IT202100021251A1 - HIGH PERFORMANCE ELECTRIC VEHICLE - Google Patents

Description

Description of Patent for Industrial Invention having the title:

?HIGH PERFORMANCE ELECTRIC VEHICLE?.

DESCRIPTION

The present invention refers to a high performance electric vehicle.

As known, vehicles equipped with an electric motor differ considerably from those powered by an internal combustion engine both at a structural level and at a performance level.

Specifically, one of the differences pi? relevant ? that the latter suffer from falls in torque considerably greater than the former as the speed varies? of rotation of? unit? of motorisation.

In other words, internal combustion engines offer the maximum possible torque only for a limited speed range. of rotation. To respond to this problem, vehicles equipped with an internal combustion engine are provided with a gear change system capable of varying the transmission ratio between the drive shaft and the axle shafts of the wheels.

This known device allows the driver to be able to take advantage of the maximum available torque values as the speed varies. vehicle by selecting the correct gear.

In vehicles powered by an electric motor, on the other hand, the torque delivered ? considerably less sensitive to speed variations? of the vehicle, so much so that many vehicles of this type do not have gears. In fact, electric vehicles guarantee, unlike internal combustion engines, high torque values even at high speeds. of the vehicle low or when the car is stationary.

Nevertheless, the efficiency of electric vehicles, measured as the ratio between the mechanical energy supplied and the electrical energy required for the operation of the electric motor, is maximum only for a limited range of driving conditions, where with ?driving conditions? you want to understand a particular combination of speeds? of the vehicle and drive torque delivered by the engine itself.

In other words, electric vehicles can function correctly without having a gear change system, but at the cost of variable and therefore not always high performance values.

This drawback? it is particularly felt in sports-type electric vehicles, which have to deal with very different driving conditions, such as, for example, those encountered when starting from a standstill or on a straight road at maximum speed.

It is, in fact, appropriate to take into consideration that sports-type electric vehicles represent a luxury item and, as such, have to satisfy the technical and sensorial requirements of a particularly demanding clientele.

In this case, these needs are manifested with respect to the possibility, conferred by a gear change system, of being able to enjoy the particular acoustic and haptic perception associated with various rotation speeds of the electric motor, especially the slowest ones. elevated.

Not only that, but these needs are also justified by the desire to have the possibility available? to change the response of the electric motor to parity? of speed? of the vehicle, doing it what? turn more or slower, in order to take advantage of various and interesting driving cues and improve the overall efficiency of the system.

To respond at least in part to the aforementioned drawbacks? the use of vehicles equipped with electric motors built in accordance with the teachings of the patent document US 2014335999 is known.

In particular, these vehicles allow you to enjoy high performance thanks to two electric motors, one of which can be coupled and decoupled if necessary, connected in parallel.

Also, to the two electric motors ? connected a crankshaft which, in turn, ? associated with the first and second axle shaft of the vehicle through a plurality? of cogwheels.

Pi? in detail, the document US 2014335999 teaches that, in order to vary the transmission ratio to obtain the previously listed benefits, one or more? of the plurality? of cogwheels can? be conveniently switched with one of different size and/or number of teeth and therefore suitable for the purpose.

However, US document 2014335999 ? susceptible to refinements aimed, in particular, at improving the practicality? and the simplicity? to vary the transmission ratio.

In fact, it appears evident how to replace one or more? of the plurality? of toothed wheels is an inconveniently complex operation, which can only be carried out by expert technical personnel and requires excessively long times to be completed.

In this regard, to correct at least in part these problems, ? the use of vehicles equipped with electric motors is known in accordance with US patent 2019376581.

In this case, the document teaches the use of a helical gear stage of the epicyclic type as a means of transmitting power from the driving shaft to the semi-axes.

In particular, the epicyclic type spur gear stage includes a sun gear which allows the driver to choose between two transmission ratios based on whether the sun gear itself is left free to rotate or is stopped through the action of a brake.

In this way, the driver can? change the engine response while driving by acting or not on the brake.

However, the US patent document 2019376581 ? susceptible to further improvements aimed, in particular, at increasing the number of transmission ratios and, with it, the overall efficiency of the unit? of motorization on an even greater range of speeds? of rotation and driving torques.

In fact, it appears clear that having only two transmission ratios does not allow the driver to be able to fully enjoy a wide variety? of driving experiences, arbitrarily deciding which gear to use at a certain time, as the first transmission ratio can? be used only for low speeds? of rotation and the second transmission ratio only for high speeds? of rotation.

Not only that, but the use of a sun gear stopping brake within the gear stage can lead to determine over time important conditions of wear on both elements, thus requiring periodic and inconvenient maintenance of the unit? motorized.

The main task of the present invention ? is to devise a high-performance electric vehicle equipped with a high efficiency in a plurality? of different driving conditions.

An additional purpose of the present invention ? that of devising a high-performance electric vehicle which makes it possible to satisfy the technical and sensory requirements of a particularly demanding clientele, particularly in the field of high-performance vehicles.

Another aim of the present invention ? that of devising a high-performance electric vehicle which allows the aforementioned drawbacks of the prior art to be overcome within the ambit of a simple, rational, easy and effective solution to use and at a low cost.

The objects set out above are achieved by the present high-performance electric vehicle having the characteristics of claim 1.

Other characteristics and advantages of the present invention will become more evident from the description of a preferred, but not exclusive, embodiment of a high-performance electric vehicle illustrated by way of example, but not in limitation, in the attached tables of drawings in which:

figure 1 ? an axonometric view of the vehicle according to the invention;

figure 2 ? a top view of the unit? of traction of the vehicle according to the invention;

figure 3 ? a top view of the gearbox of the vehicle according to the invention;

figures 4 and 5 graphically illustrate the link between the speed? of the vehicle and the driving torque delivered upon variation of the first synchronized torque and of the second synchronized torque defined by the synchronization means;

Figure 6 graphically illustrates the qualitative performance trend for a single gear electric vehicle;

figure 7 graphically illustrates the qualitative performance trend for an electric vehicle at pi? rotten according to the invention.

With particular reference to these figures, yes? denoted globally by 1 as a high performance electric vehicle.

The high-performance electric vehicle 1 comprises:

- at least one base frame 2;

- at least one pair of front wheels 3 and at least one pair of rear wheels 4 associated with the base frame 2 for movement on the ground. According to the present invention, the vehicle 1 comprises at least one unit? drive 28 operatively connected to at least one of the pair of front wheels 3 and the pair of rear wheels 4 for rotation comprising:

- at least a first unit? of electric motorization 5 comprising:

- at least one first electric motor 6 for turning at least one first drive shaft 7;

- at least a first inverter 8 associated with the first electric motor 6; - at least a second unit? of electric motorization 10 comprising:

- at least one second electric motor 11 for turning at least one second drive shaft 12;

- at least one second inverter 13 associated with the second electric motor 11;

- at least one gearbox 15 comprising:

- a first gear shaft 16 associated with the first drive shaft 7 and comprising a plurality? first drive sprockets 17a, 17b, 17c;

- a second gearbox shaft 18 associated with the second driving shaft 12 and comprising a plurality second drive sprockets 19a, 19b, 19c;

- an output shaft 20 comprising a plurality? of output sprockets 21a, 21b, 21c, 21d, 21e meshing with the first drive sprockets 17a, 17b, 17c and with the second drive sprockets 19a, 19b, 19c;

- synchronization means 22 adapted to simultaneously place one of the first driving sprockets 17a, 17b, 17c and one of the second driving sprockets 19a, 19b, 19c in synchronization configuration;

- at least one differential unit 23 associated with the output shaft 20 and capable of transferring motion to at least one of the pair of front wheels 3 and the pair of rear wheels 4;

- at least one? unit? processing and control electronics 24 operatively connected to the first inverter 8 and to the second inverter 13 and capable of commanding the first inverter 8 and the second inverter 13 to make the first drive shaft 7 rotate at a first speed? of rotation and the second driving shaft 12 at a second speed? of rotation with a predetermined ratio as a function of which of the first drive sprockets 17a, 17b, 17c and of the second drive sprockets 19a, 19b, 19c are in synchronization configuration.

According to a preferred embodiment, shown in figure 2, the first unit? of electric motorization 5 comprises two first electric motors 6 connected together in series at mo? of pile.

Pi? in detail, the first inverter 8 ? placed between the first two electric motors 6.

In particular, the second unit? of electric motorization 10 comprises two second electric motors 11 connected to each other in series at mo? of pile.

In particular, the second inverter 13 ? interposed between the two second electric motors 11.

In this way, providing, that is, two first electric motors 6 connected in series and two second electric motors 11 connected in series, ? It is possible to benefit from a significantly higher power than the use of a single first electric motor 6 and a single second electric motor 11.

According to an alternative embodiment not shown in the figures, the first unit? of electric motorization 5 comprises three first electric motors 6 connected together in series at mo? of stack, and the second unit? of electric motorization 10 comprises three second electric motors 11 connected to each other in series at mo? of pile.

However, the first units are not excluded from the scope of this discussion. of electric motorization 5 comprising a higher number of first electric motors 6 and/or second units? of electric motorization 10 comprising a higher number of second electric motors 11.

Conveniently, the first electric motors 6 and the second electric motors 11 are connected in parallel.

According to a first preferred embodiment, the first unit? of electric motorization 5 comprises at least a first clutch 9 and the second unit? of electric motorization 10 comprises at least a second clutch 14.

In particular, the first clutch 9 ? interposed between the first electric motors 6 and the first drive shaft 7.

Again, the second clutch 14 ? interposed between the second electric motors 11 and the second drive shaft 12.

Alternatively, in a different embodiment from the previous one, the first unit? of electric motorization 5 and the second unit? of electric motorization 10 are devoid, respectively, of the first clutch 9 and of the second clutch 14.

In other words, in this embodiment, the unit? of traction 28 ? clutch-less type.

According to the preferred embodiment, the differential unit 23 is interposed between the first drive shaft 7 and the second drive shaft 12 and, at the same time, between the gearbox 15 and the first and second electric motors 6, 11.

Conveniently, the differential group 23 ? operatively connected to at least one of the pair of front wheels 3 and the pair of rear wheels 4 by means of at least one pair of axles, the number of axles being equal to the number of wheels operatively connected to the differential unit 23.

According to the preferred embodiment, the differential unit 23 is operatively connected to only one of the pair of front wheels 3 and the pair of rear wheels 4.

In other words, according to this embodiment, the other between the pair of front wheels 3 and the pair of rear wheels 4 is? driven in rotation by the pair of wheels operatively connected to the differential group 23 and ? therefore operationally disconnected from? unit? traction 28.

However, different embodiments are not excluded, such as, for example, a unit? drive 28 operatively connected to the pair of front wheels 3 and, at the same time, to the pair of rear wheels 4 for rotation of both pairs.

In other words, in this alternative embodiment the traction exerted by the unit? of traction 28 ? integral type.

In addition, the? output shaft 20 ? interposed between the first gear shaft 16 and the second gear shaft 18.

Conveniently, each of the output sprockets 21a, 21b, 21c, 21d, 21e meshes with only one of the first drive sprockets 17a, 17b, 17c and/or with only one of the second drive sprockets 19a, 19b, 19c, the output gears 21a, 21b, 21c, 21d, 21e, the first drive gear wheels 17a, 17b, 17c and the second drive gear wheels 19a, 19b, 19c having rotation axis R substantially parallel to each other.

According to the preferred embodiment, the output sprockets 21a, 21b, 21c, 21d, 21e are equal in number to the sum of the first drive sprockets 17a, 17b, 17c and the second drive sprockets 19a, 19b, 19c minus one .

In particular, the first gear shaft 16 comprises three first drive gear wheels 17a, 17b, 17c, i.e. a first primary drive sprocket 17a, a first secondary drive sprocket 17b and a first tertiary drive sprocket 17c.

Pi? in detail, the second gear shaft 18 comprises three second drive sprockets 19a, 19b, 19c, i.e. a second primary drive sprocket 19a, a second secondary drive sprocket 19b and a second tertiary drive sprocket 19c.

Accordingly, the output shaft 20 comprises five output sprockets 21a, 21b, 21c, 21d, 21e, i.e. a first output sprocket 21a, a second output sprocket 21b, a third output sprocket 21c, a fourth output sprocket 21d and a fifth output sprocket 21e.

In this way, each of the output gear wheels 21a, 21b, 21c, 21d, 21e ? uniquely associated with only one of the first drive sprockets 17a, 17b, 17c and the second drive sprockets 19a, 19b, 19c except? one, what? uniquely associated with one of the first driving sprockets 17a, 17b, 17c and, simultaneously, with one of the second driving sprockets 19a, 19b, 19c.

Conveniently:

- the first primary drive sprocket 17a, the second primary drive sprocket 19a, the first output sprocket 21a and the second output sprocket 21b collectively define a first gear; - the first secondary drive sprocket 17b, the second primary drive sprocket 19a, the second output sprocket 21b and the third output sprocket 21c collectively define a second gear;

- the first secondary drive sprocket 17b, the second secondary drive sprocket 19b, the third output sprocket 21c and the fourth output sprocket 21d collectively define a third gear;

- the first tertiary drive sprocket 17c, the second secondary drive sprocket 19b, the fourth output sprocket 21d and the fifth output sprocket 21e collectively define a fourth gear; - the first tertiary drive sprocket 17c, the second tertiary drive sprocket 19c and the fifth output sprocket 21e collectively define a fifth gear.

In particular, as the speed varies? of vehicle 1, ? possible to alternate between the five gears in such a way as to enjoy the maximum efficiency offered by the first electric motors 6 and by the second electric motors 11.

Pi? in detail, the first gear allows you to benefit from the maximum efficiency at speeds? minors of vehicle 1.

As the speed increases? of the vehicle 1 and, consequently, of the output shaft 20, the first gear must be replaced with the second gear to continue to benefit from the maximum efficiency available.

Similarly, if the speed? of vehicle 1 continues to increase, this last gear must be replaced with third gear, which in turn must then be replaced with fourth gear, which must finally be replaced with fifth gear.

In particular, this last gear allows you to benefit from the maximum efficiency at speeds? vehicle maximums 1.

Also, the fifth gear ? associated contextually to the maximum speed? of the vehicle 1, at the maximum speed? of rotation of the output shaft and to the maximum values of the first speed? of rotation and the second speed? of rotation.

In other words, the first gear, the second gear, the third gear, the fourth gear and the fifth gear act in a completely similar way to what occurs in the traditional gearshift systems present in vehicles equipped with an internal combustion engine.

In the same way, in fact, ? is it possible to adjust the first speed? of rotation and the second speed? of rotation to keep them within predefined values as the speed varies? of the vehicle 1 and therefore of the speed? of rotation of the output shaft 20.

Furthermore, as shown in figure 5, by comparing the right-hand graph with the left-hand graph respectively, it is clear that providing for a plurality of gears allows you to benefit from high performance values for a plurality? of speed combinations? of the vehicle 1 and of driving torque delivered to the pair of front wheels 3 and/or to the pair of rear wheels 4 with respect to the single gear case.

In particular, it is emphasized that the fifth output sprocket 21e meshes simultaneously with the first tertiary drive sprocket 17c and with the second tertiary drive sprocket 19c.

This implies that, in fifth gear, the first gearbox shaft 16 and the second gearbox shaft 18, and consequently the first drive shaft 7 and the second drive shaft 12, rotate at the same speed. of rotation.

To make sure that there? therefore, the first electric motors 6 and the second electric motors 11 must have technical characteristics that are at least partially the same.

There? advantageously allows the same type of electric motor to be used both as the first electric motor 6 and as the second electric motor 11.

In this way, in fact, any maintenance and/or replacements are considerably simplified and speeded up, having reduced the number of different components contained inside the vehicle 1.

Preferably, the synchronization means 22 define:

- a first synchronized pair 25 of gear wheels, comprising one of the output gear wheels 21a, 21b, 21c, 21d, 21e and one of the first drive gear wheels 17a, 17b, 17c in synchronization configuration; and simultaneously

- a second synchronized pair 26 of gear wheels, comprising one of the output gear wheels 21a, 21b, 21c, 21d, 21e and one of the second drive gear wheels 19a, 19b, 19c in synchronization configuration.

In detail, the synchronization means 22 are, for example, of the type of an automotive synchronizer, of the type of front-engagement gears or of other types still known to those skilled in the art.

In particular, the first synchronized pair 25 comprises the sprockets selected from the list comprising: the first primary drive sprocket 17a and the first output sprocket 21a, the first secondary drive sprocket 17b and the third output sprocket 21c, the first tertiary drive sprocket 17c and the fifth output sprocket 21e.

Again, the second synchronized pair 26 comprises the sprockets selected from the list comprising: the second primary drive sprocket 19a and the second output sprocket 21b, the second secondary drive sprocket 19b and the fourth output sprocket 21d, the second tertiary drive sprocket 19c and the fifth output sprocket 21e.

Pi? in detail, to synchronize one of the five gears, all the gear wheels defining that particular gear must be in synchronization configuration.

Consequently, each of the aforementioned five gears corresponds to a particular combination of a first synchronized pair 25 and a second synchronized pair 26.

In other words, depending on which particular combination of first synchro pair 25 and second synchro pair 26 is chosen, ? It is possible to switch between first gear, second gear, third gear, fourth gear and fifth gear.

However, the possibility is not excluded to provide a first synchronized pair 25 comprising a further first drive sprocket 17a, 17b, 17c and a further output sprocket 21a, 21b, 21c, 21d, 21e, not shown in the figures, rotatable in an idle manner.

There? it means that this first synchronized pair 25 does not exert any type of traction on the pair of front wheels 3 and on the pair of rear wheels 4.

In other words, does not exclude the possibility? to provide, in combination with the five gears described or in substitution of one of them, a further gear of the idle type that can be used by the unit? processing and control electronics 24 if there? was deemed convenient in terms of efficiency and overall yield.

Conveniently, the first synchronized pair 25 and the second synchronized pair 26 are arranged in such a way as to have the respective output gear wheels 21a, 21b, 21c, 21d, 21e in immediate succession along the output shaft 20.

In particular, the output gear wheels 21a, 21b, 21c, 21d, 21e of the first synchronized pair 25 and of the second synchronized pair 26 are arranged along the output shaft 20 in such a way that there is no output gear wheel 21a , 21b, 21c, 21d, 21e interposed between them.

Furthermore:

- the ratio between the diameter of the first output sprocket 21a and the diameter of the first primary driving sprocket 17a ? substantially smaller than the ratio between the diameter of the third output sprocket 21c and the diameter of the first secondary drive sprocket 17b;

- the ratio between the diameter of the third output sprocket 21c and the diameter of the first secondary drive sprocket 17b ? substantially smaller than the ratio of the diameter of the fifth output sprocket 21e to the diameter of the first tertiary drive sprocket 17c.

Still:

- the ratio between the diameter of the second output sprocket 21b and the diameter of the second primary drive sprocket 19a ? substantially smaller than the ratio between the diameter of the fourth output sprocket 21d and the diameter of the second secondary drive sprocket 19b;

- the ratio between the diameter of the fourth output sprocket 21d and the diameter of the second secondary drive sprocket 19b ? substantially smaller than the ratio of the diameter of the fifth output sprocket 21e to the diameter of the second tertiary drive sprocket 19c.

Pi? in detail:

- the diameter of the first output sprocket 21a ? substantially smaller than the diameter of the second output sprocket 21b;

- the diameter of the second output sprocket 21b ? substantially smaller than the diameter of the third output sprocket 21c;

- the diameter of the third output sprocket 21c ? substantially smaller than the diameter of the fourth output sprocket 21d;

- the diameter of the fourth output sprocket 21d ? substantially smaller than the diameter of the fifth output sprocket 21e.

Furthermore:

- the diameter of the first primary driving sprocket 17a ? substantially larger than the diameter of the first secondary drive sprocket 17b;

- the diameter of the first secondary driving sprocket 17b ? substantially larger than the diameter of the first tertiary drive sprocket 17c.

Similarly:

- the diameter of the second primary drive sprocket 19a ? substantially greater than the diameter of the second secondary drive sprocket 19b;

- the diameter of the second secondary driving sprocket 19b ? substantially larger than the diameter of the second tertiary drive sprocket 19c.

According to the preferred embodiment, the output sprockets 21a, 21b, 21c, 21d, 21e are arranged along the output shaft 20 in such a way that the diameters of the latter are progressively increasing along an increase direction D parallel to the geometric axis of the first output shaft 20 and oriented in the direction away from the first electric motors 6 and from the second electric motors 11.

Pi? in detail, the first driving sprockets 17a, 17b, 17c are arranged along the first gear shaft 16 in such a way that the diameters of the latter are progressively decreasing along the direction of gear increase D.

Again, the second drive sprockets 19a, 19b, 19c are arranged along the second gearbox shaft 18 in such a way that the diameters of the latter are progressively decreasing along the gear increase direction D.

However, different positioning and/or dimensions of the first drive sprockets 17a, 17b, 17c, of the second drive sprockets 19a, 19b, 19c and of the output sprockets 21a, 21b, 21c, 21d, 21e are not excluded. In particular, first synchronized pairs 25 and second synchronized pairs 26 arranged in such a way as to have the respective output sprockets 21a, 21b, 21c, 21d, 21e separated from each other by one or more? further output sprockets 21a, 21b, 21c, 21d, 21e.

Similarly, order relationships of the dimensions of the first drive sprockets 17a, 17b, 17c and/or of the second drive sprockets 19a, 19b, 19c and/or of the output sprockets 21a, 21b, 21c, 21d are not excluded , 21e different from those listed, such as, for example, a first primary drive sprocket 17a having a diameter coinciding with that of the first secondary drive sprocket 17b and greater than that of the first tertiary drive sprocket 17c and, at the same time, a first sprocket 21a having a smaller diameter than that of the third output sprocket 21c, the latter being in turn less than or equal to the diameter of the fifth output sprocket 21e.

In other words, it cannot be excluded that the dimensions of the sprockets are different from those listed, while maintaining valid the order relationships between the ratios of the diameters of the first drive sprockets 17a, 17b, 17c with those of the respective output sprockets 21a, 21b, 21c, 21d, 21e and, at the same time, of the diameters of the second drive sprockets 19a, 19b, 19c with those of the respective output sprockets 21a, 21b, 21c, 21d, 21e.

It is emphasized, therefore, that at least one of first gear, second gear, third gear, fourth gear and fifth gear ? synchronized when one of the first drive sprockets 17a, 17b, 17c and, simultaneously, one of the second drive sprockets 19a, 19b, 19c are in the synchronized configuration.

In particular:

- the first synchronized pair 25 comprising the first primary drive sprocket 17a and the first output sprocket 21a and the second synchronized pair 26 comprising the second primary drive sprocket 19a and the second output sprocket 21b define the first synchronized gear;

- the first synchronized pair 25 comprising the first secondary drive sprocket 17b and the third output sprocket 21c and the second synchronized pair 26 comprising the second primary drive sprocket 19a and the second output sprocket 21b define the second synchronized gear;

- the first synchronized pair 25 comprising the first secondary drive sprocket 17b and the third output sprocket 21c and the second synchronized pair 26 comprising the second secondary drive sprocket 19b and the fourth output sprocket 21d define the third synchronized gear;

- the first synchronized pair 25 comprising the first tertiary drive sprocket 17c and the fifth output sprocket 21e and the second synchronized pair 26 comprising the second secondary drive sprocket 19b and the fourth output sprocket 21d define the fourth synchronized gear;

- the first synchronized pair 25 comprising the first tertiary drive sprocket 17c and the fifth output sprocket 21e and the second synchronized pair 26 comprising the second tertiary drive sprocket 19c and the fifth output sprocket 21e define the fifth synchronized gear.

Conveniently, the synchronization means 22 comprise at least one synchronization device 26 which is suitable for:

- modifying the first synchronized pair 25 by choosing one of the first drive sprockets 17a, 17b, 17c to be placed in the synchronization configuration, to define a first gear change configuration during which the second synchronized pair 26 remains unchanged; And

- modifying the second synchronized pair 26 by choosing one of the second driving sprockets 19a, 19b, 19c to be placed in the synchronization configuration, to define a second gear change configuration during which the first synchronized pair 25 remains unchanged.

In particular, in the first gear change configuration, the first synchronized pair 25 is modified by placing the immediately following or immediately preceding first drive sprocket 17a, 17b, 17c along the direction of gear increase in the synchronization configuration.

Similarly, in the second gear change configuration, the second synchronized pair 26 is modified by placing the immediately following or immediately preceding second drive sprocket 19a, 19b, 19c along the direction of gear increase in synchronization configuration.

In particular, in both cases the first driving sprocket 17a, 17b, 17c or the second driving sprocket 19a, 19b, 19c immediately following along the direction of gear increase D to the previous one is placed in synchronization configuration if a higher gear, where with ?upper gear? does it mean a gear described by a greater ordinal number, destined to be selected as the speed increases? of the vehicle 1 and that contextually allows, on equal terms? of speed? of the vehicle 1, to decrease the speed? of rotation of at least one between the first gear shaft 16 and the second gear shaft 18.

In a completely analogous way, in both cases the first driving sprocket 17a, 17b, 17c or the second driving sprocket 19a, 19b, 19c immediately preceding along the gear increase direction D is placed in the synchronization configuration if a lower gear is synchronized, where with ?lower gear? you mean a gear described by a smaller ordinal number, intended to be selected as the speed decreases? of the vehicle 1 and that contextually allows, on equal terms? of speed? of the vehicle 1, to increase the speed? of rotation of at least one between the first gear shaft 16 and the second gear shaft 18.

In this way, therefore, at least one of the first synchronized pair 25 and the second synchronized pair 26 remains synchronized both in the first and in the second gear change configuration.

What? doing, as can be observed graphically in figure 4, the vehicle 1 can? benefit from high performance in both the first and second gear shift configuration, reducing torque losses due to the temporary desynchronization of a pair of sprockets.

Pi? in detail, figure 4 shows the curve that graphically describes the relationship between the speed? of vehicle 1 and the driving torque available to the pair of front wheels 3 and to the pair of rear wheels 4 as the synchronized gears vary.

In this regard, figure 4 shows, similarly to figure 5, two curves which graphically describe the same relationship, but for a vehicle equipped with gears comprising a single synchronized pair and not two.

In other words, each of the two curves shown in figure 4 and shown in broken lines in figure 5, describes in one case, what? that would happen for a vehicle 1 without the first unit? of electric motorization 5 and of the first tree of the change 16, and in?the other ci? that would happen for a vehicle 1 without the second unit? of electric drive 10 and of the second gear shaft 18.

There? this means that the two curves each describe a situation in which neither toothed wheel is synchronized in the first or second gear change configuration.

In this regard, in fact, it should be noted that the two aforementioned curves suffer considerably more? of engine torque drops in correspondence with the first and second gear change configuration with respect to the curve shown in figure 5 and obtained from the algebraic sum of the two previous curves.

There? ? motivated by the fact, therefore, that in a vehicle according to the teachings of the present invention at least one of the first driving sprockets 17a, 17b, 17c and between the second driving sprockets 19a, 19b, 19c ? always in sync configuration.

Advantageously, the unit? processing and control electronics 24 ? connected to the first clutch 9 and to the second clutch 14 and ? suitable for:

- decouple the first electric motor 6 and the first drive shaft 7 in the first gear shifting configuration; And

- decouple the second electric motor 11 and the second drive shaft 12 in the second gear shift configuration.

In other words, the unit? processing and control electronics 24 decouples from the respective drive shaft the electric motor connected to the gearbox shaft on which none of the gear wheels ? in sync configuration.

In particular, the unit? processing and control electronics 24 ? of the type of an automotive-type electronic control unit.

In accordance with a first embodiment, the synchronization means 22 can be controlled by means of a plurality of of manual controls of a driver.

In particular, the manual controls are carried out by the driver by acting on a manual gearbox device.

Pi? in detail, the manual transmission device ? of the type of a sequential gearbox, a sequential gearbox with up/down inputs or a five-position manual lever gearbox of the traditional type, each of the five positions corresponding to one in particular of the five gears. In other words, the driver of a vehicle according to the teachings of the present invention chooses which of the five gears to synchronize by acting accordingly on the manual gearbox device, which in turn controls the synchronization means 22.

Alternatively, the synchronization means 22 can be controlled by means of the unit? processing and control electronics 24.

In other words, according to this alternative embodiment, the synchronization means 22 are controlled through an automatic gearbox which synchronizes one of the five gears according to the speed? of the vehicle 1 and, consequently, of the output shaft 20.

What? doing, ? is it possible to select, for each value of speed? of the output shaft 20 and for each driving torque value required of the first electric motor 6 and of the second electric motor 11, the combination of the first synchronized torque 25 and the second synchronized torque 26 which allows maximizing the efficiency of the aforementioned electric motors, to the benefit of the autonomy of the electric vehicle.

Yes ? in practice it has been observed that the described invention achieves the proposed aim and objects.

It underlines, in particular, the fact that the particular trick of providing for a plurality? of marches allows you to enjoy a high performance in a plurality? of different driving conditions.

It also underlines the fact that the particular expedient of providing for a plurality of gears makes it possible to satisfy the technical and sensory requirements of a particularly demanding clientele, particularly in the field of high-performance vehicles.

Finally, it should be underlined that the particular expedient of providing a synchronization device makes it possible to benefit from high drive torque values both for the front wheel pair and for the rear wheel pair, avoiding sudden and unwanted drops in the driving torque itself in concurrence of the gear change configuration.

Claims (11)

1) High-performance electric vehicle (1), characterized in that it includes: - at least one base frame (2); - at least one pair of front wheels (3) and at least one pair of rear wheels (4) associated with said base frame (2) for movement on the ground; - at least a first unit? of electric drive (5) comprising: - at least one first electric motor (6) for turning at least one first drive shaft (7); - at least a first inverter (8) associated with said first electric motor (6); - at least a second unit? of electric drive (10) comprising: - at least one second electric motor (11) for turning at least one second drive shaft (12); - at least one second inverter (13) associated with said second electric motor (11); - at least one gearbox (15) comprising: - a first gear shaft (16) associated with said first drive shaft (7) and comprising a plurality? of first drive sprockets (17a, 17b, 17c); - a second gearbox shaft (18) associated with said second drive shaft (12) and comprising a plurality second drive sprockets (19a, 19b, 19c); - an output shaft (20) comprising a plurality? output sprockets (21a, 21b, 21c, 21d, 21e) meshing with said first drive sprockets (17a, 17b, 17c) and with said second drive sprockets (19a, 19b, 19c); - synchronization means (22) adapted to simultaneously place one of said first driving sprockets (17a, 17b, 17c) and one of said second driving sprockets (19a, 19b, 19c) in synchronization configuration; - at least one differential unit (23) associated with said output shaft (20) and capable of transferring motion to at least one of said pair of front wheels (3) and said pair of rear wheels (4); - at least one? unit? processing and control electronics (24) operatively connected to said first inverter (8) and to said second inverter (13) and capable of commanding said first inverter (8) and said second inverter (13) to rotate said first drive shaft (7 ) at a first speed? of rotation and said second drive shaft (12) at a second speed? of rotation with a predetermined ratio according to which of said first driving sprockets (17a, 17b, 17c) and of said second driving sprockets (19a, 19b, 19c) are in synchronization configuration. 2) Vehicle (1) according to claim 1, characterized in that said output shaft (20) ? interposed between said first gear shaft (16) and said second gear shaft (18). 3) Vehicle (1) according to one or more? of the preceding claims, characterized in that each of said output sprockets (21a, 21b, 21c, 21d, 21e) meshes with only one of said first drive sprockets (17a, 17b, 17c) and/or with only one of said second drive sprockets (19a, 19b, 19c), said output sprockets (21a, 21b, 21c, 21d, 21e), said first drive sprockets (17a, 17b, 17c) and said second drive sprockets (19a , 19b, 19c) having an axis of rotation (R) substantially parallel to each other. 4) Vehicle (1) according to one or more? of the preceding claims, characterized in that said output sprockets (21a, 21b, 21c, 21d, 21e) are equal in number to the sum of said first drive sprockets (17a, 17b, 17c) and said second drive sprockets (19a, 19b, 19c) minus one. 5) Vehicle (1) according to one or more? of the preceding claims, characterized in that said synchronization means (22) define: - a first synchronized pair (25) of gear wheels, comprising one of said output gear wheels (21a, 21b, 21c, 21d, 21e) and one of said first driving sprockets (17a, 17b, 17c) in synchronization configuration; and simultaneously - a second synchronized pair (26) of gear wheels, comprising one of said output gear wheels (21a, 21b, 21c, 21d, 21e) and one of said second drive gear wheels (19a, 19b, 19c) in synchronization configuration . 6) Vehicle (1) according to one or more? of the preceding claims, characterized in that said first synchronized pair (25) and said second synchronized pair (26) are arranged in such a way as to have the respective said output sprockets (21a, 21b, 21c, 21d, 21e) immediately succession along said output shaft (20). 7) Vehicle (1) according to one or more? of the preceding claims, characterized in that said synchronization means (22) comprise at least one synchronization device (27) which ? suitable for: - modifying said first synchronized pair (25) by selecting one of said first driving sprockets (17a, 17b, 17c) to be placed in synchronization configuration, to define a first gear change configuration during which said second synchronized pair ( 26) remains unchanged; And - modifying said second synchronized pair (26) by choosing one of said second drive sprockets (19a, 19b, 19c) to be placed in synchronization configuration, to define a second gear change configuration during which said first synchronized pair (25) remains unchanged. 8) Vehicle (1) according to one or more? of the preceding claims, characterized by the fact that said unit? processing and control electronics (24) ? connected to said first clutch (9) and to said second clutch (14) and ? suitable for: - decoupling said first electric motor (6) and said first drive shaft (7) in said first gear change configuration; And - decoupling said second electric motor (11) and said second drive shaft (12) in said second gear change configuration. 9) Vehicle (1) according to one or more? of the preceding claims, characterized in that said synchronization means (22) can be controlled by means of a plurality of manual controls of a driver. 10) Vehicle (1) according to one or more? of the preceding claims, characterized in that said synchronization means (22) can be controlled by means of said unit? processing and control electronics (24). 11) Vehicle (1) according to one or more? of the preceding claims, characterized by the fact that said first unit? of electric motorization (5) comprises at least a first clutch (9) and that said second unit? of electric motorization (10) comprises at least a second clutch (14).