ELECTRIC MOTOR VEHICLE WITH IRReGT TURBOGENERATOR AND OPTIMIZED ELECTRICAL BATTERY PACK ARCHITECTURE

Abstract

The invention relates to an electric motor vehicle comprising a battery pack (2000) for powering a main inverter (2500) connected to a traction motor (8000), control means, and, for recharging the battery pack (2000), a turbogenerator (100) comprising two electric machines equipped with two inverters (1210, 1220) and driven by first and second thermodynamic circuits. The battery pack (2000) comprises two sub-batteries (2100, 2200), which can be connected in series or in parallel under the control of the control means. These means are arranged to allow the turbogenerator (100) to separately recharge a portion of the battery pack (2000), and to separately connect each electric machine to a portion of the battery pack (2000). Abstract figure: [Fig. 4]

Description

Title of the invention: ELECTRIC MOTOR VEHICLE WITH IRReGT TURBOGENERATOR AND ARCHITECTURE OPTIMIZED ELECTRICITY OF THE BATTERY PACK

[0001] The invention relates to an electric motor vehicle comprising at least one battery pack for powering an electric traction motor and means for controlling said battery pack and said electric traction motor, and comprising a range extension device which comprises at least one turbogenerator powered by a fuel tank and which is arranged for recharging said at least one battery pack with energy and / or for powering at least one electric traction motor.

[0002] Here, the term electric motor vehicle means a purely electric vehicle or a hybrid vehicle.

[0003] Turbogenerator technology is very promising for replacing the internal combustion engine in highly electrified powertrains, particularly for electric or hybrid vehicles.

[0004] Research is focused on the development of a range extender, or a power unit, to increase the vehicle's range, reduce its mass, and reduce its energy consumption.

[0005] A good solution for hybridizing an electric vehicle is to integrate a micro-turbine as a range extender or power unit. This technology brings significant advantages: low emissions, low noise, no vibrations, very low maintenance (apart from changing the oil filter), and the ability to operate on several types of fuel.

[0006] Gas turbine-type energy converters are an interesting solution as a range extender in series hybrid vehicles. Such a converter operates in APU (Auxiliary Power Unit) mode where its role is to recharge the batteries of an electric vehicle. It is thus mechanically decoupled from the powertrain, and thus operates at its maximum efficiency point.

[0007] It is possible to envisage several variants of thermodynamic cycles suitable for this application.

[0008] We know simple recuperative cycles (RGT = Recuperative Gas Turbine), and also IRReGT cycles (Intercooled Recuperative Gas Turbine), that is to say with a turbogenerator with recovery and intermediate cooling.

[0009] The gas turbine cycle with intercooler, recuperator and heater (Intercooled Re- generative Reheat Gas Turbine IRReGT) is a cycle with high potential for automotive applications. This cycle allows to achieve a very high efficiency but also a very high power density (high net specific work), higher than that obtained with a simple gas turbine GT (Simple Gas Turbine), or with a cycle with recuperator RGT (Recuperative Gas Turbine), or even a cycle with intercooler and recuperator IRGT (Intercooled Recuperative Gas Turbine), with a significantly higher efficiency and net specific work, especially at different operating temperatures, for example 950°C, 1100°C, 1250°C.

[0010] In particular, a gas turbine cycle called IRReGT (Intercooled Regenerative Reheat Gas Turbine IRReGT), with intercooler, recuperator and reheater, operating on a turbogenerator with recovery and intermediate cooling, is a cycle with high potential for automotive applications. This cycle makes it possible to achieve a very high efficiency, and also a very high power density (high net specific work), higher than that obtained with a simple GT (Simple Gas Turbine) gas turbine, or with a cycle with RGT (Recuperative Gas Turbine) recuperator, or even a cycle with intercooler and IRGT (Intercooled Recuperative Gas Turbine) recuperator, with a significantly higher efficiency and net specific work, in particular at different operating temperatures, for example 950°C, 1100°C, 1250°C.

[0011] The IRReGT cycle requires two combustion chambers, one on a low-pressure circuit, and the other on a high-pressure circuit, each circuit driving an electric machine. The intercooler exchanger, supplied with ambient air or water from a heat transfer circuit, is arranged to cool the air between a first low-pressure compressor and a second high-pressure compressor.

[0012] Such a turbogenerator can thus power all or part of a battery pack included in the vehicle, and / or a traction motor, and / or another component powered by electric current.

[0013] The problem arises of modulating the distribution of the energy supplied by the turbogenerator, according to the instantaneous or planned needs of the vehicle.

[0014] The invention proposes to equip an electric or hybrid motor vehicle with a turbogenerator constructed according to a thermodynamic architecture suitable for driving at least two separate electrical machines, and more particularly such a turbogenerator operating according to an IRReGT cycle.

[0015] More particularly, the invention relates to the electrical integration of the turbogenerator into the energy chain of the vehicle, and the coupling between such a double-stage turbogenerator and the battery pack of the vehicle. The double-stage turbogenerator has as many electrical outputs as there are electrical machines, in particular two electrical machines. Each electrical machine produces power. It is therefore possible to manage the charging or discharging of the battery pack by splitting a battery, and by ensuring that each electric machine recharges a part of the battery pack, these parts of the battery pack being arranged in series or in parallel.

[0016] Having at least one first electrical machine and one second separate electrical machine, which are arranged to supply energy during the rotation of the connecting shaft between the turbine and the compressor of each stage, makes it possible to much better manage the battery pack recharging phases.

[0017] The adoption of an electrical architecture of the battery pack with disconnector systems makes it possible to solve the problem of charging during decelerations, and above all to adapt the charge according to the power generated by each electrical machine of the turbogenerator and according to the state of charge of the battery pack.

[0018] The electrical integration of the turbogenerator in an electric vehicle presents particular challenges. In particular, one objective is to overcome certain defects of an electric vehicle: high acquisition cost, particularly due to the price of the battery (large capacity = high price), limited or even low autonomy (due to the energy density of the battery, reduced in comparison to that of a fuel), high mass of the vehicle (especially due to the mass of the battery), long recharging time.

[0019] Thus, the hybridization of a vehicle by an energy converter operating with a fuel with high energy density is a solution to overcome these problems.

[0020] The integration of such an energy converter, in particular a turbogenerator, into an electric vehicle presents particular difficulties.

[0021] With regard to electrical integration: solutions must be found to manage the transfer of power from each of the electrical machines in a particular area of ​​the battery pack; furthermore, during vehicle deceleration phases, the vehicle's electric traction machine supplies electrical energy and the voltage at the battery suddenly rises, which then prevents the turbogenerator from charging the battery, because a voltage difference is required between the voltage supplied by the electrical machines and the voltage at the battery terminals.

[0022] It is also a question of adapting the invention, illustrated here for the particularly favorable case of a double-stage IRReGT turbogenerator, to the use of any turbomachine having at least two electric machines, whatever its thermodynamic architecture: GT (simple Gas Turbine), RGT (Recuperative Gas Turbine), IRGT (Intercooled Recuperative Gas Turbine), IRReGT (Intercooled Recuperative Reheat Gas Turbine), or other.

[0023] The invention is particularly advantageous for an electric vehicle, it can also be used for non-automobile applications with a turbogenerator. comprising several electrical machines coupled to a group of batteries which can form a single battery, or two batteries, or more, for example for a generator set, a cogeneration machine, or other.

[0024] The objective of the present invention is to optimize the management of the battery pack and the energy consumption of the vehicle, with a view to achieving the greatest possible autonomy.

[0025] To achieve this objective, the invention proposes an electric motor vehicle comprising at least one battery pack for powering an electric traction motor and means for controlling said battery pack and said electric traction motor, and comprising a range extension device which comprises at least one turbogenerator powered by a fuel tank and which is arranged for recharging said at least one battery pack with energy and / or for powering at least one electric traction motor.

[0026] According to the invention, said at least one turbogenerator comprises a first electrical machine equipped with a first inverter, driven by a first turbocharger, and at least one second electrical machine equipped with a second inverter, driven by a second turbocharger, and said battery pack comprises a first sub-battery, and at least one second sub-battery, coupleable in series or in parallel with each other under the control of said control means which are arranged to allow said turbogenerator to separately recharge a part of said battery pack, and to separately couple each said electrical machine that said turbogenerator comprises, to a part of said battery pack.

[0027] Thanks to the invention, it is possible to separately manage the charging of the different batteries constituting the battery pack, and to optimize the entire energy management of the vehicle.

[0028] Advantageously, said electric motor vehicle comprises at least a first electrical disconnector and / or a second electrical disconnector, controlled by said control means, to allow differentiated charging, by said turbogenerator or by said electric traction motor, of battery modules that comprise a first sub-battery or a second sub-battery, that comprise said battery pack.

[0029] It is thus possible to regulate the energy flows between the turbogenerator, the different elements of the battery pack, and the vehicle's electric traction motor.

[0030] Advantageously, a said first electrical disconnector is arranged between said turbogenerator and said battery pack.

[0031] This makes it possible to modulate the energy flows towards the storage and towards the vehicle's electric traction motor.

[0032] Advantageously, a said second electrical disconnector is arranged between said pack battery and said electric traction motor.

[0033] This arrangement makes it possible to manage the energy flows from the electric traction motor during deceleration phases.

[0034] Advantageously, said control means are arranged to control said first electrical disconnector and / or said second electrical disconnector, to decouple said first electrical machine, and / or said at least one second electrical machine, from at least one part of said first sub-battery, and / or at least one part of said second sub-battery, and / or at least one part of said battery pack, during deceleration phases of said electric traction motor.

[0035] It is thus possible to continue to use the turbogenerator, even during the deceleration phase, to charge part of the battery pack.

[0036] Advantageously, said control means are arranged to control, according to the energy consumption or restitution flow of said electric traction motor, and according to the energy level of said first sub-battery, of the second sub-battery, and of the entire battery pack, and according to the instantaneous power of said first electric machine and of said at least one second electric machine, a coupling of said first electric machine with only said first sub-battery or with the assembly formed by said first sub-battery and said at least one second sub-battery, and / or a coupling of said at least one second electric machine with only said at least one second sub-battery or with the assembly formed by said first sub-battery and said at least one second sub-battery,or / and to control a modification of the fuel injection in said turbogenerator to modify the instantaneous power of said first electrical machine or / and of said at least one second electrical machine.

[0037] The control means are thus able to cope with all the operating circumstances of the vehicle, and to manage the energy flows as best as possible.

[0038] Advantageously, said control means are arranged to couple said first electrical machine with said first sub-battery, and / or to couple said at least one second electrical machine with said at least one second sub-battery.

[0039] This is a particularly simple and economical configuration.

[0040] Advantageously, said turbogenerator comprises said first electrical machine and a single said second electrical machine, and said battery pack comprises only said first sub-battery and said second sub-battery.

[0041] The components are thus reduced to the bare minimum, allowing the advantages of the invention to be benefited from.

[0042] Advantageously, said at least one turbogenerator is a cycle turbogenerator IRReGT with recovery and intermediate cooling, with double stage with recovery and intermediate cooling, comprising a first low pressure compressor linked to a first low pressure turbine by a low pressure shaft, and a second high pressure compressor linked to a second high pressure turbine by a high pressure shaft, and at least one intercooler exchanger, supplied with ambient air or water coming from a heat transfer circuit and arranged to cool the air between said first low pressure compressor and said second high pressure compressor, and characterized in that said at least one turbogenerator comprises at least one thermal recovery loop, which is arranged to recover energy, at said intercooler exchanger and / or at the guide bearings of said low pressure shaft and said high pressure shaft,or / and at the level of a heat recovery unit which comprises said at least one turbogenerator at the outlet of said second high-pressure compressor and before the gases enter a first combustion chamber arranged to drive said second high-pressure turbine, said first low-pressure turbine being driven by a second combustion chamber interposed between said second high-pressure turbine and said first low-pressure turbine.

[0043] Such a turbogenerator can be very compact, have a low mass, and have very low fuel consumption, while guaranteeing a long range for the vehicle.

[0044] The invention will be further detailed by the description of non-limiting embodiments, and on the basis of the appended figures illustrating variants of the invention, in which: - [Fig.l] schematically illustrates a motor vehicle according to the invention; - [Fig.2] schematically illustrates, in perspective view from above, the means of energy storage of a vehicle according to the invention, and the turbogenerator which equips it; - [Fig.3] schematically illustrates the architecture of a double-stage turbogenerator with IRReGT thermodynamic cycle, the low pressure stage and the high pressure stage being separated; - [Fig.4] schematically illustrates the power supply, by the inverters linked to the low pressure and high pressure electric machines of the turbogenerator of [Fig.3], of two sub-batteries, which together form the battery pack, and which together supply an electric traction motor of the vehicle coupled to a running gear, via a main inverter; - [Fig.5] schematically illustrates a non-limiting configuration in which the first inverter is coupled to a first sub-battery comprising two battery modules, and the second inverter is coupled to a second sub-battery comprising three battery modules; - [Fig.6], [Fig.7], [Fig.8], and [Fig.9] schematically illustrate other confi non-limiting configurations in which the connection between the inverters and the different battery modules can be modified by the action of the control means on a first disconnector and / or a second disconnector: - [Fig.6] illustrates a first disconnector interposed between the turbogenerator and the battery pack, and a second disconnector interposed between the battery pack and the main inverter linked to the electric traction motor, in a first disconnection configuration; - [Fig.7] illustrates, similarly to [Fig.6], another configuration of sec operation; - [Fig.8] illustrates, similarly to [Fig.6] and [Fig.7], yet another sectioning configuration; - [Fig.9] illustrates, in a similar way to [Fig.6], a circuit comprising only the second isolator to manage the deceleration phases of the electric traction motor.

[0045] [Fig.l] schematically illustrates an electric or hybrid motor vehicle 1000 with battery, comprising a range extension device according to the invention. This electric motor vehicle 1000 comprises at least one battery pack 2000 for powering an electric traction motor 8000.

[0046] This electric motor vehicle 1000 comprises a range extension device which comprises at least one turbogenerator 100 which is powered by a fuel tank 7000 and which is arranged for recharging this at least one battery pack 2000 with energy, and / or for powering a traction motor, and / or for powering another component of the vehicle 1000.

[0047] According to the invention, this at least one turbogenerator 1000 comprises a first electrical machine 121 equipped with a first inverter 1210, driven by a first turbocharger 151 and at least one second electrical machine 122 equipped with a second inverter 1220, driven by a second turbocharger 152. And the battery pack 2000 comprises a first sub-battery 2100, and at least one second sub-battery 2200, coupleable in series or in parallel with each other.

[0048] And this motor vehicle 1000 comprises control means 9000, which are arranged to separately couple each electrical machine, which the turbogenerator 1000 comprises, to a part of the battery pack 2000.

[0049] More particularly, the control means 9000 are arranged to couple the first electrical machine 121 with the first sub-battery 2100, and / or to couple the at least one second electrical machine 122 with the at least one second sub-battery 2200.

[0050] More particularly, the turbogenerator 1000 comprises the first machine electric machine 121 and only one second electric machine 122, and the battery pack 2000 only includes the first sub-battery 2100 and the second sub-battery 2200.

[0051] More particularly, the control means 9000 comprise electrical disconnectors, arranged to allow the first electrical machine 121, or / and the at least one second electrical machine 122 to charge at least a part of the first sub-battery 2100, or / and at least a part of the at least one second sub-battery 2200, or / and at least a part of the battery pack 2000, and to couple them in different ways.

[0052] More particularly still, these electrical disconnectors are arranged to allow the first electrical machine 121, and / or the at least one second electrical machine 122, to be decoupled from at least one part of the first sub-battery 2100, and / or from at least one part of the at least one second sub-battery 2200, and / or from at least one part of the battery pack 2000, during deceleration phases of said electric traction motor 8000.

[0053] More particularly, the motor vehicle 1000 comprises control means 9000, which are arranged to control, according to the energy consumption or restitution flow of the electric traction motor 8000, and according to the energy level of the first sub-battery 2100, of the second sub-battery 2200, and of the entire battery pack 2000, and according to the instantaneous power of the first electric machine 121 and of the at least one second electric machine 122, a coupling of the first electric machine 121 with the first sub-battery 2100 alone or with the assembly formed by the first sub-battery 2100 and the at least one second sub-battery 2200, and / or a coupling of the at least one second electric machine 122 with the at least one second sub-battery 2200 alone or with the assembly formed by the first sub-battery 2100 and at least one second sub-battery 2200,or / and a modification of the fuel injection into the turbogenerator 100 to modify the instantaneous power of the first electric machine 121 or / and of the at least one second electric machine 122.,

[0054] [Fig-3] schematically illustrates the architecture of a turbogenerator 100, in particular and not limited to a double-stage turbogenerator with IRReGT thermodynamic cycle, with recovery and intermediate cooling and intermediate heating, the low pressure stage and the high pressure stage being separate.

[0055] [Fig.4] schematically illustrates the power supply, by the inverters 1210 and 1220 linked respectively to the low pressure 121 and high pressure 122 electrical machines of this turbogenerator 100, of two sub-batteries, the first sub-battery 2100, and the second sub-battery 2200, which together form the battery pack 2000, which powers the electric traction motor 8000 of the vehicle 1000, via a main inverter 2500.

[0056] As seen in [Fig.3], more particularly, such a cycle turbogenerator 100 IRReGT comprises at least one air filter 109, a first electrified turbocharger 151 for a low pressure stage comprising a first low pressure compressor 101, a first low pressure turbine 104, a low pressure shaft 111, and a first electric machine 121 equipped with a first inverter 1210, a second electrified turbocharger 152 for a high pressure stage comprising a second high pressure compressor 102, a second high pressure turbine 103, a high pressure shaft 112, and a second electric machine 122 equipped with a second inverter 1220, at least one heat recovery unit 106 by heat exchange between the air and the exhaust gases, at least one exchanger 105, called intercooler (cooler), supplied with ambient air or another heat transfer fluid such as water or other, coming from a heat transfer circuit,and arranged to cool the air between this first low-pressure compressor 101 and this second high-pressure compressor 102 through a heat transfer circuit with water or air or other fluid as refrigerant. The exhaust gases are guided to the outside by at least one exhaust pipe.

[0057] More particularly still, at the outlet of the second high-pressure compressor 102, such a heat recovery unit 106 is inserted before the gases enter a first combustion chamber 107 which is arranged to drive the second high-pressure turbine 103, and a second combustion chamber 108 is inserted between the second high-pressure turbine 103 and the first low-pressure turbine 104, and is arranged to drive the first low-pressure turbine 104.

[0058] The invention seeks to solve the problems mentioned above, by proposing a turbogenerator solution operating according to the IRReGT cycle or any other thermodynamic cycle with at least two electrical machines each arranged to produce electrical power.

[0059] This power must be injected into the battery pack; it is advantageous for each electrical machine to inject its power into a part of the battery pack (by definition, said battery pack is a set of sub-batteries arranged in series or parallel mode to form together a single battery). The different battery modules are formed of one or more cells, and each battery module provides power at a certain voltage. Depending on the arrangement, a given voltage but also an overall capacity can be achieved. The number of cells defines the overall capacity of the battery pack in kWh. The arrangement defines its voltage.

[0060] Now each electrical machine of the turbogenerator produces a different power, since it is driven by an independent thermodynamic machine, low pressure stage and high pressure stage in the case of a double-stage IRReGT turbogenerator and two electrical machines, so it is interesting to discharge this power produced in a set of the pack. This allows better management of the loading and the state battery charge and longevity.

[0061] This involves in particular electrically coupling a thermodynamic cycle turbogenerator IRReGT (or Intercooled Recuperative TurboGenerator) having at least two electrical machines 121 and 122, or according to any other suitable thermal cycle, having at least two electrical machines, to the battery pack 2000 of a vehicle 1000. The electrical machines 121 and 122 of the turbogenerator system do not provide the same electrical power, and the voltage (tension) can also be different.

[0062] The battery pack 2000 is formed from a set of modules. A sub-battery comprises one battery module or several battery modules grouped together. In the simplest configuration, the battery pack 2000 comprises two sub-batteries, since the turbogenerator has two electrical machines, and each electrical machine is coupled to a sub-battery.

[0063] [Fig.5] schematically illustrates a non-limiting configuration in which the first inverter 1210 is coupled with a first sub-battery 2100, comprising two battery modules: first battery module 2101 and second battery module 2102. And the second inverter 1220 is coupled with a second sub-battery 2200 comprising three battery modules: third battery module 2203, fourth battery module 2204, and fifth battery module 2205. The two battery modules 2101 and 2102 are in series with each other, the three battery modules 2203, 2204, and 2205 are in series with each other, and the first sub-battery 2100 and the second sub-battery 2200 are in series with each other.

[0064] [Fig.6], [Fig.7], [Fig.8], and [Fig.9] schematically illustrate other non-limiting configurations in which the connection between the inverters and the different battery modules can be modified by the action of the control means 9000 on a first disconnector 31 and / or a second disconnector 32, illustrated here on the circuit between the first inverter 1210 and the main inverter 2500; naturally, similar controlled disconnectors can be installed on the circuit between the second inverter 1220 and the main inverter 2500.

[0065] Thus, as seen in [Fig.6], depending on the voltage of the modules, and the voltage delivered by the inverters, the system is electrically coupled differently. For example, the first inverter 1210 can be coupled to the first battery module 2101 via a first disconnector 31, arranged between the first inverter 1210 and the first sub-battery 2100, and stop charging the first battery module 2101 and the second battery module 2102 which are in series. In this case, the second battery module 2102 no longer charges and the first inverter 1210 charges only the first battery module 2101.

[0066] [Fig.7] and [Fig.8] illustrate the example of the addition of a second disconnector 32 arranged between the first sub-battery 2100 and the main inverter 2500. This configuration allows the first inverter 1210 to take power from the second battery module 2102, the third battery module 2203, the fourth battery module 2204, and the fifth battery module 2205, without the first battery module 2101. The advantage lies in the fact that during deceleration phases, the main inverter 2500 injects its power into the second battery module 2102, the third battery module 2203, the fourth battery module 2204, and the fifth battery module 2205, and not into the first battery module 2101. This allows the first inverter 1210 of the turbogenerator 100 to continue to recharge the first battery module 2101.

[0067] [Fig.9] illustrates the example of a single disconnect switch, which is a second disconnect switch 32 arranged between the first sub-battery 2100 and the main inverter 2500. The first inverter 1210 still charges the first battery module 2101 and the second battery module 2102, but the main inverter 2500 takes and receives electricity only from the second battery module 2102, the third battery module 2203, the fourth battery module 2204, and the fifth battery module 2205.

[0068] Compared to an electric vehicle hybridized by a range extender device, called a "range extender", arranged to send its power to the battery, the IRReGT turbogenerator thus has two electric machines which provide two different powers. In this case, the charging of the batteries can be managed differently to improve energy management. It is therefore necessary to be able to arrange the battery pack so that the electric machine which provides the greatest power is coupled to a first sub-battery of higher capacity, and the electric machine generating less power is coupled to a second sub-battery of lower capacity.

[0069] Note that, in a particular case, the first sub-battery and the second sub-battery ultimately form a single battery pack, which has an overall capacity equal to the sum of the capacities of these two battery modules.

[0070] With a set of electrical disconnect switches, it is possible to switch between battery charging, and to provide optimal charging. The disconnect switches also make it possible to solve the major problem encountered on hybrid range extender applications, which is the deceleration phase mentioned above.

[0071] Indeed, during deceleration phases, the electric traction machine operates in electric motor mode and charges the batteries. This is possible because the electric machine is reversible. However, when recharging a battery, its voltage rises. In the case where the voltage at the battery is lower than that supplied by the inverters coupled to the electric machines of the turbogenerator, the latter can no longer charge the battery, and therefore it races, because the power must be evacuated. It is then necessary to act on the operation of the turbogenerator by reducing the injected quantity of fuel to supply the combustion chambers of the turbogenerator, and it is also necessary to be able to dissipate the power supplied due to a certain thermal inertia. By adding a system of controlled electrical disconnectors it is possible to manage the power produced during deceleration phases.

[0072] In short, the invention provides significant advantages: possibility of managing the charging of the batteries separately, better control of the energy management of the state of charge of the battery, better response of the system during the deceleration phases of the electric traction motor, possibility of continuing to use the turbogenerator, possibility of managing the state of charge in each sub-battery separately, possibility of grouping the battery modules at will via the controlled switches and disconnectors.

[0073] The integration of a low-cost, low-mass turbogenerator as a range extender is a way to reduce the cost of an electric or hybrid vehicle, and to offer users a good solution for their long-distance journeys, even on an electric or hybrid vehicle whose battery pack alone provides only a short range. This also makes it possible to reduce the electrical consumption of vehicles by reducing the mass of the vehicle, and consequently to reduce the cost in use. The fuel of the turbogenerator can be a bio-fuel with low environmental impact.

[0074] The electrical coupling controlled by the vehicle's control means makes it possible to better manage the charging phases of the battery pack by the turbogenerator, and also to properly manage the deceleration phase where the electric traction machine operates in generator mode. The invention thus makes it possible to propose more efficient energy management of the vehicle.

Claims

Claims

1. Electric motor vehicle (1000) comprising at least one battery pack (2000) for powering an electric traction motor (8000) and means (9000) for controlling said battery pack (2000) and said electric traction motor (8000), and comprising a range extension device which comprises at least one turbogenerator (100) powered by a fuel tank (7000) and which is arranged for recharging said at least one battery pack (2000) with energy and / or for powering at least one electric traction motor, characterized in that said at least one turbogenerator (100) comprises a first electric machine (121) equipped with a first inverter (1210), driven by a first turbocharger (151), and at least one second electric machine (122) equipped with a second inverter (1220), driven by a second turbocharger (152), and in that said battery pack (2000) comprises a first sub-battery (2100),and at least one second sub-battery (2200), coupleable in series or in parallel with each other under the control of said control means (9000) which are arranged to allow said turbogenerator (100) to separately recharge a part of said battery pack (2000), and to separately couple each said electrical machine (121, 122), which said turbogenerator (1000) comprises, to a part of said battery pack (2000).,

2. Electric motor vehicle (1000) according to claim 1 characterized in that said electric motor vehicle (1000) comprises at least a first electrical disconnector (31) and / or a second electrical disconnector (32), controlled by said control means (9000), to allow differentiated charging, by said turbogenerator (100) or by said electric traction motor (8000), of battery modules (2101, 2102, 2203, 2204, 2205) which comprise a first sub-battery (2100) or a second sub-battery (2200), which comprise said battery pack (2000).

3. Electric motor vehicle (1000) according to claim 2 characterized in that a said first electrical disconnector (31) is arranged between said turbogenerator (100) and said battery pack (2000).

4. Electric motor vehicle (1000) according to claim 2 or 3 characterized in that a said second electrical disconnector (32) is arranged between said battery pack (2000) and said traction motor electric (8000).

5. Electric motor vehicle (1000) according to one of claims 2 to 4 characterized in that said control means (9000) are arranged to control said first electrical disconnector (31) and / or said second electrical disconnector (32), to decouple said first electrical machine (121), and / or said at least one second electrical machine (122), from at least a portion of said first sub-battery (2100), and / or at least a portion of said second sub-battery (2200), and / or at least a portion of said battery pack (2000), during deceleration phases of said electric traction motor (8000).

6. Electric motor vehicle (1000) according to one of claims 2 to 5 characterized in that said control means (9000) are arranged to control, according to the energy consumption or restitution flow of said electric traction motor (8000), and according to the energy level of said first sub-battery (2100), of the second sub-battery (2200), and of the entire battery pack (2000), and according to the instantaneous power of said first electric machine (121) and of said at least one second electric machine (122), a coupling of said first electric machine (121) with only said first sub-battery (2100) or with the assembly formed by said first sub-battery (2100) and said at least one second sub-battery (2200),or / and a coupling of said at least one second electrical machine (122) with only said at least one second sub-battery (2200) or with the assembly formed by said first sub-battery (2100) and said at least one second sub-battery (2200), or / and to control a modification of the fuel injection in said turbo-generator (100) to modify the instantaneous power of said first electrical machine (121) or / and of said at least one second electrical machine (122).,

7. Electric motor vehicle (1000) according to one of claims 2 to 6 characterized in that said control means (9000) are arranged to couple said first electric machine (121) with said first sub-battery (2100), and / or to couple said at least one second electric machine (122) with said at least one second sub-battery (2200).

8. Electric motor vehicle (1000) according to one of claims 2 to 7 characterized in that said turbogenerator (1000) comprises said first electric machine (121) and a single said second machine electric (122), and in that said battery pack (2000) comprises only said first sub-battery (2100) and said second sub-battery (2200).

9. Electric motor vehicle (1000) according to one of claims 1 to 8 characterized in that said at least one turbogenerator (100) is a turbogenerator (100) with IRReGT cycle with recovery and intermediate cooling, with double stage with recovery and intermediate cooling, comprising a first low pressure compressor (101) linked to a first low pressure turbine (104) by a low pressure shaft (111), and a second high pressure compressor (102) linked to a second high pressure turbine (103) by a high pressure shaft (112), and at least one intercooler exchanger (105), supplied with ambient air or water coming from a heat transfer circuit and arranged to cool the air between said first low pressure compressor (101) and said second high pressure compressor (102), and characterized in that said at least one turbogenerator (100) comprises at least one thermal recovery loop, which is arranged to recover energy,at the level of said intercooler exchanger (105) and / or at the level of the guide bearings of said low pressure shaft (111) and of said high pressure shaft (112), and / or at the level of a heat recovery unit (106) which comprises said at least one turbogenerator (100) at the outlet of said second high pressure compressor (102) and before the gases enter a first combustion chamber (107) arranged to drive said second high pressure turbine (103), said first low pressure turbine (104) being driven by a second combustion chamber (108) interposed between said second high pressure turbine (103) and said first low pressure turbine (104).,

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