CN115027239B - Electric drive assembly for vehicle, electric drive system and vehicle - Google Patents

Electric drive assembly for vehicle, electric drive system and vehicle Download PDF

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Publication number
CN115027239B
CN115027239B CN202210699962.5A CN202210699962A CN115027239B CN 115027239 B CN115027239 B CN 115027239B CN 202210699962 A CN202210699962 A CN 202210699962A CN 115027239 B CN115027239 B CN 115027239B
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China
Prior art keywords
shaft
gear
clutch
assembly
vehicle
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CN202210699962.5A
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Chinese (zh)
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CN115027239A (en
Inventor
刘君祺
赵雪松
杨阳
付超
白秀超
刘彦超
李锐
王伟
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FAW Group Corp
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FAW Group Corp
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Priority to CN202210699962.5A priority Critical patent/CN115027239B/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The embodiment of the disclosure provides an electric drive assembly, an electric drive system and a vehicle for a vehicle, wherein the electric drive assembly comprises a motor, a first shaft, a second shaft, a third shaft, a fourth shaft, a fifth shaft and a first clutch assembly, the first clutch assembly is arranged on the first shaft, the first shaft is sequentially connected with the second shaft and a central shaft in a transmission manner, and the other side of the first shaft is sequentially connected with the third shaft and a rear shaft in a transmission manner, so that the motor drives the central shaft and the rear shaft to rotate respectively according to a first power transmission route and a second power transmission route through the first shaft. According to the embodiment of the disclosure, 4 wheels can be driven through one set of electric drive assembly, all-wheel driving can be realized, the number of motors is reduced, meanwhile, the number of motor controllers is also reduced, the complexity of a vehicle driving system is reduced, the cost is further saved, and the reliability of the system is improved. In addition, because the vehicle has functions of inter-axle differential and the like, the vehicle can realize active intelligent control of full-time full-drive, and the application range of the vehicle is greatly widened.

Description

Electric drive assembly for vehicle, electric drive system and vehicle
Technical Field
The disclosure relates to the technical field of motor driving for vehicles, and in particular relates to an electric drive assembly for a vehicle, an electric drive system and the vehicle.
Background
At present, the global automobile market is in electric transformation, the sales volume of common household electric automobiles is continuously improved, and some super-running automobile manufacturers and off-road automobile manufacturers start to research and develop electric automobile platforms. In addition, a development tide of hard off-road vehicles appears in the current automobile market, and main vehicle enterprises all issue a plan for developing hard off-road vehicles. AT present, the power assembly of the hard off-road vehicle AT home and abroad basically adopts the combination of a large-displacement fuel engine and an AT speed changer, and a transfer case and a front axle and a rear axle are generally adopted when a four-wheel drive system is expanded. The concept of electric hard-drive off-road vehicles has been developed by foreign manufacturers if the 2 trends of electric and hard-drive off-road are combined. At present, most of domestic main factories follow the development of traditional fuel hard-style off-road vehicles abroad, and the layout of electric hard-style off-road vehicles is obviously insufficient, and domestic automobile factories should perform patent layout in the field of electric hard-style off-road vehicles as soon as possible.
The four-wheel driving scheme of the existing electric vehicle is generally realized by adopting a set of electric driving systems on the front shaft and the rear shaft respectively, or four wheels are realized by adopting four wheel-side motors or wheel-hub motors, and the arrangement has the advantage that larger batteries can be arranged in the space between the front shaft and the rear shaft. If a 6X6 high-end electric off-road vehicle is to be developed, in order to realize 6X6 driving, one set of electric driving system is required to be arranged on each of the front axle, the middle axle and the rear axle, at least 3 sets of electric driving systems are required, if a wheel-side motor or wheel-hub motor scheme is adopted, 6 sets of electric driving systems are required, the cost is increased exponentially, and meanwhile, the number of electric components is increased exponentially and the reliability is reduced.
Disclosure of Invention
It is an aim of embodiments of the present disclosure to provide an electric drive assembly for a vehicle, an electric drive system and a vehicle, which solve the problems in the prior art.
In order to solve the above technical problems, the embodiments of the present disclosure adopt the following technical solutions:
An electric drive assembly for a vehicle for controlling wheels on a center shaft and a rear shaft of the vehicle, characterized in that the electric drive assembly comprises a motor, a first shaft, a second shaft, a third shaft, a fourth shaft, a fifth shaft and a first clutch assembly, an output shaft of the motor is coaxially connected with the first shaft, a rotation axis of the output shaft of the motor is parallel to the second shaft, the third shaft, the fourth shaft, the fifth shaft and the first clutch assembly and is also parallel to the center shaft and the rear shaft, the first clutch assembly is arranged on the first shaft, the first shaft is sequentially connected with the second shaft and the center shaft in a transmission manner, and is sequentially connected with the third shaft and the rear shaft in a transmission manner, so that the motor drives the center shaft and the rear shaft to rotate according to a first power transmission route and a second power transmission route through the first shaft.
In some embodiments, a second clutch assembly is provided on either the second shaft or the third shaft, by which one of the first power transmission path and the second power transmission path is controlled to be on-off.
In some embodiments, a third clutch assembly is provided on the other of the second shaft or the third shaft, and the other of the first power transmission path and the second power transmission path is controlled to be on-off by the second clutch.
In some embodiments, a first gear and a second gear are fixedly connected on the first shaft, a third gear, a fourth gear and a fifth gear are fixedly connected on the second shaft, a sixth gear, a seventh gear and an eighth gear are fixedly connected on the third shaft, and the first gear, the third gear and the sixth gear are sequentially meshed.
In some embodiments, the clutch assembly further comprises a first shaft first sub-shaft and a first shaft second sub-shaft coaxially arranged with the first shaft, the first clutch assembly is arranged between the first shaft and the first shaft first sub-shaft and between the first shaft first sub-shaft and the first shaft first sub-shaft, the first shaft first sub-shaft and the first shaft first sub-shaft are arranged in a nested manner, the first clutch assembly comprises a clutch driving end, a first clutch driven end and a second clutch driven end, the first shaft is fixedly connected with the clutch driving end, the first shaft first sub-shaft is fixedly connected with the first clutch driven end and the first gear, and the first shaft second sub-shaft is fixedly connected with the second clutch driven end and the second gear.
In some embodiments, a first differential assembly He Di is fixedly connected to a ninth gear on the fourth shaft, a second differential assembly is fixedly connected to a tenth gear on the fifth shaft, the ninth gear is meshed with the fifth gear, and the tenth gear is meshed with the eighth gear.
In some embodiments, the clutch further comprises a third shaft sub-shaft and a second clutch assembly, wherein the third shaft sub-shaft and the second clutch assembly are arranged on the third shaft, the second clutch assembly is arranged in parallel with the rotation axis of the motor, the second clutch assembly comprises a second clutch driving end and a second clutch driven end, the eighth gear and the second clutch driven end are fixedly connected with the third shaft, the sixth gear, the seventh gear and the second clutch driving end are fixedly connected with the third shaft sub-shaft, and the third shaft sub-shaft is sleeved on the third shaft in an empty mode.
In some embodiments, the second electric drive assembly further comprises a second shaft sub-shaft and a third clutch assembly, the second shaft sub-shaft and the third clutch assembly are disposed on the second shaft, the third clutch assembly is disposed parallel to the rotation axis of the motor, the third clutch assembly comprises a third clutch driving end and a third clutch driven end, wherein the fifth gear and the third clutch driven end are fixedly connected with the second shaft, the fourth gear, the fifth gear and the third clutch driving end are fixedly connected with the second shaft sub-shaft, and the second shaft sub-shaft is sleeved on the second shaft.
The embodiment of the disclosure also provides an electric drive system for a vehicle, which is used for controlling wheels on a front axle, a middle axle and a rear axle of the vehicle, and is characterized by comprising a driving device and the electric drive assembly according to any one of the above technical schemes, wherein the driving device is used for driving and controlling 2 wheels on the front axle, and the electric drive assembly is used for controlling 4 wheels on the middle axle and the rear axle.
The embodiment of the disclosure also provides a vehicle, which adopts the electric drive system in the technical scheme.
Compared with the prior art, the embodiment of the disclosure can drive 4 wheels through one set of electric drive assembly, not only reasonably utilizes the whole vehicle space, can realize all-wheel drive, reduces the number of motors, simultaneously reduces the number of motor controllers, reduces the complexity of a vehicle drive system, further saves cost and improves the reliability of the system. In addition, because the vehicle has functions of inter-axle differential and the like, the vehicle can realize active intelligent control of full-time full-drive, and the application range of the vehicle is greatly widened.
Drawings
In order to more clearly illustrate the embodiments of the present disclosure or the technical solutions in the prior art, the drawings that are required to be used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments described in the present disclosure, and other drawings may be obtained according to these drawings without inventive effort to a person of ordinary skill in the art.
FIG. 1 is a schematic view of a vehicle according to an embodiment of the present disclosure;
FIG. 2 is a schematic structural view of a basic configuration of a second electric drive assembly in an embodiment of the present disclosure;
FIG. 3 is a schematic structural view of a derivative configuration of a second electro-drive assembly in an embodiment of the present disclosure;
FIG. 4 is a schematic structural view of a derivative configuration of a second electro-drive assembly in an embodiment of the present disclosure;
FIG. 5 is a schematic structural view of a derivative configuration of a second electro-drive assembly in an embodiment of the present disclosure;
Fig. 6 is a schematic structural view of a derivative configuration of a second electro-drive assembly in an embodiment of the present disclosure.
Detailed Description
Various aspects and features of the disclosure are described herein with reference to the drawings.
It should be understood that various modifications may be made to the embodiments of the application herein. Therefore, the above description should not be taken as limiting, but merely as exemplification of the embodiments. Other modifications within the scope and spirit of this disclosure will occur to persons of ordinary skill in the art.
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and, together with a general description of the disclosure given above and the detailed description of the embodiments given below, serve to explain the principles of the disclosure.
These and other characteristics of the present disclosure will become apparent from the following description of a preferred form of embodiment, given as a non-limiting example, with reference to the accompanying drawings.
It should also be understood that, although the present disclosure has been described with reference to some specific examples, a person skilled in the art will certainly be able to achieve many other equivalent forms of the present disclosure, having the characteristics as set forth in the claims and hence all coming within the field of protection defined thereby.
The above and other aspects, features and advantages of the present disclosure will become more apparent in light of the following detailed description when taken in conjunction with the accompanying drawings.
Specific embodiments of the present disclosure will be described hereinafter with reference to the accompanying drawings; however, it is to be understood that the disclosed embodiments are merely examples of the disclosure, which may be embodied in various forms. Well-known and/or repeated functions and constructions are not described in detail to avoid obscuring the disclosure in unnecessary or unnecessary detail. Therefore, specific structural and functional details disclosed herein are not intended to be limiting, but merely serve as a basis for the claims and as a representative basis for teaching one skilled in the art to variously employ the present disclosure in virtually any appropriately detailed structure.
The specification may use the word "in one embodiment," "in another embodiment," "in yet another embodiment," or "in other embodiments," which may each refer to one or more of the same or different embodiments in accordance with the disclosure.
The present disclosure relates to an electric drive system supporting all-wheel drive, which is suitable for use in a vehicle implementing all-wheel drive, where the vehicle is any vehicle driven by an electric motor.
Specifically, as shown in fig. 1, the vehicle includes a front axle 10, a middle axle 20 and a rear axle 30 corresponding to different positions of the vehicle, wherein a first electric drive assembly 100 is provided on the front axle 10, and a second electric drive assembly 200 is provided between the middle axle 20 and the rear axle 30, wherein the first electric drive assembly 100 is used for driving 2 wheels on left and right sides connected with the front axle 10, and the second electric drive assembly 200 is used for driving 4 wheels on left and right sides connected with the middle axle 20 and the rear axle 30, respectively, so that the vehicle can drive all 6 wheels through 2 sets of electric drive assemblies. In one manner, the second electric drive assembly 200 may be disposed between the center axle and the rear axle of a 6X6 off-road vehicle, generally for a larger wheelbase between the front axle and the center axle of the 6X6 off-road vehicle, a smaller wheelbase between the center axle and the rear axle, such that the battery of the 6X6 electric off-road vehicle is more suitable for being disposed between the front axle and the center axle, and a small wheelbase between the center axle and the rear axle is just suitable for being disposed with the electric drive assembly.
Further, for the first electric driving assembly 100 located on the front axle 10, the structural form of the first electric driving assembly may be selected according to the requirement, for example, a set of electric driving assemblies may be used to drive left and right 2 wheels, and of course, an electric driving assembly including 2 wheel-side motors or wheel-hub motors may also be used to drive left and right 2 wheels, respectively. In addition, in order to promote the whole vehicle endurance of the vehicle, the first electric drive assembly 100 may also be configured by adopting a conventional mode that the fuel engine is matched with a transmission or a dual-motor hybrid system.
The first embodiment of the present disclosure is an electric driving assembly, which corresponds to the second electric driving assembly 200 in the electric driving system, and the second electric driving assembly 200 may have various structural forms.
In the first embodiment, as shown in fig. 2, the second electric drive assembly 200 includes a motor 210, a first shaft 220, a second shaft 230, a third shaft 240, a fourth shaft 250, a fifth shaft 260, and a first clutch assembly 270, wherein an output shaft of the motor 210 is coaxially connected with the first shaft 220, and a rotation axis of the output shaft of the motor 210 is arranged in parallel with the second shaft 230, the third shaft 240, the fourth shaft 250, the fifth shaft 260, and the first clutch assembly 270, and a rotation axis of the output shaft thereof is also arranged in parallel with the middle shaft 20 and the rear shaft 30. The first clutch assembly 270 is disposed on the first shaft 220.
Further, the second shaft 230 and the fourth shaft 250 are located at a first side of the first shaft 220 near the center shaft 20, the third shaft 240 and the fifth shaft 260 are located at a second side of the first shaft 220 near the rear shaft 30 opposite to the first side, where the fourth shaft 250 is disposed on the center shaft 20 of the vehicle and coaxially connected with the center shaft 20, and the fifth shaft 260 is disposed on the rear shaft 30 of the vehicle and coaxially connected with the rear shaft 30.
A first gear 221 and a second gear 222 are fixedly connected to the first shaft 220, a third gear 231, a fourth gear 232 and a fifth gear 233 are fixedly connected to the second shaft 230, and a sixth gear 241, a seventh gear 242 and an eighth gear 243 are fixedly connected to the third shaft 240, wherein the first gear 221, the third gear 231 and the sixth gear 241 are sequentially meshed.
Further, the second electric drive assembly 200 further includes a first shaft first sub-shaft 2201 and the first shaft second sub-shaft 2202, the first shaft 220 is coaxially arranged with the first shaft first sub-shaft 2201, the first shaft second sub-shaft 2202, and the first clutch assembly 270, the first clutch assembly 270 is arranged between the first shaft 220 and the first shaft first sub-shaft 2201 and the first shaft first sub-shaft 2202, and the first shaft first sub-shaft 2201 and the first shaft first sub-shaft 2202 are nested inside and outside.
A first differential assembly He Di nine gears 251 are provided on the fourth shaft 250, the first differential assembly is fixedly connected with the ninth gear 251, a second differential assembly and a tenth gear 261 are provided on the fifth shaft 260, and the second differential assembly is fixedly connected with the tenth gear 261. Wherein the fifth gear 233 is meshed with the ninth gear 251, and the eighth gear 243 is meshed with the tenth gear 261.
The first clutch assembly 270 includes a clutch driving end 271, a first clutch driven end 272 and a second clutch driven end 273, wherein the first shaft 220 is fixedly connected with the clutch driving end 271, the first shaft first sub-shaft 2201 is fixedly connected with the first clutch driven end 272 and the first gear 221, and the first shaft second sub-shaft 2202 is fixedly connected with the second clutch driven end 273 and the second gear 222. Here, since the first clutch assembly 270 has two driven ends, power transmission of 2 nd gear can be achieved.
The first clutch assembly 270 may be implemented using a common friction clutch configuration, or may be implemented using a synchronizer configuration, a dog clutch configuration, or an electromagnetic clutch configuration.
Either the first differential assembly or the second differential assembly can be a common bevel gear differential or a planetary differential or a clutch torque vectoring differential, and the differential assembly can be a differential lock structure to further improve off-road capability.
Thus, the second electric drive assembly 200 has 2 power transmission paths, each gear having 2 power transmission paths, each as follows:
The 1 st gear power transmission route of the vehicle:
First power transmission route: the power of the motor 210- > the first shaft 220- > the clutch driving end 271- > the clutch first driven end 272- > the first shaft first sub-shaft 2201- > the first gear 221- > the third gear 231- > the second shaft 230- > the fifth gear 233- > the ninth gear 251- > the fourth shaft 250- > the first differential assembly- > the left and right 2 wheels on the central shaft 20.
Second power transmission route: the power of the motor 210- > the first shaft 220- > the clutch driving end 271- > the clutch first driven end 272- > the first shaft first sub-shaft 2201- > the first shaft 220- > the first gear 221- > the sixth gear 241- > the third shaft 240- > the eighth gear 243- > the tenth gear 261- > the fifth shaft 260- > the second differential assembly- > the left and right 2 wheels on the rear shaft 30.
The 2 nd gear power transmission route of the vehicle:
First power transmission route: the power of the motor 210- > the first shaft 220- > the clutch driving end 271- > the clutch second driven end 273- > the first shaft second sub-shaft 2202- > the second gear 222- > the fourth gear 232- > the second shaft 230- > the fifth gear 233- > the ninth gear 251- > the fourth shaft 250- > the first differential assembly- > the left and right 2 wheels on the centre shaft 20.
Second power transmission route: the power of the motor 210- > the first shaft 220- > the clutch driving end 271- > the clutch second driven end 273- > the first shaft second sub-shaft 2202- > the second gear 222- > the seventh gear 242- > the third shaft 240- > the eighth gear 243- > the tenth gear 261- > the fifth shaft 260- > the second differential assembly- > the left and right 2 wheels on the rear axle 30.
In this way, considering that the second electric drive assembly 200 has only one power source, namely the motor 210, the first power transmission path and the second power transmission path can enable the center shaft 20 and the 4 wheels of the rear axle 30 to realize all-wheel drive, so that the number of motors is reduced, and meanwhile, the number of motor controllers is also reduced, the complexity of a vehicle driving system is reduced, the cost is further saved, and the reliability of the system is improved.
In addition, meanwhile, the second electric drive assembly 200 adopts a 2-gear transmission structure, so that the efficiency of the second electric drive assembly 200 and even the electric drive system can be improved, and simultaneously, larger wheel end torque can be provided. Compared with a single-gear electric drive assembly, the 2-gear electric drive assembly has the same driving motor capacity, and the low-speed gear of the 2-gear electric drive system can be designed with a large speed ratio, so that a large wheel end torque can be obtained, and the low-speed acceleration capacity and the escaping capacity of the vehicle can be provided; if the high-speed gear of the electric drive assembly of the 2 gears adopts a small speed ratio design, the motor rotating speed of the vehicle can not be too high when the vehicle cruises at a speed of 120 km/h or higher, the motor can work in a high-efficiency area, the comprehensive efficiency of the electric drive system is improved, and the endurance mileage of the vehicle is improved.
According to the embodiment of the disclosure, 4 wheels can be driven through one set of electric drive assembly, the whole vehicle space is reasonably utilized, all-wheel driving can be realized, the number of motors is reduced, meanwhile, the number of motor controllers is also reduced, the complexity of a vehicle driving system is reduced, the cost is further saved, and the reliability of the system is improved. In addition, because the vehicle has functions of inter-axle differential and the like, the vehicle can realize active intelligent control of full-time full-drive, and the application range of the vehicle is greatly widened.
The above structure is a basic configuration of the first electric drive assembly 200, and a plurality of derivative configurations generated based on the basic configuration are below, wherein the derivative configurations are functional perfection and expansion of the basic configuration.
In the 1 st gear power transmission route in the basic configuration, the first gear 221, the second shaft 230, the third shaft 240, the fourth shaft 250 and the fifth shaft 260 are fixedly connected with corresponding gears on the shafts, and the shafts are in meshed connection through gears, so that the first power transmission route and the second power transmission route in the 1 st gear power transmission route in the basic configuration are both in rigid transmission, and the first power transmission route and the second power transmission route are both transmitted through the gears 221, so that the power transmission between the middle shaft 20 and the rear shaft 30 is in rigid transmission, and the inter-shaft differential cannot be realized; similarly, the first power transmission path and the second power transmission path of the 2 nd gear are both transmitted by the second gear 222, so that the power transmission between the bottom bracket 20 and the rear axle 30 is rigid transmission, and the inter-axle differential speed cannot be realized. For vehicles which cannot realize inter-axle differential, the vehicles can only run at low speed on non-paved roads, so that the application range of the vehicles is limited.
The second embodiment of the present disclosure relates to an electric drive assembly, the main structure of which is based on the first embodiment, and the difference from the first embodiment is that the specific structure of the second electric drive assembly 200, wherein the second electric drive assembly 200 has a first derivative configuration, which widens the application range of the vehicle by providing an inter-axle differential structure, and the first derivative configuration has two arrangements.
As shown in fig. 3 (a), in the first arrangement, on the basis of the basic configuration, the second electric drive assembly 200 further includes a third shaft sub-shaft 2401 and a second clutch assembly 280, the third shaft sub-shaft 2401 and the second clutch assembly 280 are disposed on the third shaft 240, the second clutch assembly 280 is disposed parallel to the rotation axis of the motor 210, wherein the second clutch assembly 280 includes a second clutch driving end 281 and a second clutch driven end 282, the eighth gear 243 and the second clutch driven end 282 are fixedly connected with the third shaft 240, the sixth gear 241, the seventh gear 242 and the second clutch driving end 281 are fixedly connected with the third shaft sub-shaft 2401, and the third shaft sub-shaft 2401 is sleeved on the third shaft 240.
The first clutch assembly 270 and the second clutch assembly 280 may be implemented by a common friction clutch structure, or may be implemented by a synchronizer structure, a dog clutch structure, or an electromagnetic clutch structure.
In other embodiments, the first clutch assembly 270 may be disposed on the second shaft 230 alone, and the structure and embodiment thereof are disposed on the third shaft 240 alone, which is not described herein.
Thus, in the disclosed embodiment, the power transmission path of the second electric drive assembly 200 includes 2 power transmission paths, each as follows:
The 1 st gear power transmission route of the vehicle:
First power transmission route: the power of the motor 210- > the first shaft 220- > the first clutch driving end 271- > the first clutch first driven end 272- > the first shaft first sub-shaft 2201- > the first gear 221- > the third gear 231- > the second shaft 230- > the fifth gear 233- > the ninth gear 251- > the fourth shaft 250- > the first differential assembly- > the left and right 2 wheels on the central shaft 20.
Second power transmission route: the power of the motor 210- > the first shaft 220- > the first clutch driving end 271- > the first clutch first driven end 272- > the first shaft first sub-shaft 2201- > the first shaft 220- > the first gear 221- > the sixth gear 241- > the third shaft sub-shaft 2401- > the second clutch driving end 281- > the second clutch driven end 282- > the third shaft 240- > the eighth gear 243- > the tenth gear 261- > the fifth shaft 260- > the second differential assembly- > the left and right 2 wheels on the rear axle 30.
Gear 2 power transmission route:
First power transmission route: the power of the motor 210- > the first shaft 220- > the first clutch driving end 271- > the first clutch second driven end 273- > the first shaft second sub-shaft 2202- > the second gear 222- > the fifth gear 232- > the second shaft 230- > the sixth gear 233- > the ninth gear 251- > the fourth shaft 250- > the first differential assembly- > the left and right 2 wheels on the central shaft 20.
Second power transmission route: the power of the motor 210- > the first shaft 220- > the first clutch driving end 271- > the first clutch second driven end 273- > the first shaft second sub-shaft 2202- > the second gear 222- > the seventh gear 242- > the third shaft sub-shaft 2401- > the second clutch driving end 281- > the second clutch driven end 282- > the third shaft 240- > the eighth gear 243- > the tenth gear 261- > the fifth shaft 260- > the second differential assembly- > the left and right 2 wheels on the rear shaft 30.
The second electric drive assembly 200 of the present embodiment implements an inter-axle differential function by adding the first clutch assembly 270 and the second clutch assembly 280 relative to the second electric drive assembly 200 of the first embodiment having the basic configuration.
A second clutch assembly 280 is added to the first derivative configuration of the second electric drive assembly 200 to control the on-off of the second power transmission path. Specifically, when the second clutch driving end 281 and the second clutch driven end 282 of the second clutch assembly 280 are in a disengaged state, the second electric drive assembly 200 can drive only the left and right 2 wheels on the bottom bracket 20 through the first power transmission route; when the second clutch driving end 281 and the second clutch driven end 282 of the second clutch assembly 280 are in the engaged state, the second electric drive assembly 200 can simultaneously drive the left and right 4 wheels on the center shaft 20 and the rear shaft 30 through the first power transmission line and the second power transmission line, respectively; further, when the second clutch driving end 281 and the second clutch driven end 282 of the second clutch assembly 280 are in an engaged state while allowing relative rotation between the second clutch driving end 281 and the second clutch driven end 282, not only the second electric drive assembly 200 can simultaneously drive the left and right 4 wheels on the center shaft 20 and the rear axle 30 through the first power transmission route and the second power transmission route, respectively, while allowing relative rotation between the sixth gear 241 (or the seventh gear 242) and the third axle 240, gear engagement between the sixth gear 241 (or the seventh gear 242) and the first gear 221 (or the second gear 222), rigid transmission of the first gear 221 (or the second gear 222) and the first power transmission route to the left and right 2 wheels on the center shaft 20 is achieved, but also the differential speed transmission between the third axle 240 and the fifth axle 260 through the eighth gear 243 and the eighth gear 242 is achieved, and rigid transmission of the differential speed between the fourth axle 240 and the left and the fourth axle 30 is achieved.
In addition, as shown in fig. 3 (b), the second arrangement of the first derivative configuration differs from the first arrangement in that the eighth gear 243 and the second clutch drive end 281 are fixedly connected to the third shaft 240, the sixth gear 241, the seventh gear 242 and the second clutch driven end 282 are fixedly connected to the third shaft sub-shaft 2401, and the third shaft sub-shaft 2401 is hollow around the third shaft 240.
Because only one power source, namely the motor 210, is arranged in the first derivative configuration of the second electric drive assembly 200, the first power transmission route and the second power transmission route are used for respectively driving the middle shaft 20 and the 4 wheels on the rear shaft 30 to realize all-wheel driving, so that the number of motors is reduced, the number of motor controllers is reduced, the complexity of a vehicle driving system is reduced, the cost is saved, and the reliability of the system is improved. Further, due to the inter-axle differential function, for example, the second electric drive assembly 200 can disconnect the second power transmission path through the second clutch assembly 280, so that the states of all-wheel driving and non-all-wheel driving can be switched according to the requirements, the application range of the vehicle can be greatly widened, and part of electric energy can be saved.
According to the embodiment of the disclosure, 4 wheels can be driven through one set of electric drive assembly, the whole vehicle space is reasonably utilized, all-wheel driving can be realized, the number of motors is reduced, meanwhile, the number of motor controllers is also reduced, the complexity of a vehicle driving system is reduced, the cost is further saved, and the reliability of the system is improved. In addition, because the vehicle has functions of inter-axle differential and the like, the vehicle can realize active intelligent control of full-time full-drive, and the application range of the vehicle is greatly widened.
The third embodiment of the present disclosure relates to an electric drive assembly, which has the same main structure as the second embodiment, as shown in fig. 4, and is different from the second embodiment in the specific structure of the second electric drive assembly 200, where the second electric drive assembly 200 has a second derivative configuration, and the second derivative configuration is different from the first derivative configuration in that the second clutch assembly 280 is connected with the eighth gear 243 and the third shaft 240, so as to control the on/off of a second power transmission path, which is not described herein.
According to the embodiment of the disclosure, 4 wheels can be driven through one set of electric drive assembly, the whole vehicle space is reasonably utilized, all-wheel driving can be realized, the number of motors is reduced, meanwhile, the number of motor controllers is also reduced, the complexity of a vehicle driving system is reduced, the cost is further saved, and the reliability of the system is improved. In addition, because the vehicle has functions of inter-axle differential and the like, the vehicle can realize active intelligent control of full-time full-drive, and the application range of the vehicle is greatly widened.
The fourth embodiment of the present disclosure relates to an electric drive assembly, the main structure of which is based on the second embodiment, and the difference from the second embodiment is that the second electric drive assembly 200 has a specific structure, wherein the second electric drive assembly 200 has a third derivative configuration, which widens the application range of the vehicle by providing an inter-axle differential structure, and the third derivative configuration has two arrangements.
As shown in fig. 5 (a), in the first arrangement, on the basis of the first derivative configuration, the second electric drive assembly 200 further includes a second sub-shaft 2301 and a third clutch assembly 290, the second sub-shaft 2301 and the third clutch assembly 290 are disposed on the second shaft 230, the third clutch assembly 290 is disposed parallel to the rotation axis of the motor 210, wherein the third clutch assembly 290 includes a third clutch driving end 291 and a third clutch driven end 292, the fifth gear 233 and the third clutch driven end 292 are fixedly connected with the second shaft 230, the fourth gear 231, the fifth gear 222 and the third clutch driving end 291 are fixedly connected with the second sub-shaft 2301, and the second sub-shaft 2301 is sleeved on the second shaft 230.
The first clutch assembly 270, the second clutch assembly 280, and the third clutch assembly 290 may be implemented by a commonly used friction clutch structure, a synchronizer structure, a dog clutch structure, or an electromagnetic clutch structure.
Thus, in the disclosed embodiment, the power transmission path of the second electric drive assembly 200 includes 2 power transmission paths, each as follows:
The 1 st gear power transmission route of the vehicle:
gear 1 power transmission route:
First power transmission route: the power of the motor 210- > the first shaft 220- > the first clutch driving end 271- > the first clutch driven end 272- > the first shaft first sub-shaft 2201- > the first gear 221- > the third gear 231- > the second shaft sub-shaft 2301- > the third clutch driving end 291- > the third clutch driven end 292- > the second shaft 230- > the fifth gear 233- > the ninth gear 251- > the fourth shaft 250- > the first differential assembly- > the left and right 2 wheels on the centre shaft 20.
Second power transmission route: the power of the motor 210- > the first shaft 220- > the first clutch driving end 271- > the first clutch first driven end 272- > the first shaft first sub-shaft 2201- > the first shaft 220- > the first gear 221- > the sixth gear 241- > the third shaft sub-shaft 2401- > the second clutch driving end 281- > the second clutch driven end 282- > the third shaft 240- > the eighth gear 243- > the tenth gear 261- > the fifth shaft 260- > the second differential assembly- > the left and right 2 wheels on the rear axle 30.
Gear 2 power transmission route:
First power transmission route: the power of the motor 210- > the first shaft 220- > the first clutch driving end 271- > the first clutch second driven end 273- > the first shaft second sub-shaft 2202- > the second gear 222- > the fifth gear 232- > the second sub-shaft 2301- > the third clutch driving end 291- > the third clutch driving end 292- > the second shaft 230- > the fifth gear 233- > the ninth gear 251- > the fourth shaft 250- > the first differential assembly- > the left and right 2 wheels on the centre shaft 20.
Second power transmission route: the power of the motor 210- > the first shaft 220- > the first clutch driving end 271- > the first clutch second driven end 273- > the first shaft second sub-shaft 2202- > the second gear 222- > the seventh gear 242- > the third shaft sub-shaft 2401- > the second clutch driving end 281- > the second clutch driven end 282- > the third shaft 240- > the eighth gear 243- > the tenth gear 261- > the fifth shaft 260- > the second differential assembly- > the left and right 2 wheels on the rear shaft 30.
With respect to the second electric drive assembly 200 having the basic configuration in the first embodiment, the second electric drive assembly 200 in the present embodiment implements an inter-axle differential function by adding the first clutch assembly 270 and the second clutch assembly 280, and implements a torque distribution function by the third clutch assembly 290.
The present embodiment controls the on-off of the first power transmission path and the second power transmission path through the second clutch assembly 280 and the third clutch assembly 290, respectively, based on the first derivative configuration of the second electric drive assembly 200. Specifically, when the second clutch driving end 281 and the second clutch driven end 282 of the second clutch assembly 280 are in a disengaged state while the third clutch driving end 291 and the third clutch driven end 292 of the third clutch assembly 290 are in a disengaged state, the first power transmission route and the second power transmission route of the second electric drive assembly 200 are interrupted, so that the left and right 4 wheels of the center shaft 20 and the rear shaft 30 cannot be driven; when the second clutch driving end 281 and the second clutch driven end 282 of the second clutch assembly 280 are in an engaged state while the third clutch driving end 291 and the third clutch driven end 292 of the third clutch assembly 290 are in a disengaged state, the second electric drive assembly 200 may drive the left and right 2 wheels of the rear axle 30 through the second power transmission route; when the second clutch driving end 281 and the second clutch driven end 282 of the second clutch assembly 280 are in a disengaged state while the third clutch driving end 291 and the third clutch driven end 292 of the third clutch assembly 290 are in an engaged state, the second electric drive assembly 200 may drive the left and right 2 wheels of the bottom bracket 20 through the first power transmission route; when the second clutch driving end 281 and the second clutch driven end 282 of the second clutch assembly 280 are in an engaged state while the third clutch driving end 291 and the third clutch driven end 292 of the third clutch assembly 290 are in an engaged state, the second electric drive assembly 200 can simultaneously drive the left and right 4 wheels on the center shaft 20 and the rear shaft 30 through the first power transmission line and the second power transmission line, respectively, while also realizing a change in the torque distribution ratio on the center shaft 20 and the rear shaft 30 from 0 to 100% by controlling the clutch control pressure between the second clutch driving end 281 and the second clutch driven end 282 of the second clutch 280 and between the third clutch driving end 291 and the third clutch driven end 292 of the third clutch 290. In addition, since relative rotation is allowed between the second clutch driving end 281 and the second clutch driven end 282 of the second clutch 280 and between the third clutch driving end 291 and the third clutch driven end 292 of the third clutch 290, differential states of different rotational speeds are achieved between the center shaft 20 and the rear shaft 30 through the second clutch assembly 280 or the third clutch assembly 290.
In addition, as shown in fig. 5 (b), in the second arrangement of the third derivative configuration, which differs from the first arrangement in that the eighth gear 243 and the second clutch drive end 281 are fixedly connected to the third shaft 240, the sixth gear 241, the seventh gear 242 and the second clutch driven end 282 are fixedly connected to the third shaft sub-shaft 2401, and the third shaft sub-shaft 2401 is hollow around the third shaft 240; the fifth gear 233 and the third clutch driving end 291 are fixedly connected with the second shaft 230, the fourth gear 231, the fifth gear 222 and the third clutch driven end 292 are fixedly connected with the second shaft 2301, and the second shaft 2301 is sleeved on the second shaft 230.
Because only one power source, namely the motor 210, is arranged in the first derivative configuration of the second electric drive assembly 200, the first power transmission route and the second power transmission route are used for respectively driving the middle shaft 20 and the 4 wheels on the rear shaft 30 to realize all-wheel driving, so that the number of motors is reduced, the number of motor controllers is reduced, the complexity of a vehicle driving system is reduced, the cost is saved, and the reliability of the system is improved. Further, due to the inter-axle differential function, for example, the second clutch assembly 280 and the third clutch assembly 290 can disconnect the first power transmission path and the second power transmission path, respectively, so that the states of all-wheel driving and non-all-wheel driving can be switched according to the requirements, the application range of the vehicle can be greatly widened, and part of electric energy can be saved.
According to the embodiment of the disclosure, 4 wheels can be driven through one set of electric drive assembly, the whole vehicle space is reasonably utilized, all-wheel driving can be realized, the number of motors is reduced, meanwhile, the number of motor controllers is also reduced, the complexity of a vehicle driving system is reduced, the cost is further saved, and the reliability of the system is improved. In addition, because the vehicle has functions of inter-axle differential and the like, the vehicle can realize active intelligent control of full-time full-drive, and the application range of the vehicle is greatly widened.
According to the embodiment of the disclosure, 4 wheels can be driven through one set of electric drive assembly, the whole vehicle space is reasonably utilized, all-wheel driving can be realized, the number of motors is reduced, meanwhile, the number of motor controllers is also reduced, the complexity of a vehicle driving system is reduced, the cost is further saved, and the reliability of the system is improved. In addition, because the vehicle has functions of inter-axle differential and the like, the vehicle can realize active intelligent control of full-time full-drive, and the application range of the vehicle is greatly widened.
A fifth embodiment of the present disclosure relates to an electric drive assembly, which has the same main structure as the fourth embodiment, as shown in fig. 6, and is different from the second embodiment in that the second electric drive assembly 200 has a specific structure, wherein the second electric drive assembly 200 has a fourth derivative configuration, and the fourth derivative configuration is different from the first derivative configuration in that the second clutch assembly 280 is connected with the eighth gear 243 and the third shaft 240 to control on/off of a second power transmission path; the third clutch assembly 290 is connected to the fifth gear 233 and the second shaft 230 to control the on-off of the first power transmission path, which is not described herein.
According to the embodiment of the disclosure, 4 wheels can be driven through one set of electric drive assembly, the whole vehicle space is reasonably utilized, all-wheel driving can be realized, the number of motors is reduced, meanwhile, the number of motor controllers is also reduced, the complexity of a vehicle driving system is reduced, the cost is further saved, and the reliability of the system is improved. In addition, because the vehicle has functions of inter-axle differential and the like, the vehicle can realize active intelligent control of full-time full-drive, and the application range of the vehicle is greatly widened.
A sixth embodiment of the present disclosure provides an electric drive system that supports all-wheel drive, the electric drive system being adapted for use with a vehicle that achieves all-wheel drive, where the vehicle is any vehicle that is driven by an electric motor. The electric drive system includes a drive device for driving a vehicle of the front axle, and the electric drive assembly in any of the above embodiments.
According to the embodiment of the disclosure, 4 wheels can be driven through one set of electric drive assembly, the whole vehicle space is reasonably utilized, all-wheel driving can be realized, the number of motors is reduced, meanwhile, the number of motor controllers is also reduced, the complexity of a vehicle driving system is reduced, the cost is further saved, and the reliability of the system is improved. In addition, because the vehicle has functions of inter-axle differential and the like, the vehicle can realize active intelligent control of full-time full-drive, and the application range of the vehicle is greatly widened.
A seventh embodiment of the present disclosure provides a vehicle including the electric drive system in the sixth embodiment, the vehicle including a front axle, a center axle, and a rear axle respectively corresponding to different positions of the vehicle, wherein the driving device is configured to drive 2 wheels on left and right sides connected to the front axle, and the electric drive assembly is configured to drive 4 wheels on left and right sides connected to the center axle and the rear axle, respectively. Wherein the vehicle may be, for example, a 6X6 electric off-road vehicle.
According to the embodiment of the disclosure, 4 wheels can be driven through one set of electric drive assembly, the whole vehicle space is reasonably utilized, all-wheel driving can be realized, the number of motors is reduced, meanwhile, the number of motor controllers is also reduced, the complexity of a vehicle driving system is reduced, the cost is further saved, and the reliability of the system is improved. In addition, because the vehicle has functions of inter-axle differential and the like, the vehicle can realize active intelligent control of full-time full-drive, and the application range of the vehicle is greatly widened.
The foregoing description is only of the preferred embodiments of the present disclosure and description of the principles of the technology being employed. It will be appreciated by persons skilled in the art that the scope of the disclosure referred to in this disclosure is not limited to the specific combinations of features described above, but also covers other embodiments which may be formed by any combination of features described above or equivalents thereof without departing from the spirit of the disclosure. Such as those described above, are mutually substituted with the technical features having similar functions disclosed in the present disclosure (but not limited thereto).
Although the subject matter has been described in language specific to structural features and/or methodological acts, it is to be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or acts described above. Rather, the specific features and acts described above are example forms of implementing the claims.
While various embodiments of the present disclosure have been described in detail, the present disclosure is not limited to these specific embodiments, and various modifications and embodiments can be made by those skilled in the art on the basis of the concepts of the present disclosure, which modifications and modifications should fall within the scope of the claims of the present disclosure.

Claims (8)

1. An electric drive assembly for a vehicle, which is located between a center shaft and a rear shaft of the vehicle and is used for controlling wheels on the center shaft and the rear shaft of the vehicle, characterized in that the electric drive assembly comprises a motor, a first shaft, a second shaft, a third shaft, a fourth shaft, a fifth shaft and a first clutch assembly, an output shaft of the motor is coaxially connected with the first shaft, a rotation axis of the output shaft of the motor is parallel to the second shaft, the third shaft, the fourth shaft, the fifth shaft and the first clutch assembly, and is also parallel to the center shaft and the rear shaft, the first clutch assembly is arranged on the first shaft, the first shaft is sequentially connected with the second shaft and the center shaft in a transmission way, the other side is sequentially connected with the third shaft and the rear shaft in a transmission way, the fourth shaft is arranged on the middle shaft and is coaxially connected with the middle shaft, the fifth shaft is arranged on the rear shaft and is coaxially connected with the rear shaft, the first shaft is fixedly connected with a first gear and a second gear, so that the motor respectively drives the middle shaft and the rear shaft to rotate through the first gear and the second gear according to a first power transmission route and a second power transmission route, the second shaft is fixedly connected with a third gear, a fourth gear and a fifth gear, the third shaft is fixedly connected with a sixth gear, a seventh gear and an eighth gear, the first gear, the third gear and the sixth gear are sequentially meshed, the fourth shaft is provided with a first differential assembly He Di which is fixedly connected with the first gear, the fifth shaft is provided with a second differential assembly and a tenth gear which are fixedly connected with the second differential assembly, the ninth gear is meshed with the fifth gear, the tenth gear is meshed with the eighth gear.
2. An electric drive assembly according to claim 1, wherein a second clutch assembly is provided on either the second or third shaft, by which one of the first and second power transmission routes is controlled to be on-off.
3. An electric drive assembly according to claim 2, wherein a third clutch assembly is provided on the other of the second or third shafts, the other of the first and second power transmission paths being controlled to be on-off by the second clutch.
4. The electric drive assembly of claim 1, further comprising a first shaft first sub-shaft and a first shaft second sub-shaft coaxially disposed with the first shaft, the first clutch assembly disposed between the first shaft and the first shaft first sub-shaft, the first shaft first sub-shaft and the first shaft first sub-shaft nested inside and outside, the first clutch assembly comprising a clutch driving end, a first clutch driven end, and a second clutch driven end, the first shaft fixedly connected with the clutch driving end, the first shaft first sub-shaft fixedly connected with the first clutch driven end and the first gear, and the first shaft second sub-shaft fixedly connected with the second clutch driven end and the second gear.
5. The electric drive assembly of claim 1, further comprising a third shaft sub-shaft and a second clutch assembly disposed on the third shaft, the second clutch assembly disposed parallel to the rotational axis of the motor, the second clutch assembly including a second clutch driving end and a second clutch driven end, wherein the eighth gear and the second clutch driven end are fixedly connected to the third shaft, the sixth gear, the seventh gear and the second clutch driving end are fixedly connected to the third shaft sub-shaft, and the third shaft sub-shaft is hollow.
6. The electric drive assembly of claim 5, further comprising a second shaft sub-shaft and a third clutch assembly disposed on the second shaft, the third clutch assembly disposed parallel to the rotational axis of the motor, the third clutch assembly comprising a third clutch driving end and a third clutch driven end, wherein the fifth gear and the third clutch driven end are fixedly connected to the second shaft, the fourth gear, the fifth gear and the third clutch driving end are fixedly connected to the second shaft sub-shaft, and the second shaft sub-shaft is hollow.
7. An electric drive system for a vehicle for controlling wheels on a front axle, a center axle and a rear axle of the vehicle, comprising a drive device for driving and controlling 2 wheels on the front axle and an electric drive assembly according to any one of claims 1-6 for controlling 4 wheels on the center axle and the rear axle.
8. A vehicle employing the electric drive system of claim 7.
CN202210699962.5A 2022-06-20 2022-06-20 Electric drive assembly for vehicle, electric drive system and vehicle Active CN115027239B (en)

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JP2003127687A (en) * 2001-10-18 2003-05-08 Tochigi Fuji Ind Co Ltd Four-wheel drive system
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