CN221162228U - Single-side arrangement multi-gear electric drive bridge transmission system - Google Patents
Single-side arrangement multi-gear electric drive bridge transmission system Download PDFInfo
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- CN221162228U CN221162228U CN202322946780.6U CN202322946780U CN221162228U CN 221162228 U CN221162228 U CN 221162228U CN 202322946780 U CN202322946780 U CN 202322946780U CN 221162228 U CN221162228 U CN 221162228U
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Abstract
There is provided a single-sided arrangement multi-gear electrically driven bridge transmission system comprising: a primary drive gear; the first-stage driven gear is meshed with the first-stage driving gear, and the first shifting driving gear and the second shifting driving gear are fixed on the second parallel shaft; the first gear shifting driving gear is meshed with the first gear shifting driven gear, and the second gear shifting driving gear is meshed with the second gear shifting driven gear; and a third gear-shifting driven gear and a fourth gear-shifting driven gear are sleeved on the periphery of a shell of the differential, the third gear-shifting driving gear is meshed with the third gear-shifting driven gear, and the fourth gear-shifting driving gear is meshed with the fourth gear-shifting driven gear. The ratio between gear shifts is greatly reduced, so that gear shift impact can be reduced, and the gearbox body and the axle housing are conveniently designed separately.
Description
Technical Field
The utility model relates to the field of new energy automobile parts, in particular to a single-side arrangement multi-gear electric drive bridge transmission system.
Background
New energy automobiles are increasingly receiving national importance. The time for the electric drive axle to be applied to the commercial vehicle is relatively short, the electric drive axle is currently in the explosive research and development stage, the products which are really mature to be applied are not more, the space arrangement of the electric drive axle is limited, and the electric drive axle which is applied or is being researched on the market is mostly in a single-gear or two-gear structure. The single-gear electric drive axle can reduce the complexity of the gearbox, only one speed reducing mechanism is needed to be configured, but the motor is required to provide enough torque and high rotation speed so as to meet the requirements of climbing property and high speed of a vehicle, the motor is often large in size, the motor and electric control cost are high, and the motor is not large in operating proportion in a high-efficiency interval because of no gear adjustment, so that the overall efficiency of the motor is not high. The two-gear electric drive axle can improve the problem brought by the one-gear electric drive axle to a great extent, but the problems of less gears and large gear shifting impact still exist, and meanwhile, the gearbox and the axle housing shell cannot be designed independently.
Therefore, there is a need to develop a single-sided arrangement of a multi-speed electric drive axle transmission system that solves one or more of the above-mentioned technical problems.
Disclosure of utility model
To solve at least one of the above problems, according to an aspect of the present utility model, there is provided a single-side arranged multi-gear electric drive axle transmission system, which is characterized by comprising:
a primary driving gear connected to and driven by the motor via a first parallel shaft;
a first-stage driven gear meshed with the first-stage driving gear and fixed on the second parallel shaft,
The first gear shifting driving gear and the second gear shifting driving gear are fixed on the second parallel shaft;
The first gear shifting driving gear is meshed with the first gear shifting driven gear, and the second gear shifting driving gear is meshed with the second gear shifting driven gear; and
The differential mechanism is provided with a first power output half shaft and a second power output half shaft, a third gear-shifting driven gear and a fourth gear-shifting driven gear are sleeved on the periphery of a shell of the differential mechanism, the third gear-shifting driving gear is meshed with the third gear-shifting driven gear, and the fourth gear-shifting driving gear is meshed with the fourth gear-shifting driven gear;
Wherein the first power take off half shaft is connected to the first wheel and the second power take off half shaft is connected to the second wheel, the first shifter is selectively coupled to the first shift passive gear or the second shift passive gear, and the second shifter is selectively coupled to the third shift drive gear or the fourth shift drive gear.
According to yet another aspect of the present utility model, the first, second and third parallel shafts are arranged parallel to each other and on a single side of the differential.
According to yet another aspect of the present utility model, the primary passive gear is disposed between the first shift drive gear and the second shift drive gear.
According to yet another aspect of the utility model, the first and second power output half shafts are connected to the first and second wheels, respectively, via a hub reduction unit.
According to a further aspect of the utility model, the hub reduction unit is a reduction planetary gear set.
According to yet another aspect of the utility model, the first power output half shaft is directly connected to the first wheel and the second power output half shaft is directly connected to the second wheel.
According to still another aspect of the present utility model, the first shifter may be disposed between the first shift passive gear and the second shift passive gear, and the second shifter may be disposed between the third shift drive gear and the fourth shift drive gear.
According to yet another aspect of the present utility model, the third shift passive gear or the fourth shift passive gear is connected to the PTO device by a connection and disconnection mechanism.
The utility model can obtain one or more of the following technical effects:
1. Four-axis (three parallel shafts and left and right output half shafts (left and right output half shafts are fourth shafts)) are arranged, the angles and axial distances among two shafts, two shafts and three and four shafts can be respectively adjusted, gear parameters can be reasonably designed, and one shaft, two shafts and three shafts are positioned on the same side of the half shafts, so that a gearbox body and a axle housing can be separately designed.
2. By adopting the double gear shifter structure, four gear functions can be realized, the low gear is matched with a large transmission speed ratio, a large enough torque is provided for a vehicle under working conditions such as starting, getting rid of poverty, climbing and the like, the high gear is matched with a small transmission speed ratio, a high enough rotating speed is provided for the vehicle under working conditions such as running high speed and empty vehicle, the middle two gears are matched with two high-efficiency transmission ratios between the low gear and the high gear according to the common working conditions of the vehicle, and a high torque and high power requirement are provided for the vehicle under non-extreme working conditions. Compared with two gears, the gear shifting space between four gears can be greatly reduced, gear shifting impact can be reduced, vehicle comfort is provided, the working efficiency of a motor can be improved, and the endurance mileage of a vehicle is increased.
3. The middle gearbox part is a cylindrical fixed-axis gear, and the planetary row is placed on the wheel edge, so that the structural design, processing and assembly difficulty of the gearbox is reduced.
Drawings
The utility model will be described in further detail with reference to the drawings and the detailed description.
FIG. 1 is a schematic illustration of a single-sided arrangement multi-speed electrically driven bridge drive system in accordance with a preferred embodiment of the present utility model.
Fig. 2-5 are schematic diagrams of power transmission paths (shown in bold solid lines) for four gears of a single-sided arrangement multi-gear electrically driven bridge transmission system according to a preferred embodiment of the present utility model.
Fig. 6 is a schematic diagram of a single-sided arrangement multi-speed electrically driven bridge drive system in accordance with another preferred embodiment of the present utility model.
Detailed Description
The present utility model is described in its best mode by the following preferred embodiments with reference to the accompanying drawings, and the detailed description herein is to be construed as limiting the utility model, since various changes and modifications can be made without departing from the spirit and scope of the utility model.
Examples
According to a preferred embodiment of the present utility model, referring to fig. 1 to 6, there is provided a single-sided arrangement multi-gear electrically driven bridge transmission system characterized by comprising:
a primary drive gear 03 connected to and driven by the motor 01 via a first parallel shaft 02;
A primary driven gear 04 meshed with the primary driving gear 03 and fixed to the second parallel shaft 05,
A first shift driving gear 11 and a second shift driving gear 13 fixed to the second parallel shaft;
A third parallel shaft 08, which is fixedly connected with a first gear shifter 06 and a second gear shifter 07 and is sleeved with a first gear shifting driven gear 12, a second gear shifting driven gear 14, a third gear shifting driving gear 15 and a fourth gear shifting driving gear 17 in a relatively rotatable manner, wherein the first gear shifting driving gear is meshed with the first gear shifting driven gear, and the second gear shifting driving gear is meshed with the second gear shifting driven gear; and
The differential is provided with a first power output half shaft 19 and a second power output half shaft 20, a third gear-shifting driven gear 16 and a fourth gear-shifting driven gear 18 are sleeved on the periphery of a shell 09 of the differential, the third gear-shifting driving gear is meshed with the third gear-shifting driven gear, and the fourth gear-shifting driving gear is meshed with the fourth gear-shifting driven gear;
Wherein the first power take off half shaft is connected to the first wheel and the second power take off half shaft is connected to the second wheel, the first shifter is selectively coupled to the first shift passive gear or the second shift passive gear, and the second shifter is selectively coupled to the third shift drive gear or the fourth shift drive gear.
According to a further preferred embodiment of the utility model, the first, second and third parallel shafts are arranged parallel to each other and on a single side of the differential.
According to a further preferred embodiment of the utility model, the primary passive gear is arranged between the first shift driving gear and the second shift driving gear.
According to a further preferred embodiment of the utility model, the first and second power output half shafts are connected to the first and second wheels, respectively, via a hub reduction unit.
According to a further preferred embodiment of the utility model, the hub reduction unit is a reduction planetary gear.
According to a further preferred embodiment of the utility model, the first power output half-shaft is directly connected to the first wheel and the second power output half-shaft is directly connected to the second wheel.
According to a further preferred embodiment of the utility model, the first shifter is arranged between the first and second shift passive gears and the second shifter may be arranged between the third and fourth shift drive gears.
According to a further preferred embodiment of the present utility model, referring to fig. 6, the third shift passive gear or the fourth shift passive gear is connected to the PTO device by a connection and disconnection mechanism.
According to a further preferred embodiment of the utility model, the motor 01, the first parallel shaft 02 and the primary driving gear 03 are arranged on one side of the axle, one end of the first parallel shaft 02 is connected with the motor 01, and the other end is connected with the first parallel shaft 02, wherein the first parallel shaft 02 is connected with a rotor shaft of the motor 01 through a spline, and the primary driving gear 03 is fixedly arranged on the first parallel shaft 02.
According to a further preferred embodiment of the present utility model, the second parallel shaft 05, the primary driven gear 04, the first shifter driving gear 11 and the second shifter driving gear 13 are arranged on one side of the axle, and the first shift driving gear 11, the second shift driving gear 13 and the primary driven gear 04 are fixedly mounted on the second parallel shaft 05, wherein the primary driven gear 04 is engaged with the primary driving gear 03.
According to a further preferred embodiment of the utility model, a third parallel shaft 08 arranged on one side of the axle, on which shaft four gears are mounted, all mounted on the shaft by means of bearings, the gears and the shaft being rotatable in relation to each other; the third parallel shaft 08 is provided with 2 shifters in addition to four gears, the first shifter 06 is slidably engaged with the first shift driven gear 12 and the second shift driven gear 14, respectively, and the second shifter 07 is slidably engaged with the third shift driving gear 15 and the fourth shift driving gear 17, respectively.
According to a further preferred embodiment of the utility model, the first shifting driven gear 12 is meshed with the first shifting driving gear 11, the second shifting driven gear 14 is meshed with the second shifting driving gear 13, the third shifting driving gear 15 is meshed with the third shifting driven gear 16, and the fourth shifting driving gear 17 is meshed with the fourth shifting driven gear 18.
According to still another preferred embodiment of the present utility model, the third shift passive gear 16 and the fourth shift passive gear 18 described above are each fixed to the differential case 09.
According to a further preferred embodiment of the present utility model, a differential gear set 10 is housed in a differential case, and a left half shaft (first power output half shaft) 19 and a right half shaft (second power output half shaft) 20 are connected to both ends of the differential gear set 10, respectively.
According to a further preferred embodiment of the utility model, the left half shaft 19 is connected to a left wheel 21 and the right half shaft is connected to a right wheel 22. The left wheel side can be an assembly without a speed reducer structure or an assembly with a speed reducer structure, the speed reducer on the wheel side is a planet row speed reducing mechanism, the half shafts are connected with a sun gear 37 of the planet row speed reducing mechanism (for example, a right half shaft 20 is directly connected with the sun gear 37 or is connected with the sun gear through a connecting shaft 36), N (N is generally 4 or 5) planet gears 39 are circumferentially distributed on the sun gear, the planet gears are mounted on a planet carrier 38 through bearings, the planet gears are meshed with the sun gear and teeth 40 fixed on an axle housing, and power of a planet row is input by the sun gear and output to a tire through the planet carrier.
According to a further preferred embodiment of the utility model, the motor power is transmitted to the left and right wheel sides, the first shifter 06 and the second shifter 07 must be in working condition at the same time, i.e. both shifters must be meshed with the combining teeth, the power of the motor can be output to the wheel end, and as long as any one of the two shifters is in neutral position, the power of the motor can be disconnected, so the design can ensure that the two shifters can be simultaneously engaged without the risk of locking the transmission system.
According to a further preferred embodiment of the utility model, the gears mounted by bearings are all located on a third parallel shaft 08, which may be made as a hollow shaft, facilitating lubrication of the bearings, and the remaining gears are all fixedly mounted on the shaft.
According to a further preferred embodiment of the present utility model, either the third 16 or fourth 18 shift passive gears may be connected to a PTO device 23, as in fig. 6. The PTO is connected to the third or fourth driven gear 16, 18 by a connection/disconnection mechanism which, when connected, turns on power and is in an operating mode, and when disconnected, turns off power and is in a non-operating mode.
The following describes in detail the working principle of a preferred embodiment:
Power flow in gear a: as shown in fig. 2, the torque of the motor 01 is transmitted to the primary driving gear 03 through the first parallel shaft 02, the primary driving gear 03 and the primary driven gear 04 are in a constant mesh state, and the primary driven gear 04 is fixedly mounted on the second parallel shaft 05, so that the torque on the primary driving gear 03 is transmitted to the second parallel shaft 05 through the primary driven gear 04 meshed with the primary driving gear 03. The second parallel shaft 05 is also fixedly provided with a first gear shifting driving gear 11 and a second gear shifting driving gear 13, and the first gear shifting driving gear 11 and the second gear shifting driving gear 13 are respectively meshed with a first gear shifting driven gear 12 and a second gear shifting driven gear 14 which are sleeved on the third parallel shaft 08. The third parallel shaft 08 is also sleeved with a third gear shifting driving gear 15, a fourth gear shifting driving gear 17, a first shifter 06 and a second shifter 07 which are fixedly arranged, and the third gear shifting driving gear 15 and the fourth gear shifting driving gear 17 are respectively meshed with a third gear shifting driven gear 16 and a fourth gear shifting driven gear 18 which are fixedly arranged on the differential case 09. When the first shifter 06 slips rightward and the second shifter 07 also slips rightward, the first shifter 06 meshes with the coupling tooth a mounted on the first shift passive gear 12, and the second shifter 07 meshes with the coupling tooth C mounted on the third shift drive gear 15. At this time, the power on the second parallel shaft 05 is transmitted to the third parallel shaft 08 through the first group of gear pairs and the first shifter 06, and the power on the third parallel shaft 08 is transmitted to the differential case 09 through the second shifter 07 and the third group of gear pairs. The power on the differential case 09 is transmitted to the differential gear set 10 through the cross shaft, the power on the differential gear set 10 is transmitted to the left half shaft 19 and the right half shaft 20 according to the actual road condition of the vehicle, the power of the left half shaft 19 is transmitted to the left wheel side 21, and the power of the right half shaft 20 is transmitted to the right wheel side 22.
Power flow in gear B: as shown in fig. 3, the torque of the motor 01 is transmitted to the primary driving gear 03 through the first parallel shaft 02, the primary driving gear 03 and the primary driven gear 04 are in a constant mesh state, and the primary driven gear 04 is fixedly mounted on the second parallel shaft 05, so that the torque on the primary driving gear 03 is transmitted to the second parallel shaft 05 through the primary driven gear 04 meshed with the primary driving gear 03. The second parallel shaft 05 is also fixedly provided with a first gear shifting driving gear 11 and a second gear shifting driving gear 13, and the first gear shifting driving gear 11 and the second gear shifting driving gear 13 are respectively meshed with a first gear shifting driven gear 12 and a second gear shifting driven gear 14 which are sleeved on the third parallel shaft 08. The third parallel shaft 08 is also sleeved with a third gear shifting driving gear 15, a fourth gear shifting driving gear 17, a first shifter 06 and a second shifter 07 which are fixedly arranged, and the third gear shifting driving gear 15 and the fourth gear shifting driving gear 17 are respectively meshed with a third gear shifting driven gear 16 and a fourth gear shifting driven gear 18 which are fixedly arranged on the differential case 09. When the first shifter 06 slides rightward and the second shifter 07 slides leftward, the first shifter 06 is engaged with the coupling tooth a mounted on the first shift passive gear 12, and the second shifter 07 is engaged with the coupling tooth D mounted on the fourth shift drive gear 17. At this time, the power on the second parallel shaft 05 is transmitted to the third parallel shaft 08 through the first group of gear pairs and the first shifter 06, and the power on the third parallel shaft 08 is transmitted to the differential case 09 through the second shifter 07 and the fourth group of gear pairs. The power on the differential case 09 is transmitted to the differential gear set 10 through the cross shaft, the power on the differential gear set 10 is transmitted to the left half shaft 19 and the right half shaft 20 according to the actual road condition of the vehicle, the power of the left half shaft 19 is transmitted to the left wheel side 21, and the power of the right half shaft 20 is transmitted to the right wheel side 22.
Power flow in C gear: as shown in fig. 4, the torque of the motor 01 is transmitted to the primary driving gear 03 through the first parallel shaft 02, the primary driving gear 03 and the primary driven gear 04 are in a constant mesh state, and the primary driven gear 04 is fixedly mounted on the second parallel shaft 05, so that the torque on the primary driving gear 03 is transmitted to the second parallel shaft 05 through the primary driven gear 04 meshed with the primary driving gear 03. The second parallel shaft 05 is also fixedly provided with a first gear shifting driving gear 11 and a second gear shifting driving gear 13, and the first gear shifting driving gear 11 and the second gear shifting driving gear 13 are respectively meshed with a first gear shifting driven gear 12 and a second gear shifting driven gear 14 which are sleeved on the third parallel shaft 08. The third parallel shaft 08 is also sleeved with a third gear shifting driving gear 15, a fourth gear shifting driving gear 17, a first shifter 06 and a second shifter 07 which are fixedly arranged, and the third gear shifting driving gear 15 and the fourth gear shifting driving gear 17 are respectively meshed with a third gear shifting driven gear 16 and a fourth gear shifting driven gear 18 which are fixedly arranged on the differential case 09. When the first shifter 06 slides leftward and the second shifter 07 slides rightward, the first shifter 06 is engaged with the engaging tooth B mounted on the second shift passive gear 14, and the second shifter 07 is engaged with the engaging tooth C mounted on the third shift drive gear 15. At this time, the power on the second parallel shaft 05 is transmitted to the third parallel shaft 08 through the second group of gear pairs and the first shifter 06, and the power on the third parallel shaft 08 is transmitted to the differential case 09 through the second shifter 07 and the third group of gear pairs. The power on the differential case 09 is transmitted to the differential gear set 10 through the cross shaft, the power on the differential gear set 10 is transmitted to the left half shaft 19 and the right half shaft 20 according to the actual road condition of the vehicle, the power of the left half shaft 19 is transmitted to the left wheel side 21, and the power of the right half shaft 20 is transmitted to the right wheel side 22.
D power flow: as shown in fig. 5, the torque of the motor 01 is transmitted to the primary driving gear 03 through the first parallel shaft 02, the primary driving gear 03 and the primary driven gear 04 are in a constant mesh state, and the primary driven gear 04 is fixedly mounted on the second parallel shaft 05, so that the torque on the primary driving gear 03 is transmitted to the second parallel shaft 05 through the primary driven gear 04 meshed with the primary driving gear 03. The second parallel shaft 05 is also fixedly provided with a first gear shifting driving gear 11 and a second gear shifting driving gear 13, and the first gear shifting driving gear 11 and the second gear shifting driving gear 13 are respectively meshed with a first gear shifting driven gear 12 and a second gear shifting driven gear 14 which are sleeved on the third parallel shaft 08. The third parallel shaft 08 is also sleeved with a third gear shifting driving gear 15, a fourth gear shifting driving gear 17, a first shifter 06 and a second shifter 07 which are fixedly arranged, and the third gear shifting driving gear 15 and the fourth gear shifting driving gear 17 are respectively meshed with a third gear shifting driven gear 16 and a fourth gear shifting driven gear 18 which are fixedly arranged on the differential case 09. When the first shifter 06 is slid leftward and the second shifter 07 is also slid leftward, the first shifter 06 is engaged with the coupling tooth B mounted on the second shift passive gear 14, and the second shifter 07 is engaged with the coupling tooth D mounted on the fourth shift drive gear 17. At this time, the power on the second parallel shaft 05 is transmitted to the third parallel shaft 08 through the second group of gear pairs and the first shifter 06, and the power on the third parallel shaft 08 is transmitted to the differential case 09 through the second shifter 07 and the fourth group of gear pairs. The power on the differential case 09 is transmitted to the differential gear set 10 through the cross shaft, the power on the differential gear set 10 is transmitted to the left half shaft 19 and the right half shaft 20 according to the actual road condition of the vehicle, the power of the left half shaft 19 is transmitted to the left wheel side 21, and the power of the right half shaft 20 is transmitted to the right wheel side 22.
The utility model can obtain one or more of the following technical effects:
1. Four-axis (three parallel shafts and left and right output half shafts (left and right output half shafts are fourth shafts)) are arranged, the angles and axial distances among two shafts, two shafts and three and four shafts can be respectively adjusted, gear parameters can be reasonably designed, and one shaft, two shafts and three shafts are positioned on the same side of the half shafts, so that a gearbox body and a axle housing can be separately designed.
2. By adopting the double gear shifter structure, four gear functions can be realized, the low gear is matched with a large transmission speed ratio, a large enough torque is provided for a vehicle under working conditions such as starting, getting rid of poverty, climbing and the like, the high gear is matched with a small transmission speed ratio, a high enough rotating speed is provided for the vehicle under working conditions such as running high speed and empty vehicle, the middle two gears are matched with two high-efficiency transmission ratios between the low gear and the high gear according to the common working conditions of the vehicle, and a high torque and high power requirement are provided for the vehicle under non-extreme working conditions. Compared with two gears, the gear shifting space between four gears can be greatly reduced, gear shifting impact can be reduced, vehicle comfort is provided, the working efficiency of a motor can be improved, and the endurance mileage of a vehicle is increased.
3. The middle gearbox part is a cylindrical fixed-axis gear, and the planetary row is placed on the wheel edge, so that the structural design, processing and assembly difficulty of the gearbox is reduced.
It will be understood by those skilled in the art that the present utility model is not limited to the embodiments described above, and that the above embodiments and descriptions are merely illustrative of the principles of the present utility model, and various changes and modifications may be made without departing from the spirit and scope of the utility model, which is defined in the appended claims. The scope of the utility model is defined by the appended claims and equivalents thereof.
Claims (8)
1. A unilaterally arranged multi-gear electrically driven bridge transmission system, characterized by comprising:
a primary driving gear connected to and driven by the motor via a first parallel shaft;
a first-stage driven gear meshed with the first-stage driving gear and fixed on the second parallel shaft,
The first gear shifting driving gear and the second gear shifting driving gear are fixed on the second parallel shaft;
The first gear shifting driving gear is meshed with the first gear shifting driven gear, and the second gear shifting driving gear is meshed with the second gear shifting driven gear; and
The differential mechanism is provided with a first power output half shaft and a second power output half shaft, a third gear-shifting driven gear and a fourth gear-shifting driven gear are sleeved on the periphery of a shell of the differential mechanism, the third gear-shifting driving gear is meshed with the third gear-shifting driven gear, and the fourth gear-shifting driving gear is meshed with the fourth gear-shifting driven gear;
Wherein the first power take off half shaft is connected to the first wheel and the second power take off half shaft is connected to the second wheel, the first shifter is selectively coupled to the first shift passive gear or the second shift passive gear, and the second shifter is selectively coupled to the third shift drive gear or the fourth shift drive gear.
2. The single-sided arrangement multi-speed electric drive axle transmission system of claim 1, wherein the first, second and third parallel shafts are arranged parallel to each other and on a single side of a differential.
3. The single-sided arrangement multi-speed electrically driven bridge transmission of claim 2, wherein the primary passive gear is disposed between the first and second shift drive gears.
4. A unilaterally arranged multi-speed electrically driven axle transmission according to any one of claims 1-3, characterized in that the first and second power output half shafts are connected to the first and second wheels, respectively, via a hub reduction unit.
5. The unilaterally arranged multi-gear electric drive axle transmission system of claim 4, wherein the wheel-side reduction unit is a reduction planetary gear.
6. A single-sided arrangement multi-speed electrically driven axle transmission as claimed in any one of claims 1-3, wherein the first power take-off half-shaft is directly connected to the first wheel and the second power take-off half-shaft is directly connected to the second wheel.
7. The single-sided arrangement multi-speed electrically driven bridge transmission of claim 6, wherein the first shifter is disposed between the first and second shift passive gears and the second shifter is disposed between the third and fourth shift drive gears.
8. The single-sided arrangement multi-speed electrically driven bridge transmission of claim 7, wherein the third or fourth shift passive gear is connected to a PTO device by a connection and disconnection mechanism.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202322946780.6U CN221162228U (en) | 2023-11-01 | 2023-11-01 | Single-side arrangement multi-gear electric drive bridge transmission system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202322946780.6U CN221162228U (en) | 2023-11-01 | 2023-11-01 | Single-side arrangement multi-gear electric drive bridge transmission system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN221162228U true CN221162228U (en) | 2024-06-18 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202322946780.6U Active CN221162228U (en) | 2023-11-01 | 2023-11-01 | Single-side arrangement multi-gear electric drive bridge transmission system |
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| Country | Link |
|---|---|
| CN (1) | CN221162228U (en) |
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2023
- 2023-11-01 CN CN202322946780.6U patent/CN221162228U/en active Active
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