ITBO20080594A1 - ROAD VEHICLE WITH HYBRID PROPULSION - Google Patents

Description

DESCRIPTION

"ROAD VEHICLE WITH HYBRID PROPULSION"

TECHNIQUE SECTOR

The present invention relates to a road vehicle with hybrid propulsion.

ANTERIOR ART

A hybrid vehicle comprises an internal combustion engine, which transmits the drive torque to the drive wheels by means of a transmission equipped with a gearbox, and at least one electric machine which is electrically connected to an electrical storage system and is mechanically linked. to the driving wheels.

While the vehicle is running, it is possible to: a thermal operating mode, in which the engine torque is generated only by the combustion engine and possibly the electric machine operates as a generator to recharge the electrical storage system; an electric mode of operation, in which the combustion engine is off and the engine torque is generated only by the electric machine operating as an engine; or a combined operating mode, in which the engine torque is generated both by the combustion engine and by the electric machine operating as an engine. Furthermore, to increase the overall energy efficiency during all the deceleration phases, the electric car can be used as a generator to realize a regenerative deceleration in which the kinetic energy possessed by the vehicle instead of being completely dissipated in friction is partially converted into electrical energy that is stored in the electrical storage system.

The placement of the electric machine inside the vehicle and, consequently, the mechanical connection of the electric machine to the drive wheels can be very complex in an existing vehicle, as in an existing vehicle that has not been specifically designed for hybrid drive. It is generally very difficult to find the necessary space to house the electric machine. As a result, it is often impossible to modify an existing vehicle to make the vehicle itself hybrid; this limitation is particularly heavy, as it does not allow the production of a hybrid vehicle starting from an existing conventional vehicle, but requires a completely new design of the hybrid vehicle. Consequently, the costs of designing and developing a hybrid vehicle are high, making the marketing of hybrid vehicles not economically viable.

US2005139035A1, US2002033059A1, US2008142283A1, DE102005004207A1 and DE102006059664A1 describe a dual-clutch gearbox for a hybrid vehicle, in which one of the two primary shafts of the dual-clutch gearbox is angularly integral with the rotor of a reversible electric machine.

DESCRIPTION OF THE INVENTION

The object of the present invention is to provide a road vehicle with hybrid propulsion, which is free from the drawbacks described above and is at the same time easy and economical to manufacture.

According to the present invention, a road vehicle with hybrid propulsion is provided as claimed in the attached claims.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will now be described with reference to the attached drawings, which illustrate a non-limiting example of embodiment, in which:

â € ¢ Figure 1 is a schematic view of a road vehicle with hybrid propulsion made in accordance with the present invention;

â € ¢ Figure 2 is a schematic view of a hybrid powertrain system of the road vehicle of Figure 1;

â € ¢ Figure 3 is a schematic view of the hybrid powertrain system of Figure 2 showing the path of the drive torque supplied by the internal combustion engine and by the electric machine when an odd gear is engaged in the gearbox;

â € ¢ Figure 4 is a schematic view of the hybrid powertrain system of Figure 2 showing the path of the drive torque supplied by the internal combustion engine and by the electric machine when even gear is engaged in the gearbox;

â € ¢ Figure 5 is a schematic view of the hybrid powertrain system of Figure 2 showing the path of the drive torque supplied by the electric machine operating as a motor for traction of the vehicle;

â € ¢ Figure 6 is a schematic view of the hybrid powertrain system of Figure 2 showing the path of the drive torque supplied by the electric machine operating as an engine to start the internal combustion engine;

â € ¢ Figure 7 is a schematic view of the hybrid powertrain system of Figure 2 showing the path of the braking torque absorbed by the electric machine during regenerative braking; and â € ¢ Figure 8 is a schematic view of the hybrid powertrain system of Figure 2 showing the path of the drive torque supplied by the internal combustion engine when the road vehicle is stationary and the gearbox is in neutral.

PREFERRED EMBODIMENTS OF THE INVENTION

In figure 1, the number 1 indicates as a whole a road vehicle with hybrid propulsion equipped with two front wheels 2 and two rear driving wheels 3, which receive the drive torque from a hybrid propulsion system 4.

The hybrid propulsion system 4 comprises an internal combustion thermal engine 5, which is arranged in the front position and is provided with a drive shaft 6, a servo-controlled transmission 7, which transmits the drive torque generated by the combustion engine 5 internal to the 3 rear driving wheels, and a reversible electric machine 8 (that is, which can work both as an electric motor absorbing electric energy and generating a mechanical driving torque, and as an electric generator absorbing mechanical energy and generating electric energy) which is mechanically connected to servo-controlled transmission 7.

The servo-controlled transmission 7 comprises a transmission shaft 9 which is on one side angularly integral with the motor shaft 6 and on the other side is mechanically connected to a servo-controlled double clutch gearbox 10, 11 which is arranged in position and transmits motion to the rear drive wheels 3 by means of two drive shafts 12 which receive motion from a differential 11. The reversible electric machine 8 is mechanically connected to the double clutch gearbox 10 as will be better described later and is piloted by a electric drive 13 connected to at least one battery 14 suitable for storing electrical energy.

As illustrated in Figure 2, the double clutch gearbox 10 comprises two primary shafts 15 and 16 coaxial, independent and inserted one inside the other, and two clutches 17 and 18 coaxial and arranged in series, each of which is It is adapted to connect a relative primary shaft 15 or 16 to the transmission shaft 9 (hence to the motor shaft 6 of the internal combustion engine 5). Furthermore, the double clutch gearbox 10 comprises two secondary shafts 19 and 20, both of which are angularly integral with the inlet of the differential 11 which transmits motion to the rear driving wheels 3.

The dual clutch gearbox 10 shown in Figure 2 has seven forward gears indicated with Roman numerals (first gear I, second gear II, third gear III, fourth gear IV, fifth gear V, sixth gear VI and seventh gear VII) and a reverse gear (indicated with the letters Rw). The primary shafts 15 and 16 are mechanically coupled to the secondary shafts 19 and 20 by a plurality of gear pairs 21, each of which defines a respective gear and comprises a primary gear mounted on a primary shaft 15 or 16 and a secondary gear which It is mounted on a 19 or 20 secondary shaft and permanently meshes with the primary gear. To allow correct operation of the double clutch gearbox 10, all the odd gears (first gear I, third gear III, fifth gear V, seventh gear vii) are coupled to the same primary shaft 15, while all the even gears (second gear II , fourth gear IV, and sixth gear vi) are coupled to the other primary shaft 16.

Each primary gear is keyed to a respective primary shaft 15 or 16 to always rotate integrally with the primary shaft 15 or 16 itself and meshes permanently with the respective secondary gear; instead, each secondary gear is mounted idle on its own secondary shaft 19 or 20. The double clutch gearbox 10 comprises for each pair 21 of gears a corresponding synchronizer 22, which is mounted coaxially to the relative secondary shaft 19 or 20 and is adapted to be actuated to engage the respective secondary gear to the shaft 19 or 20 secondary gear (i.e. to make the respective secondary gear angularly integral with the secondary shaft 19 or 20).

The electric machine 8 has a shaft 23, which is permanently connected to the primary shaft 15, furthermore, the shaft 23 of the electric machine 8 is permanently connected with the rotatably mounted shafts 24 of a series of rotating fluid dynamics machines 25 which they provide auxiliary services to the road vehicle 1; consequently, the shafts 24 of the fluid dynamic machines 25 always rotate synchronously with the shaft 23 of the reversible electric machine 8.

According to the embodiment illustrated in Figure 2, the fluid-dynamic machines 25 (pneumatic, hydraulic or hydraulic) of the auxiliary services and angularly integral with the shaft 23 of the electric machine 8 are a pump 25a of an hydraulic circuit of the hydroguide (i.e. of the power steering), a compressor 25b of the air conditioning system, a pump 25c of a cooling circuit, and a pump 25d of a hydraulic service circuit. The pump 25a of an oleodynamic circuit of the power steering is operated to put the hydraulic circuit of the power steering under pressure, the compressor 25b of the air conditioning system is used for cooling and dehumidification of the air that is introduced into the passenger compartment (in particular by compressing a cooling fluid which is subsequently made to expand to remove heat from the air that is introduced into the passenger compartment), the cooling circuit pump 25c is operated to circulate a cooling fluid (typically water) through the thermal combustion engine 5 and through the radiators, and the pump 25d of the hydraulic service circuit is operated to pressurize the hydraulic service circuit which is used by the hydraulic actuators of the road vehicle 1 (the hydraulic actuators of the double clutch gearbox 10, any hydraulic actuators coupled to the suspensions to adjust the h height from the ground of the road vehicle 1, any hydraulic actuators of a sunroof of the road vehicle 1).

According to a preferred embodiment, starting from an existing double clutch gearbox 10 and not initially designed for hybrid drive, the primary shaft 15 is extended on the opposite side with respect to the clutches 17 and 18 so as to come out of a gearbox 26 ; therefore, outside the gearbox 26 the primary shaft 15 is made angularly integral (for example by means of a head-head coupling) to the shaft 23 of the electric machine 8. The shafts 24 of the fluid-dynamic machines 25 of the auxiliary services are made angularly integral with the shaft 23 of the electric machine 8 by means of belt or chain transmissions.

Figure 3 illustrates a schematic view of the hybrid powertrain 4 system showing the path of the Ttmotrice torque supplied by the internal combustion engine 5 and, if present, the path of the Temotrice torque supplied by the electric machine 8 when in the gearbox 10 Dual clutch is engaged in an odd gear (specifically 1st gear 1 second when shown in Figure 3). In this condition, the internal combustion engine 5 is connected to the primary shaft 15 by means of the clutch 17 which is closed (while the clutch 18 is open); both the internal combustion thermal engine 5 and the electric machine 8 are both connected to the primary shaft 15 which transmits movement to the secondary shaft 19 by means of the pair 21 of gears of the odd gear currently engaged (i.e. the corresponding secondary gear à ̈ made integral with the secondary shaft 19 through the relative synchronizer 22).

Figure 4 illustrates a schematic view of the hybrid powertrain 4 system showing the path of the Ttmotrice torque supplied by the internal combustion engine 5 and, if present, the path of the Temotrice torque supplied by the electric machine 8 when in the gearbox 10 dual clutch gear is engaged in even gear (specifically 2nd second gear when shown in Figure 4). In this condition, the internal combustion engine 5 is connected to the primary shaft 16 by means of the clutch 18 which is closed (while the clutch 17 is open) and the primary shaft 16 transmits the movement to the secondary shaft 20. by means of the pair 21 of gears of the even gear currently engaged (ie the corresponding secondary gear is made integral with the secondary shaft 20 through the relative synchronizer 22). Instead, the electric machine 8 is connected to the primary shaft 15 which transmits the movement to the secondary shaft 19 by means of the pair 21 of gears of an odd gear currently engaged (i.e. the corresponding secondary gear is made integral with the shaft 19 secondary through the relative synchronizer 22). In other words, in this situation both an even gear is engaged to connect the internal combustion engine 5 to the rear driving wheels 3, and an odd gear to connect the electric machine 8 to the rear driving wheels 3. The odd gear that is engaged is chosen according to the current rotation speed of the secondary shaft 19 (which is a function of the rotation speed of the rear drive wheels 3), so as to maintain the rotation speed of the electric machine 8 in a optimal range; typically, the higher the current rotation speed of the secondary shaft 19 (ie the higher the speed of the road vehicle 1), the greater the order of the odd gear that is engaged.

According to what is illustrated in Figures 3 and 4, both the internal combustion heat engine 5 and the electric machine 8 provide a positive Tte Temotrice torque; in other situations the electric machine 8 could absorb a Teresistant torque which is used to generate electrical energy (typically when it is necessary to recharge the battery 14), or the internal combustion engine 5 could absorb a Ttresistant sustenance torque (typically when the internal combustion thermal engine 5 works in cut-off).

Figure 5 illustrates a schematic view of the hybrid powertrain 4 system showing the path of the thermo-propelling torque supplied by the electric machine 8 in purely electric drive. In this situation, the internal combustion engine 5 is switched off and disconnected from the primary shafts 15 and 16 and only the electric machine 8 is connected to the rear drive wheels 3 by engaging an odd gear; in other words, the electric machine 8 is connected to the primary shaft 15 which transmits the movement to the secondary shaft 19 by means of the pair 21 of gears of the odd gear currently engaged (i.e. the corresponding secondary gear is made integral with the shaft 19 secondary through the relative synchronizer 22). Also in this situation the odd gear that is engaged is chosen according to the current rotation speed of the secondary shaft 19 (which is a function of the rotation speed of the 3 rear driving wheels), in order to maintain the rotation speed of the machine. 8 electric machine in an optimal range, - if necessary, the odd gear engaged could be varied to keep the rotation speed of the electric machine 8 in an optimal range. In the case described above of purely electric traction, both clutches 17 and 18 could be or the clutch 18 could be closed when the primary shaft 16 is idle (i.e. mechanically isolated from the secondary shafts 19 and 20) to reduce friction losses which occur in the clutch 18 if the clutch 18 itself is in an oil bath.

Figure 6 illustrates a schematic view of the hybrid powertrain 4 system showing the path of the thermo-propelling torque supplied by the electric machine 8 operating as an engine for starting the internal combustion engine 5. In this situation, all the gears of the double clutch 10 gearbox are disengaged and the clutch 17 is closed (while the clutch 18 is open) to connect the electric car 8 to the internal combustion engine 5 without transmitting any motion to the wheels 3 rear drive. The above described starting mode of the internal combustion thermal engine 5 is used when it is necessary to start the internal combustion thermal engine 5 while keeping the road vehicle 1 stationary; if, on the other hand, the internal combustion thermal engine 5 is started with the simultaneous advancement of the road vehicle 1 (for example when starting from a traffic light) it is possible to start the movement of the road vehicle 1 by means of a purely electric drive as described in previously with reference to figure 5 and in a second moment it is possible to mechanically connect the motor shaft 6 of the internal combustion engine 5 to the electric machine 8 and to the rear driving wheels 3 (as previously described with reference to figures 2 or 3) so as to rotate the engine shaft 6 causing the internal combustion thermal engine 5 to start.

Figure 7 illustrates a schematic view of the hybrid powertrain 4 system showing the path of the braking torque absorbed by the electric machine 8 operating as a generator during regenerative braking, in this situation, the electric machine 8 is connected to the wheels 3 rear-wheel drive by engaging an odd gear; in other words, the electric machine 8 is connected to the primary shaft 15 which receives movement from the secondary shaft 19 by means of the pair 21 of gears of the odd gear currently engaged (i.e. the corresponding secondary gear is made integral with the shaft 19 secondary through the relative synchronizer 22). In this situation, if the internal combustion engine 5 is off then both clutches 17 and 18 are open, while if the internal combustion engine 5 is on then one of the two clutches 17 and 18 is closed to transmit to the internal combustion thermal engine 5 a Ttresistant support pair (as detailed above during the description of Figures 3 and 4).

Figure 8 shows a schematic view of the hybrid powertrain 4 system showing the path of the torque Ttmotrice supplied by the internal combustion engine 5 when the road vehicle 1 is stationary and the double clutch gearbox 10 is in neutral. . In this situation, all the gears of the double clutch 10 gearbox are disengaged and the clutch 17 is closed (while the clutch 18 is open) to connect the electric car 8 to the internal combustion engine 5 without transmitting any motion to the wheels 3 rear drive.

In the operating modes described above, the fluid dynamics machines 25 of the auxiliary services are normally driven by the electric machine 8 functioning as a motor, when the electric machine 8 works as a generator, the fluid dynamics machines 25 of the auxiliary services and the electric machine 8 are driven by the internal combustion thermal engine 5 or by the rear driving wheels 3 exploiting the kinetic energy possessed by the road vehicle 1. In particular, during the regenerative braking illustrated in figure 7, the braking torque applied to the rear drive wheels 3 is given by the sum of the torque absorbed by the fluid dynamics machines 25 of the auxiliary services for their operation and the torque absorbed by the electric machine 8 functioning as a generator . To maximize the braking torque applied to the 3 rear driving wheels (obviously according to the wishes of the driver expressed by acting on the brake pedal of the braking system), during regenerative braking the fluid dynamics machines of the auxiliary services are piloted to maximize, compatibly with the boundary conditions, the torque absorbed for their operation; for example, during regenerative braking the pump 25a of the hydraulic circuit of the power steering is piloted to increase (if possible) the oil pressure in a corresponding hydraulic accumulator, the pump 25d of the hydraulic service circuit is piloted to increase (if possible ) the oil pressure in a corresponding hydraulic accumulator, and, if appropriate depending on the external climatic conditions, the compressor 25b of the air conditioning system is piloted to decrease (if possible) the temperature of a refrigerant fluid.

In other words, as far as possible the fluid dynamics machines 25 of the auxiliary services are activated at maximum during regenerative braking and are switched off during the other operating modes; in this way, during regenerative braking the braking torque is always absorbed by the fluid dynamics machines 25 of the auxiliary services which are activated to the maximum (always within the limits of the possible) and, if necessary, it is also absorbed by the electric machine 8 which is operated as generator. Consequently, the braking torque required during regenerative braking is initially absorbed by the fluid dynamic machines 25 and only when the capacity of the fluid dynamic machines 25 has been saturated is it also absorbed by the electric machine 8 which is operated as a generator. This operating mode is particularly efficient, since the kinetic energy of the road vehicle 1 is directly used by the fluid dynamics machines 25 of the auxiliary services instead of being first converted into electrical energy and then converted again into mechanical energy; exploiting mechanical energy without going through the double electrical conversion presents a very high energy efficiency.

According to the embodiment illustrated in the attached figures, the shaft 23 of the electric machine 8 is permanently connected to the primary shaft 15 of the gearbox 10 and is never separated from the primary shaft 15 itself; according to a different embodiment not shown, a clutch is interposed between the shaft 23 of the electric machine 8 and the primary shaft 15 of the gearbox 10 which is normally always closed and is only opened when, for safety reasons, you want to stop the rotation of the electric machine 8 to cancel the electric voltage across the terminals of the electric machine 8 itself. In other words, when the rotor of the electric machine 8 has permanent magnets and is made to rotate, it causes the generation of an electric voltage across the terminals of the stator; in some situations (typically during repairs or maintenance in the workshop), this electrical voltage could be dangerous and therefore to avoid the generation of this voltage it is necessary to physically separate the shaft 23 of the electric machine 8 from the corresponding clutch. primary shaft 15 of the gearbox 10. The clutch interposed between the shaft 23 of the electric machine 8 and the primary shaft 15 of the gearbox 10 can be arranged downstream or upstream of the motion take-offs towards the shafts 24 of the fluid-dynamic machines 25; in other words, the opening of this clutch can determine the disconnection of the shafts 24 of the fluid dynamics machines 25 from the shaft 23 of the electric machine 8, leaving the shafts 24 connected to the primary shaft 15 of the gearbox 10 or it can cause the disconnection of the shafts 24 of the fluid dynamics machines 25 to the primary shaft 15 of the gearbox 10 leaving the shafts 24 connected by the shaft 23 of the electric machine 8.

The road vehicle 1 described above has numerous advantages, as it is simple and inexpensive to manufacture having a double clutch gearbox 10 structurally completely similar to a standard double clutch gearbox (therefore it is simple and economical to build starting from a road vehicle equipped with a standard dual-clutch gearbox). Furthermore, the positioning of the electric car 8 is relatively easy even in an existing vehicle that has not been designed for hybrid drive. In the road vehicle 1 all the functions of electric motor and electric generator are performed by a single electric machine 8. In other words, the road vehicle 1 has only the electric machine 8 which is able to perform all the functions of electric motor and electric generator required on board with an evident constructive simplification.

Furthermore, thanks to the fact that the electric machine 8 is connected to the rear driving wheels 3 by means of the transmission ratio of an odd gear, it is possible from time to time to select an appropriate odd gear in such a way as to maintain the rotation speed of the 8 electric machine in an optimal range.

finally, the road vehicle 1 described above has a high energy efficiency particularly during regenerative braking thanks to the fact that it uses at least part of the kinetic energy of the road vehicle 1 without going through an electrical conversion. The fact that the shafts 24 of the fluid-dynamic machines 25 of the auxiliary services are permanently connected to the shaft 23 of the electric machine 8 allows the internal combustion engine 5 to be switched off and not rotated.

Claims (4)

CLAIMS 1) Road vehicle (1) with hybrid propulsion comprising: at least one pair of driving wheels (3); an internal combustion thermal engine (5); a gearbox (10) provided with at least a first primary shaft (15), with at least a first clutch (17) interposed between the thermal internal combustion engine (5) and the first primary shaft (15), with at least one shaft (23) , 24) secondary gear permanently engaged with the driving wheels (3), and of a plurality of pairs (21) of gears, each of which defines a respective gear and comprises a primary gear mounted on the first primary shaft (15) and a gear secondary which is mounted on the secondary shaft (23, 24) and permanently meshes with the primary gear; a reversible electric machine (8) having a shaft (23), which is connected to the first primary shaft (15) of the gearbox (10); and a number of rotating fluid dynamics machines (25), each of which provides an auxiliary service to the road vehicle (1) and is provided with a rotatable mounted shaft (24); the road vehicle (1) is characterized by the fact that the shafts (24) of the fluid dynamics machines (25) are connected to the shaft (23) of the reversible electric machine (8) so as to rotate synchronously with the shaft (23) of the reversible electric machine (8) itself. 2) Oil road vehicle (1) according to claim 1, wherein during a regenerative braking: the fluid dynamics machines (25) of the auxiliary services and the electric machine (8) are driven by the driving wheels (3) exploiting the kinetic energy possessed by the road vehicle (1); And the braking torque applied to the driving wheels (3) is given by the sum of the torque absorbed by the fluid-dynamic machines (25) of the auxiliary services for their operation and the torque absorbed by the electric machine (8) functioning as a generator. 3) Oil road vehicle (1) according to claim 2, in which during a regenerative braking the fluid dynamic machines (25) of the auxiliary services are driven to maximize, compatibly with the surrounding conditions, the torque absorbed for their own operation. 4) Oil road vehicle (1) according to claim 3, in which during a regenerative braking the braking torque is always absorbed by the fluid dynamic machines (25) of the auxiliary services which are driven to maximize, compatibly with the surrounding conditions, the torque absorbed for its own functioning and, if necessary, it is also absorbed by the electric machine (8) which is operated as a generator; in this way, the braking torque required during regenerative braking is initially absorbed by the fluid dynamic machines (25) and only when the capacity of the fluid dynamic machines (25) has been saturated is also absorbed by the electric machine (8) which is operated as generator, 5) Oil road vehicle (1) according to one of claims 1 to 4 and comprising at least the following four rotary fluid dynamics machines (25) which provide auxiliary services and are directly connected to the shaft (23) of the electric machine (8) : a pump (25a) of an oleodynamic circuit of the hydroguide which is operated to pressurize the oleodynamic circuit of the hydroguide, - a compressor (25b) of an air conditioning system which is operated to compress a cooling fluid; and a pump (25c) of a cooling circuit which is operated to circulate a cooling fluid. 6) Oil road vehicle (1) according to one of claims 1 to 5, in which during a regenerative braking the first clutch (17) interposed between the first primary shaft (15) and the internal combustion thermal engine (5) it is opened to disconnect the internal combustion engine (5) from the electric machine (8). 7) Oil road vehicle (1) according to one of claims 1 to 6, wherein the gearbox (10) comprises a gearbox (26), inside which the first primary shaft (15) is housed, the secondary shaft (23, 24) and the pairs (21) of gears, - the first primary shaft (15) is extended on the opposite side with respect to the first clutch (17) so as to come out of the gearbox housing (26) for be coupled to the shaft (23) of the electric machine (8). 8) Oil road vehicle (1) according to one of claims 1 to 7, in which the gearbox (10) has a double clutch and is provided with two primary shafts (15, 16) and two clutches (17 , 18) interposed between the internal combustion thermal engine (5) and the primary shafts (15, 16). 9) Oil road vehicle (1) according to claim 8, in which during a regenerative braking the electric machine (8) is connected to the driving wheels (3) by engaging a gear associated with the first shaft (15) primary to make the first primary shaft (15) angularly integral with the secondary shaft (23, 24). 10) Oil road vehicle (1) according to one of claims 1 to 9, in which the shaft (23) of the electric machine (8) is permanently connected to the first primary shaft (15) of the gearbox (10) in non-separable way. 11) Oil road vehicle (1) according to one of claims 1 to 9, in which a clutch is provided between the shaft (23) of the electric machine (8) and the first primary shaft (15) of the gearbox (10). 12) Method of controlling a road vehicle (1) with hybrid propulsion during regenerative braking; the road vehicle (1) includes: at least one pair of driving wheels (3); an internal combustion thermal engine (5); a gearbox (10) provided with at least a first primary shaft (15), with at least a first clutch (17) interposed between the internal combustion thermal engine (5) and the first primary shaft (15), with at least one shaft (23 , 24) secondary gear permanently engaged with the driving wheels (3), and of a plurality of pairs (21) of gears, each of which defines a respective gear and comprises a primary gear mounted on the first primary shaft (15) and a gear secondary which is mounted on the secondary shaft (23, 24) and permanently meshes with the primary gear; a reversible electric machine (8) having a shaft (23), which is connected to the first primary shaft (15) of the gearbox (10); and a number of rotating fluid dynamics machines (25), each of which provides an auxiliary service to the road vehicle (1) and is provided with a rotatable mounted shaft (24) which is connected with the shaft (23) of the machine (8 ) reversible electric so as to rotate synchronously with the shaft (23) of the reversible electric machine (8) itself; the control method includes, during regenerative braking, the phases of: make the fluid dynamics machines (25) of the auxiliary services and the electric machine (8) drag by the driving wheels (3) exploiting the kinetic energy possessed by the road vehicle (1); And control the fluid dynamics machines (25) of the auxiliary services to make the fluid dynamics machines (25) absorb at least part of the braking torque. 13) Method according to claim 12 and comprising, during a regenerative braking, the step of driving the fluid dynamic service machines (25) to maximize, compatibly with the surrounding conditions, the torque absorbed for its own operation. 14) Method of controlling a road vehicle (1) during regenerative braking; the road vehicle (1) includes: at least one pair of driving wheels (3); an internal combustion thermal engine (5) provided with a motor shaft (6); and a number of rotating fluid dynamics machines (25), each of which provides an auxiliary service to the road vehicle (1) and is equipped with a rotatable mounted shaft (24) which is connected directly or indirectly with the motor shaft (6) the internal combustion engine (5); the control method includes, during regenerative braking, the phases of: make the fluid dynamics machines (25) of the auxiliary services and the electric machine (8) drag by the driving wheels (3) exploiting the kinetic energy possessed by the road vehicle (1); And control the fluid dynamics machines (25) of the auxiliary services to make the fluid dynamics machines (25) absorb at least part of the braking torque. 15) Method according to claim 14 and comprising, during a regenerative braking, the step of driving the fluid dynamics machines (25) of the services to maximize, compatibly with the surrounding conditions, the torque absorbed for their own operation. Method according to claim 14 or 15, wherein the road vehicle (1) comprises at least the following four rotating fluid dynamics machines (25) providing auxiliary services: a pump (25a) of an oleodynamic circuit of the hydroguide which is operated to pressurize the oleodynamic circuit of the hydroguide; a compressor (25b) of an air conditioning system which is operated to compress a cooling fluid; and a pump (25c) of a cooling circuit which is operated to circulate a cooling fluid.