METHOD FOR INSTALLING AN ELECTRIC TRACTION KIT FOR CONVERTING COMBUSTION VEHICLES INTO HYBRID VEHICLES

Description

METHOD FOR INSTALLING AN ELECTRIC TRACTION KIT FOR CONVERTING COMBUSTION VEHICLES INTO HYBRID VEHICLES FIELD OF THE INVENTION

[01] In general, the present invention belongs to the automotive technology sector and refers, more specifically, to a series of methods for installing an electric drive kit that converts combustion vehicles of the truck, tractor-truck, bus and minibus type into hybrid vehicles. BACKGROUND OF THE INVENTION

[02] With the automotive industry’s advance to modern hybrid cars, the battery and electrical component industry has made significant progress, not only in the quality of the products supplied, but also in durability and power.

[03] In this sense, and considering that the emission of greenhouse gases (GHGs) is a high-impact problem that should be considered without restrictions, automotive technologies for hybrid vehicles tend to significantly reduce pollutant emissions.

[04] That said, there are also some alternatives that represent the current state of the art and are described in patent documents. Some examples can be seen in the case of document CN105579266B, which describes a method for installing an electric motor in a bus driveshaft, specifically referring to the possibility of installation in buses of certain very specific models used in Europe, due to the configuration of the combustion engine, transmission, driveshaft, and differential in these vehicles.

[05] The present invention is significantly more versatile, allowing installation on trucks, tractor-trucks, buses, minibuses, Petition 870230084709, dated 09 / 25 / 2023, page 6 / 58 2 / 19 off-road vehicles, that is, any vehicle that has a driveshaft to transmit power from the diesel engine to the existing drive axle on the vehicle.

[06] There is also document US11479144 which describes a method of hybridizing trucks and trailers by replacing passive (drag) axles with electric drive axles, being very specific in the installation and control method, referring to ways of installing an electric axle, as well as the method of energy management and control for the same.

[07] However, the construction and installation method of the hybridization KIT differs completely, since this prior design involves replacing a vehicle and / or implement drive axle with an electric axle.

[08] In the present invention, the kit is incorporated into the vehicle's drive axle, and not the trailing axle, by mechanically installing the kit on the existing driveshaft that transmits the power from the combustion engine to the drive axle, or also by adding the kit to the differential of the vehicle's drive axle.

[09] Thus, given all the drawbacks of the systems and equipment currently used, described above in the state of the art, it is clear that there is a gap in the creation of an electric drive kit that converts combustion vehicles of the truck, tractor-truck, bus and minibus types into hybrids. SUMMARY AND OBJECTIVES OF THE INVENTION

[010] The focus of this solution is to reduce fuel consumption and greenhouse gas (GHG) emissions by adding an auxiliary power source to vehicles through an electric motor / generator that transforms the electrical energy from the batteries into mechanical energy for the Petition 870230084709, dated 09 / 25 / 2023, page 7 / 58 3 / 19 transmission components found in vehicles (cardan shaft), and in other constructive forms, alternatively, in the differential.

[011] The present invention is aimed at vehicles in advanced condition of use that are still in circulation, not requiring major adaptations and modifications for the installation of the kit in different makes and models of vehicles.

[012] The constructive form described below proposes the installation of the kit in the vehicle's existing power transmission system, connecting to the vehicle's drive axle.

[013] Some components of the vehicle's power transmission (Cardan shaft and differential) have specific construction forms that allow integration with the mechanical components of the power transmission kit in the vehicle.

[014] The kit described herein may have one or more electric motors / generators, and may or may not have a power transmission box, one or more frequency inverters, one or more battery packs, one or more temperature control systems, one or more hybrid control units (UHC) and software, as well as accessories and mechanical supports and electrical cables and wires for fixing and connecting the components in the vehicle to be converted.

[015] With the aim of addressing the shortcomings of the current state of the art highlighted above, the present invention patent aims to propose a solution for converting combustion vehicles of the truck, tractor truck, bus and minibus types into hybrids, in a versatile way and without requiring significant changes to the original vehicle. BRIEF DESCRIPTION OF THE FIGURES

[016] In order for the present invention to be fully understood and put into practice by any technician in this technological sector, the Petition 870230084709, dated 09 / 25 / 2023, page 8 / 58 4 / 19 it will be described in a clear, concise and sufficient manner, based on the attached drawings, which illustrate and support it listed below:

[017] Figure 1 represents an exemplary block diagram of a traditional power transmission model with a full cardan shaft without the presence of the kit now revealed.

[018] Figure 2 represents the kit installed, exemplarily, through the execution of the Mode 1 method and figures 2A and 2B show the details of the kit applied to the vehicle. Figures 2C, 2D and 2E show the details of the kit and its application method.

[019] Figure 3 represents the kit installed, exemplarily, through the execution of the Mode 2 method and figures 3A and 3B show the details of the kit applied to the vehicle. Figures 3C, 3D and 3E show the details of the kit and its application method.

[020] Figure 4 represents the kit installed, for example, through the execution of the Mode 3 method.

[021] Figure 5 represents the kit installed, for example, through the execution of the Mode 4 method.

[022] Figure 6 represents the kit installed, exemplarily, through the execution of the Mode 5 method and figures 6A and 6B show the details of the kit applied to the vehicle. Figures 6C, 6D and 6E show the details of the kit and its application method.

[023] Figure 7 represents the kit installed, for example, through the execution of the Mode 6 method.

[024] Figure 8 represents the kit installed, for example, by executing the Mode 7 method.

[025] Figure 9 represents the kit installed, for example, by executing the Mode 8 method. Petition 870230084709, dated 09 / 25 / 2023, p. 9 / 58 5 / 19

[026] Figure 10 represents a flowchart of the control system used in the kit.

[027] Figure 11 represents the kit installed with the control unit, with emphasis on the regeneration / traction modes and Cooling System.

[028] Figure 12 represents the kit installed with the controller unit, with emphasis on the GPS module.

[029] Figure 13 represents the kit installed without a DC / DC or DC / AC converter.

[030] Figure 14 represents the kit installed with DC / DC or DC / AC converter.

[031] Figure 15 represents the kit installed with a mechanical compressor. DETAILED DESCRIPTION OF THE INVENTION

[032] In the following kit (2) embodiments, the vehicle (1) is equipped with a cardan shaft (1.5) which can be altered or even replaced by smaller segments, and Figure 1 shows the state of the art power transmission system with the entire cardan shaft without the application of kit (2).

[033] Mode 1, as shown in Figure 2, features a transmission (1.2) linked to a diesel engine (1.1), diesel tank (1.3), battery (1.4) and split driveshaft (1.5), which are original vehicle features. Kit (2) is applied and adapted to the vehicle's original mechanics, featuring a power transmission with a flange (2.1) that fits over the driveshaft (1.5), equipped with a motor (2.2) and inverter (2.3). Kit (2) is linked to the battery pack (2.4) equipped with a cooling system (2.5). Petition 870230084709, dated 09 / 25 / 2023, page 10 / 58 6 / 19

[034] The kit (2) positioned next to the cardan shaft (1.5) is fixed to the vehicle chassis (1) by a cushion (2.6) located next to the transmission (2.1) and engine (2.2).

[035] Figure 2C shows the kit (2) arranged next to the split cardan shaft (1.5), so that the power transmission with flanges (2.1) is positioned between the cardan shafts (1.5) in such a way that it is positioned and fixed next to the faces of the transmission flange (2.1).

[036] The flanged power transmission (2.1) internally equipped with power transmission components has the motor arrangement (2.2) in the lower portion and structures (2.11A) in the upper portion that allow attachment to the cushions (2.6) for attachment to the chassis.

[037] Figures 2D and 2E show the positioning of the kit (2) next to the vehicle chassis, so that the flanged power transmission (2.1) is positioned between the split driveshaft (1.5) and the engine (2.2) positioned below the driveshaft (1.5) next to the lower portion of the flanged power transmission (2.1). The kit (2) is fixed to the chassis by means of the structures (2.1A) of the flanged power transmission (2.1) and cushions (2.6) which are fixed to the chassis.

[038] Mode 2, as shown in figure 3, features a split driveshaft (1.5A), with the kit (2A) being applied and adapted to the vehicle's original mechanics (1), featuring a hollow shaft power transmission (2.1A), which fits onto the driveshaft (1.5), equipped with a motor (2.2) and inverter (2.3). The kit (2A) is linked to the battery pack (2.4) equipped with a cooling system (2.5).

[039] The kit (2A) positioned next to the cardan shaft (1.5) is fixed to the vehicle chassis (1) by several points on the cushion (2.6A) located next to the transmission (2.1A) and engine (2.2). Petition 870230084709, dated 09 / 25 / 2023, page 11 / 58 7 / 19

[040] Figure 3C shows the kit (2A) arranged next to the split cardan shaft (1.5A), so that the hollow shaft transmission (2.1A) is positioned around the cardan shaft (1.5A), without it being necessary to alter the original characteristics.

[041] The hollow shaft transmission (2.1A) internally equipped with power transmission components has the motor (2.2) in its lower portion and structures (2.12A) in its upper portion that allow attachment to the cushions (2.6A) for fixing to the chassis.

[042] Figures 2D and 2E show the positioning of the kit (2A) to the vehicle chassis, so that the hollow shaft transmission (2.1) is positioned between the split driveshaft (1.5A) and the motor (2.2) positioned below the driveshaft (1.5) next to the lower portion of the shaft (2.1A). The kit (2A) is fixed to the chassis through the structures (2.12A) of the shaft (2.1) and cushions (2.6A) that are fixed to the chassis.

[043] Mode 3, as shown in Figure 4, features a split driveshaft (1.5B), with the kit (2B) being applied and adapted to the vehicle's original mechanics (1) without the transmission (2.1) so that the motor (2.2) equipped with an inverter (2.4) is applied to the driveshaft (1.5B) with shafts on both sides. The kit (2B) is fixed to the chassis by a cushion. The kit (2B) is linked to the battery pack (2.4) equipped with a cooling system (2.5).

[044] Mode 4, as shown in Figure 5, features a split driveshaft (1.5C), with the kit (2C) being applied and adapted to the vehicle's original mechanics (1) without the transmission (2.1) so that the motor (2.2) equipped with an inverter (2.4) is applied to the driveshaft (1.5C) with shafts on both sides. The kit (2C) is fixed to the chassis by a cushion. The kit (2C) is linked to the battery pack (2.4) equipped with a cooling system (2.5).

[045] In some forms, where the vehicle originally has the driveshaft (1.5) sectioned, a driveshaft fastening element Petition 870230084709, dated 09 / 25 / 2023, page 12 / 58 8 / 19 (1.5) is replaced by transmission (2.1), the bearing being removed and enabling the application of modes 1 to 4, described previously.

[046] In the following versions, the driveshaft (1.5D) is kept original without sectioning, see version 5, shown in figure 6 below, which features mechanics with hollow shaft transmission (2.1), which involves the single driveshaft (1.5D), equipped with motor (2.3) and inverter (2.4). The kit (2D) is linked to the battery pack (2.4) equipped with cooling system (2.5).

[047] The kit (2D) positioned next to the driveshaft (1.5D) is fixed to the vehicle chassis (1) by several points on the cushion (2.6D) located next to the engine (2.2).

[048] Figure 6C shows the kit (2D) positioned next to the single driveshaft (1.5D), so that the hollow shaft transmission (2.1D) is positioned around the driveshaft (1.5D), without it being necessary to alter the original characteristics.

[049] The hollow shaft transmission (2.1D) internally equipped with power transmission components has the motor (2.2) in its lower portion equipped with structures (2.2A) that allow it to be fixed to the cushions (2.6A) for attachment to the chassis.

[050] Figures 2D and 2E show the positioning of the kit (2D) next to the vehicle chassis, so that the hollow shaft transmission (2.1D) is positioned between the single driveshaft (1.5D) and the motor (2.2) positioned below the driveshaft (1.5D) next to the lower portion of the hollow shaft (2.1D). The kit (2D) is fixed to the chassis by means of the motor (2.2) structures (2.2A) and engine mounts (2.6D) which are fixed to the chassis.

[051] Similarly, modality 6, shown in figure 7, features a transmissionless mechanism (2.1) where the hollow shaft motor (2.2) is positioned directly on the driveshaft (1.5E). The kit (2E) is linked to the battery pack (2.4) equipped with a cooling system (2.5). Petition 870230084709, dated 09 / 25 / 2023, p. 13 / 58 9 / 19

[052] The kit (2E) positioned next to the cardan shaft (1.5E) is fixed to the vehicle chassis (1) by cushions at various points (2.6E) located next to the transmission (2.1E) and engine (2.2E), as described in figures 6A and 6B.

[053] In another possible application model, the originality of the driveshaft (1.5E) is maintained, whether whole or sectioned, and the Kit (2E) is mechanically installed on the drive axle, coupled directly to the differential, as per mode 7, shown in Figure 8, which has mechanics with power transmission (2.1) to the differential, motor (2.2) and inverter (2.3), with rigid fixation on the differential. The kit (2E) is linked to the battery pack (2.4) equipped with a cooling system (2.5).

[054] Finally, in mode 8, shown in Figure 9, the originality of the driveshaft (1.5F) is maintained, whether whole or sectioned, and the Kit (2F) is mechanically installed on the drive axle, coupled directly to the differential, as per mode 7, shown in Figure 8, which has mechanics with motor (2.2) and inverter (2.3), with rigid fixation on the differential. The kit (2F) is linked to the battery pack (2.4) equipped with a cooling system (2.5).

[055] The control system has two modes of operation, called Local and Global.

[056] The local mode aims to monitor the driver's actions in real time, and all the systems on board the truck (battery (2.4), Inverter (2.3), Transmission (2.1), Cooling systems (2.5) and engine (2.2)), and control the operation of the inverter (2.3) that drives the engine (2.2) and UCH (3.47.

[057] The Global mode aims to consider, in addition to the real-time information from the local mode, the following variables in the algorithm rules: - Trip route parameters. Departure, destination, Petition 870230084709, dated 09 / 25 / 2023, page 14 / 58 10 / 19 distance, route map. Based on the travel itinerary, the algorithm calculates and defines the planned energy efficiency;

[058] The Local operating mode has a Preference order over the Global mode and in some operating modes the algorithm may ignore conditions of the global mode and prioritize conditions of the Local operating mode.

[059] Figure 10 shows the control system (3) which can be implemented by the connector (3.1) or bus (3.2), connected to the Hybrid Control Unit (3.4) which connects to the HMI (3.3) for driver access and to the database (3.5) and cloud server (3.6).

[060] The real-time monitored information regarding vehicle operation is read via the CANBus or SAE J1939 bus, the information includes: engine rpm (1.1), engine load (1.1), throttle position, brake pedal position, MAF, Lambda probe, vehicle speed, gear engaged, instantaneous consumption, among others that may be available.

[061] All this information is read by the UCH- Hybrid Control Unit (3.4) because the system is designed to operate with the most diverse fleet available, the basic control information is engine load (1.1).

[062] Figure 11 shows the vehicle’s original diesel engine (1.1), transmission (1.2), tank (1.3), battery (1.4) and busbar (3.2), with the application of kit (2) equipped with transmission (2.1), engine (2.2), inverter (2.3), battery (2.4) with converter (2.4A), battery cooling system (2.5) and UCH - Hybrid Control Unit (3.4).

[063] Local mode uses the combustion engine load (1.1) read by the CAN network as the main command parameter. Petition 870230084709, dated 09 / 25 / 2023, page 15 / 58 11 / 19

[064] If the load is = 0, it means the system should enter regeneration mode.

[065] If the load is > 0, it means the system should enter traction mode.

[066] In some modes the system must remain inert, regardless of the value read in the combustion engine load (1.1). To enter this condition the algorithm reads the vehicle speed parameter and / or engaged gear.

[067] In some modes, the regeneration mode uses a PWM logic that proportionally releases the power of the electric motor (2.2) as the vehicle speed increases or decreases, so that it always seeks to maintain the vehicle speed constant.

[068] In some modes when the brake pedal is pressed, the regeneration mode may enter other conditions.

[069] In some modes when the brake pedal is pressed, regeneration is activated with power parameterized by the user (peak power).

[070] In some modes when the brake pedal is pressed, regeneration is activated with peak power according to the SOC compatibility matrix available in the battery (1.4).

[071] In some modes when the brake pedal is pressed, regeneration is activated with peak power according to the battery temperature compatibility matrix (1.4).

[072] In some modes when the brake pedal is pressed, regeneration is activated with peak power according to the peak power usage time compatibility matrix.

[073] In some modes when the brake pedal is pressed, regeneration is activated with peak power according to the Petition 870230084709, dated 09 / 25 / 2023, page 16 / 58 12 / 19 combination of available SOC compatibility matrices, battery temperature (1.4) and peak power usage time.

[074] In some modes when the brake pedal is pressed, regeneration is activated proportionally or inversely proportional to the pressure read by the sensors that measure the air pressure in the vehicle's brakes.

[075] In some modes when the brake pedal is pressed, regeneration is activated proportionally or inversely proportional to the pressure read by the sensors that measure the air pressure in the vehicle's brakes.

[076] In some modes when the brake pedal is pressed, regeneration is activated proportionally or inversely proportional to the acceleration of the vehicle (as the vehicle speed increases or decreases).

[077] In some modes, regeneration is activated proportionally or inversely proportional to the available battery charge (2.4) (SOC)

[078] In some modes, regeneration is activated proportionally or inversely proportional to the battery's operating temperature (1.4).

[079] In some modes the variable prioritization rule may be changed (battery SOC (2.4), battery temperature (2.4), vehicle speed, positive or negative vehicle acceleration, brake pedal pressure, peak power usage time)

[080] In some modes, the activation of regeneration can be by fixed parameters ignoring all measurements of the variables or part of them. Petition 870230084709, dated 09 / 25 / 2023, page 17 / 58 13 / 19

[081] In some modes, the activation of regeneration can be proportional by PWM calculation ignoring all or part of the variable measurements.

[082] In some traction mode modes the algorithm is segmented into 1 or more parts so that each segment represents a specific range of combustion engine load (1.1) with parameterizable amplitude.

[083] In some modes the traction mode uses a PWM logic that proportionally releases the power of the electric motor (2.2) as the load of the combustion motor (1.1) increases or decreases.

[084] In some modes the drive mode uses a PWM logic that proportionally releases the power of the electric motor (2.2) as the vehicle speed increases or decreases, so that it always seeks to maintain the vehicle speed constant.

[085] In some modes, traction mode is activated with power parameterized by the user (peak power).

[086] In some modes, traction mode is activated with power compatible with the restrictions of the SOC compatibility matrix available in the battery (2.4).

[087] In some modes, traction mode is activated with power compatible with the restrictions of the Battery Temperature compatibility matrix (2.4).

[088] In some modes, traction mode is activated with peak power compatible with the peak power usage time compatibility matrix.

[089] In some modes, traction mode is activated with power compatible with the combination of SOC compatibility matrices. Petition 870230084709, dated 09 / 25 / 2023, page 18 / 58 14 / 19 available, battery temperature (2.4) and peak power usage time.

[090] In some modes the combustion engine load segments (1.1) may have different prioritization sequences with respect to battery SOC variables (2.4), battery temperature (2.4) and peak power usage time.

[091] In some modes the combustion engine load segments (1.1) may have the same prioritization sequence as the battery SOC variables (2.4), battery temperature (2.4) and peak power usage time.

[092] The Global mode aims to consider, in addition to the real-time information from the local mode, the following variables in the algorithm's rules: - Trip itinerary parameters. Departure, destination, distance, route map. Based on the trip itinerary, the algorithm calculates and defines the planned energy efficiency; - Torque curve of the combustion engine (1.1). Considering the efficiency map of the combustion engine (1.1) by the ratio (Torque X RPM), a Power matrix of the Electric Engine (2.2) X is developed; - Georeferenced coordinates (GPS): Based on the georeferenced position and the map of the planned route, the system can anticipate the route and release more power by anticipating the need for storage space through regeneration, or even regenerate more energy than it consumes in advance, predicting consumption above what is available on the route ahead. Petition 870230084709, dated 09 / 25 / 2023, page 19 / 58 15 / 19

[093] Global Mode presents the functionalities of the local mode, where the UCH-Hybrid Control Unit algorithm (3.4) considers four additional algorithms in decision-making, where the data that feed these logics are reported to the UCH-Hybrid Control Unit (3.4) offline by downloading the database (3.5) or online via 3G, 4G, WI-FI communication by downloading and uploading from cloud servers (3.6) presented below: i. The additional algorithm 1 aims to prioritize the efficient management and consumption of electrical energy from the battery pack (2.4), so that the UCH - Hybrid Control Unit (3.4) equipped with a GPS antenna and communication with a GPS guidance application, allows the parameterization of data related to the trip route: Departure Location, Destination Location, Stop Locations, and creates a database (BD1) containing planned (altitude, latitude and longitude) data for the defined route; once the route definition process is complete, the algorithm queries the database (BD1), queries the data (BD2) of the battery pack (2.4), calculates and defines the planned SOC parameter of the battery pack (2.4) and shows the driver through the control and monitoring interface (3.3) Planned SOC, Actual SOC and Deviation between Planned and Actual SOC. ii. The additional algorithm 2 aims to prioritize the reduction in fuel consumption of the combustion engine (1.1), so that the UCH - Hybrid Control Unit (3.4) equipped with a GPS antenna and communication with a GPS guidance application, allows the parameterization of data relating to the route. Petition 870230084709, dated 09 / 25 / 2023, page 20 / 58 16 / 19 of the trip: Departure Location, Destination Location, Stop Locations, and creates a database (BD1) containing planned (altitude, latitude, and longitude) data for the defined route. Once the route definition process is complete, the UCH-Hybrid Control Unit (3.4) algorithm queries the database (BD1), retrieves the updated (Altitude, Latitude, Longitude) data from the GPS antenna, compares the data, and calculates. As a result of the calculation, the algorithm presents the driver, through the control and monitoring interface (3.3), during the journey, with new charge percentage (C) parameters for (regeneration) and discharge (consumption) of electrical energy from the battery pack (2.4); once the user confirms the new parameters of the UCH-Hybrid Control Unit (3.4) algorithm, the new charge percentage (C) data is used by the UCH-Hybrid Control Unit (3.4) algorithm. iii. The additional algorithm 3 aims to prioritize the reduction in fuel consumption of the combustion engine (1.1) so that the UCH-Hybrid Control Unit (3.4) allows the parameterization of a database (BD3) containing combustion engine data such as torque curve per RPM, power curve per RPM, and planned energy efficiency (PEE); the algorithm of the UCH-Hybrid Control Unit (3.4), during the journey, consults the database (BD3) and the Planned Energy Efficiency (PEE) parameter, consults the load percentage control parameters (C), calculates the Instantaneous Energy Efficiency (IEI) parameter, monitors the difference between the parameters (PEE and IEI) and changes the parameters of Petition 870230084709, dated 09 / 25 / 2023, page 21 / 58 17 / 19 percentage of load (C) instantly to reduce the delta between planned energy efficiency (EEP) and instantaneous energy efficiency (EEI), and presents to the driver through the control and monitoring interface (3.3), the data (EEP), (EEI) and (C). iv. Additional algorithm 4 aims to prioritize the efficient management and consumption of electrical energy from the battery pack (2.4), so that the UCH - Hybrid Control Unit (3.4) allows the parameterization of four driving modes: the driving modes allow distinct parameterizations according to the different usage characteristics of the vehicle, for example: “cruise mode” establishes a different behavior from “city mode”, hilly terrain mode (uphill / downhill), flat terrain mode (plains), or even a combination of 1 or more driving modes.

[094] In figure 12 it is possible to see the vehicle’s original diesel engine (1.1), transmission (1.2), tank (1.3), battery (1.4) and busbar (3.2), with the application of kit (2) equipped with transmission (2.1), motor (2.2), inverter (2.3), battery (2.4) with converter (2.4A), battery cooling system (2.5), UCH- Hybrid Control Unit (3.4) and GPS (2.8).

[095] Driving modes: Driving modes allow for different settings according to the different usage characteristics of the vehicle, for example: “cruise mode” establishes a different behavior than “city mode”, hilly terrain mode (uphill / downhill), flat terrain mode (plains), or even a combination of 1 or more driving modes. Petition 870230084709, dated 09 / 25 / 2023, page 22 / 58 18 / 19

[096] These variables can be activated or deactivated individually, as well as used simultaneously on the same route. The decision to use them or not is at the discretion of the user (administrator or trip planner) since they affect the mode of operation and consumption of electrical energy and consequently affect the result of reducing fuel consumption.

[097] The temperature control system (2.5) aims to monitor and control the temperature of the main components and subsystems of the Kit (2) (Battery (2.4), electric motor (2.2), frequency inverter (2.3).

[098] In some models the temperature control system operates with natural or forced air cooling.

[099] In some embodiments the temperature control system operates with a closed water circuit and natural or forced ventilation in the water circuit heat sinks.

[0100] In some embodiments the temperature control system operates with a closed water circuit and a closed pressurized refrigerant gas circuit with natural or forced ventilation in the heat sinks of the water circuit and in the refrigerant gas circuit.

[0101] In some modes where the electrical circuit of the temperature control system operates at the same voltage as the pack (2.4), the use of a voltage converter (2.4A) is not necessary. In this mode, the temperature control system can be used to control the temperature of the kit components (2) (Battery (2.4), inverter (2.3) and motor (2.2)) and also to control the cabin temperature whenever the motor (1.1) is off: Petition 870230084709, dated 09 / 25 / 2023, page 23 / 58 19 / 19

[0102] Control Method 1: Without Converter (2.4A) DC / DC or DC / AC - In some modes the electrical circuit of the temperature control system operates with a voltage different from the pack's (2.4), requiring the use of a voltage converter (2.4A). In this mode the temperature control system can be used to control the temperature of the kit components (2) (Battery (2.4), inverter (2.3) and motor (2.2)) and also to control the cabin temperature whenever the diesel engine (1.1) is off, as shown in figure 13.

[0103] Control Method 2: With Converter (2.4A) DC / DC or DC / AC - In some modes, part of the temperature control system is mechanically driven via the transmission box (2.1) that connects the electric motor (2.2) to the driveshaft (1.5). In this mode, part of the temperature control system is electrically driven by the vehicle's original battery (1.4) (24Vdc). And the temperature control system is intended exclusively for temperature control of the kit components (2) (battery (2.4), inverter (2.3) and motor (2.2)) and cannot be used with the diesel engine (1.1) off, as shown in figure 14.

[0104] Control Method 3: With mechanical compressor (4.1), as traditionally known in the state of the art, as shown in figure 15.

Claims

1. METHOD OF INSTALLING ELECTRIC TRACTION KIT: The vehicle has a mechanical assembly with transmission (1.2) linked to a combustion engine (1.1), fuel tank (1.3), battery (1.4) and single or split driveshaft (1.5), which are original vehicle features. The kit (2), positioned next to the driveshaft (1.5), is fixed to the vehicle chassis (1) by a cushion (2.6) located next to the power transmission (2.1) and electric motor (2.2). The kit (2) is applied and adapted to the vehicle's original mechanics. It has a power transmission (2.1) with flanges or cross joints on both sides and fits between the driveshafts (1.5). The kit (2) is equipped with a motor (2.2) and inverter (2.3), linked to the battery pack (2.4) equipped with a cooling system (2.5). flange (2.1) to be internally equipped with power transmission components to have in the lower portion the motor arrangement (2.2) which allows fixing together with the cushions (2.6) for attachment to the chassis, characterized by the kit (2) applied and adapted to the vehicle's original mechanics with flange (2.1) provided in the upper portion with structures (2.11A) that allow attachment to the chassis.

2. METHOD OF INSTALLING ELECTRIC TRACTION KIT featuring a kit (2A) positioned next to the driveshaft (1.5) fixed to the vehicle chassis (1) by a cushion (2.6A) positioned next to the transmission (2.1) and motor (2.2), featuring a split driveshaft (1.5A), being applied and adapted to the original mechanics of the vehicle (1), the kit (2A) features a power transmission with a hollow shaft (2.1), which fits onto the driveshaft (1.5A) and is fixed by mechanical pressure, the kit (2A) being Petition 870260057253, dated 12 / 06 / 2026, page 17 / 19 2 / 3 equipped with a motor (2.2) and inverter (2.3) is linked to the battery pack (2.4) equipped with a cooling system (2.5); kit (2A) being internally equipped with power transmission components has in the lower portion the motor arrangement (2.2) which allows fixing together with the cushions (2.6A) for fixing to the chassis, characterized by the kit (2A) being equipped in the upper portion by structures (2.12A) which allow fixing to the chassis.

3. ELECTRIC TRACTION KIT INSTALLATION METHOD the kit (2D) positioned next to the driveshaft (1.5D) is fixed to the vehicle chassis (1) by cushions at various points located next to the transmission (2.1) and motor (2.2), the single driveshaft (1.5D) is applied and adapted to the original mechanics of the vehicle (1) the kit (2D) has a transmission (2.1) with a hollow shaft that fits onto the single driveshaft (1.5D), and is fixed by mechanical pressure, the kit (2D) is equipped with a motor (2.2) and inverter (2.3), is linked to the battery pack (2.4) equipped with a cooling system (2.5); the hollow shaft (2.1D) being internally equipped with power transmission components has in its lower portion the motor arrangement (2.2) which allows attachment to the cushions (2.6D) for attachment to the chassis, characterized by the hollow shaft (2.1D) being equipped with structures (2.2A) which allow attachment to the cushions (2.6D) for attachment to the chassis.

4. METHOD OF INSTALLING AN ELECTRIC TRACTION KIT, according to claim 1, presenting the kit (2E) positioned next to the driveshaft (1.5E) is fixed to the vehicle chassis (1) by cushions at various points located next to the motor (2.2), presenting a single driveshaft (1.5E), the kit (2E) being applied and adapted to the original mechanics of the vehicle (1) without the transmission (2.1) so that the motor with hollow shaft (2.2) fits onto the driveshaft (1.5E), and is fixed by mechanical pressure; characterized by the kit (2E) being equipped with a motor (2.2) and inverter (2.3), linked to the battery pack (2.4) equipped with a cooling system (2.5).

Images