EP4277805A1 - Section arrière de véhicule destinée à être montée de façon immobile sur une unité de conduite de véhicule - Google Patents

Section arrière de véhicule destinée à être montée de façon immobile sur une unité de conduite de véhicule

Info

Publication number
EP4277805A1
EP4277805A1 EP22701167.3A EP22701167A EP4277805A1 EP 4277805 A1 EP4277805 A1 EP 4277805A1 EP 22701167 A EP22701167 A EP 22701167A EP 4277805 A1 EP4277805 A1 EP 4277805A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
load carrier
battery pack
rear section
unit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP22701167.3A
Other languages
German (de)
English (en)
Inventor
Conny HERTZBERG
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Dipp R AB
Original Assignee
Dipp R AB
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Dipp R AB filed Critical Dipp R AB
Publication of EP4277805A1 publication Critical patent/EP4277805A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/66—Arrangements of batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/28—Trailers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/36—Vehicles designed to transport cargo, e.g. trucks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/46—Wheel motors, i.e. motor connected to only one wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/40—Problem solutions or means not otherwise provided for related to technical updates when adding new parts or software

Definitions

  • Vehicle rear section for being immovably mounted to a vehicle drive unit
  • the present disclosure relates to vehicle rear sections for being immovably mounted to a vehicle drive unit.
  • a rear section relates to electrical conversion of a vehicle drive unit and wherein the vehicle rear section is configured for loading and unloading of load carriers, thereby enabling a vehicle system for transporting load carriers.
  • the present disclosure further relates to integrated electrically powered vehicles comprising a vehicle rear section, systems for transporting a load carrier, and related methods.
  • Vehicles such as delivery vehicles, are typically provided with a specification that has been set by a manufacturer.
  • a new, or a used vehicle may be fitted with new equipment to perform a specific task.
  • a cargo vehicle may be fitted with a lifting unit to load and unload cargo.
  • Modification of a vehicle allows for obtaining a vehicle having desired capabilities, while it may simultaneously allow for cost savings.
  • a used vehicle may be modified with equipment for performing specific tasks, thereby achieving a vehicle with desired capabilities at a lower cost.
  • vehicle conversion is electric vehicle conversion, which is the replacement of a car's combustion engine and connected components with an electric motor and batteries, to create an all-electric vehicle.
  • Another option is to replace a large combustion engine with an electric motor and a small combustion engine, creating a hybrid electric vehicle, for example a plug-in hybrid electric vehicle.
  • the present inventors have realized methods and systems that allow for quick and affordable conversions of vehicles, while resulting in a converted, integrated, vehicle having desired properties for the end user.
  • the present disclosure therefore, in a first aspect, relates to a vehicle rear section for being immovably mounted to a vehicle drive unit, the vehicle rear section comprising:
  • a rearwardly open U-shaped frame comprising two shanks extending from a connector section, each shank having a wheel driven by an electrical motor system;
  • a traction battery pack comprising a traction battery management unit
  • a lifting unit comprising lifting handles arranged on each side of the rearwardly open frame, the lifting handles being configured for receiving, delivering, lifting and/or lowering a load carrier;
  • a rear electronic control unit configured for receiving a set of control signals from the vehicle drive unit and, based on said set of control signals, controlling a number of electrical arrangements of the vehicle rear section, including the electrical motor system and the traction battery pack.
  • the vehicle rear section is configured such that it may be used to electrically convert a vehicle drive unit, by immovably mounting the vehicle rear section to the vehicle drive unit.
  • the vehicle rear section is arranged for being immovably mounted to a vehicle drive unit, such as wherein the vehicle drive unit and the vehicle rear section, following conversion, forms an integrated vehicle.
  • vehicle rear section may for example be welded and/or bolted to the vehicle drive unit.
  • one or more electrical connections are preferably formed between the vehicle rear section and the vehicle drive unit. By said electrical connections, electrical signals may be transmitted, such as over CAN bus, from the vehicle drive unit, to the vehicle rear section.
  • a driver of an integrated vehicle formed from a vehicle rear section and a vehicle drive unit, may control the integrated vehicle from the part of the integrated vehicle that is formed by the vehicle drive unit.
  • the two shanks of the rearwardly open II- shaped frame are only connected by a connector module.
  • the connector module is arranged such that it connects an end of each shank, thereby forming a II- shaped frame.
  • each shank comprises at least one wheel driven by an electrical motor system, such as wherein each shank comprises one wheel comprises an in-wheel electrical motor.
  • the U-shaped frame surrounds an open area, for receiving a load carrier.
  • the wheels of the shanks are not connected by a wheel axle.
  • the wheels of the shanks are powered by an electrical motor system that does not have a wheel axle, for example the electrical motor system may comprise or consist of a number of in-wheel electrical motors.
  • the vehicle rear section is configured for receiving and/or delivering a load carrier through the opening of the rearwardly open U-shaped frame.
  • the load carrier may be any type of carrier of a load, such as a container or a load carrier.
  • the size of the load carrier is such that it fits within the open section of the rearwardly open U-shaped frame.
  • the load carrier may for example be sized to span the shanks of the rearwardly open frame and/or span the length of said open section, such as from the connector section to the opening.
  • the vehicle rear section may be configured to receive a number of control signals that controls and/or actuates any of an anti-lock braking system, a vehicle electrical arrangement, a rear electronic control unit, and/or a vehicle low voltage arrangement.
  • the control signals may thereby comprise signals for controlling parts of the vehicle rear section, and may for example include any of a propulsion signal, a brake signal, a lighting signal, an indicator signal, and/or a lifting unit control signal.
  • the vehicle rear section may comprise a rear electronic control unit, that is configured to receive control signals from a front electronic control unit, and wherein the rear electronic control unit is, based on said control signals, control any of an anti-lock braking system, a vehicle electrical arrangement, and/or a vehicle low voltage arrangement.
  • the load carrier comprises a load carrier battery pack comprising a load carrier battery management unit.
  • the vehicle rear section may be configured to receive or deliver power to the load carrier battery pack.
  • the vehicle rear section may be configured such that the traction battery pack and/or the electrical motor system may receive power from the load carrier battery pack.
  • the load carrier battery pack has a higher battery capacity than the traction battery pack.
  • a smaller battery pack in the vehicle rear section allows for cost, and weight, reductions for the vehicle rear section, and the corresponding integrated vehicle following conversion. While the vehicle rear section may have a relatively small battery, and consequently a limited electric range, the vehicle rear section may receive power upon receiving a load carrier.
  • the load carrier may power the electrical motor system, and charge batteries of the vehicle rear section, such as the traction battery pack.
  • the vehicle rear section is configured such that an electrical connection is formed to the load carrier for transferring of power between the load carrier battery pack and the vehicle rear section, such as the traction battery pack and/or the electrical motor system.
  • the lifting handles may be configured to form an electrical connection to the load carrier.
  • the lifting handles may be configured such that the electrical connection is formed when the lifting handles lock the load carrier to the vehicle rear section.
  • the electrical connection between the vehicle rear section and the load carrier may thereafter be constant, until the load carrier is released from the vehicle rear section.
  • the vehicle rear section may comprise a rear electronic control unit, that controls the supply of power to, from and/or within the vehicle rear section.
  • the rear electronic control unit may for example be configured for selectively switching between a number of modes, each mode having a different power distribution between the parts of the vehicle rear section and/or the load carrier.
  • the rear electronic control unit may be configured for selectively switching between:
  • a further aspect of the present disclosure relates to an integrated electrically powered vehicle comprising:
  • a vehicle drive unit comprising: a set of controllers for generation of a set of control signals; a front electronic control unit configured for communicating with a rear electronic control unit;
  • a vehicle rear section comprising: a rearwardly open U-shaped frame, said frame comprising two shanks extending from a connector section; a traction battery pack comprising a traction battery management unit; a lifting unit comprising lifting handles arranged on each side of the rearwardly open U-shaped frame, the lifting handles being configured for receiving and lifting a load carrier; and a rear electronic control unit configured for receiving a set of control signals and, based on said set of control signals, controlling power supplied from the traction battery pack to a number of electrical arrangements including: o an electrical motor system; o a vehicle electrical arrangement; and o a vehicle low voltage arrangement.
  • the integrated vehicle is assembled/manufactured by immovably mounting a vehicle rear section to a vehicle drive unit, such as wherein the vehicle drive unit and the vehicle rear section have been welded and/or bolted together.
  • a further aspect of the present disclosure relates to a vehicle system for transporting a load carrier, the vehicle system comprising an integrated vehicle, comprising or consisting of a vehicle drive unit and a vehicle rear section, and the load carrier;
  • the vehicle drive unit comprising: a set of controllers for generation of a set of control signals; a front electronic control unit configured for transmitting a set of control signals;
  • the vehicle rear section comprising: a rearwardly open U-shaped frame, said frame comprising two shanks extending from a connector section; a traction battery pack comprising a traction battery management unit; a lifting unit comprising lifting handles arranged on each side of the rearwardly open frame, the lifting handles being configured for receiving and lifting a load carrier; and a rear electronic control unit configured for receiving a set of control signals and, based on said set of control signals, controlling power supplied from the traction battery pack to a number of electrical arrangements including: o an electrical motor system; o a vehicle electrical arrangement; o a vehicle low voltage arrangement;
  • the load carrier comprises a load carrier battery pack.
  • the integrated vehicle is configured such that an electrical connection is formed between the integrated vehicle and the load carrier for transferring of power between the load carrier battery pack and the integrated vehicle, such as the traction battery pack and/or the electrical motor system.
  • the lifting handles may be configured to form an electrical connection to the load carrier.
  • the lifting handles may be configured such that the electrical connection is formed when the lifting handles lock the load carrier to the vehicle rear section. The electrical connection between the integrated vehicle and the load carrier may thereafter be constant, until the load carrier is released from the integrated vehicle.
  • the integrated vehicle may comprise a front and/or rear electronic control unit, that controls the supply of power to, from and/or within parts of the integrated vehicle.
  • the rear and/or front electronic control unit may for example be configured for selectively switching between a number of modes, each mode being a specific configuration of the power distribution between the parts of the integrated vehicle.
  • At least one of the lifting handles may comprise an electrical connector configured for engaging with an electrical connector of the load carrier.
  • the load carrier may comprise a load carrier battery pack, and the system may be configured such that, upon receiving the load carrier by the lifting handles of the integrated vehicle, the electrical connectors electrically connect, thereby forming an electrical connection between the integrated vehicle and the load carrier battery pack.
  • the integrated vehicle of the system may further comprise a front and/or a rear electronic unit that is configured to control power between parts of the system.
  • the rear electronic control unit may be configured to communicate with the load carrier battery management unit, the traction battery pack management unit, and/or the electrical motor system, in order to distribute power between the parts of the system, for example depending on the momentary power requirement of the electrical motor system, and/or the charge level of the traction battery pack and/or the load carrier battery pack.
  • the rear electronic control unit may be configured to, upon receiving a load carrier with a fully charged or almost fully charged battery pack control the power distribution so that power is supplied from the load carrier to the traction battery pack and/or the electrical motor system.
  • Yet a further aspect of the present disclosure relates to a method of assembling/manufacturing an integrated electrically powered vehicle comprising:
  • a vehicle drive unit comprising: at least one controller for generation of a set of control signals; a front electronic control unit configured for transmitting a set of control signals;
  • a vehicle rear section comprising: a rearwardly open U-shaped frame comprising two shanks extending from a connector section, each shank having a wheel driven by an electrical motor system, such as wherein each shank has one wheel comprising an in-wheel electrical motor; a traction battery pack comprising a traction battery management unit; a lifting unit configured for receiving a load carrier; and a rear electronic control unit configured for receiving the a set of control signals and, based on said a set of control signals, controlling power supplied from the traction battery pack to the electrical motor system;
  • the vehicle rear section may, for example, be bolted and/or welded onto the vehicle drive unit, thereby forming an integrated vehicle.
  • the integrated vehicle may further be configured to receive and or deliver a load carrier as disclosed elsewhere herein.
  • the vehicle rear section and/or the vehicle drive unit may be configured as disclosed elsewhere herein.
  • Fig. 1 shows a vehicle rear section
  • Fig. 2 shows a vehicle rear section and a vehicle drive unit
  • Fig. 3 shows an integrated vehicle comprising a vehicle rear section immovably mounted to a vehicle drive unit
  • Fig. 4 shows a system comprising an integrated vehicle and a load carrier
  • Fig. 5 shows a flow chart of power distribution in a vehicle rear section
  • Fig. 6 shows a flow chart of power distribution in a vehicle rear section during charging
  • Fig. 7 shows a flow chart of power distribution in a system comprising an integrated vehicle and a load carrier
  • Fig. 8 shows a flow chart of power distribution in a system comprising an integrated vehicle and a load carrier during charging
  • the present disclosure in a first aspect, relates to a vehicle rear section for being immovably mounted to a vehicle drive unit.
  • the vehicle rear section may comprise a number of components, including but not limited to a rearwardly open U-shaped frame, a traction battery pack, a lifting unit such as a hydraulic lifting unit, and/or a rear electronic control unit.
  • the rearwardly open U-shaped frame comprises two shanks extending from a connector section.
  • said connector section connects an end of each shank, thereby forming a U-shaped frame.
  • each shank comprises a wheel driven by an electrical motor system, such as wherein each shank comprises a wheel comprising an in-wheel electrical motor. It is a preference that there is only a single wheel on each shank.
  • the vehicle rear section comprises a traction battery pack comprising a traction battery management unit.
  • the traction battery pack is configured to power the propulsion of the vehicle rear section and/or an integrated vehicle comprising the vehicle rear section.
  • the vehicle rear section comprises a lifting unit, such as a hydraulic lifting unit.
  • Said lifting unit may comprise lifting handles arranged on each side of the rearwardly open frame, such as to receive a load carrier.
  • the lifting handles may thereby be facing the area surrounded by the U-shaped frame.
  • the lifting handles may be configured for receiving/delivering and lifting/lowering a load carrier.
  • the vehicle rear section comprises a rear electronic connector configured for receiving a set of control signals from the vehicle drive unit and, based on said set of control signals, controlling a number of electrical arrangements of the vehicle rear section, such as lights, the electrical motor system and the traction battery pack.
  • the rear electronic connector may comprise or consist of a rear electronic control unit for controlling parts of the vehicle rear section.
  • the control signals received by the rear electronic connector do not have to be received by the rear electronic control unit.
  • control signals received by the rear electronic connector may be directly fed to an electrical arrangement of the vehicle rear section, such as light system and brake systems.
  • control signals for controlling ABS, the electrical motor system, and/or the lifting unit may be fed to the electronic control unit, before said unit controls each respective electrical arrangement.
  • control signals may be directly fed, without interacting with the rear electronic control unit, to the respective electrical arrangement the signal is to control.
  • the vehicle rear section is configured such that it may be used to electrically convert a vehicle drive unit by immovably mounting the vehicle rear section to the vehicle drive unit.
  • the vehicle rear section comprises a connector module, such as an anchor beam, for being immovable mounted to the driving unit.
  • the electrical conversion further comprises forming one or more electrical connections between the vehicle rear section and the vehicle drive unit. By said electrical connections, electrical signals may be transmitted, such as over CAN bus, from the vehicle drive unit, to the vehicle rear section.
  • this is arranged such that a driver of an integrated vehicle, formed from a vehicle rear section and a vehicle drive unit, may control the integrated vehicle from the part of the integrated vehicle that is formed by the vehicle drive unit.
  • a vehicle drive unit refers to a unit comprising at least one wheel and controls for controlling a vehicle.
  • the vehicle drive unit may for example be a front of a vehicle, such as including a driver cabin and at least a front part of the chassis.
  • the rear electronic control unit further controls, based on the set of control signals, any of an anti-lock braking system, a vehicle electrical arrangement, a vehicle second converter, the electrical motor system, and/or a vehicle low voltage arrangement.
  • the rear electronic control unit may further be configured to communicate with a front electronic control unit (i.e. a load carrier management unit of a load carrier.
  • a front electronic control unit i.e. a load carrier management unit of a load carrier.
  • the rear electronic control unit may alternatively or additionally be arranged to control the front electronic control unit (i.e. the load carrier management unit).
  • the vehicle rear section is configured for receiving and/or delivering a load carrier through the opening of the rearwardly open II- shaped frame.
  • the load carrier may be any type of carrier of a load, such as a container, a passenger cabin for people transportation, a horse transport, a cabin for transportation of physically impaired or sick people, a pop-up restaurant, a container for recycling reusing materials, etc.
  • the size of the load carrier is such that it fits within the open section of the rearwardly open U-shaped frame.
  • the load carrier may for example be sized to span the shanks of the rearwardly open frame and/or span the length of said open section, such as from the connector section to the opening.
  • each lifting handle comprises an automatic locking device configured such that lifting of the load carrier secures the load carrier to the lifting handles.
  • the vehicle rear section is configured such that it can be reversed into position, such that the shanks are located on each side of the load carrier.
  • the lifting handles of each shank are preferably configured to engage with handles of the load carrier, preferably such that when the load carrier is lifted, the load carrier is secured to the lifting handles.
  • the lifting handles may be arranged to have a locking mechanism that is activated by application of a downwards force. In this way, the locking mechanism of the lifting handles may be activated when the load carrier is lifted by the lifting handles and, once activated, the load carrier is secured in place. Unlocking of the load carrier may be carried out in a reversed manner, wherein lowering of the load carrier to the ground may cancel the downwards force applied to the lifting handles and thereby deactivate the locking mechanism.
  • the rear electronic connector is configured to receive a control signal for controlling the lifting unit, such as a hydraulic lifting unit.
  • the control signals may be signals generated by the push of a button of a vehicle drive unit.
  • the signals may be provided directly to the lifting unit or they may be provided to the rear electronic control unit.
  • the rear electronic control unit may in such a case preferably be configured to control the lifting unit based on the set of control signals.
  • the vehicle rear section is configured to communicate with a vehicle drive unit over a CAN bus.
  • the rear electronic control unit may be configured for communicating over a CAN bus, thereby the rear electronic control unit may be configured for receiving a set of control signals over CAN bus, such as from a front electronic control unit of a vehicle drive unit.
  • the rear electronic connector is configured to connect, such as electrically connect, to a front electronic connector.
  • the rear electronic connector may be an electronic interface, configured for connecting to an external unit through wiring.
  • the rear electronic connector may be an electric plug or an electric socket.
  • the rear electronic connector is configured to communicate with the front electronic connector.
  • the rear electronic connector may be an electronic control unit, such as a rear electronic control unit.
  • the rear electronic control unit is configured for connecting to a front electronic control unit of a vehicle drive unit for receiving the set of control signals.
  • the set of control signals comprises a signal for controlling one or more electrical arrangements of the vehicle rear section.
  • the set of control signals comprises a signal for controlling the propulsion, such as the electrical motor system and/or the traction battery pack, a brake system of the vehicle rear section, lights of the vehicle rear section, such as indicator lights of the vehicle rear section, the lifting unit, such as a hydraulic lifting unit.
  • the set of control signals may comprise a propulsion signal, a brake signal, a lighting signal, an indicator signal, and/or a hydraulic lifting unit control signal.
  • the vehicle rear section is configured for receiving the load carrier through the opening of the rearwardly open U-shaped frame.
  • a rearwardly open U-shaped frame refers to a fixed frame in the shape of a U, wherein the fixed frame has an opening.
  • said frame is shaped as three sides of a rectangle, the frame may thereby form an open rectangle.
  • the shanks may be parallel, while the connector module may be perpendicular to the shanks.
  • the opening may temporarily be closed by a part that connects to both shanks, for example by a gate or a bar for increasing the stability of the vehicle, for example a sway bay, or a gate or a bar that is configured to close the opening of the U-shaped frame, for example in order to prevent other vehicles from entering the area within the U-shaped frame.
  • the U- shaped frame comprises a part that connects to both shanks
  • said part is preferably configured to be detachably connected to the shanks, such that the opening of the U- shaped frame can be formed, when needed, such as when receiving/delivering a load carrier. Said part may thereby only be temporarily connected to both shanks.
  • the load carrier comprises a load carrier battery pack comprising a load carrier battery management unit.
  • the vehicle rear section such as the rear electronic control unit, the traction battery pack, and/or the electrical motor system, is configured to electrically connect to the load carrier battery pack, upon receiving the load carrier.
  • one or more of the lifting handles may be configured to form an electric connection to the load carrier battery pack, upon receiving the load carrier.
  • the vehicle rear section is configured for receiving power from the load carrier, such as for charging of the traction battery pack and/or for powering of the electrical motor system.
  • at least one of the lifting handles comprise an electrical connector configured for connecting with an electrical connector of the load carrier.
  • an electrical connection is formed between the rear electronic control unit and the load carrier battery management system. This may enable the rear electronic control unit to control how power is distributed between the load carrier and the rear vehicle section, such as from the load carrier battery pack to the electrical motor system and/or the traction battery pack.
  • the rear electronic control unit is configured for controlling a charge level of the traction battery pack and a charge level of a load carrier battery pack of the load carrier.
  • the rear electronic control unit is configured to measure a charge level of the traction battery pack and a charge level of a load carrier battery pack of the load carrier. Based on said charge levels, the rear electronic control unit may control how power is distributed between the load carrier and the rear vehicle section, such as from the load carrier battery pack to the electrical motor system and/or the traction battery pack.
  • the rear electronic control unit is configured for communicating with the load carrier battery management unit and the traction battery management unit, and wherein the electronic control unit is further configured to distribute power to the traction battery pack, the load carrier battery pack and/or the electrical motors, based on the power level of the load carrier battery pack and the traction battery pack.
  • the electronic control unit is configured to maximize the use of the load carrier battery pack.
  • the rear electronic unit may control the load carrier battery management unit such that the load carrier battery pack supplies power to the traction battery pack and/or the electrical motor system. If the traction battery pack is fully charged, the electronic control unit may be configured to control the load carrier battery management unit such that the load carrier battery pack only supplies power to the electrical motor system.
  • the rear electronic control unit is configured to control the load carrier battery management unit such that power is supplied to the traction battery pack, and wherein the electrical motor system is powered by the traction battery pack.
  • the vehicle rear section may comprise a rear electronic control unit, that controls the supply of power to, from and/or within the vehicle rear section.
  • the rear electronic control unit may for example be configured for selectively switching between a number of modes, each mode having a different power distribution between the parts of the vehicle rear section and/or the load carrier.
  • the rear electronic control unit may be configured for selectively switching between:
  • a charging mode wherein power is supplied, from a charging station, to the traction battery pack, such as a vehicle charging mode, and/or the load carrier battery pack, such as load carrier charging mode.
  • the rear electronic control unit may for example be configured for selectively switching between a load carrier driver mode, an empty drive mode, and/or a charging mode.
  • the vehicle rear section such as the rear electronic control unit, is configured for selectively switching between a number of electrical modes. Wherein each mode is for being used during different stages of the service of an integrated vehicle comprising the vehicle rear section, such as during charging, during transportation of a load carrier, and during deadheading.
  • the power supply system may be configured for selectively switching between a load carrier drive mode, an empty drive mode and a charging mode.
  • the modes further comprise a vehicle charging mode, wherein the rear section is configured for receiving, by the traction battery pack, power from a charging station. It is a preference that the vehicle rear section comprises a vehicle second converter, for converting power from the charging station to the traction battery pack.
  • the vehicle rear section is configured for controlling power supply, from a charging station, to the load carrier battery pack.
  • the power supply system may thereby be configured such that, upon activation of the load carrier charging mode, the rear electronic control unit may be configured to communicate with a load carrier battery management unit and/or a charging station, and/or control a load carrier second converter, for receiving power from a charging station.
  • the rear electronic control unit may be configured to control a load carrier battery pack, such that the load carrier battery pack communicates with a load carrier second converter for receiving power from a charging station, such as at a suitable DC voltage.
  • the load carrier comprises a load carrier second converter for converting power from a charging station to the load carrier battery pack.
  • said converter may be configured to rectify alternating current, received from the charging station, to direct current.
  • the direct current may thereby be supplied to the load carrier battery pack.
  • the rear electronic control unit and/or the load carrier battery management unit may, preferably continuously and in real-time, calculate the required power.
  • the load carrier second converter may be configured, preferably continuously and in real-time, by the use of said calculated required power, to receive power from the charging station.
  • the load carrier preferably comprises one or more electric systems, electrically connected to the load carrier system battery.
  • the load carrier may be configured such that, when the system is in load carrier charging mode, power may be supplied from the load carrier battery pack to the load carrier system battery and/or the one or more load carrier electric systems.
  • the system is configured such that, in load carrier charging mode, power may be supplied from the load carrier battery pack, to the load carrier electric systems.
  • the load carrier may additionally or alternatively be configured to receive power from energy generators, such as solar generators preferably mounted on the roof of the load carrier.
  • the rear section and/or the load carrier is configured such that power may be supplied from the load carrier battery pack to the traction battery pack, such as at around 3.7 kW and for example 1 phase 16 A.
  • the load carrier battery pack is preferably significantly larger than the traction battery pack. While the traction battery pack may typically be used for powering the integrated vehicle when going a smaller distance towards a pick-up point, the load carrier battery pack may be used for propelling an integrated vehicle comprising the rear section to transport the load carrier between a pick-up point and a drop-off point. This is typically a longer distance, and in combination with the presence of the load carrier, more power is made available to propel the system comprising the integrated vehicle and the load carrier.
  • the vehicle system comprising the integrated vehicle and the load carrier, is configured to receive power, such as from a charging station, and preferably converted by the load carrier second converter.
  • the power supply system is configured for sequentially charging batteries of the system, such as the traction battery pack and the load carrier battery pack.
  • the system may, while receiving power, such as from a charging station, be configured to provide power to the load carrier battery pack until fully charged, before switching to powering the traction battery pack.
  • the load carrier second converter in assembled charging mode is configured for sequential charging of batteries of the power supply system, such as the load carrier battery pack and the traction battery pack.
  • Power may be received, such as by the load carrier second converter, from a charging station, such as at around 700 V at 11 kW and for example 3 phases and 16 A, and converted to around 300-400 V and sequentially distributed to the load carrier battery pack and the traction battery pack.
  • the rear electronic control unit and the front electronic control unit i.e. load carrier management unit
  • the front electronic control unit is configured to communicate the state of the system such that power received by the system can be sequentially distributed to batteries of the system.
  • the traction battery pack has a smaller battery capacity and the load carrier battery pack has a larger battery capacity.
  • the load carrier may have a capacity of 45 kWh, or even larger, while the traction battery pack may have a capacity of 5 kWh or even smaller, for example the total battery capacity of the load carrier battery pack and the traction battery pack may be around 50 kWh.
  • the battery capacity may be configured to match the vehicle's total weight and work range.
  • the battery capacity is preferably smaller than for an integrated vehicle in the form of an electric cargo truck, and the load carrier battery pack may have a capacity of around 4 kWh, while the electric vehicle battery pack may have a capacity of around 1 kWh, or even smaller.
  • the system when in the separated drive mode, is configured such that the power may be transmitted from the traction battery pack to the electric motor system, for propelling the electric vehicle.
  • the integrated vehicle In the empty drive mode, the integrated vehicle is not connected to a load carrier, such as not electrically connected. Thereby, the integrated vehicle may be, when in empty drive mode, powered by the traction battery pack.
  • the integrated vehicle when it is in the empty drive mode and/or the integrated vehicle charging mode, it, such as the rear electronic unit, is preferably configured to control such that power is supplied from the traction battery pack to the vehicle system battery and/or the one or more vehicle electric systems.
  • the integrated vehicle may additionally or alternatively be configured to receive power, for example by regenerative braking, during lowering of the load carrier, and/or energy generators, such as solar power generators.
  • the system such as the integrated vehicle and/or the rear electronic control unit, is configured to activate, such as engage, the load carrier charging mode, upon electrically connecting the load carrier second converter to a charging station.
  • the front electronic control unit i.e. a load carrier management unit
  • the front electronic control unit may for example be configured to communicate with the charging station, such as when electrically connected.
  • the system may be configured to receive a signal from the charging station.
  • the system may further be configured to activate the load carrier drive mode, upon electrically disconnecting the load carrier second converter from the charging station; or upon receiving the load carrier by the vehicle rear section and/or integrated vehicle.
  • the load carrier drive mode may thereby be activated when there is no communication between the charging station and the system.
  • the load carrier drive mode may be activated upon electrically connecting the load carrier assembly and the integrated vehicle, e.g. when the front electronic control unit (i.e. load carrier management unit) is able to communicate with the rear electronic control unit.
  • the load carrier drive mode is only activated when the load carrier and the integrated vehicle, such as the vehicle rear section, is electrically connected.
  • the system is configured to activate, such as engage, the vehicle charging mode, upon electrically connecting the vehicle second converter and the charging station.
  • the rear electronic control unit may be configured to communicate with the charging station, such as when electrically connected.
  • the power supply system when connecting the integrated vehicle, such as the vehicle secondary converter, to the charging station, the power supply system may be configured to receive a signal from the charging station. Similarly, the power supply system may further be configured to activate the load carrier drive mode, upon electrically disconnecting the load carrier second converter from the charging station, if the load carrier is connected to the vehicle rear section, such as electrically connected. Preferably, empty drive mode is only activated when there is no electrical connection between the integrated vehicle and the load carrier.
  • the load carrier second converter comprises an AC/DC/DC converter, configured for switching between: an AC/DC mode and a DC/DC mode.
  • the load carrier second converter is configured for switching to, such as activating, AC/DC mode of the AC/DC/DC converter when the power supply system is in load carrier charging mode, for power conversion between the charging station, and the load carrier battery pack.
  • the power supply system may thereby be configured to receive power from the charging station in the form of alternating current, and rectify said power to direct current for distribution to other parts of the power supply system, such as the load carrier battery pack.
  • the power supply system is preferably configured such that the AC/DC mode is activated upon connecting the load carrier assembly to a charging station.
  • the front electronic control unit i.e. the load carrier management unit
  • the front electronic control unit may, upon communication with the charging station, switch to, such as activate, the AC/DC mode of the AC/DC/DC converter.
  • the power supply system is configured for switching to, such as activating, the DC/DC mode of the AC/DC/DC converter when the power supply system is in assembled drive mode.
  • the power supply system may thereby, when in DC/DC mode, be configured for power conversion between the load carrier battery pack and the traction battery pack.
  • the power supply system is configured for switching to, such as to activate, DC/DC mode of the AC/DC/DC converter, upon disconnecting the load carrier assembly from the charging station.
  • the front electronic control unit i.e. the load carrier management unit
  • the front electronic control unit may be configured to, upon disconnecting the load carrier assembly from the charging station, activate the DC/DC mode of the AC/DC/DC converter.
  • the power supply system is preferably configured to activate the DC/DC mode of the AC/DC/DC converter, upon connecting the load carrier assembly to the electric vehicle assembly, such as by the vehicle management unit of the power supply system. It may however be a preference that DC/DC mode is only activated when the load carrier assembly is not connected, such as electrically connected, to a charging station.
  • the load carrier second converter comprises an AC/DC converter and a DC/DC converter. It is a preference that the AC/DC converter is configured for power conversion between the charging station and the load carrier battery pack, such as when the power supply system is in the load carrier charging mode. It is a further preference that the DC/DC converter is configured for power conversion between the load carrier assembly and the electric vehicle assembly, such as when the power supply system is in assembled drive mode.
  • the traction battery pack comprises a traction battery management unit and/or the load carrier battery pack comprises a load carrier battery management unit.
  • the load carrier battery pack and/or the traction battery pack may comprise an electronic system configured for managing the battery, such as protecting the battery from operating outside its safe operating area, monitoring its state, calculating data, reporting data, controlling its environment, authenticating and/or balancing the battery pack.
  • the vehicle electric arrangements are electric arrangements that require a higher voltage than the voltage supplied by the electric vehicle system battery, such as when fully charged.
  • the higher voltage may for example be at least 200 V, or more preferably at least 300 V, such as in the range 300 V to 400 V.
  • Said electrical arrangements may include an electric power takeout (ePTO), a HVAC unit (heat, ventilation and air conditioning), and/or a lifting unit, for example a hydraulic lifting system, for lifting the load carrier.
  • ePTO electric power takeout
  • HVAC unit heat, ventilation and air conditioning
  • lifting unit for example a hydraulic lifting system, for lifting the load carrier.
  • the load carrier electric arrangements may be electric arrangements that require a higher voltage than the voltage supplied by the load carrier system battery, when fully charged, such as a refuse compactor or a refrigerator unit.
  • the vehicle electric arrangements are electric arrangements that require a high voltage, such as with respect to the low voltage arrangement.
  • the higher voltage may for example be at least 200 V, or more preferably at least 300 V, such as in the range 300 V to 400 V.
  • the electrical arrangements may include an electric power takeout (ePTO), a HVAC unit (heat, ventilation and air conditioning), and/or a lifting unit, for example a hydraulic lifting unit; and/or wherein, the load carrier electric arrangements are electric arrangements that require a high voltage, such as a refuse compactor or a refrigerator unit.
  • the connector section comprises one or more of the traction battery pack, a pump for actuating the lifting unit, for example a hydraulic pump for actuating a hydraulic lifting unit, and/or the rear electronic control unit.
  • the vehicle rear section does not comprise a wheel axle, and/or wherein the two wheels of the vehicle rear section are not directly connected, such as by a wheel axle.
  • the two shanks are typically connected by the connector section, such as only connected by the connector section.
  • the wheels of the two shanks are not in direct contact, such as through a wheel axle.
  • the U-shaped frame forms an open area, between the shanks, for receiving a load carrier.
  • the present disclosure in a second aspect, relates to an integrated electrically powered vehicle.
  • the vehicle preferably comprises a vehicle rear section, immovably mounted to a vehicle drive unit.
  • the vehicle drive unit comprises a set of controllers for generation of a set of control signals.
  • the controllers may be any type of controller for controlling a vehicle or part thereof.
  • the controllers may for example be a gas pedal, a brake pedal, a steering wheel, light controllers, lifting unit controller, such as means for adjusting a lifting unit, and any other controllers for controlling a vehicle, such as an integrated vehicle and/or a load carrier received by the vehicle.
  • the integrated vehicle is assembled/manufactured by immovably mounting a vehicle rear section to a vehicle drive unit.
  • This may be achieved in many different ways, for example the vehicle rear section and the vehicle drive unit may be welded, bolted, shrink-fitted and/or adhered together.
  • An important aspect is that the rear vehicle section and the vehicle drive unit are immovably mounted together, ensuring that the vehicle rear section is fixed in position, and/or angle, with respect to the vehicle drive unit, offering superior driving properties.
  • the integrated vehicle comprises a front electronic connector configured for communicating with a rear electronic connector.
  • the front electronic connector may be an electrical contact point for connecting to the rear electronic connector.
  • the rear electronic connector may be an electrical contact point for connecting to the front electronic connector.
  • the front electronic connector comprises or consists of a front electronic control unit, configured for overseeing, regulating and altering the operation of a vehicle’s electronic systems.
  • the rear electronic connector comprises or consists of a rear electronic control unit, configured for overseeing, regulating and altering the operation of a vehicle’s electronic systems.
  • the rear section comprises a frame having an opening for receiving a load carrier.
  • the frame may be U-shaped, such as a rearwardly open U-shaped frame.
  • the frame of the vehicle rear section may comprise two shanks extending from a connector section.
  • said connector section connects to an end of each shank, thereby forming a U-shaped frame.
  • each shank comprises a wheel driven by an electrical motor system, preferably each wheel comprises an in-wheel electrical motor. It is a preference that there is only a single wheel on each shank.
  • the vehicle rear section comprises a traction battery pack comprising a traction battery management unit.
  • the traction battery pack is configured to power the propulsion of the vehicle rear section and/or an integrated vehicle comprising the vehicle rear section.
  • the vehicle rear section comprises a lifting unit, such as a hydraulic lifting unit.
  • Said lifting unit may comprise lifting handles arranged on each side of the rearwardly open frame, such as to receive a load carrier.
  • the lifting handles may thereby be facing the area surrounded by the U-shaped frame.
  • the lifting handles may be configured for receiving/delivering and lifting/lowering a load carrier.
  • the vehicle rear section comprises a rear electronic connector configured for receiving a set of control signals from the vehicle drive unit and, based on said set of control signals, controlling a number of electrical arrangements of the vehicle rear section, such as lights, the electrical motor system and the traction battery pack.
  • the rear electronic connector may comprise or consist of a rear electronic control unit for controlling parts of the vehicle rear section.
  • the control signals received by the rear electronic connector do not have to be received by the rear electronic control unit.
  • control signals received by the rear electronic connector may be directly fed to an electrical arrangement of the vehicle rear section, such as light system and brake systems.
  • control signals for controlling ABS, the electrical motor system, and/or the lifting unit may be fed to the electronic control unit, before said unit controls each respective electrical arrangement.
  • control signals may be directly fed, without interacting with the rear electronic control unit, to the respective electrical arrangement the signal is to control.
  • the vehicle rear section may be configured to receive a number of control signals that controls and/or actuates any of an anti-lock braking system, a vehicle electrical arrangement, a rear electronic control unit, and/or a vehicle low voltage arrangement.
  • the control signals may thereby comprise signals for controlling parts of the vehicle rear section, and may for example include any of a propulsion signal, a brake signal, a lighting signal, an indicator signal, and/or a lifting unit control signal, for example a hydraulic lifting unit control signal.
  • the vehicle rear section may comprise a rear electronic control unit, that is configured to receive control signals from a front electronic control unit, and wherein the rear electronic control unit is, based on said control signals, control any of an anti-lock braking system, a vehicle electrical arrangement, and/or a vehicle low voltage arrangement.
  • the vehicle rear section is arranged for being immovably mounted to a vehicle drive unit, such as wherein the vehicle drive unit and the vehicle rear section, following conversion, forms an integrated vehicle.
  • the present disclosure relates to a vehicle system for transporting a load carrier.
  • the vehicle system preferably comprises an integrated vehicle comprising a vehicle rear section immovably mounted to a vehicle drive unit.
  • the vehicle drive unit comprises a set of controllers for generation of a set of control signals.
  • the controllers may be any type of controller for controlling a vehicle or part thereof.
  • the controllers may for example be a gas pedal, a brake pedal, a steering wheel, light controllers, lifting unit controller, such as means for adjusting a lifting unit, and any other controllers for controlling a vehicle, such as an integrated vehicle and/or a load carrier received by the vehicle.
  • the vehicle system comprises a front electronic connector configured for communicating with a rear electronic connector.
  • the front electronic connector may be an electrical contact point for connecting to the rear electronic connector.
  • the rear electronic connector may be an electrical contact point for connecting to the front electronic connector.
  • the front electronic connector comprises or consists of a front electronic control unit, configured for overseeing, regulating and altering the operation of a vehicle’s electronic systems.
  • the rear electronic connector comprises or consists of a rear electronic control unit, configured for overseeing, regulating and altering the operation of a vehicle’s electronic systems.
  • the vehicle system comprises a vehicle rear section comprising a frame having an opening for receiving and/or delivering a load carrier.
  • the frame may for example be a rearwardly open U-shaped frame.
  • the frame comprises two shanks extending from a connector section.
  • the vehicle system comprises a traction battery pack comprising a traction battery management unit.
  • the traction battery pack is configured to power the propulsion of the vehicle rear section and/or an integrated vehicle comprising the vehicle rear section.
  • the vehicle system comprises a lifting unit, such as a hydraulic lifting unit.
  • Said lifting unit may comprise lifting handles arranged on each side of the rearwardly open frame, such as to receive a load carrier.
  • the lifting handles may thereby be facing the area surrounded by the U-shaped frame.
  • the lifting handles may be configured for receiving/delivering and lifting/lowering a load carrier.
  • the vehicle system comprises a vehicle rear section comprising a rear electronic connector configured for receiving a set of control signals from the vehicle drive unit and, based on said set of control signals, controlling a number of electrical arrangements of the vehicle rear section, such as lights, the electrical motor system and the traction battery pack.
  • the rear electronic connector may comprise or consist of a rear electronic control unit for controlling parts of the vehicle rear section.
  • the control signals received by the rear electronic connector do not have to be received by the rear electronic control unit.
  • control signals received by the rear electronic connector may be directly fed to an electrical arrangement of the vehicle rear section, such as light system and brake systems.
  • control signals for controlling ABS, the electrical motor system, and/or the lifting unit may be fed to the electronic control unit, before said unit controls each respective electrical arrangement.
  • control signals may be directly fed, without interacting with the rear electronic control unit, to the respective electrical arrangement the signal is to control.
  • the rear electronic control unit is configured for receiving a set of control signals and, based on said set of control signals, controlling power supplied from the traction battery pack to a number of electrical arrangements.
  • Said electrical arrangement may include an electrical motor system, a vehicle electrical arrangement, a vehicle low voltage arrangement, and/or a load carrier.
  • the lifting handles comprise an electrical connector configured for engaging with an electrical connector of the load carrier.
  • an electrical connection may be formed between the two, such as between the traction battery pack and the load carrier battery pack.
  • the load carrier comprises a load carrier battery pack, and wherein the vehicle system is configured such that, upon receiving the load carrier by the lifting handles, the electrical connector electrically connects with the load carrier, such as the load carrier battery pack.
  • the rear electronic unit is configured to control supply of power from the load carrier battery pack to the traction battery pack and/or the electrical motor system.
  • the rear electronic control unit is configured for communicating with the load carrier battery management unit, the traction battery management unit and/or a number of engine control units of the electrical motor system.
  • the electrical motor system is a system configured for driving one or more wheels.
  • the electrical motor system preferably comprises an electrical motor providing torque to one or more wheels of the rear section of the integrated vehicle.
  • the electrical motor system may drive one wheel of each shank.
  • each shank has only a single wheel, thereby the electrical motor may drive all wheels of the rear section of the integrated vehicle.
  • the method preferably comprises providing a vehicle drive unit and providing a vehicle rear section. Further, the method may comprise immovably mounting the vehicle rear section to the vehicle drive unit.
  • the vehicle drive unit comprises at least one controller for generation of a set of control signals, and a front electrical connector configured for providing a set of control signals, such as to a rear electrical connector.
  • the vehicle rear section comprises a rearwardly open U-shaped frame comprising two shanks extending from a connector section, each shank comprising a wheel driven by an electrical motor system, such as wherein each shank comprises a wheel comprising an in-wheel electrical motor.
  • the vehicle rear section comprises a traction battery pack comprising a traction battery management unit.
  • the traction battery pack is configured to power the propulsion of the vehicle rear section and/or an integrated vehicle comprising the vehicle rear section.
  • the vehicle rear section comprises a lifting unit, such as a hydraulic lifting unit.
  • Said lifting unit may comprise lifting handles arranged on each side of the rearwardly open frame, such as to receive a load carrier.
  • the lifting handles may thereby be facing the area surrounded by the U-shaped frame.
  • the lifting handles may be configured for receiving/delivering and lifting/lowering a load carrier.
  • the vehicle rear section comprises a rear electronic connector configured for receiving a set of control signals from the vehicle drive unit and, based on said set of control signals, controlling a number of electrical arrangements of the vehicle rear section, such as lights, the electrical motor system and the traction battery pack.
  • the rear electronic connector may comprise or consist of a rear electronic control unit for controlling parts of the vehicle rear section.
  • the control signals received by the rear electronic connector do not have to be received by the rear electronic control unit.
  • control signals received by the rear electronic connector may be directly fed to an electrical arrangement of the vehicle rear section, such as light system and brake systems.
  • control signals for controlling ABS, the electrical motor system, and/or the lifting unit may be fed to the electronic control unit, before said unit controls each respective electrical arrangement.
  • control signals may be directly fed, without interacting with the rear electronic control unit, to the respective electrical arrangement the signal is to control.
  • the vehicle rear section is immovably mounted to the vehicle rear section, and an electrical connection is formed between the rear electronic connector and the front electronic connector.
  • the vehicle rear section may, for example, be bolted and/or welded onto the vehicle drive unit, thereby forming an integrated vehicle.
  • the integrated vehicle may further be configured to receive and or deliver a load carrier as disclosed elsewhere herein.
  • the vehicle rear section and/or the vehicle drive unit may be configured as disclosed elsewhere herein.
  • the method comprises providing a vehicle drive unit, providing a vehicle rear section, and immovably mounting the vehicle rear section to the vehicle drive unit.
  • an electrical connection is formed between the vehicle rear section and the vehicle drive unit, such as between a front electrical connector and a rear electrical connector.
  • the vehicle drive unit comprises at least one controller for generation of a set of control signals, and/or a front electronic control unit configured for transmitting a set of control signals.
  • the vehicle rear section comprises a rearwardly open U-shaped frame comprising two shanks extending from a connector section, each shank having a wheel driven by an electrical motor system, preferably wherein each wheel comprises an in-wheel electrical motor, a traction battery pack comprising a traction battery management unit, a lifting unit, for example a hydraulic lifting unit, configured for receiving a load carrier; and/or a rear electronic control unit configured for receiving the a set of control signals and, based on said a set of control signals, controlling power supplied from the traction battery pack to the electrical motor system.
  • the connector section comprises a connector module, for immovably mounting the vehicle rear section to the vehicle drive unit.
  • the lifting unit comprises lifting handles arranged on each side of the rearwardly open frame.
  • the lifting unit is configured for receiving a load carrier that comprises a load carrier battery pack comprising a load carrier battery management unit, and wherein the lifting unit is configured such that it electrically connects to said load carrier battery pack upon receiving the load carrier.
  • the rear electronic control unit is configured for communicating with the load carrier battery pack, such as the load carrier battery management unit, and wherein the electronic control unit is configured to provide power to the traction battery pack, the load carrier battery pack and/or the electrical motors, based on the power level of the load carrier battery pack and the traction battery pack.
  • the vehicle rear section may be configured to receive a number of control signals that controls and/or actuates any of an anti-lock braking system, a vehicle electrical arrangement, a rear electronic control unit, and/or a vehicle low voltage arrangement.
  • the control signals may thereby comprise signals for controlling parts of the vehicle rear section, and may for example include any of a propulsion signal, a brake signal, a lighting signal, an indicator signal, and/or a lifting unit control signal, for example a hydraulic lifting unit control signal.
  • the vehicle rear section may comprise a rear electronic control unit, that is configured to receive control signals from a front electronic control unit, and wherein the rear electronic control unit is, based on said control signals, control any of an anti-lock braking system, a vehicle electrical arrangement, and/or a vehicle low voltage arrangement.
  • the load carrier comprises a load carrier battery pack comprising a load carrier battery management unit.
  • the load carrier battery pack has a higher battery capacity than the traction battery pack.
  • a smaller battery pack in the vehicle rear section allows for cost, and weight, reductions for the vehicle rear section, and the corresponding integrated vehicle following conversion. While the vehicle rear section may have a relatively small battery, and consequently a limited electric range, the vehicle rear section may receive power upon receiving a load carrier.
  • the load carrier may power the electrical motor system, and charge batteries of the vehicle rear section, such as the traction battery pack.
  • the vehicle rear section is configured such that an electrical connection is formed to the load carrier for transferring of power between the load carrier battery pack and the vehicle rear section, such as the traction battery pack and/or the electrical motor system.
  • the lifting handles may be configured to form an electrical connection to the load carrier.
  • the lifting handles may be configured such that the electrical connection is formed when the lifting handles lock the load carrier to the vehicle rear section.
  • the electrical connection between the vehicle rear section and the load carrier may thereafter be constant, until the load carrier is released from the vehicle rear section.
  • the vehicle rear section may comprise a rear electronic control unit, that controls the supply of power to, from and/or within the vehicle rear section.
  • the rear electronic control unit may for example be configured for selectively switching between a number of modes, each mode having a different power distribution between the parts of the vehicle rear section and/or the load carrier.
  • the rear electronic control unit may be configured for selectively switching between:
  • Fig. 1 shows a vehicle rear section, according to a specific embodiment of the present disclosure.
  • the vehicle rear section (1) comprises a rearwardly open U-shaped frame formed by two shanks (2) extending from a connector section (8).
  • the connector section comprises a lifting unit (3), such as a hydraulic lifting unit, configured for controlling four lifting handles (4).
  • the lifting handles are arranged on each side of the rearwardly open frame, the lifting handles being configured for receiving and lifting a load carrier.
  • the vehicle rear section preferably comprises means for immovably mounting the vehicle rear section to a vehicle drive unit. The figure exemplifies this with a connector module (9) in the form of two anchor beams.
  • Fig. 2 shows a vehicle rear section (1) and a vehicle drive unit (10), according to a specific embodiment of the present disclosure.
  • the vehicle rear section (1) comprises a rearwardly open U-shaped frame formed by two shanks (2) extending from a connector section (8).
  • the connector section comprises a lifting unit, such as a hydraulic lifting unit, configured for controlling four lifting handles (4).
  • the lifting handles are arranged on each side of the rearwardly open frame, the lifting handles being configured for receiving and lifting a load carrier.
  • the vehicle rear section preferably comprises means for immovably mounting the vehicle rear section to a vehicle drive unit. The figure exemplifies this with a connector module (9) in the form of two anchor beams.
  • the vehicle rear section comprises an electronic motor system (17), here exemplified as an in-wheel electrical motor.
  • Each shank has a single wheel (16), wherein said single wheel is driven by the electrical motor system (17), such as the in-wheel electrical motor.
  • the rear electronic connector (5) is preferably configured to connect to a front electronic connector (7), for forming an electrical connection between the vehicle drive unit and the vehicle rear section.
  • Fig. 3 shows an integrated vehicle (18) comprising a vehicle rear section (1) immovably mounted to a vehicle drive unit (10), according to a specific embodiment of the present disclosure.
  • the vehicle drive unit comprises a number of controllers, such as a gas pedal, a brake pedal, and buttons, that generate a set of control signals.
  • the set of control signals is transmitted from the vehicle drive unit to the vehicle rear section through the front electrical connector and the rear electrical connector.
  • the set of control signals may be used, such as by the rear electrical connector, to control a number of electrical arrangements of the vehicle rear section, such as the electronic motor system, an anti-lock braking system, and/or the traction battery pack.
  • the set of control signals is typically used by an electrical control unit of the rear electrical connector, to control said electrical arrangements.
  • at least a part of the set of control signals may propagate, through the rear electrical connector, to each respective electrical arrangement, such as a lighting system or a braking system.
  • Fig. 4 shows a vehicle system (36) comprising an integrated vehicle (18) and a load carrier (11), according to a specific embodiment of the present disclosure.
  • the load carrier of the vehicle system has been received by the integrated vehicle, through the opening of the rearwardly open U-shape frame of the vehicle rear section (1).
  • the lifting handles have engaged with the load carrier and raised the load carrier to a certain height.
  • the load carrier comprises a load carrier battery pack (12), that may be used to power other parts of the vehicle system.
  • the load carrier battery pack may supply the traction battery pack with power.
  • Fig. 5 shows a flow chart of power distribution in a vehicle rear section, according to a specific embodiment of the present disclosure.
  • the integrated vehicle may be propelled without being connected to a load carrier.
  • the integrated vehicle may have delivered a load carrier, or may be en route to pick up a load carrier.
  • the rear vehicle section is preferably configured in empty drive mode. In this mode, power may be supplied to the electronic motor system (17), and other parts of the electric vehicle assembly, from the traction battery pack (14), while not electrically connected to the load carrier, and a load carrier battery pack.
  • the traction battery pack (14) may comprise a traction battery management unit (15), which may be an electric system configured to manage the traction battery pack, such as by protecting said battery from operating outside its safe operating area, monitoring its state, calculating secondary data, reporting that data, controlling its environment, authenticating it and I or balancing it.
  • a traction battery management unit and/or the traction battery pack is configured for communication with a rear electronic control unit (29).
  • the rear electronic control unit is preferably configured for acquiring one or more states of parts of the load carrier assembly.
  • the rear electronic control unit may be configured for assessing said state of a part of the power supply system, and, based on said assessment, communicating with parts of the power supply system for requesting a necessary change of a state, for example such that a requested power can be provided to a part of the integrated vehicle.
  • the traction battery pack may further provide power to the electronic motor system (17), for propelling the electric vehicle, or receive power from the electronic motor system (17) by for example regenerative braking.
  • the traction battery may further provide power to a number of vehicle electric arrangements (25), including a vehicle low voltage arrangement (21) comprising: a vehicle system battery (27), for powering one or more vehicle electric systems (28), for example a 12 V or 24 V battery; and a vehicle first converter (26), for converting power from the traction battery pack (14) to the vehicle system battery (27), and/or other parts of the vehicle low voltage arrangement.
  • a vehicle low voltage arrangement comprising: a vehicle system battery (27), for powering one or more vehicle electric systems (28), for example a 12 V or 24 V battery; and a vehicle first converter (26), for converting power from the traction battery pack (14) to the vehicle system battery (27), and/or other parts of the vehicle low voltage arrangement.
  • the power supplied from the traction battery pack is between around 300 V to 400 V.
  • the vehicle electric arrangement may comprise a HVAC arrangement (22) for providing heat, ventilation and air conditioning.
  • the vehicle electric arrangements may comprise an electric power take out (ePTO, 23), for supplying high voltage/power, typically the high voltage will be at least 200 V, but more commonly around 300-400 V, and it will be supplied to a number of vehicle high voltage units, for example the power may be around 5 kW for each high voltage unit or around 3.7 kW at 1 phase and 16 A.
  • the vehicle management unit may thereby be connected to all parts of the electric vehicle assembly, and may communicate with said parts such that power is distributed between the electric vehicle assembly according to the momentary need of each part of said assembly.
  • Fig. 6 shows a flow chart of power distribution in a vehicle rear section during charging, according to a specific embodiment of the present disclosure.
  • the vehicle rear section and/or the integrated vehicle comprising the vehicle rear section may receive power from a charging station, such as when the vehicle rear section/integrated vehicle is in vehicle charging mode, Fig. 6.
  • a charging station such as when the vehicle rear section/integrated vehicle is in vehicle charging mode, Fig. 6.
  • power is supplied from the charging station to the traction battery pack (14).
  • the vehicle second converter (35) converts power from the charging station to the traction battery pack, such as AC/DC conversion.
  • the traction battery pack may thereafter provide power to other parts of the electric vehicle assembly, as requested by the rear electronic control unit (29).
  • the traction battery pack may for example provide power to the vehicle electric arrangements (25), which may comprise a HVAC (22), an ePTO (23) for powering a number of vehicle high voltage unit (24), and a vehicle low voltage arrangement (21) comprising a vehicle system battery (27), for powering one or more vehicle electric systems (28); and a vehicle first converter (26), for converting power from the traction battery pack to the vehicle system battery.
  • vehicle electric arrangements 25
  • which may comprise a HVAC (22), an ePTO (23) for powering a number of vehicle high voltage unit (24), and a vehicle low voltage arrangement (21) comprising a vehicle system battery (27), for powering one or more vehicle electric systems (28); and a vehicle first converter (26), for converting power from the traction battery pack to the vehicle system battery.
  • Fig. 7 shows a flow chart of power distribution in a vehicle system comprising an integrated vehicle and a load carrier, according to a specific embodiment of the present disclosure.
  • the integrated vehicle may receive power from the load carrier battery pack.
  • the vehicle system may activate load carrier drive mode.
  • the rear electronic control unit (29) and the load carrier battery management unit may communicate wired, or wirelessly, with each other. Thereby, said management units may communicate the present state, such as the charge level and required power state, of parts of the vehicle system, and based on this information further request power to specific parts of the power supply system according to the momentary need.
  • the vehicle system is configured to provide power from the load carrier battery pack (12) to the traction battery pack (14).
  • the charge provided may be the electric vehicle requested power (Pcb_to_ev), which preferably is the sum of the traction battery pack charging power (Pch_ev), such as the power by which the traction battery pack may be charged, the vehicle electric arrangements power need (Parr_ev), and the power required for propelling the vehicle (Pdrive), such as the momentary power required for propelling the vehicle.
  • the load carrier battery pack may further, preferably simultaneously, provide power to the load carrier electric arrangements (30), such as the load carrier low voltage arrangement (31).
  • the load carrier low voltage arrangement is connected to the load carrier first converter (32) which, in turn, provides power to the load carrier system battery (33), which proves power to the load carrier electric systems.
  • the traction battery pack may provide the vehicle electric arrangements (25), such as the HVAC (22), the ePTO (23), and the vehicle low voltage arrangement (21), with power.
  • Fig. 8 shows a flow chart of power distribution in a vehicle system comprising an integrated vehicle and a load carrier during charging, according to a specific embodiment of the present disclosure.
  • the integrated vehicle and/or the vehicle system is charged in a charging mode, such as a vehicle charging mode or a load carrier charging mode.
  • the integrated vehicle and the load carrier are electrically connected, Fig. 8.
  • the vehicle system may thereby be configured to receive power, such as from a charging station, and preferably convert the power by the load carrier second converter (20). It is a further preference that, in the load carrier charging mode, the vehicle system is configured for sequentially charging the batteries of the vehicle system.
  • the vehicle system may be configured such that received power, such as from a charging station, is provided to the load carrier battery pack until fully charged, before switching to providing the received power to the traction battery pack.
  • the load carrier second converter is, in load carrier charging mode, configured for sequential charging of batteries of the power supply system, such as the load carrier battery pack and the traction battery pack.
  • Power may be received, such as by the load carrier second converter, from a charging station, such as at around 700 V at 11 kW and for example 3 phases and 16 A, and converted to around 300-400 V and sequentially distributed to the load carrier battery pack and the traction battery pack. It is a further preference that the traction battery pack does not power the drivetrain in load carrier charging mode.
  • the load carrier battery pack may further, in load carrier charging mode, be configured to provide power to the load carrier electric arrangements (30), such as the load carrier low voltage arrangement (31).
  • the traction battery pack may provide the vehicle electric arrangements (25), such as the HVAC (22), the ePTO (23), and the vehicle low voltage arrangement (21), with power.
  • the rear electronic control unit (29) is configured for connecting to, communicating with, and/or transfer power between, a front electronic control unit (19).
  • a front electronic control unit (19) Preferably, the rear and the front electronic control units are arranged such that, when connected, they are capable of communicating the status of the vehicle system, e.g. battery charge levels and/or momentary power needs, such that distribution of power between the different parts of the system, e.g. the front and the back, can be carried out.

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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente divulgation concerne une section arrière de véhicule destinée à être montée de façon immobile sur une unité de conduite d'un véhicule, la section arrière de véhicule comprenant : un cadre en forme de U ouvert vers l'arrière comprenant deux tiges s'étendant à partir d'une section de connecteur, chaque tige ayant une roue entraînée par un système de moteur électrique ; un bloc-batterie de traction comprenant une unité de gestion de batterie de traction ; une unité de levage comprenant des poignées de levage disposées de chaque côté du cadre ouvert vers l'arrière, les poignées de levage étant configurées pour recevoir, distribuer, soulever et/ou abaisser un support de charge ; et une unité de commande électronique arrière configurée pour recevoir un ensemble de signaux de commande provenant de l'unité de conduite du véhicule et, sur la base dudit ensemble de signaux de commande, commander un certain nombre d'agencements électriques de la section arrière du véhicule, y compris le système de moteur électrique et le bloc-batterie de traction.
EP22701167.3A 2021-01-12 2022-01-11 Section arrière de véhicule destinée à être montée de façon immobile sur une unité de conduite de véhicule Pending EP4277805A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP21151141 2021-01-12
PCT/EP2022/050405 WO2022152678A1 (fr) 2021-01-12 2022-01-11 Section arrière de véhicule destinée à être montée de façon immobile sur une unité de conduite de véhicule

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EP4277805A1 true EP4277805A1 (fr) 2023-11-22

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EP22701167.3A Pending EP4277805A1 (fr) 2021-01-12 2022-01-11 Section arrière de véhicule destinée à être montée de façon immobile sur une unité de conduite de véhicule

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WO (1) WO2022152678A1 (fr)

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Publication number Priority date Publication date Assignee Title
US20200398628A1 (en) * 2019-06-20 2020-12-24 Nidec Motor Corporation Powered weight distribution system for a vehicle

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