CN219692151U - Novel speed change structure - Google Patents
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- CN219692151U CN219692151U CN202321293698.1U CN202321293698U CN219692151U CN 219692151 U CN219692151 U CN 219692151U CN 202321293698 U CN202321293698 U CN 202321293698U CN 219692151 U CN219692151 U CN 219692151U
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Abstract
The utility model discloses a novel speed change structure which comprises a first driving shaft, a first driven shaft, a first driving gear, a second driving gear, a first driven gear, a second driven gear, an output gear and a toggle device, wherein the first driving gear is meshed with the first driven gear, the second driving gear is meshed with the second driven gear, the first driving gear, the second driving gear and the first driving shaft are connected in a relatively rotatable mode, and the first driven gear, the second driven gear and the first driven shaft are fixedly connected; the first driving shaft is also sleeved with a speed change sliding sleeve which is connected with the shifting device and can slide to be in butt joint and clamping linkage with the first driving gear or the second driving gear, the speed change sliding sleeve is connected with the first driving shaft in a linkage mode, and the speed change sliding sleeve is positioned between the first driving gear and the second driving gear.
Description
Technical field:
the utility model relates to the technical field of mechanical transmission, in particular to a novel speed change structure.
The background technology is as follows:
mechanical transmission refers to the transfer of power from one location to another by mechanical means, commonly used in machines, vehicles, and other equipment. The transmission is a form of mechanical transmission that adjusts output speed and torque by changing the ratio of the transmission between the input shaft and the output shaft. Gear transmission is one of the most common speed change arrangements, with different ratios achieved by gears of different sizes.
In mechanical transmissions, transmission structures are commonly used in devices requiring adjustment of output speed and torque, such as automotive gearboxes, industrial machinery, and the like. By using the speed change structure, the mechanical equipment can better adapt to different load conditions and working requirements, and the efficiency and performance of the equipment are improved.
The traditional gear box is generally provided with a plurality of groups of gears with different transmission ratios, when the traditional gear box works, only one group of gears are meshed with transmission kinetic energy, other groups of gears are in a staggered and separated state, when the speed change is needed, the gear is pushed to axially move by a poking device, so that the gears with different transmission ratios of the other group are meshed, the original gear set is disconnected and separated, and the speed of an output end is changed. Such as: a gear shifting structure of a gearbox of a mini-tiller disclosed in China patent publication No. CN 215673430U, wherein: by sliding the first fork 7, a movement of the first and second gear 6, 5 on the primary shaft 1 is achieved, and by a movement of the second fork 10, a sliding of the third gear 9 on the secondary shaft 2 is achieved. When the third fixed gear 15 is meshed with the third gear shifting gear 9, the first gear shifting gear 6 is not meshed with the first fixed gear 4, and the second gear shifting gear 5 is not meshed with the second fixed gear 3, at the moment, the main shaft 1 rotates to drive the third fixed gear 15 to rotate, the third fixed gear 15 drives the third gear shifting gear 9 to rotate, so that the auxiliary shaft 2 is driven to rotate, and the gearbox is in a first gear state. When the first fixed gear 4 is meshed with the first gear 6, the third gear 9 is not meshed with the third fixed gear 15, the third gear 9 is not meshed with the second reverse gear 13, the second gear 5 is not meshed with the second fixed gear 3, at this time, the main shaft 1 rotates to drive the first gear 6 to rotate, the first gear 6 drives the first fixed gear 4 to rotate, the auxiliary shaft 2 is driven to rotate, and the gearbox is in a second gear state.
Because driven variable speed structure is when carrying out the speed change, all is realized through the gear slip, switches the intermeshing between the different gears and breaks away from, can exist at this moment and produce the problem of meshing striking between the gear pair, this not only leads to the gear damage easily, influences the gear life by a wide margin, makes the speed change unstable moreover, appears the condition of card dun easily, influences user experience and feels.
In view of this, the present inventors have proposed the following means.
The utility model comprises the following steps:
the utility model aims to overcome the defects of the prior art and provides a novel speed change structure.
In order to solve the technical problems, the utility model adopts the following technical scheme: a novel speed change structure comprising: the device comprises a first driving shaft, a first driven shaft, a first driving gear, a second driving gear, a first driven gear, a second driven gear, an output gear and a stirring device, wherein the first driving gear is meshed with the first driven gear, the second driving gear is meshed with the second driven gear, the first driving gear, the second driving gear and the first driving shaft are connected in a relatively rotatable mode, and the first driven gear, the second driven gear and the first driven shaft are fixedly connected;
the first driving shaft is also sleeved with a speed change sliding sleeve which is connected with the shifting device and can slide to be in butt joint and clamping linkage with the first driving gear or the second driving gear, the speed change sliding sleeve is connected with the first driving shaft in a linkage mode, and the speed change sliding sleeve is positioned between the first driving gear and the second driving gear.
In the above technical scheme, a first spline portion is provided on the first driving shaft and is connected with the speed-changing sliding sleeve in a matching manner, and a first spline groove is provided on an inner ring of the speed-changing sliding sleeve and is connected with the first spline portion in a matching manner; one side of the first driving gear is provided with a plurality of first clamping convex blocks which can be inserted into the first spline grooves and matched and clamped with the first driving gear, one side of the second driving gear is provided with a plurality of second clamping convex blocks which can be inserted into the first spline grooves and matched and clamped with the first driving gear, and the shifting device can shift the speed-changing sliding sleeve to slide so that the first spline grooves and the first clamping convex blocks or the second clamping convex blocks are clamped and linked.
Furthermore, in the above technical scheme, a first bearing is arranged between the first driving gear and the first driving shaft, and a second bearing is arranged between the second driving gear and the first driving shaft.
Further, in the above-described aspect, the first driven shaft is provided with a second spline portion for matching and interlocking with the first driven gear, the second driven gear, and the output gear, and the first driven gear, the second driven gear, and the inner ring of the output gear are respectively provided with a second spline groove, a third spline groove, and a fourth spline groove for matching with the second spline portion.
Furthermore, in the above technical scheme, the output gear is located between the first driven gear and the second driven gear, the first driven gear and the side of the second driven gear are respectively fixed through a first clamp spring and a second clamp spring clamping position, and two ends of the first driven shaft are respectively provided with a first annular groove and a second annular groove for clamping the first clamp spring and the second clamp spring and dividing the second spline part into three parts.
Furthermore, in the above technical solution, the first driving gear, the second driving gear, the first driven gear and the second driven gear are helical gears.
Furthermore, in the above technical solution, the output gear is also a helical gear.
Furthermore, in the above technical solution, the shifting device includes a first shifting shaft parallel to the side of the first driving shaft, a first shifting fork disposed on the first shifting shaft and used for pushing the speed-changing sliding sleeve to slide back and forth along the first driving shaft, and a first driving device for driving the first shifting shaft to reciprocate parallel to the first driving shaft.
Furthermore, in the above technical scheme, the first shifting fork comprises a shaft sleeve part sleeved and fixed on the first shifting shaft and a C-shaped shifting fork block arranged on one side of the shaft sleeve part and capable of propping against the speed-changing sliding sleeve, and the speed-changing sliding sleeve is provided with a first clamping ring groove for matching clamping positions of the C-shaped shifting fork block.
Furthermore, in the above technical scheme, the first driving device is connected with a first swing rod arranged between the first toggle shafts, a first hinge support seat is arranged in the middle of the first swing rod, and the first driving device comprises a first motor, a first screw rod module arranged beside the first motor and used for driving the first swing rod to swing, and a first transmission assembly arranged between the first motor and the first screw rod module.
By adopting the technical scheme, compared with the prior art, the utility model has the following beneficial effects: according to the utility model, the shifting device is adopted to shift the speed change sliding sleeve to slide along the first driving shaft, the speed change sliding sleeve is respectively in butt joint linkage with the first driving gear and the second driving gear, the first driving gear is meshed with the first driven gear to drive the first driven shaft to rotate or the second driving gear is meshed with the second driven gear to drive the first driven shaft to rotate, the rotation speed of the first driven shaft is changed by utilizing different transmission ratios of two groups of gears, and further the speed change of the output gear is realized. Therefore, no matter the first driving gear is used as a transmission gear to output power, or the second driving gear is used as a transmission gear to output power, the other pair of gear pairs is always in a meshed rotation state, namely the sliding shaft sleeve, the first driving gear and the second driving gear are always in a rotation state, so that when the speed changing sliding sleeve slides from the first driving gear to the butt joint clamping position with the second driving gear or from the second driving gear to the butt joint clamping position with the first driving gear, the speed changing sliding sleeve can smoothly and rapidly butt joint the clamping position, and as the first driving gear, the first driven gear, the second driving gear and the second driven gear are always meshed, the gear pairs are not in new meshing and disengaging conditions during speed changing, the collision condition between the gear pairs is not existed, the service life between the gear pairs can be greatly prolonged, the clamping condition is not existed in the speed changing process, and the speed changing is enabled to be more smooth.
Description of the drawings:
FIG. 1 is a block diagram of the first embodiment of the present utility model;
FIG. 2 is a second block diagram of the present utility model;
FIG. 3 is a cross-sectional view of the first driveshaft in accordance with this utility model;
FIG. 4 is a perspective view of the first driveshaft in accordance with this utility model;
FIG. 5 is a perspective view of a first driven shaft of the present utility model;
FIG. 6 is a perspective view of a second drive gear of the present utility model;
fig. 7 is a perspective view of a shift sleeve of the present utility model.
The specific embodiment is as follows:
the utility model will be further described with reference to specific examples and figures.
Referring to fig. 1 to 7, a novel speed change structure is shown, and comprises a first driving shaft 61, a first driven shaft 62, a first driving gear 63, a second driving gear 64, a first driven gear 65, a second driven gear 66, an output gear 67 and a shifting device 68, wherein the first driving gear 63 is meshed with the first driven gear 65, the second driving gear 64 is meshed with the second driven gear 66, the first driving gear 63, the second driving gear 64 and the first driving shaft 61 are connected in a relatively rotatable manner, and the first driven gear 65, the second driven gear 66 and the first driven shaft 62 are fixedly connected; the first driving shaft 61 is further sleeved with a speed change sliding sleeve 69 which is connected with the shifting device 68 and can slide to be in butt joint and clamping linkage with the first driving gear 63 or the second driving gear 64, the speed change sliding sleeve 69 is connected with the first driving shaft 61 in a linkage mode, and the speed change sliding sleeve 69 is located between the first driving gear 63 and the second driving gear 64. The shifting device 68 is adopted to shift the shifting slide sleeve 69 to slide along the first driving shaft 61, the shifting slide sleeve 69 is respectively in clamping butt joint linkage with the first driving gear 63 and the second driving gear 64, the first driven shaft 62 is driven to rotate by the meshing of the first driving gear 63 and the first driven gear 65 or the meshing of the second driving gear 64 and the second driven gear 66, the first driven shaft 62 is driven to rotate, the rotating speed of the first driven shaft 62 is changed by the different transmission ratios of the two groups of gears, and then the speed change of the output gear 67 is realized, and as the first driving gear 63 and the second driving gear 64 are not directly in linkage with the first driving shaft 61, the second driving gear 64 can rotate relative to the first driving shaft 61 as the driven gear of the second driven gear 66 when the first driving gear 63 is in butt joint clamping linkage with the shifting slide sleeve 69, and the second driving gear 63 can be in interference with the first driving gear 64 when the first driving gear 63 and the first driven gear 65 are in butt joint clamping linkage with the first driving gear 64, and the second driving gear 69 can be in interference state when the first driving gear 63 and the first driven gear 65 are in the transmission ratio is not in a group of transmission pair, and the speed change can be carried out when the first driving gear 69 and the second driving gear 64 is in the opposite joint clamping linkage with the first driving gear 64, and the second driving gear is in the first driving gear is in the state of the speed interference state when the first driving gear is not in the first driving gear 64 and the first driving gear is in the transmission state. Therefore, no matter the first driving gear 63 is used as a transmission gear to output power, or the second driving gear 64 is used as a transmission gear to output power, the other pair of gear pairs is always in a meshed rotation state, namely the sliding shaft sleeve 69, the first driving gear 63 and the second driving gear 64 are always in a rotation state, so that when the speed changing sliding sleeve 69 slides from the first driving gear 63 to the abutting joint position with the second driving gear 64 or from the second driving gear 64 to the abutting joint position with the first driving gear 63, the smooth and quick abutting joint position can be realized, and as the first driving gear 63, the first driven gear 65, the second driving gear 64 and the second driven gear 66 are always meshed, no gear pair is meshed and separated from a new state during speed changing, no collision condition exists between the gear pairs, the service life between the gear pairs can be greatly prolonged, no blocking condition exists in the speed changing process, and the speed changing is more smooth.
The first driving shaft 61 is provided with a first spline portion 611 and is in matched connection with the speed change sliding sleeve 69, and the inner ring of the speed change sliding sleeve 69 is provided with a first spline groove 691 and is in matched connection with the first spline portion 611; one side of the first driving gear 63 is provided with a plurality of first clamping protrusions 631 capable of being inserted into the first spline groove 691 to be matched and clamped with the first driving gear, one side of the second driving gear 64 is provided with a plurality of second clamping protrusions 641 capable of being inserted into the first spline groove 691 to be matched and clamped with the first driving gear, and the shifting device 68 can shift the shifting sliding sleeve 69 to slide so that the first spline groove 691 is in clamping linkage with the first clamping protrusions 631 or the second clamping protrusions 641.
A first bearing 630 is disposed between the first driving gear 63 and the first driving shaft 61, and a second bearing 640 is disposed between the second driving gear 64 and the first driving shaft 61. The first bearing 630 and the second bearing 640 are respectively arranged between the first driving gear 63 and the second driving gear 64 and the first driving shaft 61 for supporting connection, so that the first driving shaft 61, the first driving gear 63 and the second driving gear 64 are directly linked, when the first driving gear 63 and/or the second driving gear 64 are in butt joint linkage without a speed change sliding sleeve 69, the first driving gear 63 and the second driving gear 64 can rotate relative to the first driving shaft 61, and the friction force of relative rotation can be reduced through the first bearing 630 and the second bearing 640, so that the rotation is more smooth.
The first driven shaft 62 is provided with a second spline portion 621 for matching and interlocking with the first driven gear 65, the second driven gear 66, and the output gear 67, and the inner rings of the first driven gear 65, the second driven gear 66, and the output gear 67 are respectively provided with a second spline groove, a third spline groove, and a fourth spline groove for matching with the second spline portion 621. The output gear 67 is located between the first driven gear 65 and the second driven gear 66, sides of the first driven gear 65 and the second driven gear 66 are respectively fixed by a first clamping spring 601 and a second clamping spring 602, and two ends of the first driven shaft 62 are respectively provided with a first annular groove 621A and a second annular groove 621B for clamping the first clamping spring 601 and the second clamping spring 602 and dividing the second spline portion 621 into three parts.
In the present embodiment, the transmission ratio between the first driving gear 63 and the first driven gear 65 is larger than the transmission ratio between the second driving gear 64 and the second driven gear 66. The first driving gear 63, the second driving gear 64, the first driven gear 65 and the second driven gear 66 are helical gears. The output gear 67 is also a helical gear. By using helical gears for the first driving gear 63, the second driving gear 64, the first driven gear 65, the second driven gear 66 and the output gear 67, the following advantages are achieved: the helical gear has the following advantages:
1. the stability is good: the helical gear transmission can realize a smooth shifting operation because the meshing tooth surfaces of the helical gears roll against each other so that no impact or vibration occurs during shifting.
2. The noise is low: helical gear transmissions are less noisy than other types of transmissions. This is because the tooth surface contact area of the helical gear transmission is larger, thereby reducing tooth surface wear and noise.
3. The load capacity is strong: the helical gear transmission has strong load capacity, and the tooth surfaces of the helical gears roll mutually, so that the load is uniformly distributed.
4. Space is saved: the helical gear speed changer has compact structure and saves space. The axes of the helical gear transmission may intersect or be parallel, resulting in a transmission of smaller volume and weight.
5. The transmission efficiency is high: the helical gear transmission has high transmission efficiency, and because the meshing tooth surfaces of the helical gears are oblique, the load can be distributed and the transmission efficiency can be improved.
The shifting device 68 includes a first shifting shaft 681 disposed parallel to the side of the first driving shaft 61, a first shifting fork 682 disposed on the first shifting shaft 681 and used for pushing the shift sliding sleeve 69 to slide back and forth along the first driving shaft 61, and a first driving device 683 for driving the first shifting shaft 681 to reciprocate parallel to the first driving shaft 61. The first driving device 683 is connected with a first swing rod 684 provided between the first moving shaft 681, a first hinge support seat 685 is provided in the middle of the first swing rod 684, and the first driving device 683 includes a first motor 683A, a first screw rod module 683B disposed beside the first motor 683A and used for driving the first swing rod 684 to swing, and a first transmission assembly 683C disposed between the first motor 683A and the first screw rod module 683B. The first shift fork 682 includes a sleeve portion 682A sleeved and fixed on the first shift shaft 681, and a C-shaped shift fork block 682B disposed on one side of the sleeve portion 682A and capable of abutting against the shift slide 69, and a first clamping ring groove 692 for matching the C-shaped shift fork block 682B is disposed on the shift slide 69. The first shifting fork 682 is fastened in the first clamping ring groove 692 of the speed-changing sliding sleeve 69 by adopting the C-shaped shifting fork block 682B, so that when the speed-changing sliding sleeve 69 rotates at a high speed, the first shifting fork 682 can be always fastened with the speed-changing sliding sleeve 69 and can move relatively, and in order to improve the wear resistance of the speed-changing sliding sleeve 69 and the first shifting fork 682, copper can be plated on the contact surface of the speed-changing sliding sleeve 69 and the C-shaped shifting fork block 682B, or the speed-changing sliding sleeve 69 and the first shifting fork block 682B are made of copper materials, so that the first driving shaft 61 and the first shifting fork 682 are connected by adopting two parts and a spring pin shaft, and the production and the processing of the first driving shaft 61 and the first shifting fork 682 can be facilitated, so that the cost is saved. Secondly, the first driving device 683 adopts a mode of matching the first motor with the first screw rod module 683B to realize linear driving force, and mainly the speed change structure is usually used on mobile machinery such as automobiles, agricultural machinery and the like, and the adoption of an air cylinder is not applicable. Of course, if the transmission is used in a factory production facility, the first drive 683 can be implemented by other means such as an air cylinder or a hydraulic cylinder.
In summary, when the present utility model works, the first driving shaft 61 is connected to the power unit, the power unit drives the first driving shaft 61 to rotate, the first driving shaft 61 drives the speed change sliding sleeve 60 to rotate, and when the speed change sliding sleeve 60 is located between the first driving gear 63 and the second driving gear 64 and is separated from the first driving gear 63 and the second driving gear 64, the first driving shaft 61 idles and does not output power, and the first driven shaft 62 does not rotate; further, when power needs to be output, the shifting device 68 is used for shifting the speed change sliding sleeve 60 to slide along the first driving shaft 61 to approach the first driving gear 63, so that the first clamping convex block 631 in the first driving gear 63 is inserted into the first spline groove 691 of the speed change sliding sleeve 69, the speed change sliding sleeve 69 can butt-joint to drive the first driving gear 63 to rotate, and then the first driving gear 63 is meshed with the first driven gear 65 to drive the first driven shaft 62 to rotate, and meanwhile the output gear 67 is driven to rotate to output power; further, when the speed change is required, the shifting device 68 is used for shifting the speed change sliding sleeve 60 to slide along the first driving shaft 61 to close to the second driving gear 64, so that the second clamping projection 641 in the second driving gear 64 is inserted into the first spline groove 691 of the speed change sliding sleeve 69, the speed change sliding sleeve 69 can butt-joint to drive the second driving gear 64 to rotate, and then the second driving gear 64 is meshed with the second driven gear 66 to drive the first driven shaft 62 to rotate, and meanwhile, the output gear 67 is driven to rotate to output power. Output power is butted with different driving gears through a speed change sliding sleeve 69, so that speed change is realized, and the speed change is specifically: when the speed change sliding sleeve 69 is changed from being in butt joint with the first driving gear 63 to being in butt joint with the second driving gear 64, the speed increase is realized by utilizing the fact that the transmission ratio between the first driving gear 63 and the first driven gear 65 is larger than the transmission ratio between the second driving gear 64 and the second driven gear 66; in contrast, when the shift sliding sleeve 69 changes from interfacing with the second driving gear 64 to interfacing with the first driving gear 63, the speed reduction is achieved by using a gear ratio between the first driving gear 63 and the first driven gear 65 that is larger than a gear ratio between the second driving gear 64 and the second driven gear 66.
It is understood that the foregoing description is only illustrative of the present utility model and is not intended to limit the scope of the utility model, but rather is to be accorded the full scope of all such modifications and equivalent structures, features and principles as set forth herein.
Claims (10)
1. The utility model provides a novel speed change structure, is including first driving shaft (61), first driven shaft (62), first driving gear (63), second driving gear (64), first driven gear (65), second driven gear (66), output gear (67) and toggle device (68), its characterized in that:
the first driving gear (63) is meshed with the first driven gear (65), the second driving gear (64) is meshed with the second driven gear (66), the first driving gear (63) and the second driving gear (64) are connected with the first driving shaft (61) in a relatively rotatable mode, and the first driven gear (65) and the second driven gear (66) are fixedly connected with the first driven shaft (62);
the first driving shaft (61) is further sleeved with a speed change sliding sleeve (69) which is connected with the shifting device (68) and can slide to be in butt joint and clamping linkage with the first driving gear (63) or the second driving gear (64), the speed change sliding sleeve (69) is connected with the first driving shaft (61) in a linkage mode, and the speed change sliding sleeve (69) is located between the first driving gear (63) and the second driving gear (64).
2. A novel speed change structure according to claim 1, wherein: a first spline part (611) is arranged on the first driving shaft (61) and is connected with the speed change sliding sleeve (69) in a matching way, and a first spline groove (691) is arranged on the inner ring of the speed change sliding sleeve (69) and is connected with the first spline part (611) in a matching way; one side of first driving gear (63) is provided with a plurality of first screens lug (631) that can insert in first spline groove (691) with it matches joint, one side of second driving gear (64) is provided with a plurality of second screens lug (641) that can insert in first spline groove (691) with it matches joint, stirring device (68) can stir speed change sliding sleeve (69) slip makes first spline groove (691) with first screens lug (631) or second screens lug (641) joint linkage.
3. A novel speed change structure according to claim 2, wherein: a first bearing (630) is arranged between the first driving gear (63) and the first driving shaft (61), and a second bearing (640) is arranged between the second driving gear (64) and the first driving shaft (61).
4. A novel speed change structure according to claim 2, wherein: the first driven shaft (62) is provided with a second spline part (621) which is used for matching and linking with the first driven gear (65), the second driven gear (66) and the output gear (67), and the first driven gear (65), the second driven gear (66) and the inner ring of the output gear (67) are respectively provided with a second spline groove, a third spline groove and a fourth spline groove which are used for matching with the second spline part (621).
5. The novel transmission structure according to claim 4, wherein: the output gear (67) is located between the first driven gear (65) and the second driven gear (66), the side edges of the first driven gear (65) and the second driven gear (66) are fixed through a first clamping spring (601) and a second clamping spring (602) respectively, and two ends of the first driven shaft (62) are provided with a first annular groove (621A) and a second annular groove (621B) which are used for clamping the first clamping spring (601) and the second clamping spring (602) respectively and divide the second spline portion (621) into three parts.
6. A novel speed change structure according to any one of claims 1 to 5, wherein: the first driving gear (63), the second driving gear (64), the first driven gear (65) and the second driven gear (66) are helical gears.
7. The novel transmission structure according to claim 6, wherein: the output gear (67) is also a helical gear.
8. A novel speed change structure according to any one of claims 1 to 5, wherein: the shifting device (68) comprises a first shifting shaft (681) arranged in parallel beside the first driving shaft (61), a first shifting fork (682) arranged on the first shifting shaft (681) and used for pushing the speed-changing sliding sleeve (69) to slide back and forth along the first driving shaft (61), and a first driving device (683) used for driving the first shifting shaft (681) to move back and forth parallel to the first driving shaft (61).
9. The novel transmission structure according to claim 8, wherein: the first shifting fork (682) comprises a shaft sleeve part (682A) sleeved and fixed on the first shifting shaft (681) and a C-shaped shifting fork block (682B) arranged on one side of the shaft sleeve part (682A) and capable of being abutted against the speed-changing sliding sleeve (69), and a first clamping ring groove (692) for matching clamping positions of the C-shaped shifting fork block (682B) is arranged on the speed-changing sliding sleeve (69).
10. The novel transmission structure according to claim 8, wherein: the first driving device (683) is connected with a first swing rod (684) arranged between the first shifting shaft (681), a first hinge support seat (685) is arranged in the middle of the first swing rod (684), and the first driving device (683) comprises a first motor (683A), a first screw rod module (683B) arranged beside the first motor (683A) and used for driving the first swing rod (684) to swing, and a first transmission assembly (683C) arranged between the first motor (683A) and the first screw rod module (683B).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321293698.1U CN219692151U (en) | 2023-05-22 | 2023-05-22 | Novel speed change structure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321293698.1U CN219692151U (en) | 2023-05-22 | 2023-05-22 | Novel speed change structure |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219692151U true CN219692151U (en) | 2023-09-15 |
Family
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202321293698.1U Active CN219692151U (en) | 2023-05-22 | 2023-05-22 | Novel speed change structure |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN219692151U (en) |
-
2023
- 2023-05-22 CN CN202321293698.1U patent/CN219692151U/en active Active
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