JP2023033244A - Propulsion module for vehicle - Google Patents

Abstract

To reduce occurrence of noise and vibration.SOLUTION: A propulsion module (1) for a vehicle includes a motor case (5) and a transmission case (6). The motor case (5) contacts with an end wall (37) of a first shell (18) of the transmission case (6) and includes a cylindrical component (12) protruding from the end wall (37). The propulsion module (1) includes first and second reinforcement elements (39, 40).SELECTED DRAWING: Figure 3

Description

The present invention relates to the field of motor vehicles, and more particularly to propulsion modules for hybrid or electric vehicles.

From the prior art, it is known that an electric motor, a speed reducer that receives the torque supplied by the rotor of the electric motor, and that the torque of the speed reducer is distributed to two half-shafts of a vehicle axle to rotate the two half-shafts at different speeds. A propulsion module for a hybrid or electric vehicle is known that comprises a differential for The reduction gear includes an input shaft coaxial with and rotationally coupled to the rotor shaft of the electric motor, and an intermediate shaft. The intermediate shaft meshes with the input shaft on the one hand through one set of gears and with the differential on the other hand through another set of gears. The differential comprises two splined output hubs, each intended to be fixed one to each of the two half-shafts of the vehicle axle. The electric motor is housed in a motor case. On the other hand, the speed reducer and the differential are housed in the transmission case. The Trans Courier On Case comprises two shells fixed together. A motor case is concentrically arranged with respect to the axis of the rotor and protrudes from the end wall of one of the two shells. As a result of such a configuration, the motor case may overhang and/or deform relative to the transmission case. This tends to cause poor alignment and parallelism of the shafts as described above. In particular, the relative parallelism between the input shaft and the intermediate shaft of the speed reducer tends to be defective. The inventors have found that such misalignment and parallelism results in undesirable noise and vibration in the gearset of the speed reducer, particularly the gear set that transmits torque between the input shaft and the intermediate shaft of the speed reducer. was found to occur.

One idea of the invention is therefore to propose a propulsion module of the type described above in which undesirable noise and vibrations are limited.

To achieve this, according to a first aspect, the invention provides:
- a motor case having a motor housing intended to house an electric motor, and a transmission case intended to receive a speed reducer and a differential, said motor case and said transmission case being mutually connected; A propulsion module for a vehicle, connecting to:
- said motor case comprises a first cylindrical housing having an axis X and intended to receive a first guide bearing for guiding the rotor shaft of said electric motor; , the motor housing is axially disposed between the first cylindrical housing and the transmission case;
- said transmission case comprises first and second openings aligned with each other along an axis Z parallel to said axis X, each of said first and said second openings allowing a wheel drive shaft to pass therethrough; is possible and contemplated, said transmission case further comprising first and second shells secured to each other along a fixed interface extending in an interface plane, said first shell said an end wall having a first opening, the end wall adjacent the motor case;
- said motor case comprises a cylindrical part projecting from said end wall about axis X and coaxial therewith;
- said propulsion module comprises first and second stiffening elements arranged on either side of a mid-plane containing axis X and axis Z, said first stiffening elements comprising a first zone of said first shell and said motor case; said second reinforcing element at least connects a second zone of said first shell and a second zone of said motor case;
- said first and said second zones of said first shell are arranged radially outside a circle passing through said axis Z and said first opening and centered on said axis X,
- said first and said second zones of said motor case are arranged at an axial distance from said interface plane greater than 50% of d1, where d1 is between said interface plane and said first cylindrical housing; is the axial distance between
Provide a propulsion module.

Therefore, the presence of the first and second reinforcing elements increases the rigidity of the connection between the motor case and the transmission case. This limits the undesirable noise and vibrations likely to be caused by the gearwheels of the reduction gear, in particular by limiting imperfections in parallelism between the shafts of the reduction gear.

The stiffening element also connects the stiffest zone of the transmission case and the stiffest zone of the motor case. Thereby, it is possible to further improve the rigidity of the connecting portion between the motor case and the transmission case.

According to various embodiments, such propulsion assemblies may have one or more of the following features.

According to one embodiment, said second shell has an end wall with said second opening.

According to one embodiment, the first and second zones of the motor case are arranged at an axial distance from the interface plane of more than 70%, preferably more than 80% of the axial distance d1 .

According to one embodiment, the first and second zones of the motor case are arranged at an axial distance from the interface plane of less than 130% of the axial distance d1.

According to one embodiment, the first and second zones of the first shell are arranged on the end wall of the first shell.

According to another embodiment, the first and second zones of the first shell adjoin an end wall of the first shell. The reinforcing element is thus fixed in the rigid zone of the first shell.

According to one embodiment, the first stiffening element comprises a dedicated stiffener.

According to one embodiment, the first stiffening element is separate from a fixed flange or housing arranged on the first shell.

According to one embodiment, the first reinforcing element has a constant thickness.

According to one embodiment, said first stiffening elements comprise stiffeners selected from ribs and brackets. This type of stiffener is particularly effective in limiting deformation of the motor case against the end wall of the first shell.

According to one embodiment, each bracket has a bar-like overall shape. Each bar can be connected by its ends to the first zone of the first shell and the first zone of the motor case. According to one embodiment, said stiffener is a rib having a first edge and a second edge, said first edge being attached to said end wall of said first shell. It connects in at least the first zone and the second edge connects to the cylindrical part of the motor case in at least the first zone of the motor case.

According to one embodiment, the first edge of the rib is connected over its entire length to the end wall of the first shell.

According to one embodiment, the second edge of the rib is connected over its entire length to the cylindrical part of the motor case.

According to one embodiment, said first shell and said cylindrical part of said motor case are formed as a single (one-piece) part. In such a case, the end wall of the first shell and one of the end walls of the motor case may be matched to form a partition between the motor housing and the inner space of the transmission case.

According to one embodiment, the first shell and the cylindrical part of the motor case are formed from two separate components secured together by fasteners.

According to one embodiment, the motor case is a second part fixed to a cylindrical part projecting from the end wall of the first shell and closing the motor housing at the opposite end of the transmission case. a second part comprising:

According to one embodiment, the first and second zones of the motor case extend to the end wall of the second part of the motor case.

According to one embodiment, said ribs are formed with said cylindrical part of said first shell and said motor case during their casting. Such ribs can therefore be produced in a simple manner during the casting of the cylindrical parts of the first shell and the motor case.

According to another embodiment, ribs are welded to the first shell and the cylindrical part along the first and second edges.

According to one embodiment, said stiffeners extend in planes parallel to said X and Z axes. Such an orientation of the stiffeners can provide greater resistance to deformation of the motor case relative to the end walls of the first shell.

According to one embodiment, said stiffener is a bracket comprising a central bar and two fixing tabs respectively fixed to said first zone of said first shell and said first zone of said motor case. .

According to one embodiment, the securing tabs are secured to the first shell and the motor case by fasteners. According to another embodiment, the fixing tab is fixed to the first shell and the motor case by welding.

According to one embodiment, said second stiffening element comprises a casing housing a power electronics device, said casing being fixed to said second zone of said first shell by a first mounting support and said motor It is secured to said second zone of the case by a second mounting support. Therefore, the stiffness of such a casing is utilized to strengthen the stiffness of the connection between the motor case and the transmission case.

According to one embodiment, the power electronics device is an inverter/rectifier type voltage converter electrically connected between the vehicle's power storage unit and the electric motor.

According to one embodiment, said second stiffening element comprises a support element intended to provide support of said propulsion module with respect to the chassis of said vehicle, said support element comprising said second support element of said first shell. a plate secured to a zone by a first mounting support and secured to the second zone of the motor case by a second mounting support; and an elastomeric block secured to the plate, the chassis of the vehicle comprising: an elastomeric block intended to be placed directly or indirectly on the The stiffness of such support elements is therefore utilized to enhance the stiffness of the connection between the motor case and the transmission case.

According to one embodiment, the second mounting support is fixed to the end wall of the second part of the motor case.

According to one embodiment, the second stiffening element is separate from a fixed flange or housing arranged on the first shell.

According to one embodiment, the second reinforcing element has a constant thickness.

According to another embodiment, the second stiffening element comprises stiffeners selected from ribs and brackets.

According to one embodiment, each bracket has a bar-like overall shape. Each bar may be connected by its ends to the second zone of the first shell and the second zone of the motor case. According to one embodiment, the rib of the second stiffening element has a first edge and a second edge, said first edge being attached to said end wall of said first shell. and said second edge connects to said cylindrical part of said motor case in at least said second zone of said motor case.

According to one embodiment, said ribs of said second reinforcing element are formed with said cylindrical part of said first shell and said motor case during their casting.

According to one embodiment, said ribs of said second reinforcing element extend in a plane parallel to said X and Z axes.

According to one embodiment, said bracket of said second reinforcing element comprises a central bar and two fixing tabs respectively fixed to said second zone of said first shell and said second zone of said motor case; Prepare.

According to one embodiment, said first and said second stiffening elements are right circular cylinders of revolution about said axis X and along a straight line perpendicular to said axis X and said axis Z are rigidly connected to each other by means of connecting elements located at least partially, preferably entirely, in a zone located outside the right cylinder of revolution with a radius corresponding to the distance separating the axis Z and the Z axis.

According to one embodiment, viewed in a plane perpendicular to the axes X and Z, the connecting element has a curved or curvilinear shape, in particular a circular shape.

According to one embodiment, the connecting element has a substantially constant height in the axial dimension.

According to one embodiment, the connecting element has a height in the axial dimension substantially equal to the first and second reinforcing elements.

According to one embodiment, the connecting element has a constant thickness.

According to one embodiment, the connecting element continuously connects the first reinforcing element and the second reinforcing element. In other words, the connecting element is separate from the fixed flange or housing arranged on the first shell.

According to one embodiment, viewed in a plane perpendicular to said axis X and said axis Z, said first and second reinforcing elements are formed from one and the same single rib, for example with curvilinear portions.

According to one embodiment, said single rib has a substantially constant height in the axial dimension.

According to one embodiment, the single rib has a constant thickness.

According to one embodiment, the single rib is continuous. In other words, the single rib is separate from the fixed flange or housing located on the first shell.

According to one embodiment, viewed from a plane perpendicular to the X and Z axes, the curvilinear portion has a substantially circular shape.

According to one embodiment, the rib is U-shaped with two branches. The two branches form the first and second stiffening elements respectively and are arranged on either side of the central plane. The two branches meet behind an opening formed in the end wall of the first shell.

According to one embodiment, the first reinforcing element is in contact with (preferably fixed to) the motor case over more than 45% of the axial distance separating the first zone of the motor case from the interface plane. ) is there.

Preferably, the first reinforcing element is in contact with (preferably fixed to) the motor case over the entire axial distance separating the first zone of the motor case from the interface plane.

According to one embodiment, the first reinforcing element is in contact with the first shell (preferably on the first shell) over more than 45% of the radial distance separating the first zone of the first shell from the motor case. fixed).

Preferably, the first reinforcing element is in contact with (preferably fixed to) the first shell over the entire radial distance separating the first zone of the first shell from the motor case. .

According to one embodiment, the propulsion module comprises:
- an electric motor housed in said motor case, comprising a stator and a rotor shaft guided for rotation about said axis X by said first and second guide bearings;
- a differential mounted for rotation about said axis Z inside said transmission case, comprising two hubs each intended to be connected to said first and second half-shafts; a differential;
an input shaft rotationally coupled to the rotor shaft and guided for rotation about the axis X inside the transmission case, and an axis Y parallel to the axis X inside the transmission case; an intermediate shaft guided for rotation about the intermediate shaft meshing with the input shaft through a first set of gears and engaging the differential with a second set of gears; a speed reducer that meshes via gears;
is further provided.

According to one embodiment, the differential comprises a differential box whose rotation about the axis Z is guided inside the casing, and a differential box which rotates about an axis W perpendicular to the axis Z. and two sun gears rotatable about axis X, each meshing with two planetary pinions and directly or indirectly driving the rotation of one half-shaft. and sun gears each intended to do so.

The invention will be better understood and other objects, details, Features and advantages will become clearer.

1 is a schematic diagram of a propulsion module; FIG. 2 is a detailed view of the speed reducer and differential of the propulsion module of FIG. 1; FIG. 3 is a partial perspective view of a propulsion module provided with stiffeners according to the first embodiment; FIG. 4 is another perspective view of the propulsion module of FIG. 3; FIG. Figure 5 is a partial perspective view of a propulsion module provided with stiffeners according to a second embodiment; 6 is another perspective view of the propulsion module shown in FIG. 5; FIG. FIG. 7 is a partial perspective view of a propulsion module provided with stiffeners according to a third embodiment; Figure 8 is a partial perspective view of a propulsion module provided with stiffeners according to a fourth embodiment; FIG. 9 is a partial perspective view of a propulsion module provided with stiffeners according to a fifth embodiment;

As used herein and in the claims, the terms "outer" and "inner" and the orientations "axial" and "radial" are defined herein. may be used to designate the elements of the propulsion module according to . By convention, the axis of rotation X of the rotor shaft 9 of the electric motor 2 defines an "axial" orientation. The terms "outer" and "inner" are used to define the relative position of one element with respect to another with respect to the X axis. Therefore, the elements closer to the axis are referred to as "inner" relative to the outer elements located radially at the periphery.

A propulsion module 1 for an electric or hybrid vehicle is described with reference to FIG. The propulsion module 1 comprises an electric motor 2 , a reduction gear 3 and a differential 4 . Thus, in the propulsion module 1, the electric motor 2 is arranged to generate the torque, the reduction gear 3 increases the torque, and the differential 4 distributes the torque to the two half-shafts to rotate them at different speeds. It is

According to one embodiment, such a propulsion module 1 is intended for hybrid vehicles. Thus, the propulsion module 1 described above can, for example, transmit torque from the electric motor 2 to the rear or front axle of the vehicle. On the other hand, another propulsion module 1 with another motor/engine, such as a combustion engine, generates torque and transmits torque between the other motor/engine and the two half-shafts of the other axle of the vehicle. can be transmitted between

As shown in FIG. 1 , the propulsion module 1 includes a motor case 5 that houses the electric motor 2 and a transmission case 6 that houses the speed reducer 3 and the differential 4 . The transmission case 6 and the motor case 5 are fixed with respect to each other.

The electric motor 2 comprises a stator 7 and a rotor 8 fixedly mounted inside the motor case 5 . Rotor 8 has a rotor shaft 9 mounted so as to be rotatable about axis X within motor case 5 . Rotation of the rotor shaft 9 is guided by a first rolling bearing 10 and a second rolling bearing 11 . Each of these bearings is located near one end of rotor shaft 9 . According to another embodiment not shown, the rotor shaft 9 is guided in its rotation in the motor case 5 only by the first rolling bearing 10 . Also, the rotor shaft 9 can be guided in rotation in the motor case by more than two, for example three rolling bearings.

The motor case 5 substantially has the shape of a rotating cylinder concentric with the rotation axis X of the rotor shaft 9 . The motor case 5 comprises, in the illustrated embodiment, two parts 12, 13 each of cylindrical shape. The parts 12 , 13 are fixed to each other and have end walls 14 , 15 respectively to close the inner space of the motor case 5 . First rolling bearing 10 and second rolling bearing 11 are mounted in first cylindrical housing 17 and second cylindrical housing 16, respectively. A first cylindrical housing 17 and a second cylindrical housing 16 are formed in the end walls 15, 14 of the two parts 13, 12 of the motor case 5, respectively.

Furthermore, the transmission case 6 comprises two shells 18, 19 fixed together. each shell 18, 19 has an end wall 37, 38 facing the end wall 37, 38 of the other shell 18, 19; a skirt extending parallel to the axis X from the perimeter of the corresponding end wall 37, 38; It has The skirt of each shell 18,19 is provided with a fixed flange 20,21 intended to be placed in contact with the fixed flange of the other shell 18,19. Each of the fixed flanges 20,21 has an orifice to allow a fastener 22, such as a bolt, to pass therethrough so that the two fixed flanges 20,21 can be fixed together. The fixing flanges 20, 21 thus define a fixing interface. The fixed interface extends in an interface plane P 1 perpendicular to the axis X of the rotor shaft 9 of the electric motor 2 . In a variant embodiment not shown, one and/or the other of the two shells 18, 19 may comprise a plurality of integrally joined components.

In the illustrated embodiment, the cylindrical part 12 of the motor case 5 and the adjacent shell 18 of the transmission case 6 are formed as a single piece. In this case, the end wall 14 of the motor case 5 is formed by the end wall 37 of the first shell 18, as shown in FIG. In other words, the end wall of the motor case 5 forms a partition wall between the motor housing space and the inner space of the transmission case 6 .

However, in another embodiment, not shown, the part 12 of the motor case 5 and the adjacent shell 18 are formed as two separate components that are secured to each other using fasteners.

The reduction gear 3 shown in FIGS. 1 and 2 comprises an input shaft 23 and an intermediate shaft 24 which are rotatably mounted inside the transmission case 6 . The input shaft 23 and the rotor shaft 9 are coaxial and connected to each other so as to rotate integrally. According to one embodiment, the input shaft 23 and the rotor shaft 9 are connected to each other by a spline joint 29 . Thus, one of the two aforementioned shafts is provided with a splined male portion which is pushed into the splined female portion of the other shaft. The rotation of the input shaft 23 and the intermediate shaft 24 in the transmission case 6 is guided by a pair of rolling bearings. One of the pair of rolling bearings is housed in a cylindrical housing in the end wall 37 of one shell 18 and the other in a cylindrical housing in the end wall 38 of the other shell 19 . The intermediate shaft 24 is mounted rotatably about an axis Y parallel to the axis X inside the transmission case 6 .

The input shaft 3 has one gear wheel 25 and the intermediate shaft 24 has two gear wheels 26,27. The gearwheel 25 of the input shaft 3 meshes with the larger gearwheel 26 of the intermediate shaft 27 and the smaller gearwheel 27 of the intermediate shaft 24 meshes with the gearwheel 28 of the differential 4 . The reduction gear 3 therefore produces a transmission ratio of less than one from the electric motor 2 to the differential 4 . This allows the torque delivered to the half shafts to be higher than the torque delivered to the output of the electric motor 2 .

Further, as shown in FIG. 2, the differential 4 is mounted inside the transmission case 6 so as to be rotatable about an axis Z parallel to the X and Y axes. 30. The differential box 30 is connected to rotate integrally with the gear wheel 28 of the differential device 4 . The differential 4 also comprises two planetary pinions 31 , 32 mounted in the differential box 30 for rotation about an axis W perpendicular to the axis Z, and two sun gears 33 . , 34 and . The two sun gears 33,34 each have bevel gear teeth that mesh with complementary bevel gear teeth belonging to the two planetary pinions 31,32. The two sun gears 33, 34 are also rotatable about the Z axis. Each of the sun gears 33, 34 comprises a splined hub intended to directly or indirectly drive the rotation of one of the two half-shafts (not shown) of the axle of the vehicle. As shown in FIG. 1, openings 35, 36 formed in end walls 37, 38 of each of the two shells 18, 19 each have a wheel drive shaft passing therethrough. The wheel drive shaft corresponds to the splined hub of one of the sun gears 33, 34, to the half shafts, or to any other component that provides transmission between the differential 4 and the wheels. Thus, the openings 35 , 36 allow the half shafts arranged outside the transmission case 6 to be coupled to the differential 4 housed inside the transmission case 6 itself.

According to an embodiment not shown, the gear wheel 28 of the differential 4 and the differential box 30 are coupled to each other by a coupling device having a coupling position and a decoupling position. In the coupled position, the coupling device allows transmission of torque between the gear wheel 28 and the differential box 30 . In the disengaged position, transmission of torque between the gear wheel 28 and the differential box 30 is interrupted. Thus, with such a coupling device, the vehicle can be propelled by the electric motor 2 by coupling it to two half-shafts of an axle, or the electric motor 2 can be driven when the electric motor 2 is not in use. and the electric motor 2 can be decoupled from the axle half shafts so that the reduction gear 3 does not generate resistive torque (drag).

In another embodiment, not shown, the propulsion module 1 comprises a second motor arranged on the other side of the transmission case 6 . This second motor is therefore housed in a second motor case that protrudes from the end wall 38 of the second shell 19 . Thus, the rotor shaft of the second motor meshes with the end of the input shaft 23 of the reduction gear opposite the end that meshes with the rotor shaft 9 of the first electric motor 2 .

According to an advantageous variant, in such a case also reinforcing elements similar to those described below can be used to reinforce the connection between the end wall 38 of the second shell 19 and the second motor case.

A propulsion module according to a first embodiment provided with two stiffening elements arranged to strengthen the stiffness of the connection between the motor case 5 and the transmission case 6 will be described with reference to FIGS. 3 and 4 . This makes it possible to limit defects in parallelism between the rotor shaft 9 and the intermediate shaft 24 of the reduction gear 3, and thus between the input shaft 23 and the intermediate shaft 24 of the reduction gear 3, thereby reducing vibrations. can be done.

In this embodiment, two stiffening elements are formed from dedicated stiffeners. More specifically, the stiffeners are ribs 39 , 40 projecting from the end walls 37 of the shell 18 of the motor case 5 and transmission case 6 . The ribs 39, 40 are formed in this example with the integral elements forming the cylindrical part 12 of the motor case 5 and the adjacent shell 18 of the transmission case 6 during their casting. However, according to another embodiment, ribs 39 , 40 each consist of metal plates welded to motor case 5 and transmission case 6 .

Two ribs 39, 40 extend on either side of a plane P2 containing the X and Z axes. The ribs 39, 40 also extend in planes parallel to the X and Z axes, respectively. Thus, with such an arrangement, ribs 39 , 40 provide greater resistance to forces tending to deform the motor case against end wall 37 of shell 18 . As can be further seen from FIG. 2, the two ribs 39, 40 are oriented substantially radially with respect to the X axis.

Each rib 39 , 40 has a first edge 42 and a second edge 43 . The first edge 42 connects to the end wall 37 of the shell 18 along its entire length. The second edge 43 is connected over its entire length to the cylindrical part 12 of the motor case 5 . In the illustrated embodiment, first edge 42 and second edge 43 of ribs 39, 40 are perpendicular to each other. As shown in FIG. 3, the edges 42 of the ribs 39, 40 are zones of the end wall 37 located outside the surface of the end wall 37, passing through the axis Z and shown in dotted lines in FIG. It extends to the zone defined by the circle C centered at X. The ribs 39 , 40 thus connect the stiffest zones of the end wall 37 . This is because the stiffness of the end wall 37 tends to increase with increasing distance from the motor case 5 and towards the peripheral edge of the end wall 37 and the fixed flange 21 of the shell 18 .

Further, as shown in FIG. 4, the second edges 43 of the ribs 39, 40 are in a zone of the motor case 5 located at an axial distance d2 from the interface plane P1 away from the end wall 37 of the shell 18. extends up to The axial distance d2 is the axial distance d1 (see FIG. 1) between the interface plane P1 and the first cylindrical housing 17 of the motor case 5, i. shown) is contained in more than 50%, preferably more than 70%, preferably 80-130%. The ribs 39 , 40 are thus also connected to the stiffest zones of the motor case 5 . This is because the rigidity of the motor case 5 tends to increase as it approaches the end wall 15 of the motor case 5 .

Figures 5 and 6 show a propulsion module 1 according to a second embodiment.

In this embodiment, the two reinforcing elements located on either side of the plane P2 consist of a single stiffener formed by ribs 41 in this example. The ribs 41 are formed in this example with the integral elements forming the cylindrical part 12 of the motor case 5 and the adjacent shell 18 of the transmission case 6 during their casting. However, according to an alternative embodiment, ribs 41 consist of metal plates welded to motor case 5 and transmission case 6 . According to the illustrated embodiment, the rib 41 is U-shaped with two branches. The two branches form two stiffening elements and are arranged on either side of the plane P2. Curved portions of ribs 41 rigidly connect the branches. The curved portion is arranged behind an opening 35 formed in the end wall 37 , ie on the opposite side of the opening 35 with respect to the motor case 5 . Rib 41 has a first edge 42 . The first edge 42 connects to the end wall 37 of the shell 18 along its entire length. Because ribs 41 run around openings 35, each of these branches is a zone of end wall 37 located outside the surface of end wall 37, as in the embodiment of FIGS. , extends to a zone defined by a circle C through the axis Z and centered on the X axis.

Further, as shown in FIG. 6, each branch of rib 41 has an edge 43 . Edge 43 connects to cylindrical part 12 of motor case 5 along its entire length. As in the embodiment of FIGS. 3 and 4, the branching edges 43 of the ribs 41 are located at an axial distance d3 from the interface plane P1 of the motor case 5 away from the end wall 37 of the shell 18. extends to the zone. The axial distance d3 is included in more than 50%, preferably more than 70%, preferably 80-130% of the axial distance d1.

FIG. 7 shows a propulsion module 1 according to a third embodiment, which differs from the embodiments described above in terms of the structure of the two reinforcing elements. Here the stiffening element comprises two stiffeners formed from two metal brackets 44, 45 extending on either side of the plane P2. Each bracket 44,45 comprises a straight central bar 46 and two bent fixing tabs 47,48 located at the ends of said bracket 44,45. The central bar 46 is inclined with respect to the X and Z axes. Two fixing tabs 47, 48 are fixed to the end wall 37 of the shell 18 and the cylindrical part 12 of the motor case 5, respectively. In the illustrated embodiment, the fixing tabs 47 , 48 are secured to the transmission case 6 and motor case 5 by fasteners such as screws passing through openings formed in the fixing tabs 47 , 48 and the motor case 5 and transmission case 6 . It is However, in another alternative or complementary embodiment, fixing tabs 47 , 48 are welded to motor case 5 and transmission case 6 . The fixing tab 47 is fixed in a zone of the end wall 37 of the shell 18 outside the edge C passing through the axis Z and centered on the X axis. Furthermore, the fixing tab 48 is fixed away from the end wall 37 of the shell 18 in a zone of the motor case 5 located at an axial distance d4 from the interface plane P1. The axial distance d4 is included in more than 50%, preferably more than 70%, preferably 80-130% of the axial distance d1.

Figure 8 shows a propulsion module 1 according to a fourth embodiment. As in the previous embodiments, the propulsion module 1 comprises two stiffening elements arranged on either side of the plane P2. One of the reinforcing elements is formed from a dedicated stiffener in the form of ribs 39 . This rib 39 has a structure similar to that described above in connection with FIGS. In contrast, the other stiffening element is formed not from a special stiffening material, but from a casing 49 containing power electronics such as, for example, an inverter/rectifier type voltage converter.

Such a voltage converter electrically connects an electric power storage unit (not shown) of the vehicle and the electric motor 2 . The voltage converter is used to convert DC voltage from the power storage unit to AC voltage to power the electric motor 2 when the electric motor 2 is operating in vehicle propulsion mode. The voltage converter can also rectify the AC voltage generated at the terminals of the stator of the electric motor 2 so as to charge a power storage unit when the electric motor 2 is operating in generator mode.

As shown in FIG. 8, the casing 49 extends in planes parallel to the X and Z axes. The casing 49 is fastened on the one hand to the shell 18 of the transmission case 6 and on the other hand to the motor case 5 . More specifically, the casing 49 is fixed to the motor case 5 via a first mounting support 51 fixed to the end wall 15 of the motor case 5 . Furthermore, the casing 49 is secured to the shell 18 via second and third mounting supports 50, 52 secured to the skirt and/or end walls 37 of the shell 18. As shown in FIG.

The casing 49 with its mounting supports 50, 51, 52 is therefore fixed, like the stiffeners in the previous embodiment, on the one hand to the zones of the transmission case 6 lying outside the circle C and on the other hand to the interface plane It forms a stiffening element fixed in a zone of the motor case 5 located at an axial distance d5 from P1. The axial distance d5 is greater than 50%, preferably greater than 70% and less than 130% of the axial distance d1.

Figure 9 shows a propulsion module according to a fifth embodiment. This embodiment differs from the fourth embodiment shown in FIG. 8 in that stiffening elements, which are also not formed by dedicated stiffeners, support the propulsion module 1 on the chassis of the vehicle, rather than the casing 49 shown in FIG. It differs in that it is formed by a support element 53 intended to In the illustrated embodiment, support element 53 comprises plate 54 and elastomer block 55 . Elastomeric block 55 is fixed to plate 54 and is intended to rest on a frame fixed to the chassis of the vehicle. The plate 54 extends in a plane parallel to the X and Z axes. Furthermore, the support element 53 is fixed on the one hand to the shell 18 of the transmission case 6 and on the other hand to the motor case 5 . In the illustrated embodiment, the support element 53 is secured to the transmission case 6 and the motor case 5 by mounting supports 50, 51, 52 having features similar to those described above in connection with FIG.

Although the invention has been described in connection with a number of specific embodiments, the invention is in no way limited thereto and all technical equivalents of the means described and these are within the scope of the invention. It is quite clear that in some cases it consists of a combination thereof.

Use of the verbs "have", "comprise", "include" and their conjugations does not exclude the presence of elements or steps other than those stated in a claim.

In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim.

Claims (15)

- a motor case (5) with a motor housing intended to house the electric motor (2) and a transmission case (6) intended to receive a speed reducer (3) and a differential (4); a propulsion module (1) for a vehicle, wherein said motor case (5) and said transmission case (6) are connected to each other, comprising:
- said motor case (5) is a first cylindrical housing (17, 16) with an axis X and a first guide bearing (10) for guiding a rotor shaft (9) of said electric motor (2); , 11), said motor housing being axially separated from said first cylindrical housing (17) and said transmission case (6). placed between
- said transmission case (6) comprises first and second openings (35, 36) aligned with each other along an axis Z parallel to said axis X, said first and said second openings (35, 36) is capable and intended to be passed through by a wheel drive shaft, said transmission cases being fixed to each other along a fixed interface extending in the interface plane (P1). further comprising one and second shells (18, 19), said first shell (18) having an end wall with said first opening (35), said end wall adjacent said motor case;
- said motor case (5) comprises a cylindrical part (12) projecting from said end wall (37) about axis X and coaxial with said axis X,
- said propulsion module (1) comprises first and second stiffening elements (39, 40; 41; 44, 45; 49; 53) arranged on either side of a median plane (P2) containing axes X and Z; wherein said first reinforcing elements (39, 44) connect at least a first zone of said first shell (18) and a first zone of said motor case (5); 45, 49, 53) connect at least the second zone of the first shell (18) and the second zone of the motor case (5),
- said first and said second zones of said first shell (18) are arranged radially outside a circle passing through said axis Z and said first opening (35) and centered on said axis X,
- said first and said second zones of said motor case (5) are arranged at an axial distance (d2, d3, d4, d5) from said interface plane (P1) greater than 50% of d1; , d1 is the axial distance between the interface plane (P1) and the first cylindrical housing (17),
Propulsion module (1). A propulsion module (1) according to claim 1, wherein said second shell (19) has an end wall (38) with said second opening (36). A propulsion module (1) according to claim 1 or 2, wherein said first stiffening elements comprise stiffeners selected from ribs (39, 41) and brackets (44). Said stiffeners are ribs (39, 41) having a first edge (43) and a second edge (42), said first edge (43) being located on said first shell (18). Connected to said end wall (37) at least in said first zone of said first shell (18), said second edge (42) connects said cylindrical part of said motor case (5) to said motor 4. Propulsion module (1) according to claim 3, connected in at least the first zone of the case (5). A propulsion module (1) according to any one of the preceding claims, wherein said first shell (18) and said cylindrical part (12) of said motor case (5) are formed as a single piece. 1). 5. Claim 3 or 4, wherein said ribs (39, 41) are formed together with said cylindrical part (12) of said first shell (18) and said motor case (15) during their casting. 6. A propulsion module (1) according to claim 5, considered in combination with . A propulsion module (1) according to any one of claims 3 to 6, wherein said stiffener extends in a plane parallel to said X and Z axes. A propulsion module (1) according to claim 3, wherein said stiffener is a bracket (44). Said stiffener comprises a central bar (46) and two fixing tabs (47, 48) fixed respectively to said first zone of said first shell (18) and said first zone of said motor case (5). 4. A propulsion module (1) according to claim 3, which is a bracket (44) with and. Said second stiffening element comprises a casing (49) containing a power electronics device, said casing (49) being fixed to said second zone of said first shell (18) by means of a first mounting support (51). 10. A propulsion module (1) according to any one of the preceding claims, wherein the propulsion module (1) is fixed to said second zone of said motor case (5) by a second mounting support (50). Said second stiffening element comprises a support element (53) intended to provide support of said propulsion module (1) with respect to said vehicle chassis, said support element (53) said first shell (18 a plate (54) secured by a first mounting support (51) to said second zone of said motor case (5) by a second mounting support (50); an elastomeric block (55) fixed to the plate (54), the elastomeric block (55) intended to be mounted directly or indirectly on the chassis of the vehicle. A propulsion module (1) according to any one of claims 1-9. A propulsion module (1) according to any preceding claim, wherein said second stiffening elements comprise stiffeners selected from ribs (41) and brackets (45). Said first and said second stiffening elements are right circular cylinders of rotation about said axis X, the distance separating axis X and axis Z along a straight line perpendicular to said axis X and said axis Z. 3. A propulsion module (1) according to claim 1 or 2, rigidly connected to each other by means of connecting elements located at least partially in zones located outside the right cylinder of revolution having a radius equal to . 2. Claim 1, wherein, viewed from a plane perpendicular to said axis X and said axis Z, said first and second reinforcing elements are formed from the same single rib (41), e.g. 14. A propulsion module (1) according to any one of claims 2 or 13. - an electric motor (2) housed in said motor case (5), guided in rotation about said axis X by means of a stator (7) and said first and second guide bearings (10, 11); an electric motor (2) having a rotor shaft (9) which is
- a differential (4) mounted for rotation about said axis Z inside said transmission case (6), each intended to be coupled to said first and second half-shafts; a differential (4) comprising two hubs;
- an input shaft (23) rotationally coupled to said rotor shaft and guided for rotation about said axis X inside said transmission case (6); an intermediate shaft (24) guided for rotation about an axis Y parallel to axis X, said intermediate shaft (24) being associated with said input shaft (23) said speed reducer (3) meshes with said differential (4) via a first set of gears (25, 26) and said differential (4) via a second set of gears (27, 28);
A propulsion module (1) according to any one of the preceding claims, further comprising:

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