System and method for electrifying a fuel-powered vehicle

Abstract

The present invention describes a system and method for electrifying a fuel-powered vehicle. The present invention specifically relates to an electrification system for a vehicle comprising an electric motor coupled to a combustion motor, defining a transformer assembly that converts the energy of the fuel supplied to the vehicle into electrical energy to be stored in an energy storage device and to provide electrical torque to at least one axle of the vehicle. Thus, the present system allows the vehicle to be driven in a fully (100%) electric mode using the fuel supplied to the vehicle itself, enabling the vehicle to operate continuously without the need for long breaks for recharging. The present invention pertains to the fields of automotive engineering, electrical engineering, and mechanical engineering, aimed at solutions for the electrification of cargo transport vehicles.

Description

SYSTEM AND METHOD OF ELECTRIFICATION OF FUEL-POWERED VEHICLES Descriptive Report of Invention Patent Field of Invention

[0001] The present invention is located in the fields of automotive, electrical engineering and mechanical engineering, focused on the area of ​​solutions for the electrification of freight transport vehicles. Background of the Invention

[0002] The trend toward electric mobility is particularly evident in automobiles, with a progressive increase in their use in freight transport vehicles in locations such as logistics yards, rural areas, ports, and other locations. However, the evolution of electrification in these vehicles, as with automobiles, faces challenges related to operational range, recharge time, and the availability of electrical infrastructure for battery charging.

[0003] In logistics and cargo handling facilities, such as logistics yards and port areas, cargo handling vehicles operate for long hours in locations that generally lack adequate power supply infrastructure for charging the vehicle's batteries. Even if charging stations are available, the cargo handling vehicle would still be idle for extended periods of time to recharge its batteries.

[0004] Furthermore, there are technical solutions for electric mobility that propose the use of an electric motor coupled to a vehicle axle that provides auxiliary electric torque to the vehicle and also acts as a generator by regenerating kinetic energy from braking or deceleration of the vehicle in situations of terrain slopes, for example, storing this braking energy in the vehicle's batteries.

[0005] Based on this, patent EP3892508B1 discloses a management system for operating an electric motor in a road implement, providing regenerative braking, free-axle braking, or auxiliary traction modes to the load transport vehicle to which the implement is coupled. Complementarily, the art has developed solutions aimed at enabling the coupling and decoupling of the effects of this electric motor on an axle of the respective load transport vehicle, for example, a semi-trailer and a truck, as seen, respectively, in documents W02022073091 A1 and W02022073092A1. Thus, the auxiliary motor can provide supplementary torque depending on the traction demand or regenerate energy through deceleration or braking.

[0006] However, cargo handling areas are built on flat, uniform terrain, so there are few opportunities for regenerating energy from vehicle braking / deceleration. Therefore, even if braking occurs or the areas have some relief, the power generated by the engine acting as a generator may be insufficient or inefficient to support the vehicle's main traction, making the application of these auxiliary electric torque systems in cargo handling vehicles unfeasible.

[0007] Added to the problems involving local battery recharging infrastructure and the feasibility of energy regeneration is the issue of fuel consumption and energy efficiency. For example, the power supplied by the towing vehicle to the cargo transport vehicle is maintained, whether loaded or unloaded, whether carrying heavier or lighter loads. This wastes energy in the towing vehicle, as energy consumption is not optimized based on the load being transported.

[0008] From this, the technique has developed solutions such as the one presented in document DE202005015123U1, which reveals an industrial truck with a diesel engine driving an electric generator to recharge batteries. The batteries then power an electric motor that drives the vehicle's axles. In other words, the batteries are recharged using energy from a fuel.

[0009] US patent 1046191 B2 also describes a vehicle traction system, which has an inverter controlling an electric motor to drive one axle of the vehicle or to regenerate the axle's kinetic energy. To this end, a power generation device recharges batteries that power the inverter. This device has a combustion engine, which houses an electric generator to convert mechanical energy into electrical energy. The electric motor and generator are three-phase synchronous motors, such as an induction motor or a synchronous reluctance motor.

[0010] Thus, it is observed that these solutions of DE202005015123U1 and US1 1046191 B2 generate energy from a combustion engine driving an electric machine, that is, the combustion engine acts on the electric motor / generator, but not the other way around, distancing themselves from the present invention.

[0011] Similarly, document US2018222330A1 describes a utility vehicle power generation system with a logic module connected to an electric motor / generator coupled to a combustion engine. The generator can be an alternating current (AC) induction motor or a brushless direct current (DC) motor. The module then adjusts the generator (e.g., by changing the generator's angle like an AC motor or by applying reverse torque to the generator like a DC motor) to control the variable voltage at the generator's output. Depending on the undesired voltage increase, the module performs one of the following actions: dissipate electrical energy by increasing the generator's speed to match the combustion engine's speed; configure the generator as the motor to drive the combustion engine, producing drag; or decouple the generator.In other words, unlike the present invention, the solution of US2018222330A1 presents variable electrical voltage management at the generator output, with possible energy waste and generator decoupling.

[0012] Patent US9981543B2 presents a hybrid module for generating electrical and hydraulic energy. To this end, the module has: an electric motor without DC brushes that drive a hydraulic pump; and a combustion engine connected to the electric motor via a solenoid-operated clutch. Thus, the electric motor can assist the combustion engine, either in starting the combustion engine or as an auxiliary motor when operating the hydraulic pump. Furthermore, the electric motor can also act as a generator, reducing the combustion engine's speed in response to low pump demand, converting unused energy into electrical energy that can be stored in batteries.

[0013] Thus, patent US9981543B2 mentions the concept of an electric motor in regenerative mode, converting kinetic energy from the combustion engine into electrical energy. This concept is explored by the present invention, but independently of hydraulic systems and without the need for a solenoid actuating the clutch, aiming to promote efficiency in power generation.

[0014] In this sense, we seek to develop solutions for cargo transport vehicles, such as vehicles for cargo handling in logistics locations, which allow the electrification of these vehicles and allow their batteries to be charged even if the external charging conditions of the vehicle are unfavorable, in addition to optimizing their energy efficiency.

[0015] Thus, from what can be inferred from the literature researched, no documents were found anticipating or suggesting the teachings of the present invention, so that the solution proposed here has novelty and inventive step compared to the state of the art. Summary of the Invention

[0016] Thus, the present invention solves the problems of the prior art based on a system and an electrification method for a vehicle equipped with an electric motor that remains coupled to a combustion engine to regenerate energy when acting on the combustion engine, providing a fixed electrical voltage. Thus, these motors comprise a transformer assembly, a generator set, which converts energy from the fuel supplied to the vehicle into electrical energy, both to be stored in an energy storage device and to provide electrical torque to at least one of the vehicle's drive axles. The invention also allows regenerative energy from the vehicle's drive axle to be stored in the energy storage device.

[0017] Thus, the present system and method allows the vehicle to be driven 100% electrically using the fuel supplied to the vehicle, allowing the vehicle to operate continuously without the need for long breaks for recharging, increasing energy efficiency and contributing to the environment.

[0018] In a first object, the present invention presents a fuel-powered vehicle electrification system comprising: a transformer set (10) defined by an electric motor (11) and a combustion engine (12); and a coupling interface (14) arranged between the electric motors (11) and the combustion engine (12), keeping them coupled, in which the electric motor (11) regenerates energy by acting on the combustion engine (12).

[0019] In a second object, the present invention presents an electrical energy management system in a fuel-powered vehicle comprising: a transformer set (10) defined by an electric motor (11) and a combustion engine (12); a traction-regenerative axle (20) of the vehicle, provided with an electric machine; an electrical energy accumulator (2) connected to the electric motor (11) of the transformer set (10) and to the electric machine of the traction-regenerative axle (20); and a processing unit (4) provided with an energy optimization algorithm for consumption, generation and / or storage of energy in the vehicle, from at least one operating mode of the electric motor (11) of the transformer set (10) and the electric machine of the traction-regenerative axle (20), in which the electric motor (11) of the transformer set (10) remains coupled to the combustion engine (12) by through a coupling interface (14) and, when acting on the combustion engine (12), it regenerates energy.

[0020] In a third object, the present invention presents a method of electrification of a fuel-powered vehicle comprising a transformer set (10) defined by an electric motor (11) and a combustion engine (12), in which the method comprises the steps of: activating the combustion engine (12) maintained coupled to the electric motor (11) by means of a coupling interface (14); activating the electric motor (11) to act on the combustion engine (12), regenerating energy; and supplying the regenerated energy at a predefined electrical voltage for recharging an electrical energy accumulator (2) connected to the electric motor (11) and to a traction-regenerative axle (20) of the vehicle, in which a control unit of the vehicle executes said steps.

[0021] These and other objects of the invention will be immediately appreciated by those skilled in the art and will be described in detail below. Brief Description of the Figures

[0022] In order to better define and clarify the content of this patent application, the following figures are presented:

[0023] Figure 1 shows a schematic embodiment of the fuel-powered electric vehicle of the present invention, illustrating the components of the vehicle electrification system.

[0024] Figure 2 shows a schematic embodiment of the management system for the vehicle in Figure 1.

[0025] Figure 3 shows a perspective view of an embodiment of the vehicle electrification system, illustrating the transformer assembly (10) having the electric motor (11) coupled to the combustion engine (12) via the coupling interface (14).

[0026] Figure 4 shows a front view of the embodiment of Figure 3, highlighting the electric motor (11).

[0027] Figure 5 shows a side view of the embodiment of Figure 3, highlighting a fuel tank (13).

[0028] Figure 6 shows another side view of the embodiment of Figure 3.

[0029] Figure 7 shows an embodiment of the coupling interface (14) having a coupling shaft (3).

[0030] Figure 8 shows a first flange (141) of the coupling interface (14) attached to the combustion engine (12).

[0031] Figure 9 shows an embodiment of the combustion engine (12), highlighting the coupling point to the electric motor (11), omitting the coupling interface (14).

[0032] Figure 10 shows an embodiment of the coupling shaft (3), which connects the combustion engine (12) to the electric motor (11).

[0033] Figure 11 shows a cross-sectional view of the coupling interface (14).

[0034] Figure 12 shows a graph indicating the operations in the electrification system of the invention.

[0035] Figure 13 shows an embodiment of the electrification system implemented in a timber transport vehicle.

[0036] Figure 14 shows an embodiment of the electrification system implemented in a semi-trailer transport vehicle. Detailed Description of the Invention

[0037] In general, cargo transport vehicles, such as cargo handling vehicles, are fuel-powered and operate continuously in logistics yards, restricting driving in open environments preferably.

[0038] To this end, the present invention proposes an electrification system that allows the vehicle to be driven 100% electrically from an electric motor (11) connected to an inverter (1) and a combustion engine (12), transforming the fuel energy into electrical energy to provide electrical torque to the vehicle.

[0039] In one embodiment of the invention, the vehicle is a cargo transport vehicle. In another embodiment, the vehicle is a towing vehicle for coupling to implement(s), such as a trailer or semi-trailer. Thus, the vehicle of the invention has applications in logistics and cargo handling locations, such as logistics yards and port areas.

[0040] For purposes of exemplifying the present invention, the “cargo handling vehicle”, the “fuel-powered electric vehicle” or simply “vehicle” is a vehicle with 100% electric traction, in which the electrical energy is provided by an electric motor (11) that acts as a generator, consuming energy from a fuel that powers the vehicle to generate electrical energy and store it in energy storage devices (2). In one embodiment, the fuel used is, for example and not limited to, ethanol, diesel, gasoline, biodiesel, fuel cells, etc.

[0041] Furthermore, the present invention allows the vehicle to be driven in closed environments using 100% electric traction, without emitting pollutants when consuming charge from the energy storage devices (2). Thus, in environments that do not allow the combustion engine (12) to be activated or pollutant emissions, the invention provides electric traction with the combustion engine (12) turned off.

[0042] For this purpose, the electrification system of the present invention has the electric motor (11) and the combustion engine (12) composing the transformer assembly (10), which converts the fuel energy into electrical energy when the electric motor (11) is in a regenerative mode. Thus, this electrical energy allows the supply of electrical torque to at least one drive axle (20) of the vehicle.

[0043] Additionally, the electric motor (11) is coupled to the combustion engine (12). For this purpose, a coupling interface (14), arranged between the electric motors (11) and the combustion engine (12), keeps the electric motors (11) and the combustion engine (12) coupled. In one embodiment, the electric motors (11) and the combustion engine (12) have the same rotational speed. In a further embodiment, the interface (14) has a coupling shaft (3) interconnecting the electric (1 1 ) and combustion (12) motors. In one embodiment, the coupling shaft (3) is common between the electric (11 ) and combustion (12) motors, passing through the respective center.

[0044] Furthermore, the electric motor (1 1 ) of the transformer assembly (10) is connected to at least one inverter (1 ) and to at least one energy storage device (2). In one embodiment, the electric motor (1 1 ) is an axial flux electric machine, promoting efficiency in energy regeneration.

[0045] Thus, the combustion engine (12) consumes fuel to rotate the shaft (3), where the electric motor (11) is coupled through the interface (14). With this, the electric motor (11) applies a regenerative torque on the shaft (3) driven by the combustion engine (12). For the purposes of the present invention, the regenerative torque is a reverse torque on the shaft (3), converting the kinetic energy of rotation into electrical energy.

[0046] In this way, the generation of electrical energy in the vehicle of the invention is distinct from conventional solutions, which use an electric generator driven by a combustion engine. Instead, the electric motor (11) of the transformer set (10) is also an electric generator, so that the electric motor (11) and combustion motor (12) rotate together, but the electric motor (11) generates energy by acting on the combustion engine (12) through regenerative torque.

[0047] Thus, the electrical energy generated by the electric motor (1 1 ) is capable of supplying voltage and / or electrical current, through the inverter (1 ), to charge the energy storage device (2). As the electric motor (1 1 ) and combustion engine (12) remain coupled, the electrical energy generated is supplied at a predefined electrical voltage. In one embodiment, the electrical voltage generated has a fixed value and alternating current (AC).

[0048] In one embodiment, the energy storage device (2) comprises at least one battery, which receives a direct electric current (DC) through the inverter (1) connected to the electric motor (11), which in turn operates acting in conjunction with the combustion engine (12). In this way, in In one embodiment, the energy storage device (2) is recharged using the vehicle's own fuel, present in a fuel tank (13), which powers the combustion engine (12). In one embodiment, the storage device (2) is a set of batteries and / or capacitors, being supercapacitors.

[0049] In one embodiment, the transformer assembly (10) is connected to at least one drive axle (20) of the vehicle, transferring the generated electrical torque to move the vehicle. In one embodiment, the drive axle (20) has an electric motor powered by the energy storage device (2). In addition, the drive axle motor (20) also has a regenerative mode through braking or deceleration of the vehicle.

[0050] With the regenerative energy coming from the electric motors of the transformer set (10) and the drive axle (20), the energy storage devices (2) are recharged to power the vehicle's electric traction.

[0051] These regenerative modes are executed based on at least one vehicle operating configuration and / or one energy parameter. To this end, the regenerative modes and other operating modes present in the vehicle are defined by means of a processing unit (4), which receives the operating configurations and energy parameters.

[0052] In one embodiment, the vehicle operating configuration is related to the vehicle dynamics - vehicle speed and acceleration, combustion engine speed (12), longitudinal road slope, presence / distribution / weight of the transported load, etc. For this purpose, the unit (4) is connected to a vehicle data bus. With this, the processing unit (4) defines greater or lesser power delivered by the drive mode of the axle (20) to the vehicle, according to said configurations.

[0053] In one embodiment, the energy parameter is related to the energy demands for driving the vehicle, with the demand being dependent on the vehicle's energy storage and generation. In one embodiment, the The energy parameter corresponds to the electrical charge required to travel a given predicted distance or the remaining distance of the route. In one embodiment, the energy parameter corresponds to the vehicle charging stations and / or gas stations located near the vehicle or its route.

[0054] In a further embodiment, the energy parameter is related to the energy supplies generated by the electric motor (11) and / or drive axle motor (20) to recharge the energy storage device (2), depending on the level of fuel available for the combustion engine (12), in addition to safety conditions and limits of the batteries (2), for example, state of charge (SoC), state of health (SoH), charge voltage limit (CVL) and charge current limit (CCL).

[0055] For the purposes of the present invention, the processing unit (4) is a platform or device that executes pre-programmed instructions or routines, being capable of receiving information, processing it and, finally, returning signals and commands intended for other devices, such as actuators and controllers.

[0056] In one embodiment, the processing unit (4) is a remote platform with access via a user interface implemented in display panels, mobile device applications, etc. In a complementary or alternative embodiment, the processing unit (4) is an electronic control unit (ECU), being embedded in the vehicle and communicating with a vehicle control unit (VCU). In another embodiment, the processing unit (4) is implemented by the VCU itself.

[0057] To this end, the present invention presents an electrical energy management system having: the transformer set (10); the traction-regenerative axle (20) of the vehicle, provided with the electrical machine that acts as a motor or generator; the electrical energy accumulator (2) connected to the electric motor (11) of the transformer set (10) and to the electrical machine of the traction-regenerative axle (20); and the processing unit (4).

[0058] For this purpose, the processing unit (4) is provided with an energy optimization algorithm, which indicates energy flows for generation / consumption / storage of energy in the vehicle, considering safety in driving the vehicle with battery recharging (2) and the demand for torque for vehicle traction.

[0059] Said algorithm defines operating modes of the electric motor (11) of the transformer assembly (10) and of the electric machine of the traction-regenerative axle (20) of the vehicle. In one embodiment, the operating modes are: a regenerative mode and / or traction mode of the electric motor (11) of the transformer assembly (10); a regenerative mode and / or traction mode of the electric machine of the traction-regenerative axle (20); and / or a combination thereof. Further, such modes are, in one embodiment, operated individually, in sequence, or simultaneously.

[0060] In one embodiment of simultaneous operation, the electric motor (1 1 ) regenerates energy while the axle motor (20) pulls the vehicle. In another embodiment of simultaneous operation, both the electric motors of the transformer assembly (10) and the axle (20) regenerate energy, recharging the battery (2). In another embodiment, these operations are performed in sequence, for example, after the vehicle is pulled by the motor of (20), the regenerative mode of the electric motor (1 1 ) is activated.

[0061] Thus, as one of the objects of the invention, a method of electrifying the vehicle has the steps of: activating the combustion engine (12) kept coupled to the electric motor (11); activating the electric motor (11) to act on the combustion engine (12), regenerating energy; and supplying the regenerated energy at a predefined electrical voltage to recharge the electrical energy accumulators (2).

[0062] To this end, a vehicle control unit, for example, the VCU, executes the said steps, based on the algorithm implemented by the processing unit (4). In one embodiment, the VCU collects the data - operating settings and power parameters - read by sensors on board and sends them to the processing unit (4), which monitors and returns commands to activate the traction and power generation systems in the vehicle.

[0063] In an alternative or redundant embodiment, the processing unit (4) is software embedded in the VCU. Said software comprises embedded logic with functions to control the actuation of the electric motors of the transformer set (10) and the drive axle (20), combustion engine (12), inverter (1) and energy management of the energy storage device (2) with its load being consumed, recharged or maintained within the safe limits of SoC, SoH, CCL, etc.

[0064] In one embodiment, the present method comprises a preliminary step of receiving fuel in a tank (13) of the vehicle, so that the fuel is used by the combustion engine (12) to generate electrical current / energy, through the electric motor (11) coupled to the combustion engine (12) and through the inverter (1), with the generated current being stored in the energy storage device (2).

[0065] In one embodiment, the combustion engine (12) is driven by the control unit (VCU) and the inverter (1 ), also controlled by the control unit (VCU), requests a regenerative torque to the electric motor (1 1 ) coupled to the combustion engine (12) of the transformer assembly (10), in order to brake the electric motor (1 1 ).

[0066] For this purpose, the regenerative mode of the electric motor (11) applies a regenerative torque to the combustion engine (12) upon the occurrence of a certain event. For purposes of the present invention, the event is defined by a certain operating configuration or energy parameter. In one embodiment, when the vehicle reaches the configuration / parameter defined by the processing unit (4), the inverter (1) requests the regenerative torque to the electric motor (11). In one embodiment, the event is defined by a user input with access to the processing unit (4).

[0067] In one embodiment, the processing unit (4) receives a data on the rotation of the combustion engine (12) through the electric motor (1 1 ), which has the same rotation as the combustion engine (12). Thus, when the combustion engine (12) reaches a pre-configured rotation, the VCU requests a regenerative torque to the inverter (1 ) that controls the electric motor (11 ). In this embodiment, the occurrence of the event occurs when the combustion engine (12) reaches the pre-configured rotation speed.

[0068] To generate a predefined electrical voltage at a given fixed value, the inverter (1) varies the current injected into the electric motor (11). Thus, the invention allows for no significant variation in the electrical voltage generated to charge the batteries (2), avoiding overheating, failures or wasted energy. Thus, the current injected into the electric motor (11) is compatible with the speed of the combustion engine (12) to enable safe recharging of the batteries (2) at a predefined fixed electrical voltage.

[0069] Additionally, when the battery (2) reaches a certain maximum SoC limit, the electric motor (11) is switched off, interrupting the regenerative mode that recharges the batteries (2). Thus, the invention promotes safety in the generation of energy and recharging of batteries (2) in the vehicle, preventing energy expenditure in operations for decoupling between combustion and electric engines and for dissipation of electrical energy, providing energy efficiency in generation and recharging in relation to prior art solutions that depend on said operations.

[0070] In this way, the electric motor (1 1 ) generates alternating electrical voltage (AC) in its phases that is transformed into direct voltage (DC) by the inverter (1 ), which recharges the energy storage device (2) through the flow of current from the electric motor (1 1 ) to the energy storage device (2).

[0071] In one embodiment, the control unit (VCU), through software with embedded logic, automatically controls the activation and deactivation of the combustion engine (12), the electric motor (1 1 ) and the inverter (1 ), controlling the dosage of regenerative torque with variation of the current injected into the electric motor (11) and control of the recharge current of the energy storage device (2). In one embodiment, the software with embedded logic is provided with the energy optimization algorithm.

[0072] Furthermore, in one embodiment, said software with embedded logic of the vehicle control unit (VCU) operates based on at least one variable received from the vehicle. In one embodiment, the variables are received by the vehicle control unit (VCU) via the vehicle's CAN bus. In one embodiment, the variables are the operating settings and control parameters. Furthermore, other forms of communication between the VCU, processing unit (4), and the sensors that read these variables are possible, as a non-limiting example of the scope of the invention, alternative data bus protocols to CAN, in addition to wireless communication.

[0073] In a further embodiment, the electrification system of the present invention comprises at least one external charging input being arranged in the vehicle and communicating with the system, for charging the energy storage device (2). In this way, the present electrification system allows the energy storage device (2) to be recharged by external energy sources, by means of the charging input connected to a charging station, for example.

[0074] In one embodiment, upon automatic activation of the control unit (VCU), the electric motor (1 1 ) is capable of recharging the energy storage device (2) using the fuel used to power the vehicle. Thus, recharging the batteries (2) is independent of human intervention, in order to optimize energy generation and storage.

[0075] In a further embodiment, the processing unit (4) provides information to remote display panels for vehicle fleet management. With this management and monitoring of electric vehicles, the invention facilitates preventive or corrective maintenance services of the vehicle system. electrification, replacing batteries (2) that are close to the end of their useful life, changing the oil in the combustion engine (12) and filling the tank (13), for example. Thus, the vehicle of the invention remains operational for transporting and handling cargo.

[0076] In one embodiment, the control unit (VCU) controls the actuation of the electric motor (1 1 ) and the inverter (1 ) of the transformer assembly (10) by means of the software embedded in the control unit (VCU), in which said software automatically controls the activation and deactivation of the electric motor (1 1 ), that is, it controls the recharging and discharging of the energy storage device (2).

[0077] In this way, the electric motor (1 1 ) is activated and deactivated by the control unit (VCU), aiming to protect the energy storage device (2) against overloads, as well as controlling the dosage of regenerative torque by the inverter (1 ) and recharge current for the energy storage device (2).

[0078] In one embodiment, the software embedded in the control unit (VCU) also performs energy management of the energy storage device (2), aiming to control the charge level, control the input / output current and check safe operating parameters of the device (2), such as state of charge (SoC) and state of health (SoH), for example.

[0079] In an alternative or additional embodiment, the electrification method comprises a step of recharging the energy storage device (2) by means of an external source connected to an external charging input, in which the external charging input is arranged in the vehicle and connected to the energy storage device (2). In this embodiment, the control unit (VCU) also performs energy management of the energy storage device (2) by means of the on-board software.

[0080] In this way, the present electrification method allows the vehicle be driven 100% electrically by transforming the fuel supplied to the vehicle into current and electrical energy to power the energy storage device (2), by means of at least one electric motor (1 1) coupled to the vehicle's combustion engine (12), both controlled by a control unit (VCU).

[0081] Thus, the invention's electrification system can be implemented both in the manufacture of new vehicles and in the retrofit of existing vehicles. In this sense, the present invention contributes to electric mobility even in vehicles without electrification, so that the battery (2) and the transformer assembly (10) can be incorporated into the vehicle's retrofit, enabling in-vehicle power generation. Thus, the combustion engine (2) and fuel tank (13) previously installed in the vehicle are reused to implement the invention's electrification system.

[0082] Furthermore, the present method of electrifying fuel-powered vehicles provides greater energy efficiency during vehicle operation, since electric traction is more energy efficient than traction using a combustion engine, reducing thermal conversion losses and contributing to a greener future.

[0083] Furthermore, the present invention presents a fuel-powered electric vehicle comprising an electrification system equipped with a transformer assembly that converts the energy of the fuel that powers the vehicle into electrical energy to provide electrical torque to at least one axle (20) of the vehicle.

[0084] In one embodiment, the vehicle is provided with at least one energy storage device (2), which stores the electrical energy transformed by the transformer assembly.

[0085] In one embodiment, the combustion engine operates with any type of fuel, such as, but not limited to, ethanol generator, gasoline, diesel, biodiesel, fuel cells, etc.

[0086] In one embodiment, torque from the combustion engine (12) is transferred to the electric motor (11) of the transformer assembly (10) by means of the coupling shaft (3). In one embodiment, the inverter (1) coupled to the electric motor (11) requires a regenerative torque for the electric motor (11), in order to brake said electric motor (11). In this way, the electric motor (11) generates alternating electrical voltage (AC) in its phases which is transformed into direct voltage (DC) by the inverter (1), for recharging the energy storage device (2) through the flow of current from the electric motor (11) to the energy storage device (2). In this way, the electrical energy generated is made available for electrical torque to an electric motor coupleable to at least one axle (20) of the vehicle. In one embodiment, for energy efficiency purposes, said electric motor can be coupled and decoupled from the axle (20), depending on conditions for vehicle traction and energy regeneration, avoiding drag losses.

[0087] In this way, the vehicle's electrification system allows the vehicle to be driven 100% electrically using the fuel supplied to the vehicle, allowing the vehicle to operate continuously without the need for long breaks to recharge the energy storage device (2), only requiring the vehicle to be fueled.

[0088] Furthermore, in one embodiment, the electric vehicle further comprises at least one external charging input for charging the energy storage device (2), enabling the energy storage device (2) to be recharged by external sources.

[0089] The examples shown here are intended only to exemplify one of the numerous ways of carrying out the invention, without, however, limiting its scope. Example 1 - Fuel-powered electric vehicle

[0090] In this example, an electrification system was developed to vehicles that allow a fuel-powered vehicle to be driven 100% electrically by transforming the fuel into electrical energy.

[0091] In this way, the present electrification system was applied to a cargo handling vehicle, which is widely used in logistics yards, port areas, etc. and for cargo transportation, known as a “terminal tractor”. 1 '. Figure 1 shows the vehicle with the developed system. This system provides greater durability and safety in operation, since the electric motor (11) used has its own application for electrified vehicles.

[0092] The developed electrification system has the electric motor (1 1 ), which is an axial flux electric machine (1 1 ), as well as a regenerative inverter (1 ) coupled to the electric motor (1 1 ) and a set of batteries (2) connected to the electric motor (1 1 ). Furthermore, the system has a control unit (VCU) equipped with software and embedded logic that controls the performance of the electric motor (1 1 ) and the inverter (1 ), such as starting and stopping the electric motor (1 ), dosing regenerative torque and energy management of the batteries (2), in addition to monitoring the charge level, controlling the input current and verifying safe operating parameters of the battery (2), such as state of charge (SoC) and state of health (SoH).

[0093] Furthermore, the electric motor (11) is coupled to a combustion engine (12) by means of a coupling shaft (3), forming a transformer assembly (10) of the vehicle. Figures 3, 4, 5 and 6 show the system of the invention illustrating perspective views, front and two side views of the transformer assembly (10), highlighting the connection of the electric motor (11) to the combustion engine (12) by means of the coupling shaft (3).

[0094] Furthermore, figure 7 shows an interface structure (14) that houses the coupling shaft (3). The structure (14) has a first (141 ) and a second (142) flanges, joined by a housing. Thus, the coupling shaft (3) enters the housing of the structure (14) for connection of the electric motor (1 1 ) to the combustion engine (12). Thus, figure 8 shows one end of the shaft (3) which receives the electric motor (11), so that the opposite end of the shaft (3) is engaged with a coupler (4) of the combustion engine (12), shown in figure 9.

[0095] Figure 10 shows the grooved regions present at both ends of the shaft (3). Thus, the first flange (141) of the interface structure (14) is fixed to the combustion engine housing (12), while the second flange (142) is fixed to the electric motor housing (11) that receives a free end of the shaft (3) as shown in the sectional view of figure 11. Thus, the electric motor (11) remains coupled to the combustion engine (12).

[0096] Furthermore, the control unit (VCU), through software with embedded logic, performs actions to start and stop the combustion engine (12), the electric motor (11) and the inverter (1), as well as the energy management of the batteries (2) automatically, based on parameters and variables received and read by the system from the vehicle, via the CAN network.

[0097] Thus, the system works as follows: when the combustion engine (12) is activated by the control unit (VCU) and reaches a certain rotation speed, the inverter (1 ), also controlled by the control unit (VCU), requests a regenerative torque to the electric machine / electric motor (1 1 ) coupled to the combustion engine (12), in order to brake the electric motor (1 1 ). In this way, the electric machine (1 1 ) generates alternating electrical voltage (AC) between its phases, which is transformed into direct voltage (DC) by the inverter (1 ). As the electric machine (1 1 ) is connected to the batteries (2) through the inverter (1 ), current flows from the electric machine (1 1 ) to the battery (2) being recharged. In this way, the electric machine / electric motor (1 1 ) acts as a generator or charger for the batteries (2), providing electrical torque to the vehicle through the electrical current stored in the batteries (2), allowing the vehicle to have 100% electric traction.

[0098] In this way, the developed system allows the vehicle (1 1 ) to be driven 100% electrically through the transformation of fuel supplied in the tank (13) of the vehicle with electrical energy by means of the electric motor (1 1) coupled to the combustion engine (12) and through the control of the system by a control unit (VCU). Thus, the electrical energy recharges the batteries (2) and is made available to an electric motor of the vehicle's drive axle (20) which provides electrical torque to the vehicle.

[0099] Thus, the present electrification system provides greater energy efficiency during vehicle operation (1 1 ), since electric traction is more energy efficient compared to traction using a combustion engine, reducing thermal conversion losses and contributing to a more sustainable future. Example 2 - Vehicle Power Management System

[0100] The electric power generation system in the previous example is compact, favoring vehicle functions for transporting, storing, and / or handling cargo, such as material or physical cargo, for example, raw materials, semi-trailers, etc. Figure 1 shows the transformer assembly (10) of the electrification system occupying a front region of the vehicle next to a cabin, which houses a driver. Even so, the invention does not limit the type of vehicle, being autonomous or semi-autonomous in one of the five known levels of automation, through autonomous control or driver assistance, provided by the VCU.

[0101] Furthermore, in addition to the drive axle (20) fixed to the vehicle chassis, the traction inverter connected to the axle motor (20) and the recharge inverter (1) connected between the battery (2) and the electric motor (1 1) of the generator set (10) are positioned on the sides of the chassis. The batteries (2) are fixed between the chassis side members.

[0102] Thus, the invention presents the management system in order to optimize the consumption, generation and storage of electrical energy in the vehicle, through the operating modes of the battery (2), electric motor (11) of the transformer set (10) and electric motor provided on the drive axle (20) of the vehicle.

[0103] For this purpose, the management system has a unit of processing unit (4) that receives different data from the electrification system for implementing software with embedded logic using an energy optimization algorithm. In these examples, the processing unit (4) is the VCU (4) itself embedded in the vehicle of the invention.

[0104] Thus, figure 2 shows the data flow between the VCU (4) and the electrification system components:

[0105] i) battery state of charge (SoC) (2): for load control, requesting recharging and avoiding overcharging via the inverter (1);

[0106] ii) battery charge current limit (CCL) (2): to control the maximum overload charge current through the inverter (1);

[0107] iii) regenerative torque request signal: from the VCU (4) to the inverter (1) controlling the electrical machine (11);

[0108] iv) signal of the rotation speed of the electrical machine (1 1 );

[0109] v) inverter current signal (1 ); and

[0110] vi) combustion engine on, off and start signal (12).

[0111] As the machine (11 ) is coupled to the combustion engine (12), the rotation speed data of the machine (1 1 ) consequently informs the activation of the combustion engine (12). Furthermore, the rotation data of the machine (1 1 ) is necessary for protection against maximum speed, at which the machine (11 ) is still capable of applying regenerative torque.

[0112] In this example, the machine (11 ) only presents the regenerative mode, so that the current signal from the inverter (1 ) informs the VCU (4) to protect against rotation in the opposite direction. Therefore, the machine (1 1 ) acts by generating electrical energy when the regenerative mode is activated.

[0113] With this data transmitted through a data bus / network using, for example, CAN protocol, the electrification system determines the control of the recharge current by the inverter (1 ) activating the electric motor (1 1 ). For this, the algorithm has three subroutines: connection / start of the electric motor (1 1 ), current control for battery supply (2) and torque request from the regenerative inverter (1 ) to the electric motor (1 1 ). Thus, the VCU (4) executes the algorithm through the inverter (1) as a satellite module, while the VCU (4) is a master module.

[0114] As an addition to the regenerative mode, the electric motor (1 1 ) also has a traction mode for starting the combustion engine (12). Thus, the electric motor (1 1 ) partially or fully assists the initial rotation of the combustion engine (12). Alternatively, considering that the engines remain coupled, the activation of the electric motor (11 ) allows the combustion engine (12) to be consequently activated by the initial rotation of the electric motor (1 1 ).

[0115] Using the electric motor (11) in traction mode or another starter motor for the combustion engine (12), the latter motor reaches a certain rotation speed. After this starting mode, the rotation of the electric motor (11) and combustion engine (12) are the same and remain constant, allowing the activation of the regenerative mode of the electric motor (11) which provides a fixed AC or DC electrical voltage, unlike the previous technique which requires variable electrical voltage management.

[0116] To activate the regenerative electric torque, the VCU (4) controls the current delivered to the electric motor (1 1 ) by switching the inverter's transistors (1 ), so that the electric motor (11 ) acts as a generator to provide a current for recharging the batteries (2). Thus, the electric motor (1 1 ) acts on the combustion engine (12) through the inverter (1 ) which controls the input current to the electric motor (1 1 ) and the output current of the electric motor (1 1 ) for recharging the batteries (2). This current control is essential to optimize energy efficiency in generation, but mainly to respect the limits of the battery (2) in relation to SoC, state of health (SoH), charge voltage limit (CVL) and (CCL), for example.

[0117] Furthermore, the electric motor (1 1 ) also has a deactivated mode depending on conditions that are not favorable to regenerative mode, such as a full charge of the batteries (2) or batteries (2) being recharged by regenerative braking during the route or predicted route. In these situations, the electric motor (1 1 ) is switched off, avoiding any type of drag or energy expenditure. Example 3 - Tests and Simulations

[0118] This example presents a proof of concept of the invention through testing and simulations by implementing the invention's systems in a fully electric vehicle. Therefore, the values ​​represent specific configurations dedicated to the tests, without limiting the scope of the invention.

[0119] In the first step, the VCU (4) sets a rotation speed of 1800 RPM, for example. This setting is entered manually through a control panel located in the vehicle or selected by the software algorithm itself. As a result, the electric motor (1 1 ) in traction mode, acting as a starter motor for the combustion engine (12), reaches the predefined rotation speed, which serves as a reference speed.

[0120] Since this speed is the same between both motors, the inverter (1 ) connected to the electric motor (1 1 ) informs the actual data of the rotational speed of the combustion engine (12) to the VCU (4), which checks whether the combustion engine (12) has started and maintained the reference rotational speed. If the speed is reached and maintained, the VCU (4) releases the reference speed, allowing the electric motor (1 1 ) to enter regenerative mode. Additionally, the VCU checks the on, off and start signal of the combustion engine (12).

[0121] Otherwise, if the engine speed decreases, the starter motor is activated again. Even after several attempts, for example, three attempts, if the combustion engine (12) does not maintain the reference speed, the VCU (4) indicates a possible failure in other components such as: lack of fuel, low oil pressure in the combustion engine (12), etc. Therefore, the driver or a fleet manager directs maintenance or refueling of the vehicle, based on the indications of the VCU or processing unit (4).

[0122] For regenerative mode to work efficiently, this speed needs to be at a certain value, if it is above a threshold maximum, there is a reduction in the feasibility of applying regenerative torque by the inverter (1 1 ). This inverter transistor control (1 ), for example, bipolar field-effect transistors (IGBTs), is dedicated to each type of electric motor, being an axial flux machine with vector control of the IGBTs. Thus, the VCU (4) monitors the rotation speed of the motors.

[0123] In regenerative mode, the inverter (1 ) requests regenerative torque from the electric motor (11 ) coupled to the combustion engine (12), resulting in a fixed AC electrical voltage, which is converted into DC electrical voltage by means of the inverter (1 ), to recharge the batteries (2) and / or to power the electric motor on the drive axle (20).

[0124] Thus, the electric motor (11) and the battery (2) acting together on the vehicle's axle (20) provide greater power compared to prior art solutions, while consuming the same amount of fuel. Thus, when driving the vehicle of the invention, there is a reduction in fuel consumption and pollutant emissions, contributing to the environment.

[0125] Furthermore, the electric motor (11) in regenerative mode optionally operates in parallel with the electric motor of the drive axle (20) when it is regenerating energy by braking, to recharge the batteries (2). However, regenerative braking occurs at specific moments when the vehicle decelerates or brakes, for example, on slopes. On the other hand, the regenerative mode of the electric motor (11) depends on the availability of fuel and the acceptance of charge by the battery (2), so that the energy generated by the electrification system of the invention represents a greater load considering the total driving cycle / route of the vehicle.

[0126] From this, figure 12 shows the curves related to the operations of the system of the invention in a graph representing the functioning of the algorithm implemented by the VCU (4) for mobile recharging of batteries (2) arranged in the vehicle. Observing from right to left in figure 12, the ordinate axes are:

[0127] - combustion engine start signal (12), in seconds, indicated in green;

[0128] - combustion engine on / off signal (12), as a digital signal, indicated in black;

[0129] - combustion engine rotation speed signal (12) in RPM, indicated in blue;

[0130] - signal of the electric current injected into the electric motor (11) in amperes, indicated in red; and

[0131] - signal of the regenerative torque requested by the inverter (1) to the electric motor (11), in seconds, indicated in yellow.

[0132] Thus, the algorithm follows the following steps indicated by the numbers in the graph in figure 12:

[0133] 1 - checking compliance with recharging conditions for starting the combustion engine (12): the VCU (4) receives the SOC of the batteries (2) and the fuel level in the tank (13) to indicate the need and possibility of recharging them. If the batteries (2) have SoC below the maximum capacity or the maximum safe limit and there is fuel available, the VCU (4) starts the combustion engine (12). Thus, if the batteries (2) accept charge and there is expected or immediate demand for vehicle traction, the VCU (4) returns the “HIGH” command to the combustion engine on / off signal (12), authorizing the start of the combustion engine (12);

[0134] 2 - initialization of the counter for switching on, starting and starting the combustion engine (12): starting the combustion engine (12) - by means of the electric motor (11) or an additional starter motor;

[0135] 3 - starting of the combustion engine (12): the reference speed is reached and maintained by the combustion engine (12) as indicated by the plateau in the graph in figure 12. For this, the actual rotation speed of the combustion engine (12) is obtained by the feedback signal of the rotation of the electric motor (11), considering that the engines have the same rotation speed;

[0136] 4 - initialization of the counter for injection of regenerative torque from the electric motor (11): the inverter (1) requests regenerative torque from the electric motor (11), from the stabilization of the combustion engine (12) at the reference speed; and

[0137] 5 - battery recharge initialization (2): inverter (1) informs the VCU (4) about the application of regenerative torque through the negative current signal injected into the electric motor (11). Thus, the control of the injected current signal provides the dosage of the regenerative torque to supply the fixed electrical voltage at the electric motor output.

[0138] Furthermore, the system shutdown steps are not shown in the graph, but recharging is interrupted when the SoC reaches the maximum limit, the operator turns off the system, or there is no fuel available. Therefore, the VCU (4), through the inverter (1), removes torque from the electric motor (11), which stops rotating before the combustion engine (12). Then, the VCU (4) stops supplying fuel, turning off the combustion engine (12).

[0139] Thus, the tests were carried out on internal circulation vehicles for transporting wood and transporting semi-trailers, as shown, respectively, in figures 13 and 14.

[0140] Those skilled in the art will appreciate the knowledge presented herein and will be able to reproduce the invention in the presented embodiments and in other variants and alternatives, covered by the scope of the following claims.

Claims

Claims 1. Fuel-powered vehicle electrification system comprising a transformer assembly (10) defined by an electric motor (1 1 ) and a combustion engine (12) characterized by comprising a coupling interface (14) arranged between the electric motors (11 ) and the combustion engine (12), keeping them coupled, in which the electric motor (11 ) regenerates energy by acting on the combustion engine (12).

2. Electrification system, according to claim 1, characterized in that the electric motor (11) comprises a regenerative mode supplying electrical energy at a predefined electrical voltage.

3. Electrification system, according to claim 2, characterized in that the regenerative mode applies a regenerative torque to the combustion engine. (12), after the occurrence of a certain event.

4. Electrification system, according to claim 1, characterized in that the coupling interface (14) comprises a shaft (3) interconnecting the electric motor (11) and combustion motor (12).

5. Electrification system, according to claim 1, characterized in that the electric motor (11) receives a certain electric current from an inverter (1), based on at least one vehicle operating configuration and / or an energy parameter.

6. Electrification system according to claim 1, characterized in that the electric motor (11) is an axial flux motor.

7. Electrical energy management system in a fuel-powered vehicle comprising a transformer set (10) defined by an electric motor (11) and a combustion engine (12) characterized by comprising: a. a traction-regenerative axle (20) of the vehicle, provided with an electric machine; b. an electrical energy accumulator (2) connected to the electric motor (11) of the transformer assembly (10) and the electric machine of the traction-regenerative axle (20); and c. a processing unit (4) provided with an energy optimization algorithm for consumption, generation and / or storage of energy in the vehicle, from at least one operating mode of the electric motor (11) of the transformer assembly (10) and the electric machine of the traction-regenerative axle (20), in which the electric motor (11) of the transformer assembly (10) remains coupled to the combustion engine (12) by means of a coupling interface (14) and, when acting on the combustion engine (12), regenerates energy.

8. Management system, according to claim 7, characterized by comprising an inverter (1) requesting a regenerative torque to the electric motor (1 1) of the transformer set (10) in a regenerative mode, after the occurrence of a certain event.

9. Management system, according to claim 7, characterized in that the operating mode is: a. a regenerative mode and / or traction mode of the electric motor (11) of the transformer set (10); b. a regenerative mode and / or traction mode of the electric machine of the traction-regenerative axle (20); and / or c. a combination thereof.

10. Management system, according to claim 7, characterized in that the processing unit (4) determines an electric current for supply to the electric motor (11) of the transformer set (10), based on at least one vehicle operating configuration and / or an energy parameter. 1 1 . Management system, according to claim 7, characterized in that the processing unit (4) is communicative with a vehicle control unit.

12. Method of electrifying a fuel-powered vehicle comprising a transformer set (10) defined by an electric motor (11) and a combustion engine (12) characterized by comprising the steps of: a. activating the combustion engine (12) maintained coupled to the electric motor (11) by means of a coupling interface (14); b. activating the electric motor (11) to act on the combustion engine (12), regenerating energy; and c. supplying the regenerated energy at a predefined electrical voltage for recharging an electrical energy accumulator (2) connected to the electric motor (11) and to a traction-regenerative axle (20) of the vehicle, in which a control unit of the vehicle executes said steps.

13. Electrification method, according to claim 12, characterized by comprising a step of receiving a certain electric current from an inverter (1) to the electric motor (11) of the transformer set (10), based on at least one vehicle operating configuration and / or an energy parameter.

14. Electrification method, according to claim 12, characterized by comprising a step of requesting a regenerative torque from the inverter (1) to the electric motor (11) of the transformer set (10), after the occurrence of a certain event.

15. Electrification method, according to claim 12, characterized in that the vehicle control unit is communicative with a processing unit (4) provided with an energy optimization algorithm for consumption, generation and / or storage of energy in the vehicle.

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