CN219904059U - Driving axle and vehicle with same - Google Patents
Driving axle and vehicle with same Download PDFInfo
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- CN219904059U CN219904059U CN202320873125.XU CN202320873125U CN219904059U CN 219904059 U CN219904059 U CN 219904059U CN 202320873125 U CN202320873125 U CN 202320873125U CN 219904059 U CN219904059 U CN 219904059U
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- 230000005540 biological transmission Effects 0.000 claims abstract description 45
- 230000008859 change Effects 0.000 claims abstract description 23
- 230000007246 mechanism Effects 0.000 claims abstract description 23
- 239000000446 fuel Substances 0.000 description 4
- 208000032370 Secondary transmission Diseases 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000000295 fuel oil Substances 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
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- 230000008569 process Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
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Abstract
The utility model discloses a drive axle and a vehicle with the drive axle, wherein a speed ratio switching mechanism is connected with a speed change sliding sleeve; the input shaft is connected with a constant speed ratio driving gear, the input shaft sleeve is provided with a large speed ratio first gear and a small speed ratio first gear, and the speed change sliding sleeve is selectively sleeved on one of the constant speed ratio driving gear, the large speed ratio first gear and the small speed ratio first gear; the transmission shaft is connected with a constant-speed-ratio driven gear, a large-speed-ratio second gear and a small-speed-ratio second gear; a differential; when the speed-changing sliding sleeve is sleeved with the constant-speed-ratio driving gear, the constant-speed-ratio driving gear is meshed with the constant-speed-ratio driven gear; when the small-speed-ratio first gear is sleeved on the speed-change sliding sleeve, the small-speed-ratio first gear is meshed with the small-speed-ratio second gear; when the speed-changing sliding sleeve is sleeved with the first gear with the large speed ratio, the second gear with the large speed ratio is meshed with the second gear with the large speed ratio. The drive axle provided by the embodiment of the utility model has the advantages of high power transmission efficiency, good economy, high reliability and the like.
Description
Technical Field
The utility model relates to the technical field of vehicles, in particular to a drive axle and a vehicle with the drive axle.
Background
In the related art, the fuel oil vehicle transmits power to the drive axle through the engine, the vehicle generally has only one or two speed ratio drive axles, and in the use process of a user, the drive axle can often meet various use working conditions such as mountain areas, urban areas, high speed and the like, the economy is poor under the condition of meeting the power performance, the vehicle can not reach the optimal state, the running efficiency of the vehicle is lower, and the running cost is increased.
Disclosure of Invention
The present utility model aims to solve at least one of the technical problems existing in the prior art. Therefore, an object of the present utility model is to provide a drive axle for a fuel vehicle, which has advantages of high power transmission efficiency, good economy, high reliability, and the like.
The utility model also proposes a vehicle for a drive axle with a fuel vehicle.
To achieve the above object, a transaxle of a fuel vehicle according to an embodiment of a first aspect of the present utility model includes: the speed ratio switching mechanism is connected with a speed change sliding sleeve; the input shaft is suitable for being in transmission connection with an engine, the input shaft is connected with a constant speed ratio driving gear, the input shaft sleeve is provided with a large speed ratio first gear and a small speed ratio first gear, and the speed change sliding sleeve is selectively sleeved on one of the constant speed ratio driving gear, the large speed ratio first gear and the small speed ratio first gear; the transmission shaft is connected with a constant-speed-ratio driven gear, a large-speed-ratio second gear and a small-speed-ratio second gear; the transmission shaft is in transmission connection with the differential mechanism; when the speed change sliding sleeve is sleeved on the constant-speed-ratio driving gear, the constant-speed-ratio driving gear is meshed with the constant-speed-ratio driven gear; when the speed change sliding sleeve is sleeved on the first small-speed-ratio gear, the first small-speed-ratio gear is meshed with the second small-speed-ratio gear; when the speed change sliding sleeve is sleeved on the first gear with the large speed ratio, the second gear with the large speed ratio is meshed with the second gear with the large speed ratio.
The drive axle provided by the embodiment of the utility model has the advantages of high power transmission efficiency, good economy, high reliability and the like.
According to some embodiments of the utility model, the drive axle further comprises: the drive axle housing, speed ratio switching mechanism, the transmission shaft all is in the drive axle housing, the input shaft stretches into from one side of engine the drive axle housing.
According to some embodiments of the utility model, the constant speed ratio drive gear is located between the large speed ratio first gear and the small speed ratio first gear; the constant speed ratio driven gear is located between the large speed ratio second gear and the small speed ratio second gear.
According to some embodiments of the utility model, the diameter of the large-speed-ratio first gear is smaller than the diameter of the constant-speed-ratio driving gear, the diameter of the small-speed-ratio first gear is larger than the diameter of the constant-speed-ratio driven gear, the diameter of the large-speed-ratio second gear is larger than the diameter of the constant-speed-ratio driven gear, and the diameter of the small-speed-ratio second gear is smaller than the diameter of the constant-speed-ratio driven gear.
According to some embodiments of the utility model, the ratio of the small ratio first gear to the constant ratio drive gear is 1.5, and the ratio of the large ratio first gear to the constant ratio drive gear is 0.5.
Further, the transmission ratio of the small-speed-ratio second gear to the small-speed-ratio first gear is 1.5, and the transmission ratio of the large-speed-ratio second gear to the large-speed-ratio first gear is 0.5.
According to some embodiments of the utility model, the speed ratio switching mechanism includes: one end of the connecting arm is connected with the speed changing sliding sleeve; and the air cylinder is connected with the connecting arm and drives the connecting arm to move along the axial direction of the input shaft.
According to some embodiments of the utility model, the differential comprises: and one end of the transmission shaft is provided with a differential driving gear which is suitable for being in transmission connection with the differential driven gear.
According to some embodiments of the utility model, the differential drive gear and the differential driven gear are both helical gears and intermesh with each other.
An embodiment according to a second aspect of the present utility model proposes a vehicle comprising: the transaxle according to the above-described embodiment of the present utility model.
According to the vehicle disclosed by the embodiment of the utility model, the drive axle disclosed by the embodiment of the utility model has the advantages of high power transmission efficiency, good economy, high reliability and the like.
Additional aspects and advantages of the utility model will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the utility model.
Drawings
The foregoing and/or additional aspects and advantages of the utility model will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:
FIG. 1 is a schematic transmission diagram of a drive axle according to an embodiment of the present utility model;
reference numerals:
drive axle 1, speed ratio switching mechanism 100, shift sleeve 110, input shaft 200, large-speed-ratio first gear 210, constant-speed-ratio drive gear 220, small-speed-ratio first gear 230, constant-speed-ratio driven gear 310, propeller shaft 300, and drive shaft,
A large speed ratio second gear 320, a small speed ratio second gear 330, a transaxle case 400, a link arm 120,
Cylinder 130, differential 500, differential drive gear 340, differential driven gear 510.
Detailed Description
Embodiments of the present utility model are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the utility model.
In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present utility model and to simplify the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present utility model.
In the description of the utility model, a "first feature" or "second feature" may include one or more of such features.
In the description of the utility model, "a plurality" means two or more, and "a number" means one or more.
In the description of the utility model, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, and may also include the first and second features not being in direct contact but being in contact with each other by another feature therebetween.
In the description of the utility model, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature.
A transaxle 1 according to an embodiment of the present utility model is described below with reference to the drawings.
As shown in fig. 1, a transaxle 1 according to an embodiment of the present utility model includes a speed ratio switching mechanism 100, an input shaft 200, a propeller shaft 300, and a differential 500.
The speed ratio switching mechanism 100 is connected to a shift sleeve 110. The input shaft 200 is suitable for being in transmission connection with an engine, the input shaft 200 is connected with a constant speed ratio driving gear 220, the input shaft 200 is sleeved with a large speed ratio first gear 210 and a small speed ratio first gear 230, and the speed change sliding sleeve 110 is selectively sleeved on one of the constant speed ratio driving gear 220, the large speed ratio first gear 210 and the small speed ratio first gear 230. The propeller shaft 300 is connected with a constant speed ratio driven gear 310, a large speed ratio second gear 320, and a small speed ratio second gear 330. Drive shaft 300 is drivingly connected to differential 500.
When the shift sleeve 110 is fitted over the constant-speed-ratio drive gear 220, the constant-speed-ratio drive gear 220 is engaged with the constant-speed-ratio driven gear 310. When the speed-changing sliding sleeve 110 is sleeved on the first gear 230 with a small speed ratio, the first gear 230 with a small speed ratio is meshed with the second gear 330 with a small speed ratio. When the speed-changing sliding sleeve 110 is sleeved on the first gear 210 with a large speed ratio, the second gear 320 with a large speed ratio is meshed with the second gear 320 with a large speed ratio.
For example, when the vehicle is traveling on a road in urban area, the speed and load are relatively moderate, at this time, the speed ratio switching mechanism 100 drives the shift sliding sleeve 110 to move to the constant speed ratio driving gear 220 and sleeve the constant speed ratio driving gear 220, at this time, the constant speed ratio driving gear 220 is meshed with the constant speed ratio driven gear 310, the drive axle 1 is driven at an intermediate speed ratio, and the output speed and the driving force of the drive axle 1 are moderate.
In complex road conditions such as mountain areas, the speed ratio switching mechanism 100 drives the speed ratio sliding sleeve 110 to move to the large speed ratio first gear 210 and is sleeved with the large speed ratio first gear 210, the large speed ratio first gear 210 is meshed with the large speed ratio second gear 320, the driving axle 1 is driven at a large speed ratio, and the output speed of the driving axle 1 is small and the driving force is high.
In the highway under high-speed road conditions, the speed ratio switching mechanism 100 drives the speed change sliding sleeve 110 to move to the first gear 230 with a small speed ratio and is sleeved with the first gear 230 with a small speed ratio, the first gear 230 with a small speed ratio is meshed with the second gear 330 with a small speed ratio, the driving axle 1 is driven with a small speed ratio, and the driving axle 1 has a large output speed and a small driving force.
The drive axle 1 according to the embodiment of the utility model, in particular the drive axle 1 for a fuel vehicle, is in driving connection with an input shaft 200, which is in driving connection with an engine, the power of which is transmitted to the drive axle 1. The speed ratio switching mechanism 100 is constructed by the drive axle 1, the speed change sliding sleeve 110 of the speed ratio switching mechanism 100 is sleeved with one of the constant speed ratio driving gear 220, the large speed ratio first gear 210 and the small speed ratio first gear 230 on the input shaft 200, and three gears are formed by switching the speed change sliding sleeve 110 of the speed ratio switching mechanism 100, so that a high gear, a low gear and a medium gear are respectively formed.
When the constant speed ratio driving gear 220 is sleeved on the shift sleeve 110 of the speed ratio switching mechanism 100, only the constant speed ratio driving gear 220 is meshed with the constant speed ratio driven gear 310, the constant speed ratio driving gear 220 does not transmit with the large speed ratio first gear 210 and the small speed ratio first gear 230, power of the engine is transmitted to the constant speed ratio driven gear 310 and the propeller shaft 300 through the constant speed ratio driving gear 220, and the propeller shaft 300 transmits constant speed ratio power to the differential 500.
When the large-speed-ratio first gear 210 is sleeved on the speed change sliding sleeve 110 of the speed ratio switching mechanism 100, the constant-speed-ratio driving gear 220 is in transmission connection with the large-speed-ratio first gear 210, the large-speed-ratio first gear 210 is in transmission connection with the large-speed-ratio second gear 320, power of the engine is firstly transmitted to the constant-speed-ratio driving gear 220, the constant-speed-ratio driving gear 220 transmits the power to the large-speed-ratio first gear 210, the large-speed-ratio first gear 210 transmits the power to the large-speed-ratio second gear 320 and the transmission shaft 300, and the transmission shaft 300 transmits the large-speed-ratio power to the differential 500. It should be appreciated that when the constant speed ratio driving gear 220 is in driving connection with the large speed ratio first gear 210, the speed change sliding sleeve 110 may lock the constant speed ratio driving gear 220 and the large speed ratio first gear 210, or the constant speed ratio driving gear 220 may indirectly transmit power to the large speed ratio first gear 210 through other gears.
When the large-speed-ratio second gear 320 is sleeved on the speed-change sliding sleeve 110 of the speed-ratio switching mechanism 100, the constant-speed-ratio driving gear 220 is in transmission connection with the small-speed-ratio first gear 230, the small-speed-ratio first gear 230 is in transmission connection with the small-speed-ratio second gear 330, power of the engine is firstly transmitted to the constant-speed-ratio driving gear 220, the constant-speed-ratio driving gear 220 transmits the power to the small-speed-ratio first gear 230, the small-speed-ratio first gear 230 transmits the power to the small-speed-ratio second gear 330 and the transmission shaft 300, and the transmission shaft 300 transmits the small-speed-ratio power to the differential 500. It should be appreciated that when the constant speed ratio driving gear 220 is in driving connection with the small speed ratio first gear 230, the speed change sliding sleeve 110 may lock the constant speed ratio driving gear 220 and the small speed ratio first gear 230, or the constant speed ratio driving gear 220 may indirectly transmit power to the small speed ratio first gear 230 through other gears.
The shift sleeve 110 changes the power transmission path by switching between the high gear, the low gear and the medium gear to realize the conversion of the equal speed ratio, the large speed ratio and the small speed ratio, thereby smoothly transmitting the power of the engine to the axle, and realizing the advantages of good flexibility, simple operation, high reliability and economy.
Therefore, the drive axle 1 according to the embodiment of the utility model has the advantages of high power transmission efficiency, good economy, high reliability and the like.
In some embodiments of the present utility model, as shown in fig. 1, the drive axle 1 further includes a drive axle housing 400, and the speed ratio switching mechanism 100, the input shaft 200, and the transmission shaft 300 are all located in the drive axle housing 400, and the input shaft 200 extends into the drive axle housing 400 from one side of the engine.
In this way, the input shaft, the transmission shaft 300, and the large-speed-ratio first gear 210, the large-speed-ratio second gear 320, the constant-speed-ratio driving gear 220, the constant-speed-ratio driven gear 310, the small-speed-ratio first gear 230, and the small-speed-ratio second gear 330 thereon are all located inside the drive axle housing 400, and the transmission structure of the drive axle 1 has higher integrity, and does not occupy the space outside the drive axle housing 400. The power of the engine is transmitted from the outside of the transaxle housing 400 to the transaxle housing 400, and space utilization is more reasonable.
In some embodiments of the present utility model, as shown in FIG. 1, the constant speed ratio drive gear 220 is located between the large speed ratio first gear 210 and the small speed ratio first gear 230. The equal speed ratio driven gear 310 is located between the large speed ratio second gear 320 and the small speed ratio second gear 330. When the speed ratio is required to be changed, the speed change sliding sleeve 110 only needs to move to two sides of the constant speed ratio driving gear 220, the moving distance is short, and the speed change is faster.
Further, as shown in fig. 1, the diameter of the large-ratio first gear 210 is smaller than the diameter of the constant-ratio driving gear 220, the diameter of the small-ratio first gear 230 is larger than the diameter of the constant-ratio driven gear 310, the diameter of the large-ratio second gear 320 is larger than the diameter of the constant-ratio driven gear 310, and the diameter of the small-ratio second gear 330 is smaller than the diameter of the constant-ratio driven gear 310. Wherein the diameter of the gear is specifically the pitch circle diameter.
For example, when the shift sleeve 110 is sleeved on the large speed ratio first gear 210, the large speed ratio first gear 210 and the constant speed ratio driving gear 220 are locked to rotate together. When the shift sleeve 110 is sleeved on the first gear 230 with a small speed ratio, the first gear 230 with a small speed ratio and the driving gear 220 with a constant speed ratio are locked to rotate together.
When the large speed ratio works, the constant speed ratio driving gear 220 and the large speed ratio first gear 210 with smaller diameter rotate together, and the large speed ratio first gear 210 with smaller diameter transmits power to the large speed ratio second gear 320 with larger diameter, so that large speed ratio transmission is realized, and the driving force is stronger. When the small speed ratio works, the constant speed ratio gear and the large diameter small speed ratio first gear 230 rotate together, and the large diameter small speed ratio first gear 230 transmits power to the small diameter large speed ratio second gear 320, so that small speed ratio transmission is realized, and the device is more suitable for high-speed running.
In some embodiments of the present utility model, the ratio of the small ratio first gear 230 to the constant ratio drive gear 220 is 1.5, and the ratio of the large ratio first gear 210 to the constant ratio drive gear 220 is 0.5.
Further, the transmission ratio of the small speed ratio second gear 330 to the small speed ratio first gear 230 is 1.5, and the transmission ratio of the large speed ratio second gear 320 to the large speed ratio first gear 210 is 0.5.
In this way, at the time of the small speed ratio transmission, the speed change between the constant speed ratio drive gear 220 and the small speed ratio first gear 230, and the secondary speed change between the small speed ratio first gear 230 and the small speed ratio second gear 330 are performed. In the large-speed ratio transmission, the transmission between the constant-speed-ratio drive gear 220 and the large-speed-ratio first gear 210 and the secondary transmission between the large-speed-ratio first gear 210 and the large-speed-ratio second gear 320 are performed. By shifting twice, a larger ratio shift can be achieved.
In some embodiments of the present utility model, as shown in FIG. 1, the ratio shift mechanism 100 includes a connecting arm 120 and a cylinder 130. One end of the connecting arm 120 is connected to the shift sleeve 110. The cylinder 130 is connected to the connection arm 120 and drives the connection arm 120 to move in the axial direction of the input shaft 200.
For example, the operation of the cylinder 130 may be controlled by a cab operation control button, and the driver may move the link arm 120 by controlling the cylinder 130, so that the shift sleeve 110 moves between the constant speed ratio driving gear 220, the large speed ratio first gear 210, and the small speed ratio first gear 230, and the control of the speed ratio switching is more reliable.
In some embodiments of the present utility model, as shown in FIG. 1, differential 500 includes a differential driven gear 510, and a differential drive gear 340 is provided at one end of drive shaft 300, with differential drive gear 340 being adapted for driving connection with differential driven gear 510.
After power is transmitted to the propeller shaft 300, the differential driving gear 340 is provided on the propeller shaft 300 to transmit power to the differential driven gear 510, thereby ensuring power transmission to the differential 500.
Further, as shown in fig. 1, the differential drive gear 340 and the differential driven gear 510 are both helical gears and mesh with each other. The axis of the differential driven gear 510 is disposed coaxially with the axle shaft and the differential drive gear 340 is perpendicular to the axle shaft. Wherein, differential 500 still is provided with the rear axle differential lock between left semi-axis and right semi-axis. The locking and unlocking of the left half shaft and the right half shaft are controlled through the differential lock, and the rigid connection of the left half shaft and the right half shaft can be realized under some working conditions, so that the left half shaft and the right half shaft can synchronously rotate, and enough traction force is generated.
A vehicle according to an embodiment of the present utility model is described below.
According to an embodiment of the present utility model, a vehicle includes: the transaxle 1 according to the above-described embodiment of the present utility model.
According to the vehicle of the embodiment of the present utility model, by using the transaxle 1 according to the above embodiment of the present utility model, there are advantages of high power transmission efficiency, good economy, high reliability, and the like.
Other constructions and operations of the transaxle 1 and the vehicle according to the embodiment of the present utility model are known to those skilled in the art, and will not be described in detail herein.
In the description herein, reference to the term "particular embodiment," "particular example," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples.
While embodiments of the present utility model have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the utility model, the scope of which is defined by the claims and their equivalents.
Claims (10)
1. A drive axle, comprising:
the speed ratio switching mechanism is connected with a speed change sliding sleeve;
the input shaft is suitable for being in transmission connection with an engine, the input shaft is connected with a constant speed ratio driving gear, the input shaft sleeve is provided with a large speed ratio first gear and a small speed ratio first gear, and the speed change sliding sleeve is selectively sleeved on one of the constant speed ratio driving gear, the large speed ratio first gear and the small speed ratio first gear;
the transmission shaft is connected with a constant-speed-ratio driven gear, a large-speed-ratio second gear and a small-speed-ratio second gear;
the transmission shaft is in transmission connection with the differential mechanism;
when the speed change sliding sleeve is sleeved on the constant-speed-ratio driving gear, the constant-speed-ratio driving gear is meshed with the constant-speed-ratio driven gear; when the speed change sliding sleeve is sleeved on the first small-speed-ratio gear, the first small-speed-ratio gear is meshed with the second small-speed-ratio gear; when the speed change sliding sleeve is sleeved on the first gear with the large speed ratio, the second gear with the large speed ratio is meshed with the second gear with the large speed ratio.
2. The drive axle of claim 1, further comprising: the drive axle housing, speed ratio switching mechanism, the transmission shaft all is in the drive axle housing, the input shaft stretches into from one side of engine the drive axle housing.
3. The drive axle of claim 1 wherein the constant ratio drive gear is located between the large ratio first gear and the small ratio first gear; the constant speed ratio driven gear is located between the large speed ratio second gear and the small speed ratio second gear.
4. A transaxle according to claim 3 wherein the diameter of the large ratio first gear is smaller than the diameter of the constant ratio drive gear, the diameter of the small ratio first gear is larger than the diameter of the constant ratio driven gear, the diameter of the large ratio second gear is larger than the diameter of the constant ratio driven gear, and the diameter of the small ratio second gear is smaller than the diameter of the constant ratio driven gear.
5. The drive axle of claim 4 wherein the ratio of the small ratio first gear to the constant ratio drive gear is 1.5 and the ratio of the large ratio first gear to the constant ratio drive gear is 0.5.
6. The drive axle of claim 4 wherein the ratio of the small ratio second gear to the small ratio first gear is 1.5 and the ratio of the large ratio second gear to the large ratio first gear is 0.5.
7. The transaxle of claim 1, wherein the speed ratio switching mechanism comprises:
one end of the connecting arm is connected with the speed changing sliding sleeve;
and the air cylinder is connected with the connecting arm and drives the connecting arm to move along the axial direction of the input shaft.
8. The drive axle of claim 1 wherein said differential comprises: and one end of the transmission shaft is provided with a differential driving gear which is suitable for being in transmission connection with the differential driven gear.
9. The drive axle of claim 8 wherein said differential drive gear and said differential driven gear are both helical gears and intermesh with each other.
10. A vehicle, characterized by comprising: the drive axle according to any one of claims 1-9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320873125.XU CN219904059U (en) | 2023-04-18 | 2023-04-18 | Driving axle and vehicle with same |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320873125.XU CN219904059U (en) | 2023-04-18 | 2023-04-18 | Driving axle and vehicle with same |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219904059U true CN219904059U (en) | 2023-10-27 |
Family
ID=88434458
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202320873125.XU Active CN219904059U (en) | 2023-04-18 | 2023-04-18 | Driving axle and vehicle with same |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN219904059U (en) |
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2023
- 2023-04-18 CN CN202320873125.XU patent/CN219904059U/en active Active
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