WO2023002126A1

WO2023002126A1 - Modular electric-powered vehicle

Info

Publication number: WO2023002126A1
Application number: PCT/FR2022/051447
Authority: WO
Inventors: Sylvain Bigot; Benoit SCHWENCK
Original assignee: MCE 5 Development
Priority date: 2021-07-23
Filing date: 2022-07-20
Publication date: 2023-01-26
Also published as: FR3125473A1

Abstract

The invention relates to a modular electric-powered vehicle (1) comprising an electric motor, a battery (20) for supplying power to the electric motor, a power transfer system (3) for transferring output power to the electric motor, a central control unit (4) for managing the energy of the vehicle, which unit is connected to the battery (20) and to the power transfer system (3), characterised in that the power transfer system (3) comprises at least one power module (30, 31) connected to the electric motor and connected by connector technology to one another and to the central control unit (4), each individual power module (30) being installed removably in a dedicated rack (300) and being interchangeable with a power module (30, 31) in the form of a battery (30) or a generator (31).

Description

MODULAR ELECTRIC TRACTION VEHICLE

TECHNICAL FIELD OF THE INVENTION

[001] The invention relates to the field of motor vehicles, and relates more particularly to a motor vehicle with modular electric traction.

[002] The invention is intended in particular, but not exclusively, for a series hybrid vehicle.

STATE OF THE ART

[003] In known manner, a series hybrid vehicle comprises an electric motor, a battery supplying the electric motor, a generator, and a central supervisor ensuring the management of the energy of the vehicle connected to the battery.

[004] There are currently two types of serial hybrid vehicle configuration.

[005] The first configuration is a configuration in which the autonomy of the vehicle in electric mode is privileged. This is referred to as “range extender” mode. In this configuration, the electric motor supply battery is chosen to fully support the instantaneous power of the vehicle, while the generator set provides the average power consumed by the vehicle. The size of the battery is therefore necessarily important. If this configuration has the advantage of a high autonomy in electric mode only due to the choice of the battery size and an optimization of the efficiency of the electric generator set due to the fact that it operates on a limited number of operating points , it does however have drawbacks. Firstly, the battery required to ensure complete autonomy of the vehicle has a high mass and a large bulk; disadvantage is then reflected in terms of construction cost. Secondly, in the event of intensive use (average power consumed greater than the power supplied by the generating set), the performance of the vehicle is limited by the capacity of the battery and the time required to recharge the battery.

[006] The second configuration is a configuration in which the instantaneous power is supplied by the generator, the battery being used to smooth the load calls Pot linings which require a response in a time less than the reaction time of the generator. This is referred to as “Continuously Variable Transmission” mode. This architecture has the advantage of making it possible to reduce the mass, size and cost of the battery, the only limit to intensive use being the capacity of the fuel tank. However, this architecture has the disadvantage of offering low autonomy in electric mode alone, due to the size of the battery. It also has the disadvantage that, to adapt to the instantaneous power demand, the electric generator operates over an extended number of operating points, which limits the optimization of its efficiency.

[007] The choice between these two configurations is made according to the use of the vehicle. Thus, for a vehicle operating in an urban environment, the average power demand is low, and the need for electric autonomy is increased (especially in areas qualified as low emission zones - ZFE). In this case, the preferred mode is the "Range extender". For a vehicle operating in a rural environment, and in particular in particularly mountainous environments, the need for average power is high, while the need for 100% electric range remains low. In this case, the preferred mode is then the “Continuously variable transmission” mode. The configuration in which the vehicle was designed is therefore not always the most suitable configuration for the environments in which they operate, particularly in the event of a change in the type of the surrounding environment. This problem is for example encountered in particular, but not exclusively, by delivery vehicles depending on the missions assigned to them.

[008] The invention aims to remedy these problems by proposing a series hybrid vehicle whose instantaneous power source and electrical autonomy is easily configurable according to the environmental medium in which the vehicle must operate.

OBJECT OF THE INVENTION

[009] To this end, the invention proposes a modular electric traction vehicle comprising an electric traction motor, a fixed battery supplying the electric traction motor, a power transfer system for transferring power from output to the electric traction motor, a central supervisor ensuring the management of the energy of the vehicle, connected to the battery and to the power transfer system, the invention being remarkable in that the power transfer system comprises at least one power module (or power generator module) of the battery, generator or fuel cell type, mounted in a dedicated rack and connected to the electric motor and to the central supervisor , said power module being removable and interchangeable with another power module selected from a group of devices comprising a battery, a generator or a fuel cell.

[0010] Thanks to the interchangeability of the power modules, the power transfer system can be modulated according to requirements. The electric traction vehicle thus has an evolutionary character according to the needs.

[0011] By rack, we mean any receptacle, housing, compartment or the like able to receive a power module, by means of fast connectors.

[0012] According to a preferred embodiment, the modular electric traction vehicle comprises at least two removable individual power modules interconnected in connection with each other and respectively interchangeable with another power module chosen from a group of devices comprising a battery, a generator or fuel cell.

[0013] Advantageously, the racks receiving the power modules comprise a connection interface allowing a common connection of the power modules with the vehicle's cooling system, the electrical power connectors and the central supervisor.

[0014] Advantageously, the racks receiving the power modules are independent of each other.

[0015] Advantageously, the power modules of the same category received in the racks are wholly or partly of the same type. In the “battery” module category, the batteries can be, for example, nickel-metal-hydride batteries, lithium-ion and lithium-polymer batteries, etc. In the “generator set” category, the generators can be, for example, diesel, gasoline, chemical, thermochemical generators, etc. Thus, the power transfer system can comprise either an arrangement of "battery" modules of the same type or of different types, or an arrangement of "generator set" modules in which the generators are of the same type or of different types, or a combination of “battery” modules of the same or different types and of “generator set” modules with generators of the same or different types.

[0016] Advantageously, the generating sets include a computer for calculating the power to be produced, according to a yield defined as being the optimum yield, based on a power request from the central supervisor.

[0017] Advantageously, the central supervisor is arranged to transmit individual power or discharge requests to the power modules in place in the dedicated rack.

[0018] Advantageously, the central supervisor includes means for recognizing the power modules in place in the racks in order to adapt the power demand strategy according to the types of modules installed.

[0019] Advantageously, the power modules are common to several types of vehicle, this standardization facilitating the maintenance of vehicle fleets.

BRIEF DESCRIPTION OF FIGURES

Other characteristics and advantages of the invention will emerge from the detailed description of the invention which will follow with reference to the appended figures and in which:

[Fig. 1] Figure 1 shows a simplified schematic diagram illustrating the components of a modular series hybrid vehicle according to a first configuration of the invention;

[Fig. 2] Figure 2 shows a detail view of a power transfer system of the hybrid vehicle of Figure 1;

[Fig. 3] Figure 3 shows a view of the power transfer system of Figure 2 in which the "battery" module has been replaced by a "generator" module;

[Fig. 4] Figure 4 shows a detail view of a power transfer system of a modular series hybrid vehicle according to another configuration of the invention. [0021] For greater clarity, identical or similar elements of the different embodiments are identified by identical reference signs in all of the figures.

DETAILED DESCRIPTION OF THE INVENTION

In connection with Figures 1 to 3, there is described an example of configuration of a modular electric traction vehicle 1 according to the invention. In the example illustrated, it is a series hybrid vehicle of the truck type.

The series hybrid vehicle 1 conventionally comprises an electric propulsion system 2 allowing the propulsion of the vehicle and comprising an electric motor and an electric energy storage unit (battery 20 intended to supply the electric motor) , a power transfer system 3 for transferring an output power to the electric motor as well as a central supervisor 4 for managing the energy (electrical and thermal) of the vehicle, connected to the battery 20 and to the power transfer 3. This supervisor is in particular connected to the human-machine interfaces of the vehicle in order to take account of the power demands, whether they be acceleration or braking.

[0024] The electric propulsion system 2 further comprises converters making it possible, on the one hand, to regulate the charging current of the battery 20, whether during the recovery of the kinetic energy during braking or when the system of power transfer charges the battery 20, and on the other hand to regulate the power supplied by the battery 20 and the power transfer system to the electric motor.

In the embodiment illustrated in Figure 2, the power transfer system 3 comprises four power modules 30, 31, one of the modules being a supply battery 30 (hereinafter referred to as "battery" module 30), the other three modules being generators 31 (hereinafter referred to as “generator” modules 31). Each of these power modules (battery and generators) 30, 31 are arranged respectively in dedicated racks 300, advantageously independent of each other and connected in connection with each other and with the central supervisor 4. Each generator, in a conventional manner, comprises a heat engine and advantageously an electric generator, and operates with a liquid or gaseous fuel. Advantageously, the generator of each generating set comprises a computer configured to calculate the power to be produced according to a yield defined as being the optimum efficiency based on a power request from the central supervisor 4.

[0026] Each power module 30, 31 is a removable and interchangeable module with a module of the same category but of a different type or a module of a different category. Thus, each “generator set” module 31 can be replaced by a “battery” module 30, and conversely, each “battery” module 30 can be replaced by a “generator set” module 31 (modules of different categories). Similarly, each “generator set” module 31 can be replaced by a “generator set” module 31 of a different type (for example change from a diesel generator to a gasoline generator, or vice versa). Thanks to this removable and interchangeable nature of the power modules, the power transfer system 3 and by extension the hybrid vehicle can be modulated according to the desired efficiency and/or autonomy, thus offering adaptability of the vehicle needs to.

The racks 300 comprise a first connection interface for the connection of the "battery" modules 30 on the one hand and the connection of the cooling system, the generator control commands by the on-board system, the power connectors electric. The racks 300 also include a second connection interface for connecting the “generator set” modules 31 to which the cooling system, the generator control commands by the on-board system and the electrical power connectors are connected. The connection interfaces of the “battery” modules and the “generator set” modules are preferably separate from each other. Each connection interface is advantageously common to all of the racks 300. Of course, interfaces specific to each of the racks 300 can be provided.

In the mode illustrated in Figure 2, the power transfer system 3 comprises three "generator" modules 31 and a "battery" module 30. This is a hybrid configuration to work in the best yield areas. In order to further improve this efficiency, the “battery” module 30 can be replaced by a “generator” module 31 as illustrated in FIG. 3. It is of course obvious that this is a possible combination among d 'others. Thus, if the need is to benefit from increased autonomy in ZEV mode (Zero Emission Vehicle or forced electric mode), the “battery” module 30 of the power transfer system 3 would be retained while one, two or all three "Genset" modules 31 will be replaced respectively by a “battery” module 30. In the case of a replacement of all the generating set modules by “battery” modules, the hybrid vehicle would be “transformed” into an “all-electric” vehicle.

In the example illustrated in Figures 1 to 3, the power transfer system 3 comprises four power modules (and therefore four dedicated racks 300). It is of course obvious that the invention is not limited to this number of modules/racks and that a number of different modules/racks can be provided, the power transfer system 3 according to the invention comprising at least a rack of power modules. FIG. 4 illustrates an example configuration of a power transfer system 3 comprising two racks of power modules, the power modules being “generator set” modules 31. As in the example previously described, these modules “generator set” 31 are removable and can be replaced one and/or the other by other modules (“battery” modules 30 or “generator set” modules 31 of different type).

The central supervisor 4 is configured to manage energy supply needs. It thus ensures the management of the power or discharge request of each of the power modules 30, 31 by controlling the reference powers as well as the charges and discharges from input data originating from measurements or estimates.

The central supervisor 4 independently transmits power or discharge requests to each of the power modules 30, 31 as needed. The requests of the central supervisor 4 are advantageously adapted according to the power modules 30, 31 in place in the racks 300 and the needs so as to maximize the electricity production efficiency. As regards the “generator set” modules 31, the latter will produce the power request from the central supervisor 4 at the best efficiency after calculation by the computer of the generator set concerned.

[0032] Advantageously, the central supervisor 4 comprises means for recognizing the category and the type of power modules in place in the dedicated rack 300.

Advantageously, the central supervisor 4 is adapted to ensure the stability of the on-board energy network in combination with the state of the “battery” module(s) 30 when these are present in the power transfer system 3 . [0034] The system also ensures the overall management of the evacuation of the calories produced by the generators of the "generator set" modules 31, the latter also contributing locally in this management by optimizing, via the associated computer, the electrical power supplied according to the heat removal capacity of the central system.

The invention is described in the foregoing by way of example. It is understood that the person skilled in the art is able to carry out different variant embodiments of the invention without departing from the scope of the invention.

Claims

1. Modular electric traction vehicle (1) comprising

- an electric traction motor,

- a fixed battery (20) supplying the electric traction motor,

- a power transfer system (3) for transferring an output power to the electric traction motor,

- a central supervisor (4) ensuring the management of the energy of the vehicle, connected to the battery (20) and to the power transfer system (3), characterized in that the power transfer system (3) comprises at at least one power module (30, 31) of the battery, generator or fuel cell type, mounted in a dedicated rack (300) and connected to the electric motor and to the central supervisor (4), said power module being removable and interchangeable with another power module (30, 31) selected from a group of devices comprising a battery, a generator or a fuel cell.

2. Modular electric traction vehicle (1) according to claim 1, characterized in that it comprises at least two removable individual power modules (30, 31) interconnected in connection with each other and respectively interchangeable with another power module (30 , 31) selected from a group of devices comprising a battery, a generator or a fuel cell.

3. Modular electric traction vehicle (1) according to claim 1 or claim 2, characterized in that the racks (300) receiving the power modules (30, 31) comprise a connection interface allowing common connection of the power modules. power with the vehicle's cooling system, the electrical power connectors and the central supervisor (4).

4. Modular electric traction vehicle (1) according to any one of the preceding claims, characterized in that the racks (300) receiving the power modules (30, 31) are independent of each other.

5. Modular electric traction vehicle (1) according to any one of the preceding claims, characterized in that the generating sets comprise a computer for calculating the power to be produced according to a yield defined as being the optimum yield from a power request from the central supervisor (4).

6. Modular electric traction vehicle (1) according to any one of the preceding claims, characterized in that the central supervisor (4) is arranged to transmit individual power or discharge requests to the power modules (30, 31) in place in the dedicated rack (300).

7. Modular electric traction vehicle (1) according to any one of the preceding claims, characterized in that the central supervisor (4) comprises means for recognizing the power modules (30, 31) in place in the racks (300 ).