PROPULSION ASSEMBLY FOR ARMORED VEHICLE MOTORIZED WITH AT LEAST TWO THERMAL ENGINES AND ASSOCIATED VEHICLE.
The dual thermal engine propulsion system with electric motors addresses the power limitations of armored vehicles by optimizing energy use and distribution, enhancing performance and flexibility, and offering quiet operation modes.
Patent Information
- Authority / Receiving Office
- FR · FR
- Patent Type
- Patents
- Current Assignee / Owner
- RENK FRANCE
- Filing Date
- 2021-12-24
- Publication Date
- 2026-06-05
AI Technical Summary
Current armored vehicles face challenges in maintaining performance and handling levels as they increase in mass due to equipment and protection requirements, with available propulsion power being less than nominal power due to sharing with ancillary functions, and existing hybrid systems only provide temporary power boosts.
A propulsion system with two thermal engines, one dedicated to propulsion and the other to auxiliary functions like energy production, steering, traction, and fluid circulation, supplemented by electric motors capable of independent operation and energy recovery, allowing increased power availability and flexibility.
Enhances propulsion power by utilizing a second thermal engine for auxiliary functions, enabling efficient energy management and power distribution across multiple systems, reducing energy consumption, and providing silent operation modes.
Smart Images
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Abstract
Description
Title of the invention: Propulsion system for a motorized armored vehicle with at least two internal combustion engines and associated vehicle
[0001] The present invention relates to a propulsion system for a motorized armored vehicle comprising a first thermal engine.
[0002] The invention also relates to an associated motorized armored vehicle.
[0003] These vehicles usually include a powertrain consisting of a high-power internal combustion engine, piston or turbine, a variable-ratio transmission, and a steering unit, all producing and transmitting power to the two tracked carriages located on each side of the vehicle.
[0004] Currently, these machines have significant power, up to 1100 kW, which allows them to move quickly, for example up to 70 km / h, on very varied terrains despite a very significant total rolling weight, for example more than 50 tonnes.
[0005] The mass of tracked armored vehicles is bound to increase, taking into account on the one hand the importance and power of the equipment on board and on the other hand the requirements in terms of protection and armoring.
[0006] This implies, in order to maintain or exceed the performance and handling levels of current machines, the manufacture and use of powertrains capable of producing and transmitting powers greater than the current power.
[0007] In addition, the power delivered by the powertrain is likely to be shared with functions ancillary to propulsion, so that the power available for propulsion is substantially less than the nominal power of the powertrain.
[0008] To increase the power available at the start of a heavy vehicle, document FR 2 918 003 Al describes a hybrid traction device for heavy vehicles comprising an epicyclic gear train in contact with a thermal engine and two electric motors, the epicyclic gear train comprising an outer ring driven in rotation by a first electric motor, a first solar ring driven by the thermal engine and a second solar ring driven by a second electric motor.
[0009] However, this only allows a "boost" function to be performed at chosen times and does not offer a solution for increasing the available power for a significant period of time.
[0010] One aim of the invention is therefore to provide a propulsion system in which the available power is increased.
[0011] To this end, the invention relates to a propulsion assembly of the aforementioned type, in whereby the propulsion system includes a second thermal engine, the first thermal engine producing a first energy dedicated solely to the propulsion of the vehicle, the second thermal engine producing a second energy, the second energy being used for at least three of the following functions: production of electrical energy suitable for storage and / or use within the vehicle, steering or assisting the steering of the vehicle, traction or assisting the traction of the vehicle, circulation of lubricating fluids, circulation of cooling fluids, or power supply to on-board systems and devices.
[0012] The presence of a second thermal engine capable of providing auxiliary functions and / or propulsion assistance makes it possible to increase the power available for propulsion.
[0013] The propulsion system may further have one or more of the following characteristics, considered individually or in all technically possible combinations:
[0014] - the electrical energy produced by the second heat engine powers, di directly or after storage in at least one on-board battery, at least two electric motors, said electric motors being capable of driving the machine in a straight line when they operate at the same speed and in the same direction, or along a curved trajectory when they operate at different speeds, or even of rotating the machine on the spot when they operate at the same speed and in opposite directions to each other;
[0015] - said electric motors each have a power greater than or equal to 150 kW;
[0016] - a first of the electric motors is connected to a first tracked train of the vehicle and a second of the electric motors is connected to a second tracked train of the vehicle, the first electric motor and the second electric motor being capable of making changes of direction by differential acceleration of one tracked train relative to the other by the first and second electric motors;
[0017] - the first and second electric motors are motor-generators suitable for to produce energy during deceleration phases of the corresponding tracked train;
[0018] - the first electric motor is capable of powering the second electric motor by the energy produced during a deceleration phase of the first tracked train, the second electric motor being able to power the first electric motor with the energy produced during a deceleration phase of the second tracked train;
[0019] - the propulsion system includes a third internal combustion engine, the third a heat engine being an external combustion engine, the motive power of the third heat engine comes from the heat released by the first heat engine and / or the second heat engine;
[0020] - the propulsion system includes at least one on-board battery, the second the internal combustion engine being configured to charge at least one on-board battery, the third internal combustion engine being capable of also charging at least one on-board battery; and / or
[0021] - the first heat engine and the second heat engine are engines with internal combustion with a power output between 600 kW and 900 kW.
[0022] The invention further relates to a motorized armored vehicle comprising a propulsion assembly as defined above.
[0023] Other features and advantages of the invention will become apparent from the following description of embodiments of the invention, given by way of example only and with reference to the drawings, in which:
[0024] [Fig-1] [Fig.1] is a schematic view of the elements of a propulsion assembly according to an example of the invention, and
[0025] [Fig.2] [Fig.2] is a schematic view of an armored vehicle seen from above, with the propulsion system of the [Fig.1].
[0026] A propulsion assembly 10 according to an embodiment of the invention is shown in Figures 1 and 2.
[0027] The propulsion assembly 10 is intended for a motorized armored vehicle 12, as shown in [Fig.2].
[0028] The motorized armored vehicle 12 here comprises a first tracked train 14 and a second tracked train 16, the first tracked train 14 and the second tracked train 16 being adapted to allow the movement of the vehicle 12.
[0029] The motorized armored vehicle 12 further includes, for example, on-board systems and devices, for example a location and / or detection system (not shown) and / or at least one defense or attack device.
[0030] The propulsion assembly 10 here enables the traction, steering and braking of the vehicle 12, that is to say that the propulsion includes traction, steering and braking.
[0031] The propulsion assembly 10 comprises a first thermal engine 18 and a second thermal engine 20.
[0032] The first heat engine 18 and the second heat engine 20 are, for example, internal combustion engines.
[0033] The first thermal engine is, for example, a 6-cylinder in-line diesel engine.
[0034] The second thermal engine is, for example, also a 6-cylinder in-line diesel engine.
[0035] Such a heat engine is particularly compact for a significant power output preferably between 600 and 900 kW.
[0036] The first heat engine 18 has, for example, a power output between 600 and 900 kW.
[0037] The first heat engine 18 drives a transmission 22, for example a variable gear transmission.
[0038] More particularly, the transmission 22 includes an input 24 to which the first heat engine 18 is connected, so that the energy produced by the first heat engine, called first energy, is delivered to the transmission 22.
[0039] The transmission 22 enables the propulsion of the machine, i.e. the traction, steering and braking of the machine.
[0040] The transmission 22 here includes a right differential 26 and a left differential 28.
[0041] The right differential 26 and the left differential 28 are controlled, in particular to move the vehicle forward or backward in a straight line or in a curve.
[0042] Each differential 26, 28 is connected to a corresponding respective tracked train 14, 16, that is to say that each differential is capable of driving the corresponding tracked train.
[0043] The right differential 26 is here connected to the first tracked train 14, and the left differential 28 is connected to the second tracked train 16.
[0044] The first energy is transmitted to the differentials 26, 28 via a transfer 30, the transfer 30 comprising, for example, the corresponding transmission shafts.
[0045] The transmission 22 further includes a right brake 32 and a left brake 34.
[0046] In one variant, the brakes 32 and 34 are relocated and situated on the chassis of the vehicle.
[0047] Each brake 32, 34 is connected to a corresponding respective tracked train 14, 16. It allows the corresponding tracked train to slow down.
[0048] The right brake 32 is here connected to the first tracked train 14, and the left brake 34 is connected to the second tracked train 16.
[0049] In the example shown, the transmission 22 further includes, here, a speed tube 36.
[0050] The velocity tube 36 is arranged between the inlet 24 and the transfer 30.
[0051] The speed tube 36 is, for example, of the Powershift type.
[0052] The gear tube 36 is, for example, equipped with a clutch in particular for the starting the engine, but is, for example, devoid of a torque converter.
[0053] The first thermal engine 10 transmits the first energy to the two tracked trains 14, 16 via the speed tube 36.
[0054] In one embodiment, the transmission 22 includes first means adapted to drive ventilation elements, said ventilation elements contributing to the cooling of the powertrain.
[0055] The first means are therefore driven indirectly by the first heat engine.
[0056] The second heat engine 20 is, for example, a diesel combustion engine internal 4 or 6 cylinders.
[0057] The second heat engine 20 has, for example, a power output of between 300 and 500 kW.
[0058] The second heat engine 20 produces a second energy.
[0059] The second energy is used for at least three of the following functions: production of electrical energy suitable for storage and / or use within the machine, steering of the machine, traction or traction assistance, circulation of lubricating fluids, circulation of cooling fluids, or power supply to on-board systems and devices.
[0060] In the example shown, the second heat engine 20 is connected to a generator 38.
[0061] The second heat engine 20 drives the generator 38.
[0062] The generator 38 charges, for example, at least one on-board battery 40.
[0063] The propulsion assembly here further comprises a first electric motor 42 and a second electric motor 44.
[0064] The first electric motor 42 and the second electric motor 44 are powered by at least one on-board battery 40.
[0065] Alternatively, particularly in the case of an insufficient charge level of at least one on-board battery or if the machine does not include an on-board battery, the first electric motor 42 and the second electric motor 44 are, for example, powered directly by the second thermal engine 20 via the generator 38.
[0066] The first electric motor 42 is coupled to the right differential 26.
[0067] The second electric motor 44 is coupled to the left differential 28.
[0068] Thus, the first electric motor 42 is connected to the first tracked train 14 via the right differential 26, and the second electric motor 44 is connected to the second tracked train 16 via the left differential 28.
[0069] Thus, the first and second electric motors 42, 44 are capable of driving the machine 12 in a straight line when they operate at the same speed or along a curved trajectory when they operate at different speeds.
[0070] The first and second electric motors 42, 44 each have a power output greater than or equal to 150 kW.
[0071] The first and second electric motors 42, 44 each have sufficient power and torque to ensure straight-line traction of the vehicle without the aid of the first or second thermal motors 18, 20.
[0072] The first and second electric motors 42, 44 are then particularly capable of supplementing the traction force produced by the first thermal engine 18.
[0073] They are also suitable for replacing the first internal combustion engine 18, in particular if desired or necessary, particularly in the event of failure of the first thermal engine 18 or to achieve a silent and thermal signature-free approach to theaters of operation.
[0074] The first and second electric motors 42, 44 are capable of making changes of direction by differential acceleration of one tracked train relative to the other by the first and second electric motors 42, 44.
[0075] In an advantageous embodiment, the first and second electric motors 42, 44 are motor-generators capable of producing energy during deceleration phases of the corresponding tracked train.
[0076] The first electric motor 42 is, for example, capable of supplying the second electric motor 44 with the energy produced during a deceleration phase of the first tracked train 14. The second electric motor 44 is, for example, capable of supplying the first electric motor 42 with the energy produced during a deceleration phase of the second tracked train 16.
[0077] Thus, when the vehicle turns to the right, slowing down the first tracked train 14, the electrical energy produced by the first motor-generator 42 during the slowing down of the first tracked train 14 can be used to accelerate the second tracked train 16 by powering the second motor-generator 44. Symmetrically, when the vehicle turns to the left, slowing down the second tracked train 16, the electrical energy produced by the second motor-generator 44 can be used to accelerate the first tracked train 14 by powering the first motor-generator 42.
[0078] This makes it possible to significantly reduce energy consumption to ensure the steering of the vehicle.
[0079] Additionally or alternatively, the electric motors 42, 44 are capable of recovering kinetic energy from the vehicle 12 to recharge at least one on-board battery 40.
[0080] In a particular embodiment (represented in dotted lines on [Fig.2]), the propulsion assembly includes at least one third electric motor 46.
[0081] The third electric motor 46 is, for example, powered by at least one on-board battery 40.
[0082] Alternatively, particularly in the case of an insufficient charge level of at least one on-board battery or if the machine does not include an on-board battery, the third electric motor is, for example, powered directly by the second thermal engine 20 via the generator 38.
[0083] The third electric motor 46 performs auxiliary functions, that is to say, functions different from propulsion.
[0084] The third electric motor 46 ensures, for example, the circulation of at least one cooling fluid, for example glycol water, oil or air, by example of cooling the propulsion assembly, and / or a second means of driving the transmission ventilation components.
[0085] In one embodiment, the second heat engine 20 also drives a hydraulic pump 48.
[0086] The hydraulic pump 48 supplies a hydraulic circuit and in particular implements the braking by the right brake 32 and the left brake 34 and / or the control of the transmission 22, in particular the control and lubrication of the speed tube 36.
[0087] The second heat engine is, for example, not subjected to significant load variations.
[0088] It operates, for example, at a constant speed, more particularly close to its maximum torque and / or its maximum efficiency.
[0089] In a particular advantageous embodiment, shown in dashed lines in Figures 1 and 2, the propulsion assembly includes a third thermal engine 50.
[0090] The third heat engine 50 is an external combustion engine.
[0091] The third heat engine 50 is, for example, a Stirling type engine.
[0092] The third heat engine 50 has an expansion chamber.
[0093] The motive energy of the third heat engine 50 comes from the heat released by the first heat engine 18 and / or by the second heat engine 20, and possibly from the speed tube 36 and, possibly again, from the exhaust lines of one and / or the other of the two internal combustion engines.
[0094] More particularly, the propulsion assembly includes a first heat transfer device 52 from the first heat engine 18 to the third heat engine 50 and / or a second heat transfer device from the second heat engine 20 to the third heat engine 50.
[0095] The first heat transfer device 52 uses, for example, the heat generated at the first heat engine 18 to cause the expansion of a fluid which transforms this heat into mechanical energy in the expansion chamber of the third heat engine 50.
[0096] The second heat transfer device 54 uses, for example, the heat generated at the second heat engine 20 to cause the expansion of a fluid which transforms this heat into mechanical energy in the expansion chamber of the third heat engine 50.
[0097] The third heat engine 50 rotates at a constant speed, for example between 1200 and 1800 revolutions per minute, more particularly at 1500 revolutions per minute.
[0098] The third thermal engine 50 powers a generator 56 adapted to charge or maintain the charge level of at least one on-board battery 40.
[0099] In an unshown variant, the propulsion assembly does not include a third heat engine and the second heat engine is a external combustion, the motive energy of which comes from the first heat engine and possibly from the tube or gearbox.
[0100] In this variant, the second heat engine is, for example, a Stirling-type engine rotating at a substantially constant speed.
[0101] A method of operating a motorized armored vehicle according to an embodiment of the invention will now be described.
[0102] The motorized armored vehicle has at least two modes of propulsion, here three modes of propulsion.
[0103] In a first propulsion mode called normal, traction is provided by the first thermal engine 18 with possible assistance from the first and second electric motors 42, 44.
[0104] Steering is ensured by the first and second electric motors 42, 44 which act on the right and left differentials 26, 28.
[0105] Thus, in normal mode, the first and second electric motors 42, 44 are likely to operate alternately:
[0106] - to be at a standstill, so that the machine moves in a straight line,
[0107] - to operate at the same rotational speed in the same direction of rotation, so that the traction or deceleration of the machine is increased according to the direction of rotation of the electric motors, so as to obtain a "boost" function in which the power of the first thermal engine 18 is increased by the power of the two electric motors 42 and 44, i.e. for example 900 kW of the first thermal engine added to 2 times 150 kW of each of the two electric motors 42, 44, i.e. a total of 1200 kW,
[0108] - to operate at the same rotational speed in opposite directions of rotation on the other hand, so as to rotate the machine on the spot, in particular by blocking the exit of the gear tube, or
[0109] - to operate at different rotational speeds, so as to make a turn.
[0110] The first means of ventilation are, for example, further supplemented, or even even replaced, by the second means of driving the ventilation components driven by the third electric motor, if applicable.
[0111] The electric motors are powered by at least one on-board battery 40.
[0112] The second thermal engine 20 operates and recharges at least one battery 40 via the generator 38.
[0113] Alternatively, the propulsion assembly does not include at least one on-board battery, the electric motors 42 and 44 being directly powered in normal mode by the second thermal engine via the generator 38.
[0114] In a second, so-called discreet propulsion mode, the first internal combustion engine 18 is stopped.
[0115] Traction and steering are provided by electric motors 42, 44.
[0116] Cooling is, for example, provided by the third electric motor.
[0117] The second internal combustion engine 20 operates and recharges at least one battery 40
[0118] The discreet mode allows for quieter operation than in normal mode thanks to the shutdown of the first combustion engine. In addition, this discreet mode helps to limit all environmental nuisances, which represents an advantage for uses such as parades or processions.
[0119] The range is limited only by the amount of fuel on board for the operation of the second internal combustion engine.
[0120] Furthermore, in the event of failure of the first heat engine or of the drive chain corresponding to the first heat engine, it is possible to move the machine only by means of the second heat engine.
[0121] In a third propulsion mode called silent, the first heat engine 18 and the second heat engine 20 are stopped, as well as, where applicable, the third heat engine 50.
[0122] Traction and steering are provided by electric motors 42, 44.
[0123] Cooling is, for example, provided by the third electric motor.
[0124] The silent mode is particularly discreet thanks to the shutdown of the internal combustion engines. It can be described as stealthy.
[0125] The autonomy is limited by the capacity of at least one on-board battery 40.
[0126] Furthermore, in the event of failure of the first and second internal combustion engines or of the With the drivetrain corresponding to the first internal combustion engine, it is possible to move the vehicle using only electric motors.
[0127] Thus, the device is capable of being propelled according to each of the modes described above depending on the situation.
[0128] The first heat engine 18 is dedicated to propulsion, while the second heat engine 20 also fulfills auxiliary functions.
[0129] This makes it possible to have at least all of the energy produced by the first heat engine available for propulsion.
[0130] It is also possible to optimize the operation of the second thermal engine according to its auxiliary functions in order to reduce its fuel consumption and control its emissions.
[0131] Moreover, since the second heat engine is not connected to the transmission via the speed tube, nor by the same transfers as the first heat engine, but acting via the two electric motors 42 and 44 on the differentials, it is possible to use a speed tube and transfers dimensioned to support the stresses relating to the first heat engine only, for example for power ranges less than or equal to 900 kilowatts.
Claims
Demands
1. Propulsion assembly (10) for a motorized armored vehicle (12) comprising a first internal combustion engine (18), characterized in that the propulsion assembly (10) comprises a second internal combustion engine (20), the first internal combustion engine (18) producing a first energy dedicated solely to the propulsion of the vehicle, the second internal combustion engine (20) producing a second energy, the second energy being used for at least three of the following functions: production of electrical energy suitable for storage and / or use within the vehicle, steering or assisting the steering of the vehicle, traction or assisting the traction of the vehicle, circulation of lubricating fluids, circulation of cooling fluids, or powering onboard systems and devices, wherein the electrical energy produced by the second internal combustion engine (20) powers, directly or after storage in at least one onboard battery (40),at least two electric motors (42, 44), said electric motors (42, 44) being capable of driving the vehicle in a straight line when operating at the same speed and in the same direction, or along a curved trajectory when operating at different speeds, or even of pivoting the vehicle on the spot when operating at the same speed and in opposite directions, in which a first of the electric motors (42) is connected to a first tracked vehicle (14) and a second of the electric motors (44) is connected to a second tracked vehicle (16), the first and second electric motors (42, 44) being capable of effecting changes of direction by differential acceleration of one tracked vehicle relative to the other by the first and second electric motors (42, 44), the first and second electric motors (42,44) being motor-generators capable of producing energy during deceleration phases of the corresponding tracked train, the first electric motor (42) being capable of supplying the second electric motor (44) with the energy produced during a deceleration phase of the first tracked train (14), the second electric motor (44) being capable of supplying the first electric motor (42) with the energy produced during a deceleration phase of the second tracked train (16).
2. Propulsion assembly according to claim 1, wherein said electric motors (42, 44) each have a power greater than or equal to 150 kW.
3. Propulsion assembly according to claim 1 or 2, comprising a third heat engine (50), the third heat engine (50) being an external combustion engine, the motive power of the third heat engine (50) coming from the heat released by the first heat engine (18) and / or the second heat engine (20).
4. Propulsion assembly according to claim 3, comprising a first heat transfer device (52) from the first heat engine (18) to the third heat engine (50) and / or a second heat transfer device from the second heat engine (20) to the third heat engine (50).
5. Propulsion assembly according to claim 3 or 4, comprising at least one on-board battery (40), the second thermal engine (20) being configured to charge at least one on-board battery (40), the third thermal engine (50) being capable of also charging at least one on-board battery (40).
6. Propulsion assembly according to claim 5, wherein the first electric motor (42) and the second electric motor (44) are capable of recovering kinetic energy from the craft (12) to recharge at least one on-board battery (40).
7. Propulsion assembly according to claim 5 or 6, comprising at least one third electric motor (46), the third electric motor (46) performing auxiliary functions different from propulsion.
8. Propulsion assembly according to claim 7, wherein at least one third electric motor (46) is powered by at least one on-board battery (40).
9. Propulsion assembly according to any one of claims 1 to 8, wherein the first heat engine (18) and the second heat engine (20) are internal combustion engines with a power output between 600 kW and 900 kW.
10. Motorized armored vehicle (12) comprising a propulsion assembly (10) according to any one of claims 1 to 9.