CN201326728Y - Power speed change control device - Google Patents
Power speed change control device Download PDFInfo
- Publication number
- CN201326728Y CN201326728Y CNU2008201814115U CN200820181411U CN201326728Y CN 201326728 Y CN201326728 Y CN 201326728Y CN U2008201814115 U CNU2008201814115 U CN U2008201814115U CN 200820181411 U CN200820181411 U CN 200820181411U CN 201326728 Y CN201326728 Y CN 201326728Y
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- gear
- power
- shaft
- variable
- speed
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Abstract
The utility model relates to a power speed change control device, which is provided with a level speed change mechanism, a press plate clutch, a centrifugal clutch, a speed change shaft, an operation rod, a coupling mechanism and a power driver, wherein the coupling mechanism can be selectively coupled with the power driver and the speed change shaft so as to facilitate the level shifting of the power driver, or the coupling mechanism is not coupled with the power driver and the speed change shaft so as to facilitate the level shifting of the operation rod. With the power speed change control device, the driver can operate the power driver with a single hand, i.e. the rotation of the speed change shaft can be controlled, and the rotation of the speed change shaft controls the a clutch rod and a shifting rod which are arranged on the speed change shaft, so that the press plate clutch can be directly controlled not to be coupled with a first shaft and not to drive the level speed change mechanism. The driver is free from the complicate operation which requires the cooperation of the hands and the feet, and the shifting action of the engine can be easily completed only by simple operation. In addition, if the power driver goes out of order, the power driver can be separated from the level speed change mechanism by the coupling mechanism, and the level shifting can be operated by the operation rod.
Description
Technical field
The utility model relates to a kind of power speed changing control gear, refers to a kind of power speed changing device of making the retaining locomotive that is applicable to especially.
Background technique
For at present common on the market locomotive, mainly be divided into two kinds according to the difference of its power-transmitting unit, one is the transmission of belt continuous variable speed, and another be the transmission of gear speed change, and the former is the fluid drive vehicle that is commonly called as, and the latter is grade car of beating for being commonly called as then.
Locomotive car type about above-mentioned two kinds of driving mechanisms, it respectively has its pluses and minuses because of the kind of drive difference of using, and for example, the mode of belt continuous variable speed transmission is comparatively smooth-going in the velocity transformation process, simple to operately need not special gearshift, so be suitable for the general closed planar road driving.Otherwise the mode of gear speed change transmission then needs with the suit action of gearshift as clutch, but it can do different shift transformations according to the road conditions demand relatively, makes vehicle reach all good performance of basic, normal, high speed and shows as its advantage.
The above-mentioned locomotive of commonly using the gear speed change kind of drive, its gear speed change gear includes members such as pressing plate clutch, clutch line, variable-speed shaft, change pedal, so the operation of gear speed variator system needs the driver to use trick to cooperatively interact, for example need the hand clutch line go to control pressing plate clutch, manual control accelerograph reduce engine speed, and pin step on change pedal and go to control mechanisms such as variable-speed shaft, can finish the action of gear speed change, reach the function of gear speed change.If when running into traffic congestion, will make the driver control pressing plate clutch, throttle, brake, and conversion variable-speed shaft etc. act frequently, not only consume driver's muscle power, also influence mood, probably cause the driver can't be wholwe-hearted, easily cause a traffic accident.
For addressing the above problem, the someone is device one power driver, in order to the gear speed change gear of driving locomotive, and then increases the convenience of operating.If yet because of external factor or system own break down, making that power driver or system can't starts, can't shift gears at all, is not very good so plant the mode that adopts power driver to shift gears fully, and the space of improvement is still arranged.
The invention popularity originally in the spirit of positive invention, is urgently thought a kind of power speed changing control gear that can address the above problem because of in this, and several times research experiment is eventually to the utility model of finishing this Jiahui common people.
The model utility content
The purpose of this utility model provides a kind of power speed changing control gear, it can all can be in order to control the function of gearshift with power driver and operating stem, can promote convenience and the mobility of controlling gearshift, can not produce if power driver breaks down and then is directed at the disappearance that can't shift gears.
The purpose of this utility model is achieved in that a kind of power speed changing control gear includes a gear gear, a pressing plate clutch, a centrifugal clutch, a variable-speed shaft, a coupling mechanism, reaches a power driver.
Wherein, the gear gear includes one first, reaches one second, and first group is provided with most first stud gears, and second also group be provided with most second stud gears, second stud gear and selectivity are engaged in first stud gear forming different gear ratios, and then form different gears.
The pressing plate clutch is a coaxial end that is mounted on first, but and the pressing plate clutch be that selecting type is coupled to first.As for centrifugal clutch is to be coupled on the crankshaft of an engine, obtaining rotating power, but and centrifugal clutch be that selecting type is coupled to the pressing plate clutch, and its rotating power selecting type is transferred to second.
Variable-speed shaft then has a gear level and a clutch shaft, and its clutch shaft is to articulate mutually with the pressing plate clutch, is coupled to first in order to control pressing plate clutch alternative.And gear level is to articulate mutually with the gear gear, can be in order to the gearshift of control gear gear.Variable-speed shaft and articulate mutually with an operating stem again, coupling mechanism and variable-speed shaft articulate mutually in addition, and power driver and articulate mutually with coupling mechanism.
In addition, coupling mechanism system is selecting type coupling power driver and variable-speed shaft, impels the power driver can be in order to driving the variable-speed shaft rotation, but or coupling mechanism selecting type not coupling power driver and variable-speed shaft, impel the operating stem can be in order to drive the variable-speed shaft rotation.
In addition, coupling mechanism includes one first gear, one second gear, one the 3rd gear, reaches a transmission shaft.Wherein, first gear and second gear are coaxial being mounted on the transmission shaft and interlock together, and first gear and articulate mutually with power driver.The 3rd gear then articulates and interlock mutually with variable-speed shaft, is to be slidedly arranged on the transmission shaft as for second gear, but second gear and selecting type and the 3rd gear engagement or not engagement, so that power driver and variable-speed shaft coupling or not coupling.
Moreover coupling mechanism more can comprise a lock firmware, and lock firmware is sheathed on the transmission shaft and contiguous second gear, but and selecting type be positioned at a primary importance or a second place on the transmission shaft, impel second gear and the 3rd gear engagement or do not mesh.Above-mentioned lock firmware can be a nut, and on the transmission shaft with respect to the position of lock firmware then spiral shell be provided with external screw thread, to screw togather mutually, in order to the special position of second gear on transmission shaft that lock.Certainly lock firmware is not limit nut, can be other equivalent conjunction.
In addition, coupling mechanism more can comprise an elastic component, elastic component be sheathed on the transmission shaft and be located in first gear and second gear between, with in order to a pre-power to be provided, force second gear to select the second place and the 3rd gear on transmission shaft not to mesh.Above-mentioned elastic component can be a pressure spring or other equivalent elements.
In addition, coupling mechanism can more comprise a variable speed drives axle, and two ends of variable speed drives axle articulate mutually with variable-speed shaft and operating stem respectively, and the 3rd geared sleeve is located on the variable speed drives axle.Coupling mechanism also more can comprise a coupling shaft again, and two ends of coupling shaft are sheathed on respectively on variable-speed shaft and the variable speed drives axle, is beneficial to assembling.
Moreover above-mentioned power driver can be the driving power source of a motor, a pneumatic cylinder, an oil hydraulic cylinder or other equivalence.And above-mentioned operating stem can be the operating stem of a pedal plate type or the operating stem of other equivalent structure.
The utility model has the advantages that: the driver only needs one hand to control power driver, it is the rotation of may command variable-speed shaft, control the clutch shaft that is hubbed on the variable-speed shaft, and gear level again by the rotation of variable-speed shaft, be not coupled to first, and drive the gearshift of gear gear and can directly control the pressing plate clutch.So the driver need not the troublesome operation action that trick cooperatively interacts, only need simply control the gearshift action that to finish engine easily.In addition, if power driver breaks down, then can power driver and gear gear be broken away from by coupling mechanism, and control gearshift by operating stem, so all can be in order to control the function of gearshift with power driver and operating stem, can promote convenience and the mobility of controlling gearshift, can not produce if power driver breaks down and then is directed at the disappearance that can't shift gears.
Description of drawings
Fig. 1 is the sectional drawing of the utility model one preferred embodiment.
Fig. 2 is the A-A tangent plane cross-sectional schematic of Fig. 1.
Fig. 3 is B-B tangent plane coupling mechanism when coupling cross-sectional schematic of Fig. 1.
Fig. 4 is the stereogram in coupling mechanism when coupling of the utility model one preferred embodiment.
Fig. 5 is the coupling mechanism exploded view of the utility model one preferred embodiment.
Fig. 6 is the B-B tangent plane coupling mechanism of Fig. 1 cross-sectional schematic when not being coupled.
Fig. 7 is the stereogram of the coupling mechanism of the utility model one preferred embodiment when not being coupled.
Fig. 8 is the engine idling schematic representation of the utility model one preferred embodiment.
Fig. 9 is the running schematic representation of the utility model one preferred embodiment.
Figure 10 is the gearshift schematic representation of the utility model one preferred embodiment.
The primary component symbol description
1 engine, 2 crankshafts
3 centrifugal clutches, 4 actuation gears
5 driving gears, 6 pressing plate clutches
7 first 8 second
10 power drivers, 11 perceptrons
13 switches, 14 clutch shafts
15 operating stem, 16 variable-speed shafts
17 gear levels, 18 speed change tubes
19 driving wheels, 20 coupling mechanisms
21 first gears, 22 second gears
23 the 3rd gears, 24 transmission shafts
25 lock firmwares, 26 elastic components
27 variable speed drives axles, 28 coupling shafts
29 bearings, 31 clutch shoe plates
32 clutch housings, 40 trailing wheels
61 clutch plate, 62 clutch friction plates
63 lobe plates, 71,72,73,74 first stud gears
81,82,83,84 second stud gears, 181 speed change tube positioning plates
182 right driving lever 183 left driving levers
300 power speed changing devices
Embodiment
Seeing also Fig. 1 is the sectional drawing of the utility model one preferred embodiment, and its announcement has a locomotive engine 1, reaches a power speed changing device 300.And Fig. 2 is the A-A sectional elevation of Fig. 1, and Fig. 3 is B-B tangent plane coupling mechanism when coupling sectional view of Fig. 1.
Please consult Fig. 2, Fig. 3 simultaneously, reach Figure 10, the gearshift schematic representation when Figure 10 is the coupling of the utility model one preferred embodiment coupling mechanism.Present embodiment includes a gear gear, a pressing plate clutch 6, a centrifugal clutch 3, a variable-speed shaft 16, an operating stem 15, a coupling mechanism 20, a power driver 10, a switch 13 and a perceptron 11.
As shown in Figure 3, the gear gear includes one first 7,1 second 8, reaches a speed change tube 18.Group is provided with most first stud gears 71,72,73 on first 7,74, and on second 8 also group be provided with most second stud gears 81,82,83,84, second stud gear 81,82,83,84 and selectivity be engaged in first stud gear 71,72,73,74, forming different gear ratios, that is form different speed change gears.Be arranged with a driving wheel 19 on second 8, speed change tube 18 then has a speed change tube positioning plate 181, one right driving lever 182, an and left driving lever 183, about the effect of driving wheel 19, and the gearshift action of gear gear will be in hereinafter explanation.
Be arranged with a gear level 17 on the variable-speed shaft 16, reach a clutch shaft 14.Wherein, clutch shaft 14 is to articulate with pressing plate clutch 6, is coupled to first 7 in order to control pressing plate clutch 6 selecting types.Gear level 17 then articulates mutually with the speed change tube positioning plate 181 of gear gear, shifts gears in order to control this gear gear.In addition, variable-speed shaft 16 also articulates with coupling mechanism 20, and coupling mechanism 20 and respectively with operating stem 15, and power driver 10 articulate mutually.
In addition, as shown in Figure 3, perceptron 11 is ends that axially are hubbed at variable-speed shaft 16.In the present embodiment, perceptron 11 is phase place measurers, in order to the rotatable phase of detecting variable-speed shaft 16, and then can learn the residing gear of gear gear.
As shown in Figure 2, pressing plate clutch 6 is coaxial ends that are mounted on first 7, and pressing plate clutch 6 is that selecting type is coupled to first 7.Pressing plate clutch 6 includes a clutch plate 61, a clutch friction plate 62, reaches a lobe plate 63.Wherein, be pressure bonded on the clutch friction plate 62 but clutch plate 61 is selecting types, lobe plate 63 then is in order to ejection clutch plate 61, and it is separated with clutch friction plate 62, and lobe plate 63 is that clutch shaft 14 with variable-speed shaft 16 articulates interlocks.The clutch plate 61 of pressing plate clutch 6 and the driving gear 5 that is coupled, driving gear 5 is and pressing plate clutch 6 interlocks.
In addition, centrifugal clutch 3 includes most clutch shoe plates 31, reaches a clutch housing 32.Wherein, clutch shoe plate 31 is to be pressure bonded to clutch housing 32 by centrifugal force, and clutch shoe plate 31 is on the crankshaft 2 of coupling one engine 1.The clutch housing 32 and the actuation gear 4 that is coupled again, actuation gear 4 is and clutch housing 32 interlocks.Therefore, the rotating power of crankshaft 2 can be sent to actuation gear 4 by centrifugal clutch 3.
In addition, as shown in Figure 2, the driving gear 5 that the clutch plate 61 of above-mentioned pressing plate clutch 6 is coupled and with actuation gear 4 interlock that is meshing with each other, both rotate together, thus the rotating power of crankshaft 2 can by actuation gear 4, and driving gear 5 transfer to first 7.
Seeing also Fig. 4, is stereogram, and the Fig. 5 in coupling mechanism when coupling of the utility model one preferred embodiment, is the coupling mechanism exploded view of the utility model one preferred embodiment.Coupling mechanism 20 includes one first gear 21, one second gear 22, one the 3rd gear 23, a transmission shaft 24, a lock firmware 25, an elastic component 26, a variable speed drives axle 27, a coupling shaft 28, reaches a bearing 29.
As Fig. 4, and shown in Figure 5, first gear 21 and second gear 22 are coaxial being mounted on the transmission shaft 24, and promptly first gear 21 and second gear 22 rotate together.In addition, first gear 21 also articulates with power driver 10, that is power driver 10 is to drive 21 rotations of first gear earlier, and then drives 22 rotations of second gear.And second gear 22 is can be slidedly arranged on the transmission shaft 24, but and selecting type and 23 engagements of the 3rd gear or not engagement.
As shown in Figure 5, the 3rd gear 23 of coupling mechanism 20 is to be sheathed on the variable speed drives axle 27, two ends of variable speed drives axle 27 also articulate with coupling shaft 28 and operating stem 15 respectively, and the other end of coupling shaft 28 articulates with variable-speed shaft 16 again, that is the 3rd gear 23 can rotate with variable-speed shaft 16 via coupling shaft 28.In other words, the 3rd gear 23 can drive variable-speed shaft 16 and rotate, in order to gear shift.
The lock firmware 25 of coupling mechanism 20 is that contiguous second gear 22 is mounted on the transmission shaft 24, and bearing 29 is located between the lock firmware 25 and second gear 22.In the present embodiment, lock firmware 25 is a nut, and transmission shaft 24 with respect to 25 spiral shells of lock firmware establish the position also spiral shell be provided with external screw thread.As for 26 of elastic components is to be sheathed on the transmission shaft 24, and is located between first gear 21 and second gear 22, and elastic component 26 can be in order to provide a pre-power, forces second gear 22 to select that a second place and the 3rd gear 23 do not mesh on transmission shaft.In the present embodiment, elastic component 26 is a pressure spring.
Please consult Fig. 6 again, be the B-B tangent plane coupling mechanism of Fig. 1 cross-sectional schematic when not being coupled, and Fig. 7, it is the coupling mechanism of the utility model one preferred embodiment stereogram when not being coupled, itself and Fig. 3, and the difference of Fig. 4, the coupling mechanism that only is the former is to be in not couple state, and the latter's coupling mechanism is to be in couple state, and remaining mechanism is then identical.
In running, as shown in Figure 5,, lock firmware 25 is located at a primary importance or a second place on the transmission shaft 24 but being selecting type spiral shells.When lock firmware 25 is positioned at primary importance (as shown in Figure 4), second gear 22 and the 3rd gear 23 are to be meshing with each other, and promptly power driver 10 is to intercouple with variable-speed shaft 16.In other words, power driver 10 can drive 21 rotations of first gear, and then drive second gear 22 and rotate together, second gear 22 and then engagement drive the 3rd gear 23 and rotate together, so when coupling mechanism 20 is in couple state (as shown in Figure 3), the driver utilizes power driver 10 to drive variable-speed shaft 16 rotations in order to gear shift.In the present embodiment, power driver 10 is a motor.
When power driver 10 breaks down, the driver only needs lock firmware 25 is threaded to the second place (as shown in Figure 7), this moment, the pre-power of elastic component 26 can force second gear, 22 outer moving, therefore second gear 22 breaks away from the 3rd gear 23 and forms not engagement, promptly power driver 10 and variable-speed shaft 16 the two be not coupled.In other words, second gear 22 can't drive the rotation of the 3rd gear 23, so when coupling mechanism 20 is in not couple state (as shown in Figure 6), the driver utilizes operating stem 15 to drive variable-speed shaft 16 to rotate in order to gear shift.In the present embodiment, operating stem 15 is the operating stem of a foot treadle.
See also Fig. 8, be the engine idling schematic representation of the utility model one preferred embodiment, utilize said structure, when engine 1 after beginning to start, this moment, crankshaft 2 was to be in more slow-revving state, the clutch shoe plate 31 of centrifugal clutch 3, and clutch housing 32 are the states that are in separately.Therefore, the power of engine 1 is through the transmission of crankshaft 2, and to the position of centrifugal clutch 3, transmission of power promptly stops at last.
Please consult Fig. 9 again, it is the running schematic representation of the utility model one preferred embodiment, after the rotating speed of crankshaft 2 increases gradually, make the clutch shoe plate 31 of centrifugal clutch 3 because of action of centrifugal force, and clutch housing 32 pressings contact rotation together, this moment, the power of crankshaft 2 can be via centrifugal clutch 3, actuation gear 4, reach driving gear 5 and be passed to pressing plate clutch 6, again via first 7, reach second 8 and be passed to driving wheel 19, driving wheel 19 is sent to rotating power the trailing wheel 40 of one vehicle again, its kind of drive can be sheathed on the trailing wheel 40 that the chain (figure does not show) on driving wheel 19 and trailing wheel 40 wheel shafts outputs power and is passed to vehicle, the power that the vehicle generation is advanced by one.
Please continue to consult Figure 10, be the gearshift schematic representation of the utility model one preferred embodiment, and see also Fig. 3, and Fig. 6.When vehicle was changed gear, during as if coupling mechanism 20 couplings, this moment, the driver only need be by the switch 13 of pressure-controlled power driver 10; If coupling mechanism 20 is not when being coupled, this moment, the driver then needed manipulation operation bar 15, can drive variable-speed shaft 16 rotations, and and then drove gear level 17, and clutch shaft 14 starts.Wherein, clutch shaft 14 is controlled lobe plate 63 ejection clutch plate 61 earlier, and itself and clutch friction plate 62 are broken away from.Then gear level 17 is controlled speed change tube positioning plate 181, and then promotes left driving lever 183 or right driving lever 182, stirs the first stud gear 71 on first 7, second stud gear 81 on 72,73,74 one of them or second 8,82,83, one of them of 84, make its generation move axially and be embedded in adjacent first stud gear 71,72,73,74 or second stud gear 81,82,83, on 84, so can reach the purpose of gearshift.In the present embodiment, can make rotating power be engaged in first stud gear 71 on first 7 after the gearshift, be passed to the trailing wheel 40 of vehicle again via driving wheel 19 by the second stud gear 81 on second 8.
By last explanation, the gearshift action is first with lobe plate 63 ejection clutch plate 61 disconnecting clutch friction plates 62, thereby temporarily stops power one transmission, in this action of shifting gears simultaneously, releasing cam plate 63 more afterwards impels clutch plate 61 to be pressed on once more on the clutch friction plate 62 and transferring power.
By this, present embodiment all can be in order to drive variable-speed shaft 16 rotations with power driver 10 and operating stem 15, and then control the clutch shaft 14 that is hubbed on the variable-speed shaft 16, and gear level 17, and the action of shifting gears, can promote convenience and the mobility of controlling gearshift, can not produce if power driver 10 breaks down and then is directed at the disappearance that can't shift gears.
Claims (10)
1. power speed changing control gear is characterized in that comprising:
One gear gear, include one first, reach one second, and this first includes most first stud gears, and this second includes most second stud gears, and itself and selectivity are engaged in these first stud gears to form different gear ratios;
One pressing plate clutch coaxial is mounted on this end of first, and this pressing plate clutch is that selecting type is coupled to this first;
One centrifugal clutch is coupled on the crankshaft of an engine, and obtaining rotating power, and this centrifugal clutch is that selecting type is coupled to this pressing plate clutch, and its rotating power selecting type is transferred to this second;
One variable-speed shaft, include a gear level, reach a clutch shaft, this clutch shaft and this pressing plate clutch articulate, selectively coupled in order to control this pressing plate clutch to this first, this gear level and this gear gear articulate, in order to controlling the gearshift of this gear gear, this variable-speed shaft also articulates with an operating stem;
One coupling mechanism and this variable-speed shaft articulate; And
One power driver and this coupling mechanism articulate;
Wherein, this coupling mechanism is can selecting type be coupled this power driver and this variable-speed shaft, impels this power driver can drive this variable-speed shaft rotation, or selecting type be not coupled this power driver and this variable-speed shaft, impel this operating stem can drive this variable-speed shaft to rotate.
2. power speed changing control gear according to claim 1, it is characterized in that this coupling mechanism comprises one first gear, one second gear, one the 3rd gear, reaches a transmission shaft, this first gear and this second gear be coaxial to be mounted on this transmission shaft and interlock together, and this first gear and this power driver articulate, the 3rd gear is articulated on this variable-speed shaft and interlock together, but this second gear is slidedly arranged on this transmission shaft and selecting type with the 3rd gear engagement or do not mesh.
3. power speed changing control gear according to claim 2, it is characterized in that this coupling mechanism comprises a lock firmware, it is mounted on this transmission shaft and contiguous this second gear, but this lock firmware selecting type is positioned at a primary importance or a second place, impels this second gear and the 3rd gear engagement or not engagement.
4. power speed changing control gear according to claim 3 is characterized in that this lock firmware is a nut, and this transmission shaft is provided with external screw thread with respect to this lock firmware spiral shell.
5. power speed changing control gear according to claim 3, it is characterized in that this coupling mechanism comprises an elastic component, it is located between this first gear and this second gear, in order to a pre-power to be provided, forces this second place and three gear of this second gear on this transmission shaft not mesh.
6. according to the described power speed changing control gear of claim 5, it is characterized in that this elastic component is a pressure spring.
7. power speed changing control gear according to claim 2 is characterized in that this coupling mechanism comprises a variable speed drives axle, and its two end articulates with this variable-speed shaft and this operating stem respectively, and the 3rd geared sleeve is located on this variable speed drives axle.
8. power speed changing control gear according to claim 7 is characterized in that this coupling mechanism comprises a coupling shaft, and its two end articulates with this variable-speed shaft and this variable speed drives axle respectively.
9. power speed changing control gear according to claim 1 is characterized in that this power driver is a motor.
10. according to the described power speed changing control gear of claim 1, it is characterized in that this operating stem is an operated by foot bar.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNU2008201814115U CN201326728Y (en) | 2008-12-15 | 2008-12-15 | Power speed change control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNU2008201814115U CN201326728Y (en) | 2008-12-15 | 2008-12-15 | Power speed change control device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN201326728Y true CN201326728Y (en) | 2009-10-14 |
Family
ID=41178701
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CNU2008201814115U Expired - Fee Related CN201326728Y (en) | 2008-12-15 | 2008-12-15 | Power speed change control device |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN201326728Y (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101695903B (en) * | 2009-11-13 | 2012-12-26 | 北京理工大学 | Automatic shift control system used for positively independent mechanical dual-flow transmission system |
-
2008
- 2008-12-15 CN CNU2008201814115U patent/CN201326728Y/en not_active Expired - Fee Related
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101695903B (en) * | 2009-11-13 | 2012-12-26 | 北京理工大学 | Automatic shift control system used for positively independent mechanical dual-flow transmission system |
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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: 20091014 Termination date: 20131215 |