SE0950145A1 - A method and a conversion kit for converting a conventional internal combustion engine into an electric motor vehicle, and a converted electric motor vehicle - Google Patents

Description

Torque for propelling the vehicle, the conversion kit comprising at least one component adapted to be installed in a vehicle for converting the vehicle to electric operation. The conversion kit comprises at least one electric motor adapted to replace the original motor and gearbox of the vehicle and which electric motor is connectable to the drive shaft device for applying a torque to the drive shaft device and for propelling the vehicle.

According to a second aspect of the invention, this is also achieved with an electrically powered vehicle converted to electric operation from a conventional vehicle comprising an internal combustion engine and a gearbox connected to a drive shaft device, the drive shaft device being adapted to transmit a torque to the drive wheel for propulsion of the vehicle. The original engine and gearbox in the vehicle are replaced by at least one electric motor, which is connected to the drive shaft device for applying the torque to the drive shaft device and for propelling the vehicle.

According to a third aspect of the invention, this is also achieved by a method for converting a conventional vehicle into an electrically powered vehicle, the vehicle comprising at least one drive shaft device adapted to transmit a torque to the drive wheel for propelling the vehicle, the method comprising: replacing the original motor and gearbox with at least one electric motor, and connecting the electric motor to the drive shaft assembly to allow the electric motor to apply a torque to the drive shaft assembly for propulsion of the vehicle.

An advantage according to the aspects of the invention above is that since the original engine and gearbox are removed, the space previously occupied by the internal combustion engine and gearbox can instead be used for the electric motor and possibly for one or more batteries to provide electrical energy to the electric motor. Thus, a larger battery can be incorporated into the vehicle, which provides better performance in the form of more energy and a longer range, higher speed and / or higher acceleration. Furthermore, a larger electric motor can be incorporated into the vehicle, which can also allow a higher speed and / or acceleration. Another advantage is that since the gearbox is removed, there are less transmission losses. A gearbox usually has transmission losses due to the rotation and engagement of gears inside the gearbox. Yet another advantage is that the costs of the gearbox, both in terms of maintenance and purchasing, can be reduced.

The conversion kit for converting a conventional combustion or hybrid vehicle may include one or more components for converting the vehicle to an electric vehicle. Preferably, the conversion kit comprises an electric motor for each of said one or more drive shafts in the drive shaft device.

According to an embodiment of the invention, the vehicle is a land-based, motor-driven vehicle.

Preferably, the vehicle is a car, a bus or a truck. Preferably, the drive shaft device is connectable with a drive wheel for transmitting a torque to the drive wheel for driving a rotation of the drive wheel and thus for driving the vehicle away. In another embodiment, the vehicle may be a ship, such as a motor-driven ship or a lorry, the propulsion shaft device being connectable to a propeller.

The method of converting the vehicle may include the steps of: a) omitting the installation of the conventional engine and gearbox and / or removing the conventional engine and gearbox from the vehicle; and b) connecting an electric motor to each of the drive shafts exposed by the omission and / or replacement of the motor and gearbox. In one embodiment, the method comprises the step of omitting the installation of the conventional engine and gearbox in a production line for the vehicle. In another embodiment, the method may include removing the conventional engine and gearbox from a previously manufactured conventional vehicle.

Preferably, the at least one electric motor is adapted to be connected to existing drive axles in the vehicle, and adapted to replace an omitted or removed conventional motor and / or gearbox. These drive shafts can be exposed when removing the original engine and gearbox. This simplifies the conversion of the vehicle. One reason for the simplification is that it is not necessary to carry out extensive overhauls of the original connections in the vehicle, in particular with regard to the drive shafts of the engine or engines. Thus, the internal combustion engine and gearbox in the vehicle are replaced with an environmentally friendly, alternative electric motor in a simple way.

Installing the new electric motor is almost as simple as replacing the internal combustion engine with another internal combustion engine of the same type. Another advantage is that it is not necessary to make any extensive changes to a production line for a conventional vehicle in order to change the production line to produce an electric vehicle. By excluding the step of installing the conventional engine and gearbox, the vehicle can be produced as usual in the production line. The production may then involve connecting the electric motor directly in a production stage within the original production line, for example by replacing or replacing the original motor installation stage, or in a production stage outside the production line, for example in an additional stage after the production line or in a stage parallel to production line.

In one embodiment of the present invention, the converted vehicle is a front-wheel drive vehicle with the engine forward, in which the original engine and driveline have been replaced by two electric motors. Preferably, the rotor of one motor is connected to the left drive shaft of the vehicle and the rotor of the other electric motor is connected to the right drive shaft of the vehicle. Preferably, the two motors are individually controlled. Thus, various functions such as anti-spin, anti-slip, etc. can be used by controlling the rotational speed of the motors and wheels. For front-wheel drive vehicles with the engine at the front and rear-wheel drive vehicles with the engine at the rear, a preferred embodiment of the invention comprises the arrangement of two electric motors, one connected to the left drive shaft and the other connected to the right drive shaft of the vehicle.

Land vehicle conversion kits in accordance with the present invention are suitable for front-wheel drive vehicles with engine forward, rear-wheel drive vehicles with front engine, 4-wheel or all-wheel drive vehicles with front engine, rear-wheel drive vehicles with rear engine, all-wheel drive vehicles with rear engine and front-wheel drive vehicles with rear-wheel drive engines. Such kits may include one, two or two electric motors. Four- or four-wheel drive vehicles can use combinations of elements from the above-mentioned arrangements for two-wheel drive vehicles.

According to an embodiment of the invention, the electric motor and the rotor are adapted to be installed in the vehicle with a co-rotating connection between the rotor and the drive wheel via the drive shaft device, so that the rotor, the drive shaft device and the drive wheel rotate at substantially the same rotational speed. Thus, no gearbox is needed so that the gearbox can be removed or omitted from the vehicle. Preferably, one or more dampers are arranged inside the drive shaft device between the drive wheel and the engine. The dampers may be arranged to allow a partial rotation to dampen stress from torsion, vibration or the like.

According to one embodiment, the electric motor is directly connected to the drive shaft, whereby the transmission losses are reduced even more. Preferably, the motor is directly connected to a half-shaft connected to one or fl your drive wheels. Thus, the electric motor can be connected to the drive shaft closer to the wheels. Thus, in this embodiment in the form of the drive shaft straightening, the driveline can be shorter, whereby both transmission losses are reduced and the space occupied inside the engine compartment can be reduced, so that there is even more space for the engine and energy magazine.

According to an embodiment of the invention, the rotor is rotatably connected to the drive shaft device. Preferably, the rotor is further directly connected to the drive shaft device.

Preferably, the drive shaft device is also rotatably connected to the drive wheel, preferably directly connected to the drive wheel. The entire drive shaft device is preferably arranged to rotate at substantially the same rotational speed, in addition to any vibration dampers, absorption of any play in the drive shaft device and torsion in the drive shaft device. A vibration damper can be a torsion spring or a viscous coupling. Preferably, the difference in rotational speed is less than 10% between the rotor and the drive wheel under stable conditions. More preferably, the rotational speeds between the rotor and the drive wheel differ by less than 8% under stable conditions. A stable ratio means a state of constant speed and torque.

According to one embodiment, the conversion kit and thus also the vehicle comprises an electric synchronous motor. Preferably, the electric synchronous motor is designed to generate a maximum torque greater than or equal to 150 Nm. Preferably, the synchronous motor is designed to generate a maximum torque greater than or equal to 250 Nm. Most preferably, the synchronous motor is designed to generate a maximum torque greater than or equal to 300 Nm. The choice of maximum torque is of course dependent on the size and weight of the vehicle. Standard synchronous motors, which have been used in electric vehicles until the submission of this application, have had a maximum torque of up to a maximum of around 50 Nm. The use of stronger, non-standard synchronous motors allows a torsionally fixed connection and / or a direct connection of the electric motor to the drive shaft, which provides the advantages mentioned above. Another advantage of using a non-standard, stronger, electric synchronous motor is that the torque generated, and thus the acceleration of the vehicle, is independent of engine speed, whereby a reasonable acceleration can be achieved at high speeds, allowing safer detours. For engines according to the previous technology coupled to a gearbox, the torque decreases at higher gears, which means that it takes longer to achieve a temporary speed increase.

Preferably, the synchronous motor is further designed to rotate at a maximum rotational speed less than or equal to 2500 rpm. Preferably, the synchronous motor is designed to rotate at a maximum rotational speed less than or equal to 2000 rpm. Most preferably, the synchronous motor is designed to rotate at a maximum rotational speed of less than or equal to 1800 rpm, preferably the rotational speed is around 1500 rpm. Since the engine is rotatably connected to the drive wheel, the speed of the vehicle is determined by the rotational speed of the engine and the diameter of the drive wheel. By limiting the rotational speed of the electric motor, the maximum speed of the vehicle is limited to safer speeds.

According to one embodiment, the conversion kit and thus the vehicle comprises an electric motor which is a torque motor. Thus, the electric motor can generate a torque while the rotor is stationary and without damaging the motor. It is then possible to keep the vehicle immobile on, for example, a sloping surface. Preferably, the motor is also a servomotor. It is then possible to position the rotor at a desired angle, which increases the precision when driving the vehicle. Preferably, the one or more electric motors are a permanent magnet motor. Preferably, the rotor is magnetized and includes at least one permanent magnet. Thus, it is not necessary to set up brushes inside the engine, which are prone to severe abrasion and subsequent breakdown, for example due to sparking, and also contact problems with loss of function. Preferably, the electric motor is also a synchronous motor, the motor being frequency controlled. This provides better opportunities to control both engine speed and torque in a simple and efficient way. Preferably, the one or more electric motors are a direct drive motor, the rotor of the motor being directly connected to the drive shaft of the vehicle. Preferably, the one or more electric motors are a perennial net synchronous direct drive servomotor. In another embodiment, the synchronous motor comprises at least two different windings arranged to be used at different motor speeds. Thus, the possible engine speed range for the engine can be increased while maintaining the ability to generate a high torque.

According to an embodiment of the invention, the electric motor comprises a hollow rotor, and at least a part of the drive shaft device is extensible into the space inside the hollow rotor. The combined length of the drive shaft device together with the electric motor is thus shorter than if the drive shaft device and the electric motor are arranged in succession. This is important because the space inside the engine compartment is limited and drive shafts need to be of a certain length to allow sufficient movement of the wheels due to vibrations and irregularities and bumps in the road, and furthermore the electric motors need to be large enough to have a satisfactory performance. Thus, the placement of the electric motor and the drive shaft assembly inside the engine compartment becomes easier. Furthermore, the drive shaft can be longer and / or the electric motor larger in relation to if the drive shaft was arranged completely outside the electric motor.

Another advantage of these aspects is that the same motor and / or conversion kit can be used for your different vehicles, as there is room for maneuver as to how far the drive shaft needs to be pushed inside the hollow rotor. This also allows a simpler manufacture, as the requirements for the placement of the electric motor inside the engine compartment will be lower. Preferably, the drive shaft also includes a universal joint to allow angular movements of one end of the drive shaft relative to the other end of the shaft, the electric motor, rotor and connecting system being configured so that the universal joint is at least partially located within the hollow rotor.

According to one embodiment, the invention comprises a connecting system for connecting each drive shaft to its own electric motor. Preferably, the connection system is arranged to allow connection to drive shafts with a number of different dimensions and / or shapes to the electric motor. Thus, it is possible to use the same conversion rate for your different types or models of vehicles. Preferably, the conversion kit and thus the vehicle comprises a connecting system for connecting a drive shaft to the rotor, which connecting system is designed to allow connection of the rotor with at least two types of drive shafts. Thus, the same conversion kit and connection system can be used for different types or models of vehicles. Preferably, the connection system comprises an adapter plate comprising a concave inner surface for connection to the drive shaft, wherein the adapter plate can be connected to drive shafts of different thicknesses and / or lengths, and which are directed in different directions or angles.

According to an embodiment of the invention, the conversion kit further comprises an electronic module adapted to connect the electric motors with an internal communication system in the vehicle. Preferably, the electronic module also includes a motor control module for controlling torque, speed and / or position of the rotor 40 in the electric motor. Preferably, the method comprises providing the vehicle with an electronic module and / or engine control module and connecting the electronic module and / or the engine control module to an original data communication system in the vehicle.

According to one embodiment, the conversion kit for converting a conventional vehicle comprises a number of main components and child units which replace those used in a conventional vehicle for the purpose of producing an electric vehicle having substantially the same functionality as the original conventional vehicle.

Preferably, the conversion kit includes all the necessary components needed to completely replace the functions of the previous internal combustion engine, either directly or indirectly.

Preferably, the engine and gearbox of the original vehicle (collectively known as the drive package) are either omitted or removed, while the original half-axles (or the propulsion axle) can be retained in unmodified or modified form. Preferably, the removed or omitted components may be replaced by one or more electric motors, a battery pack and / or other electrical magazine devices and a connection system for connecting the one or more half-shafts to the electric motor (s).

Preferably, the conversion kit is adapted so that the contents of the conversion kit can be accommodated inside the original engine compartment of the vehicle.

According to a further embodiment, the conversion kit or vehicle comprises an electricity magazine for supplying energy to the at least one or two electric motors. In one embodiment, the electricity magazine is e.g. a capacitor. Preferably, the electricity magazine comprises a battery pack comprising at least one battery cell, preferably a number of battery cells. By providing a plurality of battery cells, the cells can be placed in different positions to shape the electrical magazine to fit the shape of the engine compartment of the vehicle. Thus, the same conversion rate can be more easily used in different vehicles.

Preferably, the conversion kit in the vehicle comprises a battery charger which can convert mains current to direct current suitable for charging the batteries and any other electrical storage devices. The vehicle can then be charged from a normal household electrical outlet and can be powered solely by electric power.

According to another embodiment of the invention, the conversion kit and / or the vehicle comprises a climate control system for controlling the climate in the interior passenger compartment, the conversion kit being adapted to supply electrical energy regenerated during braking to the climate control system, if the climate control system is active.

The efficiency of charging the energy magazine is not 100%. Thus, it is more energy efficient to use regenerated electricity directly instead of wasting energy by first recharging the energy reservoir and then directly using energy from the energy reservoir to energize the climate control system. The climate control system may, for example, comprise heating elements for heating incoming air or a cooling device for cooling incoming air.

Additional information regarding possible devices, kits, methods for converting conventional vehicles to electrically powered vehicles is provided in the following detailed description.

Brief Description of the Drawings The invention will now be described as a number of non-limiting examples of the invention with reference to the accompanying drawings.

Fig. 1a Fig. 1b Fig. 2 Figs. Fig. 4 Fig. 5 Fig. 6 Fig. 7 Fig. 8 shows a schematic overview of an engine compartment of a vehicle comprising an electric motor according to an example of the invention. shows an electric motor connected to a drive shaft device in more detail. shows a bottom view of the electric motor of Fig. 1 mounted on a base rail. shows a side view of an electric magazine package and the electric motor in color. 1 equipped with a connection system. shows a schematic view of the electrical connections between an electrical magazine and the electric motors. shows a conversion kit comprising a plurality of components according to an example of the invention. shows a diagram of a cooling system for the engine and a climate system for the passenger compartment according to an example of the invention. shows a process for the production of a vehicle according to an example of the invention. shows another method of manufacturing a vehicle according to another example of the invention.

Detailed Description 40 Figures 1-3 show an engine compartment of a vehicle 1. The vehicle 1 comprises a frame 3 adapted to form the chassis of the vehicle, a drive shaft assembly comprising drive shafts 7, and two wheels 5. Each wheel 5 is connected to a drive shaft 7, in this case to a half-axle, and is suspended on a shock absorber 9. In this example, the vehicle 1 is a previously conventional, internal combustion engine driven vehicle, which means that the vehicle previously included or was designed to include a fuel combustion type engine, and a gearbox connecting the engine to the drive shafts 7 for transmitting power to the wheels 5.

The vehicle in Figures 1 to 3 has in this example been converted into an electrically driven vehicle 5, the original internal combustion engine, its driveline and its gearbox being omitted or removed and replaced by a conversion kit in the form of a conversion kit comprising one or more electric motors II. In another example of the invention, however, the conversion kit may just as well be installed in a conventional hybrid driven vehicle to replace the internal combustion engine and the electric motor in the hybrid or in a vehicle originally intended to be an electric vehicle.

In this example, the converted vehicle is a single-wheel-drive, motor-driven vehicle.

The electric motors 1 1 are rotatably connected to one or more drive shaft devices 7 of the vehicle. In this example, the original motor and driveline have been replaced by two electric motors 11, the rotor 17 of one electric motor 11 being connected to the left drive shaft of the vehicle, and the rotor of the other electric motor being directly connected to the right drive shaft of the vehicle. The drive shaft devices 7 are further arranged to co-rotate the electric motors 11 with the wheels, so that the electric motors and the wheels co-rotate at the same rotational speed.

In this example, the replacement motors 11 in the conversion kit are for converting the vehicle to an electrically powered vehicle and for replacing the internal combustion engine, both complete and universal, the engines 11 being adapted for mounting into several different vehicle models. Sold, the same conversion kit can be used for several vehicle models. In this example, the original engine control system and the exhaust system of the conventional vehicle can also be removed and the conversion kit comprises an electronic module 13 comprising an engine control unit. Furthermore, the conversion kit and the components therein, such as the motors and the electronic module, are directly connectable to existing operating means or control components in the vehicle. The conversion kit further comprises a battery pack or some other form of electricity magazine 19, control units, replacement pumps and mounting means for supporting the engine and battery pack and mounting them in the vehicle. These components will be described in more detail below relative fi g. 5.

In this example, the motor 1 1 is designed to generate a maximum torque greater than or equal to 150 Nm. In this example, the synchronous electric motor 11 is designed to generate a maximum torque greater than or equal to 250 Nm. In this example, the synchronous electric motor II is designed to generate a maximum torque greater than or equal to 300 Nm. In this example, the synchronous electric motor II is further designed to rotate at a maximum rotational speed less than or equal to 2500 rpm. In this example, the synchronous electric motor II is designed to rotate at a maximum rotational speed less than or equal to 2000 rpm. In this example, the synchronous electric motor II is designed to rotate at a maximum rotational speed less than or equal to 1500 rpm. The engine is thus adapted to have a low maximum speed and a high torque. An advantage of using an electric motor with a high torque is that the torque is mostly constant regardless of the current rotational speed of the motor. Thus, a constant, high acceleration is obtained at high speeds as well as at low speeds. An internal combustion engine, on the other hand, is gear-dependent, with the highest torque being obtained at lower gears. Furthermore, by providing two individually controlled motors, one for each drive shaft, the difference in speed between the two drive wheels can be monitored, so that slippage can be avoided.

In this example, the synchronous electric motor ll is also a torque motor. Thus, the electric motor can generate a torque while the rotor is immobile and without damaging the motor. It is then possible to keep the vehicle stationary on, for example, a sloping surface. In this example, the motor is also a servomotor. It is then possible to position the rotor at a desired angle, which increases the precision when driving the vehicle.

In this example, the electric motor is a permanent magnet motor. In this example, the rotor 17 comprises one or permanent permanent magnets. Thus, it is not necessary to provide brushes inside the engine, which are prone to rapid degeneration and accompanying breakage, as well as contact problems. In this example, the electric motor is also a synchronous motor. The electric motor 11 thus comprises a stator with at least one winding adapted to receive an alternating current. The design of the winding in combination with the alternating current induces a varying magnetic field which affects the rotor so that the rotor rotates. Thus, the electric motor is frequency controlled. This provides better control over both engine speed and the torque generated. In this example, the electric motor 11 also includes at least two different windings arranged to be used at different motor speeds, so that the speed range of the motor can be increased while a high torque can be maintained. In this example, the electric motor is a direct drive motor, the rotor of the motor being directly connected to the drive shaft of the vehicle. In this example, the electric motor or motors is a permanent magnet synchronous direct-drive torque servomotor.

The motors 11 are hollow and have annular, inner hollow rotors 17. In this example, the electric motors comprise a hollow, hollow rotor 17 with an inner diameter of at least 120 mm. Thus, at least a portion of the drive shaft assembly may extend into and be located within the rotor. The drive shaft must be long enough to allow sufficient movement of the drive wheel, for example due to bumps or bumps in the road.

By using a hollow rotor and allowing the drive shaft to extend into the rotor, the 40 ll drive shaft can be longer while the electric motor can simultaneously occupy a larger space inside the engine compartment. Furthermore, the freedom in how the electric motor can be placed inside the engine compartment is also improved. In order to allow an even more visible movement of the wheels upwards and downwards, for example due to bumps in the road, the drive shaft further comprises one or two gimbal joints 18, arranged to allow a pivoting movement between two shaft parts connected thereto. In this example, a universal joint is arranged near or at the end of the drive shaft connected to the rotor. In this example, a universal joint is arranged at least partially inside the hollow rotor. Thus, the distance between the universal joint and the drive wheel is longer, whereby a rotation of the universal joint allows a greater movement of the drive wheel. In this example, the universal joint is further completely housed inside the hollow rotor 17.

The conversion kit further comprises a connecting system 15 for connecting the rotor of an engine to each drive shaft 7 which is exposed when the engine and gearbox of the original vehicle are removed. The connecting system 15 is intended to connect the drive shaft of the vehicle with the annular hollow rotor 17 in a rotationally fixed manner, so that the drive shaft device and the rotor co-rotate. The connection system is mounted directly to the existing drive shaft on each of the respective fi sprocket wheels. In this way, the energy efficiency is optimized and the need for a mechanical differential or reduction gear is eliminated, so that the transmission losses are reduced. The connection system 15 comprises an adapter plate 37 which is attachable along its periphery to the interior of the rotor in a position deep enough inside the rotor 17 so that the power supply end of the original drive shaft can be connected to it directly - thus preserving the original geometry of the drive path.

The conversion kit, and thus the converted vehicle, also includes an electricity magazine 19 for supplying electricity to the electric motors as better shown in fi g. 3 and 4. In this example, the electricity magazine comprises a battery pack.

The battery pack in turn comprises a plurality of battery cells 21. In another example, the electricity magazine may instead comprise a capacitor pack, or a combination of capacitor and battery pack, comprising battery and / or capacitor cells.

In this example, the battery pack 19 comprises a number of battery cells, in this example 128 battery cells, each of which has a cell voltage of 3.2 V. The battery type in this example is lithium iron phosphate, but other types of battery cells can also be used. The battery pack is adapted to fill the physical space of the car, and is adapted to the number and size of the cells according to the weight of the vehicle.

The battery pack of 128 lithium battery cells provides a nominal voltage of around 410 V.

The magnitude of 50 Ah per cell gives an energy content of around 20.5 kWh. This gives a standard vehicle a range of around 150 kilometers between charges. Lithium iron phosphate can handle a current outlet of 10 CA, in this case 500 A. At the minimum voltage (around 2.6 V per cell) of around 330 V, this gives a maximum available power of 165 kW. If the effect is to be increased, you must increase the number of cells, increase the size of the cells or use a more efficient type of cell. The conversion kit and the vehicle further comprise an electronic module 13 adapted to be installed inside the vehicle and to be connected to the internal data communication connection system 23 in the vehicle. The electronic module 13 can, for example, be placed on top of the battery or the electricity magazine 19. In this example, the electronic module 13 is adapted to be connected directly to the CAN bus 23 of the vehicle or to some other form of I / O, to allow the conversion kit and the electronic the module will be integrated with the rest of the vehicle's sister. In this example, the electronic module is connected to all the electrical sister of the vehicle through its CAN bus.

The data communication connection system 23, such as the CAN communication bus, is adapted to allow communication with the various control units of the vehicle. Typically, the CAN bus can transmit information from the original sensors arranged in the driveline and control systems regarding parameters such as wheel speed, steering angles, etc. to calculate speed differences between the wheels, activate anti-skid, traction control and anti-spin system, control regenerative braking and integrate this into the vehicle safety system.

Additional signals can be transmitted to the vehicle's standard instrument panel so that the driver's environment is kept intact after the conversion and the incorporation of the conversion kit into the vehicle. In this example, the electronic module is adapted to allow communication with the instrument panel so that the speed indicator, speedometer, temperature grid, etc. operate as usual. The electronic module 13 is further adapted to display signals so that the fuel consumption meter device shows the remaining battery capacity and warns as usual when the remaining driving distance reaches a certain limit. In this case, the electronic module is further adapted to limit the maximum torque of the engines to further call the driver's attention. This does not necessarily force the car to go slower, but significantly reduces the possible acceleration.

The electronic module 13 can further communicate with other systems in the vehicle via the CAN bus or I / O. Signals received may include, for example, information on: wheel speed, steering angle, throttle or acceleration, brakes or braking action, handbrake, heating requirements in the passenger compartment, air conditioning, ignition lock, door contacts, Warning system, signals from the gearbox, speed control and / or traction control ). Basically, any signals used in a conventional vehicle can be received. Transmitted signals may, for example, include information to the instrument panel, cooling unit, rear lights and / or climate systems.

The electronic module 13 may also comprise a motor control unit 25 adapted to control the torque and speed of the two electric motors 11.

The motor control unit is connected to the original CAN bus of the vehicle for transmitting control signals to the electric motors. In this example, the motor control includes frequency modulation control of the electric motors. In this example, the motor control includes pulse width modulation control (PWM) of each motor torque and rotational speed. By using PWM control, the motor speed can be controlled and changed a thousand times per second (ie in the kHz range). This means that anti-lock braking, anti-spin and traction control functions can be improved relative to the current mechanical / hydraulic systems which operate at speeds in the range of single-digit, or at most double-digit, Hertz levels. Each motor ll can be controlled individually and thus provide locally adapted braking power. In this example, the engine steering is also adapted to control the engines so that the differential speed of the wheels is limited. Thus, an anti-spin or anti-skid system is achieved, which is reminiscent of four-wheel drive without any mechanical components.

In this example, the motor control module 25 is adapted to control the rotational speed of one electric motor and its associated drive wheels based on the rotational speed of the other drive wheels and / or the electric motors. In this example, the motor control module is adapted to control the rotational speed of an electric motor based on the present control angle. In this example, the engine control module controls the rotational speed of an electric motor controlling a wheel on one side of the vehicle to differ from the rotational speed of a motor controlling a wheel on the other side of the vehicle, to adapt to the difference in trajectory of the wheels when turning the vehicle.

Furthermore, since the vehicle has electronic differential, the motor control module is easily arranged to control the rotational speeds of the electric motors based on the wheel speeds and steering angle, so that the difference in rotational speed does not exceed the necessary difference to achieve the difference in travel path for the wheels. In this example, the engine control module, during starting of the vehicle, is arranged to control the electric motors to have rotational speeds different from each other of less than 8%, in order to prevent one wheel from releasing and rotating at high speed, while the other remains stationary.

Thus, one drive wheel will not release and rotate at high speed while the other remains stationary, which sometimes occurs in the case of a mechanical differential.

This also significantly improves accessibility compared to traditional differential locks, as all drive wheels always work optimally regardless of the bracket for each wheel.

The motor control module can also be easily arranged to control the electric motors so that features such as anti-skid and ABS braking are incorporated.

If the original vehicle had a hydraulic power steering pump, the conversion kit may also include an electric power steering pump 27, as shown in fi g. 5, and which replaces the original pump. The electronic module 13 also comprises a control module adapted to control the power steering pump 27. The electric power steering pump can be connected to pipes leading to an adapter, which in turn is connected to the existing power steering connections of the vehicle. The original cooling system for the hydraulic oil is retained from the conventional vehicle. Since servo control is controlled by torsion, the electric servo pump in this example is arranged to operate in a basic state in order to maintain a desired pressure and to increase the rotational speed intermittently. This saves a lot of energy relative to a belt-driven power steering pump.

The control module can also generate a variable signal to the motor control unit to determine the torque / speed of the motors. The control module also stores error codes and working hours to provide the information for analysis during a subsequent service visit. Any cables (from the motors) connected to the electronic module 13 can be placed inside the space in the motor or in a separate box.

The conversion kit and the vehicle further comprise a charger 29 for charging the electricity magazine. The charger 29 charges the electrical magazine devices nät without mains power, such as the power line network, or from other power sources. In this example, the charger 29 is adapted to receive different types and sizes of currents from different types of power grids. It can be integrated with the electronic module and the power supply connection can be 230 V, 400 V or any other voltage depending on the standard in different countries, and can receive currents typically in the order of 10 A, 16 A or 32 A. Different connection cables can be provided for use with different currents and voltages. The cables may include codes that provide the charger with information on which current is present. This charger can result in a charging time (up to 80% charge) of 1-8 hours.

The electronic module 13 also includes a DC-to-DC converter for converting the battery pack voltage to 12 V in order to provide power to the vehicle's standard 12 V system. This is of a switch type and supplies the current that the existing electrical systems of the vehicle 1 need. The converter receives its current from the battery pack 19 and converts the current to 12 V. The initial current in this example is 1.5 kW. In case the vehicle is a truck, the converter can instead convert the current to 24 V, to suit the dominant systems of these types of vehicles.

The electronic module 13 further comprises a DC-to-AC converter which is capable of converting the battery power of 380 V or more directly to a mains voltage such as 230 V 50 Hz AC, which can be supplied to a standard household socket on the vehicle. The wires to the connector can be dimensioned to allow currents up to 10 Amps, or more preferably 16 Amps, and thereby allow mains electrical appliances such as power tools to be supplied directly from the vehicle. A 110 V 60 Hz (or other AC) conversion of the battery power supply can also be provided in addition to, or instead of, the 230 V 50 Hz AC conversion. The described converters can also be used with a different number of cells.

The conversion kit or vehicle includes a brake sensor 31. The brake sensor 31 may be mounted on the brake pedal of the original conventional vehicle. The brake sensor 31 40 gives a signal to the engine control unit in the electronic module 13 when the first part of the brake pedal is depressed. In this area, the motors 11 are driven as generators, so that the kinetic energy of the vehicle is returned to the vehicle as electrical energy. If an additional braking force fi is required, for example during a further depressing of the brake pedal, the regenerative braking is maintained in conjunction with the existing mechanical braking system of the vehicle. An additional braking force may also be required if the anti-spin or anti-skid system is activated. If a difference in wheel speed is detected during the regenerative braking alone, the torque of the motors 11 will be continuously adjusted to the speed difference relative to the surface under the wheels for an optimal braking effect (6-8% slip).

The regenerated electrical energy is conducted to the charger 29, and the charger is correspondingly arranged to receive the regenerated energy from the electric torque motors during braking. The charger 29 then charges the electrical magazine 19 and the battery cells 21 with regenerated energy.

The conversion kit further comprises a base frame 33, also shown in figure 5, for mounting the electric motors 11 in the vehicle 1. The base frame 33 is adapted to be connected to the original frame 3 of the vehicle 1, as shown in figures 1-3. In this example, the base frame 33 comprises a square frame provided with a central beam which divides the frame into two parts, a motor being mounted in each part. The conversion kit further comprises one or more universal mounting plates 35, shown in fi g. 5, to hold components on the base frame 33. The universal mounting plates include a number of mounting holes in sk your different positions, so that the mounting plates 35 can be used with olika your different types of vehicles, both with mounting holes provided in the original body of the vehicle and with different components of the conversion kit, comprising the base frame 33. The base frame 33 is likewise provided with a plurality of pre-drilled holes which allow an embodiment of the base frame 33 to be used for more than one vehicle model.

In this example, all parts of the conversion kit can be mounted on the base frame 33, either directly or indirectly on components already mounted on the base frame 33. In particular, the base frame 33 is adapted to mount the electrical magazine 19, including the battery cells 21 and motors 11, on the base frame. Most components that are part of the conversion kit are thus permanently mounted on the base frame with universal mounts that fit many standard vehicles. The battery pack is attached to the base frame 33 and positioned so that the base frame 33 with components can be accommodated inside the engine compartment of the vehicle as soon as the original drive package has been removed.

Figures 1-3 and 5 show the connection system 15 for connecting a drive shaft to the rotor of a motor. In this example, the connecting system 15 is adapted to connect the drive shaft to the rotor in a rotationally fixed manner. The connecting system 15 is arranged inside the hollow rotor 17 and comprises an adapter plate 37 provided with a concave, conformed inner surface, which adaptably fits with the outer surface of a drive shaft and connects the drive shaft to the electric motor. Thus, the same motor 11 and the connecting system 15 can be used for different types of drive shafts. Furthermore, the engine can be fitted to the drive shaft regardless of the previous mounting angle of the internal combustion engine, and thus the current angular direction of the drive shaft, and regardless of the length of the drive shafts, since the connection for longer drive shafts is simply extended further into the hollow rotors. Thus, the motors can be housed in the same positioning the base frame 33 for your different configurations of drive shafts, regardless of different distances between the two nearest ends of the two front drive shafts.

In another example, the adapter plate 37 of the connecting system 15 can be oriented and connected with the rotor 17 in the other direction, so that the outer conformed surface of the adapter plate is exposed and connected with the drive shaft instead of its inner surface. In particular, the motor and the connecting system 15 then also fit vehicles in which the distance between the existing drive shafts is less than the common width of the motors. Thus, the connecting system can fit vehicles both with large distances between the drive shafts and provided with grooves, and vehicles with small distances between the drive shafts and provided with fl axes. When the connection system is connected to grooves, it is also provided with a container with a lubricant and with a connection for adaptation to existing bearings.

The connection system is adapted for universal use to suit your different types and models of vehicles, especially with different types of cars.

In this example, the electric motors are adapted for liquid cooling as shown in fi g. 6, and the excess heat in the coolant can be used to heat the passenger compartment of the vehicle. The control unit of the electric motor in the electronic module 13 can also be adapted for liquid cooling and the excess protection can be used for heating the passenger compartment of the vehicle. If the original vehicle had a motor-driven water pump, the conversion kit may, if liquid cooling of the engine (s) and / or engine control unit is required, include an electric water pump 39, as shown in fi g. 5, which replaces the original pump. In order to be able to use only one water pump, it is preferable to place the motor control units close to the electric motors ll and in connection with their cooling system. Thus, the electronic module 13 can also be cooled by the original cooling system of the vehicle. Of course, in case the vehicle was originally intended to be an electric vehicle, the electric vehicle could also include such an electric water pump 39.

The energy for heating the passenger compartment is thus drained primarily from the coolant used to cool the motors 11 and their control unit (s) 13. However, since the electric motors 11 and the electronics 13 are very energy efficient, the excess heat generated will not be sufficient to heat the passenger compartment in very cold conditions. Thus, the heating of the passenger compartment can be supplemented with an electric heater 41 and a heat pump. In this example, an electric heater for heating the air to the passenger compartment is arranged inside the air duct to the passenger compartment. The electric heater is located downstream of the original heat exchanger with the radiator system, whereby the electric heater will not heat the coolant passing the engines but only the air to the passenger compartment. The electric heater is self-regulating, the electric heater heating the air depending on the heating need to a desired temperature.

To further save energy, the conversion kit and / or the vehicle is adapted to provide the regenerated electricity, for example from braking the vehicle directly to a component in the vehicle, for example to the electric heater for heating the passenger compartment. Since some of the energy is lost when charging the battery, energy is saved by directing the regenerated energy directly to a component in the vehicle. In particular, energy is saved by directing the regenerated electricity to the electric heater to heat the air to the passenger compartment in cold conditions.

This also allows a less expensive vehicle as the electronics for controlling the charging of the battery from regenerated electricity can be excluded.

To save even more energy, the invention includes limiting the movement of a recirculation damper to control the recirculation of air into the passenger compartment, so that some of the air is recirculated into the passenger compartment. Thus, the heat energy in the recirculated air is returned to the passenger compartment.

In this example, the original conventional vehicle comprises an air conditioning system comprising a refrigeration compressor. During the conversion of the conventional vehicle, the refrigeration compressor is retained, but the conversion kit and the converted vehicle comprise an additional electric motor 43 which is mounted directly on the shaft of the compressor. The extra electric motor is adapted to drive the compressor according to the current cooling needs.

A conventional vehicle usually comprises a circulation pump driven by the internal combustion engine by means of a belt and arranged to provide a circulating flow of the coolant. Thus, the conversion kit and the vehicle comprise an electric circulation pump 39, shown in fi g. 5, which is connected to and controlled by the electronic module 13 to replace the original circulation pump.

The replacement circulation pump can be mounted on the base frame 33 and may further comprise hoses which connect the circulation pump to the original cooling system by using adapters. The electric circulation pump in this example is controlled by the electronic module 13 based on the temperature in the electric motor 11 and by the heating demand in the passenger compartment. Thus, the circulation pump is only active when needed, unlike the belt-driven circulation pump according to the prior art.

The air conditioning or heating system of the vehicle thus normally operates after the conversion. However, the conversion provides the benefits of better control as described above. Furthermore, the electronic module 13 is arranged to control the initiation of the preheating of the vehicle independently of information on intended use by a driver of the vehicle and of information on, for example, a possible connection to the mains, available energy in that electricity magazine and outdoor temperature. The control of the heating system can be performed with a mobile phone by the user and / or time periods for heating can be predefined.

The conversion kit and the vehicle also include control circuits in the electronic module 13 to provide a driving condition selection. In this example, the driving mode selector is connected to the original gear control. Thus, the conversion kit includes electrical connections for adapting the original gear control with driving condition circuits.

The communication can be performed by the CAN bus 23. The driving mode selection circuit can be arranged to provide a first, neutral driving mode, in which the vehicle remains immobile, a second driving mode for off-road driving, and a third driving mode for reverse movement, as normally provided for conventional vehicles with automatic transmission.

If the original vehicle had a motor-driven vacuum pump to provide vacuum to the brakes, the conversion kit may include an electric vacuum pump 45, which replaces the original pump. In this example, the vacuum pump 45 is mounted on the battery box. The electric vacuum pump comprises a hose connected to an adapter, which in turn is connected to the original vacuum connection of the converted vehicle. The vacuum pump is controlled by a vacuum switch, whereby the vacuum pump 45 is operated only when needed, which saves energy.

Charging stations that supply the vehicle with power can be arranged wherever vehicles are normally parked, for example in connection with parking spaces. The charging station may also include a guide device for guiding a contact unit provided on the vehicle into electrical contact with the charging station. The conversion kit or vehicle may comprise a contact unit mounted on another which extends the contact unit from the vehicle, preferably so that the contact unit becomes visible to the driver of the vehicle. Thus, the driver can drive the vehicle so that the contact unit is guided by the guide device to electrical contact with the charging station, without having to learn the vehicle. In this example, the arm also comprises a spring, preferably a gas-controlled spring, for damping the collision at the connection.

When leaving the charging station, the driver correspondingly only needs to drive backwards, and the contact unit is disconnected from the charging station and pulled back automatically.

The electronic module also has an integrated GPS / GSM / 3G circuit arranged to send a message to a service provider in the event of a fault. Thus, the information is sent directly to a service partner who can perform appropriate actions. The GPS circuit is also arranged to protect the vehicle against theft, in that the owner or service provider can ask for the vehicle's position from an external communication link. The electronic module is further arranged to transmit a message, for example to the owner of the vehicle or to a service provider or a server, in case service is needed. A server can then be adapted to automatically book an appointment for a service visit. Suitable vehicles for conversion or production include cars, such as private cars, and light trucks. In particular, light trucks can be equipped with large battery packs for extended mileage. The vehicle can also be provided with a voltage conversion circuit arranged to provide an alternating current for driving external equipment. For example, the vehicle may be provided with a tool voltage source to supply electricity to power tools used in the vicinity of the vehicle. Thus, the vehicle can be used by workers both for transport and as an energy source for tools, such as nail guns, etc. The vehicles can also be equipped with a tool voltage sources with a voltage of 230 V ~ for hand-held power tools, or with 400 V ~ for heavier equipment. The vehicle can also be equipped with a direct voltage source to drive tools or equipment adapted for direct current.

If the vehicle includes four-wheel drive, an additional motor can be connected to the propulsion shaft to drive the other pair of wheels. In case the original vehicle comprises an end gear provided between the propulsion axle and the drive wheels, the engine can be provided with a winding for a higher speed and lower torque, so that the gear can be retained in the vehicle.

When driving, the converted vehicle is started in the same way as before the conversion.

When the ignition is turned on, the instrument panel acts as usual, although some information, such as self-diagnostics, can be deleted. When turning the start key to the start position or when a start button is pressed, the system is displayed as active. The indication in the instrument panel depends on the design of the different car models. In car models with a text-based or graphic display, this is shown with a text or with a symbol.

In neutral, the brakes are activated (as in automatic cars) and the direction of travel is selected.

The system then pours the car into its position until the accelerator moves. The accelerator controls the engine's torque, which means that the electric drive is experienced as a conventional vehicle with an internal combustion engine. Since the torque of the engine is very large from the start, the current torque for each of the respective engines is limited so that the speed of the drive wheels does not exceed 8% of the car's speed, which is the breaking point for optimal grip, after which further acceleration can not be achieved.

An example of the contents of a conversion kit according to the invention includes the following components: Fixed-mounted parts Base frame 2 or fl your electric torque motors Battery box including individually connectable battery cells with associated protective covers Electronic module Drive electronics Possibly an electric circulation pump 40 Accessories Electrical heating motor for driving a cooling compressor Electric cables with connectors adapted to the type of vehicle or model Adapter for any hydraulics Adapter for the cooling water system Adapter for vacuum Fig. 7 shows an example of a method according to the invention. The method involves converting a conventional vehicle into a new electric vehicle in a production line.

In this example, the process involves the production of a new electric vehicle in an original, but modified, production line for the production of conventional vehicles.

This process can be carried out, for example, in a production plant or manufacturing plant for the production of vehicles, in particular land-based vehicles and most in particular cars or lorries.

In a first group of production steps, commonly referred to as 50 in tig. 7, a vehicle is produced in a conventional manner for the installation of the internal combustion engine and / or the transmission comprising the gearbox. In this example, the group of steps 50 comprises essentially the same steps as the steps of producing a conventional vehicle in the production line. However, the method omits the steps of installing the internal combustion engine, gearbox and any components which depend on the internal combustion engine, such as belt driven pumps and the like.

In a second group of production steps, commonly referred to as 51 in fi g. 7, the method comprises preparing the vehicle for installing a conversion kit for the production of an electric motor vehicle. This group of steps 51 may include, for example, adapting electrical or fluid connections, assemblies or the like to the components of the conversion kit.

The method further comprises converting the vehicle into an electric vehicle in a third group of step 53. The group of step 53 thus comprises installing a conversion kit in the vehicle by replacing the original motor and gearbox with at least one electric motor, and connecting the electric motor. the motor to the drive shaft device to allow the electric motor to apply a torque to the drive shaft device to drive the drive wheel. The method further comprises installing the conversion kit so that the electric motor is installed in the vehicle with a co-rotating connection between the rotor and the drive wheel via the drive shaft alignment, so that the rotor, the drive shaft device and the drive wheel 40 21 co-rotate at the same rotational speed. In this example, the electric motor is installed so that the rotor is rotatably connected to the drive shaft, preferably directly connected to the drive shaft. The drive shaft is in turn co-rotatingly connected to at least one drive wheel of the vehicle. Thus, there will be no gearbox arranged between the electric motor and the drive wheel, thereby reducing power losses in the transmission.

In this example, the electric motor comprises a hollow rotor, the method further comprising arranging at least a part of the drive shaft device to extend inside the hollow rotor. In this example, the method comprises connecting an inner surface of the hollow rotor to the drive shaft device by using an adapter plate. In this example, the method also comprises connecting the drive shaft device to the rotor so that at least a part of the drive shaft is arranged inside the hollow rotor. In this example, the drive shaft further includes at least one universal joint to allow angular movement of one end of the shaft relative to the other end of the shaft, the method comprising connecting the drive shaft device to the hollow rotor so that the universal joint is at least partially located within the hollow rotor. In this example, the drive shaft alignment ring and the electric motor are arranged so that the universal joint is completely housed inside the hollow rotor.

In this example, the method involves the installation of an electric motor having a high torque and a low maximum speed. In this example, the maximum speed is less than or equal to 2000 rpm, preferably less than or equal to 1700 rpm.

Preferably, the torque is also greater than or equal to 150 Nm, preferably greater than or equal to 250 Nm, and most preferably greater than or equal to 300 Nm.

In this example, the third group of steps also includes installing a conversion kit comprising an electrical magazine, an electronic module, a base frame and / or other components as described above.

The method further comprises further manufacturing steps, such as connecting a 12 V output from the electronic module and / or the electrical magazine to the existing battery cables in the vehicle, connecting hoses to various pump sets and connecting other electrical or communication connections as described above. In particular, the method comprises connecting the electronic module 13 to the internal data communication bus and / or the CAN bus of the vehicle. This method also includes installing an external connection for receiving external electrical power for charging the electricity magazine.

Thus, an electric vehicle is produced by the process which has been converted from a conventional vehicle by using a conventional production line for the production of conventional combustion or hybrid type vehicles. The first, second and third groups of steps can be performed in the same production cells as for a conventional vehicle. The first, second and third groups of steps can be performed in the same production cells as for the internal combustion engine installation cell. However, the second and third groups of step 22 may also be performed in production cells arranged outside and / or parallel to the conventional production line.

The first, second and third groups of production steps may further be mixed together so that some or all of the adjustment steps for preparing the vehicle for electric propulsion and the installation steps for converting the vehicle to an electric vehicle are performed at the same time or interposed between conventional production steps. Furthermore, some of the steps in the first and second groups can also be performed after the completion of the steps in the third group. Furthermore, the steps for the production of a conventional vehicle can also be omitted and / or delayed to a later stage of the production of the vehicle, in order to better suit the production of the electric vehicle.

I fi g. 8 shows another example of a method according to the invention. The process comprises converting an already produced conventional vehicle into an electric vehicle and may, for example, be carried out in a workshop or the like.

In a first group of conversion steps 61, the method comprises removing original components from the vehicle, which are not to remain in the new converted vehicle. In particular, the method involves removing the original internal combustion engine. In this example, the method also includes removing parts of the transmission of the vehicle, in particular removing the gearbox from the vehicle. In addition, the process may include removal of one or more of the exhaust system, muffler, catalytic converter, l2-V battery, feed pipe, circulation pump, servo pump and vacuum pump.

The method may also include disconnecting one or more of the coolant hoses, the steering servo hoses, the vacuum and engine connections, the driving license selector and gear lever connections, and the fuel tank connections. The first group of step 61 may also include additional steps described in the second group of production steps 53 of the process shown in fi g. 7.

In a subsequent group of conversion steps 63, the method comprises installing a conversion kit for converting the conventional vehicle to an electric motor vehicle. The second group of steps 63 may, for example, contain the same or similar production steps as those in the third group of the process shown in Fig. 7.

The invention is not limited to the embodiment shown but can be varied within the scope of the appended claims. In particular, the features of the various embodiments described and the examples may be freely combined with one another in order to achieve further embodiments, all of which are considered to be within the scope of the present application.

Claims (16)

10 15 20 25 30 35 40 23 Patent claim A conversion kit adapted for converting a conventional internal combustion engine vehicle to an electric vehicle, the vehicle comprising at least one drive shaft device connectable to a drive wheel and adapted for transmitting a torque to the drive wheel for propelling the vehicle, the conversion kit comprising at least one installed in the vehicle for converting the vehicle to electric drive, characterized in that the conversion kit comprises at least one electric motor adapted to replace the original motor and gearbox in the vehicle and which electric motor is connectable to the drive shaft device for mounting a torque to the drive shaft device and for driving the drive wheel . A conversion kit according to claim 1, characterized in that the electric motor is adapted to be installed in the vehicle with a co-rotating connection between a rotor the electric motor and a drive wheel via at least one remaining drive shaft of the drive shaft device, so that the rotor, drive shaft device and drive wheel co-rotate with same rotational speed. A conversion kit according to claim 1 or 2, characterized in that the electric motor is a torque motor and that the electric motor has the ability to generate a torque with its rotor positioned immobile in a controlled position. A conversion kit according to claim 1, 2 or 3, characterized in that the electric motor is a synchronous motor designed to generate a maximum torque greater than or equal to 150 Nm, preferably higher than or equal to 250 Nm, and most preferably higher than or equal to 300 Nm. A conversion kit according to any one of claims 1-4, characterized in that the rotor is hollow so that at least a part of the drive shaft device is extensible inside the rotor. A conversion kit according to any one of claims 1-5, characterized in that the drive shaft device comprises at least one universal joint to allow an angular movement of one end of the shaft relative to the other end of the shaft, the electric motor being adapted to allow a connection to the drive shaft device so that the universal joint is at least partially located inside the hollow rotor. A conversion kit according to any one of claims 1-6, characterized in that the conversion kit comprises an electronic module adapted to be connected to an original internal communication system of the vehicle and is arranged to connect at least one component of the conversion kit to the communication system in the vehicle. 10 15 20 25 30 35 40 24 A conversion kit according to claim 7, characterized in that the electronic module comprises a motor control unit adapted to control the electric motor and to communicate through the original internal communication system of the vehicle. An electrically powered vehicle converted to electric operation from a conventional vehicle comprising an internal combustion engine and a gearbox connected to a drive shaft assembly, the drive shaft assembly being connectable to a drive wheel and adapted to transmit a torque to the drive wheel for propelling the vehicle, the original engine and gearbox in the vehicle are replaced by at least one electric motor, which is connected to the drive shaft device for applying a torque to the drive shaft device and for driving the drive wheel. An electric motor-driven vehicle according to claim 9, characterized in that the electric motor and the drive shaft device are arranged to form a co-rotated connection between the rotor and the drive wheel, so that the rotor, the drive shaft and the drive wheel co-rotate at the same rotational speed. An electric motor vehicle according to claim 9 or 10, characterized in that the electric motor is a torque motor, and that the electric motor is capable of generating a torque with its rotor positioned immobile in a controlled position. An electric motor vehicle according to any one of claims 9-11, characterized in that the electric motor is a synchronous motor designed to generate a maximum torque greater than or equal to 150 Nm, preferably greater than or equal to 250 Nm, more preferably higher than or equal to 300 Nm. An electric motor-driven vehicle according to any one of claims 9-12, characterized in that the electric motor comprises a hollow rotor, wherein at least a part of the drive shaft device is extended inside the rotor. An electric motor vehicle according to any one of claims 9-13, characterized in that the drive shaft comprises at least one universal joint to allow an angular movement of one end of the shaft relative to the other end of the shaft, at least a part of the universal joint being located inside the hollow joint. rotorn. A method of converting a conventional vehicle into an electrically powered vehicle, the vehicle comprising at least one drive shaft device adapted to transmit a torque for propelling the vehicle, the method comprising: replacing an original engine and gearbox with at least one electric motor and connecting the electric motor to the drive shaft assembly to allow the electric motor to apply torque to the drive shaft assembly to drive the vehicle. 25 A method according to claim 15, which method comprises connecting the electric motor to the drive shaft device to form a co-rotating connection between a rotor the electric motor and a drive wheel, so that the rotor, the drive shaft device and the drive wheel co-rotate at the same rotational speed.