CN211852690U - Two keep off reduction gears - Google Patents
Two keep off reduction gears Download PDFInfo
- Publication number
- CN211852690U CN211852690U CN202020013198.8U CN202020013198U CN211852690U CN 211852690 U CN211852690 U CN 211852690U CN 202020013198 U CN202020013198 U CN 202020013198U CN 211852690 U CN211852690 U CN 211852690U
- Authority
- CN
- China
- Prior art keywords
- gear
- parking
- shaft
- shifting
- gear shifting
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Landscapes
- Gear-Shifting Mechanisms (AREA)
- Structure Of Transmissions (AREA)
Abstract
The utility model relates to the technical field of vehicles, and discloses a two-gear speed reducing mechanism, which comprises a gear shifting mechanism, a gear shifting drum, a parking mechanism, an input shaft and an intermediate shaft; the gear shifting mechanism is respectively connected with the input shaft and the intermediate shaft, and the parking mechanism is arranged on the intermediate shaft; the gear shifting mechanism is connected with a first type of position point on the gear shifting drum to realize gear shifting operation; the parking mechanism is connected with the second type of position points on the gear shifting drum to realize parking operation. The two-gear speed reducing mechanism provided by the invention has the characteristics of small space structure and low cost.
Description
Technical Field
The utility model relates to the technical field of vehicles, in particular to two keep off reduction gears.
Background
Most of current electric vehicle speed reducers mainly use a single gear, but the single speed ratio design inevitably causes the system starting acceleration to be low speed, and the performances such as high-speed cruising speed, climbing slope and the like can not be considered, and simultaneously, the performances such as battery endurance, motor thermal management under the high rotating speed, NVH and the like can also be influenced, and the two-gear speed reducer can well solve the problems.
Two keep off the reduction gear in fact is the structure that simplifies into two fender with traditional multiple gear derailleur, because the reduction of keeping off the position, the shafting is all correspondingly simpler with actuating mechanism that shifts for two keep off reduction gear structure compacter, the cost is lower, transmission efficiency is higher, is the very ideal scheme in future electric motor car two keep off reduction gear market, for example the two AMT reduction gears that keep off of ge terake: the two-gear speed reducer transmission system adopts a two-stage gear speed reduction structure, wherein an input shaft and an intermediate shaft are arranged in the first-stage speed reduction mode, two pairs of driving gear gears and two pairs of driven gear gears are arranged on the input shaft and the intermediate shaft in parallel, and a driving speed reduction gear and a differential gear ring are arranged in the second-stage speed reduction mode and are respectively connected with the intermediate shaft and the differential. This reduction gear is shifted and parking actuating mechanism one big characteristics is integrated with parking mechanism and gearshift, and such benefit only needs an actuating motor just can control parking and two functions of shifting, and its theory of operation utilizes actuating motor drive shift drum, sets up recess curve drive shift fork on the shift drum and shifts gears, recycles a set of gear in addition and transmits the torque of shift drum to parking structure, accomplishes the parking.
However, the two-gear speed reducer still has the defects that the arrangement of a transmission system is unreasonable, the axial width is overlong, the cost advantage is obvious after the gear shifting and the parking mechanism are integrated, the parking cannot be performed when the synchronizer is in a neutral gear, the limitation exists, and the parking mechanism adopts two gears to transmit driving force from the gear shifting drum, wastes radial space and increases the part cost.
SUMMERY OF THE UTILITY MODEL
The utility model provides a two keep off reduction gears can solve two among the above-mentioned background art and keep off big, the with high costs technical problem of reduction gear spatial structure.
In order to solve the technical problem, the application discloses a two-gear speed reducing mechanism which comprises a gear shifting mechanism, a gear shifting drum, a parking mechanism, an input shaft and an intermediate shaft; the gear shifting mechanism is respectively connected with the input shaft and the intermediate shaft, and the parking mechanism is arranged on the intermediate shaft; the gear shifting mechanism is connected with a first class position point on the gear shifting drum to realize gear shifting operation; the parking mechanism is connected with the second type of position points on the gear shifting drum to realize parking operation.
Optionally, the gear shift mechanism comprises a first driving gear, a second driving gear, a first driven gear, a second driven gear;
the first driving gear and the second driving gear are sleeved on the input shaft;
the first driven gear and the second driven gear are sleeved on the intermediate shaft;
the first driving gear corresponds to the first driven gear, and the second driving gear corresponds to the second driven gear.
Optionally, a main reduction gear shaft and a differential are further included;
the main reducing gear shaft is arranged between the first driven gear and the second driven gear;
the main reducing gear shaft drives the differential to rotate through the rotation of the main reducing gear.
Optionally, the shift mechanism further comprises a shift fork, a shaft and a first cam;
the shaft lever is respectively provided with the first lug and the gear shifting fork, and the first lug is connected with the gear shifting drum;
the gear shifting fork drives the shaft lever to move through the movement of the first bump, and further realizes the movement through the movement of the shaft lever;
the gear shifting mechanism realizes gear shifting operation through the movement of the gear shifting fork connected with the first type position point.
Optionally, the parking mechanism comprises a parking gear, a parking fork, a second lug, a parking push rod and a parking arm;
the parking gear is sleeved on the intermediate shaft;
the parking shifting fork is provided with the second convex block, and the second convex block is connected with the second type of position points;
one end of the parking push rod is connected with the parking shifting fork;
the parking push rod drives the parking shifting fork to move through rotation of the second protruding block, and then movement is achieved through movement of the parking shifting fork, so that the parking arm is meshed with the parking gear.
Optionally, a synchronizer is disposed on the input shaft and between the first driving gear and the second driving gear.
Optionally, a first groove and a second groove are formed in the shift drum, the shift mechanism is embedded in the first groove, and the parking mechanism is embedded in the second groove;
wherein the first groove comprises a first type of location point and the second groove comprises a second type of location point.
Optionally, one end of the shifting mechanism can slide in the first groove to connect the first type position point;
and/or the presence of a gas in the gas,
one end of the parking mechanism can slide in the second groove to connect the second type position point.
Optionally, the device further comprises a driving motor and a transmission shaft;
the transmission shaft is provided with the driving motor and the gear shifting drum, and the driving motor is used for driving the gear shifting drum to rotate through the transmission shaft.
Optionally, the device further comprises an actuating motor, the actuating motor is arranged at one end of the input shaft, and the actuating motor is used for driving the input shaft to rotate.
Adopt above-mentioned technical scheme, the two fender reduction gears of this application have following beneficial effect:
the application discloses a two-gear speed reducing mechanism which comprises a gear shifting mechanism, a gear shifting drum, a parking mechanism, an input shaft and an intermediate shaft; the gear shifting mechanism is respectively connected with the input shaft and the intermediate shaft, and the parking mechanism is arranged on the intermediate shaft; the gear shifting mechanism is connected with a first type of position point on the gear shifting drum to realize gear shifting operation; the parking mechanism is connected with the second type of position points on the gear shifting drum to realize parking operation.
According to the two-gear speed reducing mechanism, the gear shifting drum is used for simultaneously controlling the gear shifting mechanism and the parking mechanism, namely the gear shifting mechanism is connected with the first type of position points on the gear shifting drum to realize gear shifting operation, the parking mechanism is connected with the second type of position points on the gear shifting drum to realize parking operation, a parking motor is omitted, the number of parts is reduced, and the occupied space is reduced; the parking gear is arranged on the intermediate shaft, the axial space of the speed reducer is compressed, the parking action is not limited by the gear of the synchronizer any more, and the gear shifting and parking logic is more flexible; the design not only effectively compresses the axial space of the two-gear speed reducing mechanism, but also realizes the gear shifting and parking functions of the two-gear speed reducer with the lowest cost.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
Fig. 1 is a schematic structural view of a two-speed reduction mechanism according to the present application;
FIG. 2 is a schematic view of a portion of a two-speed reducer according to the present application;
FIG. 3 is a diagram of the operating mechanism of an embodiment of the two speed reducer of the present application;
the following is a supplementary description of the drawings:
1-an input shaft; 2-intermediate shaft; 3-a gear shift mechanism; 301-a first drive gear; 302-a second drive gear; 303-a first driven gear; 304-a second driven gear; 305 — a first bump; 306-a shaft; 307-shift forks; 4-a parking mechanism; 401-parking gear; 402-a second bump; 403-parking push rod; 404-parking arm; 405-a spring; 406-a parking cam; 407-torsion spring; 5-a shift drum; 501-a first groove; 502-a second groove; 6-driving a motor; 7-an actuating motor; 8-a synchronizer; 9-main reduction gear shaft; 10-a differential; 11-a transmission shaft.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. It is to be understood that the embodiments described are only a few embodiments of the present application and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
Reference herein to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic may be included in at least one implementation of the present application. In the description of the present application, it is to be understood that the terms "upper", "lower", "top", "bottom", and the like, indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, are only for convenience in describing the present application and simplifying the description, and do not indicate or imply that the referred devices or elements must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present application. Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. Moreover, the terms "first," "second," and the like are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the application described herein are capable of operation in sequences other than those illustrated or described herein.
As shown in fig. 1, fig. 1 is a schematic structural view of the two-speed reduction mechanism of the present application. The application discloses a two-gear speed reducing mechanism which comprises a gear shifting mechanism 3, a gear shifting drum 5, a parking mechanism 4, an input shaft 1 and an intermediate shaft 2; the gear shifting mechanism 3 is respectively connected with the input shaft 1 and the intermediate shaft 2, and the parking mechanism 4 is arranged on the intermediate shaft 2; compared with the prior art, the two-gear speed reducer omits a parking motor, reduces the number of parts and reduces the occupied space; the parking gear 401 is arranged on the intermediate shaft 2, the axial space of the speed reducer is compressed, the parking action is not limited by the gear of the synchronizer 8 any more, and the gear shifting and parking logic is more flexible; the gear shifting mechanism 3 is connected with a first type position point on the gear shifting drum 5 to realize gear shifting operation; the parking mechanism 4 is connected with a second type of position point on the gear shifting drum 5 to realize parking operation; namely, the gear shifting drum 5 controls the gear shifting mechanism 3 and the parking mechanism 4 simultaneously, and the design not only effectively compresses the axial space of the two-gear speed reducing mechanism, but also realizes the gear shifting and parking functions of the two-gear speed reducer with the lowest cost.
As shown in fig. 1, the shift mechanism 3 includes a first driving gear 301, a second driving gear 302, a first driven gear 303, and a second driven gear 304, the first driving gear 301 and the second driving gear 302 are sleeved on the input shaft 1, and the two driving gears are disconnected from the input shaft 1 by a needle bearing, the first driven gear 303 and the second driven gear 304 are sleeved on the intermediate shaft 2, the first driving gear 301 corresponds to the first driven gear 303, and the second driving gear 302 corresponds to the second driven gear 304;
the two-gear speed reducer further comprises an executing motor 7, wherein the executing motor 7 is arranged at one end of the input shaft 1, and the executing motor 7 is used for driving the input shaft 1 to rotate.
The synchronizer 8 is fixedly connected with the middle position of the input shaft 1, namely, the synchronizer 8 is arranged between the first driving gear 301 and the second driving gear 302; the rotating speed of the engine is consistent with that of the gearbox in the gear shifting process, so that the condition that the gear cannot be engaged and shifted is effectively avoided, and gear noise and the like in the gear shifting process are eliminated; in another alternative embodiment, the parking mechanism 4 includes two synchronizers 8, one synchronizer 8 is disposed on a side close to the first driving gear 301, and the other synchronizer 8 is disposed on a side close to the second driving gear 302, which is beneficial to disposing bearings at two ends of the layout input shaft 1 of the automobile parts between the first driving gear 301 and the second driving gear 302 and fixing the two ends on the housing respectively, and the parking gear 401 of the parking mechanism 4 is sleeved on the intermediate shaft 2, thereby compressing the axial space of the reducer;
the gear shifting mechanism 3 further comprises a main reduction gear shaft 9 and a differential 10; the main reducing gear shaft 9 is arranged between the first driven gear 303 and the second driven gear 304, both ends of the main reducing gear shaft 9 are provided with bearings and fixed on the housing, generally, one end of the main reducing gear shaft 9 is provided with a driving bevel gear, the driving bevel gear is meshed with the driven bevel gear, the driven bevel gear is used for driving the differential mechanism 10 to rotate, and the differential mechanism 10 is fixedly connected with wheels through half shafts, so as to drive the wheels to rotate.
One side of the second driven gear 304 is provided with a main gear reduction shaft 9, the other side of the second driven gear 304 is provided with a parking gear 401, in an alternative embodiment, the parking gear 401 is positioned between the first driven gear 303 and the main gear reduction shaft 9, and the mechanism is arranged in a space structure layout which is mainly convenient for other parts of the automobile.
As shown in fig. 2, fig. 2 is a partial structural schematic diagram of the two-speed reducer according to the present application. The two-gear speed reducing mechanism further comprises a driving motor 6 and a transmission shaft 11, the driving motor 6 and a gear shifting drum 5 are arranged on the transmission shaft 11, the driving motor 6 is used for driving the gear shifting drum 5 to rotate through the transmission shaft 11, a first groove 501 and a second groove 502 are arranged on the gear shifting drum 5, the first groove 501 comprises a first type of position point, and the second groove 502 comprises a second type of position point.
The gear shifting mechanism 3 further comprises a gear shifting fork 307, a shaft rod 306 and a first bump 305, the shaft rod 306 is provided with the first bump 305 and the gear shifting fork 307 respectively, the first bump 305 is embedded into a first groove 501 of the gear shifting drum 5, the shaft rod 306 is driven to move by the gear shifting fork 307 through the movement of the first bump 305, further, the movement is realized through the movement of the shaft rod 306, the gear shifting operation is realized through the movement of the gear shifting fork 307 connected with a first type of position point, namely, when different gear shifting positions are realized by the first bump 305, the first type of position point is a coordinate or a point position moving in the first groove 501.
As shown in fig. 2, the parking mechanism 4 includes a parking gear 401, a parking fork, a second boss 402, a parking push rod 403, and a parking arm 404; a second bump 402 is arranged on the parking shifting fork, and the second bump 402 is connected with a second type of position point, namely the second type of position point is a coordinate or a point position which moves in the second groove 502 when the second bump 402 realizes different P gears; one end of a parking push rod 403 is connected with the parking shifting fork, the other end of the parking push rod 403 is connected with a parking cam 406, a spring 405 is sleeved on the parking push rod 403, the spring 405 is used for providing pre-tightening force for the parking cam 406, when the parking cam 406 is not contacted and meshed with the parking arm 404, the parking arm 404 returns to a natural state under the action of a torsion spring 407, namely a pawl on the parking arm 404 is far away from the parking gear 401, namely an automobile is in an unparked state; in the parking process, the parking push rod 403 drives the parking shifting fork to move through the rotation of the second bump 402, and then the parking shifting fork moves through the movement, so that the parking arm 404 is meshed with the parking gear 401, and the parking is realized.
FIG. 3 is a schematic diagram illustrating the operation of one embodiment of the two speed reducer of the present application; the abscissa in fig. 3 is the angle of rotation of the shift drum 5 and the ordinate is the distance traveled by the first cam 305 and the second cam 402 in the different gears; two solid lines in the figure are developed graphs of curves of a first groove 501 and a second groove 502 on the shift drum 5, wherein a curve a is a developed curve of the first groove 501, and a curve b is a developed curve of the second groove 502, as can be seen from fig. 3, both the curve a and the curve b are line graphs, each folding point on the curve a is a first-type position point, that is, the first-type position point includes 3 points, and each folding point on the curve b is a second-type position point, that is, the second-type position point includes 2 points; referring to fig. 3, a parking and shifting principle of an embodiment provided by the present invention will be described below, when the vehicle is in a parking state, the operation process is as follows, when the rotation angle of the shift drum 5 driven by the driving motor 6 is in the range of 0 to 30 °, the shift position is the P shift position, the parking gear 401 is locked by the parking arm 404 and stops rotating, the wheel cannot rotate due to the rigid transmission between the parking gear 401 and the wheel, so as to achieve parking, as can be seen from the solid line in fig. 3, after the P shift position is released, a gear of the vehicle is engaged, the shift response speed is improved, and in an alternative embodiment, as shown by the dotted line in fig. 3, the synchronizer 8 is in the neutral position, so that the wheel can be completely disconnected from the driving motor 6.
When the automobile is in a first gear state, the driving motor 6 drives the rotation angle of the gear shift drum 5 to be within the range of 90-120 degrees, at the moment, the P gear is disconnected, the driving force of the driving motor 6 is input from the input shaft 1, is transmitted to a first gear driving gear through the synchronizer 8 unit, is transmitted to the main reduction gear shaft 9 through a first gear driven gear, and is finally output to a half shaft through the differential 10, and the gear is mainly used for the working conditions of low-speed and high-torque requirements such as automobile starting, reversing and climbing.
When the automobile is in a neutral gear state, the rotation angle of the gear shifting motor driving the gear shifting drum 5 is within the range of 180-210 degrees, at the moment, the synchronizer 8 is in a neutral gear, the P gear is disconnected, and the input and the output are completely disconnected, so that power interruption is realized, and the gear is mainly used for overload protection of the driving motor 6.
When the automobile is in a second gear state, the gear shifting motor drives the gear shifting drum 5 to rotate to a range of 300-330 degrees, at the moment, the gear P is disconnected, power of the driving motor 6 is input from the input shaft 1, is transmitted to the first gear driving gear through the synchronizer 8 unit, is transmitted to the main reduction gear shaft 9 through the second gear driven gear, and is finally output to a half shaft through the differential mechanism 10, and the gear is mainly used for high-speed cruising and other working conditions which need high speed and low torque.
In summary, the two-gear speed reducing mechanism provided by the application has lower cost, the parking and gear shifting integrated device cancels a parking motor, and meanwhile, the parking mechanism 4 is simplified, the number of parts is reduced, and the cost is reduced; the gear shifting is smoother, and the structure is more compact; compare traditional scheme, lower drag moment of torsion, it is more smooth-going to shift, and axial dimension is littleer for reduction gear structure is compacter.
The above description is only exemplary of the present application and should not be taken as limiting the present application, as any modification, equivalent replacement, or improvement made within the spirit and principle of the present application should be included in the protection scope of the present application.
Claims (10)
1. The utility model provides a two keep off reduction gears which characterized in that: the gear shifting device comprises a gear shifting mechanism (3), a gear shifting drum (5), a parking mechanism (4), an input shaft (1) and an intermediate shaft (2);
the gear shifting mechanism (3) is respectively connected with the input shaft (1) and the intermediate shaft (2), and the parking mechanism (4) is arranged on the intermediate shaft (2);
the gear shifting mechanism (3) is connected with a first type of position point on the gear shifting drum (5) to realize gear shifting operation;
the parking mechanism (4) is connected with a second type of position point on the gear shifting drum (5) to realize parking operation.
2. The two-speed reduction mechanism according to claim 1, wherein: the gear shifting mechanism (3) comprises a first driving gear (301), a second driving gear (302), a first driven gear (303) and a second driven gear (304);
the first driving gear (301) and the second driving gear (302) are sleeved on the input shaft (1);
the first driven gear (303) and the second driven gear (304) are sleeved on the intermediate shaft (2);
wherein the first driving gear (301) corresponds to the first driven gear (303), and the second driving gear (302) corresponds to the second driven gear (304).
3. The two-speed reduction mechanism according to claim 2, wherein: the gear box also comprises a main reducing gear shaft (9) and a differential (10);
the main reducing gear shaft (9) is arranged between the first driven gear (303) and the second driven gear (304);
the main reducing gear shaft (9) drives the differential (10) to rotate through the rotation of the main reducing gear.
4. The two-speed reduction mechanism according to claim 1, wherein: the gear shift mechanism (3) further comprises a gear shift fork (307), a shaft (306) and a first cam (305);
the shaft rod (306) is provided with the first lug (305) and the shifting fork (307), and the first lug (305) is connected with the gear shifting drum (5);
the shift fork (307) drives the shaft (306) to move through the movement of the first lug (305), and the movement is realized through the movement of the shaft (306);
the gear shifting mechanism (3) realizes gear shifting operation through the movement of the gear shifting fork (307) connected with the first type position point.
5. The two-speed reduction mechanism according to claim 1, wherein: the parking mechanism (4) comprises a parking gear (401), a parking shifting fork, a second lug (402), a parking push rod (403) and a parking arm (404);
the parking gear (401) is sleeved on the middle shaft (2);
the parking shifting fork is provided with the second lug (402), and the second lug (402) is connected with the second type of position point;
one end of the parking push rod (403) is connected with the parking shifting fork;
the parking push rod (403) drives the parking shifting fork to move through rotation of the second bump (402), and then the parking shifting fork moves through movement, so that the parking arm (404) is meshed with the parking gear (401).
6. The two-speed reduction mechanism according to claim 2, wherein: the input shaft (1) is provided with a synchronizer (8), and the synchronizer (8) is arranged between the first driving gear (301) and the second driving gear (302).
7. The two-speed reduction mechanism according to claim 1, wherein: a first groove (501) and a second groove (502) are formed in the gear shifting drum (5), the gear shifting mechanism (3) is embedded in the first groove (501), and the parking mechanism (4) is embedded in the second groove (502);
wherein the first groove (501) comprises a first type of location points and the second groove (502) comprises a second type of location points.
8. The two-speed reduction mechanism according to claim 7, wherein: one end of the gear shifting mechanism (3) can slide in the first groove (501) to connect the first position point;
and/or the presence of a gas in the gas,
one end of the parking mechanism (4) can slide in the second groove (502) to connect the second type position point.
9. The two-speed reduction mechanism according to claim 1, wherein: the device also comprises a driving motor (6) and a transmission shaft (11);
be equipped with on transmission shaft (11) driving motor (6) with shift drum (5), driving motor (6) are used for through transmission shaft (11) drive shift drum (5) rotate.
10. The two-speed reduction mechanism according to claim 1, wherein: the device is characterized by further comprising an executing motor (7), wherein the executing motor (7) is arranged at one end of the input shaft (1), and the executing motor (7) is used for driving the input shaft (1) to rotate.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020013198.8U CN211852690U (en) | 2020-01-03 | 2020-01-03 | Two keep off reduction gears |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020013198.8U CN211852690U (en) | 2020-01-03 | 2020-01-03 | Two keep off reduction gears |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN211852690U true CN211852690U (en) | 2020-11-03 |
Family
ID=73212157
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202020013198.8U Active CN211852690U (en) | 2020-01-03 | 2020-01-03 | Two keep off reduction gears |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN211852690U (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110778713A (en) * | 2019-12-10 | 2020-02-11 | 重庆青山工业有限责任公司 | Transmission gear-shifting parking actuating mechanism |
| CN113417973A (en) * | 2021-06-30 | 2021-09-21 | 王飞 | Speed change mechanism |
| CN115264056A (en) * | 2022-07-22 | 2022-11-01 | 重庆青山工业有限责任公司 | Transmission parking actuating mechanism |
-
2020
- 2020-01-03 CN CN202020013198.8U patent/CN211852690U/en active Active
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110778713A (en) * | 2019-12-10 | 2020-02-11 | 重庆青山工业有限责任公司 | Transmission gear-shifting parking actuating mechanism |
| CN113417973A (en) * | 2021-06-30 | 2021-09-21 | 王飞 | Speed change mechanism |
| CN115264056A (en) * | 2022-07-22 | 2022-11-01 | 重庆青山工业有限责任公司 | Transmission parking actuating mechanism |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN211852690U (en) | Two keep off reduction gears | |
| CN201306424Y (en) | Motor tricycle-dedicated integrated boost gearbox with reverse gear device | |
| CN111365425A (en) | Three-gear automatic transmission applied to electric automobile | |
| CN203162008U (en) | Six block transmission assembly for medium and light sized truck | |
| CN111791694A (en) | Coaxial two-gear driving system | |
| CN213291965U (en) | Pure electric vehicles bi-motor drive axle assembly | |
| CN112923044A (en) | Transmission power transmission system, transmission and vehicle | |
| CN211364238U (en) | Dual-motor multi-gear coupling driving system | |
| CN115949708B (en) | Three-gear speed change system and driving system of heavy new energy automobile and working method of three-gear speed change system and driving system | |
| CN217574828U (en) | Two-gear electric drive axle power system with motor placed on single side | |
| WO2006056804A1 (en) | Twin layshaft manual transmission | |
| CN215806075U (en) | Transmission, power assembly and vehicle | |
| CN203176267U (en) | Double-intermediate-shaft non-reverse-gear idler shaft mechanism | |
| CN216078223U (en) | Transmission power transmission system, transmission and vehicle | |
| CN214324872U (en) | Vehicle drive device | |
| CN201322083Y (en) | Double motor traveling transmission case for hydraulic excavator | |
| CN210770061U (en) | Two-gear electromagnetic type automatic transmission for pure electric vehicle | |
| CN114435106A (en) | Electric drive axle structure for hybrid new energy automobile | |
| CN210161895U (en) | Hybrid power driving system and vehicle | |
| CN209925527U (en) | Three-gear gearbox of pure electric vehicle and gear shifting control system thereof | |
| CN2723773Y (en) | Automobile gear box device | |
| CN218408388U (en) | High-speed-ratio gearbox and vehicle | |
| CN219487187U (en) | Drive axle of vehicle and vehicle | |
| CN217761912U (en) | Two-gear gearbox and electric operation machine | |
| CN218118494U (en) | Four-gear gearbox capable of being used for heavy truck |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |