CN210135184U - Hydraulic speed reducer - Google Patents
Hydraulic speed reducer Download PDFInfo
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- CN210135184U CN210135184U CN201920760718.9U CN201920760718U CN210135184U CN 210135184 U CN210135184 U CN 210135184U CN 201920760718 U CN201920760718 U CN 201920760718U CN 210135184 U CN210135184 U CN 210135184U
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Abstract
The utility model discloses a hydraulic speed reducer, which comprises a housin, first pivot, and integrated rotor wheel in the casing, stator impeller, second pivot and speed adjusting mechanism, form the working chamber between rotor wheel and the stator impeller, the second pivot links to each other with rotor wheel, first pivot passes through speed adjusting mechanism and links to each other with the second pivot, and the one end of first pivot links to each other with vehicle transmission's output shaft, the looks remote site links to each other with vehicle drive axle's input shaft, perhaps the one end of first pivot is direct links to each other with vehicle drive axle's input shaft. The utility model discloses an integrated speed regulating mechanism in hydraulic speed reducer's casing makes it have the speed governing function, simultaneously through changing its mounting means, makes it independently to install on the vehicle girder, need not to change the structure of vehicle transmission, has the nimble advantage of installation.
Description
Technical Field
The utility model belongs to the technical field of the hydromechanical technique and specifically relates to an install hydraulic speed reducer between vehicle transmission and vehicle drive axle.
Background
For vehicles with high speed and heavy load, short braking distance and quick response, the requirement of people on the safety of the vehicles cannot be met only by the traditional mechanical friction type brake, and the hydraulic retarder can safely and reliably assist the braking of the vehicles to enable the vehicles to meet the safety requirement, so that the hydraulic retarder is widely applied to the vehicles.
The hydraulic speed reducer is a device which converts mechanical energy into liquid heat energy and has small abrasion, and comprises a rotor impeller, a stator impeller, a quick liquid charging and discharging mechanism and the like, wherein a working cavity is formed between the rotor impeller and the stator impeller. When the brake device works, the rotor impeller is driven by a transmission system of a vehicle, after working fluid flows into the working cavity, the rotor impeller drives the working fluid to move towards the stator impeller, the stator impeller generates reaction force on the working fluid, so that the working fluid impacts the rotor impeller to form resistance moment to the rotor impeller, the rotation of the rotor impeller is blocked, and then the deceleration braking effect on the vehicle is realized.
In the prior art, a hydraulic retarder usually does not have a speed regulation function, that is, the rotating speed of a rotor impeller is consistent with the rotating speed of a vehicle transmission shaft, for example, chinese patent CN 105757214a discloses a hydraulic retarder, it comprises a working cavity formed by a rotor impeller and a stator impeller, an oil storage pool, a heat dissipation mechanism and a transmission shaft, wherein the vehicle drives the rotor impeller to rotate through the transmission shaft, the rotating speed of the rotor impeller is consistent with that of the transmission shaft, under the condition that the braking torque coefficient, the working fluid density, the gravity acceleration and the effective diameter of the circulating circle of the hydraulic retarder are kept to be constant, generally proportional to the square of the rotor wheel speed when the vehicle is climbing a hill and a greater braking torque is required, at the moment, the speed of the vehicle is small, and the braking torque generated by the hydraulic retarder is also small, so that the deceleration braking effect of the hydraulic retarder on the vehicle is weakened, and the actual use requirement cannot be met; or when the vehicle runs at a high speed, the idle running loss of the hydraulic retarder is correspondingly increased due to the increase of the rotating speed of the rotor impeller.
In addition, in the prior art, the structure of the vehicle gearbox needs to be changed in the installation process of the hydraulic speed reducer, so that the hydraulic speed reducer is connected with the vehicle gearbox, but the installation mode causes the whole device to occupy large space, poor installation flexibility and narrow application range while damaging the structure of the gearbox.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to overcome prior art's defect, provide a hydraulic decelerator with speed governing function.
In order to achieve the above object, the utility model provides a following technical scheme: the utility model provides a hydraulic speed reducer, hydraulic speed reducer installs independently on the vehicle girder, hydraulic speed reducer includes casing, first pivot and is integrated rotor impeller, stator impeller, second pivot in the casing and the speed control mechanism who is used for adjusting rotor impeller rotational speed, form the working chamber between rotor impeller and the stator impeller, the second pivot with rotor impeller links to each other, first pivot stretches into in the casing and links to each other with the second pivot through speed control mechanism, the one end of first pivot links to each other with the output shaft of vehicle gearbox, and the looks remote site links to each other with the input shaft of vehicle drive axle, perhaps the one end of first pivot is direct to link to each other with the input shaft of vehicle drive axle.
Preferably, the speed adjusting mechanism includes a first speed changing gear and a second speed changing gear, the first rotating shaft is coupled to the first speed changing gear, the second rotating shaft is coupled to the second speed changing gear, and the first speed changing gear is meshed with the second speed changing gear.
Preferably, the speed adjusting mechanism includes a first speed changing gear, a second speed changing gear, a third speed changing gear, a fourth speed changing gear and a third rotating shaft, the third rotating shaft is coupled to the third speed changing gear and the fourth speed changing gear, the first rotating shaft is coupled to the first speed changing gear, the first speed changing gear is meshed with the third speed changing gear, the second rotating shaft is coupled to the second speed changing gear, and the second speed changing gear is meshed with the fourth speed changing gear.
Preferably, the speed adjusting mechanism includes a first speed changing gear, a second speed changing gear, a third speed changing gear, a fourth speed changing gear and a clutch, the first rotating shaft is coupled to the first speed changing gear and the third speed changing gear, the second rotating shaft is coupled to the second speed changing gear and the fourth speed changing gear, the first speed changing gear is meshed with the second speed changing gear, the third speed changing gear is meshed with the fourth speed changing gear, the clutch is arranged on the second rotating shaft, and the clutch is combined with any one of the second speed changing gear and the fourth speed changing gear, or the clutch is separated from both the second speed changing gear and the fourth speed changing gear.
Preferably, the speed ratio of the rotor impeller to the first rotating shaft is 0.25-4.
Preferably, a rotation speed sensor for measuring the rotation speed is arranged on the first rotating shaft and/or the second rotating shaft.
Preferably, a rotation speed sensor for measuring rotation speed is arranged on the third rotating shaft.
Preferably, the working fluid circulating device further comprises a liquid storage tank for storing the working fluid and a heat dissipation mechanism for dissipating heat of the working fluid, and a circulating passage for recycling the working fluid is formed among the working cavity, the liquid storage tank and the heat dissipation mechanism.
Preferably, the working cavity is provided with a working liquid inlet and a working liquid outlet, the working liquid inlet is communicated with the liquid storage tank, the working liquid outlet is communicated with the heat dissipation mechanism, and the heat dissipation mechanism is communicated with the liquid storage tank.
Preferably, the liquid storage tank is provided with an opening for compressed air to enter or discharge, and the opening is provided with a control valve for controlling compressed air to enter or discharge.
The utility model has the advantages that:
(1) hydraulic pressure decelerator, independent installation on vehicle girder, it can independently install between vehicle transmission and vehicle drive axle, perhaps directly links to each other with vehicle drive axle, does not receive the restriction of vehicle transmission structure during the installation, and need not to destroy vehicle transmission's structure, has the installation flexibility, advantage that application scope is wide.
(2) Hydraulic speed reducer device through integrated speed adjusting mechanism in hydraulic speed reducer device's casing, make hydraulic speed reducer device have the speed governing function, adjust the rotational speed of rotor impeller through speed adjusting mechanism, can effectively change hydraulic speed reducer device's braking torque on the one hand, change hydraulic speed reducer device's brake performance, make that hydraulic speed reducer device can be better carry out the braking of slowing down to the vehicle, on the other hand can effectively reduce hydraulic speed reducer device's idle running loss.
Drawings
Fig. 1 is a schematic view of an installation position of a hydraulic decelerating device;
FIG. 2 is a schematic view of a hydraulic retarder unit;
fig. 3 is a schematic structural diagram of a hydraulic speed reducer according to a first embodiment of the present invention;
fig. 4 is a schematic cross-sectional view of a hydraulic retarder according to a first embodiment of the present invention;
fig. 5 is a schematic structural view of a hydraulic decelerating device according to a second embodiment of the present invention;
fig. 6 is a schematic structural diagram of a hydraulic speed reducer according to a third embodiment of the present invention.
Reference numerals: a. the hydraulic speed reducer comprises a hydraulic speed reducer, a vehicle gearbox, a vehicle drive axle, a transmission shaft, a shell, 11, a working cavity, 12, a rotating speed sensor, 20, a first rotating shaft, 21, a flange, 30, a rotor impeller, 40, a stator impeller, 50, a second rotating shaft, 60, a speed regulating mechanism, 61, a first speed changing gear, 62, a second speed changing gear, 63, a third speed changing gear, 64, a fourth speed changing gear, 65, a third rotating shaft, 66, a clutch, 70, a liquid storage tank, 80, a heat dissipation mechanism, 90 and a control valve.
Detailed Description
The technical solution of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings of the present invention.
The utility model discloses a hydraulic speed reducer a, but independent installation is on the vehicle girder, and its one end passes through transmission shaft d and links to each other with vehicle gearbox b, and the looks remote site passes through transmission shaft d and links to each other with vehicle transaxle c, as shown in FIG. 1, or directly links to each other with vehicle transaxle through transmission shaft d, does not receive the restriction of vehicle gearbox structure during the installation, and need not to change vehicle gearbox's structure, has the installation flexibility, the wide advantage of application scope.
Referring to fig. 2 and 3, the hydraulic speed reducer disclosed in the present invention includes a housing 10, a first rotating shaft 20, a rotor impeller 30, a stator impeller 40, a second rotating shaft 50, and a speed adjusting mechanism 60, wherein the rotor impeller 30, the stator impeller 40, the second rotating shaft 50, and the speed adjusting mechanism 60 are integrated in the housing 10, the rotor impeller 30 is mounted on the second rotating shaft 50, a working chamber 11 is formed between the rotor impeller 30 and the stator impeller 40, and the working chamber 11 can be filled with working fluid such as hydraulic oil; the second rotating shaft 50 is connected with the rotor impeller 30, and the rotor impeller 30 rotates along with the rotation of the second rotating shaft 50; the first rotating shaft 20 extends into the housing 10 and is connected to the second rotating shaft 50 through the governor 60, and one end of the first rotating shaft 20 is connected to an output shaft of the vehicle transmission b through the transmission shaft d, and the opposite end is connected to an input shaft of the vehicle drive axle c through the transmission shaft d, or one end of the first rotating shaft 20 is directly connected to an input shaft of the vehicle drive axle through the transmission shaft d, of course, the first rotating shaft 20 may be connected to the vehicle transmission b and the vehicle drive axle c through other manners, such as a flange connection manner, and the like.
When the hydraulic speed reducer works, the output shaft of the vehicle gearbox b transmits power to the first rotating shaft 30 through the transmission shaft d, the first rotating shaft 30 adjusts the rotating speed of the second rotating shaft 60 through the speed adjusting mechanism 60 to further adjust the rotating speed of the rotor impeller 30, so that the rotating speed of the rotor impeller 30 is higher or lower than that of the transmission shaft d, the rotor impeller 30 drives the working fluid to move towards the stator impeller 40, the stator impeller 40 generates reaction force on the working fluid, the working fluid impacts the rotor impeller 30 to form resistance torque on the rotor impeller 30 to block the rotation of the rotor impeller 30, finally the braking torque of the hydraulic speed reducer is changed, the braking performance of the hydraulic speed reducer is changed, and the hydraulic speed reducer can better perform speed reduction braking on a vehicle.
In the embodiment, the speed ratio of the rotor impeller to the first rotating shaft is preferably 0.25-4, so that the transmission efficiency can be effectively improved.
Further, a flange 21 is arranged at the end of the first rotating shaft 20 connected to the transmission shaft d, and the flange 21 is used for connecting the first rotating shaft 20 to the transmission shaft d during installation, but of course, other methods, such as welding, may also be used for connecting the first rotating shaft 20 to the transmission shaft d.
The structure of the governor 60 in the hydrodynamic retarder will be described in detail below with reference to three embodiments, but it is needless to say that the present invention is not limited to the above three governor 60, and the governor 60 may be provided according to actual requirements, such as the number of transmission gears required and whether or not a clutch is required according to actual speed requirements.
Example one
As shown in fig. 3 and 4, the speed adjusting mechanism 60 includes a first speed changing gear 61 and a second speed changing gear 62, wherein the first rotating shaft 20 is coupled to the first speed changing gear 61, the second rotating shaft 50 is coupled to the second speed changing gear 62, and the first speed changing gear 61 is meshed with the second speed changing gear 62. In practical implementation, the first rotating shaft 20 drives the first speed-changing gear 61 to rotate, and the first speed-changing gear 61 further drives the second speed-changing gear 62 engaged with the first speed-changing gear to rotate; the second speed-changing gear 62 drives the second rotating shaft 50 to rotate, so as to drive the rotor impeller 30 to rotate, so that the rotating speed of the rotor impeller 30 can be changed under the action of the first speed-changing gear 61 and the second speed-changing gear 62, and the braking torque of the hydraulic speed reducer can be changed.
In the present embodiment, the first transmission gear 61 may be mounted on the first rotating shaft 20 by interference fit, or may be mounted on the first rotating shaft 20 by other methods, such as key connection. Similarly, the second speed-changing gear 62 can be mounted on the second rotating shaft 50 by interference fit, or can be mounted on the first rotating shaft 20 by other methods, such as key connection.
Example two
As shown in fig. 5, the governor mechanism 60 includes a first transmission gear 61, a second transmission gear 62, a third transmission gear, a fourth transmission gear, and a third rotating shaft, wherein the third rotating shaft is coupled to the third transmission gear and the fourth transmission gear, the first rotating shaft 20 is coupled to the first transmission gear 61, and the first transmission gear 61 is in meshed connection with the third transmission gear, the second rotating shaft 50 is coupled to the second transmission gear 62, and the second transmission gear 62 is in meshed connection with the fourth transmission gear.
In practical implementation, the first rotating shaft 20 drives the first speed-changing gear 61 to rotate, and the first speed-changing gear 61 further drives the third speed-changing gear 63 engaged with the first speed-changing gear to rotate; the second speed changing gear 62 drives the third rotating shaft 65 to rotate, and further drives the fourth speed changing gear 64 to rotate; the fourth speed-changing gear 64 rotates to further drive the second speed-changing gear 62 engaged with the fourth speed-changing gear to rotate, and the second speed-changing gear 62 drives the second rotating shaft 50 to rotate, so as to drive the rotor impeller 30 to rotate, so that the rotating speed of the rotor impeller 30 can be changed under the action of the first speed-changing gear 61, the second speed-changing gear 62, the third speed-changing gear 63 and the fourth speed-changing gear 64, and the braking torque of the hydraulic speed reducer is further changed.
In the present embodiment, the first transmission gear 61 may be mounted on the first rotating shaft 20 by interference fit, or may be mounted on the first rotating shaft 20 by other methods, such as key connection. Similarly, the second speed-changing gear 62, the third speed-changing gear 63 and the fourth speed-changing gear 64 can be disposed on the corresponding transmission shafts in an interference fit manner, or can be disposed on the corresponding transmission shafts in other manners, such as a key connection manner.
EXAMPLE III
As shown in fig. 6, the speed adjusting mechanism 60 includes a first speed changing gear 61, a second speed changing gear 62, a third speed changing gear, a fourth speed changing gear and a clutch, wherein the first rotating shaft 20 is coupled with the first speed changing gear 61 and the third speed changing gear, the second rotating shaft 50 is coupled with the second speed changing gear 62 and the fourth speed changing gear, the first speed changing gear 61 is meshed with the second speed changing gear 62, and the third speed changing gear is meshed with the fourth speed changing gear; further, a clutch is provided on the second rotating shaft 50 between the second speed change gear 62 and the fourth speed change gear, which may be coupled to any one of the second speed change gear 62 and the fourth speed change gear 64 or may be separated from both the second speed change gear 62 and the fourth speed change gear 64. The rotor impeller 30 is provided with different rotational speeds by combining the clutch with the second speed change gear 62 or the fourth speed change gear.
In particular implementation, when the clutch 66 is disengaged from either the second ratio gear 62 or the fourth ratio gear 64, the hydrodynamic retarder is not operated;
when the clutch 66 is engaged with the second speed-changing gear 62, the first rotating shaft 20 drives the first speed-changing gear 61 to rotate, and the first speed-changing gear 61 further drives the second speed-changing gear 62 engaged therewith to rotate; the second speed change gear 62 drives the second rotating shaft 50 to rotate, so as to drive the rotor impeller 30 to rotate, so that the rotating speed of the rotor impeller 30 can be changed under the action of the first speed change gear 61 and the second speed change gear 62, and further the braking torque of the hydraulic speed reducer is changed;
when the clutch 66 is engaged with the fourth speed-changing gear 64, the first rotating shaft 20 drives the third speed-changing gear 63 to rotate, and the third speed-changing gear 63 further drives the fourth speed-changing gear 64 engaged therewith to rotate; the fourth speed-changing gear 64 drives the second rotating shaft 50 to rotate, so as to drive the rotor impeller 30 to rotate, so that the rotating speed of the rotor impeller 30 is changed under the action of the third speed-changing gear 63 and the fourth speed-changing gear 64, and the braking torque of the hydraulic speed reducer is changed.
In practice, the first speed-changing gear 61, the second speed-changing gear 62, the third speed-changing gear 63 and the fourth speed-changing gear 64 can be installed on the corresponding rotating shafts in an interference fit manner, or can be installed on the corresponding rotating shafts in other manners, such as a key connection manner.
Compared with the prior art, the utility model discloses an integrated speed adjusting mechanism 60 in hydraulic decelerator's casing 10, make hydraulic decelerator have the speed governing function, adjust the rotational speed of rotor impeller 30 through speed adjusting mechanism, on the one hand when the vehicle is in states such as climbing, accessible speed adjusting mechanism 60 makes the rotational speed of rotor impeller 30 improve, and then change hydraulic decelerator's braking torque, change hydraulic decelerator's brake performance, make hydraulic decelerator can be better to the vehicle speed reduction braking, on the other hand when the vehicle is in states such as high-speed travel, accessible speed adjusting mechanism 60 makes the rotational speed of rotor impeller 30 reduce, and then reduce hydraulic decelerator's idle running loss; meanwhile, the mounting mode of the hydraulic speed reducer is changed, so that the hydraulic speed reducer can be independently mounted on a vehicle girder, and the vehicle girder such as a channel steel at the bottom of a tractor or a truck or an I-shaped beam structure at the bottom of a trailer does not need to change the structure of a vehicle gearbox, so that the hydraulic speed reducer has the advantage of flexible mounting.
As shown in fig. 2, the hydraulic retarder further includes a rotation speed sensor 12 for measuring a rotation speed, which may be disposed on the first rotating shaft 20 and used for measuring a rotation speed of the first rotating shaft 20, may also be disposed on the second rotating shaft 50 and used for measuring a rotation speed of the second rotating shaft 50, and may also be disposed on the third rotating shaft 65 and used for measuring a rotation speed of the third rotating shaft 65, and of course, the rotation speed sensor 12 may also be disposed on each of the first rotating shaft 20, the second rotating shaft 50, and the third rotating shaft 65. When the hydraulic reduction device has a plurality of rotating shafts, the rotating speed sensor 12 may be provided on each rotating shaft, or may be set according to actual requirements, such as on a speed change gear, and the like.
Further, the hydraulic decelerating device further includes a reservoir 70 for storing the working fluid and a heat dissipation mechanism 80 for dissipating heat from the working fluid, and a circulation path for circulating the working fluid is formed among the working chamber 11, the reservoir 70, and the heat dissipation mechanism 80. Specifically, the working chamber 11 has a working fluid inlet and a working fluid outlet, wherein the working fluid inlet is communicated with the liquid storage tank 70, the working fluid outlet is communicated with the heat dissipation mechanism 80, the heat dissipation mechanism 80 is further communicated with the liquid storage tank 70, in the implementation process, the working fluid in the liquid storage tank 70 enters the working chamber 11 from the working fluid inlet, the rotor impeller 30 drives the working fluid to move so as to convert the mechanical energy into heat energy, the working fluid further enters the heat dissipation mechanism 80 from the working fluid outlet, and the heat dissipation mechanism 80 dissipates the heat of the working fluid and then finally inputs the working fluid into the liquid storage tank 70, so that the working fluid can be recycled. In this embodiment, the heat dissipation mechanism is preferably a heat exchanger.
Further, the liquid storage tank 70 is provided with an opening for the inlet or outlet of compressed air, and the opening is provided with a control valve 90 for controlling the inlet or outlet of compressed air.
The technical contents and features of the present invention have been disclosed as above, however, those skilled in the art can still make various substitutions and modifications based on the teaching and disclosure of the present invention without departing from the spirit of the present invention, therefore, the protection scope of the present invention should not be limited to the contents disclosed in the embodiments, but should include various substitutions and modifications without departing from the present invention, and should be covered by the claims of the present patent application.
Claims (10)
1. The utility model provides a hydraulic speed reducer, its characterized in that, hydraulic speed reducer installs on the vehicle girder independently, hydraulic speed reducer includes casing, first pivot and is integrated rotor wheel, stator impeller, second pivot in the casing and the speed control mechanism who is used for adjusting rotor wheel rotational speed, form the working chamber between rotor wheel and the stator impeller, the second pivot with rotor wheel links to each other, first pivot stretches into in the casing and links to each other with the second pivot through speed control mechanism, the one end of first pivot links to each other with the output shaft of vehicle gearbox, and the looks remote site links to each other with the input shaft of vehicle drive axle, perhaps the one end of first pivot is direct to link to each other with the input shaft of vehicle drive axle.
2. A hydrodynamic retarder device as claimed in claim 1, wherein the governor mechanism includes a first speed change gear and a second speed change gear, the first shaft is coupled to the first speed change gear, the second shaft is coupled to the second speed change gear, and the first speed change gear is in mesh with the second speed change gear.
3. A hydrodynamic retarder device as claimed in claim 1, wherein the governor mechanism includes a first speed change gear, a second speed change gear, a third speed change gear, a fourth speed change gear, and a third shaft, the third shaft being journalled to the third speed change gear and the fourth speed change gear, the first shaft being journalled to the first speed change gear and the first speed change gear being in mesh with the third speed change gear, the second shaft being journalled to the second speed change gear and the second speed change gear being in mesh with the fourth speed change gear.
4. A hydrodynamic retarder device according to claim 1, wherein the governor mechanism includes a first speed change gear, a second speed change gear, a third speed change gear, a fourth speed change gear, and a clutch, the first shaft is coupled to the first speed change gear and the third speed change gear, the second shaft is coupled to the second speed change gear and the fourth speed change gear, and the first speed change gear is engaged with the second speed change gear, the third speed change gear is engaged with the fourth speed change gear, the clutch is provided on the second shaft, and the clutch is coupled to any one of the second speed change gear and the fourth speed change gear, or the clutch is decoupled from both the second speed change gear and the fourth speed change gear.
5. A hydrodynamic retarder device as claimed in claim 1, wherein the ratio of the rotational speed of the rotor wheel to the first shaft is in the range of 0.25 to 4.
6. A hydrodynamic retarder device according to claim 1, characterized in that the first and/or second shaft is provided with a rotation speed sensor for measuring the rotation speed.
7. A hydrodynamic retarder device as claimed in claim 3, wherein the third shaft is provided with a speed sensor for measuring the speed of rotation.
8. A hydrodynamic retarder device as claimed in claim 1, further comprising a reservoir for storing the working fluid and a heat dissipating mechanism for dissipating heat from the working fluid, wherein the working chamber, the reservoir and the heat dissipating mechanism define a circulation path for circulating the working fluid.
9. A hydrodynamic retarder device as defined in claim 8 wherein the working chamber has a working fluid inlet and a working fluid outlet, the working fluid inlet being in communication with the reservoir, the working fluid outlet being in communication with the heat sink mechanism, the heat sink mechanism being in communication with the reservoir.
10. A hydrodynamic retarder device as claimed in claim 8, wherein the reservoir is provided with an opening for the admission or discharge of compressed air, the opening being provided with a control valve for controlling admission or discharge of compressed air.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920760718.9U CN210135184U (en) | 2019-05-24 | 2019-05-24 | Hydraulic speed reducer |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920760718.9U CN210135184U (en) | 2019-05-24 | 2019-05-24 | Hydraulic speed reducer |
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| Publication Number | Publication Date |
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| CN210135184U true CN210135184U (en) | 2020-03-10 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201920760718.9U Active CN210135184U (en) | 2019-05-24 | 2019-05-24 | Hydraulic speed reducer |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110081098A (en) * | 2019-05-24 | 2019-08-02 | 苏州特速安机电科技有限公司 | A kind of fluid power deceleration device |
| KR20230093728A (en) * | 2021-12-20 | 2023-06-27 | 현대트랜시스 주식회사 | Automated manual transmission and control method thereof |
-
2019
- 2019-05-24 CN CN201920760718.9U patent/CN210135184U/en active Active
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110081098A (en) * | 2019-05-24 | 2019-08-02 | 苏州特速安机电科技有限公司 | A kind of fluid power deceleration device |
| KR20230093728A (en) * | 2021-12-20 | 2023-06-27 | 현대트랜시스 주식회사 | Automated manual transmission and control method thereof |
| KR102666462B1 (en) * | 2021-12-20 | 2024-05-16 | 현대트랜시스 주식회사 | Automated manual transmission and control method thereof |
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