METHOD FOR CONVERSING INTERNAL COMBUSTION VEHICLES INTO ELECTRIC VEHICLES

Abstract

Method for converting internal combustion engine vehicles into electric vehicles. Method for converting an internal combustion engine vehicle into an electric vehicle comprising a step of producing an electric powertrain module (6) including an operation of assembling a mechanical interface element (7) on the one hand to an electric motor and on the other hand to the gearbox (5) of the internal combustion engine vehicle, a step of attaching said powertrain module (6) to an attachment structure (10) for suspending said powertrain module (6) from said attachment structure (10), the latter being provided with at least one first anchor point (10A), a step of removing said front crossmember assembly (3), an operation of inserting the powertrain module (6) into the engine compartment (4) from the front and from below, to attach said first anchor point (10A) to an engine support and a step of reassembling the front crossmember assembly (3).Conversion of internal combustion engine vehicles into electric vehicles. Figure for the summary: Fig. 9.

Description

Title of the invention: METHOD FOR CONVERSING INTERNAL COMBUSTION VEHICLES INTO ELECTRIC VEHICLES

[0001] The present invention relates to the general technical field of transport, in particular automobiles, and more particularly to the activity of converting vehicles with internal combustion engines into vehicles with exclusively electric motors.

[0002] More specifically, the invention relates to a method of converting a road vehicle with a thermal engine into an electric motorized vehicle, the latter comprising a chassis with two longitudinal members connected to each other by at least one set of front cross members which helps to delimit an engine compartment, a thermal powertrain housed within said engine compartment and including a combustion engine and a gearbox, as well as a plurality of engine mounts attached to the chassis and to which said thermal powertrain is attached to be supported by the chassis.

[0003] Road transport makes a major contribution to CO2 emissions, due to the fact that the vehicle fleet is still primarily composed of internal combustion engine vehicles. To reduce these CO2 emissions, which contribute to climate change, and to reduce exhaust pollution, one possibility is to replace the internal combustion engine vehicles in the current fleet with electric vehicles, that is, vehicles powered by an electric motor rather than an internal combustion engine. To this end, most car manufacturers now offer ranges of electric vehicles capable of replacing internal combustion engine vehicles. Users, whether private individuals or professionals, can therefore now purchase a new electric vehicle when they wish to replace their internal combustion engine vehicle.However, electric vehicles generally still have a relatively high cost, certainly significantly higher than their internal combustion engine equivalents, so even when an end-of-life internal combustion engine vehicle needs replacing, its owner will not necessarily choose an electric vehicle for this economic reason. Furthermore, replacing an internal combustion engine vehicle with a new electric vehicle, regardless of the aforementioned economic considerations, also raises environmental concerns, particularly due to a carbon footprint that is not necessarily favorable, given the resources and operations required to manufacture a new electric vehicle. Finally, the simple "natural" replacement of an end-of-life internal combustion engine vehicle with a new electric vehicle does not allow for... a renewal of the road vehicle fleet that is fast enough to meet current climate and environmental challenges, which require an accelerated replacement of internal combustion engine vehicles in circulation with electric vehicles.

[0004] Therefore, in order to address the various problems outlined above, it has been proposed, alongside the production of new electric vehicles, to convert existing internal combustion engine vehicles into electric vehicles. Such a conversion, also known as "electric retrofitting," allows for the retention of most of the components of an existing internal combustion engine vehicle, which is obviously beneficial from both an environmental and economic standpoint. However, these conversion operations, as they are currently carried out, are generally lengthy, complex, and tedious, even dangerous. In particular, they require assembly and reassembly operations that can be delicate to perform, especially with regard to installing the electric motor in place of the internal combustion engine.Consequently, converting internal combustion engine vehicles to electric vehicles is often complex and time-consuming, generally requires highly skilled labor, and involves significant intervention times, not to mention potential homologation difficulties and safety risks. These factors significantly hinder the deployment of electric retrofitting, even though, given current climate challenges, such conversion operations should be rapid, accessible to the widest possible range of stakeholders in the automotive system, with minimal qualification requirements, and at a competitive cost.

[0005] The objects assigned to the invention therefore aim to remedy the various drawbacks set out above, and to propose a new method of converting a road vehicle with a thermal engine into an electric-powered road vehicle which allows for a rapid, safe and lower-cost conversion by personnel without specific qualifications or skills.

[0006] Another object of the invention aims to propose a new method of converting a road vehicle with a thermal engine into an electric-powered road vehicle which makes it possible to obtain a particularly reliable electric vehicle with a high level of safety in use.

[0007] Another object of the invention aims to propose a new method of converting a road vehicle with a thermal engine into an electric-powered road vehicle which can be implemented with a minimum of equipment, in a particularly simple way.

[0008] Another object of the invention aims to propose a new method of converting a road vehicle with a thermal engine into an electrically powered vehicle which has a universal character, and can be easily applied to a wide variety of road vehicle models.

[0009] Another object of the invention aims to propose a new method of converting a road vehicle with a thermal engine into an electric-powered road vehicle which ensures a high level of comfort and safety for the operators who implement it.

[0010] Another object of the invention aims to propose a new method of converting a road vehicle with a thermal engine into an electric-powered road vehicle, which is likely to be based on a sequence of standardized operations in order to guarantee a high level of quality.

[0011] Another object of the invention aims to propose a new method of converting a road vehicle with a thermal engine into an electric-powered road vehicle which makes it possible to obtain electric-powered road vehicles meeting the most stringent regulatory requirements, and with an excellent environmental balance.

[0012] Another object of the invention aims to propose a new method of converting a road vehicle with a thermal engine into an electric-powered road vehicle which requires only a minimum of manufacturing operations and makes it possible to drastically limit the extent of the interventions to be carried out on the thermal vehicle to be transformed.

[0013] The objects assigned to the invention are achieved by means of a method for converting a road vehicle with a thermal engine into an electrically powered vehicle, the latter comprising a chassis with two longitudinal members connected to each other by at least one set of front crossmembers which helps to delimit an engine compartment, a thermal powertrain housed within said engine compartment and including a combustion engine and a gearbox, as well as a plurality of engine mounts integral with the chassis and to which said thermal powertrain is attached for support by the chassis, said conversion method comprising: - a step A of removing said combustion engine and gearbox from said engine compartment, - a step B for the realization of an electric powertrain module including an assembly operation of a mechanical interface element on the one hand to an electric motor and on the other hand to said gearbox, in order to couple said electric motor and gearbox and thus obtain a sub-assembly which forms said electric powertrain module, - a step C of realization of a conversion unit, which includes an operation of fixing said electric powertrain module to an attachment structure to suspend said electric powertrain module from said attachment structure, the latter being provided with at least one first anchor point, - a step D of removal of said front crossmember assembly, - a step E of mounting said conversion unit in the vehicle, which includes an operation of inserting said conversion unit into the engine compartment from the front and from below, to attach said at least one first anchor point to at least one of said engine supports, so that the chassis supports the conversion unit by means of at least said attachment structure, - a step F of reassembling the front crossmember assembly.

[0014] Other features and advantages of the invention will become apparent and will be further detailed upon reading the following description, as well as with the aid of the accompanying drawings, which are purely illustrative and not limiting, in which:

[0015] [Fig.1] illustrates, according to a schematic perspective view, a mounting support which is advantageously implemented within the framework of the conversion process according to the invention.

[0016] [Fig.2] illustrates, according to a schematic perspective view, a bell-shaped box speeds of a road vehicle with a thermal engine to be converted into a road vehicle with an electric engine by means of the process according to the invention, on which are mounted four metal rings which preferentially form a mechanical interface element allowing an electric motor to be coupled to the gearbox to obtain an electric powertrain module.

[0017] [Fig.3] illustrates, according to a schematic front view, the four crowns illustrated in the [Fig.2], which preferentially constitute the mechanical interface element.

[0018] [Fig.4] illustrates, according to a schematic perspective view, the mounting support of [Fig.1], on which rests the electric powertrain module obtained by assembling the mechanical interface element of [Fig.3] with the electric motor on one side and the gearbox on the other.

[0019] [Fig.5] illustrates, according to a schematic perspective view, an embodiment of the attachment structure implemented as part of the conversion process according to the invention, to suspend the electric powertrain module from the chassis of the vehicle to be converted.

[0020] [Fig.6] illustrates, according to a schematic perspective view, the subset of the [Fig.4], formed by the mounting support and the electric powertrain module resting on the latter, with in addition the attachment structure of the [Fig.5] which rests on the mounting support in order to be attached to the electric powertrain module, to form a conversion unit.

[0021] [Fig.7] illustrates, according to a schematic perspective view, the conversion unit of the [Fig.6] which also includes at least the following additional components: battery charger, electronic controller, vehicle electronic control unit, acoustic warning system (AVAS), wiring harness, electronic diagnostic unit, electronic power distribution unit, cooling circuit and battery element, all these additional components being directly or indirectly attached to the attachment structure.

[0022] [Fig.8] illustrates, according to a schematic perspective view, the conversion unit of the [Fig.7] in the position prepared for its insertion into the engine compartment, before the execution of step D of the removal of the front crossmember assembly of the process according to the invention.

[0023] [Fig.9] is identical to [Fig.8] but in side view, and this time after step D of removing the front crossmember assembly has been carried out, the movement that the conversion unit must undergo to be mounted in the engine compartment being schematically represented by a succession of alternating horizontal and vertical arrows.

[0024] [Fig. 10] illustrates, according to a schematic side view, a first step of removal of the mounting bracket, once the conversion unit is in place inside the engine compartment, during which the mounting bracket is moved in translation from top to bottom.

[0025] [Fig. 11] illustrates, according to a schematic side view, a second stage of removal of the mounting support, during which the latter is tilted 90° to be released from the engine compartment.

[0026] [Fig. 12] illustrates, according to a schematic side view, a third terminal stage of removal of the mounting support, during which the latter, after being tilted to 90° ([Fig.1 1]), undergoes a horizontal translation movement outwards to be separated from the vehicle.

[0027] The invention relates to a method for converting a road vehicle with an internal combustion engine into a road vehicle with an electric motor, preferably by means of a standardized, industrially produced conversion kit. Said road vehicle with an internal combustion engine is preferably a motor vehicle, for example, a rolling vehicle with one or more wheels intended for travel on a road that is preferably paved. Said road vehicle with an internal combustion engine is, for example, a passenger car, a light commercial vehicle (tow truck, van, light commercial vehicle, etc.), a heavy goods vehicle (tractor or rigid truck, etc.), or even a bus or coach. Said road vehicle with an internal combustion engine comprises at least a chassis, and preferably a body. The chassis may advantageously be separate from the body, the latter being advantageously supported by the chassis.Alternatively, the chassis and the body are . formed from a single, continuous structure (as in the case of monocoque vehicles). The said internal combustion engine road vehicle also includes an engine compartment 4, that is, a free space forming a housing, for example delimited by the chassis and / or the body, which accommodates the engine of said internal combustion engine road vehicle. The chassis preferably comprises two longitudinal members 1, 2 connected by at least one front crossmember assembly 3 which helps to delimit the engine compartment 4. The front crossmember assembly 3 is formed, for example, of a single crossmember which is fixed, for example by bolting, to each longitudinal member 1, 2. It is also possible, as in the example illustrated in the figures, for the front crossmember assembly 3 to include a plurality of adjacent crossmembers, for example, two, arranged side by side or one below the other.The front crossmember assembly 3 is positioned towards one end of the chassis, advantageously corresponding to the front end of the chassis relative to the forward direction of the vehicle. The chassis advantageously comprises, in addition to the front crossmember assembly 3, other crossmembers (or crossmember assemblies) arranged between the longitudinal members, to form the chassis together with the latter.

[0028] The road vehicle with an internal combustion engine comprises a thermal powertrain housed within the engine compartment 4. The thermal powertrain includes a combustion engine, preferably an internal combustion engine, intended to be fueled by a fuel that undergoes combustion within said engine. The fuel in question may, for example, be hydrocarbon-based (such as gasoline or diesel). The thermal powertrain further includes a gearbox 5, for example, a mechanical or mechatronic gearbox, for transmitting the power of said internal combustion engine to a drivetrain while allowing for the adaptation of engine torque. Said internal combustion engine and said gearbox 5 are coupled together to form said thermal powertrain and are housed within the engine compartment 4.

[0029] The road vehicle with an internal combustion engine to be converted by means of the method according to the invention also comprises a plurality of engine mounts arranged within the engine compartment 4, integral with the chassis, and to which the internal combustion engine is attached for support by the chassis. The internal combustion engine is thus connected to the chassis and rests on, or is suspended from, the chassis by means of the engine mounts. Each engine mount thus corresponds to a point of attachment of the internal combustion engine and / or the gearbox 5 to the chassis. To this end, each of the engine mounts advantageously comprises at least one plate mechanically connected to the chassis and provided with at least one male fastening element (screw or stud) or one female fastening element (hole) to allow localized attachment, for example by screwing, of the internal combustion engine or from the 5-speed gearbox to the relevant mounting plate. For this purpose, the combustion engine and the 5-speed gearbox themselves incorporate additional mounting elements to those carried by said at least one mounting plate.

[0030] The conversion method according to the invention includes at least one step A of removing said combustion engine and gearbox 5 from said engine compartment 4. During this step A, the combustion engine and the gearbox 5 associated with it are disassembled (i.e. separated from the chassis) and extracted from the engine compartment 4 of the internal combustion vehicle to be converted, which in particular involves separating the combustion engine from each engine mount of said plurality of engine mounts ensuring the mechanical connection between the chassis and the combustion engine, and separating the gearbox 5 from each engine mount of said plurality of engine mounts ensuring the mechanical connection between the chassis and the gearbox 5. The combustion engine and the gearbox 5 are further disassembled from each other, so that, at the end of step A, the gearbox 5 is separated from the combustion engine.

[0031] The conversion method according to the invention further comprises at least one step B of constructing an electric powertrain module 6, including an assembly operation of a mechanical interface element 7 to an electric motor 8 and to the gearbox 5, for coupling the electric motor 8 and gearbox 5 to obtain a subassembly that forms the electric powertrain module 6. In other words, the mechanical interface element 7 connects the electric motor 8 to the original gearbox 5. The electric motor 8 is intended to provide propulsion for the vehicle in place of the original internal combustion engine. It is advantageously formed by a machine that converts electrical energy into mechanical energy and vice versa. Preferably, the electric machine is a rotating machine comprising a stator and a rotor.It advantageously forms an electromechanical converter whose operation is based on the principles of electromagnetism. Preferably, said electrical machine is a direct current or alternating current, asynchronous or synchronous electrical machine. Said electrical machine is intended to be electrically connected to an electrical power source (battery). Said electric motor 8 comprises, for example, an output shaft, while said gearbox 5 comprises a primary shaft 5A. Said mechanical interface element 7 advantageously includes, on the one hand, a structural connecting element 70 for attaching together the electric motor 8 and the gearbox 5, and on the other hand, a kinematic coupler (not visible in the figures) for connecting said output shaft to said primary shaft 5A so that the primary shaft is driven in rotation by the output shaft.More specifically, the structural connecting element 70 ensures a mechanically adjusted connection between the . clutch bell 50 of the gearbox 5 and the frame (stator) of the electric motor 8, for coupling said electric motor 8 and gearbox 5 at one side i) of the output shaft of the electric motor 8 and at the other side ii) of the clutch bell 50 of the gearbox 5. Said structural connecting element 70 comprises, for example, at least one, and preferably several, rings 71, 72, 73, 74. Thus, in the example illustrated in the figures, the structural connecting element 70 comprises several independent metal rings 71, 72, 73, 74, arranged against each other and interposed between the clutch bell 50 and the electric motor 8.In this case, the aforementioned rings 71, 72, 73, 74 are provided with respective fastening means (holes and / or pins) allowing them to be assembled (for example, by means of screws) with each other and also to be assembled with the electric motor 8 on the one hand and with the gearbox 5 on the other. For example, the structural connecting element 70 comprises first, second, third, and fourth metal rings 71, 72, 73, 74 arranged side by side and against each other. The first metal ring 71 is advantageously provided with fastening means designed to adapt, on one side, to complementary shapes supported by the frame of the electric motor 8 and, on the other side, to complementary shapes supported by the second metal ring 72.The second metal ring 72 is advantageously provided with fastening means designed to adapt on one side to complementary shapes carried by the first metal ring 71 as previously mentioned and on the other side to complementary shapes carried by the third metal ring 73. The third metal ring 73 is advantageously provided with fastening means designed to adapt on one side to complementary shapes carried by the second metal ring 72 as previously mentioned and on the other side to complementary shapes carried by the fourth metal ring 74. Preferably, the third metal ring 73 includes tabs 7A, 7B, 7C whose function will be specified later.Finally, the fourth metal ring 74 is advantageously provided with fastening means designed to adapt on one side to complementary shapes carried by the third metal ring 73 as previously mentioned and on the other side to complementary shapes carried by the clutch bell 50 of the gearbox 5. The first metal ring 71 is more precisely shaped to adapt to the frame (stator) of the electric motor 8, and to be fixed to the latter, while the fourth metal ring 74 is specifically shaped to adapt to and be fixed to the clutch bell 50 of the gearbox 5. As previously mentioned, said metal rings 71, 72, 73, 74 are further provided with respective fastening means allowing them to be fixed to each other, thus ensuring the coupling of the . electric motor 8 to gearbox 5, as illustrated in the figures. The primary shaft 5A is connected to the output shaft of the electric motor 8 by the kinematic coupler, the latter including for example a gear system.

[0032] According to the invention, the conversion process includes a step C of making a conversion unit 9, which includes an operation of attaching said electric powertrain module 6 to an attachment structure 10, for suspending said electric powertrain module 6 from said attachment structure 10. Said attachment structure 10 is provided with at least one first anchor point 10A designed to correspond with at least one of said motor supports, for attaching said electric powertrain module 6 to said chassis by means of at least this motor support with which the first anchor point 10A corresponds.The reuse of one or more (and preferably all) of the engine mounts, made possible in particular by the use of the specially configured mounting structure 10, facilitates the conversion operations and limits the impact of the conversion on the overall architecture of the vehicle and its mechanical behavior. The mounting structure 10 is, for example, formed by a metal structure, preferably welded, which acts as a frame. The first anchor point 10A is advantageously formed by a portion of the mounting structure 10 intended to be positioned opposite at least one of the engine mounts of the internal combustion engine vehicle to be converted, in order to fix (and preferably suspend) the mounting structure 10 to the chassis, for example by means of an assembly including screws and anti-vibration mounts (blocks made of flexible materials, such as Silentbloc®).The electric motor 8 is fixed to the mounting structure 10, so as to be supported by the latter, which thus contributes to securing the electric motor 8 to the chassis. This is also the case for the gearbox 5, which is advantageously also supported directly or indirectly, at least in part, by the mounting structure 10 (as well as possibly directly by the chassis) while being structurally and kinematically connected to the electric motor 8.

[0033] The conversion method according to the invention further includes a step D of removing said front crossmember assembly 3, in order to provide access to the engine compartment 4 from the front of the vehicle. Step D thus includes an operation to dismantle each front crossmember that forms the front crossmember assembly 3, to separate each front crossmember from the side members 1, 2 and thus provide a clear passage at the front of the chassis to access the engine compartment 4. To this end, step D preferably also includes an operation to remove the front bumper, as well as any other element (such as the radiator, for example) that could obstruct access to the engine compartment 4 from the front. Thanks to step D, the installation of the conversion unit 9 in the vehicle is facilitated, and in particular can be implemented with simple technical means, quickly and cheaply. Advantageously, said step D of removing said front crossmember assembly 3 is prior to said step A of removing said internal combustion engine and gearbox 5 from the engine compartment 4. Thanks to this preferred feature of the method according to the invention, in which the internal combustion powertrain is removed from the engine compartment 4 while the front crossmember assembly 3 is no longer in place, i.e. it has been previously removed (as well as preferably the front bumper and the radiator), the execution of step A is facilitated and benefits from particularly favorable ergonomic and safety conditions.

[0034] The conversion method according to the invention advantageously comprises, preferably after the aforementioned step C, a step E of mounting the conversion unit 9 in the vehicle. Preferably, the steps therefore follow each other in the following chronological order: step D, step A, step B, step C, and then step E. Step E includes an operation of inserting said conversion unit 9 into the engine compartment 4, from the front and from below, to attach said at least one first anchor point 10A to at least one of said engine mounts, so that the chassis supports the conversion unit 9 by means of at least said attachment structure 10. As mentioned previously, the operation of inserting the conversion unit 9 into the engine compartment 4 from the front and from below is advantageously made possible by step D of removing the front crossmember assembly 3.

[0035] Said operation of insertion of the conversion unit 9 advantageously consists of making the conversion unit 9 undergo a succession of elementary horizontal displacements towards the interior of the chassis alternating with a succession of elementary vertical displacements from bottom to top, from an initial position of the conversion unit 9 (illustrated in [Fig.9]) in which the conversion unit 9 is for example arranged in front of the vehicle, the latter being devoid of the front cross member assembly 3, and being advantageously raised relative to the ground (for example by at least 20 cm, even more preferably by at least 40 cm, particularly preferably by at least 50 cm).At the end of step E, the first anchor point 10A is aligned with one of the motor mounts and is attached to it (for example, by means of a fixing assembly including one or more screws and one or more anti-vibration mounts of the Silentbloc® type). The attachment structure 10 is thus fixed to the chassis, and it itself supports at least part of the weight of the electric powertrain module 6.

[0036] Advantageously, the initial internal combustion engine road vehicle, intended to be converted into an electric road vehicle by the process according to the invention, includes a A first engine mount, integral with the chassis, to which the internal combustion engine is attached, and a second engine mount, also integral with the chassis, to which the gearbox 5 is attached. In this case, the insertion operation of step E of the assembly advantageously includes: - a matching of the first anchor point 10A with the first motor support, then a fixing of said first anchor point 10A to said first motor support by screwing, preferably with the interposition of anti-vibration pads, - as well as a matching of a second anchor point, integral with the gearbox 5 (and preferably directly formed on the casing of the latter), with the second motor support, then a fixing of said second anchor point to said second motor support by screwing, preferably with the interposition of anti-vibration pads.

[0037] In this advantageous embodiment, at the end of step E the conversion unit 9 is supported by the chassis by means of at least one part of the attachment structure 10 which is fixed to the first engine support by its first anchorage point 10A, and on the other part by the gearbox 5 which is fixed to the second engine support by means of the second anchorage point, which was already used for this purpose in the initial internal combustion engine road vehicle.

[0038] Once the conversion unit 9 is housed within the engine compartment 4 and attached in the functional position to the chassis as described above, the front crossmember assembly 3 can be reinstalled. The method thus includes a step F of reassembling the front crossmember assembly 3, to restore the original integrity of the chassis.

[0039] Advantageously, the method comprises, prior to step E, and preferably after step C, a step I of attaching a battery element 11 to said attachment structure 10, so that the latter is advantageously interposed between, on the one hand, said battery element 11 which rests on said attachment structure 10, and on the other hand said electric drive module 6 which is suspended from said attachment structure 10. In this preferred embodiment, the conversion unit 9 thus includes, in addition to the attachment structure 10 and the electric drive module 6, said battery element 11. Said battery element 11 advantageously includes several electric batteries which form part of the electrical energy source intended to power the electric motor 8.It is of course perfectly conceivable that only part of the batteries forming the electrical power source are carried in the conversion unit 9, and that other batteries are located elsewhere in the vehicle, for example in place of the fuel tank. Thanks to the specific and advantageous positioning chosen for the battery element 11, relative to the mounting structure 10 and the electric powertrain module 6, the unit of . conversion 9 is well balanced, with a suitable mass distribution that allows optimal integration of the conversion unit 9 into engine compartment 4.

[0040] Advantageously, the method comprises, prior to step E, and preferably after step C, at least one step J of attaching to said attachment structure 10 at least one of the following components: - Battery charger 12, advantageously consisting of an AC / DC charger connected to said battery element 11 to ensure its charging from the electrical distribution network; the charger is advantageously located opposite the electric motor 8, so that the latter is interposed between the battery charger 12 and the gearbox 5. The charger is advantageously connected to an electrical charging socket, which is preferably associated, via an adapter, with the fuel filler flap already present on the internal combustion vehicle. - Electronic controller 13 (ECU unit) connected to said electric motor 8 to control its operation. The electronic controller 13 is advantageously positioned against the battery charger 12, so that the latter is interposed between the electronic controller 13 and the electric motor 8, such an arrangement proving advantageous in terms of compliance with electromagnetic compatibility (EMC) requirements. - Vehicle electronic control unit (also called VCU for "Vehicle Control Unit"), which controls, among other things, the power steering and is advantageously fixed to the attachment structure 10 above the electric powertrain module 6. - Electronic diagnostic unit 14 (generally called the "DIAG" unit) which allows access, via appropriate diagnostic tools designed to be electrically connected to said DIAG unit, to operating parameters of the electric powertrain module 6. The DIAG unit thus advantageously provides access to diagnostic information of the electric powertrain 6, as well as the ability to control accessories. Preferably, said electronic diagnostic unit 14 is mounted on top of the vehicle's electronic control unit. - Electronic power distribution unit 15 (so-called "PDU" unit), attached to the mounting structure 10 for example adjacent to the battery element 11, above the electric drive module 6. - Acoustic Vehicle Alert System 16 (also known as AVAS) is designed to emit an audible signal as long as the speed of the electric road vehicle does not exceed a predetermined value, for example, 30 km / h. The Acoustic Vehicle Alert System 16 is therefore a speed-dependent sound generation system that provides warnings road users approaching the electric vehicle when it is travelling at low speed. - Electrical harness 17 for electrically connecting in particular the various electrical and electronic components of the conversion unit 9, said electrical harness 17 including a power harness (high voltage) with suitable connectors, and a power supply and signal harness (low voltage) with suitable connectors. - Water pump for circulating the coolant; - Vacuum pump 18 for brake amplification (“Master VAC”), which is for example received in a support 10B which belongs to the attachment structure 10. - Air conditioning compressor, arranged for example on mounting brackets 10C which are part of the attachment structure 10. - Power steering pump 20 fixed to the attachment structure 10 preferably above the electric drive module 6.

[0041] Advantageously, the internal combustion engine vehicle to be converted includes a radiator intended to perform a conventional heat exchange function, in particular to cool the internal combustion engine. In this case, the method according to the invention advantageously includes, prior to step E, and preferably after step C, a step K of attaching a cooling circuit 21, composed of a network of pipes connected to form a hydraulic circuit, to said attachment structure 10. Then, the method according to the invention advantageously includes, for example after step E, a step L of connecting said cooling circuit 21 to said radiator, after reassembly of the latter if it has been previously removed.Preferably, each of said steps I, J and K is carried out after step G, while the electric drive module 6 rests on the mounting support 22, which again facilitates the fixing and arrangement operations.

[0042] Thus, in the preferred embodiment illustrated in the figures, it is possible to arrive, prior to step E, at a conversion unit 9 which forms a unitary sub-assembly, visible for example in [Fig.7], which includes, in addition to the attachment structure 10 and the electric powertrain module 6, all the other components referred to above.

[0043] Preferably, in order to facilitate step E of mounting the conversion unit 9, the conversion method according to the invention further comprises a step G, subsequent to said step B, of associating the electric drive module 6 with a mounting bracket 22, during which said electric drive module 6 is placed on said mounting bracket 22 to rest freely upon it, as illustrated in [Fig. 4]. Advantageously, the mounting bracket 22 includes a base 22A designed to rest stably on a horizontal plane. The base 22A is formed, for example, by a frame made by assembling four metal tubes, said frame preferably having a substantially rectangular shape and further including a transverse element 220A that connects the two longer sides of the rectangle formed by the frame, in order to stiffen the latter. Advantageously, the mounting support 22 includes an arm 22B that rises from said base 22A, perpendicular to said horizontal plane on which the latter is intended to rest stably. Said arm 22B is thus designed to rise substantially vertically when the base 22A rests on a horizontal plane, and is preferably located in a corner of the rectangle formed by the frame that preferably constitutes the base 22A, as illustrated in the figures.Advantageously, the mounting support 22 includes a first docking portion 22C on and against which the mechanical interface member 7 is intended to rest freely in a predetermined position. The first docking portion 22C advantageously has a polygonal profile 22C (for example, cradle-shaped or boat-shaped), the shape of which is advantageously conjugate and complementary to that of a support portion of the mechanical interface member 7 intended to rest on and against the first docking portion 22C, in order to immobilize the electric drive module 6 relative to the mounting support 22 in a predetermined orientation.Advantageously, the first docking portion 22C is further provided with a stop plate 220C, against which the mechanical interface member 7 is intended to abut, thus immobilizing the electric drive module 6 relative to the mounting support 22 in a predetermined position. This predetermined position is a single position that can be achieved easily and intuitively by simply placing the support portion of the mechanical interface member 7 against the polygonal profile conformation 221C and against the stop plate 220C.

[0044] Advantageously, the mounting support 22 includes a second docking portion 22D, which forms, for example, a support pad, on and against which the gearbox 5, which is part of the electric powertrain module 6, is intended to rest when the electric powertrain module 6 is placed on the mounting support 22. Thus, in the advantageous embodiment illustrated in the figures, during step G the powertrain module 6 is placed on the mounting support 22 so that the mechanical interface member 7 is received by the first docking portion 22C as previously described, while the gearbox 5 rests on the second docking portion 22D, thus allowing the powertrain module 6 to rest stably on the mounting support 22, in said predetermined position, as illustrated by [Fig.4].

[0045] Advantageously, the operation of attaching the electric drive module 6 to the mounting structure 10 is carried out while the electric drive module 6 rests on the mounting support 22, so that at the end of step C the conversion unit 9 rests freely on the mounting support 22. In other words, step C is advantageously carried out after step G, which facilitates the attachment of the mounting structure 10 to the electric drive module 6 because the latter is advantageously arranged in a stable position, according to a predetermined orientation particularly suited to the attachment of the mounting structure 10. An operator then simply needs to place the mounting structure 10 on the electric drive module 6, which rests on the mounting support 22, and then attach the mounting structure 10 to the electric drive module 6, for example by screwing.

[0046] Advantageously, in step C the attachment structure 10 is fixed to the mechanical interface member 7, which is, for example, provided for this purpose with at least one fixing tab 7A, 7B, 7C. Optionally, the attachment structure 10 is also fixed by screwing to the gearbox 5, in one or more predetermined fixing areas of the gearbox 5. It is also possible for the attachment structure 10 to be directly fixed to the electric motor 8.

[0047] To facilitate the operation of attaching the electric drive module 6 to the mounting structure 10, and to stabilize the mounting structure 10, the mounting bracket 22 is advantageously provided with a receiving portion 22E of the mounting structure 10, against which the mounting structure 10 can be freely supported prior to the operation of attaching the electric drive module 6 to said mounting structure 10. This receiving portion 22E of the mounting structure 10 is, for example, located at the free end of the arm 22B, and includes, for example, a U-shaped profile that receives a corresponding predetermined portion of the mounting structure 10, as illustrated in [Fig. 6]. This predetermined portion is advantageously located, for example, at the level and / or directly above the first anchor point 10A, as illustrated in [Fig. 6].

[0048] Advantageously, the operation of inserting the conversion unit 9 into the engine compartment 4 is carried out by moving the mounting bracket 22 carrying the conversion unit 9 relative to the vehicle. The movement of the subassembly formed by the mounting bracket 22 and the conversion unit 9 is carried out, for example, by placing the subassembly on a transport pallet, such that the base 22A rests stably on the pallet, and then lifting the assembly formed by the pallet, the mounting bracket 22, and the conversion unit 9 carried by the mounting bracket 22 using suitable equipment, for example, a forklift, pallet jack, or lifting table. This movement allows the unit to be inserted Conversion unit 9 is installed in engine compartment 4 from the front and below, taking advantage of the space created by the removal of the front crossmember assembly 3, which has been previously disassembled, along with the bumper and radiator, for example. The movement of the mounting bracket 22, to bring the conversion unit 9 into the correct position in engine compartment 4, advantageously consists of a plurality of successive horizontal movements XI, X2 inwards towards the chassis and vertical movements Z1, Z2 from bottom to top. For example, the vehicle is raised to approximately 50 cm from the ground. The mounting bracket 22 / conversion unit 9 assembly is brought in from the front and below and then raised to the correct position inside compartment 4 by the alternating combination of horizontal movements XI, X2 and vertical movements Z1, Z2 mentioned above.Once in the correct position inside the engine compartment 4, the conversion unit 9 is attached to the chassis by securing the first anchor point 10A to the corresponding engine mount, and, for example, by securing the gearbox 5 to another corresponding engine mount, using, for instance, the original bolts present for the same function in the internal combustion engine vehicle. Naturally, anti-vibration mounts will be advantageously positioned appropriately, as in the original internal combustion engine vehicle. At this point, the conversion unit 9 is fixed to the chassis and is therefore supported by it.

[0049] The conversion process then advantageously includes a step of removing the mounting bracket 22. To this end, the process preferably includes a step H, subsequent to step E, during which the mounting bracket 22 is pivoted to release it from the engine compartment 4. For example, the mounting bracket 22 is tilted, which allows the arm 22B to be pivoted and thus extracted from the engine compartment. Advantageously, said pivoting of the mounting bracket 22 to release it from the engine compartment 4 is carried out at a pivoting angle, for example equal to 90° in the embodiment illustrated in the figures, allowing the arm 22B to be brought substantially horizontally and the base 22A substantially vertically, as illustrated in [Fig. 11].

[0050] The extraction sequence for the mounting support 22, illustrated in Figures 10 to 12, preferentially includes: - a vertical translation step from top to bottom of the mounting support 22 ([Fig. 10]), to separate portion 22E of the attachment structure 10 and the docking portions 22C, 22D of the electric propulsion module 6; - a 90° pivot towards the inside of the chassis of the mounting support 22 ([Fig. 11]), to bring the arm 22 B to the horizontal and the base 22A to the vertical; - a horizontal translation from the inside to the outside of the chassis of the mounting support 22 to release it from the vehicle ([Fig. 12]).

[0051] The invention thus makes it possible to convert a road vehicle with a thermal engine into a road vehicle with an electric engine in a particularly easy, intuitive, fast and cheap manner, while retaining a maximum of components of the existing thermal vehicle to be transformed, and this by means of a reliable conversion equipment, of very simple design and easy to use.

Claims

Demands

1. A method for converting a road vehicle with a thermal engine into an electric-powered vehicle, the latter comprising a chassis with two longitudinal members (1,2) connected to each other by at least one set of front cross members (3) which helps to define an engine compartment (4), a thermal powertrain housed within said engine compartment (4) and including an internal combustion engine and a gearbox (5), as well as a plurality of engine mounts integral with the chassis and to which said thermal powertrain is attached for support by the chassis, said conversion method comprising: - a step A of removing said internal combustion engine and gearbox (5) from said engine compartment, - a step B of producing an electric powertrain module (6) including an operation of assembling a mechanical interface element (7) on the one hand to an electric motor (8) and on the other hand to said gearbox (5),to couple said electric motor (8) and gearbox (5) and thus obtain a sub-assembly which forms said electric powertrain module (6), - a step C of making a conversion unit (9), which includes an operation of attaching said electric powertrain module (6) to an attachment structure (10) for suspending said electric powertrain module (6) from said attachment structure (10), the latter being provided with at least one first anchor point (10A), - a step D of removing said front crossmember assembly (3), - a step E of mounting said conversion unit (9) in the vehicle, which includes an operation of inserting said conversion unit (9) into the engine compartment (4) from the front and from below, to attach said at least one first anchor point (10A) respectively to at least one of said engine mounts, so that the chassis supports the conversion unit by means of at least said attachment structure (10),- a step F of reassembling the entire front crossmember assembly (3).

2. A method according to any one of the preceding claims, characterized in that said step D of removing said front crossmember assembly (3) is prior to said step A of removing said combustion engine and gearbox (5) outside said engine compartment (4).

3. A method according to any one of the preceding claims characterized in that it further comprises a step G, subsequent to said step B, of associating said electric powertrain module (6) with a mounting support (22), during which said powertrain module (6) is placed on said mounting support (22) to rest freely on the latter.

4. Method according to the preceding claim characterized in that said operation of fixing said electric powertrain module (6) to said attachment structure (10) is carried out while said electric powertrain module (6) rests on said mounting support (22), so that at the end of step C the conversion unit (9) rests freely on said mounting support (22).

5. Method according to claim 3 or 4, characterized in that said mounting support (22) is provided with a portion (22E) for receiving said attachment structure (10), against which said attachment structure (10) is placed in free support prior to said operation of attaching said electric powertrain module (6) to said attachment structure (10).

6. A method according to any one of claims 3 to 5 characterized in that said operation of inserting said conversion unit (9) into the engine compartment (4) is carried out by moving said mounting support (22) carrying said conversion unit (9) relative to said vehicle.

7. Method according to the preceding claim characterized in that said displacement consists of a plurality of successive elementary horizontal displacements (XI, X2) towards the interior of the chassis and vertical (Z1, Z2) from bottom to top.

8. A method according to any one of claims 3 to 7 characterized in that said mounting bracket (22) includes a base (22A) designed to rest stably on a horizontal plane, and an arm (22B) which rises from said base, perpendicular to said horizontal plane, said method including a step H, subsequent to step E, in which said mounting bracket (22) is pivoted to release it from the engine compartment (4).

9. A method according to the preceding claim, characterized in that said pivoting of said mounting support (22) to release it from the engine compartment (4) is made according to a pivoting angle allowing the arm (22 B) to be brought substantially horizontally and the base (22 A) substantially vertically.

10. A method according to any one of the preceding claims characterized in that it comprises, prior to step E, a step I of attaching a battery element (11) to said attachment structure (10), so that the latter is interposed between on the one hand said battery element (11) which rests on said attachment structure (10), and on the other hand said electric powertrain module (6) which is suspended from said attachment structure (10).

11. A method according to any one of the preceding claims characterized in that it comprises, prior to step E, at least one step J of attaching to said attachment structure (10) at least one of the following components: - battery charger (12), - electronic controller (13) connected to said electric motor (8) to control its operation, - electronic control unit of the vehicle, - acoustic warning system (16) designed to emit an audible signal as long as the speed of said electrically powered road vehicle does not exceed a predetermined value, - electrical harness (17), - electronic diagnostic unit (14), - electronic power distribution unit (15).

12. A method according to any one of the preceding claims characterized in that said internal combustion engine vehicle includes a radiator, said method including, prior to step E, a step K of attaching a cooling circuit (21) to said attachment structure (10), and then, subsequent to step E, a step L of connecting said cooling circuit (21) to said radiator.

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