WO2021151173A1

WO2021151173A1 - Control device and method applied as part of an electric traction kit for vehicles and semi-trailers

Info

Publication number: WO2021151173A1
Application number: PCT/BR2020/050017
Authority: WO
Inventors: Henrique Ernesto PETRY; Henrique Mateus ECKERT
Original assignee: Petry Henrique Ernesto; Eckert Henrique Mateus
Priority date: 2020-01-29
Filing date: 2020-01-29
Publication date: 2021-08-05
Also published as: BR112022010889A2

Abstract

The invention relates to a control device and method applied as part of an electric traction kit for vehicles and semi-trailers, and forming an electric traction control system applied to semi-trailers and internal combustion engine vehicles, which includes an electric motor (10) or (200) to be installed on the hub and/or wheel (30), with a hollow centre for mounting on the outside of the running axle (20), maintaining the manufacturing of axles and wheel hubs widely used in auxiliary towed vehicles that have known loading and running conditions, and the electric motor (10) and/or (200) is added in order to apply acceleration torque and regenerative braking only, which is the main aim of the electric motor. The control method consists of an optimization and artificial intelligence algorithm for making the motor/generator available on the majority of the route travelled.

Description

CONTROL DEVICE AND METHOD APPLIED IN ELECTRIC TRACTION KIT FOR VEHICLES AND SEMI-TRAILERS FIELD OF THE INVENTION

[01] The present invention describes a device and control method applied in electric traction kit for vehicles and semi-trailers. More specifically, it comprises an electric motor to be installed in the hub and/or wheel, with a hollow center for mounting outside the wheel axle, maintaining the manufacture of axles and wheel hubs widely used in semi-trailers/vehicles, whose loading and conditions are already known, and the electric motor is added to apply only acceleration torque and regenerative braking, the main purpose of the electric motor. Posterior to the electric motor is the complementary braking system as a constructive option, this set being mounted between the wheel hub and the suspension, so as not to impose high loads on the electric motor, only torque.

[02] The control method consists of an optimization algorithm and artificial intelligence that aim to make the engine/generator available in most of the route covered. For this at the beginning of the trip, the route to be taken by the semi-trailer/vehicle will be informed and with this information, the algorithm searches the route data on the internet, as well as previous information in the cloud of trips already taken and evaluates the best possibilities for the operation with the engine, on the highest slopes, arriving with the energy stored in the battery needed to transpose with the necessary power. Likewise, it evaluates slopes so that it arrives with space available to store the energy generated in regenerative braking. [03] In this case, artificial intelligence, through the accumulation of information in the same paths, starts to better assess the available battery and engine power to continuously increase efficiency. Along with the optimization, the inverter/motor set is able to provide powers lower than the maximum installed power both in acceleration and braking, according to the need of the load or path, maximizing availability. The algorithm will also make this information available in the cloud, so that when another semi-trailer/vehicle travels along the same route, it will already receive information from the artificial intelligence previously used, continuously evaluating and improving availability and consequently reducing fuel consumption.

[04] The control method does not aim to accelerate or brake vehicles/implements, but rather to define the operation in advance, optimizing the needs of the path in relation to operation as an engine or generator. The activation of the engine/generator (regenerative brake) is carried out according to the sensors placed on the vehicles/implements, which, upon detecting defined conditions, proceed with the activations.

[05] This new constructiveness allows the installation on one or more “drag” axles for axles with the referred electric traction, allowing its application in new vehicles/implements and also in the form of a kit for used car installation. Thus, the field of application of this system would be existing and new road implements, which can be used in any type of trailer, such as: tipper, container base, forestry, sugarcane, dry cargo, load everything, refrigerator, general cargo van, bulk carrier, sider, silo, tanks and between others. In addition to new or semi-new vehicles such as trucks, buses, Vans, Mini Vans, VUC's in both steering and drag axles, making the vehicle a hybrid.

BACKGROUND OF THE INVENTION

[06] Heavy vehicles developed for cargo transport, or even buses for transporting people, have high inertia during their operation, due to the weight of the vehicle plus the cargo to which it is being transported. On slopes, to travel the path at a speed, even if reduced in most cases, the energy demand is high and proportional to fuel consumption, due to the transported load. On slopes, there is a great generation of heat when braking, necessary to keep the speed within trafficable limits, in addition to safety. This heat generation is energy being wasted.

[07] In addition, combustion engines, normally used in this type of vehicle, have low energy efficiency due to the operating principle. Thinking in this way, the aim is to increase energy efficiency by installing electric motors to assist in traction, which makes the set a hybrid vehicle or implement with electric traction. Electric motors can operate in generator mode, where they transform kinetic energy into electrical energy, braking the motor shaft, being applied in several electric and hybrid vehicles, called Regenerative Braking.

[08] The energy wasted in the braking of common vehicles is now used to generate electrical energy, which is stored for later use on demand. All these concepts are existing and used to justify the deployment of hybrid vehicles. [09] Currently, there are several hybrid or all-electric vehicles, and most of these technologies are already in the public domain. There are also patents and some equipment on the market, in the form of prototypes, electric semi-trailers, to help reduce vehicle consumption and increase the energy efficiency of the vehicle + implement combination. [010] However, most implements with electric traction have their own constructive form, with transmission shafts, differentials and gear reductions, which add many mechanical elements for power transmission to the wheels. In addition, the conditions of the roads where these equipments run are as varied as possible, imposing numerous mechanical and electrical elements to severe application conditions, and the weight imposed by the load, the primary objective of the implement, and shocks caused during running in roads in poor condition.

[011] Furthermore, all electric vehicles are limited to a reality which is the battery capacity, the amount of stored energy being finite. To increase the energy efficiency of the hybrid vehicle or vehicle + electric implement, the electric motor would need to be available as long as possible, especially on slopes. And on all slopes, perform regenerative braking. However, for this, the battery operation must be in line with the need, that is, it must have energy available to drive the motor on the slopes, and on the slopes it must be receptive to the energy and cannot be fully charged.

[012] Therefore, the present inventors, identifying the problems and drawbacks in the systems described in the prior art developed a system endowed with its own constructiveness that improves the way of installing the axle/electric motor that allows its application in new vehicles or in kit form that allows its adaptation and installation with any implement/vehicle. In addition, the system is equipped with an AI (Artificial Intelligence) that manages and improves the efficiency of the available power, as it is estimated that the electric motor is not the main source of traction and/or driving the vehicle/implement, enabling the use precisely where the overall efficiency will be greater, based on the path and the best applicability of the electric motor.

[013] Of the existing patents, as well as the state of the art already adopted in other heavy equipment, most apply a single electric motor driving a transmission shaft, with the appropriate mechanical rotation reductions, as well as differential for transmission of different speeds when the implement is in curves.

[014] There are also engine systems with drive closer to the wheels, always using reductions (gears) to reduce the rotation of the engine in relation to the wheel. Another constructive way is with the motor on the wheel, but having the axle weight placed on the motor bearings, of complex development.

[015] The constructive form of the motor/axle developed and claimed in this present invention maintains the drag axle and the wheel hub, which has the usual bearings, of widely developed state of the art, and the engine is interconnected to the wheel hub and/or the wheel and has a hollow center so that the bearing shaft passes through the inside of the motor. Since in most implements this space is occupied by the brake drum and braking systems. In this way, load loads are not imposed on the engine, only torque and braking that it imposes or receives from the wheel hub and consequently to the implement's wheels.

[016] In a survey carried out with the state of the art, we identified several solutions applied in electric traction systems of road implements, where we can highlight the following documents:

[017] Document CN208069852 (Hu Kai, 2018) describes a utility model that has a constructive form of a motor connected to the implement wheel, but it does so rigidly, as if the motor were built on the shaft, being the stator of the engine fixed to it, the braking system is internal to the engine, that is, between the engine and the wheel or wheel hub, and the constructive form of the engine is radial. The main difference between this document and the present invention is that the proposed invention has a hollow shaft, around the shaft (implement), having only a torque transmission connection. Another detail of the present invention is the fixation of the engine to be rigid to the wheel hub, using the state of the art known in the construction of the hub, wheel and axle of the implement. The braking system is between the engine and the suspension, since the brake operation generates residues and heat, which due to the constructive form of the present invention, facilitates the thermal dissipation and removal of residues, inherent to the brake operation. Other constructive ways described are not important compared to this proposal.

[018] The control method described in document CN208069852 is based only on the condition of the battery, transported weight and sensors arranged on the implement. These conditions, in our proposal, define the drive options, with the operating conditions being determined by the software that aims at the greatest applicability of the set, defining acceleration and braking powers based on the running conditions, other trips and the entire length of the path previously defined by the operator .

[019] Also, due to the constructive forms defined by document CN208069852, it would not have the option of building only the motor to be applied in any implement, in kit form, with the inverter and the battery, which is another objective of this document.

[020] The document WO201899878 (Drewes, Olaf, 2016) presents a constructive form that is not clear through the description, however, in certain points described it is possible to identify substantial differences, especially regarding transmission with reduction, which even describes relationships of reductions. It also describes the one-wheel drive option and, when coupled to two wheels, describes transmission via shaft, gears and reduction. The definition of the present invention is a motor coupled to the wheels with a specific constructive form to allow this, keeping the wheel hub and support axles in the state of the art. Furthermore, the present invention well defines the option of the mechanical braking system.

[021] The document WO201 899878 describes the need for communication between the semi-trailer and the tractor (truck), for definition as operation through engine and/or generator, not having specific software and/or sensors to drive. In the present invention, however, it is not necessary to communicate with the tractor to drive. Document WO201 899878 does not have specific software for greater applicability of the system. [022] In addition, due to the constructive forms defined by document WO201 899878, it would not have the option of building only the motor to be applied in any implement, in kit form, with the inverter and the battery, which is another differential when compared with the present invention.

[023] The document EP3288794 (Healy, Thomas Joseph, 2015) describes a central electric motor and a distribution system with shafts and gears, so that, in the present invention, the constructive form of the motor is specific to be coupled to the hub of the wheel keeping possibility of mechanical braking system.

[024] The document EP3288794 describes in some parts the engine on the wheel, however, like other documents found, it does not specify how to do this, this being a necessary solution for its application.

[025] In the description of document EP3288794, the inventor comments on a system that can predict where the vehicle is going and assess the terrain ahead, determining whether to charge or discharge the battery in order to be more efficient. Differently from this, the present invention has an algorithm that receives the path information through the user interface, seeking information in the cloud about elevations, traffic and other information already made available by the algorithm of the same path performed previously, and, through optimization and IA defines the locations and applicability of the system.

[026] The document EP3288794 also describes an option as a kit for mounting on implements, but highlights the need to replace the suspension, structure, one or more axles and one or more wheels. Being different from the purpose of the present invention, which describes a kit that allows keeping most of the existing components in the existing implement and/or axle, reducing the amount of auxiliary mechanical components needed for the application of the motors.

[027] Document JP5842328 (Mori, Arsushi, 2010) comprises the connection to the tractor (truck) which has a generator coupled in parallel to the tractor engine (truck) to generate power to the batteries, which drive the electric drive shaft on the implement . The constructive form of the electric drive axle comprises the electric motor, transmission with gears and differential. In the present invention, the engine has a specific constructive form, in addition to not requiring any condition of connection to the tractor (truck).

[028] The document JP5842328 also does not describe any specific control specification of the implement, this control being carried out through the tractor (truck). And due to the constructive forms defined by the document, it would not have the option of building only the motor to be applied in any implement, in kit form, with the inverter and the battery. The constructive form described in document JP5842328 does not even allow the manufacture of the semi-trailer without definition with tractor manufacturers (trucks), for all the necessary interconnection in the description.

[029] The document US8215436 (Degrave, Ken, 2007) describes a simplified constructive way for installation in kit form of a hybrid traction system in new or used implement, describing a constructive way of motors on wheels. However, it does not specify the constructive form of the engine that allows this installation. It also defines that the engine can be coupled to the wheel hubs and/or to the axes, but it does not specify how to build, the constructive form being a complex variable.

[030] This document specifies the braking system between the electric motor and the wheel, differentiating the constructive form described in the present invention, where the braking system would be after the engine that simplifies the heat dissipation and removal of residues, empirical of the operation of any brake. In addition, the control system of document US8215436 does not assess the issue of the battery in relation to the defined path, the electrical system being activated in motor and/or generator mode only by accelerometers and inclinometers, different from what is specified in the present invention.

[031] The document US20080174174 (Burns, James S, 2007) describes an electric motor, operating as a motor or generator, transmitting or receiving power to the wheels through the axle with gears and differential, and in the present invention we specify a constructive way specific electric motor coupled to the wheel hub that differs from the state of the art.

[032] The control system of document US20080174174 does not assess the issue of the battery in relation to the defined path, activating the electrical system in engine and/or generator mode only by accelerometers and inclinometers, different from what is specified in the present invention.

[033] In addition, the constructive forms defined by document US20080174174 do not allow the option of building only the motor to be applied in any implement, in kit form, with the inverter and the battery.

[034] The document US7338335 (Messano, Frank, 2001) describes a diversity of options and constructive ways of systems of electric traction on the wheels and/or axles, in addition to a suspension system to reduce the frontal area, aiming at the intercalated activation of electric motors or combustion according to demand. It specifies wheel motors, but does not highlight the constructive way to do it, in addition to not defining the auxiliary braking system beyond regenerative braking. The purpose of the present invention is the constructive form of the electric motor and the braking system.

[035] The control system does not evaluate the issue of the battery in relation to the defined path, the electrical system being activated in motor and/or generator mode only by accelerometers and inclinometers, different from what is specified in the present invention.

[036] In addition, due to the constructive forms defined by document US7338335, it would not have the option of building the motor to be applied in any implement, in kit form, with the inverter and the battery.

[037] Thus, the object of the present invention is a device and control method applied in an electric traction kit for vehicles and semi-trailers that comprises an electric motor to be installed in the hub and/or wheel, with a hollow center for assembly outside the wheel axle, maintaining the manufacture of axles and wheel hubs widely used in semi-trailers/vehicles, whose loading and running conditions are already known, and the electric motor is added to apply only acceleration torque and regenerative braking, main purpose of the electric motor. The control method consists of an optimization algorithm and artificial intelligence that aim to make the engine/generator available for most of the route covered. In this case, artificial intelligence, through the accumulating information on the same paths, it starts to better assess the available battery and engine power to continuously increase efficiency. Along with the optimization, the inverter/motor set is able to provide powers lower than the maximum installed power both in acceleration and braking, according to the need of the load or path, maximizing availability. The algorithm will also make this information available in the cloud, so that when another vehicle/truck travels along the same path, it will already receive information from the artificial intelligence previously used, continuously evaluating and improving availability.

[038] This new constructiveness allows the installation on one or more "drag" axles for axles with the referred electric traction, allowing its application in new road implements and also in kit form for installation in semi-new implements. Thus, the field of application of this system would be existing and new road implements, in addition to being able to be used in any type of trailer, such as: tipper, container base, forestry, sugarcane, dry cargo, load everything, refrigerator, cargo van general, bulk carrier, sider, silo, tanks and others. In addition to trucks, buses, VUC's, Van's, mini van's on steered or drag axles.

SUMMARY OF THE INVENTION

[039] It is characteristic of the present invention a device and control method applied in electric traction kit for vehicles and semi-trailers that provides an electric motor with its own characteristics that allows its adaptation along the axis of the semi-trailer/vehicle, keeping its characteristics unchanged. [040] Characteristic of the present invention is a control device and method applied in an electric traction kit for vehicles and semi-trailers that provides an engine with special characteristics that is mounted between the axle and the wheel hub, allowing its application in new vehicles, used and used.

[041] It is characteristic of the present invention a device and control method applied in an electric traction kit for vehicles and semi-trailers that provides an internal/external rotor that allows the flow (radial/axial) and the type of applied technology (synchronous, asynchronous , permanent magnets, reluctance) and others available in the state of the art.

[042] It is characteristic of the present invention a device and control method applied in electric traction kit for vehicles and semi-trailers that provides an engine that allows the fixation of a complementary brake system.

[043] It is characteristic of the present invention a device and control method applied in electric traction kit for vehicles and semi-trailers that provides an engine that allows the use in electric traction semi-trailers with the engine disposed at the ends of one or more axles.

[044] It is characteristic of the present invention a device and control method applied in electric traction kit for vehicles and semi-trailers that provides the use of inverter, batteries and ECU to control the components.

[045] It is characteristic of the present invention a device and control method applied in electric traction kit for vehicles and semi-trailers that provides an engine endowed with a specific constructivity that allows its installation in kit form, enabling its application with various equipment: buses, trucks, vans, mini vans, VUC's, or road implements, in which case the control method uses the algorithm with small changes, and operates in parallel with the acceleration and braking systems in cases of hybrid vehicles, or through sensors in implements.

[046] It is characteristic of the present invention a device and control method applied in electric traction kit for vehicles and semi-trailers that provides the activation, control and monitoring of the kit, sensors installed in specific positions of the implements/vehicles, such as accelerometers, will be used. inclinometers, DGPS, temperature sensors, decibelimeters, pressure and fuel flow sensors, as well as parallel controls for the brakes, these components being arranged next to the ECU.

[047] Characteristic of the present invention is a control device and method applied in an electric traction kit for vehicles and semi-trailers that provides a control method consisting of an intelligent algorithm, developed to optimize system availability and increase overall energy efficiency , in passive traction systems in road transport vehicles such as buses, trucks, vans, mini-vans, VUC's and road implements with electric and hybrid propulsion systems (combustion and electric). BRIEF DESCRIPTION OF THE FIGURES

[048] Figure 1 shows the perspective view of the engine, in its main constructive form.

[049] Figure 2 shows the rear perspective view of the engine, in its main constructive form. [050] Figure 3 shows the exploded perspective view of the engine, in its main constructive form, detailing its components and constructiveness.

[051] Figure 4 shows the front view of the engine, in its main constructive form and figure 4A shows the sectional view detailing its constructiveness.

[052] Figure 5 shows the wheel hub fastening system along the axle in prior art systems, detailing the spaces for fastening the traction system.

[053] Figure 6 shows the view of the engine, in its main constructive form, mounted along the vehicle axle, in order to detail its constructiveness and application.

[054] Figure 7 shows the perspective view of the engine, in its second constructive form.

[055] Figure 8 shows the rear perspective view of the engine, in its second constructive form.

[056] Figure 9 shows the exploded perspective view of the engine, in its second constructive form, detailing its components and constructiveness.

[057] Figure 10 shows the front view of the engine, in its second constructive form and figure 4A shows the sectional view detailing its constructiveness.

[058] Figure 11 shows the view of the engine, in its second constructive form, mounted along the vehicle axle, in order to detail its constructiveness and application.

[059] Figure 12 shows the view of the engine, in its main constructive form, mounted along the front axle of the vehicle, in order to detail its constructiveness and application. [060] Figure 13 shows the view of the electric traction system applied in a semi-trailer, detailing the disposition of the batteries, inverter and ECU.

[061] Figure 14 shows the view of the electric traction system applied in a bus, detailing the disposition of the batteries, inverter and ECU.

[062] Figure 15 shows the view of the electric traction system applied to a truck, detailing the disposition of the batteries, inverter and ECU.

[063] Figure 16 presents the system application diagram with the vehicles/implements.

DETAILED DESCRIPTION OF THE INVENTION

[064] The control device and method applied in electric traction kit for vehicles and semi-trailers, object of the present invention, comprises an electric motor, built with the most diverse technologies, such as: DC, induction, permanent magnets or reluctance motors, so that its constructiveness allows its installation to the already existing axle.

[065] The main constructive form of the electric motor (10), for the application of this system, will be carried out by permanent magnets of axial flux, as it is the one that best fits technically in the solution, but it does not prevent the motor from using other forms of magnetization or use.

[066] The solution proposes that the axle (20) of the implement remains unchanged, so that the motor (10) is fitted around the axle (20) and fixed together with the wheel hubs (30) through screws, keeping unchanged the shape and characteristics of the vehicle/implement, so that the constructiveness of the electric motor (10) allows its adaptation and application in used, semi-new and new vehicles.

[067] The electric motor (10) is provided with a rotor (11) that has a set of rods (111) projected on both sides in order to allow the attachment to the wheel hub (anterior portion) and the attachment of auxiliary brakes (rear portion).

[068] The rotor (11) has in its inner portion a bas-relief (112) that enables the fixation and arrangement of the magnets (113) on both sides, allowing the rotor (11) to rotate freely together with the stator assembly.

[069] The stator assembly (121) is arranged next to the fixed structure (12) which has points with bushing (122) for attachment to the axle (20) of the vehicle, said structure (12) which is fixed and fitted together with the rotor (11) through a pair of bearings (13).

[070] This constructive form allows the structure (12) fixed to the axle (20) to keep the stator assembly (121) fixed, so that the rotor (11) fixed to the wheel hub rotates freely along the bas-relief (112) between the magnets (113), allowing to control and manage the acceleration torque when necessary and the regenerative braking. [071] The motor dimension (10) is delimited between the wheel hub (30) and the implement suspension (40). In terms of external size, the engine is delimited by the internal diameter of the rim if installed in position A. For better development, the external diameter of the engine greater than the internal diameter of the rim can be used, in the space between the wheelset/tire and the suspension , Position B, as shown in figure 4.

[072] The engine (10), when installed, is arranged delimited by the inner diameter of the rim (position A) so that it is fixed together with the shaft (20) through screws fixed to the bushings (122) of the structure (12) and the rotor (11) fixed to the wheel hub (30) through a fastening nut next to the rods (111). On the opposite side, the rotor (11) allows the attachment of a complementary braking system (50), which is used to increase the braking in relation to regenerative braking, and also in case the system is off, being interconnected to the implement braking, and the complementary brake system (50) is fixed through a nut with the set of rods (111) on the opposite face.

[073] The complementary brake system (50) is fixed and supported by the rotor (11) through fixing points (114). This fixation prevents double loading of weights to the engine bearings and to the wheel hub, blocking the rotation of the engine/brake in applications with positive torque in the case of traction, and negative, in the case of braking.

[074] The complementary brake system (50), optionally mounted next to the engine (10), can be of the most varied types, such as: by brake disc, drum, magnetic or any other brake system contained in the state of the technique.

[075] When the engine (10) is mounted next to the vehicle with the complementary braking system (50), it has two control options. The first would be with the traction system turned off, the transmission of the brake command would be directly connected to the other brake controls of the other wheels, that is, operation according to the existing state of the art. When the traction system is in operation, the control of the braking system is commanded by the software, activating the regenerative braking when the braking demand is low or medium. If the user continues to apply the brake, requiring more braking, and the engine (10), operating as a generator, reach power maximum, the system activates the mechanical brake. Also in sudden braking, the system uses mechanical braking, in addition to electrical braking. The brake system (50) is additionally applied to the engine, according to the need for application and use for each vehicle and/or implement.

[076] Thus, the complementary brake (50) is a mechanical braking system with a braking command interconnected to the implement braking system and to the regenerative braking control system.

[077] In the state of the art, drum brake systems when at rest are activated, that is, braked. In order for the implement to release the brakes, it is necessary to inject compressed air into the pneumatic “brake head” valve to allow the wheels to turn. The braking system (50) combined with the engine (10) proposed will work following the same principle as in the prior art. The change is in the addition of a block to the pneumatic circuit with two control valves that will receive electrical commands from the software, through the control center. Valve 1 will have the function of directing the air to the “brake yoke” if the engine (10) is not running/off, or to valve 2 if the engine (10) is running. Valve 2 used when the motor (10) is in operation, will activate the “brake yoke” as it receives the software command. If a disc brake system is used, instead of a pneumatic circuit, a hydraulic circuit is used and the braking logic is inverted, that is, at rest the wheels turn free, so electro-hydraulic valves with inverted control logic are used.

[078] The electric motor (10) allows use in electric traction semi-trailers with the motor disposed at the ends of one or more axles (20), allowing electric traction and regenerative braking on them. In this way the mechanical components needed for traction are reduced, and only apply torque to the wheel hubs (30). The braking system operates as described above, in parallel with the implement's braking system.

[079] It also allows, with appropriate adjustments, the installation on any axle of buses, trucks, Vans, Mini Vans, VUC's, both on the steering axles and on the traction axles.

[080] In a second constructive form, the motor (200) has a structure (201) provided by the stator assembly (202) and fixing arm (203), said stator assembly (202) that is positioned in a bas-relief ( 204) disposed on the inner portion of the frame (201).

[081] The structure (201) allows the arrangement and fitting of the structure (210) provided with central spacings (211) for fixing the magnets (212) and rods (213) for fixing together with the wheel hub (30). Frame (210) is secured to frame (201) together with bearings (214).

[082] The attachment arms (203) allow the attachment of the engine to the suspension or axle of the vehicle, so that in this second constructive form the engine was mounted inverted, so that the fixed part is the external and that moves together with the wheels is the inside.

[083] Figures 7 to 11 demonstrate the application and constructiveness of this second constructive form.

[084] The engine (10) and (200) can be applied and adapted along the rear and front axles, maintaining the same constructive characteristics, as shown in figure 12, and in this figure the application of the engine (10) together is illustrated. to the front axle. [085] The system also comprises the use of an inverter (60), batteries (70) and ECU (80) to control the components. It may also have capacitors operating together with the batteries, or other storage technologies that make up the state of the art.

[086] The system can be equipped with the option of being plug-in, that is, allowing the charging of the batteries when the implement is stopped, connected to the electrical network, or any other external source of energy. In addition to the installation of solar panels for charging during the operation of the implement.

[087] The constructive form of the engine (10) allows installation in kit form, enabling its application with various equipment, such as: buses, trucks, vans, mini vans, VUC's, or road implements, in which case the method control uses the algorithm with small changes, and operates in parallel with acceleration and braking systems in cases of hybrid vehicles, or through sensors in implements. Figures 13, 14 and 15 show the engine (10) adapted to semi-trailers, buses and trucks.

[088] For the activation, control and monitoring of the kit, sensors installed in specific positions of the implements/vehicles will be used, such as accelerometers, inclinometers, DGPS, temperature sensors, decibelimeters, pressure and flow sensors of refrigeration fluids and fuels, in addition to the parallel controls of the brakes, these components being arranged next to the ECU (80).

[089] That is, the control method defines the drive or braking power, optimized by the defined path, and the sensors (accelerometers) define the drive, that is, if the vehicle is with positive acceleration, in a location defined as being from used as an engine, the system drives the engine, adding power and torque. If the location is defined as braking, for battery charging, and speed reduction, after receiving the deceleration signal, or even from the braking system, the engine starts to operate as a generator.

[090] Figure 16 presents the system application diagram with the vehicles/implements, in order to detail the components installed along the axle and the electrical components that allow the reading, control and management of information.

[091] The control method consists of an intelligent algorithm, developed to optimize system availability and increase overall energy efficiency, in passive traction systems in road transport vehicles such as buses, trucks, vans, mini-vans VUC's and implements highways with electric propulsion system and Hybrids (combustion and electric).

[092] The algorithm is able to communicate with the electric traction system in both constructive ways, engine (10) and/or engine (200), when installed both in road implements and in road vehicles such as buses, trucks, vans, mini van's and VUC's. When applied to vehicles, it can also communicate with the vehicle management center, combustion engine control unit and with the vehicle's transmission control unit.

[093] The algorithm, when applied to hybrid/electric nature vehicles such as buses, trucks, van's, mini van's, vuc's or road implements already hybridized by another mechanism, is able to communicate with the passive electric traction control system and with the vehicle's native control and management centers. [094] The algorithm is able to collect data from the internet, and through communication with the ECU of the electric traction system referred to in this patent, collect data from sensors installed in vehicles such as buses, trucks, van's, mini van's, VUC's and road implements . In addition to collecting data, the algorithm is able to store these data and process them using concepts considered as state of the art such as: loT, Machine Learning, Artificial Intelligence.

[095] After processing the data, the algorithm can make the processed data available on the internet, so that they are accessed so that interested parties can monitor the vehicle's behavior with remote access instantly. The algorithm also allows users to configure operating parameters and can interact with the algorithm's logic in order to improve the performance of the control mechanism when they consider it prudent and/or that it better adapts to the characteristics of each driver. The algorithm has logical rules and controls that do not allow changes to parameters that jeopardize the security of direct and indirect users of this solution.

[096] The algorithm, in addition to communicating, is capable of sending commands instantly to the implement's passive electric traction system, changing the state of the electric motor (10) or (200) as follows:

• From stand by to acceleration and acceleration to stand by. applying rotational force to the motor shaft in the direction of rotation of the vehicle wheels, in this scenario helping the vehicle to maintain its working speed determined by the condition running current, imposing a small acceleration, as the system has passive operation, or in stand-by, keeping the motor shaft free of applied force;

• From stand by to deceleration and deceleration to stand by. applying rotational force in the opposite direction to the rotation of the vehicle's wheels, in this scenario, the vehicle is braked entering the electric energy regeneration mode, or in stand-by, keeping the motor shaft free of applied force;

• From acceleration to deceleration, and deceleration to acceleration: switching states instantly with no need to switch to stand by state between state switches; ensuring efficiency, providing for as long as possible the possible electric traction system, when in generator mode, storing electrical energy in the batteries, when in electric motor mode, increasing the efficiency in fuel consumption of the combustion engine that equips the vehicle that is transporting the road implement. When applied to means of transport such as buses, trucks, Vans, Mini Vans, VUC with hybrid and/or electric propulsion system, the control mechanism has the ability to interact with the vehicle's native electric power generation system.

[097] The algorithm intelligence adopted in this control mechanism uses as a basis concepts such as: loT, Machine Learning and Artificial Intelligence to collaborate with the user's decision-making intentions when operating the electric, hybrid or road vehicle truck with combustion propulsion, but with road implement equipped with electric traction KIT.

[098] Several vehicles are used to perform the same routes daily or weekly, especially when used by carriers, which carry out the transport of cargo between warehouses, customers or suppliers regularly where they often respect the same route traveled. Another similar example is easily evidenced in the operation of buses and commercial and intercity vehicles for transporting people who have a defined route and repeat this route daily.

[099] In this case, the vehicle connected to the internet feeds the database generating a travel history containing several attributes and characteristics of decision making. The algorithm's logic based on Artificial Intelligence relates the history of information stored on previous trips, data available on the Internet, and georeferenced vehicle positioning, and starts to learn to make increasingly intelligent decisions continuously, following the rules programmed in the algorithm of the control system that assumes the function of regulating the availability of adequate power, both in the acceleration and in the braking of the vehicle, considering higher inclines, arriving close to it with the energy stored in the battery necessary to transpose with the necessary power.

[0100] Likewise, it identifies and predicts slopes so that it arrives with space available to store the energy generated in the regenerative braking according to the need of the load or demand of the path, thus maximizing, consequently, efficiency in the electric power consumption of the battery and electric motor and fuel consumption of the combustion engine.

[0101] Another objective of the algorithm is to improve the user's running experience, aiming at greater applicability of the system, predicting braking situations, and acting in advance, at progressive power, at critical points along the path, such as before corners more closed, where the user reduces the speed of the vehicle to transpose safely. With the information available on the internet, the algorithm starts to evaluate the driving behavior used previously, comparing it with the current behavior of the vehicle, triggering the electrical regeneration in order to adjust the behavior in these specific points. If the user proceeds with acceleration, he disregards the braking, and continues operating passively. If the user proceeds with braking, it increases energy regeneration and operates passively. This increases safety, improves braking by taking advantage of virtually full inertia for regeneration, and extends the life of the vehicle's braking system.

[0102] If the algorithm is operating in vehicles such as buses, trucks, vans, mini-vans, VUC's, it, aided by sensors installed in the front of the vehicle, can trigger the regenerative anticipation braking, and in specific cases even emergency . In this case, the algorithm evaluates the vehicle's speed, and through sensors, identifying another vehicle ahead, it evaluates whether to reduce the speed, to avoid contact, anticipating user intervention, initiates regenerative braking, to use all inertia involved in energy regeneration. Of the same In this way, if the user proceeds with acceleration, it disregards the braking and continues operating passively.

[0103] The algorithm also makes use of the database of previous trips available for other vehicles and road implements equipped with the same electric traction system, so that when another implement passes through the same path, it will have access to the information of the artificial intelligence previously used , and can enjoy the benefit for better use of energy and fuels.

[0104] Another differentiation of the control mechanism is in the constructive form of the logic of the algorithm applied in electric propulsion systems in used road implements, or any other vehicle such as buses, trucks, vans, mini-vans, VUC's, a scenario in which the road implement is equipped with the same electric traction system.

[0105] The algorithm also evaluates energy demands external to the electric traction kit, as well as availability along the way, such as points where the batteries can be charged in a plug-in system to the network. In the same way, the system can define energy return to the grid if the batteries arrive heavily charged, not having so much demand in the continuation of the journey, being able to return monetary or load values available to the user.

[0106] When the vehicle or implement is equipped with solar plates where it will receive energy during the journey, the algorithm will use meteorological data, as well as loads generated by the same route in other vehicles, considering this extra energy in the use of batteries, increasing availability of the system. In addition to solar panels, if we have other generations available, such as small diesel generators, used for cold generation, or other needs, and which can generate energy for the storage system (batteries), this generation will be considered for the system's applicability.

[0107] The application of the solution in road implements requires some particular care, as the implement is designed to be "dragged" by the truck and never push the truck, so that if this requirement is not met, the safety of the user of the vehicle and other road users may be compromised. To respect this requirement, the algorithm follows a logic that the priority command to be respected will always be the decision of the truck user, that is:

• If the driver wants to increase the truck's speed, the algorithm will reactively instantly, after the driver's command, send power to the electric motor to help increase speed. The driver's perception will be that instead of dragging a load with mass “X”, he will be dragging a load with mass “Xy”; and If the driver wants to maintain a constant speed, the control mechanism will send commands to the electric motor as needed, acceleration or braking with regenerative energy generation to maintain constant speed and in the same way pass the perception that the load with mass "X" being dragged, it will become “Xy”, providing a reduction in fuel consumption by the combustion engine and charging the batteries of the electric traction KIT; • If the driver wants to reduce the truck's speed, the algorithm, in a reactive way to the driver's command, will instantly trigger the braking system (generation of regenerative energy);

• Subject to the safety requirements described above, the algorithm starts operating in all other situations, alternating according to demand between supplying power to the electric motor and generating energy for the batteries through regenerative braking.

[0108] Another claim is that the algorithm provides guidance to the driver on decision-making, seeking the best use of the technological package available in his vehicle, electric traction system and control mechanism, that is, predicting the scenario that the driver will face on the way ahead through information from the database (travel history, georeferenced positioning, and instantaneous information on traffic conditions through communications with GPS applications), the algorithm is able to instantly recommend to the user commands to increase speed or reduce speed with the aim of optimizing the use of available resources and technologies and, above all, reducing the combustion engine's fuel consumption.

[0109] Below, it is important to highlight the reading and processing characteristics of the algorithm, in the situations of the trip plan (before the driver starts the trip) and the trip in progress (cyclical characteristics performed by the system throughout the trip):

• Travel Plan (before starting the trip)

• Travel in progress (low steps occur cyclically)

[0110] The electric traction system provided by the engine (10) and/or

(200) only works with a control software, but for the engine to work in a simplified way, this software does not need to contain AI functionalities, it can be a simpler control.

Claims

1. DEVICE APPLIED IN ELECTRIC TRACTION KIT FOR VEHICLES AND SEMI-TRAILERS characterized in that it describes an electric motor (10) equipped with a rotor (11) that has a set of rods (111) projected on both sides in order to allow the fixing together to the wheel hub (30) and the attachment of auxiliary brakes (50), said rotor (11) which has in its inner portion a bas-relief (112) that enables the attachment and arrangement of the magnets (113) on both sides so that the rotor (11) rotates freely together with the stator assembly (121) which is arranged next to the fixed structure (12) provided with points with bushing (122) for attachment to the axle (20) of the vehicle, said structure (12 ) which is fixed and fitted to the rotor (11) through a pair of bearings (13), keeping the stator assembly (121) fixed, so that the rotor (11) fixed to the wheel hub rotates freely along the bottom - relief (112) between the magnets (113), controlling and managing the acceleration torque when necessary and the frequency regenerative nation; the motor (10), when installed, is arranged delimited by the inner diameter of the rim (position A) so that it is fixed to the shaft (20) through screws fixed to the bushings (122) of the structure (12) and the rotor (11) fixed to the wheel hub (30) through a fastening nut next to the rods (111), and on the opposite side, the rotor (11) allows the fastening of a complementary braking system (50) which is fixed and supported by the rotor (11) through fastening points (114) so that this fastening avoids double loading of weights to the motor bearings and the wheel hub, blocking the rotation of the motor/brake in positive torque applications in the case of traction, and negative, in the case of braking, with the brake system (50) being applied additionally to the engine (10), according to the need for application and use for each vehicle and/or implement; the engine (10) can be applied and installed on any used, new or semi-new vehicle/semi-trailer axle, in order to allow its application with an adaptable kit, without the need for structural modifications to the vehicles; the motor (10) is interconnected to an inverter (60), batteries (70), ECU (80) and a set of sensors (not shown), with the entire system being controlled and managed by a specific algorithm..

2. DEVICE APPLIED IN ELECTRIC TRACTION KIT FOR VEHICLES AND SEMI-TRAILERS characterized in that the engine (200) has a structure (201) provided by the stator assembly (202) and fixing arm (203), said stator assembly (202) that is positioned in a bas-relief (204) arranged on the inner portion of the structure (201) that allows the arrangement and fitting of the structure (210) provided with central spacings (211) for fastening the magnets (212) and rods (213) for fastening together to the wheel hub (30), said frame (210) which is attached to the frame (201) together with bearings (214); the fixation arms (203) allow the fixation of the engine next to the suspension or axle of the vehicle, so that in this second constructive form the engine was mounted in an inverted way, so that the fixed part is the external one and that moves together with the wheels is the inner part; complementary braking system (50) which is fixed to the structure (210), locking the rotation of the motor/brake in applications of positive torque in the case of traction, and negative, in the case of braking, with the brake system (50 ) is additionally applied to the motor (200), according to the application and use need for each vehicle and/or implement; the engine (200) can be applied and installed on any used, new or semi-new vehicle/semi-trailer axle, in order to allow its application with an adaptable kit, without the need for structural modifications to the vehicles; the motor (200) is interconnected to an inverter (60), batteries (70), ECU (80) and a set of sensors (not shown), and the entire system is controlled and managed by a specific algorithm.

3. DEVICE APPLIED IN ELECTRIC TRACTION KIT FOR VEHICLES AND SEMI-TRAILERS, according to claims 1 and 2, characterized by the hollow center and internal or external rotor, with the appropriate provisions for assembly in vehicles/implements, new and used, and may the motor flux is radial/axial, of the synchronous / asynchronous / permanent magnets / reluctance type, with double rotors with magnets, multirotors, YASA and other forms providing for better efficiency and cooling of the motor.

4. DEVICE APPLIED IN ELECTRIC TRACTION KIT FOR VEHICLES AND SEMI-TRAILERS, according to claims 1 and 2, characterized in that the complementary brake system (50) is used to increase the braking in relation to regenerative braking, and also in case of the system is off, being interconnected to the implement's braking system, and the complementary brake system (50) is fixed through a nut with the set of rods (111) on the opposite face of the engine (10) or fixed to the structure ( 210) on the engine (200).

5. DEVICE APPLIED IN ELECTRIC TRACTION KIT FOR VEHICLES AND SEMI-TRAILERS, according to claim 1 and 2, characterized in that the complementary braking system (50) mounted next to the engine (10) and (200) acts directly connected to the other controls braking of the other wheels, when the traction system is off.

6. DEVICE APPLIED IN ELECTRIC TRACTION KIT FOR VEHICLES AND SEMI-TRAILERS, according to claims 1 and 2, characterized in that when the traction system is in operation, the control of the braking system (50) is commanded by the software, activating regenerative braking when the braking demand is low or medium.

7. DEVICE APPLIED IN ELECTRIC TRACTION KIT FOR VEHICLES AND SEMI-TRAILERS, according to claim 1 and 2, characterized in that the engine (10) and (200), when operating as a generator and reaching maximum power, the system activates the braking system (50).

8. DEVICE APPLIED IN ELECTRIC TRACTION KIT FOR VEHICLES AND SEMI-TRAILERS, according to claim 1 and 2, characterized in that the braking system (50), combined with the engine (10) and (200), is provided with a block ( not shown) added to the pneumatic circuit with two control valves that will receive electrical commands from the software, through the control center.

9. DEVICE APPLIED IN ELECTRIC TRACTION KIT FOR VEHICLES AND SEMI-TRAILERS, according to claims 1 and 2, characterized in that the electric motor (10) and (200) allows the use in electric traction semi-trailers with the motor disposed at the ends of one or more axles (20), allowing electric traction and regenerative braking.

10. DEVICE APPLIED IN ELECTRIC TRACTION KIT FOR VEHICLES AND SEMI-TRAILERS, according to claims 1 and 2, characterized in that the system is equipped with the option of being plug-in, which allows charging the batteries (70) when the implement is stopped, connected to the power grid, or any other external source of energy, in addition to the installation of solar panels for charging during the implement's own operation.

11. DEVICE APPLIED IN ELECTRIC TRACTION KIT FOR VEHICLES AND SEMI-TRAILERS, according to claim 1 and 2, characterized in that the motor (10) and (200) allow installation in kit form, enabling its application with various equipment, such as: buses, trucks, vans, Mini vans, VUC's, or road implements, using the algorithm with small changes, and it operates in parallel with the acceleration and braking systems in the case of hybrid vehicles, or through sensors in implements.

12. DEVICE APPLIED IN ELECTRIC TRACTION KIT FOR VEHICLES AND SEMI-TRAILERS, according to claim 1 and 2, characterized in that sensors installed in specific positions of the implements will be used to drive, control and monitor the motors (10) and (200). / vehicles, such as accelerometers, inclinometers, DGPS, temperature sensors, decibel meters, pressure and flow sensors for refrigerant and fuel fluids, in addition to parallel controls of the brakes, these components being arranged next to the ECU (80).

13. CONTROL METHOD APPLIED IN ELECTRIC TRACTION KIT FOR VEHICLES AND SEMI-TRAILERS characterized in that the system is equipped with an intelligent algorithm that has the following functionalities: a) The algorithm is able to communicate with the electric traction system in both ways constructive, engine (10) and/or engine (200), when installed both in road implements and in road vehicles, and when applied in vehicles, it can also communicate with the vehicle management center, engine control unit to combustion and with the vehicle's transmission control unit; b) the algorithm is able to collect data from the internet, and through communication with the ECU of the electric traction system, collect data from sensors installed in vehicles and road implements; c) the algorithm is capable of storing these data and processing them using concepts considered as state of the art such as: loT, Machine Learning, Artificial Intelligence; d) the control method defines the drive or braking power, optimized for the defined path, and the sensors (accelerometers) define the drive, that is, if the vehicle is with positive acceleration, in a location defined as being of use as engine, the system activates the engine, adding power and torque, if the location is defined as braking, for battery charging, and reduction the speed, after receiving the deceleration signal, or even from the braking system, the motor starts to operate as a generator; e) after data processing, the algorithm can make the processed data available on the internet, so that they can be accessed so that interested parties can monitor the vehicle's behavior with remote access instantly; f) The algorithm also allows users to configure operating parameters and can interact with the algorithm's logic in order to improve the performance of the control mechanism when they consider it prudent and/or that it better adapts to the characteristics of each driver; g) The algorithm has logical rules and controls that do not allow changes to parameters that jeopardize the security of direct and indirect users of this solution; h) The algorithm, in addition to communicating, is capable of sending commands instantly to the implement's passive electric traction system, changing the state of the electric motor (10) or (200): From stand by to acceleration and acceleration to stand by, From stand by to deceleration and deceleration to stand by and From acceleration to deceleration, and deceleration to acceleration; i) The logic of the algorithm based on Artificial Intelligence relates the history of information stored in previous trips, data available on the Internet, and georeferenced vehicle positioning, and starts to learn to take increasingly intelligent decisions continuously, following the rules programmed in the control system algorithm that assumes the function of regulating the availability of adequate power, both in the acceleration and in the braking of the vehicle, considering higher slopes, reaching close to the same with the energy stored in the battery needed to transpose with the necessary power; j) identifies and predicts slopes so that it arrives with space available to store the energy generated in the regenerative braking according to the need of the load or demand of the path, thus maximizing the efficiency in the consumption of electric energy from the battery and electric motor and consumption of combustion engine fuel; k) the algorithm aims at greater applicability of the system, predicting braking situations, and acting in advance, at progressive power, at critical points in the path; l) the algorithm also makes use of the database of previous trips available for other vehicles and road implements equipped with the same electric traction system, so that when another implement passes through the same path, it will have access to the information of the artificial intelligence previously used, and can enjoy the benefit for better use of energy and fuels; m) the algorithm has a security system that maintains the priority command, always respecting the decision of the vehicle user; n) the algorithm is able to instantly recommend to the user commands to increase speed or reduce speed with the aim of optimizing the use of available resources and technologies and, above all, reducing the combustion engine's fuel consumption.

14. CONTROL METHOD APPLIED IN ELECTRIC TRACTION KIT FOR VEHICLES AND SEMI-TRAILERS, according to claim 12, characterized in that the algorithm's intelligence collaborates with the user's decision-making intentions when operating the electric, hybrid or truck with combustion propulsion, but with road implement equipped with (10) and (200) electric traction engines

15. CONTROL METHOD APPLIED IN ELECTRIC TRACTION KIT FOR VEHICLES AND SEMI-TRAILERS, according to claim 12, characterized in that the algorithm evaluates external energy demands to the electric traction kit, as well as availability along the route, such as points where the batteries can be charged in a plug-in system to the network, and the system can set the energy back to the network if the batteries arrive very charged, not having so much demand in the continuation of the journey, and can return monetary or charge values available to the user.

16. CONTROL METHOD APPLIED IN ELECTRIC TRACTION KIT FOR VEHICLES AND SEMI-TRAILERS, according to claim 12, characterized in that when the vehicle or implement is equipped with solar panels will receive energy during the journey, the algorithm will use meteorological data, as well as loads generated by the same path in other vehicles, considering this extra energy in the use of batteries, increasing system availability.

17. CONTROL METHOD APPLIED IN ELECTRIC TRACTION KIT FOR VEHICLES AND SEMI-TRAILERS, according to claim 12, characterized in that the algorithm provides guidance to the driver on decision-making seeking the best use of the technological package available in his vehicle, system of electric traction and control mechanism, that is, predicting the scenario that the driver will face on the way ahead through information from the database (travel history, geo-referenced positioning, and instantaneous information on traffic conditions through communications with GPS applications );

18. CONTROL METHOD APPLIED IN ELECTRIC TRACTION KIT FOR VEHICLES AND SEMI-TRAILERS, according to claim 12, characterized in that the electric traction system provided by the engine (10) and/or (200) only works with a control software, but for the engine to work in a simplified way, this software does not need to contain AI functionalities, it can be a simpler control.