CN220320261U - Reduction gearbox and vehicle - Google Patents
Reduction gearbox and vehicle Download PDFInfo
- Publication number
- CN220320261U CN220320261U CN202321821521.4U CN202321821521U CN220320261U CN 220320261 U CN220320261 U CN 220320261U CN 202321821521 U CN202321821521 U CN 202321821521U CN 220320261 U CN220320261 U CN 220320261U
- Authority
- CN
- China
- Prior art keywords
- driving gear
- bearing
- gear
- shaft
- driving
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 230000007246 mechanism Effects 0.000 claims abstract description 21
- 230000005540 biological transmission Effects 0.000 claims abstract description 16
- 230000000712 assembly Effects 0.000 claims description 4
- 238000000429 assembly Methods 0.000 claims description 4
- 238000009434 installation Methods 0.000 description 27
- 238000010586 diagram Methods 0.000 description 4
- 239000003638 chemical reducing agent Substances 0.000 description 3
- 230000002093 peripheral effect Effects 0.000 description 2
- 244000309464 bull Species 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Landscapes
- General Details Of Gearings (AREA)
Abstract
The application discloses reducing gear box and vehicle solves the technical problem that prior art gear warp easily. The speed reducing box comprises a speed reducing shell and a speed reducing mechanism; the speed reducing mechanism is arranged on the speed reducing shell through a bearing group and comprises more than two groups of shaft teeth, wherein one group of shaft teeth is in transmission connection with the driving element; the shaft teeth comprise a shaft and a driving gear, and a gap exists between a bearing close to the driving gear in the bearing group and the driving gear. Through the clearance between the bearing close to the driving gear in the bearing group and the driving gear, the phenomenon that the gear is distorted due to the fact that all the bearings are pressed on the full-tooth end face of the driving gear after the bearing group is pressed is avoided.
Description
Technical Field
The application belongs to the technical field of reduction boxes, and particularly relates to a reduction box and a vehicle.
Background
The transmission gear of the vehicle electric drive speed reducer can bend and deform when being stressed; the driven gear is free to deform when stressed because the phenomenon that parts are pressed on the end faces does not exist on two sides with larger reference circle diameter generally; the driving gear is easy to press-fit the flange of the inner ring of the bearing to the end face of the driving gear when the bearing is installed due to the fact that the diameter of the reference circle is relatively smaller, and the driving gear is blocked from deformation due to the fact that the flange of the inner ring of the bearing is pressed-fit to one side of the bearing, so that the driving gear is deformed under stress, and the driving gear is deformed in a torsion mode. The distortion can lead to unbalanced load of the gear, so that the service life is reduced, and the gear pair is meshed and misplaced greatly due to the distortion of the driving gear and the normal distortion of the driven gear, so that the squeal problem is great.
Disclosure of Invention
For solving present technical problem, this application provides a reducing gear box and vehicle to solve the technical problem that the gear warp deformation easily among the prior art.
In a first aspect of the present application, there is provided a reduction gearbox comprising:
a speed reduction housing;
the speed reducing mechanism is arranged on the speed reducing shell through a bearing group and comprises more than two groups of shaft teeth, wherein one group of shaft teeth is in transmission connection with the driving element; the shaft teeth assembly comprises a shaft for mounting the bearing and a driving gear, and a gap exists between the bearing close to the driving gear in the bearing group and the driving gear.
Further, when the root circle diameter of the driving gear is larger than the corresponding installation positioning diameter of the bearing, a boss is arranged in the radial direction of the driving gear, so that a gap exists between the driving gear and the corresponding bearing.
Furthermore, when the diameter of the root circle of the driving gear is smaller than the corresponding installation and positioning diameter of the bearing, the driving gear is provided with a notch formed by cutting more than half of the tooth height.
Further, when the root circle diameter of the driving gear is smaller than the installation positioning diameter of the corresponding bearing, a bushing is arranged between the driving gear and the corresponding bearing, so that a gap exists between the driving gear and the corresponding bearing.
Further, at least one set of shaft tooth assemblies of the speed reducing mechanism comprises a driven gear, and the driven gear is meshed with a driving gear in the adjacent shaft tooth assemblies.
Further, the cross section of the bushing is L-shaped, so that a gap exists between the driving gear and the corresponding bearing.
Further, along the radial direction of the driving gear, the L-shaped horizontal end of the bushing is connected with the driving gear and is positioned below half of the tooth height of the driving gear;
the vertical end of the L-shaped bushing is connected with the corresponding bearing.
Further, the gap is not greater than 1mm.
Further, the gap is 0.5mm to 1mm.
A vehicle, comprising:
a driving motor;
according to the reduction gearbox, one shaft of the reduction gearbox is connected with the driving motor through a spline.
A reduction gearbox provided according to one or more embodiments of the present application, wherein the reduction gearbox comprises a reduction housing and a reduction mechanism; the speed reducing mechanism is arranged on the speed reducing shell through a bearing group and comprises more than two groups of shaft teeth, wherein one group of shaft teeth is in transmission connection with the driving element; the shaft teeth comprise a shaft and a driving gear, and a gap exists between a bearing close to the driving gear in the bearing group and the driving gear. Through the clearance between the bearing close to the driving gear in the bearing group and the driving gear, the phenomenon that the gear is distorted due to the fact that all the bearings are pressed on the full-tooth end face of the driving gear after the bearing group is pressed is avoided.
Drawings
Fig. 1 shows a schematic structural diagram of a speed reducer assembly in an embodiment of the present application.
Fig. 2 shows a schematic structural diagram of a driving gear and a bearing when the root circle diameter of the driving gear is larger than the installation positioning diameter of the corresponding bearing in the embodiment of the application.
Fig. 3 shows a schematic diagram of the structure of the driving gear and the bearing in one way when the root circle diameter of the driving gear is smaller than the installation positioning diameter of the corresponding bearing in the embodiment of the present application.
Fig. 4 shows a schematic diagram of the structure of the driving gear and the bearing in another way when the root circle diameter of the driving gear is smaller than the installation positioning diameter of the corresponding bearing in the embodiment of the present application.
Fig. 5 shows a schematic view of the gear tooth form cutting in the case where the root circle diameter of the driving gear is smaller than the installation positioning diameter of the corresponding bearing in the embodiment of the present application.
Fig. 6 shows a schematic perspective view of a gear profile cut when the root circle diameter of the driving gear is smaller than the installation positioning diameter of the corresponding bearing in the embodiment of the present application.
Fig. 7 is a schematic perspective view of another view of the gear profile after cutting when the root circle diameter of the driving gear is smaller than the installation positioning diameter of the corresponding bearing in the embodiment of the present application.
Reference numerals illustrate: 100-reduction gearbox, 110-reduction housing, 120-reduction mechanism, 121-shaft a, 122-driving gear a, 123-bearing a, 124-shaft b, 125-driving gear b, 126-bearing b, 127-driven gear, 128-boss b, 129-boss a, 130-bushing.
Detailed Description
In order to make the present application more clearly understood by those skilled in the art, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application, and it is apparent that the described embodiments are only some embodiments of the present application, not all embodiments. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present disclosure.
The reduction gearbox, such as a gear reducer, achieves the purpose of reducing speed through the transmission of all stages of gears, for example, the purpose of reducing speed can be achieved by driving a large gear through a small gear, and the rotating speed can be greatly reduced by adopting a structure of a plurality of stages of gears, wherein the reduction gearbox generally comprises a driving gear and a driven gear, the diameter of the driven gear is larger, the driven gear and peripheral parts are not pressed, but the driving gear is smaller, and the problem that the peripheral parts press the end face of the driving gear is solved; since no part exists on two sides of the driven gear and is pressed on the end face, the two sides are free to deform when being stressed; the driving gear is pressed on the end face of the driving gear by the flange of the inner ring of the bearing, so that the forced deformation is that one side pressed on by the bearing is deformed less instead of the free deformation of the pressed position, and the deformation of the gear is in a distortion deformation state.
A description is made about the size of the diameter in the following embodiment, in which the bearing mounting diameter is set to D1; the diameter of the root circle is set to D2; the bearing installation positioning diameter is set to be D3.
Example 1:
referring to fig. 1, in a first aspect of the present application, a reduction gearbox is provided, wherein a reduction gearbox 100 includes a reduction housing 110 and a reduction mechanism 120, wherein the reduction mechanism 120 is disposed on the reduction housing 110 through a bearing set, the reduction mechanism 120 includes more than two sets of shaft teeth, and one set of shaft teeth is in transmission connection with a driving element; the shaft teeth assembly comprises a shaft for installing a bearing and a driving gear sleeved on the shaft, and a gap exists between the bearing, close to the driving gear, in the bearing group and the driving gear.
The gear comprises more than two groups of shaft teeth, wherein one group of shaft teeth comprises a shaft a121 and a driving gear a122, a bearing a123 is arranged on the shaft a121, the driving gear a122 is arranged on the shaft a121, the shaft a121 and the driving gear a122 can be integrally designed, the driving gear a122 and the shaft a121 form a whole, namely a tooth shaft, or the gear is separately designed, namely the driving gear a122 is arranged on the shaft a121 to form one group of shaft teeth; the other group of shaft teeth comprises a shaft b124 and a driving gear b125, a bearing b126 is arranged on the shaft b124, the driving gear b125 is arranged on the shaft b124, wherein the shaft b124 and the driving gear b125 can be integrally designed, the driving gear b125 and the shaft b124 form a whole, namely a tooth shaft, or can be separately designed, namely the driving gear b125 is arranged on the shaft b124 to form a group of shaft teeth; therefore, in order to avoid that the flange of the bearing inner ring is pressed on the end face of the driving gear, a gap exists between a bearing close to the driving gear in the bearing group and the driving gear. That is, there is a gap between the driving gear a122 and the bearing a123, and a gap between the driving gear b125 and the bearing b126, wherein the gap is not more than 1mm, preferably 0.5mm to 1mm, and may be 0.5mm, 0.6mm, 0.7mm, 0.9mm or 1mm. The gear deformation is prevented from being in a distortion state due to the fact that the flange of the inner ring of the bearing is pressed on the end face of the driving gear.
As shown in fig. 2, when the root circle diameter of the driving gear b125 is larger than the installation location diameter of the corresponding bearing b126, the installation location diameter of the bearing b126 in this embodiment is the diameter of the installation location installation surface of the bearing b126, which is used to ensure that the bearing is installed on the shaft b124, in order to avoid that the inner ring flange of the bearing is pressed onto the end surface of the driving gear b125, in some embodiments, a boss b128 is provided in the radial direction of the driving gear b125, so that a gap exists between the driving gear b125 and the corresponding bearing b 126. The boss b128 is arranged below the tooth root circle of the driving gear b125, and specifically, a circle of annular blocks is arranged below the tooth root circle of the driving gear b125 along the radial direction of the driving gear b 125; along the axial direction of the annular block, the inner diameter of the annular block can be gradually increased, gradually reduced or unchanged, so long as the maximum inner diameter of the annular block is not more than a root circle, and a gap between the gear end surface of the driving gear b125 and the mounting position of the bearing b126 can be ensured by arranging the boss b128 in the radial direction of the driving gear b125, wherein the gap is not more than 1mm, preferably 0.5 mm-1 mm, and can be 0.5mm, 0.6mm, 0.7mm, 0.9mm or 1mm.
As shown in fig. 3 and 5, the area a in fig. 5 is a tooth-shaped cut-out area, and when the root diameter D2 of the driving gear a122 is smaller than the installation positioning diameter D3 of the corresponding bearing a123, the driving gear a122 may be a cantilever beam, and thus the deformation of the driving gear a122 may be regarded as cantilever beam deformation. For the characteristic that the deformation of the cantilever beam is pressed near the bottom part and does not affect the deformation, it is required to ensure that the bearing installation positioning surface is below the gear engagement position for such a gear structure, so in order to avoid the deformation of the driving gear a122, as shown in fig. 5, in some embodiments, the tooth form may be cut by cutting to form a notch at more than half the tooth height of the driving gear a122, that is, cutting in the area a, specifically, cutting in a ring shape along the end face of the driving gear a122 near the installation positioning diameter of the bearing a123, so as to form a boss a129 on the end face of the driving gear a122, and a certain gap exists between the end face of the driving gear and the bearing installation position, wherein the gap is not more than 1mm, preferably 0.5 mm-1 mm, and may be 0.5mm, 0.6mm, 0.7mm, 0.9mm or 1mm.
As shown in fig. 6 and fig. 7, since the theoretical meshing position of the common gear meshing is at the pitch circle, i.e. the cantilever beam stress point, at this time, the bearing installation locating surface should be below the gear pitch circle so as to avoid deformation of the gear, if the meshing position of the driving gear a122 and the driven gear 127a is at the pitch circle position of the driving gear a122, the pitch circle position of the driving gear a122 may be the cantilever beam stress point, in some embodiments, in order to ensure that the bearing a123 installation locating surface is below the pitch circle position of the driving gear a122, a notch may be formed by cutting above the pitch circle of the driving gear a122, specifically, a ring cut is performed along the end face of the driving gear a122 near the installation locating diameter of the bearing a123, so as to form a boss a129 on the end face of the driving gear a122, so as to ensure that a certain gap exists between the end face of the driving gear a122 and the installation location of the bearing a123, where the gap is not greater than 1mm, preferably 0.5 mm-1 mm, 0.6mm, 0.7mm, 0.9mm or 1mm.
When the root circle diameter of the driving gear a122 is smaller than the installation positioning diameter of the corresponding bearing a123, if the tooth profile is cut at a position which is more than half of the tooth height of the driving gear a122, namely after annular cutting is carried out along the end face of the driving gear a122 which is close to the installation positioning diameter of the bearing a123, a boss a129 is formed on the gear end face of the driving gear a122 formed after cutting, and if the boss a129 formed at the moment still does not meet the installation positioning diameter requirement of the bearing a123, namely, a gap exists between the gear end face of the driving gear a122 and the corresponding bearing a123 at the moment, but the situation that the inner ring flange of the bearing a123 is pressed on the end face of the driving gear a122 cannot be avoided, namely, when the installation positioning diameter requirement of the bearing a123 is not met after the tooth profile of the driving gear a122 is cut. As shown in fig. 4, in some embodiments, a bushing 130 may be provided between the driving gear a122 and the corresponding bearing a123 such that a gap exists between the driving gear a122 and the corresponding bearing a 123. Specifically, the contact position between the bushing 130 and the gear end surface needs to be less than half the tooth height between the bushing 130 and the driving gear a122, and the contact position between the bushing 130 and the bearing needs to be greater than the minimum value of the bearing installation positioning diameter.
As shown in fig. 4, in some embodiments, the cross section of the bushing 130 is L-shaped, in order to ensure the uniformity of the gap between the driving gear a122 and the corresponding bearing a123, the L-shaped bushing 130 may have an annular structure, the cross section of the L-shaped bushing 130 is L-shaped, wherein the annular L-shaped structure is an integral structure, or a split structure, and when the L-shaped bushing 130 has a split structure, it specifically includes two annular blocks, wherein the outer diameter of the annular block near the bearing a123 is greater than the outer diameter near the driving gear a122, so that the two annular blocks form an annular structure, and the cross section of the bushing 130 forms an L-shape. The L-shape of the bushing 130 may be divided into a horizontal end of the bushing 130 and a vertical end of the bushing 130, that is, the horizontal end of the bushing 130 is connected with the end face of the driving gear a122, and the height of the horizontal end needs to satisfy less than half of the tooth height of the driving gear a 122; the vertical end of the bushing 130 is connected to the bearing a123, and the height of the vertical end of the bushing 130 needs to be greater than the minimum value of the mounting positioning diameter of the bearing a123, so that the active gear a122 has a gap with the corresponding bearing a 123. Wherein the gap is not more than 1mm, preferably 0.5mm to 1mm, and may be 0.5mm, 0.6mm, 0.7mm, 0.9mm or 1mm.
As shown in fig. 1, in some embodiments, at least one set of shaft tooth assemblies of the reduction mechanism 120 includes a driven gear 127, the driven gear 127 meshing with a drive gear in an adjacent shaft tooth assembly. In some embodiments, a driven gear 127 is also mounted on the shaft b124, wherein the driven gear 127 on the shaft b124 meshes with the driving gear a122 of the shaft a 121; in order to achieve the purpose of reducing the speed of the gear transmission of each stage of the reduction gearbox 100, the driving gear b125 and the driving gear a122 are pinion gears, and the driven gear 127 is a bull gear. The shaft gear assembly including the driven gear 127 may be understood as an intermediate transmission mechanism, and the reduction mechanism 120 may include multiple sets of intermediate transmission mechanisms, such as a first intermediate transmission mechanism, a second intermediate transmission mechanism, or a third intermediate transmission mechanism, where the driving gears on the multiple sets of intermediate transmission mechanisms are meshed with the adjacent driven gear 127, so as to achieve the purpose of reducing the speed of each stage of gear transmission of the reduction gearbox 100. The driving gears on the intermediate transmission mechanisms and the adjacent bearings have gaps, so that the situation that the driving gears are deformed to be in a distortion state due to the fact that the flanges of the inner rings of the bearings are pressed on the end faces of the driving gears is avoided. Wherein the gap is not more than 1mm, preferably 0.5mm to 1mm, and may be 0.5mm, 0.6mm, 0.7mm, 0.9mm or 1mm.
Example 2:
based on the same inventive concept, the present application also provides a vehicle including: a drive motor and the above-described reduction gearbox 100; one of the shafts of the reduction gearbox 100 is connected with the driving motor through a spline. The vehicle can be a pure electric vehicle or a hybrid electric vehicle, and can be a household car, a passenger car, a truck and the like. Since the specific structure of the vehicle is not improved in this embodiment, the structure of the unchanged portion of the vehicle in this embodiment may refer to the prior art, and the specific content is not described here.
In this application, unless expressly stated or limited otherwise, 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 way of additional features therebetween. Moreover, 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 indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
In the description of the present application, it should be understood that the terms "center," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise" indicate or positional relationships are based on the positional relationships shown in the drawings, merely for convenience of description and to simplify the description, and do not indicate or imply that the devices or elements 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 application.
In the present application, unless explicitly specified and limited otherwise, the terms "coupled," "secured," and the like are to be construed broadly, and for example, "secured" may be either permanently attached or removably attached, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the terms in this application will be understood by those of ordinary skill in the art as the case may be.
In addition, descriptions such as those related to "first," "second," and the like, are provided for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated in this application. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more features. In the description of the present application, the meaning of "a plurality" is two or more, unless explicitly defined otherwise.
While embodiments of the present application 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 principles and spirit of the application, the scope of which is defined by the claims and their equivalents.
Claims (10)
1. A reduction gearbox, comprising:
a speed reduction housing;
the speed reducing mechanism is arranged on the speed reducing shell through a bearing group and comprises more than two groups of shaft teeth, wherein one group of shaft teeth is in transmission connection with the driving element; the shaft teeth assembly comprises a shaft for mounting the bearing and a driving gear, and a gap exists between the bearing close to the driving gear in the bearing group and the driving gear.
2. The reduction gearbox according to claim 1, wherein when a root circle diameter of the driving gear is larger than a mounting positioning diameter of the corresponding bearing, a boss is provided in a radial direction of the driving gear so that a gap exists between the driving gear and the corresponding bearing.
3. The reduction gearbox according to claim 1, wherein the drive gear is provided with notches cut by more than half of the tooth height when the root circle diameter of the drive gear is smaller than the corresponding mounting location diameter of the bearing.
4. A reduction gearbox according to claim 1, wherein a bushing is provided between the drive gear and the corresponding bearing when the root circle diameter of the drive gear is smaller than the mounting location diameter of the corresponding bearing, such that there is a gap between the drive gear and the corresponding bearing.
5. The reduction gearbox of any one of claims 1-4, wherein at least one set of shaft tooth assemblies of the reduction mechanism includes a driven gear that meshes with a drive gear in an adjacent shaft tooth assembly.
6. The reduction gearbox of claim 4, wherein the bushing is L-shaped in cross section such that the drive gear is in clearance with the corresponding bearing.
7. The reduction gearbox of claim 6, wherein the L-shaped horizontal end of the bushing is connected to the drive gear in a radial direction of the drive gear and is located below half a tooth height of the drive gear;
the vertical end of the L-shaped bushing is connected with the corresponding bearing.
8. A gearbox according to any one of claims 1-3, characterised in that the clearance is not more than 1mm.
9. The reduction gearbox of claim 8, wherein the gap is 0.5mm to 1mm.
10. A vehicle, characterized by comprising:
a driving motor;
a gearbox according to any one of claims 1 to 9, wherein one of said shafts of said gearbox is splined to said drive motor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321821521.4U CN220320261U (en) | 2023-07-12 | 2023-07-12 | Reduction gearbox and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321821521.4U CN220320261U (en) | 2023-07-12 | 2023-07-12 | Reduction gearbox and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN220320261U true CN220320261U (en) | 2024-01-09 |
Family
ID=89412104
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202321821521.4U Active CN220320261U (en) | 2023-07-12 | 2023-07-12 | Reduction gearbox and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN220320261U (en) |
-
2023
- 2023-07-12 CN CN202321821521.4U patent/CN220320261U/en active Active
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP2866247B2 (en) | Series and series of orthogonal gear units with motor | |
| CN1212215A (en) | Limited slip differential and improved differential assembly therefor | |
| EP1731353A2 (en) | Seat reclining apparatus | |
| US9222567B2 (en) | Asymmetric toothing | |
| EP2902662B1 (en) | Reverse gear intermediate shaft supporting structure of transmission | |
| JP2008278656A (en) | Hypoid gear motor and method of manufacturing the same | |
| DE202019103781U1 (en) | Twin gearbox with a double input shaft | |
| DE102020119035A1 (en) | ELECTRIC DRIVE TRAIN WITH SUN BEARING | |
| CN220320261U (en) | Reduction gearbox and vehicle | |
| EP2241780B1 (en) | Planetary reduction gear apparatus | |
| KR20220061125A (en) | Bearing supports for parallel electric axle gear assemblies | |
| US11554767B2 (en) | Electric parking brake actuator assembly | |
| US11603907B2 (en) | Gearwheel transmission | |
| EP0058967A1 (en) | Speedometer drive gear arrangement in transaxle | |
| US20090084211A1 (en) | Hypoid gear device and final reduction gear for vehicle | |
| CN102713317B (en) | For bearing means and the adjustment drive unit with bearing means of driver element | |
| CN211579773U (en) | Bevel gear bridge type flexible connection structure for connecting outer rotor motor and driven shaft | |
| DE102020118194A1 (en) | Twin gearbox with a double input shaft | |
| JP4232988B1 (en) | Oil-free multi-row chain | |
| CN210118444U (en) | Transmission and vehicle | |
| JP7356374B2 (en) | differential | |
| CN221170642U (en) | Gear, transmission and vehicle | |
| CN217623741U (en) | Steering gear and formula car | |
| US11739820B2 (en) | Powertrain and all-terrain vehicle | |
| CN220896453U (en) | Coaxial electric drive structure and vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |