CN215921901U - Vehicle driving system - Google Patents
Vehicle driving system Download PDFInfo
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- CN215921901U CN215921901U CN202120695728.6U CN202120695728U CN215921901U CN 215921901 U CN215921901 U CN 215921901U CN 202120695728 U CN202120695728 U CN 202120695728U CN 215921901 U CN215921901 U CN 215921901U
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- 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
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- 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
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells
Abstract
The present invention provides a vehicle drive system, including: two power units configured identically. Each power unit includes: a first fuel cell engine, a first direct current booster, a power distribution unit, a power battery pack and a bidirectional direct current voltage converter; a first fuel cell engine electrically connected to a first direct current booster, the first direct current booster electrically connected to a power distribution unit, the power distribution unit electrically connected to the power battery pack, the power distribution unit electrically connected to the bidirectional direct current voltage converter; the bi-directional dc voltage converters in the different power units are electrically connected to the different traction motors. The utility model replaces a high-power diesel engine used in the prior art with a plurality of power units, thereby realizing the reduction of the volume of a driving system and reducing the unit power of a single power unit, and further solving the practical problems of poor reliability and poor maintainability caused by large volume, high energy consumption and high unit power of the engine in the prior art.
Description
Technical Field
The utility model relates to the field of vehicles, in particular to a vehicle driving system.
Background
As is known, the drive system serves as a power source for the vehicle, and its performance is decisive for the practicability and economy of the vehicle. The current vehicle drive systems are mainly classified into an internal combustion engine type and an electric motor type.
The traditional internal combustion engine type driving system comprises an internal combustion engine and a mechanical transmission mechanism, and is limited by the prior art, and the traditional internal combustion engine type driving system inevitably has the defects of large volume, high energy consumption, high maintenance difficulty and the like. The layout of the existing motor type driving system is similar to that of the traditional internal combustion engine type driving system, a high-power motor is adopted as a power source, a gear set is used for replacing a traditional transmission shaft to realize power transmission, although the structure is simplified, the requirement on the single-machine power of the motor is extremely high, the control method is complex, and the maintenance is not facilitated.
In view of this, the utility model provides a vehicle driving system to solve the technical problems of large volume, high energy consumption, high single-machine power and the like of the driving system in the prior art.
SUMMERY OF THE UTILITY MODEL
The utility model aims to provide a vehicle driving system to solve the technical problems of large volume, high energy consumption, high single-machine power and the like of the driving system in the prior art. The specific technical scheme is as follows:
a drive system for a vehicle, comprising: two power units with the same configuration, which are respectively a first power unit and a second power unit,
each of the power units includes: a first fuel cell engine, a first direct current booster, a power distribution unit, a power battery pack and a bidirectional direct current voltage converter; the first fuel cell engine is electrically connected to the first DC booster, the first DC booster is electrically connected to the power distribution unit, the power distribution unit is electrically connected to the power battery pack, and the power distribution unit is electrically connected to the bi-directional DC voltage converter; the bi-directional dc voltage converters in different ones of the power units are electrically connected to different ones of the traction motors.
Optionally, the method further includes: a hydraulic cooling unit, the hydraulic cooling unit comprising: a second fuel cell engine, a second direct current booster and a hydraulic cooling load; the second fuel cell engine is electrically connected to the second dc booster, which is electrically connected to the hydraulic cooling load.
Optionally, the method further includes: an inverter and a frequency converter; the bidirectional DC voltage converter is electrically connected with the inverter, the inverter is electrically connected with the frequency converter, and the frequency converter is electrically connected with the traction motor.
Optionally, the method further includes: braking a resistor grid; and the braking resistance grid is electrically connected with each inverter.
Optionally, the hydraulic cooling load comprises: a cooling fan of the traction motor, a cooling fan of the power distribution unit, and a hydraulic work system.
Optionally, the method further includes: a control cabinet; the first power unit, the second power unit, the hydraulic cooling unit, the inverter and the frequency converter are all electrically connected with the control cabinet so as to be controlled by the control cabinet.
Optionally, the control cabinet is electrically connected with a signal output end of the accelerator pedal mechanism, a signal output end of the brake pedal mechanism, a signal output end of the steering wheel mechanism and the hydraulic operation control box.
Optionally, in the rest mode: the power battery pack is in a stop state, and the first fuel cell engine and the second fuel cell engine are in a standby state;
in a pure electric traction mode: the power battery pack is in a working state, the first fuel cell engine is in a standby state, and the second fuel cell engine is in a working state;
in the hybrid traction mode: the power battery pack is in a working state, and the first fuel cell engine and the second fuel cell engine are both in a working state;
in the fuel cell independent traction mode: the power battery pack is in a stop state, and the first fuel cell engine and the second fuel cell engine are both in a working state;
in the parking load and unload mode: the power battery pack is in a standby state, the first fuel cell engine is in a standby state, and the second fuel cell engine is in a working state.
Optionally, in the electric braking mode: the power battery pack is in a working state, and the first fuel cell engine is in a standby state; the traction motor obtains feedback current through braking and transmits the feedback current to the power distribution unit through the bidirectional direct-current voltage converter, and the power distribution unit distributes the feedback current to the power battery pack for charging.
Optionally, the power distribution unit includes: the relay comprises a first relay, a second relay, a third relay and a fuse; the anode of the power battery pack is connected with one end of the fuse, the other end of the fuse is electrically connected with the current input end of the second relay, the current output end of the second relay is electrically connected with the first power end of the bidirectional direct-current voltage converter, the second power end of the bidirectional direct-current voltage converter is electrically connected with the current input end of the first relay, the current output end of the first relay is electrically connected with the cathode of the fuel battery pack, the current input end of the third relay is a first connecting end connected with the anode of the ground charging pile, the current output end of the third relay is electrically connected with the fuse, the current input end of the first relay is a second connecting end connected with the cathode of the ground charging pile, and the current output end of the first direct-current booster is electrically connected with the current output end of the second relay, the current input end of the first direct current booster is electrically connected with the current input end of the first relay.
According to the vehicle driving system provided by the embodiment of the utility model, the two power units with the same configuration can be used for respectively providing electric energy for the two different traction motors, and each power unit only needs to provide electric energy required by part of the traction motors of the whole vehicle, so that the single-machine power of each power unit is reduced, the volume of the power unit is reduced, the energy consumption is reduced, and the single-machine power is reduced. Of course, it is not necessary for any product or method of practicing the utility model to achieve all of the above-described advantages at the same time.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
Fig. 1 is a schematic structural diagram of a vehicle driving system according to an embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Please refer to fig. 1, which is a schematic structural diagram of a vehicle driving system according to an embodiment of the present invention, the vehicle driving system may include: two power units configured identically. The two identically configured power units in fig. 1 are a first power unit 1 and a second power unit 2, respectively.
As shown in fig. 1, each of the first power unit 1 and the second power unit 2 includes: a first fuel cell engine 3, a first direct current booster 4, a power distribution unit 13, a power battery pack 15, and a bidirectional direct current voltage converter 12; the first fuel cell engine 3 is electrically connected to the first dc booster 4, the first dc booster 4 is electrically connected to the power distribution unit 13, the power distribution unit 13 is electrically connected to the power battery pack 15, and the power distribution unit 13 is electrically connected to the bidirectional dc voltage converter 12.
The dc power output from the first fuel cell engine 3 is boosted by the first dc booster 4 and then sent to the power distribution unit 13 for power distribution, and the power distribution unit 13 may boost the received dc power by the bidirectional dc voltage converter 12 and then output the boosted dc power to the traction motor 8 to drive the traction motor 8.
Since the voltage of the direct current output from the first fuel cell engine 3 is low, the present invention boosts the direct current twice by the first direct current booster 4 and the bidirectional direct current voltage converter 12 to ensure that the voltage output to the traction motor 8 satisfies the demand of the traction motor 8. The direct current is boosted twice through the first direct current booster 4 and the bidirectional direct current voltage converter 12, so that the safety problem of overlarge current caused by boosting once is avoided, and the equipment cost is reduced.
Alternatively, the power distribution unit 13 may distribute the dc power output from the first fuel cell engine 3 to the power battery 15 for charging.
The power battery pack 15 may also output direct current and transmit the direct current to the power distribution unit 13, and the power distribution unit 13 may boost the direct current output by the power battery pack 15 through the bidirectional direct current voltage converter 12 and output the boosted direct current to the traction motor 8 to drive the traction motor 8.
In an alternative embodiment, the traction motor 8 may be a dc motor or an ac motor. When the traction motor 8 is a dc motor, the power distribution unit 13 may boost the received dc power to a rated voltage of the dc motor through the bidirectional dc voltage converter 12, and then the bidirectional dc voltage converter 12 outputs the dc power having the rated voltage to the traction motor 8 to drive the traction motor 8. When the traction motor 8 is an alternating current motor, the power distribution unit 13 may boost the received direct current by the bidirectional direct current voltage converter 12, then convert the boosted direct current into alternating current by the inverter 10 and the frequency converter 9 shown in fig. 1, and then output the alternating current to the traction motor 8 to drive the traction motor 8.
Optionally, as shown in fig. 1, the vehicle driving system provided in the embodiment of the present invention further includes: an inverter 10 and a frequency converter 9; the bidirectional direct-current voltage conversion is electrically connected with an inverter 10, the inverter 10 is electrically connected with a frequency converter 9, and the frequency converter 9 is electrically connected with a traction motor 8; the direct current boosted by the bidirectional direct current voltage converter is converted into three-phase alternating current by an inverter 10, and then frequency-modulated by a frequency converter 9 to supply power to a traction motor 8.
When the traction motor 8 is an alternating current motor, the alternating current motor has the technical characteristics of high unit weight power, high rotating speed, large transmission ratio, no reversing spark and stable ring fire, so the vehicle driving system can be applied to vehicles needing larger power for driving, such as mining heavy-duty trucks.
Optionally, the traction motor 8 is connected with the speed reducer 7 through a coupling, and the speed reducer 7 is connected with the tire 6 through a shaft. The power output by the traction motor 8 is decelerated by the speed reducer 7 to drive the tire 6 to rotate.
In a vehicle drive system according to the present invention, bidirectional dc voltage converters 12 in different power units may be electrically connected to different traction motors 8. Because the two power units with the same configuration respectively provide electric energy for the two different traction motors 8, and each power unit only needs to provide the electric energy required by part of the traction motors of the whole vehicle, the single power of each power unit is reduced, the volume of the power unit is reduced, the energy consumption is reduced, the single power is reduced, and the vehicle controllability is improved.
Optionally, in another embodiment of the present invention, a vehicle driving system further includes: the hydraulic cooling unit 19, the hydraulic cooling unit 19 may include: a second fuel cell engine 16, a second direct current booster 17 and a hydraulic cooling load 18; the second fuel cell engine 16 is electrically connected to a second dc booster 17, and the second dc booster 17 is electrically connected to a hydraulic cooling load 18.
The dc power output from the second fuel cell engine 16 is boosted by the second dc booster 17 to power the hydraulic cooling load 18.
In the prior art, a high-power generator is generally adopted to provide electric energy for driving, cooling and hydraulic operation of a vehicle, so that the volume of the generator is directly overlarge, the use cost and the maintenance cost are increased, and meanwhile, the working reliability is reduced. According to the vehicle driving system provided by the embodiment of the utility model, one fuel cell engine is adopted to independently provide electric energy for the hydraulic cooling load of the whole vehicle, so that the size of the driving system is greatly reduced, and the working reliability, the economical efficiency and the maintenance efficiency are improved.
Optionally, the hydraulic cooling load 18 comprises: a cooling fan of the traction motor 8, a cooling fan of the power distribution unit 13, and a hydraulic work system.
Optionally, in the embodiment of the present invention, the traction motor 8 may perform energy recovery, so that when the driving system performs electric braking, the driving system may provide an excitation power to the rotor of the traction motor 8, so that the rotor of the traction motor 8 generates a magnetic field, at this time, the wheel drives the rotor of the traction motor 8 to rotate, the magnetic field of the rotor cuts the stator winding to generate an inverse potential, and further generate a feedback current, the feedback current is transmitted to the power distribution unit 13 through the conversion of the frequency converter 9, the inverter 10 and the bidirectional dc voltage converter 12, and the feedback current is distributed to the power battery pack 15 by the power distribution unit 13 for charging.
The driving system for a vehicle provided in the embodiment of the present invention further includes: a brake resistor grid 11; the brake resistance grids 11 are electrically connected with the inverters 10; the braking resistor grid 11 converts the electric energy transmitted by the inverter 10 into heat to be dissipated.
Optionally, in the embodiment of the present invention, when the feedback electric quantity is greater than the maximum battery capacity of the power battery pack 15, the inverter 10 may transmit the redundant feedback current to the braking resistor grid, and the braking resistor grid converts the electric energy into heat to be dissipated, and particularly in winter, the dissipated heat may be collected for heat preservation of equipment and personnel, so as to maximally reduce waste of the electric energy while protecting the power battery pack.
The driving system for a vehicle provided in the embodiment of the present invention further includes: a control cabinet 5; the first power unit 1, the second power unit 2, the hydraulic cooling unit 19, the inverter 10 and the frequency converter 9 are all electrically connected with the control cabinet 5 so as to be controlled by the control cabinet 5.
The control cabinet 5 is electrically connected with a signal output end of the accelerator pedal mechanism, a signal output end of the brake pedal mechanism, a signal output end of the steering wheel mechanism and the hydraulic operation control box; when the system operates, the output signals of a driver operating an accelerator pedal, a brake pedal, a steering wheel and a hydraulic operation control box are calculated, and then an instruction is sent out to control a driving system to respond.
The control cabinet may be an existing control cabinet.
The vehicle driving system provided in the embodiment of the utility model is characterized in that in a rest mode: the power battery pack 15 is in a shutdown state, and both the first fuel cell engine 3 and the second fuel cell engine 16 are in a standby state, and at this time, the first fuel cell engine 3 and the second fuel cell engine 16 generate only a small amount of electric energy for maintaining the working state of each component inside the fuel cell engines.
In a pure electric traction mode: the power battery pack 15 is in a working state, the first fuel cell engine 3 is in a standby state, and the second fuel cell engine 16 is in a working state; at this time, the power battery pack 15 supplies electric energy to the power distribution unit 13, the electric energy is distributed to the traction motor 8 through the power distribution unit 13 to supply power, and the second fuel cell engine 16 supplies power to the cooling fan of the traction motor 8, the cooling fan of the power distribution unit 13 and the hydraulic working system.
In the hybrid traction mode: the power battery pack 15 is in a working state, the first fuel cell engine 3 and the second fuel cell engine 16 are both in a working state, at this time, the power battery pack 15 and the first fuel cell engine 3 jointly transmit electric energy to the power distribution unit 13, the electric energy is uniformly distributed to the traction motor 8 through the power distribution unit 13 for power supply, and the second fuel cell engine 16 supplies power to a cooling fan of the traction motor 8, a cooling fan of the power distribution unit 13 and a hydraulic operation system.
In the fuel cell independent traction mode: the power battery pack 15 is in a stop state, the first fuel cell engine 3 and the second fuel cell engine 16 are both in working states, at this time, the first fuel cell engine transmits electric energy to the power distribution unit 13 and distributes the electric energy to the traction motor 8 through the power distribution unit 13 for power supply, and the second fuel cell engine 16 supplies power to the cooling fan of the traction motor 8, the cooling fan of the power distribution unit 13 and the hydraulic operation system.
In the parking load and unload mode: the power battery pack 15 is in a standby state, the first fuel cell engine 3 is in a standby state, and the second fuel cell engine 16 is in a working state; the second fuel cell engine 16 now powers the cooling fan of the traction motor 8, the cooling fan of the power distribution unit 13 and the hydraulic work system.
The vehicle driving system provided in the embodiment of the utility model is characterized in that in an electric braking mode: the power battery pack 15 is in an operating state and the first fuel cell engine 3 is in a standby state. The traction motor 8 obtains feedback current through braking, the feedback current is transmitted to the power distribution unit 13 through the bidirectional direct-current voltage converter 12, and the power distribution unit 13 distributes the feedback current to the power battery pack 15 for charging; when the feedback electric quantity is larger than the maximum charging capacity of the power battery pack 15, the inverter 10 transmits the feedback current to the braking resistance grid 11, and the braking resistance grid 11 converts the redundant feedback current into heat to be dissipated in a mode of converting electric energy into heat energy.
In the embodiment of the present invention, the power distribution unit 13 includes: a first relay RLY1, a second relay RLY2, a third relay RLY3 and a fuse FU; the anode of the power battery pack 15 is connected with one end of the fuse FU, the other end of the fuse FU is electrically connected with the current input end of the second relay RLY2, the current output end of the second relay RLY2 is electrically connected with the first power supply end of the bidirectional direct-current voltage converter 12, the second power supply end of the bidirectional direct-current voltage converter 12 is electrically connected with the current input end of the first relay RLY1, the current output end of the first relay RLY1 is electrically connected with the cathode of the fuel battery pack 15, the current input end of the third relay RLY3 is a first connection end connected with the anode of the ground charging pile 14, the current output end of the third relay RLY3 is electrically connected with the fuse, the current input end of the first relay RLY1 is a second connection end connected with the cathode of the ground charging pile 14, the current output end of the first direct-current booster 4 is electrically connected with the current output end of the second relay RLY2, and the current input end of the first direct-current booster 4 is electrically connected with the current input end of the first relay RLY 1.
The fuse FU is connected with the anode of the power battery pack 15 to play a role in overcurrent protection, the first relay RLY1 and the second relay RLY2 execute simultaneous opening and simultaneous closing actions under different operation modes to achieve the effect of connecting the power battery pack 15 into a circuit and switching the power battery pack out of the circuit, and the second relay RLY2 executes the actions of connecting and disconnecting a loop when in a parking charging mode to achieve the effect of disconnecting the charging loop when the power battery pack 15 is charged.
Alternatively, in the vehicle drive system provided in the embodiment of the present invention, the second fuel cell engine 16 may be replaced with a power cell.
It is noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. It should also be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in the process, method, article, or apparatus that comprises the element.
All the embodiments in the present specification are described in a related manner, and the same and similar parts among the embodiments may be referred to each other, and each embodiment focuses on the differences from the other embodiments.
The above are merely examples of the present application and are not intended to limit the present application. Various modifications and changes may occur to those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the scope of the claims of the present application.
Claims (8)
1. A drive system for a vehicle, comprising: two power units with the same configuration, namely a first power unit (1) and a second power unit (2),
each of the power units includes: a first fuel cell engine (3), a first direct current booster (4), a power distribution unit (13), a power battery pack (15) and a bidirectional direct current voltage converter (12); the first fuel cell engine (3) is electrically connected to the first direct current booster (4), the first direct current booster (4) is electrically connected to the power distribution unit (13), the power distribution unit (13) is electrically connected to the power battery pack (15), and the power distribution unit (13) is electrically connected to the bidirectional direct current voltage converter (12); the bidirectional direct voltage converters (12) in the different power units are electrically connected to different traction motors (8).
2. The vehicular drive system according to claim 1, further comprising: a hydraulic cooling unit (19), the hydraulic cooling unit (19) comprising: a second fuel cell engine (16), a second direct current booster (17) and a hydraulic cooling load (18); the second fuel cell engine (16) is electrically connected to the second direct current booster (17), and the second direct current booster (17) is electrically connected to the hydraulic cooling load (18).
3. The vehicular drive system according to claim 1, further comprising: an inverter (10) and a frequency converter (9); the bidirectional DC voltage converter (12) is electrically connected to the inverter (10), the inverter (10) is electrically connected to the frequency converter (9), and the frequency converter (9) is electrically connected to the traction motor (8).
4. The vehicular drive system according to claim 1, further comprising: a brake resistor grid (11); the brake resistor grids (11) are electrically connected with the inverters (10).
5. The vehicle drive system according to claim 2, wherein the hydraulic cooling load (18) comprises: a cooling fan of the traction motor (8), a cooling fan of the power distribution unit (13), and a hydraulic work system.
6. The vehicular drive system according to claim 1 or 2, characterized by further comprising: a control cabinet (5); the first power unit (1), the second power unit (2), the hydraulic cooling unit (19), the inverter (10) and the frequency converter (9) are all electrically connected with the control cabinet (5) so as to be controlled by the control cabinet (5).
7. The vehicle drive system according to claim 6, wherein the control cabinet (5) is electrically connected to a signal output of an accelerator pedal mechanism, a signal output of a brake pedal mechanism, a signal output of a steering wheel mechanism, and a hydraulic work control box.
8. The drive system for vehicle according to claim 1, wherein the power distribution unit (13) includes: a first relay (RLY1), a second relay (RLY2), a third relay (RLY3), and a Fuse (FU); the anode of the power battery pack (15) is connected with one end of the Fuse (FU), the other end of the Fuse (FU) is electrically connected with the current input end of the second relay (RLY2), the current output end of the second relay (RLY2) is electrically connected with the first power end of the bidirectional direct-current voltage converter (12), the second power end of the bidirectional direct-current voltage converter (12) is electrically connected with the current input end of the first relay (RLY1), the current output end of the first relay (RLY1) is electrically connected with the cathode of the power battery pack (15), the current input end of the third relay (RLY3) is a first connection end connected with the anode of the ground charging pile (14), the current output end of the third relay (RLY3) is connected with the Fuse (FU), the current input end of the first relay (RLY1) is a second connection end connected with the cathode of the ground charging pile (14), the current output end of the first direct current booster (4) is electrically connected with the current output end of the second relay (RLY2), and the current input end of the first direct current booster (4) is electrically connected with the current input end of the first relay (RLY 1).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120695728.6U CN215921901U (en) | 2021-04-06 | 2021-04-06 | Vehicle driving system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120695728.6U CN215921901U (en) | 2021-04-06 | 2021-04-06 | Vehicle driving system |
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| Publication Number | Publication Date |
|---|---|
| CN215921901U true CN215921901U (en) | 2022-03-01 |
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| CN202120695728.6U Active CN215921901U (en) | 2021-04-06 | 2021-04-06 | Vehicle driving system |
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| CN (1) | CN215921901U (en) |
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2021
- 2021-04-06 CN CN202120695728.6U patent/CN215921901U/en active Active
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Address after: 261061 Shandong city in Weifang province Fu hi tech Industrial Development Zone, East Street No. 197 Patentee after: WEICHAI POWER Co.,Ltd. Patentee after: Weichai New Energy Power Technology Co.,Ltd. Address before: 261061 Shandong city in Weifang province Fu hi tech Industrial Development Zone, East Street No. 197 Patentee before: WEICHAI POWER Co.,Ltd. Patentee before: Weichai New Energy Technology Co.,Ltd. |
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