CN213565429U - Dual-motor variable-speed transmission device with auxiliary power motor for electrically driven vehicle - Google Patents
Dual-motor variable-speed transmission device with auxiliary power motor for electrically driven vehicle Download PDFInfo
- Publication number
- CN213565429U CN213565429U CN202021785936.7U CN202021785936U CN213565429U CN 213565429 U CN213565429 U CN 213565429U CN 202021785936 U CN202021785936 U CN 202021785936U CN 213565429 U CN213565429 U CN 213565429U
- Authority
- CN
- China
- Prior art keywords
- transmission
- gear
- motor
- transmission gear
- shaft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Landscapes
- Structure Of Transmissions (AREA)
Abstract
The utility model belongs to the technical field of the electric automobile transmission, especially, relate to a two motor variable speed drive that is used for supplementary driving motor in area of electric drive vehicle. The utility model discloses to two grades of variable speeds in prior art still can not be better the problem of satisfying the driving demand on keeping off the position setting, provide a two motor variable speed transmission that is used for taking auxiliary power motor of electric drive vehicle, including driving motor and the auxiliary power motor who is used for driving the output shaft, shift assembly one end is connected with the driving motor drive, and the other end is connected with the output shaft drive, be connected through the power subassembly drive that converges between auxiliary power motor and the output shaft, the one end drive connection that driving motor was kept away from to the shift assembly is on the power subassembly that converges. The utility model discloses a subassembly of shifting can switch out four inequality transmission paths, can correspond and form four fender positions, has realized two motor four-gear speed change, the better driving demand who has satisfied the electric drive car.
Description
Technical Field
The utility model belongs to the technical field of the electric automobile transmission, especially, relate to a two motor variable speed drive that is used for supplementary driving motor in area of electric drive vehicle.
Background
The new energy automobile is developed rapidly in the industry by the characteristics of energy conservation and environmental protection, and the automobile type can change the existing energy structure. Most new energy vehicles adopt an electric driving mode, but a single-gear transmission device without a clutch in the prior art can realize stepless speed change, but has poor acceleration and climbing capability, and the efficiency of a motor is not fully exerted.
For this problem, people have also conducted research and research in long-term production and life practices, for example, chinese patent invention discloses a dual-motor two-gear transmission for an electric vehicle and a gear shift control method thereof [ application number: 201410166324.2], the invention comprises a motor I, a motor II and a mechanical automatic transmission, wherein the mechanical automatic transmission comprises a first gear pair formed by meshing a gear I and a gear II, a second gear pair formed by meshing a gear III and a gear IV, a joint sleeve I, a joint sleeve II, a joint sleeve III, a transmission input shaft I, a transmission input shaft II and a transmission output shaft; the gear I is fixedly connected with an output shaft of the transmission; the gear II and the gear III are sleeved on the transmission input shaft I in an empty mode, the gear IV is fixedly connected to the transmission input shaft II, the output shaft of the motor I is connected with the transmission input shaft I, and the output shaft of the motor II is connected with the transmission input shaft II; the clutch sleeve I is fixedly sleeved on the transmission input shaft I and is adjacent to the gear II, the clutch sleeve I can be combined with or separated from the gear II, the clutch sleeve II is fixedly sleeved on the transmission input shaft I and is adjacent to the gear III, the clutch sleeve II can be combined with or separated from the gear III, the clutch sleeve III is fixedly arranged on the transmission input shaft II and is adjacent to the gear IV, and the clutch sleeve III can be combined with or separated from the gear IV.
Although the dual-motor two-gear speed-changing gear-shifting control is realized, in the actual use process, the two-gear speed-changing can not well meet the driving requirement on the gear setting, and the number of gears needs to be further improved.
SUMMERY OF THE UTILITY MODEL
The utility model aims at the above-mentioned problem, provide a transmission simple structure, the available four keep off the variable speed be used for electric drive vehicle the bi-motor variable speed transmission of supplementary driving motor in area.
In order to achieve the above purpose, the utility model adopts the following technical proposal:
a two motor variable speed transmission for taking auxiliary power motor of electric drive vehicle, including driving motor and the auxiliary power motor that is used for driving the output shaft, still be equipped with the subassembly of shifting that has four transmission routes between driving motor and the drive output shaft, shift subassembly one end and be connected with driving motor drive, the other end and output shaft drive are connected, it is connected through the power subassembly drive that converges between auxiliary power motor and the output shaft, the subassembly of shifting is kept away from one end drive connection of driving motor and is on the power subassembly that converges.
In the above-mentioned dual-motor variable-speed transmission device with an auxiliary power motor for an electrically driven vehicle, the gear shift assembly includes a plurality of transmission shafts and a plurality of transmission gears disposed on the transmission shafts, and further includes a gear selection assembly disposed on the transmission shafts and axially slidably connected to the transmission shafts in a circumferential direction, and the sliding gear selection assembly can couple or decouple the gear selection assembly with the transmission gears.
In the above-mentioned dual-motor variable speed transmission device with an auxiliary power motor for an electrically driven vehicle, the gear selection assembly includes a spline fixedly connected to the transmission shaft and a toothed sleeve fixedly axially slidably connected to the spline in a circumferential direction, and the sliding toothed sleeve can couple or decouple the toothed sleeve with or from the transmission gear.
In the above-mentioned dual-motor variable speed transmission device with an auxiliary power motor for an electrically driven vehicle, the shift assembly includes a first transmission shaft connected to the drive motor and a second transmission shaft drivingly connected to the power confluence assembly, a third transmission shaft is provided between the first transmission shaft and the second transmission shaft, a first transmission gear and a second transmission gear are sleeved over the first transmission shaft, a third transmission gear and a fourth transmission gear are fixedly connected to the third transmission shaft, a fifth transmission gear and a sixth transmission gear are sleeved over the second transmission shaft, a seventh transmission gear is fixedly connected to the second transmission shaft and drivingly connected to the power confluence assembly, the first transmission gear is meshed with the third transmission shaft, the third transmission shaft is meshed with the fifth transmission gear, the second transmission gear is meshed with the fourth transmission gear, and the fourth transmission gear is meshed with the sixth transmission gear, the first transmission shaft and the second transmission shaft are respectively provided with a gear selection assembly, the gear selection assembly on the first transmission shaft is positioned between the first transmission gear and the second transmission gear, and the gear selection assembly on the second transmission shaft is positioned between the fifth transmission gear and the sixth transmission gear.
In the above-described dual-motor variable speed transmission with an auxiliary power motor of an electrically driven vehicle, the first transmission shaft, the second transmission shaft, and the third transmission shaft are arranged in parallel with each other.
In the above dual-motor variable-speed transmission device with the auxiliary power motor for the electrically driven vehicle, the power confluence assembly includes a fourth transmission shaft, an eighth transmission gear and a ninth transmission gear, which are fixedly connected to the fourth transmission shaft, the ninth transmission gear is in driving connection with the output shaft, the eighth transmission gear is in driving connection with the gear shifting assembly, and the dual-motor variable-speed transmission device further includes an eleventh transmission gear in driving connection with the auxiliary power motor, and the eleventh transmission gear is engaged with the eighth transmission gear.
In the above-described dual-motor variable speed transmission with an auxiliary power motor of an electrically driven vehicle, the output shaft and the fourth transmission shaft are disposed in parallel with each other.
In the double-motor variable-speed transmission device with the auxiliary power motor for the electrically driven vehicle, the output shaft is further provided with a differential assembly, the differential assembly is fixedly connected with a tenth transmission gear, and the ninth transmission gear is meshed with the tenth transmission gear.
Compared with the prior art, the utility model has the advantages of:
1. the utility model discloses a subassembly of shifting can switch out four inequality transmission paths, can correspond and form four fender positions, has realized two motor four-gear speed change, the better driving demand who has satisfied the electric drive car.
2. The utility model discloses an auxiliary power motor passes through the power and converges subassembly and output shaft drive and be connected, and does not pass through the subassembly transmission of shifting, so at the in-process of shifting, the problem of power interruption can not appear.
3. The utility model discloses a transmission simple structure is compact, the installation setting of being convenient for.
Drawings
Fig. 1 is a schematic structural diagram of the present invention;
in the figure: the transmission device comprises a driving motor 1, an auxiliary power motor 2, an output shaft 3, a gear shifting assembly 4, a power converging assembly 5, a gear selecting assembly 6, a seventh transmission gear 40, a first transmission shaft 41, a second transmission shaft 42, a third transmission shaft 43, a first transmission gear 44, a second transmission gear 45, a third transmission gear 46, a fourth transmission gear 47, a fifth transmission gear 48, a sixth transmission gear 49, a fourth transmission shaft 51, an eighth transmission gear 52, a ninth transmission gear 53, an eleventh transmission gear 54, a differential assembly 55, a tenth transmission gear 56 and a gear sleeve 61.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and specific embodiments.
As shown in fig. 1, a dual-motor variable speed transmission device with an auxiliary power motor for an electrically driven vehicle includes a driving motor 1 and an auxiliary power motor 2 for driving an output shaft 3, a gear shift assembly 4 having four transmission paths is further disposed between the driving motor 1 and the driving output shaft 3, the transmission paths are paths through which the driving motor 1 transmits power to the output shaft 3, and are composed of a plurality of gears and transmission shafts, one end of the gear shift assembly 4 is drivingly connected with the driving motor 1, the other end of the gear shift assembly is drivingly connected with the output shaft 3, the auxiliary power motor 2 is drivingly connected with the output shaft 3 through a power confluence assembly 5, and one end of the gear shift assembly 4, which is far away from the driving motor 1, is drivingly connected with the power confluence assembly 5. The auxiliary power motor 2 is in driving connection with the output shaft 3 through the power confluence assembly 5, and does not pass through the transmission of the gear shifting assembly 4, so that the problem of power interruption can not occur in the gear shifting process.
The utility model discloses, during the use, start driving motor 1 and auxiliary power motor 2, driving motor 1 converges power transmission to power through shift assembly 4 on subassembly 5, auxiliary power motor 2 is direct to converge power output to power subassembly 5, converge the power that realizes two motors on subassembly 5 at power and converge after subassembly 5 with power transmission to output shaft 3 by power again, when needing to shift, realize the switching of 4 fender positions through the transmission route of switching shift assembly 4. The event the utility model discloses a shift unit 4 can switch out four inequality transmission paths, can correspond and form four fender positions, has realized two motor four-gear speed change, the better driving demand who has satisfied the electric drive car.
As shown in fig. 1, the gear shift assembly 4 includes a plurality of transmission shafts and a plurality of transmission gears disposed on the transmission shafts, and further includes a gear selection assembly 6 disposed on the transmission shafts and axially slidably connected to the transmission shafts in a circumferential direction, and the sliding gear selection assembly 6 can couple or decouple the gear selection assembly 6 with or from the transmission gears. Different transmission gears on the transmission shaft driven by the transmission shaft are realized through the sliding gear selection assembly 6, so that the switching of transmission routes is realized.
Specifically, the gear selection assembly 6 includes a spline (not shown) fixedly connected to the transmission shaft and a toothed sleeve 61 fixedly and axially slidably connected to the circumference of the spline, and the sliding toothed sleeve 61 can couple or decouple the toothed sleeve 61 with or from the transmission gear. When the gear sleeve 61 is coupled with the transmission gear, the transmission shaft can drive the transmission gear to synchronously rotate.
As shown in fig. 1, the shift assembly 4 includes a first transmission shaft 41 connected to the driving motor 1 and a second transmission shaft 42 drivingly connected to the power confluence assembly 5, a third transmission shaft 43 is disposed between the first transmission shaft 41 and the second transmission shaft 42, a first transmission gear 44 and a second transmission gear 45 are sleeved on the first transmission shaft 41, and the transmission gear and the transmission shaft can be connected through a needle bearing. A third transmission gear 46 and a fourth transmission gear 47 are fixedly connected to the third transmission shaft 43, a fifth transmission gear 48 and a sixth transmission gear 49 are sleeved on the second transmission shaft 42, the seventh transmission gear 40 is fixedly connected on the second transmission shaft 42 and is in driving connection with the power confluence component 5, the first transmission gear 44 is meshed with the third transmission gear 43, the third transmission gear 43 is meshed with the fifth transmission gear 48, the second transmission gear 45 is meshed with a fourth transmission gear 47, the fourth transmission gear 47 is meshed with a sixth transmission gear 49, the first transmission shaft 41 and the second transmission shaft 42 are respectively provided with a gear selection assembly 6, the gear selection assembly 6 on the first transmission shaft 41 is positioned between the first transmission gear 44 and the second transmission gear 45, and the gear selection assembly 6 on the second transmission shaft 42 is positioned between the fifth transmission gear 48 and the sixth transmission gear 49.
Preferably, the first transmission shaft 41, the second transmission shaft 42 and the third transmission shaft 43 are arranged in parallel with each other. This ensures the stability of the transmission.
As shown in fig. 1, the power confluence module 5 includes a fourth transmission shaft 51, and an eighth transmission gear 52 and a ninth transmission gear 53 which are fixedly connected to the fourth transmission shaft 51, wherein the ninth transmission gear 53 is in driving connection with the output shaft 3, the eighth transmission gear 52 is in driving connection with the shift module 4, and further includes an eleventh transmission gear 54 in driving connection with the auxiliary power motor 2, and the eleventh transmission gear 54 is engaged with the eighth transmission gear 52.
Preferably, the output shaft 3 and the fourth transmission shaft 51 are arranged parallel to each other. This ensures the stability of the drive.
As shown in fig. 1, a differential assembly 55 is further disposed on the output shaft 3, a tenth transmission gear 56 is fixedly connected to the differential assembly 55, and the ninth transmission gear 53 is engaged with the tenth transmission gear 56. The differential assembly 55 may be selected from the specific configurations of prior art differentials. Differential assembly 55 enables the drive wheels to rotate at different rotational speeds.
The utility model discloses a first grade power transmission route does: the gear sleeve 61 is slid to enable the gear sleeve 61 on the first transmission shaft 41 to be coupled with the first transmission gear 44, the gear sleeve 61 on the second transmission shaft 42 to be coupled with the sixth transmission gear 49, the power of the driving motor 1 is transmitted to the differential assembly 55 through the first transmission gear 44, the third transmission gear 46, the fourth transmission gear 47, the sixth transmission gear 49, the seventh transmission gear 40, the eighth transmission gear 52, the ninth transmission gear 53 and the tenth transmission gear 56 in sequence and acts on the output shaft 3, the power of the auxiliary power motor 2 is transmitted to the differential assembly 55 through the eleventh transmission gear 54, the eighth transmission gear 52, the ninth transmission gear 53 and the tenth transmission gear 56 in sequence and acts on the output shaft 3, and the power of the driving motor 1 and the auxiliary power motor 2 is converged on the eighth transmission gear 52.
The second-gear power transmission route is as follows: the gear sleeve 61 is slid to enable the gear sleeve 61 on the first transmission shaft 41 to be coupled with the first transmission gear 44, the gear sleeve 61 on the second transmission shaft 42 to be coupled with the fifth transmission gear 48, the power of the driving motor 1 is transmitted to the differential assembly 55 through the first transmission gear 44, the third transmission gear 46, the fifth transmission gear 48, the seventh transmission gear 40, the eighth transmission gear 52, the ninth transmission gear 53 and the tenth transmission gear 56 in sequence and acts on the output shaft 3, the power of the auxiliary power motor 2 is transmitted to the differential assembly 55 through the eleventh transmission gear 54, the eighth transmission gear 52, the ninth transmission gear 53 and the tenth transmission gear 56 in sequence and acts on the output shaft 3, and the power of the driving motor 1 and the power of the auxiliary power motor 2 are converged on the eighth transmission gear 52.
The third-gear power transmission route is as follows: the sliding gear sleeve 61 enables the gear sleeve 61 on the first transmission shaft 41 to be coupled with the second transmission gear 45, the gear sleeve 61 on the second transmission shaft 42 to be coupled with the sixth transmission gear 49, the power of the driving motor 1 is transmitted to the differential assembly 55 and acts on the output shaft 3 sequentially through the second transmission gear 45, the fourth transmission gear 47, the sixth transmission gear 49, the seventh transmission gear 40, the eighth transmission gear 52, the ninth transmission gear 53 and the tenth transmission gear 56, the power of the auxiliary power motor 2 is transmitted to the differential assembly 55 and acts on the output shaft 3 sequentially through the eleventh transmission gear 54, the eighth transmission gear 52, the ninth transmission gear 53 and the tenth transmission gear 56, and the power of the driving motor 1 and the power of the auxiliary power motor 2 are converged on the eighth transmission gear 52.
The fourth gear power transmission route is as follows: the gear sleeve 61 is slid to couple the gear sleeve 61 on the first transmission shaft 41 with the second transmission gear 45, the gear sleeve 61 on the second transmission shaft 42 is coupled with the fifth transmission gear 48, the power of the driving motor 1 is transmitted to the differential assembly 55 and applied to the output shaft 3 sequentially through the second transmission gear 45, the fourth transmission gear 47, the third transmission gear 46, the fifth transmission gear 48, the seventh transmission gear 40, the eighth transmission gear 52, the ninth transmission gear 53 and the tenth transmission gear 56, the power of the auxiliary power motor 2 is transmitted to the differential assembly 55 and applied to the output shaft 3 sequentially through the eleventh transmission gear 54, the eighth transmission gear 52, the ninth transmission gear 53 and the tenth transmission gear 56, and the power of the driving motor 1 and the auxiliary power motor 2 is converged on the eighth transmission gear 52.
The specific embodiments described herein are merely illustrative of the spirit of the invention. Various modifications, additions and substitutions for the specific embodiments described herein may be made by those skilled in the art without departing from the spirit of the invention or exceeding the scope of the invention as defined in the accompanying claims.
Although terms such as the driving motor 1, the auxiliary power motor 2, the output shaft 3, the gear shift assembly 4, the power confluence assembly 5, the gear selection assembly 6, the seventh transmission gear 40, the first transmission shaft 41, the second transmission shaft 42, the third transmission shaft 43, the first transmission gear 44, the second transmission gear 45, the third transmission gear 46, the fourth transmission gear 47, the fifth transmission gear 48, the sixth transmission gear 49, the fourth transmission shaft 51, the eighth transmission gear 52, the ninth transmission gear 53, the eleventh transmission gear 54, the differential assembly 55, the tenth transmission gear 56, the gear sleeve 61 and the like are used more herein, the possibility of using other terms is not excluded. These terms are used merely to more conveniently describe and explain the nature of the present invention; they are to be construed in a manner that is inconsistent with the spirit of the invention.
Claims (8)
1. Dual-motor variable-speed transmission with auxiliary power motor for electrically driven vehicles, comprising a drive motor (1) for driving an output shaft (3) and an auxiliary power motor (2), characterized in that: still be equipped with between driving motor (1) and drive output shaft (3) and have the subassembly of shifting (4) of four transmission routes, shift subassembly (4) one end and driving motor (1) drive connection, the other end is connected with output shaft (3) drive, converge subassembly (5) drive connection through power between auxiliary power motor (2) and the output shaft (3), the one end drive connection that driving motor (1) was kept away from in subassembly of shifting (4) is on power converges subassembly (5).
2. The dual-motor variable speed transmission with an auxiliary power motor for an electrically driven vehicle according to claim 1, characterized in that: the gear shifting assembly (4) comprises a plurality of transmission shafts, a plurality of transmission gears arranged on the transmission shafts and a gear selecting assembly (6) which is arranged on the transmission shafts and is circumferentially, fixedly and axially and slidably connected with the transmission shafts, wherein the sliding gear selecting assembly (6) can enable the gear selecting assembly (6) to be coupled or decoupled with the transmission gears.
3. The dual-motor variable speed transmission with an auxiliary power motor for an electrically driven vehicle according to claim 2, characterized in that: the gear selection assembly (6) comprises a spline fixedly connected to the transmission shaft and a gear sleeve (61) fixedly connected with the spline in the circumferential direction and in an axial sliding manner, and the sliding gear sleeve (61) can enable the gear sleeve (61) to be coupled with or decoupled from the transmission gear.
4. The dual-motor variable speed transmission with an auxiliary power motor for an electrically driven vehicle according to claim 2, characterized in that: the gear shifting assembly (4) comprises a first transmission shaft (41) connected to the driving motor (1) and a second transmission shaft (42) in driving connection with the power confluence assembly (5), a third transmission shaft (43) is arranged between the first transmission shaft (41) and the second transmission shaft (42), a first transmission gear (44) and a second transmission gear (45) are sleeved on the first transmission shaft (41) in a hollow manner, a third transmission gear (46) and a fourth transmission gear (47) are fixedly connected to the third transmission shaft (43), a fifth transmission gear (48) and a sixth transmission gear (49) are sleeved on the second transmission shaft (42) in a hollow manner, a seventh transmission gear (40) is fixedly connected to the second transmission shaft (42) and is in driving connection with the power confluence assembly (5), the first transmission gear (44) is meshed with the third transmission shaft (43), and the third transmission shaft (43) is meshed with the fifth transmission gear (48), the second transmission gear (45) is meshed with a fourth transmission gear (47), the fourth transmission gear (47) is meshed with a sixth transmission gear (49), the first transmission shaft (41) and the second transmission shaft (42) are respectively provided with a gear selection assembly (6), the gear selection assembly (6) on the first transmission shaft (41) is positioned between the first transmission gear (44) and the second transmission gear (45), and the gear selection assembly (6) on the second transmission shaft (42) is positioned between the fifth transmission gear (48) and the sixth transmission gear (49).
5. The dual-motor variable speed transmission with an auxiliary power motor for an electrically driven vehicle according to claim 4, characterized in that: the first transmission shaft (41), the second transmission shaft (42) and the third transmission shaft (43) are arranged in parallel.
6. The dual-motor variable speed transmission with an auxiliary power motor for an electrically driven vehicle according to claim 1, characterized in that: the power confluence assembly (5) comprises a fourth transmission shaft (51), an eighth transmission gear (52) and a ninth transmission gear (53), wherein the eighth transmission gear (52) and the ninth transmission gear (53) are fixedly connected to the fourth transmission shaft (51), the ninth transmission gear (53) is in driving connection with the output shaft (3), the eighth transmission gear (52) is in driving connection with the gear shifting assembly (4), the power confluence assembly further comprises an eleventh transmission gear (54) in driving connection with the auxiliary power motor (2), and the eleventh transmission gear (54) is meshed with the eighth transmission gear (52).
7. The dual-motor variable speed transmission with an auxiliary power motor for an electrically driven vehicle according to claim 6, characterized in that: the output shaft (3) and the fourth transmission shaft (51) are arranged in parallel.
8. The dual-motor variable speed transmission with an auxiliary power motor for an electrically driven vehicle according to claim 6, characterized in that: the output shaft (3) is further provided with a differential assembly (55), the differential assembly (55) is fixedly connected with a tenth transmission gear (56), and the ninth transmission gear (53) is meshed with the tenth transmission gear (56).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021785936.7U CN213565429U (en) | 2020-08-24 | 2020-08-24 | Dual-motor variable-speed transmission device with auxiliary power motor for electrically driven vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021785936.7U CN213565429U (en) | 2020-08-24 | 2020-08-24 | Dual-motor variable-speed transmission device with auxiliary power motor for electrically driven vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN213565429U true CN213565429U (en) | 2021-06-29 |
Family
ID=76556333
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202021785936.7U Active CN213565429U (en) | 2020-08-24 | 2020-08-24 | Dual-motor variable-speed transmission device with auxiliary power motor for electrically driven vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN213565429U (en) |
-
2020
- 2020-08-24 CN CN202021785936.7U patent/CN213565429U/en active Active
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN111976463B (en) | Hybrid vehicle driving system capable of realizing single-motor two-gear driving | |
| CN218777413U (en) | Electric drive bridge structure driven by single motor | |
| CN111231646A (en) | Dual-motor hybrid power driving system and hybrid power vehicle | |
| CN107234964B (en) | Hybrid power device | |
| CN112224005A (en) | Hybrid power transmission device | |
| CN213565429U (en) | Dual-motor variable-speed transmission device with auxiliary power motor for electrically driven vehicle | |
| CN201651182U (en) | Reverse gear arrangement structure of two-shaft type transmission | |
| KR20210055562A (en) | Power train for electric vehicle | |
| CN213565430U (en) | Coaxial dual-motor variable speed transmission for electrically driven vehicle | |
| CN216555172U (en) | Input shaft sectional type transmission | |
| CN215826462U (en) | Transmission structure of double-motor coaxial drive gearbox | |
| US11732780B2 (en) | Electric vehicle transmission | |
| CN216545695U (en) | Dual-motor three-speed-ratio compact electric drive axle system | |
| CN115284787A (en) | Multi-gear electric drive bridge structure | |
| CN214001301U (en) | Dual motor driven multi-speed transmission for electrically driven vehicle | |
| CN210126429U (en) | Series-parallel hybrid power system based on two gearboxes | |
| CN213082897U (en) | Dual-motor hybrid power driving system and hybrid power vehicle | |
| CN114165563A (en) | Longitudinal rear-drive hybrid transmission structure | |
| CN113653773A (en) | Transmission system of gearbox | |
| CN216374160U (en) | Speed changer | |
| CN214743075U (en) | Double-motor gear-shifting unpowered-interruption two-gear variable-speed transmission device | |
| CN214396377U (en) | Large-torque variable-speed transmission device with auxiliary power for electrically driven vehicle | |
| CN213565431U (en) | Dual motor variable speed transmission for electrically driven vehicle | |
| KR20210074520A (en) | Power train for electric vehicle | |
| CN218577413U (en) | Multi-gear electric drive bridge structure |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |