VEHICLE WITH OPTIONAL ELECTRIC DRIVE COMBINED WITH A NON-DIVERSIFIABLE BATTERY AND A CHARGER

Abstract

A vehicle (v) comprises a transmission system including a first electric drive unit (mm1) driving a first train (t1), at least one rechargeable battery (br) supplying electrical power to at least this first drive unit (mm1) and coupled to a charger (cb), and optionally a second electric drive unit (mm2) driving a second train (t2). In the absence of this second drive unit (mm2), the rechargeable battery (br) is directly coupled to the charger (cb) via a first electrical harness (f1), while in the presence of this second drive unit (mm2), the rechargeable battery (br) is indirectly coupled to the charger (cb) via the second drive unit (mm2) and the first (f1) and a second (f2) electrical harnesses.

Description

[0001] The invention relates to vehicles having a transmission chain which may include, depending on the options, one or two electric drive machines.

[0002] Here, "electric motive machine" means an electric machine (or motor) arranged to provide or recover torque to move a vehicle, either alone or in addition to at least one other possible electric or thermal motive machine (such as a thermal engine).

[0003] Some vehicles, possibly automobiles and possibly hybrids, include a drivetrain that can have two variations depending on the options chosen. The first variation, for example, adapted for two-wheel drive, includes a first electric drive unit that powers a first axle, and at least one rechargeable battery that supplies electrical power to at least this first drive unit and is connected to a charger. The second variation, for example, adapted for four-wheel drive, includes a first electric drive unit that powers a first axle, at least one rechargeable battery that supplies electrical power to at least this first drive unit and is connected to a charger, and a second electric drive unit that powers a second axle.

[0004] We also know from patent document WO-A1-2015040470 an electrically powered vehicle equipped with a battery, a front motor, a front inverter, a rear motor, a rear inverter and a distributor.

[0005] As the expert knows, currently when a vehicle manufacturer wants to offer two versions of a transmission chain for the same vehicle model, it is forced to provide two types of battery and / or two different architectures, which makes the design phase more difficult and introduces diversity which poses stock management and logistics problems in assembly plants and after-sales services.

[0006] The invention is therefore intended, in particular, to improve the situation.

[0007] For this purpose, it proposes a vehicle comprising a transmission chain including a first electric drive machine and participating in the drive of a first train, at least one rechargeable battery supplying electrical energy to at least this first drive machine and coupled to a charger, as well as possibly a second electric drive machine and participating in the drive of a second train.

[0008] This vehicle is characterized by the fact that: that in the absence of the second driving machine the rechargeable battery is directly connected to the charger via a first electrical harness, while in the presence of this second driving machine the rechargeable battery is indirectly connected to the charger via the second driving machine and the first and a second electrical harness.

[0009] Thus, not only is it no longer necessary to plan for two types of battery for the two versions of the transmission chain, but it is also certain that once a first architecture with two electric drive machines has been designed, the second architecture with a single electric drive machine can be deduced from the first architecture by removing the second electric drive machine.

[0010] The vehicle according to the invention may include other features which may be taken separately or in combination, and in particular: the second power machine may include a first coupling interface comprising a first part coupled to the rechargeable battery via the first electrical harness and a second part coupled to the charger via the second electrical harness; alternatively, the second power machine may include a first coupling interface comprising a first part coupled to the rechargeable battery via the first electrical harness and a second part coupled to the charger via the second electrical harness and to the first part via switching means for controlling the charging by the charger; the charger may include a second coupling interface connected to the first electrical harness in the absence of the second power machine, and connected to the second electrical harness in the presence of the second power machine;The transmission chain may also include a third thermal engine participating in the drive of the second train; it may be of the automotive type.

[0011] Other features and advantages of the invention will become apparent upon examination of the detailed description below, and the accompanying drawings, in which: there figure 1 schematically and functionally illustrates an example of the embodiment of a vehicle according to the invention, comprising a first variant of an electric transmission chain, and the figure 2 illustrates schematically and functionally the vehicle of the figure 1 with a second version of the electric transmission chain.

[0012] The invention aims in particular to provide a vehicle V comprising a transmission chain including, depending on the variant, either a first electric driving machine MM1 participating in the drive of a first train T1, or first MM1 and second MM2 electric driving machines participating in the drive of first T1 and second T2 trains respectively, but the same rechargeable battery BR.

[0013] In what follows, vehicle V is considered, by way of non-limiting example, to be an automobile. For example, a car. However, the invention is not limited to this type of vehicle. It relates to any type of vehicle comprising a transmission system that may include one or two electric drive units. Consequently, the invention relates at least to land vehicles.

[0014] It is recalled that here we mean an "electric motive machine" an electric machine (or motor) arranged to provide or recover torque to move a vehicle, either alone or in addition to at least one other possible electric or thermal motive machine (such as a thermal engine (jet, turbojet or chemical engine)).

[0015] We have schematically represented on the figures 1 And 2 The same example of vehicle V but with two different versions of the transmission chain. In these two versions, the transmission chain includes at least a first electric power unit MM1 which participates in driving a first train T1, a rechargeable battery BR and a charger CB.

[0016] In the two variations illustrated, but not limited to, on the figures 1 And 2The transmission chain is of the all-electric type. However, the invention is not limited to this type of transmission chain. Indeed, the transmission chain could be of the hybrid type, incorporating a thermal power unit associated with its second train T2.

[0017] The transmission chain here includes, in addition to the first power unit MM1, the rechargeable battery BR and the charger CB, the first coupling means MC1 and a first transmission shaft AT1. The control of at least the first power unit MM1 and the first coupling means MC1 is ensured by a supervisory computer CS.

[0018] The BR rechargeable battery is designed to store electrical energy, for example at low voltage (typically 300 V). It can be replaced via the CB charger, as will be seen later.

[0019] The CB charger is designed to be connected to an external power source, such as a charging station or a mains power outlet, via a dedicated charging cable.

[0020] The first coupling means MC1 are here responsible for coupling / decoupling the first driving machine MM1 to / from the first transmission shaft AT1, on the order of the supervisory computer CS, in order to communicate the torque it produces, which is defined by a setpoint (torque or speed), thanks to the electrical energy stored in the rechargeable battery BR, to the first transmission shaft AT1. The latter (AT1) is coupled to the first train T1 (here of wheels).

[0021] For example, the first axle T1 is located at the rear of the vehicle V, and preferably, as illustrated, coupled to the first driveshaft AT1 via a first differential (here rear) D1. But in a variant this first axle T1 could be located at the front of the vehicle V.

[0022] The first coupling means MC1 can, for example, be a dog clutch mechanism, a clutch, a hydraulic torque converter, or a brake. They can assume at least two coupling states: a first (coupled) state in which they couple the first drive machine MM1 to the first transmission shaft AT1, and a second (decoupled) state in which they decouple the first drive machine MM1 from the first transmission shaft AT1. It should be noted that they can also assume an intermediate state (for example, for clutch slippage).

[0023] In the second illustrated version on the figure 2 , the transmission chain includes, in addition to that illustrated on the figure 1 , a second motive machine MM2, second coupling means MC2 and a second transmission shaft AT2.

[0024] The second MM2 locomotive is of the electric type and participates in the drive of the second train T2.

[0025] The second coupling means MC2 are here responsible for coupling / decoupling the second driving machine MM2 to / from the second transmission shaft AT2, on command from the supervisory computer CS, in order to communicate the torque it produces, which is defined by a setpoint (torque or speed), thanks to the electrical energy stored in the rechargeable battery BR, to the second transmission shaft AT2. The latter (AT2) is coupled to the second train T2 (here of wheels).

[0026] For example, the second axle T2 is located at the front of the vehicle V, and coupled to the second driveshaft AT2, preferably, and as illustrated, via a second differential (here at the front) D2. But in the aforementioned variant this second axle T2 could be located at the rear of the vehicle V.

[0027] The second coupling means MC2 can, for example, be a dog clutch mechanism, a clutch, a hydraulic torque converter, or a brake. They can have at least two coupling states: a first (coupled) state in which they couple the second drive machine MM2 to the second transmission shaft AT2, and a second (decoupled) state in which they decouple the second drive machine MM2 from the second transmission shaft AT2. It should be noted that they can also have an intermediate state (for example, for clutch slippage).

[0028] The operation of the second driving machine MM2 and the second coupling means MC2 are controlled by the CS supervisory computer.

[0029] It should also be noted, as illustrated but not limited to the following, figures 1 And 2 The transmission system may also include a very low-voltage auxiliary battery (e.g., 12 V, 24 V, or 48 V). This auxiliary battery can, for example, power an on-board electrical system to which electrical equipment of vehicle V is connected. It should be noted that the auxiliary battery can, as illustrated (but not limited to) in the... figures 1 And 2 , be coupled to the BR rechargeable battery via a DC / DC type CV converter, in order to be able to be recharged.

[0030] According to the invention, in the absence of the second drive machine MM2 (derivation of the figure 1 ), the rechargeable BR battery is directly connected to the CB charger via a first electrical harness F1, while in the presence of the second MM2 power unit (a variant of the figure 2 ), the rechargeable BR battery is indirectly coupled to the CB charger via the second MM2 power unit and the first F1 and second F2 electrical harnesses.

[0031] In other words, in the first declension of the figure 1 The BR rechargeable battery is recharged by direct coupling to the CB charger via a first F1 electrical harness, while in the second version of the figure 2 , the rechargeable BR battery is recharged by an indirect coupling to the CB charger via the first electrical harness F1, the second driving machine MM2 and the second electrical harness F2.

[0032] Thus, the same rechargeable BR battery can be advantageously used for both versions of the transmission chain, simplifying inventory management and logistics both in the factory and in after-sales service. Furthermore, once the second, more complex version (or architecture) (i.e., with two electric power units MM1 and MM2) has been designed, the first version (or architecture) with a single electric power unit MM1 can be derived from the second version by removing the second electric power unit MM2 and its associated equipment (MC2, AT2, and D2), while retaining the same CB charger and the same rechargeable BR battery. This simplifies the vehicle design phase.

[0033] To allow for this dual configuration, the second MM2 power unit can, as illustrated on the figure 2 This includes a first coupling interface IC1 comprising first parts P11 and second parts P12. The first part P11 is coupled to the rechargeable battery BR via the first electrical harness F1, and the second part P12 is coupled to the CB charger via the second electrical harness F2.

[0034] Thus, during charging, since the second power unit MM2 does not draw current, the current from the CB charger automatically flows back to the rechargeable battery BR via the first electrical harness F1. Furthermore, when not charging, when the second power unit MM2 is in use, it draws current from the rechargeable battery BR via the first electrical harness F1.

[0035] In an alternative embodiment not shown, the second part P12 of the first coupling interface IC1 could be coupled to the first part P11 of the first coupling interface IC1, for example via switching means responsible for controlling the charging by the CB charger.

[0036] Note that the CB charger can, as illustrated on the figures 1 And 2 , understand a second coupling interface IC2 connected to the first electrical bundle F1 in the absence of the second driving machine MM2, and connected to the second electrical bundle F2 in the presence of the second driving machine MM2.

[0037] In an alternative embodiment not shown, the second coupling interface IC2 could comprise first and second parts. A first part is connected to the first electrical bundle F1 in the absence of the second power unit MM2, and a second part P22 is connected to the second electrical bundle F2 in the presence of the second power unit MM2.

[0038] For its part, the BR rechargeable battery includes a third coupling interface IC3 to which the first electrical harness F1 is connected in both versions.

[0039] It should also be noted, as mentioned previously, that the transmission chain may also include a third internal combustion engine contributing to the drive of the second gear train T2. ​​In this case, this third internal combustion engine may include a crankshaft fixedly attached to a drive shaft and designed to provide torque to the second gear train T2 via third coupling means and the second coupling means MC2. These third coupling means may, for example, be arranged as a clutch. However, they could also be a torque converter, a dog clutch, or a brake. It should be noted that when the third coupling means are associated with the second coupling means MC2, the latter are preferably arranged as gear-changing means (such as a gearbox or at least a planetary gear train).

Claims

1. Vehicle (V) comprising a transmission chain comprising a first electric drive machine (MM1) and participating in the drive of a first train (T1), at least one rechargeable battery (BR) supplying at least said first electric energy. driving machine (MM1) and coupled to a charger (CB), as well as possibly a second electric driving machine (MM2) and participating in the driving of a second train (T2), characterized in that in the absence of said second driving machine(MM2) said rechargeable battery (BR) is coupled directly to said charger (CB) via a first electrical harness (F1), while in the presence of said second driving machine (MM2) said rechargeable battery (BR) is coupled indirectly said charger (CB) via said second driving machine (MM2) and the first (F1) and a second (F2) harness electrics.

2. Vehicle according to claim 1, characterized in that said second prime mover (MM2) comprises a first coupling interface (IC1) comprising a first portion (P11) coupled to said rechargeable battery (BR) via said first wire harness (F1) and a second part (P12) coupled to said charger (CB) via said second electrical harness (F2).

3. Vehicle according to claim 1, characterized in that said second driving machine (MM2) comprises a first coupling interface (IC1) comprising a first part (P11) coupled to said rechargeable battery (BR) via said first electrical harness (F1) and a second part (P12) coupled to said charger (CB) via said second electrical harness (F2) and to said first part (P11) via switching means responsible for controlling recharging by said charger (CB).

4. Vehicle according to one of claims 1 to 3, characterized in that said charger (CB) comprises a second interface for coupling (IC2) connected to said first electric beam (F1) in the absence of said second prime mover (MM2), and connected to said second wire harness (F2) in the presence of said second prime mover (MM2).

5. Vehicle according to one of claims 1 to 4, characterized in that said transmission chain also comprises a third thermal drive machine and participating in the drive of said second train (T2).

6. Vehicle according to one of Claims 1 to 5, characterized in that it is of the automobile type.