WO2021116579A1

WO2021116579A1 - Drive system for an electric motor vehicle

Info

Publication number: WO2021116579A1
Application number: PCT/FR2020/052306
Authority: WO
Inventors: Emmanuel Henon; Fabien BIREAUD
Original assignee: Valeo Systemes Thermiques
Priority date: 2019-12-11
Filing date: 2020-12-07
Publication date: 2021-06-17
Also published as: FR3104498B1; FR3104498A1

Abstract

Drive system (1) intended for a vehicle (500), comprising at least one electric motor (6) for driving the vehicle, at least one wheel (11), at least one transmission (12) arranged on the force transmission chain between the electric drive motor (6, 61) and the at least one wheel (11), at least one coupling device (13) which couples the wheel (11) with or uncouples the wheel from the transmission (12), a fan (7) of a temperature control system (2) intended to heat treat an electrical storage device (4) fitted to the vehicle (500), characterised in that the drive system (1) comprises at least one coupling member (15) arranged on the force transmission chain between the fan (7) and the electric drive motor (6), the coupling member (15) coupling the fan (7) with or or uncoupling the fan from the electric drive motor (6).

Description

Propulsion system for electric motor vehicle.

The invention relates to a propulsion system comprising a transmission chain for a motor vehicle. More particularly, the invention relates to an electric transmission chain for an electric or hybrid motor vehicle.

In known manner, the electric transmission chain is a device making it possible to set the electric or hybrid motor vehicle in motion by means of an electric propulsion motor supplied by an electric storage device, comprising for example a plurality of battery cells, and converting electrical energy into mechanical energy. All of these elements poorly withstanding excessive temperature changes, electric vehicles are conventionally equipped with a thermal regulation system configured to ensure their heat treatment, in particular their cooling, as well as to regulate the temperature in the passenger compartment of the vehicle. vehicle.

Such thermal regulation modules are most often at least partly arranged on the front face of the vehicles. They conventionally comprise at least one heat exchanger arranged on a refrigerant fluid circuit and configured to allow heat exchange between the refrigerant fluid which circulates therein and an air flow which passes through it, for example an air flow outside the air. interior of the vehicle. In particular, when the heat exchanger is placed on the front of the vehicle, this flow of outside air can be at least partially generated by the movement of the vehicle.

However, it may also be necessary to supply the heat exchanger with the flow of outside air when the vehicle is stationary or else to improve the flow of air passing through the heat exchangers when the vehicle is traveling at low speed. . This is particularly the case during the vehicle charging phases, and more particularly during a rapid charging phase of the storage device. Fast charging consists of charging the electrical storage device at a high voltage and amperage so as to charge the electrical storage device in a short time of a few tens of minutes. This rapid charge involves significant heating of the electrical storage device that should be treated when the vehicle is stationary.

To this end, thermal regulation systems conventionally include at least one motor-fan unit, arranged near the heat exchanger, which is intended to force this air inlet into the vehicle and through the heat exchanger.

The high thermal needs, resulting from the heat dissipation linked to these amperages in all the systems of the electric vehicle, linked to the absence of air flow generated by the advancement of the vehicle, result in a significant electric power on this motor unit. fan (greater than 5 ₀₀ W).

Such a motor-fan unit comprises at least one electric motor and at least one fan configured to be driven in rotation by the electric propulsion motor. One drawback of current motorized fan units lies in the large size they generate, its additional cost and its overconsumption of energy (mainly electrical). In particular, in the current context of reducing the dimensions of the front panels of vehicles, it is essential to implement alternatives more suited to these new dimensions.

The present invention falls within this context and aims to solve these problems by proposing a propulsion system intended for a vehicle comprising: at least one electric motor for propelling the vehicle; at least one wheel which generates the setting in motion of the vehicle; at least one transmission arranged on the force transmission chain between the electric propulsion motor and the at least one wheel; at least one coupling device which couples or uncouples the wheel with the transmission; a fan of a thermal regulation system intended to heat treat an electrical storage device fitted on the vehicle; the propulsion system being characterized in that it comprises at least one coupling member arranged on the force transmission chain between the fan and the electric propulsion motor, the coupling member coupling or uncoupling the fan with the electric motor of propulsion. The present invention thus ensures the drive of the fan of the thermal regulation system via the propulsion engine of the vehicle. It is then not necessary to take on board an electric motor specifically intended for driving the fan as can be conventionally observed in electric or hybrid vehicles equipped with motor-fan units and the size of the vehicle is thereby reduced. reduced.

It is understood that, throughout this text, the term "propulsion" is a generalization, with at least one wheel possibly being a front wheel or a rear wheel of the vehicle.

The term "transmission" is understood to mean a mechanical device intended to transmit movement from one component to another in the transmission chain. The transmission includes at least one pinion gear for reducing rotational speed and increasing the torque transmitted to the at least one wheel.

Also, the positioning of the various components relative to the “force transmission chain” refers to the kinematics of the transmission chain and not to the relative physical positioning of the various components.

According to the invention, the propulsion system comprises at least one device for controlling the coupling device and the coupling member.

In other words, the control device is configured to toggle the coupling device and the coupling member between an open state and a closed state.

In its open state, the coupling member separates the fan from the electric propulsion motor, so that the fan is not rotated. In its closed state, the coupling member is integral with the fan and the electric propulsion motor, so that they are integral with each other by means of the coupling member. The electric propulsion motor then rotates the fan through the mechanical link generated by the coupling member. Similarly, in its open state, the coupling device separates the wheel from the transmission and therefore from the electric propulsion motor, so that the wheel is not rotated and therefore does not generate the setting. vehicle movement.

In its closed state, the coupling device is integral with the wheel and the transmission so that they are integral with one another by means of the coupling device. The electric propulsion motor then drives the wheel in rotation via the mechanical link generated by the coupling device and the vehicle is set in motion.

It is understood that the control device may include one or more electronic cards intended to select and control the state of the coupling device and the state of the coupling member. The condition of the coupling device and the condition of the coupling member can thus be controlled independently.

According to one characteristic of the invention, regardless of the embodiment used, the coupling member is a visco-coupler.

A viscous coupler is a mechanical system for transmitting a rotational movement. It includes a drive portion, here a pump, which is constantly rotated by the electric propulsion motor and a driven portion, called a turbine, which is driven only selectively.

A fluid, for example a silicone-based oil, circulates in the visco-coupler and bathes the pump and the turbine. When the oil is cold, the turbine is not or only slightly rotated. The fan is then not coupled to the electric drive motor. On the other hand, when the oil is hot, for example due to overheating of the electrical storage device which may occur during the rapid charging phase, the viscosity of the oil increases and the pump and the impeller are coupled.

The turbine is rotated and the fan is made integral with the electric propulsion motor. The fan thus increases the flow rate of the air flow for cooling the electrical storage device. The air flow rate thus increases or decreases depending on the temperature of the electrical storage device.

Thus, the viscous coupler functions as a thermostatic device configured to switch to a closed state when the temperature of the electrical storage device reaches a threshold temperature, called the engagement temperature.

Additionally, and as previously explained, the viscous coupler can be controlled by the control device so as to ensure the rotational drive of the turbine, and therefore the operation of the fan, independently of the temperature of the electrical storage device and the viscosity of the fluid. According to one characteristic of the invention, the propulsion system comprises at least one device for reducing the speed of rotation of the fan arranged on the force transmission chain between the electric propulsion motor and the fan. The reduction member allows the speed of rotation to be reduced and the torque transmitted to the fan to be increased.

In particular, in the present invention, the reduction member can be arranged between the electric propulsion motor and the coupling member. According to a first alternative, the reduction member can be placed in the coupling member. According to a second alternative, the reduction member can be arranged between the coupling member and the fan.

Additionally, the propulsion system comprises, in the transmission, at least one reduction device which allows the reduction of the rotational speed and the increase of the torque which is transmitted to at least one wheel.

According to a first embodiment of the invention, the transmission can be interposed between the electric propulsion motor and the coupling member.

In other words, the propulsion system includes at least a first shaft and second shaft, the first shaft mechanically connecting the transmission to the electric propulsion motor and the second shaft mechanically connecting the transmission to the coupling member.

Particularly, the second shaft may carry at least the driving portion of the coupling member while the fan is connected to the driven portion of the coupling member.

According to a second embodiment, the electric propulsion motor can be interposed between the transmission and the coupling member.

In other words, according to the second embodiment, the first shaft mechanically connects the transmission to the electric propulsion motor and the second shaft mechanically connects the electric propulsion motor to the coupling member. In particular, the propulsion system can at least comprise a single propulsion motor and a plurality of wheels, at least two wheels being connected to an axle. According to one characteristic of the invention, the transmission then comprises an axle differential. The axle differential includes a plurality of gears and is configured to transform the motion provided by the electric propulsion motor to the transmission so that the wheels carried by the same axle do not turn at the same speed, for example when the vehicle is moving in a bend.

According to a third embodiment of the invention, the propulsion system can comprise a plurality of wheels, a plurality of electric propulsion motors and a plurality of transmissions, a first transmission chain comprising the wheel, the electric propulsion motor and the transmission, respectively called the first wheel, first electric propulsion motor and first transmission, and a second transmission chain comprising at least a second wheel, a second electric propulsion motor and a second transmission, the first transmission chain comprising the member coupling.

In particular, in such an embodiment, the transmission can be interposed between the electric propulsion motor and the coupling member, as previously explained with reference to the first embodiment. Alternatively, the electric propulsion motor can be interposed between the transmission and the coupling member, similar to the second embodiment.

Note that when the propulsion system includes a plurality of wheels, the coupling device simultaneously couples or decouples at least the first wheel and the second wheel with the first transmission and the second transmission respectively.

Also, the propulsion system according to the third embodiment is devoid of differential and axle. The speeds of rotation specific to the first wheel and to the second wheel are then dependent on the speeds of rotation of the first electric propulsion motor and of the second electric propulsion motor respectively.

The invention also relates to an electric vehicle comprising a propulsion system as described above.

Also, the invention relates to a hybrid vehicle comprising a propulsion system as described above.

According to the invention, the electric vehicle or the hybrid vehicle comprises a refrigerant fluid circuit dedicated to the heat treatment of the electrical storage device, the circuit comprising at least one heat exchanger configured to implement a heat exchange between the refrigerant fluid and a air flow, the fan propulsion system setting in motion the air flow through the heat exchanger.

The refrigerant fluid circuit and the fan are included in a thermal regulation system of the vehicle, the thermal regulation system being at least intended for the thermal treatment of the electrical storage device. Advantageously, the heat treatment system can also be configured to ensure the heat treatment of the electric propulsion motor.

Other details, characteristics and advantages will emerge more clearly on reading the detailed description given below as an indication in relation to the various embodiments illustrated in the following figures:

[Fig 1] shows a vehicle comprising a thermal regulation system and a propulsion system according to a first embodiment when the latter operates according to a first mode of operation;

[Fig 2] shows a second mode of operation of the propulsion system according to Figure 1;

[Fig 3] shows a third mode of operation of the propulsion system according to Figure 1;

[Fig 4] shows a second embodiment of the propulsion system;

[Fig 5] shows a third embodiment of the propulsion system;

[Fig 6] shows a fourth embodiment of the propulsion system;

FIG. 1 schematically illustrates a vehicle 500, such as an electric vehicle 500 or a hybrid vehicle 500 comprising a propulsion system 1 and part of a thermal regulation system 2.

The thermal regulation system 2 comprises at least one refrigerant fluid circuit 3 dedicated to the thermal treatment of an electrical storage device 4 of the vehicle 500. The circuit 3 comprises at least one heat exchanger 31 configured to implement a heat exchange between the refrigerant fluid and an air flow FA. In particular, the heat exchanger 31 can be arranged on the front face of the vehicle. The air flow FA can thus consist of an air flow FA outside the passenger compartment or of an air flow FA inside the vehicle cabin. Alternatively, the heat exchanger 31 could be installed on a roof of the vehicle, in a rear wing and generally in all areas of the vehicle which can be swept by an outside air flow FA.

The circuit 3 of the thermal regulation system ₂ also comprises at least at least one compression member 3 ₂ and at least one expansion member 33 intended to adjust the pressure of the refrigerant fluid flowing along the circuit 3.

The refrigerant fluid circuit 3 is thermally coupled to the electrical storage device 4. In particular, it can be directly coupled to the electrical storage device 4, as illustrated with the insert rooo, or indirectly coupled to the electrical storage device 4, as shown in the present circuit 3. In the first case, the electrical storage device 4 is included in the circuit 3 and is configured so as to allow the circulation of the refrigerant fluid.

In the second case, the electrical storage device 4 is placed on an additional heat transfer fluid loop 5 comprising at least the electrical storage device 4 and a circulator ¾ intended to set the heat transfer fluid in motion in the additional loop 5. The circuit 3 of refrigerant fluid then comprises at least two heat exchangers 3, the heat exchanger 3, hereinafter called the first heat exchanger 3h, arranged on the front face of the vehicle, and a second heat exchanger 3 ₂ which is thermally coupled to the additional loop 5 of heat transfer fluid. It should be noted that the thermal regulation system ₂ can also be intended for the thermal treatment of an electric motor of the vehicle, for example an electric propulsion motor 6, and / or of the passenger compartment of this vehicle and / or of any other electrical component of this vehicle.

Thus, the compressed refrigerant fluid leaving the compression member 3 ₂ is sent to the first heat exchanger 3 h which operates as a condenser. The refrigerant, hotter than the air flow FA passing through the first heat exchanger 3h, transfers calories to the latter. The refrigerant fluid leaves the first 3h cooled heat exchanger and is sent to the expansion organ 33 to which its pressure is lowered. It is then sent to the second heat exchanger 3 ₂ in which it captures calories from the heat transfer fluid. The refrigerant is then returned to the compression member 3 ₂ while the fluid coolant circulating in the additional loop 5, cooled, captures calories from the electrical storage device 4 and allows it to be cooled.

Alternatively and as illustrated in box 1000, the storage device can be fitted directly on the refrigerant fluid circuit 3, so that the refrigerant fluid leaving the expansion member 33 directly captures the calories released by the device. electrical storage 4.

During the operation of the thermal regulation system 2, the air flow FA circulating through the first heat exchanger 311 can be at least partially generated by the movement of the vehicle, for example when the thermal regulation system 2 is arranged in the face front of the affected vehicle. However, it is also appropriate to supply at least the first heat exchanger 311 by the air flow FA when the vehicle is stationary, for example during a charging phase of the electrical storage device 4, or else in order to improve the air flow through the heat exchangers when the vehicle is traveling at low speed.

To this end, the thermal regulation system 2 comprises a fan 7 configured to set in motion the air flow FA through the first heat exchanger 311. In particular, the fan 7 is configured to also be included in the propulsion system 1. according to the invention.

The propulsion system 1 is used as a drive means for the motor vehicle 500. The propulsion system 1 comprises at least one electric propulsion motor 6 of the vehicle 500 which is powered by the electrical storage device 4 and which converts electrical energy, supplied by the electrical storage device 4, into mechanical energy. .

The propulsion system 1 comprises at least one wheel 11 which generates the setting in motion of the vehicle 500 and at least one transmission 12 arranged on the transmission chain 12 of the forces between the electric propulsion motor 6 and at least one wheel 11. In particular, the transmission 12 is mechanically connected to the electric propulsion motor 6 by a shaft, called the first shaft 161. The first drive shaft 161 is therefore secured on the one hand to the electric propulsion motor 6 and on the other hand to the transmission. 12.

The at least one wheel 11, the electric propulsion motor 6 and the transmission 12 thus form a transmission chain 100 of the forces of the propulsion system 1. In the first embodiment, the propulsion system i comprises at least two wheels n rotatably mounted on an axle 8. The transmission comprises a speed reduction device 82, kinematically positioned between the electric propulsion motor 6 and the wheel 11. This reduces the speed of rotation and increases the torque transmitted to the wheels 11 relative to the speed of rotation of the electric propulsion motor 6.

The transmission 12 of the propulsion system 1 can also include a differential 81 of axle 8 which participates in the transformation of the rotational movement supplied by the electric propulsion motor 6 to the transmission 12, along a motor-transmission axis 600, into a rotational movement along an axis of the axle 800. Also, the differential 81 of axle 8 can transform, as needed, the rotational movement so that the wheels 11 carried by the same axle 8 rotate at differentiated speeds into depending on the trajectory of the vehicle.

Advantageously, the differential 81 of axle 8 can be rotated exclusively electrically or, alternatively, by means of an internal combustion engine, not shown.

The propulsion system 1 comprises at least one coupling device 13 which couples or uncouples at least the wheel 11 with the transmission 12. As shown, the coupling device 13 can couple or disconnect at least the wheels 11 of a same axle 8 with transmission 12. Advantageously, coupling device 13 can be configured to couple or disconnect all of the wheels 11 of vehicle 500 with at least transmission 12.

In other words, the coupling device 13 can be in an open state or in a closed state. When the coupling device 13 is in an open state, it separates the wheel (s) 11 from the transmission 12 and therefore from the electric propulsion motor 6 so that the latter does not rotate it or them. The vehicle 500 is then stationary.

In its closed state, the coupling device 13 is integral with the wheel 11 and the transmission 12 so that the latter are integral with one another by means of the coupling device 13. The electric motor of propulsion 6 then rotates the transmission which transmits this movement to the wheel (s) 11 via the link mechanics generated by the coupling device 13 and the vehicle 500 is set in motion.

The engagement of the wheel 11 with the electric propulsion motor 6 is controlled by a control device 14 of the propulsion system 1, which is configured to switch, according to demand or according to the need, the coupling device 13 towards it. 'open state or to the closed state. This control is illustrated here by a thin dotted line.

According to the invention, the propulsion system 1 comprises the fan 7 of the thermal regulation system 2 as described above. The fan 7 can be selectively coupled and uncoupled with the electric propulsion motor 6 so as to be rotated by the latter as required. To this end, the propulsion system 1 comprises a coupling member 15 kinematically arranged on the force transmission chain between the fan 7 and the electric propulsion motor 6.

According to the first embodiment illustrated in FIG. 1, the transmission 12 is interposed between the electric propulsion motor 6 and the coupling member 15. The coupling member 15 comprises a drive portion 151 and a driven portion 152 The drive portion 151 is carried by a second shaft 162 of the propulsion system 1 to which the rotational movement of the electric propulsion motor 6 is transmitted when said motor is in operation. In the first embodiment, the second shaft 162, like the first shaft 161, comes from the transmission 12.

Conversely, the driven portion 152 is connected to the fan 7 and is only rotated when the coupling member 15 is in a closed state, that is to say when the fan 7 is coupled with the. electric propulsion motor 6.

Thus, in its open state, the coupling member 15 separates the fan 7 from the electric propulsion motor 6 so that the fan 7 is not set in rotation. In its closed state, the drive portion 151 and the driven portion 152 are integral with one another so that the fan 7 and the electric propulsion motor 6 are integral with one another by means of the coupling member 15. The electric propulsion motor 6 then rotates the fan 7 by means of the mechanical link generated by the coupling member 15 and the flow rate of the air flow FA through the first heat exchanger 311 is increases. In particular, the coupling member 15 can be a visco-coupler. In the viscous coupler, the drive portion 151 consists of a pump and the driven portion 152 consists of a turbine. Both are bathed in a fluid, for example an oil, the viscosity of which is caused to vary according to the ambient temperature. For example, when the electrical storage device 4 is cold or when its operating temperature is normal, the fan 7 and the electric propulsion motor 6 are uncoupled. This saves power, since the electric propulsion motor 6 does not have to drive the fan 7.

Conversely, if the temperature of the electrical storage device 4 rises above a threshold temperature, called the engagement temperature of the visco-coupler, for example during a phase of rapid charging of the storage device electric 4, the viscosity of the fluid circulating in the viscous coupler increases and the driven portion 152 is rotated with the electric propulsion motor 6. The fan 7 is then fully engaged, thus drawing a greater volume of air through it. the first heat exchanger 311 of the vehicle which, in turn, serves to maintain or lower the temperature of the coolant circulating in the circuit 3 to an acceptable level for the heat treatment of the electrical storage device 4

The use of a thermostatic device such as the viscous coupler thus enables the fan 7 to be coupled or uncoupled with the electric propulsion motor 6 according to the temperature measured in the propulsion system 1, in particular in the vicinity of the viscous coupler.

Also, the coupling member 15 can be controlled by the control device 14 so as to switch between its closed state and its open state regardless of the temperature measured in the propulsion system 1.

FIG. 1 illustrates a first example of the operation of the propulsion system 1, implemented during so-called “normal” driving conditions. Under such conditions, the vehicle is in motion and the speed of the vehicle ensures a sufficient flow rate of the air flow FA to allow the cooling of the electrical storage device 4 without it being necessary to activate the fan 7.

In other words, the coupling device 13 is in a closed state and the wheels 11 are coupled with the transmission 12 and therefore with the electric propulsion motor 6. so as to be driven in rotation and to allow the setting in motion of the vehicle. Conversely, the coupling member 15 is in an open state and the fan 7 is disengaged from the electric propulsion motor 6.

Thus, in this first mode of operation, the electric storage device 4 supplies the electric propulsion motor 6 with electric energy. The latter converts this electrical energy into mechanical energy and transmits, via the first shaft 161, a rotational movement to the transmission 12. In particular, the first shaft 161 is rotated in a direction of rotation alpha a, around of an axis of revolution of the first shaft 161. The transmission of the rotational movement is here schematically illustrated by a dotted arrow extending from the electric propulsion motor 6 to the wheels 11.

Particularly, the rotational speed of the electric propulsion motor 6 can be regulated by a speed regulating device 65, such as an accelerator control, fitted in the vehicle 500.

The speed reduction device 82 ensures the reduction in the speed of rotation and increases the torque transmitted to the wheels 11 relative to the speed of rotation of the electric propulsion motor 6 and the wheels 11 are thus driven in rotation by the transmission 12, and therefore by the electric propulsion motor 6, thus allowing the vehicle 500 to be set in motion.

At the same time, the air flow FA circulating through the first heat exchanger 311 cools the refrigerant circulating in the circuit 3 and therefore, as previously explained, allows the cooling of the electrical storage device

4

Advantageously and according to an arrangement not shown, the air flow FA can also ensure the cooling of the electric propulsion motor 6, either by direct contact or through the refrigerant circuit 3. The electric motor can then, similar to what has been previously explained with reference to the electrical storage device 4, be directly or indirectly coupled to the refrigerant circuit 3.

FIG. 2 illustrates a second operating mode implemented during a charging phase, in particular rapid charging, of the electrical storage device 4. The vehicle is then stationary and the air flow FA passing through the first heat exchanger 311 is weak or even nil. It is therefore necessary to actuate the fan 7 in order to draw in a sufficient flow of air FA through the first heat exchanger 311 to ensure the cooling of at least the electrical storage device 4.

Conversely to what was previously explained for the first mode of operation, the coupling device 13 is in an open state and the wheels 11 are uncoupled from the transmission 12. The vehicle is thus stationary. The coupling member 15 is, for its part, in a closed state. The fan 7 is thus coupled with the electric propulsion motor 6 and driven in rotation by the latter. The transmission of the rotational movement is here schematically illustrated by a dotted arrow extending from the electric propulsion motor 6 to the fan 7.

It should be noted that, as previously explained, the tilting of the coupling member 15 to the closed state may either result from heating of the electrical storage device 4, in particular when the coupling member 15 is a visco. - coupler, or result from a command from the control device 14. In this second case, the fan 7 can thus ensure an air flow rate FA defined through the first heat exchanger 311, and therefore sufficient cooling of the device. electrical storage 4 from the start of the charging phase. Such an arrangement thus helps to prevent overheating of the storage device and to reduce the damage that may result from such repeated heating of said electrical storage device.

In particular, the propulsion system 1 comprises at least one member 17 for reducing the speed of rotation of the fan 7 which is arranged on the force transmission chain between the electric propulsion motor 6 and the fan 7. In particular, the member reduction 17 may, as illustrated, be arranged between the electric propulsion motor 6 and the coupling member 15. According to alternatives not shown, the reduction member 17 may be arranged in the coupling member 15 or the reduction member 17 can be arranged between the coupling member 15 and the fan 7.

Similar to the reduction device 82, the reduction member 17 enables the speed of rotation to be reduced and the torque which is transmitted to the fan 7 to be increased. Thus, in the present mode of operation, the electric propulsion motor 6 transmits a rotational movement to the transmission ₁₂ via the first shaft ₁ 6 ₁ . The transmission ₁₂ drives the second shaft ₁ 6 ₂ and the drive portion ₁ 5 ₁ in rotation at a speed identical to or lower than that of the electric propulsion motor 6 and, the coupling member ₁ 5 being in a closed state, the driven portion ₁ 5 _{2 as} well as the fan 7 are rotated by the electric propulsion motor 6. The activation of the fan 7 allows the suction of an air flow FA through the first heat exchanger 3 ₁₁ of so as to allow the cooling of the refrigerant fluid circulating in the circuit 3 and therefore the cooling of the electrical storage device 4.

FIG. 3 illustrates a third mode of operation of the processing system according to the first embodiment. Such an operating mode is implemented in particular when the vehicle is traveling at a low speed, that is to say when the wheels ₁₁ ensure the setting in motion of the vehicle but the flow rate of the air flow FA passing through the first heat exchanger 3 ₁₁ is weak or even nonexistent due to the low speed of movement of said vehicle.

In such an operating mode, the control device ₁ 4 places the coupling device ₁ 3 in its closed state and the wheels ₁₁ are coupled with the transmission ₁₂ so as to be driven in rotation and to allow the setting in motion of the vehicle. The coupling member ₁ 5 is, for its part, in a closed state so that the fan 7 is rotated by the electric propulsion motor 6 and an air flow FA is sucked through the first heat exchanger 3. ₁₁ .

In this way, the electric propulsion motor 6 simultaneously drives the fan 7 and the wheels ₁₁ in rotation. The electric power required by the electric propulsion motor is then substantially greater than that engaged when the electric propulsion motor drives the wheels ₁₁ or the fan 7.

Similar to what has been explained previously, the coupling of the fan 7 with the electric propulsion motor 6 can be implemented when the temperature measured near the coupling member ₁ 5 reaches an engagement temperature or by a control of the device. control ₁ 4 of the propulsion system ₁ . FIG. 4 illustrates a second embodiment of the propulsion system 1, substantially identical to the first embodiment as previously explained. This second embodiment differs from the first in that the electric propulsion motor 6 is interposed between the transmission 12 and the coupling member 15. In other words, the first shaft 161 and the second shaft 162 extend. from the electric propulsion motor 6 and towards directions opposite to each other. Thus, the first shaft 161 connects the transmission 12 to the electric propulsion motor 6 and the second shaft 162 connects the coupling member 15 to this same motor. The electric propulsion motor 6 thus transmits to the first shaft 161 and to the second shaft 162 a rotational movement in a direction of rotation alpha a about an axis of revolution of the first shaft 161 and / or of the second shaft 162. As d For example, this axis of revolution can be confused with the engine-transmission axis 600.

Thus, when the coupling member 15 is in the closed state and the fan 7 is engaged with the electric propulsion motor 6, the rotational movement of the electric propulsion motor 6 is transmitted to the fan 7 via the second shaft 162 then of the coupling member 15 rather than by a succession of the first shaft 161 then of the second shaft 162 then of the coupling member 15 as has been observed for the first embodiment.

The drive of the wheel (s) 11 by the electric propulsion motor 6 and the drive of the fan 7 by this same motor being controlled by the control device 14 and implemented independently of one another , it will be understood that all of the various operating modes described above can be applied here and that the descriptions given with reference to FIGS. 1 to 3 can be transposed to the present embodiment.

FIG. 5 represents a third embodiment in which the propulsion system 1 comprises a plurality of wheels 11, a plurality of electric propulsion motors 6 and a plurality of transmissions 12. The propulsion system 1 thus comprises a first transmission chain 101 comprising the wheel 11, the electric propulsion motor 6 and the transmission 12, respectively called the first wheel 111, the first electric propulsion motor 61 and the first transmission

121. In the present embodiment, this first transmission chain 101 is substantially identical to that shown in FIGS. I to 3 for the first embodiment, that is to say it comprises the coupling member 15 such as previously explained, which is then placed on the force transmission chain between the fan 7 and the first electric propulsion motor 61 and configured to couple or disconnect the fan 7 with the first electric propulsion motor 61.

In the third embodiment, the propulsion system 1 comprises a second transmission chain 102 comprising at least a second wheel 112, a second electric propulsion motor 62 and a second transmission 122. The second transmission chain 102 is not here not configured to cooperate with the fan 7.

The second transmission chain 102 thus also comprises the first shaft 161, but does not have the second shaft 162. The first transmission chain 101 therefore comprises an additional transmission shaft with respect to the second transmission chain 102.

The third embodiment also differs from the first embodiment in that it does not have an axle 8 and an axle 8 differential 81, the first wheel 111 and the second wheel 112 are thus respectively rotated by the first electric propulsion motor 61 and the second electric propulsion motor 62. The rotational speeds of the first electric propulsion motor 61 and of the second electric propulsion motor 62 can, as illustrated, be simultaneously regulated by the regulating device 65 vehicle speed.

Also, the coupling device 13 is configured to simultaneously couple and disconnect the first wheel 111 and the second wheel 112 with the first transmission 121 and the second transmission 122 respectively.

According to an alternative that is not shown, the propulsion system 1 may comprise a plurality of coupling devices 13, a first coupling device 13 being configured to couple and disconnect the first wheel 111 with the first transmission 121 and a second device for coupling 13 being configured to couple and disconnect the second wheel 112 with the second transmission 122. The control device ₁ 4 is then configured to ensure the simultaneous operation of these first coupling device ₁ 3 and second coupling device ₁ 3. Thus, it will be understood that the various operating modes previously explained for the first embodiment can here be applied. The descriptions made with reference to FIGS. ₁ to 3 can thus be transposed to the first transmission chain ₁₀₁ of this embodiment and the operation of the second transmission chain ₁₀₂ , more particularly at the level of the coupling device ₁ 3, is synchronized. on that of the first transmission chain ₁₀₁ . In this way, when the coupling device ₁ 3 is in a closed state and the first wheel ₁₁₁ is coupled with the first transmission ₁₂₁ , and therefore with the first electric propulsion motor 6 ₁ , the second wheel ₁₁₂ is coupled with the second transmission ₁₂₂ and therefore the second electric propulsion motor 6 ₂ . The same applies when the coupling device ₁ 3 is in an open state, the first wheel ₁₁₁ is then uncoupled from the first electric propulsion motor 6 ₁ and the second wheel ₁₁₂ is uncoupled from the second electric propulsion motor 6 ₂ .

Advantageously, during the second operating mode, implemented when charging the vehicle, only the first electric propulsion motor 6 ₁ , coupled with the fan 7, can be supplied with electrical energy. The second propulsion electric motor 6 ₂ can then remain idle. FIG. 6 represents a fourth embodiment of the propulsion system ₁ substantially identical to the third embodiment except that the first transmission chain ₁₀₁ has an arrangement similar to that shown in the second embodiment. The first electric propulsion motor 6 ₁ is thus interposed between the first transmission ₁₂₁ and the coupling member ₁ 5. Thus, similar to the second embodiment, the first shaft ₁ 6 ₁ and the second shaft ₁ 6 ₂ extend from the first electric propulsion motor 6 ₁ in opposite directions relative to each other. The first shaft ₁ 6 ₁ connects the first transmission ₁₂₁ to the first electric propulsion motor 6 ₁ and the second shaft ₁ 6 ₂ connects the coupling member ₁ 5 to this same first electric propulsion motor 6 ₁ .

It is understood that, in this embodiment, the different modes of operation of the transmission chain ₁₀₀ as described with reference to Figures i to 3 can be transposed to the first transmission chain ₁₀₁ . Also, as explained for the fourth embodiment, the operation of the second transmission chain ₁₀₂ is synchronized with that of the first transmission chain ₁₀₁ . The present invention thus provides a propulsion system for an electric or hybrid vehicle comprising at least one electric propulsion motor, a transmission, at least one wheel, a fan of a thermal regulation system of said vehicle and a coupling member. The coupling member is particularly placed on the chain for transmitting the forces between the fan and the electric propulsion motor and can, according to demand or according to need, couple or disconnect the fan with the electric propulsion motor. The propulsion system according to the present invention thus ensures the setting in motion of the fan by means of the electric propulsion motor already on board the vehicle and advantageously allows the elimination of the electric motor conventionally included in the motor-fan units of thermal regulation systems. at least one electrical component, for example an electrical storage device, of the vehicle.

The present invention cannot however be limited to the means and configurations described and illustrated here and it also extends to any equivalent means and any configuration as well as to any technically operative combination of such means. In particular, the number of impellers or the number of heat exchangers can be changed without harming the invention since, in fine, they perform the same functions.

Claims

Claims î. A propulsion system (I) for a vehicle (500) comprising: at least one electric motor (6, 61) for propelling the vehicle; at least one wheel (11) which generates the setting in motion of the vehicle; at least one transmission (12, 121) arranged on the force transmission chain between the electric propulsion motor (6, 61) and the at least one wheel (11, 111); at least one coupling device (13) which couples or uncouples the wheel (11, 111) with the transmission (12, 121); a fan (7) of a thermal regulation system (2) intended to heat treat an electrical storage device (4) fitted on the vehicle (500); characterized in that the propulsion system (1) comprises at least one coupling member (15) arranged on the force transmission chain between the fan (7) and the electric propulsion motor (6, 61), the member coupling (15) coupling or uncoupling the fan (7) with the electric propulsion motor (6, 61).

2. A propulsion system (1) according to claim 1, comprising at least one control device (14) of the coupling device (13) and of the coupling member (15).

3. A propulsion system (1) according to claim 1 or 2, wherein the coupling member (15) is a viscous coupler.

4. The propulsion system (1) according to any one of the preceding claims, comprising at least one reduction member (17) of the speed of rotation of the fan (7) arranged on the force transmission chain between the electric motor. propulsion (6, 61) and the fan (7).

5. Propulsion system (1) according to one of claims 1 to 4, wherein the transmission 12 is interposed between the electric propulsion motor (6, 61) and the coupling member (15).

6. Propulsion system (i) according to one of claims i to 4, wherein the electric propulsion motor (6, 6 ₁ ) is interposed between the transmission ( ₁₂ ) and the coupling member ( ₁ 5).

7. A propulsion system ( ₁ ) according to any one of claims ₁ to 6, wherein the transmission ( ₁₂ , ₁₂₁ ) comprises a differential (8 ₁ ) of axle (8).

8. Propulsion system ( ₁ ) according to one of claims ₁ to 6, comprising a plurality of wheels ( ₁₁ , ₁₁₁ , ₁₁₂ ), a plurality of electric propulsion motors (6, 6 ₁ , 6 ₂ ) and a plurality of transmissions ( ₁₂ , ₁₂₁ , ₁₂₂ ), a first transmission chain ( ₁₀₁ ) comprising the wheel ( ₁₁₁ ), the electric propulsion motor (6 ₁ ) and the transmission ( ₁₂₁ ), respectively called first wheel ( ₁₁₁ ), first electric propulsion motor (6 ₁ ) and first transmission ( ₁₂₁ ), and a second transmission chain ( ₁₀₂ ) comprising at least a second wheel ( ₁₁₂ ), a second electric propulsion motor (6 ₂ ) and a second transmission ( ₁₂₂ ), the first transmission chain ( ₁₀₁ ) comprising the coupling member ( ₁ 5).

9. Electric vehicle (5 ₀₀ ) comprising a propulsion system ( ₁ ) according to any preceding claim.

₁₀ . Hybrid vehicle (5 ₀₀ ) comprising a propulsion system ( ₁ ) according to any one of the preceding claims.

₁₁ . Vehicle (5 ₀₀ ) according to claim 9 or ₁₀ , comprising a refrigerant fluid circuit (3) dedicated to the heat treatment of the electrical storage device (4), the circuit (3) comprising at least one heat exchanger (3 ₁ , 3 ₁₁ ) configured to implement a heat exchange between the refrigerant and an air flow (FA), the fan (7) of the propulsion system ( ₁ ) setting in motion the air flow FA through the heat exchanger (3 ₁ , 3 ¹¹ )