CN219821207U - All-terrain vehicle electric transmission device and all-terrain vehicle - Google Patents
All-terrain vehicle electric transmission device and all-terrain vehicle Download PDFInfo
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- CN219821207U CN219821207U CN202320785351.2U CN202320785351U CN219821207U CN 219821207 U CN219821207 U CN 219821207U CN 202320785351 U CN202320785351 U CN 202320785351U CN 219821207 U CN219821207 U CN 219821207U
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- 230000007246 mechanism Effects 0.000 claims abstract description 27
- 240000005002 Erythronium dens canis Species 0.000 claims 1
- 238000001816 cooling Methods 0.000 description 8
- 238000010586 diagram Methods 0.000 description 5
- 230000009286 beneficial effect Effects 0.000 description 2
- 238000007796 conventional method Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000010354 integration Effects 0.000 description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 2
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Abstract
The utility model relates to the technical field of automobiles, in particular to an all-terrain vehicle electric transmission device and an all-terrain vehicle. The all-terrain vehicle electric transmission device is arranged on a half shaft in the front axle and/or the rear axle, and comprises a motor and a transmission mechanism, wherein the motor comprises a motor shaft, and the axis of the motor shaft is at least partially overlapped with the axis of the half shaft on the horizontal plane along the up-down direction; wherein, the axis of the motor shaft is arranged along the transverse direction of the all-terrain vehicle and is parallel to the front axle or the rear axle; the transmission mechanism is connected with the motor shaft and used for transmitting the power of the motor shaft; the transmission mechanism is connected with the half shaft to drive the half shaft to move. Therefore, the motor occupies the space in the vertical direction of the half shaft in the front axle and/or the rear axle, and the all-terrain vehicle electric transmission device is compact in structure and small in longitudinal size when assembled with the half shaft in the front axle and/or the rear axle, so that the requirement of the all-terrain vehicle on compact structural arrangement is met.
Description
Technical Field
The utility model relates to the technical field of all-terrain vehicles, in particular to an all-terrain vehicle electric transmission device and an all-terrain vehicle.
Background
An ATV refers to a vehicle that can travel on any terrain, and the placement of an electrically driven structure in an ATV presents a number of challenges due to the inherent structural limitations of an ATV. In order to meet the requirements of all-terrain vehicles on power and economy, the structure of an electric drive system of the all-terrain vehicle needs to be integrated and optimized in design.
In the traditional scheme, a parallel shaft type electric drive two-in-one electric drive structure is adopted, a motor and a front axle or a rear axle of the electric drive structure are arranged in a separated mode, and the electric drive structure is arranged along the longitudinal direction of the all-terrain vehicle, so that the whole longitudinal dimension of the electric drive structure is larger, and the electric drive structure is not beneficial to the layout of the all-terrain vehicle.
Disclosure of Invention
Based on this, it is necessary to provide an all-terrain vehicle electric drive device and an all-terrain vehicle that are compact.
An all-terrain vehicle electric transmission device is arranged on a half shaft in a transmission bridge; the all-terrain vehicle electric transmission device comprises a motor and a transmission mechanism, wherein the motor comprises a motor shaft, and the axis of the motor shaft is at least partially overlapped with the axis of the half shaft on the horizontal plane along the up-down direction; wherein, the axis of the motor shaft is arranged along the transverse direction of the all-terrain vehicle and is parallel to the front axle or the rear axle; the transmission mechanism is connected with the motor shaft and used for transmitting the power of the motor shaft; the transmission mechanism is connected with the half shaft to drive the half shaft to move.
Further, the transmission mechanism comprises a first transmission unit, a first transmission shaft and a second transmission unit, wherein the first transmission unit is sleeved on the half shaft and is fixedly connected with the motor shaft; the first transmission shaft is fixed on the first transmission unit; the second transmission unit is connected with the first transmission shaft and the half shaft at the same time so as to transmit the power of the first transmission shaft to the half shaft through the second transmission unit.
Further, the axis of the first transmission shaft is parallel to the axis of the motor shaft, and the first transmission unit and the second transmission unit are arranged at intervals in the transverse direction.
Further, the first transmission unit and/or the second transmission unit is provided as any one of a gear unit and a sprocket unit.
Further, the drive axle includes front axle and rear axle, and front axle and rear axle all have the semi-axis, and drive mechanism still includes: the third transmission unit is arranged on the first transmission shaft and can be in transmission connection with the half shaft in the front axle so as to transmit the first transmission shaft to the half shaft in the front axle through the third transmission unit, and the motor is sleeved on the half shaft in the rear axle in a shaft sleeved mode; or the third transmission unit is arranged on the first transmission shaft and can be in transmission connection with the half shaft in the rear axle so as to transmit the first transmission shaft to the half shaft in the rear axle through the third transmission unit, and the motor is sleeved on the half shaft in the front axle in a shaft sleeve mode.
Further, the third transmission unit comprises a third driving gear, a third driven gear and a third transmission shaft, and the third driving gear is arranged on the first transmission shaft; the third driven gear is meshed with the third driving gear, and the axis of the third driven gear is perpendicular to the axis of the third driving gear; one end of the third transmission shaft is fixed on the third driven gear, the axis of the third transmission shaft is parallel to the axis of the third driven gear, and the other end of the third transmission shaft is in transmission connection with the corresponding half shaft.
Further, the all-terrain vehicle electric transmission device further comprises a clutch, and the clutch is mounted on the third transmission shaft.
Further, the clutch is provided as any one of a dog clutch, an electromagnetic clutch, a synchronizer, and a wet clutch.
Further, the all-terrain vehicle electric transmission device further comprises a parking mechanism, and the parking mechanism is mounted on the first transmission shaft.
The utility model also provides a technical scheme as follows:
the all-terrain vehicle at least comprises a transmission bridge and an all-terrain vehicle electric transmission device, wherein the transmission bridge is provided with a half shaft, the all-terrain vehicle electric transmission device is arranged on the half shaft, and the all-terrain vehicle electric transmission device adopts the all-terrain vehicle electric transmission device.
The utility model has the advantages that: according to the all-terrain vehicle electric transmission device, the motor shaft of the motor is sleeved on the half shaft of the transmission bridge, and the transmission mechanism is respectively connected with the motor shaft and the half shaft, namely, the axis of the motor is parallel to the axis of the half shaft in the transmission bridge. Therefore, the motor only occupies the space near the half shaft in the transmission bridge, the longitudinal size proportion occupied by the all-terrain vehicle electric transmission device on the all-terrain vehicle is reduced, the whole size of the all-terrain vehicle electric transmission device is smaller, the structure is more compact, space is provided for arrangement of other parts, and the integration of products is facilitated.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments or the conventional techniques of the present utility model, the drawings required for the descriptions of the embodiments or the conventional techniques will be briefly described below, and it is apparent that the drawings in the following descriptions are only some embodiments of the present utility model, and other drawings may be obtained according to the drawings without inventive effort for those skilled in the art.
Fig. 1 is a schematic diagram of an all-terrain vehicle according to the present utility model.
Fig. 2 is a schematic structural diagram of an all-terrain vehicle electric transmission device provided by the utility model.
Fig. 3 is a schematic structural diagram of a portion A1 in fig. 2.
Fig. 4 is a schematic structural diagram of a portion A2 in fig. 2.
Fig. 5 is a schematic structural diagram of a portion A3 in fig. 2.
Reference numerals: 200. all-terrain vehicles; 210. a front wheel; 220. a rear wheel; 230. a drive axle; 100. an all-terrain vehicle electric transmission device; 101. a half shaft; 10. a motor; 11. a motor shaft; 20. a transmission mechanism; 21. a first transmission unit; 211. a first drive gear; 212. a first driven gear; 22. a first drive shaft; 23. a second transmission unit; 231. a second drive gear; 232. a second driven gear; 24. a third transmission unit; 241. a third drive gear; 242. a third driven gear; 243. a third drive shaft; 244. a clutch; 30. a differential.
Detailed Description
In order that the above objects, features and advantages of the utility model will be readily understood, a more particular description of the utility model will be rendered by reference to the appended drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present utility model. The present utility model may be embodied in many other forms than described herein and similarly modified by those skilled in the art without departing from the spirit of the utility model, whereby the utility model is not limited to the specific embodiments disclosed below.
It will be understood that when an element is referred to as being "mounted" or "disposed" on another element, it can be directly on the other element or intervening elements may also be present. When a component is considered to be "connected" to another component, it can be directly connected to the other component or intervening components may also be present. The terms "vertical", "horizontal", "upper", "lower", "left", "right" and the like are used in the description of the present utility model for the purpose of illustration only and do not represent the only embodiment.
Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present utility model, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.
In the present utility model, unless expressly stated or limited otherwise, a first feature "up" or "down" on a second feature may be that the first feature is in direct contact with the second feature, or that the first feature and the second feature are in indirect contact through intermedial media. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely under the second feature, or simply indicating that the first feature is less level than the second feature.
Unless defined otherwise, all technical and scientific terms used in the specification of the present utility model have the same meaning as commonly understood by one of ordinary skill in the art to which this utility model belongs. The terminology used in the description of the utility model herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the utility model. The term "and/or" as used in the description of the present utility model includes any and all combinations of one or more of the associated listed items.
As shown in fig. 1, the present utility model provides an all-terrain vehicle 200, which can normally travel in various regions such as beach, hillside, desert, etc., as a general-purpose tool for all-terrain vehicle 200. To clearly illustrate the structure of ATV 200, the present utility model defines the front, rear, left, right, above, and below of ATV 200 in FIG. 1. The front end to rear end direction of the all-terrain vehicle 200 is the longitudinal direction of the all-terrain vehicle 200, and the left side to right side direction of the all-terrain vehicle 200 is the transverse direction of the all-terrain vehicle 200.
Referring to fig. 1 and 2, an all-terrain vehicle 200 includes at least an all-terrain vehicle electric drive 100, front wheels 210, rear wheels 220, and a drive axle 230. All-terrain vehicle electric drive 100 is mounted to drive axle 230 to transfer power of all-terrain vehicle electric drive 100 to front wheels 210 and/or rear wheels 220 via drive axle 230 to effect movement of all-terrain vehicle 200. Here, transaxle 230 may include a front axle and/or a rear axle. When drive axle 230 includes a front axle or a rear axle, ATV 200 is two-drive. When drive axle 230 includes a front axle and a rear axle, ATV 200 is now four-wheeled. In this embodiment, drive axle 230 includes a front axle and a rear axle, and ATV electric drive 100 is mounted to half axle 101 of the front or rear axle.
The all-terrain vehicle electric transmission 100 includes a motor 10 and a transmission mechanism 20, the motor 10 includes a motor shaft 11, and an axis of the motor shaft 11 coincides with an axis of a half shaft 101 at least partially in a horizontal plane in an up-down direction. Wherein the axis of motor shaft 11 is disposed along the lateral direction of ATV 200 and parallel to the front or rear axle. The transmission mechanism 20 is connected with the motor shaft 11 for transmitting power of the motor shaft 11. The transmission mechanism 20 is in transmission connection with the half shaft 101 so as to drive the half shaft 101 to move. It should be noted that, the axis of the motor shaft is at least partially coincident with the axis of the half shaft in the horizontal plane in the up-down direction, and the axis of the motor 10 is parallel to or the same as the axis of the half shaft 101. In this way, the motor 10 occupies only the space in the vertical direction of the half shaft 101 in the transmission bridge, which not only reduces the ratio of the longitudinal dimension occupied by the all-terrain vehicle electric transmission device 100 on the all-terrain vehicle 200, but also has smaller overall volume and more compact structure of the all-terrain vehicle electric transmission device 100, and provides space for the arrangement of other components, thereby being beneficial to the integration of products. Meanwhile, the motor shaft 11 is transversely arranged, so that occupation of longitudinal space is reduced, and the requirement of compact structural arrangement of the all-terrain vehicle 200 is met.
Alternatively, the cooling mode used by the motor 10 may be one of air cooling, water cooling and oil cooling. The air cooling volume is small, and the cost is relatively low; the cooling effect of water cooling and oil cooling is relatively good. Therefore, which is specifically selected can be set according to actual requirements.
In an embodiment, the transmission mechanism 20 includes a first transmission unit 21, a first transmission shaft 22 and a second transmission unit 23, where the first transmission unit 21 is sleeved on the half shaft 101 and is fixedly connected with the motor shaft 11, so that the first transmission unit 21 can move along with the movement of the half shaft 101. The first transmission shaft 22 is fixed on the first transmission unit 21, and the second transmission unit 23 is simultaneously connected with the first transmission shaft 22 and the half shaft 101 so as to transmit the power of the first transmission shaft 22 to the half shaft 101 through the second transmission unit 23. In this way, the power generated by the motor 10 sequentially passes through the first transmission unit 21, the first transmission shaft 22 and the second transmission unit 23 to reach the half shaft 101, so that the half shaft 101 drives the ATV 200 to move. In addition, the first transmission unit 21 is sleeved on the half shaft 101, so that the space occupied by the first transmission unit 21 in the longitudinal direction can be reduced, and the electric transmission device 100 of the all-terrain vehicle is further compact in structure.
Specifically, in this embodiment, the motor shaft 11 is sleeved on the half shaft 101 of the rear axle, and the second transmission unit 23 is fixedly connected with the half shaft 101, so that the motor shaft 11 drives the half shaft 101 in the rear axle through the first transmission unit 21, the first transmission shaft 22 and the second transmission unit 23, that is, the all-terrain vehicle 200 is of a rear-drive type and is of a two-drive type. Of course, the motor shaft 11 may also be sleeved on the half shaft 101 of the front axle, and the second transmission unit 23 is fixedly connected with the half shaft 101 of the front axle, so that the motor shaft 11 drives the half shaft 101 in the front axle through the first transmission unit 21, the first transmission shaft 22 and the second transmission unit 23, that is, the all-terrain vehicle 200 is a front-drive vehicle type and is two-drive.
Preferably, the axis of the first transmission shaft 22 is disposed parallel to the axis of the motor shaft 11, that is, the first transmission shaft 22 also extends in the lateral direction of the ATV 200, and the first transmission shaft 22 is disposed at a distance from the motor shaft 11 in the longitudinal direction of the ATV 200. Meanwhile, the first transmission unit 21 and the second transmission unit 23 are disposed at intervals in the lateral direction. Thus, the first transmission shaft 22 is longitudinally arranged, and the first transmission unit 21 and the second transmission unit 23 transversely extend, so that the whole structure of the all-terrain vehicle electric transmission device 100 is more compact, the space size structure is smaller, and the whole matching and arrangement are facilitated.
As shown in fig. 2, the first transmission unit 21 and/or the second transmission unit 23 is provided as any one of a gear unit and a sprocket unit. In the present embodiment, the first transmission unit 21 and the second transmission unit 23 are both gear units, so that not only is the transmission precision high, but also the transmission is reliable.
Specifically, as shown in fig. 3, the first transmission unit 21 includes a first driving gear 211 and a first driven gear 212, and the first driving gear 211 and the first driven gear 212 are engaged with each other. The first driving gear 211 is fixedly connected with the motor shaft 11 to rotate along with the rotation of the motor shaft 11, and the first driven gear 212 is fixedly connected with the first transmission shaft 22. Here, the first driving gear 211 and the first driven gear 212 may be provided as any one of a spur gear or a helical gear.
As shown in fig. 4, the second transmission unit 23 includes a second driving gear 231 and a second driven gear 232, and the second driving gear 231 and the second driven gear 232 are engaged with each other. The second driving gear 231 is fixedly connected with the first transmission shaft 22, and the second driven gear 232 is in transmission connection with the half shaft 101. Therefore, under the drive of the first transmission shaft 22, the second driving gear 231 drives the second driven gear 232 to move, and then drives the half shaft 101 to move, so that the half shaft 101 is driven. Here, the second driving gear 231 and the second driven gear 232 may be provided as any one of a spur gear or a helical gear.
In the present embodiment, the first driving gear 211, the first driven gear 212, the second driving gear 231 and the second driven gear 232 belong to helical gears, and the helical gears have the advantages of stable operation, low noise, high bearing capacity and the like.
As shown in fig. 2, the transmission mechanism 20 further includes a third transmission unit 24, where the third transmission unit 24 is mounted on the first transmission shaft 22 and can be in transmission connection with the half shaft 101 in the front axle, so that the first transmission shaft 22 is transmitted to the half shaft 101 in the front axle through the third transmission unit 24, and the motor shaft 11 is sleeved on the half shaft 101 of the rear axle. That is, the power generated by the motor 10 is sequentially transmitted to the half shaft 101 in the front axle through the first transmission shaft 22 and the third transmission unit 24, and is also transmitted to the half shaft 101 of the rear axle through the second transmission unit 23, so that the four-wheel drive function of the all-terrain vehicle 200 can be realized. Of course, in another embodiment, the third transmission unit 24 is mounted on the first transmission shaft 22 and can be in driving connection with the half axle 101 in the rear axle to transmit the first transmission shaft 22 to the half axle 101 in the rear axle through the third transmission unit 24, and the motor shaft 11 is sleeved on the half axle 101 of the front axle. That is, the power generated by the motor 10 is sequentially transmitted to the half shaft 101 in the rear axle through the first transmission shaft 22 and the third transmission unit 24, and is also transmitted to the half shaft 101 of the front axle through the second transmission unit 23, so that the four-wheel drive function of the all-terrain vehicle 200 can be realized. The specific structure of the third transmission unit 24 will be described in detail below by taking the example that the motor shaft 11 is fitted over the half shaft 101 of the rear axle.
Specifically, as shown in fig. 5, the third transmission unit 24 includes a third driving gear 241, a third driven gear 242, and a third transmission shaft 243, the third driving gear 241 being mounted on the first transmission shaft 22; the third driven gear 242 is meshed with the third driving gear 241, and the axis of the third driven gear 242 is arranged perpendicular to the axis of the third driving gear 241; one end of the third transmission shaft 243 is fixed on the third driven gear 242, and the axis of the third transmission shaft 243 is parallel to the axis of the third driven gear 242, and the other end of the third transmission shaft 243 is in transmission connection with the half shaft 101 of the front axle. That is, the power transmission direction of the first transmission shaft 22 is changed by the third driving gear 241, the third driven gear 242.
Further, the third transmission unit 24 further comprises a clutch 244, and the clutch 244 is mounted on the third transmission shaft 243. The clutch 244 is mainly used for cutting off the power output of the third transmission shaft 243, i.e. when power is required to be transmitted to the half shaft 101 of the front axle, the clutch 244 can be controlled to cut off the transmission of the power of the third transmission shaft 243. In this manner, switching between the two-drive and four-drive functions of ATV 200 may be accomplished through clutch 244. The specific principles of clutch 244 are not set forth herein in the prior art.
Specifically, the clutch 244 may be any one of a dog clutch, an electromagnetic clutch, a synchronizer, and a wet clutch, and which is specifically selected may be selected according to actual circumstances.
As shown in fig. 2, the electric transmission 100 for an all-terrain vehicle further includes a differential gear 30, and the differential gear 30 is installed between the transmission mechanism 20 and the half shaft 101, for transmitting power while enabling wheels to run at different speeds, thereby enabling turning and other actions of the all-terrain vehicle 200. The structure of differential 30 is prior art and will not be described in detail herein.
In an embodiment, the transmission 20 may not include the third transmission unit 24, but instead include a parking mechanism (not shown) mounted on the first drive shaft 22. That is, the parking mechanism is used instead of the third transmission unit 24, and at this time, the transmission mechanism 20 can only transmit power to the half shaft 101 of the front axle or the rear axle, i.e., the all-terrain vehicle 200 is in a two-drive structure. Here, by providing the parking mechanism, the all-terrain vehicle 200 can be kept stationary after parking, and accidents caused by sliding of the all-terrain vehicle 200 during parking on a sloping road surface can be avoided, thereby improving safety.
The technical features of the above-described embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above-described embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.
The above examples illustrate only a few embodiments of the utility model, which are described in detail and are not to be construed as limiting the scope of the claims. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the utility model, which are all within the scope of the utility model. Accordingly, the scope of the utility model should be determined from the following claims.
Claims (10)
1. An all-terrain vehicle electric transmission mounted on a half shaft of a transmission axle of an all-terrain vehicle, characterized in that the all-terrain vehicle electric transmission comprises:
the motor comprises a motor shaft, and the axis of the motor shaft is at least partially overlapped with the axis of the half shaft on the horizontal plane along the up-down direction; wherein, the axis of the motor shaft is arranged along the transverse direction of the all-terrain vehicle and is parallel to the transmission bridge;
the transmission mechanism is connected with the motor shaft and used for transmitting the power of the motor shaft; the transmission mechanism is connected with the half shaft so as to drive the half shaft to move.
2. The all-terrain vehicle electric transmission of claim 1, characterized in that the transmission mechanism comprises:
the first transmission unit is sleeved on the half shaft and is fixedly connected with the motor shaft;
the first transmission shaft is fixed on the first transmission unit;
and the second transmission unit is simultaneously connected with the first transmission shaft and the half shaft, so that the power of the first transmission shaft is transmitted to the half shaft through the second transmission unit.
3. The all-terrain vehicle electric transmission of claim 2, characterized in that the axis of the first transmission shaft is disposed parallel to the axis of the motor shaft, and the first transmission unit and the second transmission unit are disposed at intervals in a lateral direction.
4. The all-terrain vehicle electric transmission of claim 2, characterized in that the first transmission unit and/or the second transmission unit is provided as any one of a gear unit, a sprocket unit.
5. The all-terrain vehicle electric transmission of claim 2, characterized in that the transmission bridge comprises a front axle and a rear axle, both having half shafts, the transmission mechanism further comprising:
the third transmission unit is arranged on the first transmission shaft and can be in transmission connection with a half shaft in the front axle, so that the first transmission shaft is transmitted to the half shaft in the front axle through the third transmission unit, and the motor is sleeved on the half shaft in the rear axle in a sleeved mode;
or the third transmission unit is arranged on the first transmission shaft and can be in transmission connection with the half shaft in the rear axle, so that the first transmission shaft is transmitted to the half shaft in the rear axle through the third transmission unit, and the motor is sleeved on the half shaft in the front axle in a sleeved mode.
6. The all-terrain vehicle electric transmission of claim 5, characterized in that the third transmission unit comprises:
the third driving gear is arranged on the first transmission shaft;
the third driven gear is meshed with the third driving gear, and the axis of the third driven gear is perpendicular to the axis of the third driving gear;
and one end of the third transmission shaft is fixed on the third driven gear, the axis of the third transmission shaft is parallel to the axis of the third driven gear, and the other end of the third transmission shaft is in transmission connection with the corresponding half shaft.
7. The all-terrain vehicle electric transmission of claim 6, characterized in that the third transmission unit further comprises:
and the clutch is arranged on the third transmission shaft.
8. The all-terrain vehicle electric transmission of claim 7, characterized in that the clutch is provided as any one of a dog tooth clutch, an electromagnetic clutch, a synchronizer, and a wet clutch.
9. The all-terrain vehicle electric transmission of claim 2, characterized in that the all-terrain vehicle electric transmission further comprises:
and the parking mechanism is arranged on the first transmission shaft.
10. An all-terrain vehicle, characterized in that it comprises at least: a transmission bridge and an all-terrain vehicle electric transmission device, wherein the transmission bridge is provided with a half shaft,
the all-terrain vehicle electric drive is mounted on the half shaft, and the all-terrain vehicle electric drive employs the all-terrain vehicle electric drive of any of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320785351.2U CN219821207U (en) | 2023-03-30 | 2023-03-30 | All-terrain vehicle electric transmission device and all-terrain vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320785351.2U CN219821207U (en) | 2023-03-30 | 2023-03-30 | All-terrain vehicle electric transmission device and all-terrain vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219821207U true CN219821207U (en) | 2023-10-13 |
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ID=88282925
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202320785351.2U Active CN219821207U (en) | 2023-03-30 | 2023-03-30 | All-terrain vehicle electric transmission device and all-terrain vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN219821207U (en) |
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2023
- 2023-03-30 CN CN202320785351.2U patent/CN219821207U/en active Active
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