FR2941406A1 - Two/three wheeled vehicle e.g. scooter/tripod, controlling method, involves recharging only low charged battery or starting charging of low charged battery in all circumstances when motor operates and vehicle runs or is stopped - Google Patents

Abstract

The method involves providing rechargeable accumulator batteries (21a, 21b) to a two or three wheeled vehicle, and analyzing a charging level of each battery to identify a highly charged battery. The vehicle is driven by electric propulsion motors in any situation. Each motor is supplied with power only by the identified battery to operate the motors and drive the vehicle. A low charged battery is only recharged by electricity generators (11a, 11b, 110) or charging of the low charged battery is started in all circumstances when the motor operates and when the vehicle runs or is stopped. An independent claim is also included for a two or three wheeled vehicle comprising electric motors.

Description

The invention relates to a vehicle with two or three wheels and / or provided with a steering handlebar and a saddle, the vehicle further comprising at least one electric propulsion motor.

Typically, this type of vehicle is provided with at least one battery for powering the electric motor (s). Two problems encountered on such a vehicle are optimization of battery utilization and power consumption and braking. In order initially to optimize the management of the available electricity for the engine (s), it is particularly recommended: a) the vehicle is provided with at least two rechargeable batteries, each adapted for, in a loaded state, driving the vehicle in motion and starting it, at least one electric propulsion motor of the vehicle and at least one auxiliary electricity generating means adapted to recharge at least one of said batteries 20 independently of the state rolling or stopping the vehicle, b) analyzing the charge level of each of said batteries, to identify which of the batteries is the most charged, and drive the vehicle, in any case, exclusively with the / the engine ( s) electric (s), c) for the operation of the electric motor (s) and the driving of the vehicle, the electric motor (s) is (are) supplied with, among said 30 batteries, only the most charged battery (21a, 21b) ntified, d) and. - in any circumstances while the vehicle the electric motor (s) is running and the vehicle is running or is without speed, and, among those batteries, only charging or starting any load by the battery identified as the least charged, using for this said auxiliary means generating electricity. To associate the search for optimization of electricity management and braking, it is furthermore recommended to: - perform dynamic braking by means of the electric propulsion motor (s) that is then made operate as a generator, - and, with the electrical energy thus generated, to first charge the battery identified as the most charged in step b), then the battery identified as the least charged, without a battery charge l 'other. Regenerative braking will thus be maximized and priority will be given to the autonomy of the battery (the most charged) which then propels the electric motor of the vehicle. Regarding the vehicle itself, it is expected that it includes: - said batteries for the operation of the 25 motor (s) electric (s), - the above-mentioned means said annex generator of electricity, - and a controller bound to the latter, to the electric motor (s) and batteries to: 30 * analyze the charge level of each of them to identify which one is the most charged, and * charge with the medium The electricity generator is identified as the least charged, but one of these traditional batteries does not charge the other.

This will improve the autonomy provided by the batteries. Other characteristics will appear again with reference to the accompanying figures where various embodiments are schematized, without limitation, with: - Figures 1, 3, 4, three diagrams of different scooters, - Figure 2, a block diagram for multiple motors, - 5, a block diagram, FIGS. 6, 7 and 8, 9, a handle (or pedal, FIG. 9) with cable and hydraulic controls, FIG. 10, a detail of FIG. 6, FIG. , a command by cable and pedal, - FIGS. 12, 13, a handle with rotary potentiometer, - FIG. 14, a solution with load shedding system, - FIGS. 15, 16, a double displacement system 20 staggered for the time delay, FIG. 17, the main means intervening in case of failure due to a battery fault: maximum threshold of discharge reached. Figures 1, 3 shows a vehicle 1 of the scooter type 25 which can be 2 or 3 wheels, here two, respectively before 3 and rear 5. Are concerned all vehicles having at least one electric propulsion motor and two or three wheels (motorcycles, electric bicycles, tripods ...) and / or a handlebar and a saddle. The vehicle is thus provided with a steering handlebar 7 and a saddle 9.

This vehicle further comprises at least one electric motor 11a for propulsion, friction brakes 13a, 13b actuated by a brake handle 15 and / or brake pedal 17 operable (s) respectively by a hand and / or a foot of the 'user. A link 18, for example by chain, allows the motor 11a to transmit the drive energy to the wheel concerned, here the wheel 5. In 20 is shown schematically the lever possibly useful for a clutch.

Hereinafter, with reference to FIG. 5, one will reason essentially in connection with the brake handle 15, but the pedal 17 is concerned in the same way. Means, defined by the controller 19, provide a coupling between the electric motor 11a and the handle and / or the brake pedal (15, 17) so that, preferably, when the user will maneuver these handle and / or pedal of brake, dynamic braking is automatically applied to the vehicle, the electric motor 11a then operating as a generator.

The energy collected could be partially dissipated as heat (dynamic braking). However, it will be preferred to store it as much as possible, in order to achieve what is called regenerative braking or regenerative braking, without however one of the batteries 21a, 21b charging the other. This technique is different from a slowdown by engine brake where the engine itself causes, slowing down, the slowing down of the vehicle. Preferably, the braking force to be achieved will be obtained by distributing it between the friction brakes and dynamic braking, in what is called a combined braking.

Among the interests to be used jointly, even if they occur successively, dynamic and frictional mechanical braking, it will be noted that the effect of the dynamic brake is reduced when the speed decreases. The amount of kinetic energy that the system can convert is otherwise limited, so also the braking capacity. Moreover, in the case of regenerative braking, an additional limit is imposed by the state of loading of the storage member (if it is full). The presence of a dynamic brake (for electrical energy) in addition to the regenerative function brake can maintain dynamic braking capabilities in these circumstances. Figures 1, 4, the electric motor 11a is, via the link 12, connected to a battery pack 21 used for its operation. As shown in FIG. 5, two batteries 21a, 21b will actually be provided (at least), it being specified that these batteries could be associated with several motors, in particular the wheel motors 11a1, 11a2, 11a3 mentioned below. For the record, the wheel motors are electric motors placed in the wheels, with the particularity that the stator is in the middle and also plays the role of wheel hub. The rotor is at the periphery and plays the role of the rim. An interest is to clear space, for example for batteries. Linked to these batteries and to the engine (s), as well as to the on-board auxiliary generator 11b (but it could be the means 11c of FIG. 2 in the case of a fuel cell -PAC- where it there is no associated generator, the battery producing electricity directly), the controller 19 will allow to: - analyze the charge level of each of said batteries 21a, 21b, to identify which is the most charged, and propel the vehicle, in any situation, exclusively with the electric motor (s), by feeding it from this most charged battery (steps b and c above), and charging by the auxiliary generator (in the example, 11b or 11c) only the battery identified as the least charged or start with it any charge of the two batteries (step d above). This auxiliary generator is adapted to act independently of the rolling state or not of the vehicle.

Load detectors will be connected to the controller 19. And a load test will typically be performed at startup, when the user actuates the ignition key 14. The vehicle here considered is hybrid, being specified that the engine 11b (via a dedicated generator 110) and / or the fuel cell 11c are here provided to recharge the batteries 21a, 21b as shown diagrammatically in FIGS. 2, 4, independently of the rolling or stalled state (zero speed) of the vehicle, not to ensure by themselves the propulsion of the latter. In this regard, it is even provided here to limit as much as possible the operation of the generator 11b, 11c, with the key to a limitation of CO2 emissions, reduced noise, the same for fuel consumption (combustion engine 11b) and the costs involved. Taking advantage of dynamic braking will help to reach this goal.

It will also help: - to carry out steps c), d) while the vehicle is being propelled by the electric motor (s), - to provide the vehicle further with a plug 25 connected to the batteries, - and, vehicle when stopped and plugged into the mains 25, to ensure an electric recharge starting with the most discharged battery (21a fig.5) then possibly the least discharged battery only 10 or starts any load by. However, it will be advisable in this case: to charge in a short time (with accelerator means 250, connected to the electrical mains to ensure a fast charge with high amperage) about 80% of the battery 21a (at 5-6 %) and then charge the battery 21b. when the charge of the battery 21b will reach substantially the same charge threshold (fast charge), the controller will continue to charge the battery 21b to reach the maximum charge. - Once the full charge reached on the battery 21b, the charge controller will go to the battery 21a to complete the full charge thereof. In the case where the driver wishes to start before this complete charge of the second battery, the heat engine (or the heat pump) will take over, during the then ensured electric propulsion of the vehicle, and charge this second battery. In any event, while the electric motor (s) will be operating, when the battery (21b, Fig. 5) which will supply this motor (s) will reach a predetermined discharge threshold, the controller 19 will switch on the other engine power supply battery for propulsion and will advantageously trigger, automatically, the operation of the annex generator 11b, 11c to then initiate a recharge of this battery, which then no longer intervenes in the propulsion (case not yet realized fig.5). In practice, this threshold will be optimized in order to avoid both a too large discharge and too frequent tripping of the auxiliary generator. A discharge threshold of 40-50% would be appropriate. In this respect, it is furthermore recommended, if the auxiliary generator is the heat engine 11b associated with the generator 110, to rotate this motor at a rotation speed that is a function of the charge of the battery to which the generator is connected so that after starting, this engine runs in the most favorable part of its energy efficiency and at a speed allowing a charge of the battery as quickly as possible, without charging the other battery. According to a similar approach, with the vehicle stationary and the engine (s) stopped, it is expected to detect the charge level of the two batteries 21a, 21b and, if this level is below a threshold of Once again predetermined, to inform the user so that it can manually trigger the forced charging operation of the generator 11b, 11c, 110, in order to ensure a recharge at least the most discharged battery, here 21a. The discharge threshold can be between 40 and 60%. Thanks to such considerations, it will be possible again to promote a balance between the operation of the auxiliary generator and the limitations of CO2 emissions / noise / fossil energy consumption / induced costs. In any case, it is furthermore advised that, while the electric motor (s) is operating, there is, via the controller 19, switching of the power supply to the other battery when the one (s) feeds reaches a predetermined discharge threshold. A discharge threshold of 40-60% again would be appropriate.

Regarding the dynamic braking, it may be useful to condition it to an action of the user on the handle and / or brake pedal. This will not prevent, however, the joint use of an engine brake.

In any case, it is furthermore recommended: during any braking of the vehicle, that at least following the actuation of the handle or pedal 15, 17, the controller 19 controls a preferably combined regenerative braking, and, with the electrical energy thus generated, that this controller controls a charge first of the battery identified (in the above-mentioned step b) as the most charged (here 21b), then the battery identified as the least charged.

To achieve mechanical braking, including in the context of combined braking, the vehicle has been equipped with friction brakes 13a, 13b respectively connected to the front wheel (s) 3 (or 3a, 3b) and rear wheel (s). , such as 5, of the vehicle. In the example envisaged, these brakes are actuable respectively by the handle 15 and the pedal 17.

In this way, to further promote efficient use of batteries in connection with dynamic braking, it will be possible to provide mechanical braking on the wheel (s) concerned (s) 3 ... 5, only if the maximum capacity of (charge) absorption on the battery 21a and also on the battery 21b is not reached. In practice, it is advisable to favor the following solution: the controller 19 first tries to load one; if it is full, it switches the load on the second. As an option, it is possible to use a dynamic braking which does not then take into account the regenerative braking. A maximum load threshold of 60-80% of the batteries by dynamic braking should be appropriate before automatically switching to mechanical braking, except of course if the driver presses on the handle (s) / pedal 15, 17 until triggering the mechanical braking . The preceding features have a role of anti-lock wheel safety. In any case, we will not block the wheels by braking, there will be a threshold not to exceed, at least for dynamic braking. In this respect, it will be possible to add delay means 23 linked to the controller 19 to, during braking of the vehicle, to control the mechanical braking on the wheel (s): - only if the value of the energy passes below the threshold considered (load threshold and / or non-locking threshold of the wheels), - and that the user always operates, and a priori more, the handle and / or brake pedal.

In order to define an optimized operating mode, adjustment means 27 are also advantageously provided for adjusting the braking actuation stroke (s) of these grips 15 and pedal 17.

Thus, it will be possible to adjust these strokes in such a way that, via the coupling means: during a first part C1 of the braking actuation stroke, trigger the dynamic braking, without braking the friction brakes, then during a second portion c2 of this actuating stroke c, controlling the action on the wheels of these friction brakes. 3, the illustrated vehicle comprises three wheels (here two front 3a, 3b and a rear 5a, but this could be the opposite) and an electric motor (11a1, 11a2, 11a3) per wheel (wheel motors). On-board coupling means 29 called second coupling means and connected to the device 19 make it possible to couple these electric motors together, in conjunction with the handle (s) and / or pedal (s) brake, so that an action of the user on it (s) triggers dynamic braking both on the or the front wheel (s) and rear wheel (s), this simultaneously for at least part of the total duration of the braking, and in particular dynamic braking. With such an electronic regenerative braking distribution, we will be able to further improve braking safety to prevent the driver a fall, while preserving the batteries. If the user further actuates the handlebar handle and / or the pedal, mechanical braking is triggered.

To generally ensure the intended operation of the braking system, it is recommended that these handle (s) and / or brake pedal (s) be linked to a system 31 for adjusting the dynamic braking intensity, such as a system with potentiometer 33 provided with a sensor 37; see figures 6-7 in particular. This sensor will be favorably sensitive to the movement of said handle (s) and / or pedal (s) and is adapted to deliver data to the coupling device provided here by the electronic control controller 19. This controller will thus notably control the (s) electric motor (s) depending on the extent of the operation of the handle (s) and / or pedal (s) brake. It is expected that the dynamic braking adaptation system 31 will be favorably adjustable through a housing 41 and by a wheel 43 fixed here on the body of the handle 15 of the handlebar 7. In order to transmit to the user a sensation of resistance on his hand or his foot, even if no action on the friction brakes then operates, it has furthermore been provided that, preferably, a return means 54 will push the / each handle 15 and / or pedal 17 when it will be squeezed or supported. If the driver actuates the brake control at the front, or more than the control of the rear brake, but does not trigger mechanical braking, it is recommended that the dynamic braking is greater on the (s) motor (s) -wheel (s) electric (s) of the wheel (s) before that on those (s) of the wheel (s) rear (distribution assuring for example 75% in the front and 25% in the back).

If the opposite occurs - rear brake control is more important - we recommend the opposite (eg 25% on the front engine (s) and 75% on the rear engine (s)).

From an operational point of view, it will be noted that the adjustment wheel 46 will lengthen or shorten the brake cable 48 and, consequently, the stroke of the handle or brake pedal concerned.

On the hydraulic system of Figures 8-9 the setting is the same: it pushes the cylinder 410 with the handle (or the pedal), it sets the wheel 430 and locks everything by tightening. Thus, the handle may have a first stroke cl mechanical vacuum brake for example 10 millimeters or a little more. This empty mechanical braking stroke will operate until the handle becomes (more) hard, indicating that the mechanical brake (s) (drums or disks), such as 13a, 13b, are in contact and begin to rub.

In these figures, the system 31 is therefore applied to a handle with hydraulic control. The sensor 37 slides in the master cylinder 58 of the handlebar handle from which the transmission oil line 60 of the control. Via the controller 19, it is thus possible to control braking, using one or more disc brakes on one or more wheels. Figure 10 shows that the adaptation system 31 comprises a wheel 43 which is unscrewed. This makes it possible to approach or move away from the cam 47 the assembly comprising the sensor 37. Once all the part connected to this sensor almost in contact with the cam, it is sufficient to tighten the knob 43 to immobilize the sensor. together.

Thus, in each first actuation phase ensuring a vacuum braking stroke of this handle vis-à-vis the mechanical braking, the handle will come, through the cam, in contact with the sensor, then cause its movement, him- even pushing the cylinder 51 of the potentiometer (here linear) 33. This will trigger the addressing controller 19 of an instruction to start dynamic braking. These different means grouped 43, 46, 48; 410, 430 ... will then each define the delay means 23 and / or the adjustment means 27 above. To achieve a gradual dynamic braking, it is recommended that for example the handle 15 (as previously this can be reproduced on a pedal) is equipped with both the linear potentiometer 33 and a sensor 37 mobile. Thus, the more the handle 15 is depressed, the more the sensor 37 will be. The latter will therefore issue higher and higher control values to the controller 19.

Regarding the return means 54 for the rendering of sensation, it is, FIG. 10, inserted into the adaptation system 31 which pressurizes the sensor 37. It makes it possible to push back the sensor which itself pushes the handle 15 to itself. through the cam 47, thus transmitting to the user a feeling of resistance when he actuates the handle (or pedal) during the stroke cl braking. Advantageously, the block 56 formed by the adaptation system 31 and the sensor 37 will be designed to be sealed. For this, Figure 10, the adaptation system 31 is inserted into the housing 41 and is capped by the sensor 37. The assembly is fixed by interlocking and screwing on the frame of the brake handle 15. It will also be noted that the FIG. 11 schematizes a mounting of the system with the sensor 37 sensitive to the movement (here articulated) of a pedal 17 connected to at least one mechanical brake, such as the drum 13b, via the controller 19. The pedal 17 pivots on the axis 17a . Again concerning the adaptation system 31, Figures 12, 13 show a rotary potentiometer version, in this case equipping a handle 15 handlebar thus allowing braking. When, when tightened, the handle pivots about the axis 150, the movable portion 370a of the sensor 370 rotates with it, transmitting a dynamic braking command to the controller 19. A screw 331 adjusts the potentiometer 330 connected to the sensor. The rotary potentiometers are in themselves known and adaptable to a pedal, by analogy. Note also that possibly a persistence of the action of the driver on the handle and / or the brake pedal beyond a predetermined time could amount to an amplification of this maneuver, since this will mark a real desire to to curb significantly. Figure 14, we see a solution using the advantage of a presence of hydraulics on the vehicle, however, it is specified that an equivalent order could be obtained by electronics. Here, when the user operates the handle 15 (could be the pedal 17), a load shedding system 70 acts as a possible element of the delay means 23, for: - during at least part of the dynamic braking, block the brake control via the friction brakes (here 13a) induced by said maneuver, - then, if the user persists in and / or amplifies this maneuver here on the handle 15, allow braking via the friction brakes 13a and / or 13b. In the diagram, the system 70 comprises a timer 230 placed under the control of the controller 19 and connected to two valves 71, 73 and here to the cylinder block 56 or 58 whose inner piston is sensitive to the movements of the brake handle 15. During the stroke cl, the timer 230 will close the valve 71 and open the valve 73. Thus, the oil pushed into the conduit 60 by the cylinder or piston 410 will flow in a closed circuit in the return pipe 75, the surplus of oil that can be stored in the tank 77. There is no mechanical braking since the friction brake, here the disc brake 13a provided to act on the wheel 3a, does not receive the oil overpressure.

On the other hand, during the stroke C2, the timer 230 will be controlled to open the valve 71 and close the valve 73. Under the control of the cylinder 410 moved by the handle 15, the oil flows towards the brake 13a, so that the braking mechanical wheel 3a then operates.

In particular with such a solution coupled with a hydraulic braking (but this is not exclusive), we can make the delay of mechanical braking function of the importance of dynamic braking. It can be favorably provided that the mechanical braking is a function of the electrical regeneration value induced by the operation of the brake (or even the pedal). In particular, it is thus possible to defer the mechanical braking as long as the electrical value of the dynamic braking (in particular regeneration) induced by the maneuver of the brake (or pedal) is greater than a predetermined threshold.

For this, the controller 19 will be able to generate commands for detecting the energy received by the battery (s), via the charge control means 190. If the triggering of the mechanical braking must be a function of the value of the electrical energy generated during dynamic braking by the operation of the generator or electric motors, the sensor 37 may be constituted by the equivalent of the contactor 370 shown in Figure 14 and is therefore sensitive to the movement of the handle 15. The movement of the contactor causes the cylinder 410 to move. Inside the cylinder, it is possible to imagine, as a complementary element of the contactor, a pressure sensor 371, so that the higher the oil pressure pushed by the cylinder 410, the more dynamic braking generated by the controller 19 will be important. A system with timing means operating with a double trigger, here a double depression, is shown in Figures 15, 16 as a complement or alternative to the solution by load shedding. The sensor 37 is mounted axially movable in a sleeve 79 itself slidably mounted in the block 56. At rest, Fig.15, the sensor 37 is pushed by the spring 81 to the handle 15, then unsolicited.

As previously, the potentiometer 33 consists of a resistive track on which comes into contact a movable cursor which can be here the body of the sensor 37.

A limited tightening of the handle first causes the depression of the sensor 37 on a maximum stroke cl. The potentiometer transmits the information to the controller 19. The dynamic braking is triggered, but not the mechanical braking, since the cylinder 410 has not moved. Beyond this, if the tightening becomes greater, the depression of the sheath 79 is carried out, on the maximum stroke c2 and against the return means 83. This causes the depression of the cylinder 410, thus generating a pressure of braking in the conduit 60, to the disc brake concerned. There is therefore time delay vis-à-vis the mechanical braking that had to wait for the race c2 to operate. Note also that the reference to a controller 19 does not prevent two can be provided for the management respectively of (the) rear wheel (s) and the (the) front wheel, with more general controller (it will be then that here considered, 19).

Moreover, the rechargeable batteries 21a, 21b will be very preferably of the same technology and of substantially the same power or charging capacity. Of course, it is about embedded batteries. At the very least, this technology will be different from ultracapacitor, supercapacitor, flywheel energy storage, or equivalent. For details on an example of ultracapacity, see US 2007159007 paragraph [0023], while paragraph [0044] are examples of batteries here usable: sodium battery / sulfur (sodium sulfur) ... US 2007068714 provides other examples, paragraph [0089].

In any case, it can still be expected to add such energy storage means ultracapacity type ... etc, in addition to traditional batteries 21a, 21b. With regard to the on-board auxiliary generator, such as 11b, 11c, it may also be in particular a gas turbine or a Wankel engine. If a combustion engine is used, in particular with internal combustion, gasoline or diesel, an onboard tank will be provided. In the particular case of a vehicle failure corresponding to the case where said batteries (21a, 21b) reach a maximum discharge threshold (respectively L1, L2) while the electric motor (s) are operating, one provides for the following (see fig.17). The electric motor (s) are automatically stopped. The user is informed of this in the dashboard 100. He can then manually trigger, by a command button 101, the forced operation of the auxiliary power generating means (11b, 11c ...) for a forced load first. of a single one of said batteries, for a programmed time to make it work again (s) electric motor (s). If, at the end of this first programmed duration, the user, authorized to restart this (these) motor (s) electric (s), proceeds there, then carries out said steps b) to d). Thus, when the vehicle is restarted, the controller 19 will switch to the normal cycle: it chooses the most charged battery 21a or 21b to propel the motor (s) 11a and will activate the generator, such as 11b or 11c, to charge the least charged battery. The programmed duration can be 15/20 minutes to not only exceed the minimum threshold of operation of the battery concerned, but obtain a necessary charge allowing the user to obtain a range of about 15/20 kms. Batteries may be controlled by a BMS 103 (battery management system, fig.3), usually provided by the manufacturers. In particular, the BMS is able to provide the controller with a discharge threshold that must not be exceeded. When this discharge threshold is reached, an instruction is sent to the controller who understands that the propulsion battery is no longer able to move the vehicle. The controller is programmed to switch if possible to the other battery the power of the engine (s) 11a_ for the propulsion of the vehicle. Otherwise, it is the report of the maximum discharge threshold (L1 / L2) that is transmitted. The controller 19 will therefore not be obliged to analyze the state of charge of the batteries; It is the BMS that is in charge of it.

Claims (10)

REVENDICATIONS1. A method of controlling a vehicle with two or three wheels (3, 5) and / or comprising a steering handlebar (7) and a saddle (9), characterized in that: a) the vehicle is provided with at least two rechargeable batteries (21a, 21b) each adapted for, in a charged state, driving the vehicle into motion and starting it, at least one electric motor (11a, 11a1, 11a2, 11a3) for propelling the vehicle and for at least one ancillary means generating electricity (11b, 11c, 110) adapted exclusively to recharge, among said batteries, at least one of them, independently of the rolling state or not of the vehicle, b) analyzing the level charging each of said batteries (21a, 21b), to identify which of the batteries is the most charged, and the vehicle is driven, in any situation, exclusively with the electric motor (s) (11a, 11a1, 11a2, 11a3), c) for the operation of the electric motor (s) (11a, 11a1, 11a2, 11a3) and the drive In the vehicle, this or these electric motor (s) are supplied with, from among said batteries, only the most charged battery (21a, 21b) identified, d) and. - in any circumstances while the electric motor (s) is running, and the vehicle is running or has no speed, - and, among the said batteries, only the battery (21a, 21b) is recharged identified as the least loaded, or starts any load parcel, using for this said auxiliary power generating means (11a, llb, 110). 2. Method according to claim 1, characterized in that, in the case where said batteries (21a, 21b) reach a maximum discharge threshold (L1 or L2) while the (s) electric motor (s) operate - this (s) electric motor (s) are of offices shut down, - the user is informed on the dashboard (100) and can manually trigger the operation of the auxiliary power generating means (llb, llc ...) for a first forced load of only one of said batteries, during a first programmed duration allowing the user to operate the electric motor (s) again, - and, at the end of this first programmed duration, if the user, authorized to restart this (these) electric motor (s), proceeds, steps b) to d). we then realize the said 3. Method according to claim 1 or 2, characterized in that: - the vehicle is further provided with a plug (25) of current to be connected to the batteries (21a, 21b), and, electric motor (s) ( s) stopped (s) and plug connected to the sector, it ensures a recharging of said batteries by this socket starting with the most discharged battery, then possibly continuing with the least discharged battery. 4. Method according to one of the preceding claims, characterized in that: - during braking of the vehicle, dynamic braking is effected by means of the electric motor (s) (11a, 11a1, 11a2, 11a3) which is then operated as a generator, and, with the electrical energy thus generated, said battery is first charged with the battery identified as the most charged in step b). , then the battery identified as the least charged, without one battery charging the other. 5. Method according to one of the preceding claims, characterized in that the power generating auxiliary means is equipped with a heat engine (11b) and a generator (110) and the engine is rotated. which is connected to the generator so that, after its start, said engine (11b) rotates in a most favorable part of its energy efficiency and at a speed allowing the fastest possible charge of said battery. 6. Method according to one of the preceding claims, characterized in that, stopped vehicle and electric motor (s) (11a, 11a, 11a2, 11a3) stopped (s), it detects the level of charge of the two batteries (21a, 21b) and, if it is lower than a predetermined level, the operation of the auxiliary power generating means (11b, 11c, 110) is started under load for at least one recharge of the battery. more unloaded. 7. Method according to one of the preceding claims, characterized in that - the vehicle is equipped with friction brakes (13a, 13b) adapted to act on the wheel (s) before (3) and the wheel (s) ( s) rear (5) of the vehicle, as well as at least one handle (15) of brake and / or pedal (17) brake for actuation of said friction brakes (13a, 13b), and, when a braking of the vehicle, dynamic braking is provided on the wheel (s) (3, 5) of the vehicle, following action of the user on the handle and / or the brake pedal (15, 17) if the maximum load capacity of one and then the other battery (21a, 21b) is not reached, unless the user performs said action until the friction brake (13a, 13b), without one battery charging the other. 8. Vehicle with two or three wheels and / or provided with a steering handlebar and saddle, the vehicle comprising: - for its drive, exclusively one or more electric motors (11a, 11a1, 11a2, 11a3), at minus two rechargeable batteries (21a, 21b) connected to the electric motor (s) for its / their operation, an auxiliary electricity generating means (11b, 11c, 110) adapted to recharge at least one of said batteries independently of the rolling state or when the vehicle is stopped, and a controller connected (19) to the electric motor (s), by means of the power generating auxiliary appendix (11b, 11c, 110) and to the batteries (21a, 21b) for: * analyzing the charge level of each of said batteries (21a, 21b), to identify which of the batteries is the most charged, * to charge with the auxiliary means generating electricity (llb, 11c , 110) only the battery identified as the least charged or start any charge by it. 9. Vehicle according to claim 8, characterized in that: - it comprises friction brakes (13a, 13b) operable by at least one handle (15) brake and / or a pedal (17) brake operable by the user, and when the user operates this handle (15) and / or pedal (17) brake, the controller (19) defines a coupling means (29) between the electric motor (s) (s) (11a, 11a1, 11a2, 11a3) and the handle (15) and / or brake pedal (17) operated to then apply to the vehicle dynamic braking using the electric motor (s) generator (110) ) and the controller (19) then further defines coupling means (29) between this / these electric motor (s) and the batteries (21a, 21b) for, with the electrical energy generated by the dynamic braking , first charge the battery then the most charged then the battery then the least charged, but one battery does not charge the other. 10. Vehicle according to claim 8 or 9, characterized in that said rechargeable batteries (21a, 21b) are of the same power and the same technology, which is different from ultracapacitor (ultracapacitor), supercapacitor (supercapacitor) or flywheel. inertia with energy storage (flywheel energy storage).