CN201189939Y - Vehicle speed changing mechanism - Google Patents
Vehicle speed changing mechanism Download PDFInfo
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- CN201189939Y CN201189939Y CNU2008201068779U CN200820106877U CN201189939Y CN 201189939 Y CN201189939 Y CN 201189939Y CN U2008201068779 U CNU2008201068779 U CN U2008201068779U CN 200820106877 U CN200820106877 U CN 200820106877U CN 201189939 Y CN201189939 Y CN 201189939Y
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Abstract
The utility model relates to vehicle speed-change mechanism. A plurality of counter shaft gears are fixedly and coaxially arranged on a counter shaft; a plurality of output gears which are corresponding to and meshed with the counter shaft gears are coaxially pivoted on an output shaft parallel to the counter shaft; a gear shift lever axially move into the axial blind hole of the output shaft; a plurality of clamping elements respectively move into the corresponding clamping grooves of the output gears, the through hole of the output shaft and the groove of the gear shift lever; when the gear shift lever moves causing one of clamping elements is pushed and limited in the clamping grooves and the through hole by the pushing part of the gear shift lever and clamped with the corresponding output gear, the other clamping elements are separated from corresponding clamping grooves and are not clamped with corresponding output gears. The utility model has the advantages that the effect of gear shift can be achieved by utilizing simple and uncomplicated parts, the smoothness of the gear shift is improved, and has easy assembly and low manufacture cost.
Description
Technical field
The utility model relates to a kind of speed-changing mechanism, refers to a kind of speed-changing mechanism that is applicable to the vehicle carrier especially.
Background technology
In at present common on the market locomotive, the design of continuous variable speed generally is used, and the continuous variable speed transmission makes vehicle comparatively smooth-going in the speed transformation process, simple to operately need not special gearshift, so be suitable for the general closed planar road driving.
In known continuous variable transmission, drive belt is in the continuous variable speed mode of varied radius ratio, delivery engine power to one force-output shaft is through force-output shaft gear, first counter shaft gear, countershaft, second counter shaft gear, output shaft gear, at last by the output shaft outputting power.
From the above, traditional continuous variable transmission is owing to only rely on single gear ratio from force-output shaft to exporting interaxle transmission of power, causes the vehicle carrier can only be designed at a specific vehicle speed range as at a high speed or during low speed preferable performance performance to be arranged.That is to say, be not for good in the performance of other vehicle speed range performance, causes the variation range of reduction ratio of traditional continuous variable transmission comparatively limited.
Therefore, use above-mentioned traditional continuous variable speed design, but sacrificed the range of speed range and performance performance, be necessary to develop the vehicle speed variation system of even more ideal practicality in fact.
The utility model content
The purpose of this utility model is to provide a kind of vehicle speed variation mechanism, utilizes designs simple, no complex parts to reach the effect of conversion gear, and improves the smooth-going degree of gear shift.
The purpose of this utility model is achieved in that vehicle speed variation mechanism includes a countershaft, an output shaft and a switch unit.Countershaft is coaxial to be installed with one first counter shaft gear, one second counter shaft gear and a countershaft driver gear, and one rotates synchronously, and first counter shaft gear has the different numbers of teeth with second counter shaft gear.
Above-mentioned output shaft is set in parallel in countershaft on one side, coaxial one first output gear and one second output gear of being pivoted with of output shaft.First output gear has the different numbers of teeth with second output gear.First output gear is engaged in first counter shaft gear, and the centre hole inner ring surface of first output gear is concaved with at least one first engagement groove.Second output gear is engaged in second counter shaft gear, and the centre hole inner ring surface of second output gear is concaved with at least one second engagement groove.
Above-mentioned output shaft can more include at least one first perforation, at least one second perforation and an axial blind hole, axial blind hole, and its axle head by output shaft is arranged with vertically.Above-mentioned at least one first perforation is opened on the output shaft, and radially run through and be communicated to axial blind hole, and corresponding to above-mentioned at least one first engagement groove.Above-mentioned at least one second perforation is opened on the output shaft, and radially run through and be communicated to axial blind hole, and corresponding to above-mentioned at least one second engagement groove.
Above-mentioned switch unit can include a shifter bar, at least one first engagement piece and at least one second engagement piece.Shift lever shaft is in being inserted in axial blind hole, and slippage vertically is between the primary importance and the second place.
Can be provided with one first groove, one second groove speed change burr week, reach a pushing part.Pushing part between between above-mentioned first groove and second groove, and relative radial protrusion be higher than first groove and second groove.The above-mentioned first engagement piece work is located in first groove, and the above-mentioned second engagement piece work is located in second groove.Above-mentioned groove is preferably annular groove, makes the release disengaging of engagement piece not limited by opportunity.
When shift lever shaft when sliding onto above-mentioned primary importance, first engagement piece is subjected to the pushing part pushing tow and moves radially through first perforation, be fastened on correspondence on first engagement groove of first output gear, impel first output gear to engage mutually and then rotation synchronously with output shaft.Second engagement piece then is located in second groove, causes second output gear and output shaft can not engage mutually so can not rotate synchronously.
When shift lever shaft when sliding onto said second position, second engagement piece is subjected to the pushing part pushing tow and moves radially through second perforation, be fastened on correspondence on second engagement groove of second output gear, impel second output gear to engage mutually and then rotation synchronously with output shaft, first engagement piece then is located in first groove, causes first output gear and output shaft can not engage mutually so can not rotate synchronously.
Above-mentioned first engagement piece can include four steel balls and be located in respectively in first groove.And can including four steel balls, above-mentioned second engagement piece is located in respectively in second groove.
The pushing part of shifter bar can more include one first slope, reach one second slope.The first slope correspondence is adjacent to the bottom of above-mentioned first groove.The second slope correspondence is adjacent to the bottom of this second groove.
Vehicle speed variation of the present utility model mechanism provides a simple gear shift design, and no complicated mechanical is moved, parts can reach the effect of conversion gear too much.
Especially when cooperating continuous variable transmission, can have the advantage of continuous variable speed and conversion gear simultaneously, make vehicle under middle low speed, desire to overtake other vehicles, quicken, can provide when climbing vehicle appropriate torsion performance.And when vehicle reaches higher speed, also can effectively reduce engine speed with improve oil consumption, noise, vibrations, with the problem of mechanical wear.Therefore can make engine give play to maximum performance.
Vehicle speed variation of the present utility model mechanism can more include an elastic element, and it is located in the axial blind hole of output shaft.The two ends of elastic element are resisted against output shaft respectively, reach shifter bar, and elastic element provides the pre-power of an elasticity to promote shift lever shaft to sliding onto above-mentioned primary importance.Elastic element can be a compression spring.
Vehicle speed variation mechanism can more include a driver element, and it promotes shifter bar axial slip in axial blind hole.Driver element can include a push rod, an ejection device, reach an electronic control unit.Ejection device can be motor transmission device, magnetic valve driving mechanism or other equivalent driver train.
Push rod corresponds to the shifter bar of switch unit, and ejection device then is coupled to above-mentioned push rod.Electronic control unit is electrically connected on ejection device, and the control ejection device moves forward and backward to drive push rod, and then promotes the shifter bar axial slip.
The utility model has the advantages that, can utilize designs simple, no complex parts to reach the effect of conversion gear, and improve the smooth-going degree of gear shift.In addition, the utility model is also uncomplicated than the assembling of known techniques, also has cooresponding advantage on the manufacturing cost.
Description of drawings
Fig. 1 is the speed-changing mechanism section-drawing of the utility model one preferred embodiment;
Fig. 2 is the part enlarged drawing of Fig. 1;
Fig. 3 is the fragmentary cross-sectional view along the A-A line of Fig. 1;
Fig. 4 is the view of shifter bar speed-changing mechanism when primary importance P1;
Fig. 5 is the view of shifter bar speed-changing mechanism when crossover position P0;
Fig. 6 is the view of shifter bar speed-changing mechanism when second place P2;
Fig. 7 is the speed-changing mechanism section-drawing of another preferred embodiment of the utility model.
Nomenclature
Continuous variable transmission 19 inputting shafts 20
Driving disk group 21 driving disies 22
Sliding driving disk 23 balls 24
Drive belt 25 force-output shafts 26
Drive plate group 27 drive plates 28
Slip drive plate 29 drive plate springs 30
Force-output shaft gear 31 countershafts 40
First counter shaft gear, 41 second counter shaft gears 42
Countershaft driver gear 43 output shafts 50
First output gear, 51 second output gears 52
First engagement piece, 53 second engagement pieces 54
Axial blind hole 55 first perforations 56
Second perforation, 57 first engagement grooves 58
Second engagement groove, 59 switch units 60
Shifter bar 61 pushing parts 62
The first slope 63a, the second slope 63b
Push rod 73 ejection devices 74
Motor transmission device 74a magnetic valve driving mechanism 74b
Electronic control unit 75 car speed sensors 76
The 3rd engagement groove 81 the 3rd perforation 82
The 3rd counter shaft gear 83 the 3rd engagement piece 84
The 3rd output gear 85 centre hole inner ring surfaces 511,521
Second groove, 612 first grooves 611
The specific embodiment
With reference to figure 1 and Fig. 2, it illustrates the speed-changing mechanism section-drawing and the part enlarged drawing thereof of the utility model one preferred embodiment respectively simultaneously.In the utility model one preferred embodiment, vehicle speed variation mechanism is applied to have the locomotive carrier of a continuous variable transmission, and this vehicle speed variation mechanism includes countershaft 40, an output shaft 50, a switch unit 60, an elastic element 71, reaches a driver element 72.
Countershaft 40 coaxial one first counter shaft gear 41, one second counter shaft gear 42 and the countershaft driver gears 43 of being installed with, wherein countershaft 40 rotates synchronously with above-mentioned three gear one.The engine power that countershaft driver gear 43 transmits from the leading portion actuating unit, this leading portion actuating unit will be described in the back.First counter shaft gear 41 has the different numbers of teeth with second counter shaft gear 42.
Four first perforations 56 are corresponding setting just with four first engagement grooves 58.Similarly, four second perforations 57 are just corresponding to four second engagement grooves 59.
Pushing part 62 between between first groove 611 and second groove 612, and relative radial protrusion and be higher than first groove 611 and second groove 612.Pushing part 62 includes one first slope 63a and one second slope 63b.The first slope 63a correspondence is adjacent to the bottom of first groove 611, the then corresponding bottom that is adjacent to second groove 612 of the second slope 63b.First engagement piece 53 is lived and is located in first groove 611, and second engagement piece 54 is lived and is located in second groove 612.The engagement piece 53,54 that uses among the embodiment is steel ball.
Be provided with a car speed sensor 76 and engine speed perceptron 77 in the locomotive carrier.Car speed sensor 76 is carried out speed detecting and is exported a speed of a motor vehicle signal, 77 detectings of engine speed perceptron and output engine rotary speed signal, electronic control unit 75 receive and according to speed of a motor vehicle signal and engine speed signal to control motor transmission device 74a forward and backward, promptly control moving forward and backward of push rod 73.
In addition simultaneously with reference to figure 3, Fig. 3 shows first groove 611 and totally four groups of first perforation 56 and first engagement grooves 58 in correspondence with each other, wherein each organizes first perforation 56, first engagement groove 58 all defines a mobile space jointly with first groove 611, and four steel balls are then corresponding separately ccontaining and be displaced in the above-mentioned mobile space.Second perforation 57, second engagement groove 59 is provided with four groups too, only only is the representative explanation with Fig. 3.
When shifter bar 61 axial slips during to second place P2, second engagement piece 54 is subjected to pushing part 62 pushing tows and moves radially through second perforation 57, be fastened on correspondence on second engagement groove 59 of second output gear 52, impel second output gear 52 to engage mutually and then rotation synchronously with output shaft 50; 53 of first engagement pieces are located in first groove 611 and first perforation 56, cause first output gear 51 and output shaft 50 can not engage mutually so can not rotate synchronously.
Refer again to Fig. 1 and Fig. 2.Above-mentioned vehicle speed variation mechanism's reception and transmission are from the power of leading portion engine power transport sector, and section mechanism is a continuous variable transmission 19 before this.Specifically, continuous variable transmission 19 is passed to countershaft driver gear 43 and countershaft 40 with engine power.
Continuous variable transmission 19 includes an inputting shaft 20, a force-output shaft 26, a driving disk group 21, a drive plate group 27, reaches a drive belt 25.Inputting shaft 20 transmits from the crank engine power of (figure does not show), and the force-output shaft 26 coaxial force-output shaft gears 31 that are installed with inputting shaft 20 be arranged in parallel are engaged in countershaft driver gear 43, engine power is passed to vehicle speed variation mechanism.
Driving disk group 21 includes a driving disk 22, a sliding driving disk 23 and a plurality of ball 24.Driving disk 22 coaxial being fixedly arranged on the inputting shaft 20,23 coaxial being slidedly arranged on the inputting shaft 20 of sliding driving disk.A plurality of balls 24 endwisely slip in order to pushing tow sliding driving disk 23.Impel ball 24 to move axially along inputting shaft 20 because of the rotation of inputting shaft 20 with its centrifugal action ejection sliding driving disk 23.
Drive plate group 27 includes a slip drive plate 28, a drive plate 29 and a drive plate spring 30.Slip drive plate 28 coaxial being fixedly arranged on the force-output shaft 26,28 coaxial being slidedly arranged on the force-output shaft 26 of slip drive plate.Drive plate spring 30 endwisely slips in order to pushing tow slip drive plate 28.Drive plate spring 30 moves axially along force-output shaft 26 with its elastic force ejection slip drive plate 28.
Drive belt 25 is surrounded on driving disk group 21 and drive plate group 27, its role is to the rotary power of inputting shaft 20 is passed to force-output shaft 26 by the continuous variable speed mode.That is, sliding driving disk 23 all can move axially because of centrifugal action produces with slip drive plate 28, the then therefore radial position of change of drive belt 25 itself makes generation radius ratio variation between driving disk group 21 and the drive plate group 27 and reaches the continuous variable speed function.
Cooperate Fig. 2 simultaneously with reference to figure 4 to Fig. 6, Fig. 4 to Fig. 6 illustrates respectively when shifter bar during at diverse location, the actuator state figure of each parts of speed-changing mechanism.Below with the gear shifting operation of operational example explanation vehicle speed variation mechanism.
As shown in Figure 4, shifter bar 61 be subjected to the pre-power of the elasticity of elastic element 71 by pushing tow to primary importance P1, push rod 73 not start this moment.Engine power reaches first counter shaft gear 41 and second counter shaft gear 42 via continuous variable transmission 19, countershaft 40, and then drives corresponding ingear first output gear 51 and second output gear 52 rotates.Because therefore first output gear 51 and second output gear, 52 coaxial being hubbed on the output shaft 50 can't directly drive output shaft 50 and rotate.
Because when shifter bar 61 during at primary importance P1, first engagement piece 53 is that steel ball is subjected to pushing part 62 pushing tows and is limited in first perforation 56 and first engagement groove 58, and interlock first output gear 51, make originally coaxial first output gear 51 that is hubbed on the output shaft 50 be coupled into one, can rotate synchronously by this with output shaft 50.This moment, 54 of second engagement pieces dropped down onto second groove 57 for breaking away from second engagement groove 59, and were fastening state not between second output gear 52.Under this state, engine power drives output shaft 50 outputs by first output gear 51, and vehicle is shown in the outer low gear that shows as.
When the effect of the speed of a motor vehicle because of continuous variable transmission 19 changes, desire conversion one preferable gear reduction ratio when cooresponding engine speed, can reach automatically with Engine Speed Sensor and car speed sensor 76 by the driver element 72 of present embodiment.
With reference to figure 5, its expression shifter bar 61 is moved in the second place P2 process by primary importance P1, can be through a crossover position P0, and first engagement piece 53 leaves first engagement groove 58 along the first slope 63a.When shifter bar 61 moment through this crossover position P0, engagement piece 53,54 all drops down onto groove 611,612 for each self-corresponding output gear 51,52 for fastening state not.Though can have or not arbitrary output gear to drive the situation of output shaft 50 in this moment, controlled by the moving velocity of shifter bar 61, the axial length of pushing part 62.
Because the axial length of pushing part 62 influences the break period of gear shift, prolonged break period as if too short.Preferred configuration is the spacing that approximates first perforation 56 and second perforation 57, and when an engagement piece was formed fastening state by pushing tow, another engagement piece lost thrusting action and engagement release simultaneously, makes to be compressed to break period minimumly, reaches smooth-going gear shift effect.
With reference to figure 6, when shifter bar 61 drawn stems 73 promote, arrive second place P2 by crossover position P0, second engagement piece 54 is pushed along the second slope 63b and enters second engagement groove 59, be limited in second perforation 57 and second engagement groove 59 by pushing part 62 pushing tows at last, and be sticked in second output gear 52.Simultaneously, first engagement piece 53 has left first engagement groove 58 and has dropped down onto in first perforation 56 and first groove 611.Under this state, engine power drives output shaft 50 outputs by second output gear 52, and vehicle is shown in the outer high gear that shows as.
In addition, need also can be designed as simple manual mode according to actual use and carry out moving of shifter bar 61, to switch different gears.
When the speed of a motor vehicle changes once more, desire is with gear once more during switchback, similarly, and with above-mentioned M/C or utilize driver element 72 to operate automatically.Electronic control unit 75 control motor transmission device 74a counter-rotating makes push rod 73 withdrawals, and shifter bar 61 then is pushed into primary importance P1 by elastic element 71, and the start process is opposite, promptly with the order start of Fig. 6 to Fig. 4.
With reference to figure 7, though the above-mentioned routine explanation that is designed to two gears also can extend to three gears even more gear design easily.As shown in FIG., in another preferred embodiment, ejection device 74 uses magnetic valve driving mechanism 74b; Set up on coaxial the 3rd counter shaft gear 83 that sets firmly and the output shaft 50 also corresponding configuration one coaxial the 3rd output gear 85 that is pivoted and is meshed on the countershaft 40 again with the 3rd counter shaft gear 83, the 3rd output gear 85 offers the 3rd engagement groove 81 equally, output shaft 50 is then corresponding offer the 3rd perforation 82, the three engagement pieces 84 ccontaining and removable in above-mentioned the 3rd engagement groove 81, the 3rd perforation 82, and the space that defines jointly of two grooves, 611,612 one of them institute of shifter bar in.
Therefore, pushing part 62 is designed to, when its pushing tow limit three engagement pieces 53,54,84 one of them in cooresponding engagement groove and perforation the time, all the other two engagement pieces all leave cooresponding engagement groove, that is do not fasten with cooresponding gear, so can reach vehicle speed variation mechanism with three gears.
The utlity model has the gear shift effect and need not acquire the clutch equipment that assisted gearshift is used, make the pressing plate arrangement of clutch and the driving lever of grade car as tradition, and the break period of gearshift procedure is very short compared to known person, make gear shift more smooth-going fast.
Especially when fit applications when having the power transmission of continuous variable speed, the rotary power of engine can via continuous variable transmission therewith the gear speed-changing mechanism be fitted to each other and transmit, that is each gear all can have the continuous variable speed function of stepless transmission again.No matter so need height torsion, high and low rotating speed or other occasion all applicable, can bring into play the maximum performance of car engine in any road conditions environment.
In addition, the utility model is also uncomplicated than demand simple structure, the assembling of known techniques, manufacturing cost On also have suitable advantage.
Claims (7)
1. vehicle speed variation mechanism is characterized in that comprising:
One countershaft coaxially is installed with one first counter shaft gear, one second counter shaft gear and a countershaft driver gear, and one rotates synchronously, and this first counter shaft gear has the different numbers of teeth with this second counter shaft gear;
One output shaft, be set in parallel in this countershaft on one side, coaxial one first output gear that is pivoted with of this output shaft, and one second output gear, this first output gear has the different numbers of teeth with this second output gear, wherein, this first output gear is engaged in this first counter shaft gear, the centre hole inner ring surface of this first output gear is concaved with at least one first engagement groove, this second output gear is engaged in this second counter shaft gear, the centre hole inner ring surface of this second output gear is concaved with at least one second engagement groove, this output shaft more includes at least one first perforation, at least one second perforation, and one its axle head of axial blind hole by this output shaft be arranged with vertically, this at least one first perforation is opened on this output shaft and radially runs through and is communicated to this axial blind hole and corresponding to this at least one first engagement groove, and this at least one second perforation is opened on this output shaft and radially runs through and is communicated to this axial blind hole and corresponding to this at least one second engagement groove; And
One switch unit, include a shifter bar, at least one first engagement piece and at least one second engagement piece, this shift lever shaft in being inserted in this axial blind hole and slippage vertically between a primary importance and a second place, be provided with one first groove, one second groove this speed change burr week, reach a pushing part, this pushing part between between this first groove and this second groove, and relative radial protrusion be higher than this first groove and this second groove, this at least one first engagement piece work is located in this first groove, and this at least one second engagement piece work is located in this second groove;
Wherein, when this shift lever shaft when sliding onto this primary importance, this at least one first engagement piece is subjected to this pushing part pushing tow and moves radially and be fastened on this at least one first engagement groove of this first output gear with correspondence through this at least one first perforation, impel this first output gear to engage mutually and then rotation synchronously with this output shaft, this at least one second engagement piece then is located in this second groove, causes this second output gear and this output shaft can not engage mutually so can not rotate synchronously;
Wherein, when this shift lever shaft when sliding onto this second place, this at least one second engagement piece is subjected to this pushing part pushing tow and moves radially and be fastened on this at least one second engagement groove of this second output gear with correspondence through this at least one second perforation, impel this second output gear to engage mutually and then rotation synchronously with this output shaft, this at least one first engagement piece then is located in this first groove, causes this first output gear and this output shaft can not engage mutually so can not rotate synchronously.
2. vehicle speed variation according to claim 1 mechanism, it is characterized in that more including an elastic element, it is located in this axial blind hole of this output shaft, the two ends of this elastic element are resisted against this output shaft respectively, reach this shifter bar, and this elastic element provides the pre-power of an elasticity to promote this shift lever shaft to sliding onto this primary importance.
3. vehicle speed variation according to claim 2 mechanism is characterized in that this elastic element is a compression spring.
4. vehicle speed variation according to claim 1 mechanism is characterized in that more including a driver element, and it promotes this shifter bar axial slip in this axial blind hole.
5. vehicle speed variation according to claim 4 mechanism is characterized in that this driver element includes:
One push rod corresponds to this shifter bar of this switch unit;
One ejection device is coupled to this push rod; And
One electronic control unit is electrically connected on this ejection device, and controls this ejection device and move forward and backward to drive this push rod, and then promotes this shifter bar axial slip.
6. vehicle speed variation according to claim 1 mechanism is characterized in that this pushing part of this shifter bar more includes one first slope, and its correspondence is adjacent to the bottom of this first groove.
7. vehicle speed variation according to claim 1 mechanism is characterized in that this pushing part of this shifter bar more includes one second slope, and its correspondence is adjacent to the bottom of this second groove.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNU2008201068779U CN201189939Y (en) | 2008-03-19 | 2008-03-19 | Vehicle speed changing mechanism |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNU2008201068779U CN201189939Y (en) | 2008-03-19 | 2008-03-19 | Vehicle speed changing mechanism |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN201189939Y true CN201189939Y (en) | 2009-02-04 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CNU2008201068779U Expired - Fee Related CN201189939Y (en) | 2008-03-19 | 2008-03-19 | Vehicle speed changing mechanism |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN201189939Y (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102667262A (en) * | 2009-11-30 | 2012-09-12 | 川崎重工业株式会社 | Transmission device for two-wheeled motor vehicle |
| CN102883904A (en) * | 2010-04-06 | 2013-01-16 | 北极星工业有限公司 | Vehicle |
-
2008
- 2008-03-19 CN CNU2008201068779U patent/CN201189939Y/en not_active Expired - Fee Related
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102667262A (en) * | 2009-11-30 | 2012-09-12 | 川崎重工业株式会社 | Transmission device for two-wheeled motor vehicle |
| CN102883904A (en) * | 2010-04-06 | 2013-01-16 | 北极星工业有限公司 | Vehicle |
| CN102883904B (en) * | 2010-04-06 | 2016-03-30 | 北极星工业有限公司 | Vehicle |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| C17 | Cessation of patent right | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20090204 Termination date: 20100319 |