IT202100010370A1 - ELECTRIC VEHICLE, WITH BALANCED RECHARGING BATTERY PACK - Google Patents

Description

DESCRIPTION of the industrial invention entitled:

"Electric vehicle, with balanced charging battery pack"

DESCRIPTION TEXT

Field of invention

The present invention relates to an electric vehicle, for example a motor vehicle, or an electric cycle or motorcycle, or an electric aircraft, comprising one or more external surfaces covered by one or more? panels of photovoltaic cells connected to a recharging circuit of a battery pack which feeds one or more? electric traction motors of the vehicle.

Known technique

The Applicant ? holder of various patents and patent applications (see for example WO2015/155697 A1, WO2015145285, WO2016/055873 A1, WO2016/055874 A1, WO2018/065946 A1) relating to an electric vehicle of the type indicated above. The continuous researches and experiences of the Applicant in relation to the development of this vehicle have led to a breakthrough in the field of small electric vehicles, which can be used as city cars, or as small commercial vehicles, vans or pick-ups.

A first goal that the Applicant has? proposal to achieve ? that of a drastic reduction in the investment costs necessary to implement mass production of vehicles of this type. The conventional technique used in the construction of motor vehicle bodies and their subassemblies? very complex and requires expensive production equipment.

It follows that for each new model to be introduced into production it is necessary to foresee a significant economic investment, which often constitutes a limit for vehicle manufacturers to the possibility to react promptly to market demands.

What is the electric vehicle frame structure? been developed by the Applicant and which was the subject of the patent documents identified above, allows to drastically reduce the costs of the motor vehicle production equipment. There? ? obtained in the first place by replacing the traditional body consisting of welded pressed metal sheet elements with a reticular frame having the configuration described above. The mass production of a chassis of this type does not require the setting up of complex, bulky and expensive production structures.

Furthermore, the configuration of the chassis of the vehicle developed by the Applicant also has the advantage of being able to be configured not only in such a way as to easily pass all the crash tests envisaged by the regulations, but also to give the entire structure a degree of safety and capacity? very high impact energy absorption.

In continuing its business? of research and development, has the Applicant still identified possibilities? of further improvements in terms of simplification of the construction of the vehicle and in terms of characteristics of resistance and capacity? of impact energy absorption of the vehicle structure.

Pi? in general, a further objective that the Applicant has? prefix ? that of further simplifying the construction of the vehicle, maintaining and preferably improving the level of safety that the vehicle achieves in terms of protection of the driver and passengers in the event of a crash.

Another goal that the Applicant has? prefix ? that of creating a new configuration of electric vehicle, which can be used particularly as a van or pick-up. In particular, the Applicant yes? has the aim of realizing a new vehicle configuration of this type which can exploit in a particularly efficient way an arrangement of photovoltaic cells arranged on the external surfaces of the vehicle and which can be used for recharging the battery pack of the electric vehicle.

Yet another problem that the Applicant is ? proposal to solve? that of drastically improving the efficiency of the recharging process of the electric vehicle battery pack, both in the recharging phase by an external power supply network and in the recharging phase while the vehicle is running, by means of a recovery system of braking energy, both in a phase of recharging by photovoltaic cells of which the electric vehicle ? provided.

Purpose of the invention

In view of the above, a first aim of the invention is that of proposing a battery pack recharging system with the aid of photovoltaic panels which allows for active balancing of the battery pack.

A further purpose of the invention ? that of drastically improving the efficiency and duration of the battery pack through its dynamic reconfiguration during use of the vehicle.

A further object of the invention ? that of proposing a new configuration of electric vehicle of the type indicated above, which can be used in particular for vehicles of the van or pick-up class, in which it is possible to envisage an extensive and at the same time efficient use of arrays of photovoltaic cells which can be used for recharging the vehicle battery pack.

Another specific object of the invention consists in further improving the motor vehicle previously proposed by the same Applicant, making it even more? its construction is simple and cheap.

A further object of the invention ? to make a vehicle with a high capacity? of impact energy absorption and with a high degree of protection for the driver and passengers in the event of impact.

A further specific purpose of the present invention ? that of drastically simplifying not only the construction of the vehicle chassis, but also that of further components, such as the suspension elements and the doors, consequently reducing the investment costs necessary to prepare the corresponding production equipment.

Summary of the invention

In view of reaching one or more? of the aforementioned objects, the present invention relates to an electric vehicle, for example a motor vehicle or an electric cycle or motorcycle, or an electric aircraft, of the type indicated at the beginning of the present description and further characterized in that

- the battery pack includes a plurality? of battery modules or partitions connected in series to each other, so the voltage across the battery pack (for example 48V or 120V or 360V or 420V) ? the sum of the voltages across the individual modules or battery partitions (for example 24V or 30V or 60V or more particularly at a voltage that is a sub-multiple of the voltage of the entire battery pack),

- said recharge circuit comprises a switching circuit configured to connect one or more? groups or panels of photovoltaic cells selectively to any of said battery modules or partitions, so that each battery partition or module is supplied with current at the supply voltage of the single battery module-partition (e.g. 24V, or more specifically to a voltage that is a sub-multiple of the voltage of the entire battery pack),

- each photovoltaic cell or each group or panel of photovoltaic cells ? connected to said switching circuit by means of a DC/DC converter which brings the current from the supply voltage of the cell (for example between 3 V and 30 V) to the supply voltage of the single battery module (for example 24 V or more particularly to a voltage that is a submultiple of the voltage of the entire battery pack), which ? a submultiple of the voltage of the entire battery pack.

Thanks to this feature, the components of the circuit are simplified and less expensive, the efficiency of the recharging process? improved, moreover the invention allows to apply the active balancing of the parcel partitions by means of photovoltaic cells.

In the preferred embodiment, a Battery Management System is associated with said battery pack, arranged to control the state of charge of the individual battery modules, and a unit electronic control and processing that ? configured and programmed to control the aforementioned switching circuit according to the state of charge of the individual battery modules, in such a way as to actively balance the battery module which ? during recharging, in order to maintain a substantially uniform state of charge of the various battery modules.

Thanks to the aforementioned characteristic, the invention therefore allows ?active? balancing? of the charge of the battery pack through photovoltaic cells.

In one example, each DC/DC converter has a first pole and a second pole at its output and said switching circuit comprises a plurality of of switches each set up to connect one of the two poles of a respective battery module with all the first output poles of the DC/DC converters or with all the second output poles of the DC/DC converters.

In one variant, which eliminates the risk that the aforementioned switches may be in a combination of operating states which d? takes place in a short circuit, each DC/DC converter has a first pole and a second pole at the output, the commutation circuit comprises a plurality? of galvanic isolation circuits, each having two input terminals and two output terminals, the two output terminals of each galvanic isolation circuit are connected to the two poles of a respective battery module and the two input terminals of each circuit with galvanic isolation are connected one to all the first output poles of said DC/DC converters and the other to all the second output poles of said DC/DC converters.

Also in the case of this second example, the battery pack is associated with a Battery Management System designed to control the state of charge of the individual battery modules and a unit? electronic control and processing that ? configured and programmed to control the aforementioned galvanic isolation circuits according to the state of charge of the individual battery modules, in such a way as to dynamically vary the battery modules that are in the recharging phase, in order to balance the state of charge of the different battery modules.

According to a further aspect, the battery pack ? associated with a Battery Management System configured to check the state of charge of the battery pack communicates with the inverter in such a way as to regulate the level of regenerative braking and therefore the flow of energy towards the battery and possibly disable regenerative braking if a state of battery charge beyond a predefined level.

According to a further aspect, the invention also relates to the circuit for recharging the vehicle's battery pack by an external power supply or, while the vehicle is running, by a braking energy recovery system. To improve the efficiency of the recharging process, the vehicle according to the invention characterized by the fact that:

- said battery pack comprises a plurality? of battery modules, - the vehicle comprises a connection circuit for said battery modules including a plurality? of link switches each switchable between a first position and a second position, e

a unit? control and processing electronics configured to control the commutation of said connection switches in such a way that the voltage of the battery pack is adapted according to the state of use and in particular in such a way that:

- during a battery module recharging phase, said connection switches are in a first switching configuration, in which the battery modules are connected in series to each other,

- when the electric vehicle ? moving, said connection switches are in a second switching configuration, in which the battery modules are connected in parallel with each other or partially in series and partially in parallel, and

- when the electric vehicle ? stationary with the electric motors idle, said connection switches are in a third switching configuration, in which the battery modules are isolated from each other.

Thanks to the aforementioned characteristics, the battery modules are connected in series to each other during the recharging phase, in order to increase the recharging voltage (for example 200V or 300V or 400V and beyond) and therefore keep the supply current low in order to be able to increase the speed? charging by reducing the stress on the battery cells. In the previous instant in which the recharge begins, the switch system prepares the entire package to operate in the mode where the modules are connected in series.

In the configuration in which the modules are disconnected from each other, the maximum voltage of the entire circuit? that of the single module, this configuration ? therefore characterized by the safety in which an operator pu? intervene on the package avoiding the risks due to high voltage. Similarly when the vehicle ? stationary and not under load, the switch circuit autonomously disconnects the modules from each other. During the march the system of the switches pu? reconnect all the modules in series or reconfigure them in such a way as to supply a multiple voltage of the submodules, for example in a configuration whereby the modules in pairs operate in parallel and the two pairs in series.

According to a further aspect, the invention relates to an electric vehicle of the type described above, characterized in that:

- the vehicle chassis has a pick-up or van configuration, including a superstructure formed by a front roll-bar, a rear roll-bar and two upper side members, and by the fact that:

- said superstructure supports:

- an upper panel of photovoltaic cells acting as a roof,

- two side panels of photovoltaic cells covering the two sides of said superstructure, e

- a rear panel of photovoltaic cells covering the rear frame of said superstructure, e

wherein said side panels and said rear panel are movable between a lowered position, in which said panels cover the respective sides of said superstructure so as to define an enclosed space, and a raised position, in which the panels are rotated towards up around their upper horizontal edge.

In one embodiment, in their raised position the side panels and the rear panel are arranged to be slidable under the panel acting as a roof.

Furthermore, in one example, the vehicle carries auxiliary panels of photovoltaic cells which are stationary disposed on the sides and rear of the vehicle, below said superstructure.

According to a further characteristic, in each panel of photovoltaic cells, the cells are incorporated in a stratified laminar structure, including a layer external comprising one or more? layers of PET with a UV or ECTFE coating, two layers of a thermoplastic polyolefin material, above and below the cells, to encapsulate the cells, with a back layer of structural glass fiber replacing solutions based on a back layer of PET with UV coating.

According to a further preferred feature, each panel of photovoltaic cells has an orderly distribution in rows and columns of photovoltaic cells, separated by strips or areas free from cells, and by the fact that in at least some of the crossings between said strips or areas free from In the cells reflecting devices or LED light sources are arranged, configured to display wording and/or logos as a whole, either passive, colored or reflective, or active via the LED sources.

According to a further aspect, the invention relates to an electric motor vehicle comprising:

- a frame, including a main cell module, a front crash module rigidly connected to a front portion of the main cell module, and a rear frame module rigidly connected to a rear portion of the main cell,

- in which each of said frame modules ? consisting of a reticular structure formed by high-strength steel arms, welded together, each arm having a hollow structure with a quadrangular section,

- a front axle assembly and a rear axle assembly, each comprising:

- an axle frame rigidly connected to a respective front or rear frame module,

- an upper wishbone and a lower wishbone for each wheel of the axle unit, mounted in articulated way to the frame of the axle unit and carrying a respective wheel support for rotation around a steering axis,

- a wheel hub rotatably supported by each wheel carrier, - an electric motor assembly carried by the axle frame and connected by drive members to the wheel hubs of the two wheel carriers, and

- a wheel steering drive carried by the axle assembly frame,

said vehicle further comprising a platform rigidly connected to two lower side members of said main cell module and configured to act as a structural element of the vehicle chassis and also as a container for the battery pack, for the electrical power supply of said associated electric motor units to the two axle groups,

and in which furthermore said upper swing arm and said lower swing arm associated with each wheel each have a main body consisting of elements obtained from high-strength steel tubes cut by laser cutting and welded together, with an upper main wall and a lower main both triangular in shape, parallel to each other and spaced apart, defining a base side of the triangular configuration at the ends of which? two coaxial horizontal bushings are welded together, for the articulated connection to the frame of the respective axle group, and with an external tip of the triangular configuration which ? welded a vertical axis bushing for the articulated connection of the wheel support around the steering axis.

Thanks to the aforementioned characteristics, also the structure of the suspension elements constituted by the upper arm and the lower arm which carry each wheel support is drastically simplified.

According to a further preferred feature, the wheel support connected to said upper swing arm and said lower swing arm also has a main body made up of tubular elements in high-strength steel welded together, by the fact that said main body ? welded a cylindrical ring for the rotating support of the wheel hub, and by the fact that an upper attachment and a lower attachment are welded to said main body, also made of high-strength steel tubes and welded together, intended to receive supports joint for the pivotal connection to the upper and lower swing arms around said steering axis.

A further feature of the invention lies in the fact that the aforementioned platform, which also acts as a container for the battery pack, has a structure including a lower container body and an upper container body having peripheral edges rigidly connected to each other,

wherein each of said lower and upper container bodies ? formed by two parallel and spaced metal sheet panels, shaped by shearing and bending, in such a way as to present a main back wall surrounded by two side walls and two end walls, in which one, or both , two metal sheet panels of each container body has an orderly distribution of indentations which act both as spacer elements between the two panels and as stiffening elements, and

wherein the space between the two panels of each of said lower and upper container bodies acts as an insulating chamber and can be filled with insulating material which also has the function of reducing vibrations.

The structure of the floor of the vehicle according to the invention ? therefore such as not to require any molding operation and consequently does not involve the preparation of corresponding equipment. Each of the sheet metal panels is obtained starting from a semi-finished product obtained by means of a cutting operation and then brought into the final configuration by means of bending operations. The impressions acting as spacer elements are preliminarily made in the corresponding panel with equipment which can be greatly simplified.

Still according to a further characteristic of the invention, the aforementioned front frame module includes longitudinal beams for the absorption of impact energy, each consisting of an arm of the reticular structure, cantilevering forwards, having a hollow body quadrangular section, so as to have four longitudinal edges, and by the fact that each of said longitudinal beams has a series of impact deformation control openings, formed on some or all of said longitudinal edges in positions spaced apart from each other, called openings presenting an amplitude decreasing from the extremity? front of the beam towards the extremity? rear, what? to induce a progressive deformation of the beam following a frontal impact, starting from the end? front towards the extremity? rear.

According to a further characteristic, the vehicle comprises at least two front doors, articulated to the cell module of the vehicle chassis, each comprising a door frame having opposite faces covered by an internal door structure and an external door structure, in which the door frame includes a reticular structure similar to that of the aforementioned frame modules, formed by mutually welded high-strength steel arms, each arm having a hollow structure with a quadrangular section, in which said arms constituting the door frame include at least a front pillar, and a rear pillar which are rigidly connected to each other by an upper cross member, a lower cross member and a diagonal arm, in which each door includes a window frame defined by auxiliary elements substantially forming an arc, having the ends? rigidly connected to said upper cross member of the door frame, and wherein the internal door structure and the external door structure are made of sheet steel panels rigidly connected on opposite sides to said door frame and including in one piece respective window frames which lock together the aforesaid arch connected to the upper crosspiece of the door frame.

Thanks to the characteristics indicated above, the construction of the doors of the vehicle is radically simplified, while at the same time the diagonal arm forming part of the door frame constitutes an important protection for the safety of the driver and passengers in the event of side impacts.

Description of preferred embodiments

Further characteristics and advantages of the invention will emerge from the following description, with reference to the attached drawings provided purely by way of non-limiting example, in which:

- figure 1 ? an exploded perspective view of the main components of the vehicle structure according to the invention, in an exemplary embodiment, - figure 2 is a perspective view of an axle assembly of the vehicle of Figure 1 ,

figures 3A, 3B are perspective views of an upper wishbone and a lower wishbone of the wheel suspension of the vehicle of figure 1 ,

- figure 4 ? an exploded perspective view of a door structure of the vehicle of Figure 1 ,

- figure 5 shows a perspective view of the frame of a front door and a rear door of the vehicle of figure 1,

- figure 6 ? a further embodiment of the vehicle according to the invention, in a pick-up configuration,

- figure 7 ? a perspective view of a vehicle of the type of figure 6 with a superstructure including two roll bars,

- figure 8 ? a perspective view of a further configuration of the pick-up vehicle of figures 6, 7,

- figure 9 illustrates the vehicle of figure 8 with a plurality of panels carrying photovoltaic cells shown in their raised position,

- figure 10 ? a perspective view of a further variant of the pick-up vehicle,

- figure 11 ? a further perspective view of the variant of figure 10, - figures 12-17 are perspective views and orthogonal views illustrating the vehicle chassis in the pickup and van configurations,

- figure 18 is a perspective view of the detail of the elements of the suspension system of each wheel,

- figure 19 ? an enlarged scale perspective view of a wheel stand,

- figure 20 ? a sectioned perspective view of the floor of the vehicle according to the invention,

- figure 21 ? an exploded perspective view of the platform of figure 20, - figures 22A-22D indicate four different operating conditions of a circuit for connecting the photovoltaic cells of which the vehicle is? provided with the different modules of a vehicle battery pack,

- figure 23 ? a variation of Figures 22A-22D,

- figure 24 illustrates the overall diagram of energy management from the battery pack to the powertrain, the on-board photovoltaic panels and the grid, - figure 25 illustrates a variant of the connection circuit between the photovoltaic cells and the battery modules suitable for active parcel balancing,

- figures 26A, 26B illustrate further diagrams of the variant of figure 25,

- figures 27-29 illustrate three different operating conditions of a connection circuit of the various battery modules suitable for the dynamic configuration of the battery pack with the vehicle being recharged from the mains, the vehicle stationary and the vehicle in motion,

- figure 30 illustrates the stratified structure of each panel carrying the photovoltaic cells of which ? provided the vehicle according to the invention in which the substrate is consisting of a thin structural element in fiberglass.

General structure of the vehicle

In figure 1, the reference 1 indicates as a whole the chassis of an electric vehicle, comprising a main cell module 1A, an anti-crash front module 1B rigidly connected to a front portion of the main cell module 1A, and a rear frame module 1C rigidly connected to a rear portion of the main cell module 1A.

Each of the modules 1A, 1B, 1C ? consisting of a reticular structure formed by arms 2 of high resistance steel, welded together, each arm having a hollow structure with a quadrangular section. With reference to the specific example illustrated, the main cell module 1A includes two lower side members 2A connected to each other by crosspieces 2B. Are the ends welded to the side members 2A? lower parts of two front side pillars 2C and two central side pillars 2D. In the example of figure 1, the frame 1 also includes a superstructure in which the arms 2 define two lateral beams 2E connected to each other by crosspieces 2F. At the rear, in the example illustrated, further side uprights 2G, 2H are provided, connected below to the rear module of the frame 1C and above to the side beams 2E.

The front frame module 1B has an upper part including four longitudinal beams 2L projecting forwards, the ends of which fronts are connected by a frontal crossbar 2M. The lower part of the module 1B comprises two further longitudinal beams 2L, also protruding forwards and ending with flanges for coupling with a transversal bar (not visible in the drawing), forming part of the structure of a front bumper 3. The longitudinal beams 2L are configured in such a way as to be able to absorb impact energy, through their controlled deformation, how will it be? described more in detail below.

References 3 and 4 indicate the front and rear bumper structure of the vehicle intended to be connected to the front 1B and rear 1C frame modules. If the front bumper is made of composite material according to a previous proposal by the same Applicant, does it have characteristics of particular rigidity? and elasticity? non-linear such as to improve performance in the event of a frontal crash and off-axis.

To the two lower side longitudinal members 2A ? connected to a platform structure F that will come? described more in detail below, which performs both a structural function and the function of container for the vehicle's battery pack.

Again with reference to figure 1, the vehicle comprises a front axle group 4 and a rear axle group 4, substantially identical to each other each having a subframe 4T (see figure 2) rigidly connected respectively to the front frame module 1B and to the module of rear frame 1C.

The axle group

With reference to figure 2, the axle group 4 comprises, for each wheel, a wheel support 5, better visible in figures 18 and 19, which? rotatably supported around a steering axis 6 by an upper swing arm 7 and a lower swing arm 8, having a triangular configuration, better visible in figures 3A, 3B. Between the lower triangle 8 and the 4T frame? interposed a spring-shock absorber group 9. On the 4T frame? mounted a respective electric motor unit M connected by means of a reduction unit R connected by constant velocity joints 11 to two shafts 10 in turn connected by constant velocity joints 12 to the wheel hubs H rotatably supported by the wheel supports 5. The 4T chassis also carries a steering actuation device 13 connected by means of articulated tie rods 14 to the two wheel supports 5. In the preferred four-wheel drive configuration, the two axles are substantially identical, but can differ in the ratio of the reduction unit, for example in an axle the reduction ratio can? be of 1:9 while in the other axle of 1:6,5. The two axle groups can operate completely independently or be controlled by a centralized controller which manages the torque delivery in the two axles in order to improve stability? vehicle in the rain or on dangerous bends.

The wishbones of the suspension

With reference to figures 3A, 3B, the oscillating arms 7 and 8 of the suspension of each wheel each have a main body 15 constituted by a part of high-strength steel tubes cut with laser technique and joined by electrowelding, with an upper main wall 16 and a lower main wall 17, triangular in shape, parallel to each other and spaced apart. On the inner side of the triangular body 15 two horizontal bushings 18 coaxial to each other are welded, for the articulated connection of the swinging triangle to the frame 4T of the axle unit. At the outer tip of the triangular body 15 ? on the other hand, a vertical axis bushing 19 is welded for the articulated connection of the wheel support around the steering axis.

Figure 18 of the attached drawings shows the detail of the connection of the wheel support 5 to the swinging triangles 7, 8. The hinging device which allows the wheel support 5 to rotate around the steering axis 6 is arranged inside each bush 19.

Again with reference to figure 3B, on the main body 15 of the lower triangle 8? also welded a bracket 20 for the attachment of the extremity? bottom of the spring-shock absorber unit 9.

As is evident from the preceding description, the structure of the oscillating triangles 7, 8 allows a considerable simplification of the manufacturing operations and also a drastic reduction of the costs of the production equipment, given that it is not necessary to prepare elements obtained from molding or casting processes , it being possible to produce each component by simple bending and welding of sheet metal elements.

With reference to figure 19, the same concept ? has also been applied to the preferred embodiment for the wheel supports 5. Each wheel support 5 in fact has a main body 5A made up of tubular elements in high-strength steel cut with laser cutting and joined by electrowelding. To the main body 5A ? welded a cylindrical ring 5B for the rotating support of the wheel hub H. An upper attachment 5C and a lower attachment 5D are also welded to the main body 5A, also consisting of electro-welded tubular steel elements, intended to carry the articulation pins which are received in the hinged devices carried by the upper triangle 7 and the lower triangle 8.

The vehicle doors

Again with reference to figures 1 and 4, 5, the vehicle configuration shown in figure 1 is equipped with two front side doors and two rear side doors.

Figure 4 shows an exploded view of the structure of a front side door, comprising a door frame 21 comprised between an internal door structure 22 and an external door structure 23. The door frame 21 has a reticular structure similar to that of the chassis modules of the vehicle, formed by high-strength steel arms, welded together, each arm having a hollow structure with a quadrangular section. In particular, the arms constituting the door frame 21 include a front upright 21A and a rear upright 21B connected to each other by an upper crosspiece 21C, a lower crosspiece 21D and a diagonal arm 21E.

Still referring to Figure 4, the door further includes a window frame defined by guide elements 24, 25, 26 defining an arc configuration having the ends? opposite welded to the upper cross member 21C of the door frame 21. The internal door structure 22 and the external door structure 23 are in the form of metal sheet panels which are coupled together keeping the door frame 21 interposed between them. Each panel 22, 23 includes a lower portion 22A, 23A, and an upper window frame 22B, 23B. The two frames 22B, 23B are coupled to each other and clamp the guide elements 24-26 together.

The structure of the rear door? substantially similar to that of the front door illustrated in Figure 4. Figure 5 shows the skeleton-frames 21 of the front door and the rear door. The skeleton-frame 21 of the rear door also includes uprights 21A, 21B connected to each other by an upper crosspiece 21C and a lower crosspiece 21D which has an angled configuration as a result of the need for the rear door. to leave a free space occupied by the rear wheel mudguard. The skeleton-frame 21 of the rear door also has a diagonal arm 21E and has a further intermediate horizontal crosspiece 21F which connects the uprights 21A, 21B to each other in an intermediate position between the upper and lower crosspieces 21C, 21D. The front post 21A of each door frame 21 carries brackets 21G for mounting the door hinge devices to the respective post 2C or 2D of the vehicle frame.

As is clear from the foregoing description, in the vehicle according to the invention also the doors have a structure configured to allow on the one hand a drastic simplification of the manufacturing operations and a reduction in the cost of the production equipment and in any case to achieve on the other hand a high degree of safety and protection of passengers against the consequences of side impacts.

Pickup configuration

Figure 6 illustrates a configuration of the electric vehicle according to the invention in the form of a pick-up. The vehicle, indicated as a whole with the reference number 24, comprises a cab 25 and a rear body 26 delimited by two side walls 27 and by a rear wall 28. In the preferred embodiment illustrated here, said walls have panels of photovoltaic cells PV, whose structure will be? described more in the sequel.

The chassis 1 of the pick-up vehicle 24 ? visible in figures 12-17. Again, as in the case of the configuration shown in Figure 1? a main cell module 1A is provided to which an anti-crash front frame module 1B and a rear frame module 1C are rigidly connected. Also in this case, the main cell module includes two lower lateral longitudinal members 2A to which the ends lower parts of two front uprights 2C and two central side uprights 2D. The longitudinal members 2A are connected to each other by crosspieces 2B.

The structure of the front and rear frame modules 1B and 1C ? completely similar to the one already? described with reference to figure 1. Therefore, in figures 12-17, the parts common to those of figure 1 are indicated with the same reference numbers. Figure 17 also shows the platform F which also acts as a container for the battery pack which? associated with chassis 1 of the vehicle.

With reference again to figure 6, this figure illustrates a pick-up vehicle configuration in which behind the cab 25 is prepared a superstructure consisting of a single roll-bar 29.

Figure 7 illustrates a variant in which the superstructure arranged above the body 26 of the pick-up vehicle includes a front roll-bar 29 located immediately behind the cab 25 and a rear roll-bar 30 arranged above the rear wall 28 of the body 26. Each of the two roll cages 29, 30 ? consisting of two uprights connected at the top by a crossbar. The extremities? tops of the uprights of the two roll-bars 29, 30 are also connected to each other by two longitudinal beams 31. Both in the configuration of figure 6 and in the configuration of figure 7, PV photovoltaic cell panels are arranged not only on the external walls 27, 28 of the box 26, but also on the roof of the cabin 25.

Figure 8 shows a further variant in which the space defined by the superstructure of the caisson 26? delimited by an upper panel 32 of PV photovoltaic cells, by two side panels 33 and by a rear panel 34. The two side panels 33 and the rear panel 34 are movable between the lowered position illustrated in Figure 8, in which they delimit a space closed above the box 26, and the raised position shown in FIG. 9, in which they are swung upwardly about their upper horizontal edges.

Figures 10, 11 illustrate a variation of Figures 8, 9 in which the side panels 33, when in their raised position illustrated in Figure 9 are also capable of sliding underneath the top panel 32 defining the roof of the space below. above the box. In the case of the variant of figures 10, 11, the rear panel 34 can have side wings 34A which can be folded under the main part of the panel, to also allow sliding of the rear panel 34 under the upper panel 32.

Still referring to Figure 8 , each of the side panels 33 and the rear panel 34 have an ordered distribution in rows and columns of PV photovoltaic cells separated by strips free from cells. At the crossings between the strips free from cells, passive display elements 40 can be arranged, for example colored or reflecting, or active, such as LED light sources, which can be used to display writings or logos on the panels 33, 34.

The flatbed

Figures 20, 21 show the preferred structure for the platform F which also acts as a container for the battery pack. According to this solution, the container platform F has a structure including a lower container body FA and an upper container body FB. Each of the bodies FA, FB ? formed by two steel sheet panels 41, 42 parallel to each other and spaced apart, shaped by shearing-cutting and bending of sheet metal in such a way as to have a main bottom wall surrounded by two side walls and two end walls. All the panels constituting the body of the container are welded together along the peripheral edge. Each of the two panels constituting each container body FA, FB has an orderly distribution of impressions 43 which act both as spacer elements between the two panels and as structural elements which are also suitable for reducing vibrations. The chamber between each pair of panels 41, 42 ? preferably filled with thermally insulating material.

Crash arms

Again with reference to figures 18, 12, 13, 14, 15, 17, the front frame module 1B includes longitudinal beams 2L for absorbing impact energy, each consisting of an arm of the aforementioned reticular structure projecting cantilevered towards the front and having a hollow body with a quadrangular section, so as to have four longitudinal edges Z. Each of said longitudinal beams 2L has a series of openings H1-H5 for controlling the impact deformation, formed on each of said longitudinal edges Z in positions spaced apart from each other, said openings H1-H5 presenting an amplitude decreasing from the extremity? front of the longitudinal beam 2L towards the extremity? rear, what? to induce a progressive deformation of the beam following a frontal impact, starting from the end? front towards the extremity? rear.

Balanced charging of the battery pack

Figures 22A-22D illustrate four different operating conditions of an embodiment of a connection circuit between the photovoltaic cells of which the vehicle is connected. provided and the battery pack and which allows the energy generated by the photovoltaic cells to be used to recharge the battery pack.

In the vehicle according to the invention, the battery pack for powering the electric traction motors of the vehicle comprises a plurality of of battery modules Bi, in the example shown for simplicity? four modules B1, B2, B3, B4 are illustrated.

In the embodiment illustrated here, the four battery modules B1-B4 are connected in series with each other, so that the voltage across the ends of the battery pack, for example 48V, 120V, 240V, 360V, 420V ? the sum of the voltages across the individual battery modules, for example 24V, 36V, 48V, 60V.

The recharging circuit of the battery modules B1-B4, indicated as a whole with the reference 44, comprises a switching circuit 45 configured to connect one or more? groups (panels) of photovoltaic cells PV1, PV2, ?, PVi selectively to any of the battery modules B1, B2, B3, B4, in such a way that each battery module is supplied with current at the supply voltage of the single module of battery, that is? for example with current at 24V, 36V, 48V, 60V. Each group or panel of photovoltaic cells PV1, PV2, ?, PVi ? connected to the switching circuit 45 by means of a DC/DC converter C1, C2, ?, Ci, which brings the current from the supply voltage of the respective photovoltaic panel, for example 9V or 24V, to the supply voltage of the single battery module, to example 24V, 36V, 48V, 60V. A Battery Management System 46 is also associated with the vehicle battery pack, arranged to control the state of charge of the individual battery modules B1, B2, B3, B4, and a unit control and processing electronics E configured and programmed to control the switching circuit 45 according to the state of charge of the individual battery modules, so as to dynamically vary the battery module which ? during recharging in order to actively balance the state of charge of the different battery modules.

In the embodiment of figures 22A-22D, each DC/DC converter C1, C2, ?, Ci has at its output a first pole PA and a second pole PB. The switching circuit 45 comprises a plurality of of switches S1, S2, ?, each one set up to connect one of the two poles of a respective battery module with all the first PA output poles of the DC/DC converters or with all the second PB output poles of the DC/DC converters . Also, does the battery pack have an end pole? 47What can? be connected or disconnected to all the first PA output poles of the DC/DC converters via a switch SA, and a second end pole? 47B that can? be connected or disconnected to all second PB output poles of the DC/DC converters via a switch SB. The status of switches S1, S2, ?, Si and SA, SB ? controlled by lines CAN BUS 48 or more? in general, by communication lines of signals from the unit? control and processing electronics E on the basis of the signals received from the Battery Management System 46 according to the state of charge of the various battery modules B1, B2, B3, B4. Figure 22A illustrates a combination of the operating states of the various switches such that only the battery module B1 is supplied, with current generated by the photovoltaic panel PV1. Figure 22B shows the condition where only battery module B2 ? recharged, with current coming from the photovoltaic panel PV2. Figure 22C shows the operating condition in which only the battery module B3 ? recharged, with current generated by the PVi photovoltaic panel. Fig. 22D shows the operating condition in which the fourth battery module B4 is the only one to be recharged, using current generated by the PVi photovoltaic panel.

Figure 23 ? a generalization of the scheme of figures 22A-22D where ? schematized as a block the commutation circuit 45. In the case of the diagram of figure 23, ? the Battery Management System 46 which directly controls the switching circuit 45 according to the state of charge of the various battery modules.

As is evident from the preceding description, on the one hand the recharging of the battery pack can be carried out in a more efficient and making use of components pi? simple and less expensive, as each DC/DC converter must supply current at a voltage that ? the voltage across a single battery module. At the same time, the system according to the invention makes it possible to manage the recharging of the battery pack in a dynamic way, keeping the most? possible to actively balance the state of charge of the different battery modules.

Figure 24 ? a further diagram of the connection circuit between the battery modules of the battery pack, the photovoltaic panels of which the vehicle? provided, the front and rear traction electric motors of the vehicle, and the connector for recharging the battery pack via the external power supply. In figure 24, the parts common to those of figures 22, 23 are indicated with the same references. The reference BP indicates the entire battery pack including battery modules B1, B2, B3, B4, connected in series which can be recharged by photovoltaic cell panels PV1, PV2, ..., PVi by means of DC/ DC C1, C2, ?, Ci and the switching circuit 45 whose operating condition ? controlled by the Battery Management System 46. Circuit 45 ? also connected to the connector 49A for coupling with an external power supply network 48 via a bidirectional recharging device 49. The device 49 allows both the recharging of the battery pack by means of the external power supply network 48, and, in the reverse direction, the use of electrical energy stored in the BP battery pack for injection into the network 48 or for powering the electrical circuit of a house 50.

Again with reference to the diagram of figure 24, each electric traction motor M ? associated with an inverter 51.

In the preferred form of implementation, the Battery Management System ? configured and programmed to inhibit the operation of the regenerative brake energy system when a state of charge of the battery pack battery modules is detected beyond a predefined limit. In this case, since there is no need to recharge the battery modules, the generative energy generation is switched off when decelerating, going downhill or when braking the vehicle. In the latter case braking is obtained in a conventional way, by actuation of disc brakes associated with the wheels of the vehicle.

Figure 25 represents a further and preferred embodiment which ? able to optimize the active balancing of the battery pack avoiding short circuit situations.

In this case, the switching circuit 45 comprises a plurality of of circuits S1, S2, S3, S4 with galvanic isolation each having two input terminals I1, I2 and two output terminals U1, U2. The two input leads I1, I2 are connected one to all the PA output poles of the DC/DC converters and the other to all the PB output poles of the DC/DC converters. The two output ends U1, U2 of each galvanic isolation circuit are connected to the poles of a respective battery module B1, B2, B3, B4. As in the case of the previously described embodiment, the unit? electronics E controls the DC/DC converters and the S1-S4 circuits according to the signals received from the Battery Management System 46 relating to the state of charge of the various battery modules, in order to activate the galvanic isolation circuits. The switching system 45 ? able to connect one or more? of the photovoltaic cell panels selectively with one or more? of the battery modules for which the unit? electronics And ? capable of dynamically managing the recharging of the different battery modules according to their state of charge in order to actively keep the charge level of the different battery modules balanced. The diagram of Figure 25 also illustrates the connector 49A for recharging via an external power supply network, a DC/DC converter 53 for recharging the 12 V battery 54 of the vehicle's on-board electrical circuit and a DC/AC inverter 55 for the power supply of the electric traction motors M through the battery pack.

Figure 26A schematically shows three galvanically isolated charging circuits S1, S2 and S3 connected to three battery modules B1, B2 and B3 and Figure 26B shows an example configuration of a single circuit Si including a galvanically isolated circuit.

In known systems in which the battery pack is recharged without balancing, the battery modules with the lower state of charge reach full capacity. before the battery modules pi? loads.

With the active balancing achievable with the present invention, during the charge cycle, the battery can reach its full capacity? without unnecessary energy losses.

Referring to Fig. 26B , circuit Si comprises a galvanic isolation transformer 203 and an electronic controller 200 configured and programmed to control two power transistors (FET) 201 via a driver 202, which can include an optical type isolator. The controller 200 receives the signals from a voltage monitoring circuit 204 of the battery module Bi via a galvanic isolation circuit 205.

Each Bi battery module is charged by the circuit based on the control performed by the unit. control and processing electronics E (figure 25) through the controllers 200 of each circuit. ? what? You can monitor the voltage of individual battery modules and implement a charging strategy that maintains a perfect balance of the modules.

In this way, the power of the photovoltaic (PV) panels can be transferred to the battery modules with a charge transfer efficiency of more than 90% Throughout the charging cycle, each circuit communicates the state of charge of the respective battery module, so that no battery module is overloaded relative to the others.

will not be in particular it is necessary to discharge an overloaded battery module, which avoids wasting energy.

Basically, active balancing consists of injecting charge (current) into the battery module (for example, a single battery cell or a group of battery cells) with the lowest state of charge. Bass. This allows to obtain a similar state of charge in all battery modules and therefore to pursue an energy balance in all elements. In doing this the galvanic isolation in each series guarantees full safety on the side of the PV panel under all operating conditions.

Variable configuration battery pack

Figures 27-29 illustrate three different operating conditions of a further example of implementation of the self-adaptive circuit for selecting the voltage value at which the battery pack operates for simplicity? represented by battery modules B1, B2, B3, B4. In this embodiment, the circuit comprises a plurality of of connection switches S1, S2, S3, S4, S5, S6 each switchable between a first position and a second position by means of a respective solenoid controlled by the unit? control electronics and processing E. The reference 54 indicates any source of energy for recharging the battery module that can? be constituted by photovoltaic cell panels, or by an external power supply network, or by the regenerative system which recovers the braking energy. The connection circuit also comprises a main switch 55 and a further relay switch 55. 56 for connection to the inverter associated with the electric traction motor.

The unit? electronics E controls the status of the different switches S1-S6 to realize different connection conditions of the battery modules in the different stages of vehicle operation. Figure 27 shows a first operating condition in which the battery modules are connected in series with each other. This configuration is optimal in the battery module recharging phase as it allows the supply current to be kept low.

Thanks to the aforementioned characteristics, the battery modules are connected in series to each other during the recharging phase, in order to increase the recharging voltage (for example 200V or 300V or 400V and beyond) and therefore keep the supply current low in order to be able to increase the speed? charging by reducing the stress on the battery cells. In the previous instant in which the recharge begins, the switch system prepares the entire package to operate in the mode where the modules are connected in series.

Figure 28 shows the operating condition in which the battery modules are connected in parallel with each other. This condition? an optimal condition in the phase of use with the vehicle in motion in which the battery modules feed the electric traction motors of the vehicle (the switch-relay 56 which was open in the condition of figure 27 is instead closed in the condition of figure 28, while the main switch 55 which was closed in the condition of figure 27 is open in the condition of figure 28; the further switch 57 which was closed in the condition of figure 27 remains closed in the condition of figure 28). Switch management enables hybrid solutions where modules are connected in series in pairs and the two resulting pairs are connected in parallel.

Figure 29 shows a third switching configuration, where the battery modules are isolated from each other. This condition? made when the electric vehicle ? stationary with the electric motors idle. In this condition the switches 56, 55 and 57 are all three open.

Photovoltaic panels structure

Figure 30 shows the stratified structure of any panel of which the vehicle according to the invention ? equipped with an array of photovoltaic cells. According to this solution, in each panel the cells are incorporated in a stratified laminar structure including a lower layer. external 100 facing the sun, including one or more? layers of PET with a UV or ECTFE coating, two layers of a thermoplastic polyolefin material 101, above and below the PV cells, to encapsulate the cells, and a rigid back layer 102 of structural glass fiber which replaces the coated PET panel UV, in place of which flexible panels are usually built. What is the composite panel? compound is built in a vacuum chamber and at a controlled temperature suitable for melting the intermediate layers of polyolefin material 101 avoiding the formation of air bubbles between the layers. The laminar sandwich composite ? formed by keeping the transparent surface in contact with a smooth surface while pressing a membrane on the side made up of glass fiber with enough pressure to ensure adhesion of the layers.

As is evident from the preceding description, the vehicle according to the invention presents a series of innovative contents aimed on the one hand at drastically reducing the complexity of the vehicle. of the structure of the vehicle and the costs of the production equipment, to improve the degree of safety of the vehicle and the protection of the driver and passengers against the consequences of collisions, as well as? at the same time to identify new vehicle configurations, such as the configuration of pick-up and van vehicles, in which arrangements of photovoltaic cell panels are made in combination with configurations that increase the functionality? and the comfort? of use of the vehicle. Furthermore, according to a further aspect of the invention, improved forms of circuits have been developed for the active recharging of battery modules by means of photovoltaic panels. Other circuit forms allow a dynamic reconfiguration of the battery pack voltage and which at the same time increase both the efficiency of the recharging process and the level of safety when the vehicle is on the road. stopped.

Naturally, the principle of the invention remaining the same, the embodiments and construction details may vary widely with respect to what is described and illustrated purely by way of example, without thereby departing from the scope of the invention, as defined in the appended claims.

Claims (20)

1. Electric vehicle, in particular electric motor vehicle or electric cycle or motorcycle or electric aircraft, comprising one or more external surfaces covered by one or more? photovoltaic cell panels (PV) connected to a recharging circuit of a battery pack (BP) which powers one or more? electric traction motors (M) of the vehicle, said vehicle being characterized in that said battery pack comprises a plurality of battery modules (B1, B2, B3, B4) connected in series to each other, so the voltage across the battery pack ? the sum of the voltage across the individual battery modules, by the fact that said recharge circuit comprises a switching circuit (45) configured to connect one or more? groups or panels of said photovoltaic cells (PV), selectively to any of said battery modules (B1, B2, B3, B4) in such a way that each battery module is supplied with current at the supply voltage of the single battery module battery, e by the fact that each group or panel of photovoltaic cells (PV) ? connected to said switching circuit (45) by means of a DC/DC converter which brings the current from the supply voltage of the photovoltaic cell (PV) to the supply voltage of the single battery module, for which said DC-DC converter ? simplified, efficient and economical, why? it operates at a low level of multiplication between its input voltage and its output voltage 2. Vehicle according to claim 1, characterized in that said battery pack (BP) is associated with a Battery Management System, arranged to control the state of charge of the individual battery modules, and a unit control and processing electronics (E) configured and programmed to control said switching circuit (45) according to the state of charge of the individual battery modules (B1, B2, B3, B4), so that the battery pack is charged and actively balanced by photovoltaic panels. 3. Electric vehicle according to claim 1, characterized in that each DC/DC converter (C1, C2, ?, Ci) has a first pole (PA) and a second pole (PB) at the output and in that said circuit switching (45) comprises a plurality? of switches (S1, S2, ?, Si) each arranged to connect one of the two poles of a respective battery module with all the first output poles (PA) of the DC/DC converters (C1, C2, ?, Ci) or with all second output poles (PB) of DC/DC converters. 4. Electric vehicle according to claim 1, characterized in that: - each DC/DC converter has a first pole (PA) and a second pole (PB) at the output, - said commutation circuit (45) comprises a plurality? of galvanically isolated circuits (S1, S2, S3, S4) each having two input leads (I1, I2) and two output leads (U1, U2), - the two output ends (U1, U2) of each galvanic isolation circuit are connected to the two poles of a respective battery module (B1, B2, B3, B4), - the two input ends (I1, I2) of each circuit with galvanic isolation (S1, S2, S3, S4) are connected one to all the first output poles (PA) of said DC/DC converters and the other to all the second output poles (PB) of called DC/DC converters. 5. Electric vehicle according to claim 1, characterized in that a Battery Management System (46) is associated with said battery pack, arranged to control the state of charge of the individual battery modules (B1-B4) and a unit control and processing electronics (E) configured and programmed to control the aforementioned galvanic isolation circuits (S1-S4) according to the state of charge of the individual battery modules (B1-B4) so that the individual battery modules have a dynamically and actively equalized state of charge. 6. Electric vehicle according to claim 1, characterized in that: - said battery pack (BP) includes a plurality? of drum modules (B1-B4), - does the vehicle comprise a connection circuit for said battery modules (B1-B4) including a plurality? of connection switches (S1-S6) each switchable between a first position and a second position, and a unit? control and processing electronics (E) configured to control the commutation of said connection switches (S1-S6) in such a way that the voltage of the battery pack is adapted according to the state of use and in particular in such a way that: - during a battery module recharging phase, said connection switches (S1-S6) are in a first switching configuration, in which the battery modules (B1-B4) are connected in series to each other, - when the electric vehicle ? moving, said connection switches (S1-S6) are in a second switching configuration, in which the battery modules are connected in parallel to each other or partially in series and partially in parallel, and - when the electric vehicle ? stopped with the electric motors idle, called connection switches (S1-S6) are in a third switching configuration, in which the battery modules are isolated from each other. 7. Electric vehicle according to claim 6, characterized in that the operating state of said commutation switches (S1-S6) ? controlled by respective solenoids powered by an independent, low-voltage electric circuit, so that the activation of said connection switches (S1-S6) is independent of the passage of power supply towards the battery modules (B1-B4). 8. Electric vehicle according to any one of claims 1 and 11-17, characterized in that it comprises an energy regenerative system (52) configured to generate electric energy for recharging the battery pack during a deceleration and/or braking phase of the vehicle, by the fact that said battery pack ? associated with a Battery Management System (46) configured to control the state of charge of the battery pack, and a unit? control and processing electronics (E) for regulating said energy regenerative system (52) by preventing electric current from being fed into the battery if a state of charge exceeding a predetermined limit is detected. 9. Electric vehicle according to any one of the preceding claims, characterized in that the vehicle is provided with a connection connector (47) with a bidirectional recharging device (49), connected to the power supply network (48) and/or to the electrical circuit of a house (50) and configured to allow both a recharging of the battery pack of the vehicle from the power supply network (48) or a supply of the electrical circuit of the house from the battery pack of the vehicle. 10. Electric vehicle according to claim 1, characterized in that ? a motor vehicle of the pick-up or van type with a chassis (1) including a superstructure comprising a front roll-bar (29), a rear roll-bar (30) and two upper side members (31) and by the fact that: - said structure supports: - an upper panel of photovoltaic cells (32) acting as a roof, - two side panels (33) of photovoltaic cells (PV) covering the two sides of said superstructure, and - a rear panel (34) of photovoltaic cells (PV) covering the rear side of said superstructure, and wherein said side panels (33) and said rear panel (34) are movable between a lowered configuration, in which said panels cover the respective sides of said superstructure, so as to define an enclosed space, and a raised configuration, in which the panels are rotated upwards around their top horizontal edge. 11. Electric vehicle according to claim 10, characterized in that in their raised position the side panels (33) and/or the rear panel (34) are arranged to be slidable under the upper panel (32) acting as roof. 12. Electric vehicle according to claim 10, characterized in that the bodywork of the vehicle is? equipped with auxiliary panels of photovoltaic cells arranged on the sides (27) and on the rear wall (28) of the vehicle, below the aforementioned superstructure. 13. Electric vehicle according to claim 10, characterized in that in each panel of photovoltaic cells, the cells are incorporated in a stratified laminar structure, including a layer external (100) comprising one or more? layers of PET with a UV or ECTFE coating, two layers of a thermoplastic polyolefin material (101), above and below the cells, to encapsulate the cells (PV), and a thin back layer (102) of structural glass fiber, 14. Electric vehicle according to claim 10, characterized in that each panel of photovoltaic cells has an orderly distribution in rows and columns of photovoltaic cells (PV) separated by strips free from cells, and in that in at least some of the intersections between said strips free from cells are arranged reflecting devices or LED light sources (40) configured to display as a whole passive colored or reflective or active writings and logos through the LED sources. 15. Vehicle according to claim 1, characterized in that ? a motor vehicle comprising: - a frame (1), including a main cell module (1A), a front anti-crash module (1B) rigidly connected to a front portion of the main cell module (1A) and a rear frame module (1C) rigidly connected to a rear portion of the main cell module (1A), - wherein each of said frame modules (1A, 1B, 1C) ? consisting of a reticular structure formed by high-strength steel arms (2) welded together, each arm (2) having a hollow structure with a quadrangular section, - a front axle unit (4) and a rear axle unit ( 4), each comprising: - a frame (4T) rigidly connected to a respective front or rear frame module (1B, 1C), - an upper swing arm (7) and a lower swing arm (8) for each wheel of the axle group (4), articulated mounted to the frame (4T) of the axle group and carrying a respective wheel support (5) in a rotatable manner around a steering axis (6), - a wheel hub (H) rotatably supported by each wheel support (5), - an electric motor unit (M) carried by the frame (4T) of the axle unit and connected by means of transmission members (R, 10, 11, 12) to the wheel hubs (H) of said wheel supports (5), and - a wheel steering actuation device (13), carried by the frame (4T) of the axle group, said vehicle further comprising a platform (F) rigidly connected to two lower side members (2A) of said main cell module (1A) and configured to act as a structural element of the vehicle chassis and also as a container for the battery pack (BP), for the electrical power supply of said electric motor groups (M) associated with the two axle groups, and in which, moreover, said upper swing arm (7) and said lower swing arm (8) associated with each wheel each have a main body (15) made up of elements obtained from high-strength steel tubes cut by laser cutting and welded together , with an upper main wall (16) and a lower main wall (17) both of triangular shape, parallel to each other and spaced apart, defining a base side of the triangular configuration at the ends of which? two horizontal bushings (18) coaxial to each other are welded, for the articulated connection to the frame (4T) of the respective axle group, and with an external tip of the triangular configuration which ? welded a vertical axis bushing (19) for the articulated connection of the wheel support (5) around the steering axis (6). 16. Electric vehicle according to claim 15, characterized in that the wheel support (5) connected to said upper swing arm (7) and said lower swing arm (8) also has a main body (5A) made up of tubular elements in high-strength steel welded together, by the fact that said main body (5A) ? welded a cylindrical ring (5B) for the rotating support of the wheel hub, and by the fact that an upper attachment (5C) and a lower attachment (5D), also made of steel tubes, are welded to said main body (5A) high-strength and welded together, intended to receive articulated supports for the rotatable connection to the upper and lower oscillating arms (7, 8) around said steering axis (6). 17. Electric vehicle according to claim 15, characterized in that the aforementioned platform (F) which also acts as a container for the battery pack (BP) has a structure including a lower container body (FA) and an upper container body (FB ) having peripheral edges rigidly connected to each other, wherein each of said lower and upper container bodies (FA, FB) ? formed by two metal sheet panels (41, 42) parallel to each other and spaced apart, shaped by shearing and folding, in such a way as to present a main back wall surrounded by two side walls and two end walls, wherein one or both of the two metal sheet panels (41) of each container body (FA, FB) has an ordered distribution of impressions (43) which act as spacer elements between the two panels (41, 42) , and in which the space between the two panels (41, 42) of each of said lower and upper container bodies (FA, FB) is? filled with insulating material. 18. Electric vehicle according to any one of claims 15-17, characterized in that said front frame module (1B) includes longitudinal beams (2L) for the absorption of impact energy, each consisting of an arm of the aforementioned reticular structure cantilevered forward and having a hollow body with a quadrangular section, so as to have four longitudinal edges (Z), and by the fact that each of said longitudinal beams (2L) has a series of openings (H1-H5) for controlling the impact deformation, formed on each of said longitudinal edges (Z) in positions distanced from each other, said openings (H1-H5 ) presenting an amplitude decreasing from the extremity? front of the longitudinal beam (2L) towards the end? rear, what? to induce a progressive deformation of the beam following a frontal impact, starting from the end? front towards the extremity? rear. 19. Electric vehicle according to claim 15, characterized in that it comprises at least two front doors, articulated to the cell module (1A), each comprising a door frame-skeleton (21) having opposite faces covered by an internal door structure (22 ) and by an external door structure (23), - in which the door frame-skeleton (21) includes a reticular structure similar to that of the aforementioned frame modules (1A, 1B, 1C), formed by high-strength steel arms, welded together, each arm having a structure quarry with quadrangular section, - wherein said arms constituting the door frame (21) include at least one front upright (21A), and a rear upright (21B) which are rigidly connected to each other by an upper crosspiece (21C), a lower crosspiece (21D) and by a diagonal arm (21E), - wherein each door includes a window frame including guide elements (24, 25, 26) substantially forming an arc, which has its ends opposite sides rigidly connected to said upper crosspiece (21C) of the door frame (21), e - wherein the internal door structure (22) and the external door structure (23) consist of steel sheet panels rigidly connected on opposite sides to said door frame (21) and including in one piece respective door frames window (22B, 23B) which lock together the aforementioned window frame (24-26) connected to the upper cross member of the door frame (21). 20. Electric vehicle according to claim 15, characterized in that the two axle units have motor units independent of each other and including respective electric motors (M) identical to each other, but associated with reduction unit units (R) configured to achieve transmission ratios different, for example 1:9 and 1:6.5, respectively.