric automobile includes three fender variable speed wheels, three fender variable speed wheels include main shaft, main shaft fixed disk and main shaft axle sleeve, and the main shaft is installed on the main shaft axle sleeve, and the main shaft axle sleeve is installed on the main shaft fixed disk, and the main shaft fixed disk is fixed on electric automobile body, its characterized in that: the three-gear variable-speed wheel further comprises a non-circular section of a counter shaft, a first driving gear, a second driving gear, a third driving gear, a first transmission gear, a second transmission gear, a third transmission gear and a driving gear shaft, wherein the first driving gear is meshed with the first transmission gear, the second driving gear is meshed with the second transmission gear, and the third driving gear is meshed with the third transmission gear; the first transmission gear, the second transmission gear and the third transmission gear are sequentially and equidistantly arranged on the main shaft, and the first driving gear, the second driving gear and the third driving gear are sequentially and equidistantly sleeved on the non-circular section of the auxiliary shaft; the three-gear speed-changing wheel further comprises a wheel hub, an auxiliary shaft transmission disc, a cam motor fixing structure, a tire, a wheel hub support, a chute main support, a cam motor, an auxiliary shaft circular section, a cam rotating shaft, a reset spring, a chute auxiliary support, a chute, a sliding part, a cam stress plate, a driving gear shaft sleeve, a driving gear shaft collar and a driving gear clamping hole, wherein the tire is installed on the outer edge surface of the wheel hub, the wheel hub is installed on the wheel hub support, the wheel hub support is positioned on one side in the wheel hub, the wheel hub support is installed at one end of a main shaft, the main shaft is installed on the main shaft sleeve; the third transmission gear is close to the main shaft fixing disc; the cam rotating shaft is arranged on the cam motor, the cam motor is arranged on the cam motor fixing structure, and the three cams are sequentially arranged on the cam rotating shaft at equal intervals; the main chute brackets are arranged on the cam motor fixing structure, six auxiliary chute brackets are sequentially arranged on the main chute brackets at equal intervals, one end of each auxiliary chute bracket is provided with a chute, and the notches of two adjacent chutes are opposite to each other to form three groups of opposite chutes; the auxiliary shaft non-circular section is arranged at one end of the auxiliary shaft circular section, and the auxiliary shaft circular section is arranged on the auxiliary shaft transmission disc.
2. An electric vehicle according to claim 1, characterized in that: the spout is u type groove.
3. An electric vehicle according to claim 1, characterized in that: the third driving gear is close to the countershaft transmission disc; the installation modes of the first driving gear, the second driving gear and the third driving gear are completely the same, and for the installation of the third driving gear: the driving gear shaft collars are arranged on two sides of the third driving gear, the axes of the driving gear shaft collars are collinear with the axis of the third driving gear, the driving gear shaft collars on each side of the third driving gear are respectively provided with a driving gear shaft collar sleeve, the driving gear shaft collar sleeves on each side are respectively provided with a sliding part, and the two sliding parts on two sides are arranged in a group of opposite sliding grooves; two sliding parts arranged in a group of opposite sliding grooves are jointly and fixedly arranged on the lower side of a cam stress plate, and the cam stress plate is connected with two sliding groove auxiliary brackets through two return springs; the third driving gear is sleeved on the non-circular section of the countershaft through a driving gear clamping hole.
4. An electric vehicle according to claim 3, characterized in that: the center of the third driving gear is provided with a driving gear clamping hole, and the cross section of the driving gear clamping hole consists of a straight line and a semi-elliptic line.
5. An electric vehicle according to claim 2, characterized in that: the three cams are respectively contacted with the three cam bearing plates.
6. An electric vehicle according to any one of claims 1 or 5, characterized in that: the spatial angles of the three cams are 120 degrees from each other.
7. An electric vehicle according to claim 1, characterized in that: the brake disc is arranged on the main shaft and is positioned on the outer side of the main shaft sleeve.
8. An electric vehicle according to claim 1, characterized in that: the radius sizes of the first transmission gear, the second transmission gear and the third transmission gear are sequentially reduced, and the radius sizes of the first driving gear, the second driving gear and the third driving gear are sequentially increased.
9. An electric vehicle according to claim 1, characterized in that: the cam auxiliary support is characterized by further comprising a return spring fixing block, one end of the return spring is connected with the cam stressed plate through the return spring fixing block, and the other end of the return spring is connected with the chute auxiliary support through the return spring fixing block.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810107658.0A CN108340775B (en) | 2016-01-27 | 2016-01-27 | Electric automobile |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201610055288.1A CN105711409B (en) | 2016-01-27 | 2016-01-27 | A kind of three gear speed change wheels based on cam gearshift |
| CN201810107658.0A CN108340775B (en) | 2016-01-27 | 2016-01-27 | Electric automobile |
Related Parent Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201610055288.1A Division CN105711409B (en) | 2016-01-27 | 2016-01-27 | A kind of three gear speed change wheels based on cam gearshift |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN108340775A CN108340775A (en) | 2018-07-31 |
| CN108340775B true CN108340775B (en) | 2020-11-20 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201810107658.0A Active CN108340775B (en) | 2016-01-27 | 2016-01-27 | Electric automobile |
| CN201610055288.1A Active CN105711409B (en) | 2016-01-27 | 2016-01-27 | A kind of three gear speed change wheels based on cam gearshift |
Family Applications After (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201610055288.1A Active CN105711409B (en) | 2016-01-27 | 2016-01-27 | A kind of three gear speed change wheels based on cam gearshift |
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| CN (2) | CN108340775B (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110260209A (en) * | 2019-06-21 | 2019-09-20 | 蒋恩熙 | A kind of radiation-proof brain-protecting eyeshield study lamp |
| CN111878547A (en) * | 2020-06-12 | 2020-11-03 | 浙江哈克雷斯传动科技有限公司 | Electric vehicle variable speed driving system with automatic feedback speed regulation |
| CN112833148B (en) * | 2021-01-13 | 2024-06-11 | 深圳市索茵卡科技有限公司 | Device with self-adjusting rotating speed |
Family Cites Families (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH07246920A (en) * | 1994-03-11 | 1995-09-26 | Aichi Mach Ind Co Ltd | Parking mechanism in vehicle mounting continuously variable transmission |
| US6540640B2 (en) * | 2001-02-13 | 2003-04-01 | American Axle & Manufacturing, Inc. | Power on demand differential |
| FR2842147A1 (en) * | 2002-07-15 | 2004-01-16 | Conception & Dev Michelin Sa | DRIVE CHAIN HAVING A GEAR CHANGE MECHANISM INTEGRATED IN A WHEEL |
| CN1931622A (en) * | 2006-10-09 | 2007-03-21 | 郑平顺 | Electric car wheel driving and speed regulating mechanism |
| CN102301156A (en) * | 2009-05-19 | 2011-12-28 | Ut全球有限公司 | Multistage automatic transmission |
| JP2012207687A (en) * | 2011-03-29 | 2012-10-25 | Aisin Ai Co Ltd | Transmission |
| JP5941136B2 (en) * | 2011-04-20 | 2016-06-29 | ジーケーエヌ・ドライブライン・ニュートン・エルエルシイ | Power transmission device |
| CN102303684B (en) * | 2011-07-01 | 2013-06-12 | 重庆阿尔迪机电技术开发有限公司 | Electric hub |
| CN102529940B (en) * | 2012-01-17 | 2013-11-06 | 常州工学院 | Anti-slide parking brake device for vehicle |
| CN102717705B (en) * | 2012-06-18 | 2015-07-22 | 西南大学 | Mechanical intelligent adaptive double-gear automatic speed change hub with multiple cams |
| CN204372143U (en) * | 2014-12-30 | 2015-06-03 | 东风汽车公司 | A kind of shifting operating device of automatically controlled transfer case |
-
2016
- 2016-01-27 CN CN201810107658.0A patent/CN108340775B/en active Active
- 2016-01-27 CN CN201610055288.1A patent/CN105711409B/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| CN105711409B (en) | 2018-01-23 |
| CN108340775A (en) | 2018-07-31 |
| CN105711409A (en) | 2016-06-29 |
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