FR3131254A1 - PROPULSION ASSEMBLY FOR MOTORIZED ARMORED MACHINE WITH AT LEAST TWO THERMAL ENGINES AND ASSOCIATED MACHINE. - Google Patents

Abstract

Propulsion assembly for motorized armored vehicle with at least two heat engines and associated machine The invention relates to a propulsion assembly (10) for motorized armored vehicle (12) comprising a first heat engine (18). The propulsion assembly (10) includes a second heat engine (20). The first heat engine (18) produces a first energy dedicated solely to the propulsion of the machine. The second heat engine (20) produces a second energy, the second energy being used for at least three of the following functions: production of electrical energy capable of being stored and/or used inside the machine, direction or assistance to the steering of the machine, traction or assistance in the traction of the machine, circulation of lubricating fluids, circulation of cooling fluids, or power supply of on-board systems and devices. The invention further relates to an associated machine. Figure for the abstract: Figure 1

Description

Propulsion assembly for motorized armored vehicle with at least two thermal engines and associated vehicle

The present invention relates to a propulsion assembly for a motorized armored vehicle comprising a first thermal engine.

The invention also relates to an associated motorized armored vehicle.

These vehicles usually include a powertrain composed of a high-power thermal engine, piston or turbine, a variable reduction transmission, and a steering group, all producing and transmitting power to the two tracked trains located on each side of the vehicle.

Currently, these machines have significant power, up to 1100 kW, which allows them to move quickly, for example up to 70 km/h, over very varied terrain despite a very high total rolling weight, for example greater than 50 tonnes.

The mass of tracked armored vehicles is expected to increase, taking into account on the one hand the importance and the power of the on-board equipment and on the other hand the requirements in terms of protection and armoring.

This implies, to maintain or exceed the levels of performance and maneuverability of current machines, manufacturing and using powertrains capable of producing and transmitting powers greater than current power.

In addition, the power delivered by the powertrain is likely to be shared with functions ancillary to propulsion, so that the power available for propulsion is significantly lower than the rated power of the powertrain.

To increase the power available when starting a heavy vehicle, document FR 2 918 003 A1 describes a hybrid traction device for a heavy vehicle comprising an epicyclic gear train engaged with a heat engine and two electric motors, the epicyclic gear train comprising a crown exterior driven in rotation by a first electric motor, a first solar driven by the heat engine and a second solar driven by a second electric motor.

However, this only allows a “boost” function to be carried out at selected times and does not offer a solution for increasing the power available for a significant period of time.

An aim of the invention is therefore to propose a propulsion assembly in which the available power is increased.

To this end, the subject of the invention is a propulsion assembly of the aforementioned type, in which the propulsion assembly comprises a second heat engine, the first heat engine producing a first energy dedicated solely to the propulsion of the machine, the second heat engine producing a second energy, the second energy being used for at least three of the following functions: production of electrical energy capable of being stored and/or used inside the machine, steering or assistance in steering the machine, traction or traction assistance of the machine, circulation of lubricating fluids, circulation of cooling fluids, or power supply of on-board systems and devices.

The presence of a second heat engine capable of providing additional functions and/or propulsion assistance makes it possible to increase the power available for propulsion.

The propulsion assembly may also have one or more characteristics below, considered individually or in any technically possible combination:

- the electrical energy produced by the second thermal engine supplies, directly or after storage in at least one on-board battery, at least two electric motors, said electric motors being able to drive the machine in a straight line when they operate at the same speed and in the same direction, or along a curved path when they operate at different speeds, or to rotate the machine on the spot when they operate at the same speed and in opposite directions to each other ;

- said electric motors each have a power greater than or equal to 150 kW;

- a first of the electric motors is connected to a first tracked train of the machine and a second of the electric motors is connected to a second tracked train of the machine, the first electric motor and the second electric motor being able to make changes steering by differential acceleration of one tracked train relative to the other by the first and second electric motors;

- the first and second electric motors are motor generators capable of producing energy during slowdown phases of the corresponding tracked train;

- the first electric motor is able to power the second electric motor with the energy produced during a slowing down phase of the first tracked train, the second electric motor being able to power the first electric motor with the energy produced during a slowdown phase of the second tracked train;

- the propulsion assembly comprises a third heat engine, the third heat engine being an external combustion engine, the driving energy of the third heat engine coming from the heat released by the first heat engine and/or the second heat engine;

- the propulsion assembly comprises at least one on-board battery, the second thermal engine being configured to charge the at least one on-board battery, the third thermal engine being able to also charge the at least one on-board battery; and or

- the first heat engine and the second heat engine are internal combustion engines with a power of between 600 kW and 900 kW.

The invention further relates to a motorized armored vehicle comprising a propulsion assembly as defined above.

Other characteristics and advantages of the invention will appear on reading the following description of embodiments of the invention, given by way of example only and with reference to the drawings, in which:

there is a schematic view of the elements of a propulsion assembly according to an example of the invention, and

there is a schematic view of an armored vehicle seen from above, with the propulsion assembly of the .

A propulsion assembly 10 according to one embodiment of the invention is shown in Figures 1 and 2.

The propulsion assembly 10 is intended for a motorized armored vehicle 12, as shown in the .

The motorized armored vehicle 12 here comprises a first tracked train 14 and a second tracked train 16, the first tracked train 14 and the second tracked train 16 being adapted to allow the movement of the machine 12.

The motorized armored vehicle 12 further comprises, for example, on-board systems and devices, for example a location and/or detection system (not shown) and/or at least one defense or attack device.

The propulsion assembly 10 here allows the traction, steering and braking of the machine 12, that is to say that the propulsion includes traction, steering and braking.

The propulsion assembly 10 comprises a first thermal engine 18 and a second thermal engine 20.

The first heat engine 18 and the second heat engine 20 are, for example, internal combustion engines.

The first thermal engine is, for example, a 6-cylinder in-line diesel unit.

The second thermal engine is, for example, also a 6-cylinder in-line diesel unit.

Such a heat engine is particularly compact for a significant power output preferably between 600 and 900 kW.

The first heat engine 18 has, for example, a power of between 600 and 900 kW.

The first heat engine 18 drives a transmission 22, for example a variable reduction transmission.

More particularly, the transmission 22 comprises an input 24 to which the first heat engine 18 is connected, so that the energy produced by the first heat engine, called first energy, is delivered to the transmission 22.

The transmission 22 allows the propulsion of the machine, that is to say the traction, steering and braking of the machine.

The transmission 22 here comprises a right differential 26 and a left differential 28.

The right differential 26 and the left differential 28 are controlled, in particular so as to move the machine forward or backward in a straight line or in a curve.

Each differential 26, 28 is connected to a corresponding respective tracked train 14, 16, that is to say that each differential is capable of driving the corresponding tracked train.

The right differential 26 is here connected to the first tracked train 14, and the left differential 28 is connected to the second tracked train 16.

The first energy is transmitted to the differentials 26, 28 via a transfer 30, the transfer 30 comprising, for example, the corresponding transmission shafts.

The transmission 22 further comprises a right brake 32 and a left brake 34.

In a variant, the brakes 32 and 34 are offset and located on the chassis of the machine.

Each brake 32, 34 is connected to a corresponding respective tracked train 14, 16. It allows the corresponding tracked train to slow down.

The right brake 32 is here connected to the first tracked train 14, and the left brake 34 is connected to the second tracked train 16.

In the example shown, the transmission 22 also includes, here, a gear tube 36.

The speed tube 36 is arranged between the inlet 24 and the transfer 30.

The gear tube 36 is, for example, of the Powershift type.

The gear tube 36 is, for example, provided with a clutch in particular for starting the machine, but is, for example, without a torque converter.

The first heat engine 10 transmits the first energy to the two tracked trains 14, 16 via the speed tube 36.

In one embodiment, the transmission 22 comprises first means adapted to drive ventilation members, said ventilation members contributing to the cooling of the powertrain.

The first means are therefore driven indirectly by the first heat engine.

The second thermal engine 20 is, for example a 4 or 6 cylinder internal combustion diesel engine.

The second heat engine 20 has, for example, a power of between 300 and 500 kW.

The second heat engine 20 produces a second energy.

The second energy is used for at least three of the following functions: production of electrical energy capable of being stored and/or used inside the machine, steering of the machine, traction or traction assistance, activation circulation of lubricating fluids, circulation of cooling fluids, or power supply to on-board systems and devices.

In the example shown, the second heat engine 20 is connected to a generator 38.

The second heat engine 20 drives the generator 38.

The generator 38 charges, for example, at least one on-board battery 40.

The propulsion assembly here further comprises a first electric motor 42 and a second electric motor 44.

The first electric motor 42 and the second electric motor 44 are powered by the at least one on-board battery 40.

Alternatively, in particular in the event of an insufficient charge level of the at least one on-board battery or if the machine does not include an on-board battery, the first electric motor 42 and the second electric motor 44 are, for example , powered directly by the second heat engine 20 via the generator 38.

The first electric motor 42 is coupled to the right differential 26.

The second electric motor 44 is coupled to the left differential 28.

Thus, the first electric motor 42 is connected to the first tracked train 14 via the right differential 26, and the second electric motor 44 is connected to the second tracked train 16 via the left differential 28.

Thus, the first and second electric motors 42, 44 are capable of driving the machine 12 in a straight line when they operate at the same speed or along a curved trajectory when they operate at different speeds.

The first and second electric motors 42, 44 each have a power greater than or equal to 150 kW.

The first and second electric motors 42, 44 each have sufficient power and torque to ensure straight line traction of the machine without the aid of the first or second thermal motors 18, 20.

The first and second electric motors 42, 44 are then particularly capable of supplementing the traction force produced by the first thermal engine 18.

They are also capable of replacing the first heat engine 18, in particular if desired or necessary, particularly in the event of a deficiency in the first heat engine 18 or to achieve a silent approach without thermal signature to theaters of operation.

The first and second electric motors 42, 44 are capable of making changes of direction by differential acceleration of one tracked train relative to the other by the first and second electric motors 42, 44.

In an advantageous embodiment, the first and second electric motors 42, 44 are motor generators capable of producing energy during slowdown phases of the corresponding tracked train.

The first electric motor 42 is, for example, capable of powering the second electric motor 44 with the energy produced during a slowing down phase of the first tracked train 14. The second electric motor 44 is, for example, capable of powering the first electric motor 42 by the energy produced during a slowdown phase of the second tracked train 16.

Thus, when the machine turns to the right while slowing down the first tracked train 14, the electrical energy produced by the first motor generator 42 during the slowing down of the first tracked train 14 can be used to accelerate the second tracked train 16 by powering the second motor-generator 44. Symmetrically, when the machine turns to the left by slowing down the second tracked train 16, the electrical energy produced by the second motor-generator 44 can be used to accelerate the first tracked train 14 by powering the first motor-generator -generator 42.

This significantly reduces energy consumption for steering the vehicle.

Additionally or alternatively, the electric motors 42, 44 are capable of recovering kinetic energy from the machine 12 to recharge the at least one on-board battery 40.

In a particular embodiment (shown in dotted lines on the ), the propulsion assembly comprises at least a third electric motor 46.

The third electric motor 46 is, for example, powered by the at least one on-board battery 40.

Alternatively, in particular in the case of an insufficient charge level of the at least one on-board battery or if the machine does not include an on-board battery, the third electric motor is, for example, powered directly by the second motor thermal 20 via generator 38.

The third electric motor 46 performs additional functions, that is to say different from propulsion.

The third electric motor 46 ensures, for example, the circulation of at least one cooling fluid, for example glycol water, oil or air, for example for cooling the propulsion assembly, and/or a second means for driving the ventilation members of the transmission.

In one embodiment, the second heat engine 20 also drives a hydraulic pump 48.

The hydraulic pump 48 supplies a hydraulic circuit and in particular implements braking by the right brake 32 and the left brake 34 and/or the control of the transmission 22, in particular the control and lubrication of the gear tube 36.

The second heat engine is, for example, not subject to significant load variations.

It operates, for example, at a constant speed, more particularly close to its maximum torque and/or its maximum efficiency.

In a particular advantageous embodiment, shown in Figures 1 and 2 in dotted lines, the propulsion assembly comprises a third thermal engine 50.

The third heat engine 50 is an external combustion engine.

The third heat engine 50 is, for example, a Stirling type engine.

The third heat engine 50 has an expansion chamber.

The driving energy of the third heat engine 50 comes from the heat released by the first heat engine 18 and/or by the second heat engine 20, and possibly from the speed tube 36 and, even possibly, from the exhaust lines of the one and/or the other of the two internal combustion engines.

More particularly, the propulsion assembly comprises a first heat transfer device 52 from the first heat engine 18 to the third heat engine 50 and/or a second heat transfer device from the second heat engine 20 to the third heat engine 50.

The first heat transfer device 52 uses, for example, the heat generated at the first heat engine 18 to cause the expansion of a fluid which transforms this heat into mechanical energy in the expansion chamber of the third heat engine 50.

The second heat transfer device 54 uses, for example, the heat generated at the second heat engine 20 to cause the expansion of a fluid which transforms this heat into mechanical energy in the expansion chamber of the third heat engine 50.

The third heat engine 50 rotates at constant speed, for example between 1200 and 1800 revolutions per minute, more particularly at 1500 revolutions per minute.

The third heat engine 50 powers a generator 56 adapted to charge or maintain the charge level of the at least one on-board battery 40.

In a variant not shown, the propulsion assembly does not include a third heat engine and the second heat engine is an external combustion engine, the driving energy of which comes from the first heat engine and possibly from the tube or gearbox.

In this variant, the second heat engine is, for example, a Stirling type engine rotating at a substantially constant speed.

A method of operating a motorized armored vehicle according to one embodiment of the invention will now be described.

The motorized armored vehicle has at least two propulsion modes, here three propulsion modes.

In a first so-called normal propulsion mode, traction is provided by the first thermal engine 18 with possible assistance from the first and second electric motors 42, 44.

Steering is provided by the first and second electric motors 42, 44 which act on the right and left differentials 26, 28.

Thus, in normal mode, the first and second electric motors 42, 44 are capable alternately:

- to be stationary, so that the machine moves in a straight line,

- to operate at the same speed of rotation in the same direction of rotation, so that the traction or slowing down of the machine is increased depending on the direction of rotation of the electric motors, so as to obtain a “boost” function in which we have the power of the first thermal engine 18 increased by the power of the two electric motors 42 and 44, for example 900 kW of the first thermal engine added twice 150 kW of each of the two electric motors 42, 44, i.e. in total 1200 kW,

- to operate at the same speed of rotation in an opposite direction of rotation to each other, so as to rotate the machine on the spot, in particular by blocking the exit of the speed tube, or

- to operate at different rotation speeds, so as to make a turn.

The first ventilation means are, for example, additionally supplemented, or even replaced, by the second means of driving the ventilation members driven by the third electric motor, if necessary.

The electric motors are powered by at least one on-board battery 40.

The second thermal engine 20 operates and recharges the at least one battery 40 via the generator 38.

Alternatively, the propulsion assembly does not include at least one on-board battery, the electric motors 42 and 44 being directly powered in normal mode by the second thermal engine via the generator 38.

In a second so-called discrete propulsion mode, the first thermal engine 18 is stopped.

Traction and steering are provided by electric motors 42, 44.

Cooling is, for example, provided by the third electric motor.

The second thermal engine 20 operates and recharges the at least one battery 40

Discreet mode allows you to be quieter than in normal mode thanks to stopping the first thermal engine. In addition, this discreet mode makes it possible to limit all environmental nuisances, which represents an advantage, for example, for uses such as parades or parades.

The autonomy is limited only by the quantity of fuel on board for the operation of the second thermal engine.

In addition, in the event of failure of the first heat engine or of the kinematic chain corresponding to the first heat engine, it is possible to move the machine using only the second heat engine.

In a third so-called silent propulsion mode, the first heat engine 18 and the second heat engine 20 are stopped, as well as, where applicable, the third heat engine 50.

Traction and steering are provided by electric motors 42, 44.

Cooling is, for example, provided by the third electric motor.

The silent mode is particularly discreet thanks to the stopping of the thermal engines. It can be described as stealthy.

Autonomy is limited by the capacity of at least one on-board battery 40.

In addition, in the event of failure of the first and second heat engines or of the drive train corresponding to the first heat engine, it is possible to move the machine using the electric motors only.

Thus, the machine is capable of being propelled according to each of the modes described above depending on the situation.

The first heat engine 18 is dedicated to propulsion, while the second heat engine 20 also fulfills additional functions.

This thus makes it possible to have at least all of the energy produced by the first heat engine for propulsion.

It is also possible to optimize the operation of the second thermal engine according to its ancillary functions so as to reduce its fuel consumption and control its emissions.

In addition, the second heat engine is not connected to the transmission via the gear tube, as well as by the same transfers of the first heat engine, but acting via the two electric motors 42 and 44 on the differentials , it is possible to use a speed tube and transfers sized to support the constraints relating to the first heat engine only, for example for power ranges less than or equal to 900 kilowatts.

Claims (10)

Propulsion assembly (10) for a motorized armored vehicle (12) comprising a first thermal engine (18), characterized in that the propulsion assembly (10) comprises a second thermal engine (20), the first thermal engine (18) producing a first energy dedicated solely to the propulsion of the machine, the second heat engine (20) producing a second energy, the second energy being used for at least three of the following functions: production of electrical energy capable of being stored and/ or used inside the machine, steering or steering aid of the machine, traction or traction aid of the machine, circulation of lubricating fluids, circulation of cooling fluids, or power supply to embedded systems and devices. Propulsion assembly according to claim 1, in which the electrical energy produced by the second thermal engine (20) powers, directly or after storage in at least one on-board battery (40), at least two electric motors (42, 44), said electric motors (42, 44) being able to drive the machine in a straight line when they operate at the same speed and in the same direction, or along a curved trajectory when they operate at different speeds, or even to do pivot the machine in place when they are operating at the same speed and in opposite directions to each other. Propulsion assembly according to claim 2, wherein said electric motors (42, 44) each have a power greater than or equal to 150 kW. Propulsion assembly according to claim 2 or 3, in which a first of the electric motors (42) is connected to a first tracked train (14) of the machine and a second of the electric motors (44) is connected to a second tracked train (16) of the machine, the first and second electric motors (42, 44) being capable of making changes of direction by differential acceleration of one tracked train relative to the other by the first and second electric motors ( 42, 44). Propulsion assembly according to claim 4, in which the first and second electric motors (42, 44) are motor generators capable of producing energy during slowdown phases of the corresponding tracked train. Propulsion assembly according to claim 5, in which the first electric motor (42) is capable of powering the second electric motor (44) with the energy produced during a slowing down phase of the first tracked train (14), the second electric motor (44) being able to power the first electric motor (42) with the energy produced during a slowdown phase of the second tracked train (16). Propulsion assembly according to any one of claims 1 to 6, comprising a third heat engine (50), the third heat engine (50) being an external combustion engine, the motive energy of the third heat engine (50) coming from the heat released by the first heat engine (18) and/or the second heat engine (20). Propulsion assembly according to claim 7, comprising at least one on-board battery (40), the second thermal engine (20) being configured to charge the at least one on-board battery (40), the third thermal engine (50) being capable of also charge the at least one on-board battery (40). Propulsion assembly according to any one of claims 1 to 8, in which the first thermal engine (18) and the second thermal engine (20) are internal combustion engines with a power of between 600 kW and 900 kW. Motorized armored vehicle (12) comprising a propulsion assembly (10) according to any one of claims 1 to 9.