CN111720495A - Main reducing gear and vehicle - Google Patents
Main reducing gear and vehicle Download PDFInfo
- Publication number
- CN111720495A CN111720495A CN202010520165.7A CN202010520165A CN111720495A CN 111720495 A CN111720495 A CN 111720495A CN 202010520165 A CN202010520165 A CN 202010520165A CN 111720495 A CN111720495 A CN 111720495A
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- output
- gear
- output gear
- shaft
- input shaft
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H1/00—Toothed gearings for conveying rotary motion
- F16H1/28—Toothed gearings for conveying rotary motion with gears having orbital motion
- F16H1/2854—Toothed gearings for conveying rotary motion with gears having orbital motion involving conical gears
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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
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Structure Of Transmissions (AREA)
Abstract
The invention discloses a main reducer and a vehicle, wherein the main reducer comprises: the cross shaft is arranged on the input shaft, the planetary gear is rotatably arranged on the cross shaft, the first output gear is meshed with the planetary gear, the second output gear is meshed with the planetary gear and is arranged at intervals with the first output gear, the second output gear is further selectively transmitted with the input shaft, the first output shaft is selectively transmitted with the first output gear, the first output shaft is disconnected from the first output gear during transmission of the input shaft and the second output gear, the transmission gear is meshed with the second output gear, and the transmission gear is fixed on the second output shaft. The first output shaft is selectively in transmission with the first output gear through the second output gear, so that the main speed reducer can be switched between two driving paths and one driving path according to requirements.
Description
Technical Field
The invention relates to the technical field of speed reducers, in particular to a main speed reducer and a vehicle.
Background
In the prior art, the vehicle can not realize the conversion of a power driving type. In the full-load running process of the whole vehicle, two driving paths are needed to drive the vehicle; however, after unloading, the two driving paths in the no-load state drive the vehicle to meet the running requirement of the vehicle, and if the two driving paths are used for driving the vehicle, the national policy of energy conservation and emission reduction cannot be realized, and the oil consumption of the whole vehicle cannot be reduced.
Disclosure of Invention
The present invention is directed to solving at least one of the problems of the prior art. To this end, it is an object of the present invention to provide a final drive for a vehicle, in which a first output shaft is selectively driven with a first output gear by a second output gear, so that the final drive can be switched between two drive paths and one drive path as required.
The invention also provides a vehicle.
A final drive for a vehicle according to an embodiment of the first aspect of the invention includes: the cross shaft is arranged on the input shaft, the planetary gear is rotatably arranged on the cross shaft, the first output gear is meshed with the planetary gear, the second output gear is meshed with the planetary gear and is arranged at intervals with the first output gear, the second output gear is further selectively transmitted with the input shaft, the first output shaft is selectively transmitted with the first output gear, the first output shaft is disconnected from transmission with the first output gear when the input shaft and the second output gear are transmitted, the transmission gear is meshed with the second output gear, and the transmission gear is fixed on the second output shaft.
According to the main speed reducer provided by the embodiment of the invention, the second output gear is selectively in transmission with the input shaft, and the first output shaft is selectively in transmission with the first output gear, so that the main speed reducer can be switched between two driving paths and one driving path according to requirements. For example, when the whole vehicle runs in a full load mode, the main speed reducer has two driving paths, and the driving force of the vehicle is strong; when in an idling state, the main speed reducer is provided with a driving path, so that the oil consumption of the vehicle can be reduced.
According to some embodiments of the invention, the final drive further comprises: a first synchronization device disposed between the first output gear and the first output shaft to selectively engage and disengage the first output gear and the first output shaft.
According to some embodiments of the invention, an end of the first output shaft and an end of the first output gear are each provided with a spline that cooperates with the first synchronization device, the first synchronization device comprising: the meshing sleeve is matched with the spline of the first output shaft, and the shifting fork selectively shifts the meshing sleeve to be meshed with the spline of the first output gear.
According to some embodiments of the invention, the first output shaft is collinear with an axis of the input shaft, and an end of the first output shaft is sleeved on an end of the input shaft.
According to some embodiments of the invention, the final drive further comprises: a second synchronizer disposed between the input shaft and the second output gear to selectively engage and disengage the input shaft and the second output gear.
According to some embodiments of the invention, a side of the second output gear facing the second synchronization device is provided with splines, the second synchronization device comprising: the meshing sleeve is matched with the spline of the input shaft, and the shifting fork selectively shifts the meshing sleeve to be meshed with the spline of the second output gear.
According to some embodiments of the invention, the first output gear and the second output gear are both sleeved on the input shaft and provided with a bushing therebetween.
According to some embodiments of the invention, a thrust needle bearing is disposed between the first output gear and the end of the first output shaft, the input shaft has a shoulder disposed to one side of the second output gear, and a thrust needle bearing is disposed between the shoulder and the second output gear.
According to some embodiments of the invention, the second output shaft is provided with a drive bevel gear, which engages with a driven bevel gear.
A vehicle according to an embodiment of a second aspect of the invention includes: the rear axle is positioned at the rear side of the middle axle, the first output shaft is in transmission with the rear axle, and the second output shaft is in transmission with the middle axle.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a cross-sectional view of a final drive having two drive paths according to an embodiment of the present invention;
FIG. 2 is a partial schematic view A of FIG. 1;
FIG. 3 is a cross-sectional view of a final drive having one drive path according to an embodiment of the present invention;
fig. 4 is a partial schematic view B of fig. 3.
Reference numerals:
a main reducer S;
an input shaft 11; a cross shaft 12; a planetary gear 13; a first output gear 14; a second output gear 15; a first output shaft 16; a transmission gear 17; a second output shaft 18;
a first synchronization device 20; a first engaging sleeve 21; a first fork 22; a second synchronization device 30; a second engaging sleeve 31; a second fork 32;
a bushing 41; a thrust needle bearing 42; a shoulder 43; a drive bevel gear 44; a driven bevel gear 45; a flange 46; a tapered roller bearing 47; a bearing seat 48; and a guide bearing 49.
Detailed Description
Embodiments of the present invention will be described in detail below, the embodiments described with reference to the drawings being illustrative, and the embodiments of the present invention will be described in detail below.
In the following, a final drive S according to an embodiment of the invention is described with reference to fig. 1-4, and the invention also proposes a vehicle, which may be a vehicle for transportation, having the final drive S described above.
As shown in fig. 1, a final drive S of a vehicle includes: an input shaft 11, a cross shaft 12, a planetary gear 13, a first output gear 14, a second output gear 15, a first output shaft 16, a transmission gear 17 and a second output shaft 18. The spider 12 is provided on the input shaft 11, the planetary gear 13 is rotatably provided on the spider 12, the first output gear 14 is meshed with the planetary gear 13, and the second output gear 15 is meshed with the planetary gear 13 and is provided at a distance from the first output gear 14. That is, the input shaft 11 rotates to rotate the planetary gear 13, and the planetary gear 13 is engaged with the first output gear 14 and the second output gear 15, respectively, so that the output power can be divided into two parts. Also, the second output gear 15 may be selectively in transmission with the input shaft 11, and the first output shaft 16 may be selectively in transmission with the first output gear 14.
On one hand, the input shaft 11 and the cross shaft 12 are in transmission, the cross shaft 12 and the planetary gear 13 rotate together, the planetary gear 13 is in transmission with a first output gear 14 and a second output gear 15 respectively, the first output gear 14 and a first output shaft 16 are in transmission, so that a part of power can be transmitted out of the main speed reducer S, the second output gear 15 is meshed with a transmission gear 17, and the transmission gear 17 is sleeved on a second output shaft 18, so that the other part of power can be transmitted out of the main speed reducer S. At this time, the final drive S has two power output paths, i.e., a first output shaft 16 and a second output shaft 18, so that power is transmitted to two axles of the vehicle, thereby achieving four-wheel drive of the vehicle.
On the other hand, the input shaft 11 can directly transmit power with the second output gear 15, the second output gear 15 is in transmission fit with the transmission gear 17, the transmission gear 17 is sleeved on the second output shaft 18, and the second output shaft 18 can transmit power to the outside of the main speed reducer S. In addition, the final drive S has a power output path, which is the second output shaft 18, so that power is transmitted to an axle of the vehicle, thereby realizing two-wheel drive of the vehicle.
Thus, the first output shaft 16 selectively transmits power with the first output gear 14 through the second output gear 15 selectively transmitting power with the input shaft 11, so that the final drive S can be switched between two drive paths and one drive path, i.e., between four-drive and two-drive, as required. For example, during full-load operation of the whole vehicle, the main reducer S has two driving paths, and the driving force of the vehicle is strong; in the idling state, the main speed reducer S is provided with a driving path, so that the oil consumption of the vehicle can be reduced.
As shown in fig. 1, the final drive S further includes: a first synchronizer 20, the first synchronizer 20 disposed between the first output gear 14 and the first output shaft 16 to selectively engage and disengage the first output gear 14 and the first output shaft 16. By providing the first synchronizing means 20, it is possible to make the engagement or disengagement between the first output gear 14 and the first output shaft 16 possible. Specifically, when the first synchronizer 20 engages the first output gear 14 with the first output shaft 16, the first output gear 14 can transmit power with the first output shaft 16, so that the first output shaft 16 can transmit power to the outside of the final drive S.
Specifically, as shown in fig. 2, an end portion of the first output shaft 16 and an end portion of the first output gear 14 are each provided with a spline that is engaged with the first synchronizer 20, and the first synchronizer 20 includes: a first engaging sleeve 21 and a first shifting fork 22, wherein the first engaging sleeve 21 is matched at the spline of the first output shaft 16, and the first shifting fork 22 selectively shifts the first engaging sleeve 21 to engage with the spline of the first output gear 14. When the main speed reducer S is required to output two power output paths, the first shifting fork 22 shifts the first engaging sleeve 21 to engage the first engaging sleeve 21 with the spline of the first output shaft 16, at the moment, the first output gear 14 and the first output shaft 16 synchronously rotate, so that a part of power can be transmitted to the outside of the main speed reducer S through the first output shaft 16, the second output gear 15 is engaged with the transmission gear 17, and the transmission gear 17 is sleeved on the second output shaft 18, so that the other part of power can be transmitted to the outside of the main speed reducer S. The first synchronizer 20 thus provided can effectively engage and disengage the two components, and can reasonably control the transmission of the braking force, so that the operational reliability of the final drive S can be improved.
Specifically, the first output shaft 16 is collinear with the axis of the input shaft 11. When the first output shaft 16 is collinear with the axis of the input shaft 11, transmission between the first output shaft 16 and the input shaft 11 can be facilitated. In addition, the end of the first output shaft 16 is sleeved on the end of the input shaft 11, so that the first output shaft 16 is more stable when being in transmission with the first output gear 14.
As shown in fig. 3, the final drive S further includes: a second synchronizing device 30, the second synchronizing device 30 being disposed between the input shaft 11 and the second output gear 15 to selectively engage and disengage the input shaft 11 and the second output gear 15. By providing the second synchronizing means 30, it is possible to engage or disengage the input shaft 11 and the second output gear 15. Specifically, when only one power output path is required, the second synchronizer 30 engages the input shaft 11 with the second output gear 15, and the first synchronizer 20 disconnects the first output gear 14 from the first output shaft 16, at which time the second output gear 15 is in transmission with the transmission gear 17, and the transmission gear 17 transmits power to the outside of the final drive S through the second output shaft 18.
Specifically, as shown in fig. 4, the second output gear 15 is provided with splines toward a side of the second synchronizer 30, and the second synchronizer 30 includes: a second engaging sleeve 31 and a second shifting fork 32, the second engaging sleeve 31 is fitted to the spline of the input shaft 11, and the second shifting fork 32 selectively shifts the second engaging sleeve 31 to engage the spline of the second output gear 15. When the main reducer S is required to output a power output path, the second shifting fork 32 shifts the second engaging sleeve 31 to engage the second engaging sleeve 31 with the spline of the second output gear 15, at this time, the second output gear 15 rotates synchronously with the input shaft 11, the second output gear 15 is then in transmission with the transmission gear 17, the transmission gear 17 transmits a part of power to the outside of the main reducer S through the second output shaft 18, and the second synchronizing device 30 disconnects the first output gear 14 from the first output shaft 16. The second synchronizer 30 thus provided can effectively engage and disengage the two components, and can reasonably control the transmission of the braking force, so that the operational reliability of the final drive S can be improved.
In addition, as shown in fig. 2, the first output gear 14 and the second output gear 15 are both sleeved on the input shaft 11 and a bushing 41 is arranged between the input shaft 11 and the first output gear 14 and the second output gear 15. By using the bushing 41, wear between the input shaft 11 and the first and second output gears 14 and 15 can be reduced. And, when the bush 41 is worn to a certain extent, it is convenient to replace, so that the cost for replacing the shaft or the seat can be saved.
As shown in fig. 4, a thrust needle bearing 42 is provided between the first output gear 14 and the end of the first output shaft 16, the input shaft 11 has a shoulder 43, the shoulder 43 is provided on the side of the second output gear 15, and the thrust needle bearing 42 is provided between the shoulder 43 and the second output gear 15. By providing the thrust needle roller bearing 42, excessive wear between the input shaft 11 and the second output gear 15 is avoided when torque is not directly transmitted between the input shaft 11 and the second output gear 15, so that the input shaft 11 and the second output gear 15 can be protected. Further, a thrust needle bearing 42 is also provided between the first output gear 14 and the first output shaft 16.
As shown in fig. 3, the second output shaft 18 is provided with a drive bevel gear 44, and the drive bevel gear 44 is engaged with a driven bevel gear 45, so that the power of the second output shaft 18 can be transmitted to the driven bevel gear 45. The driven bevel gear 45 can further transmit power to the corresponding axle backwards, and the transmission direction of the power can be changed by adopting the matching mode of the bevel gears, so that the overall reliability of the main reducer S is better.
A vehicle according to an embodiment of a second aspect of the invention includes: the front axle, the middle axle, the rear axle and the main speed reducer S of the vehicle, wherein the middle axle is positioned at the rear side of the front axle, the rear axle is positioned at the rear side of the middle axle, the first output shaft 16 is in transmission with the rear axle, and the second output shaft 18 is in transmission with the middle axle.
Referring to fig. 1 and 2, a driving mode of the final drive S having two driving paths is described, wherein a power torque output by the engine of the whole vehicle is transmitted to a flange 46 through a transmission case and a transmission shaft, the flange 46 transmits the power torque to an input shaft 11 through splines, the input shaft 11 transmits the power torque to a cross shaft 12 through the splines and then transmits the power torque to a first output gear 14 through a planetary gear 13, a first shifting fork 22 shifts a first engaging sleeve 21, the first engaging sleeve 21 realizes connection between the first output gear 14 and a first output shaft 16 through the splines and transmits the power torque to the first output shaft 16, and the first output shaft 16 is connected with a rear axle so as to drive the operation of the rear axle. Meanwhile, the planetary gear 13 transmits the power torque to the second transmission gear 17 through tooth meshing, the second transmission gear 17 transmits the power torque to the transmission gear 17 through tooth meshing, the transmission gear 17 transmits the power torque to the drive bevel gear 44 through spline meshing, the drive bevel gear 44 transmits the power torque to the driven bevel gear 45 through tooth meshing, and then the power torque is transmitted to a wheel end through an inter-wheel differential and a half shaft, so that the middle axle is driven. At this time, the first synchronizer 20 engages the first drive gear 17 with the first drive shaft, and the second synchronizer 30 disconnects the input shaft 11 from the second output shaft 18.
Referring to fig. 3 and 4, a driving form of the final drive S having a driving path in which a power torque output from the engine of the vehicle is transmitted to the flange 46 through the transmission case and the transmission shaft, the flange 46 transmits the power torque to the input shaft 11 through splines, the input shaft 11 transmits the power torque to the second sleeve 31 through splines, the second fork 32 shifts the first sleeve 21, the first sleeve 21 connects the input shaft 11 with the second output gear 15, the power torque can be transmitted to the second output gear 15, the second output gear 15 transmits the power torque to the transmission gear 17 through tooth engagement, the transmission gear 17 transmits the power torque to the drive bevel gear 44 through spline engagement, the drive bevel gear transmits the power torque to the driven bevel gear 45 through tooth engagement, and then the power torque is transmitted to the wheel end through the differential between the wheels and the half shaft, so that the middle axle is driven. At this time, the first synchronizer 20 disconnects the first transmission gear 17 from the first drive shaft, and the second synchronizer 30 connects the input shaft 11 with the second output shaft 18.
Further, two tapered roller bearings 47 are provided at opposite outer edges of the second output shaft 18, and the two tapered roller bearings 47 are mounted between the bearing housing 48 and the second output shaft 18. And a guide bearing 49 is further provided at the end of the second output shaft 18, and the guide bearing 49 can facilitate the transmission of the second output shaft 18.
In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and are not to be considered limiting of the invention.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example.
While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.
Claims (10)
1. A final drive for a vehicle, comprising:
an input shaft;
a spider disposed on the input shaft;
a planetary gear rotatably provided to the spider;
a first output gear meshed with the planetary gear;
a second output gear meshed with the planetary gear and spaced from the first output gear, the second output gear also selectively in transmission with the input shaft;
a first output shaft selectively in drive with the first output gear, the first output shaft being disconnected from drive with the first output gear when the input shaft and the second output gear are in drive;
a transmission gear meshed with the second output gear;
and the transmission gear is fixed on the second output shaft.
2. A final drive for a vehicle according to claim 1, further comprising: a first synchronization device disposed between the first output gear and the first output shaft to selectively engage and disengage the first output gear and the first output shaft.
3. A final drive of a vehicle according to claim 2, characterized in that an end portion of the first output shaft and an end portion of the first output gear are each provided with a spline that engages with the first synchronizing device, the first synchronizing device comprising: the meshing sleeve is matched with the spline of the first output shaft, and the shifting fork selectively shifts the meshing sleeve to be meshed with the spline of the first output gear.
4. A final drive for a vehicle according to claim 3, wherein the first output shaft is collinear with the axis of the input shaft and the end of the first output shaft is sleeved on the end of the input shaft.
5. A final drive for a vehicle according to claim 1, further comprising: a second synchronizer disposed between the input shaft and the second output gear to selectively engage and disengage the input shaft and the second output gear.
6. A final drive for a vehicle according to claim 5, characterized in that the second output gear is provided with splines towards a side of the second synchronizing device, which comprises: the meshing sleeve is matched with the spline of the input shaft, and the shifting fork selectively shifts the meshing sleeve to be meshed with the spline of the second output gear.
7. A final drive for a vehicle according to claim 1, wherein the first output gear and the second output gear are both sleeved on the input shaft with a bushing therebetween.
8. A final drive for a vehicle according to claim 1, characterized in that a thrust needle bearing is provided between the first output gear and the end of the first output shaft, the input shaft has a shoulder provided on one side of the second output gear, and a thrust needle bearing is provided between the shoulder and the second output gear.
9. A final drive for a vehicle according to claim 1, characterised in that the second output shaft is provided with a drive bevel gear, which meshes with a driven bevel gear.
10. A vehicle, characterized by comprising:
a front axle;
a mid-axle located on a rear side of the front axle;
a rear axle located at a rear side of the middle axle;
a final drive for a vehicle according to any of claims 1 to 9, the first output shaft being in drive connection with the rear axle and the second output shaft being in drive connection with the intermediate axle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010520165.7A CN111720495A (en) | 2020-06-09 | 2020-06-09 | Main reducing gear and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010520165.7A CN111720495A (en) | 2020-06-09 | 2020-06-09 | Main reducing gear and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN111720495A true CN111720495A (en) | 2020-09-29 |
Family
ID=72566339
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010520165.7A Withdrawn CN111720495A (en) | 2020-06-09 | 2020-06-09 | Main reducing gear and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN111720495A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112576718A (en) * | 2020-11-04 | 2021-03-30 | 东风越野车有限公司 | High-power full-time transfer case differential mechanism and vehicle |
| CN113738844A (en) * | 2021-09-13 | 2021-12-03 | 一汽解放汽车有限公司 | Four keep off through bridge reduction gear structure and car |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN208138418U (en) * | 2018-02-28 | 2018-11-23 | 重庆动霸科技有限公司 | Rear axle of three-wheeled motor speed reducer assembly |
| CN208845665U (en) * | 2018-07-27 | 2019-05-10 | 一汽解放汽车有限公司 | Drive the convertible penetrating bridge main speed reducer assembly of pattern |
-
2020
- 2020-06-09 CN CN202010520165.7A patent/CN111720495A/en not_active Withdrawn
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN208138418U (en) * | 2018-02-28 | 2018-11-23 | 重庆动霸科技有限公司 | Rear axle of three-wheeled motor speed reducer assembly |
| CN208845665U (en) * | 2018-07-27 | 2019-05-10 | 一汽解放汽车有限公司 | Drive the convertible penetrating bridge main speed reducer assembly of pattern |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112576718A (en) * | 2020-11-04 | 2021-03-30 | 东风越野车有限公司 | High-power full-time transfer case differential mechanism and vehicle |
| CN113738844A (en) * | 2021-09-13 | 2021-12-03 | 一汽解放汽车有限公司 | Four keep off through bridge reduction gear structure and car |
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Application publication date: 20200929 |
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