Vehicle with anti-gyroscopic wheel system

Abstract

Title: Vehicle with wheel with anti-gyroscopic system The invention relates to a vehicle (1) comprising: - a chassis (2); - at least one running gear (4), called the electric running gear (41), comprising an axle (6) by which it is coupled to the chassis (2), and at least one wheel (7) rotatably mounted on the axle (6); - motor means (5) comprising at least one axial flux electric motor, called the on-board motor (51), carried by the electric running gear (41), the on-board motor (51) comprising at least one rotor (513) rotatable about the axle (6); - a device (8) for transmitting a torque provided by the rotation of the rotor (513) to the wheel (7) of the electric running gear (41), the transmission device being configured to reverse the direction of rotation of the wheel (7) relative to the direction of rotation of the rotor (513). Figure for abstract: Fig. 1

Description

Title of the invention: Vehicle with wheel with anti-gyroscopic system Technical field

[0001] The field of the invention is that of the design and manufacture of motorized vehicles.

[0002] More specifically, the invention relates to a motorized vehicle with limited gyroscopic effect.

[0003] More specifically, the invention relates to an electric type vehicle having a running gear making it possible to reduce the gyroscopic effect. State of the art

[0004] Conventionally, a motorized vehicle comprises a chassis carrying at least one running gear and drive means coupled by transmission means to the running gear. Motorized vehicles are thus vehicles which may comprise a single running gear or two or more running gears.

[0005] Each running gear comprises an axle secured to the chassis and at least one wheel mounted to rotate on this axle.

[0006] More and more electric motors are being used in motorized vehicles, whether as additional motors (in the case of hybrid vehicles), or as main motors (in the case of electric vehicles).

[0007] The use of electric motors has a significant advantage since, for equal power, it is possible to considerably reduce the size of an electric motor compared to the size of a thermal engine.

[0008] Thus, the electric motors can be mounted directly on the running gear, which reduces the size of the transmission means for the benefit of their lifespan and the reduction of the weight of the vehicle.

[0009] Furthermore, the fact of moving the motor means onto the running gear makes it possible to free up a significant amount of space on the chassis, which can then be lightened and offer more space for the vehicle occupants or the storage of objects such as the vehicle batteries.

[0010] However, with electric motors, the rotation of the rotor around its axis causes a gyroscopic effect which increases with speed.

[0011] However, the fact of moving the electric motor onto the running gear (with the rotor configured coaxially with the wheel of the running gear) then increases the gyroscopic effect at the level of the wheel(s), which has the consequence of reducing the maneuverability of the vehicles.

[0012] This is widely verified for motorized unicycles, motorized bicycles and pendulum-type vehicles, i.e. vehicles for which the running gear is mounted to rotate relative to the chassis.

[0013] By "motorized bicycles" is meant any vehicle comprising a chassis and two running gears mounted on either side of the chassis, including a front running gear and a rear running gear, the terms "front" and "rear" being understood according to a forward direction of movement of the vehicle.

[0014] The rotational speed of a wheel generates a gyroscopic effect which allows the wheel to be kept in balance. At around 30 km / h, the wheel balances on its own. The gyroscopic effect is directed parallel to the axis on which the wheel is mounted for rotation.

[0015] To steer such a vehicle and make a turn, it is necessary to tilt the vehicle.

[0016] However, as soon as the gyroscopic effect appears, the driver of the vehicle must apply an effort against this effect to maintain control of his vehicle. This effort applied by the driver thus causes fatigue which can reduce his pleasure and make driving more complicated and / or more dangerous.

[0017] It is recalled that the gyroscopic effect, due to the angular momentum generated by the rotation of an object, is calculated by multiplying the inertia by the angular speed of the rotating object.

[0018] Since inertia is mass dependent, increasing the weight of the wheel by adding a motor to the running gear then increases the gyroscopic effect generated by the rotation of the wheel. As a result, it is more difficult for the rider to change the inclination of the motorcycle and maintain control of it.

[0019] At high speed, i.e. above 30km / h, drivers use the counter-steering technique to compensate for the resistance to cornering, i.e. the resistance to tilting the vehicle.

[0020] The addition of rotating masses due to the presence of the engine on the running gear increases the gyroscopic effect on the wheel coupled to said engine.

[0021] In other words, by positioning the electric motor on the running gear, the force to be applied to the handlebars of the motorized bicycle by the pilot becomes greater since it must oppose the overall gyroscopic effect generated by all the rotating parts of the vehicle and in particular by the rotation of the rotor and the wheels.

[0022] The increase in the effort to be applied by the driver can make driving the vehicle dangerous because it is more tiring, with the proven risk of not being able to turn the vehicle sufficiently.

[0023] In order to overcome this drawback, it has been proposed to integrate a radial flux motor into a wheel of a running gear, with a rotor driven in rotation in the opposite direction. of wheel rotation.

[0024] This configuration makes it possible to reduce the gyroscopic effect, however, disadvantages have been noted in terms of the efficiency of the electric motor, in terms of thermal management (excessive heating of the electric motor), in terms of vibration, or in terms of torque ripple, or even in terms of excessive inertia of the rotor in certain situations.

[0025] More generally, it is sought for vehicles using an electric motor to optimize electrical consumption, or even to also optimize energy recovery. Technical problem

[0026] The invention aims in particular to overcome these drawbacks of the prior art.

[0027] More specifically, the invention aims to propose a motorized vehicle with limited gyroscopic effect which has fewer drawbacks than the devices according to the prior art, while having the same capabilities as what they offer, or even improving them.

[0028] The invention also aims to provide such a vehicle whose electric motor has optimized efficiency.

[0029] The invention also aims to provide such a vehicle whose electric motor has better thermal management, better management of vibrations and / or torque ripples which may occur when the vehicle is in operation, and better management of the inertia of the rotor. Summary of the invention

[0030] These objectives, as well as others which will appear subsequently, are achieved thanks to the invention which relates to a vehicle comprising: - a chassis; - at least one running gear, called an electric running gear, comprising an axle by which it is coupled to the chassis, and at least one wheel mounted for rotation on the axle; - motor means comprising at least one electric motor, called an on-board motor, carried by the electric running gear, the on-board motor comprising at least one rotor mobile to rotate around the axis, and at least one stator; - a device for transmitting a torque provided by the rotation of the rotor to the wheel of the electric running gear, the transmission device being configured to reverse the direction of rotation of the wheel relative to the direction of rotation of the rotor; characterized in that the on-board motor is an axial flux electric motor.

[0031] The use of an axial flux electric motor in a vehicle according to the invention makes it possible to have a better mass torque than what is possible with vehicles according to the prior art which employ a radial flux electric motor. As a result, the on-board motor of the vehicle according to the invention allows better management of the inertia of its rotor, and in particular a reduction in the inertia of the rotor compared to radial flux electric motors.

[0032] Furthermore, an axial flux motor is particularly suited to the volume available in a wheel, thanks to a large diameter and a limited width.

[0033] Furthermore, thanks to the on-board motor of the electric running gear, the equipped wheel becomes a driving wheel and has better traction, particularly in a straight line, and on any type of surface. Thanks to the rotor of the on-board motor which turns in the opposite direction to the wheel, the gyroscopic effect of the wheel is also reduced.

[0034] According to a preferred design, the on-board motor comprises at least a first stator and a second stator mounted fixed relative to the axis, the rotor being interposed between the first stator and the second stator, the rotor being mounted rotatably relative to the first stator and the second stator.

[0035] In this way, the rotor can be driven in rotation by the combined action of the two stators surrounding it.

[0036] Preferably, the vehicle comprises a stator control system configured to control each of the first stator and the second stator independently of each other.

[0037] The two separately controllable stators allow for more precise optimization of the motor's efficiency, as well as the management of thermal, vibration, or even torque ripples of the motor.

[0038] The optimization of the yield can be achieved in the following manner: - when low power is required, only one stator is powered, thus limiting energy losses due to the Joule effect; - when high power is required, both stators are then powered.

[0039] Advantageously, the vehicle comprises a temperature sensor for each stator.

[0040] These sensors are associated with the stator control system to control them.

[0041] Capturing the temperature of each of the stators makes it possible to improve efficiency. of the electric motor through better thermal management. In fact, it can then be avoided to use one of the stators which would present too much heating in favor of the other of the stators.

[0042] According to a preferred embodiment, the vehicle comprises an inverter supplying electricity independently of each other to each of the first stator and the second stator, the control system controlling the inverter to define a supply voltage or a supply intensity of each of the first stator and the second stator.

[0043] Advantageously, the vehicle comprises a sealed volume at least between the first stator and the rotor, and between the second stator and the rotor, this sealed volume being filled with a heat-transfer dielectric liquid and closed at least partially by a casing forming a heat exchanger.

[0044] The thermal losses of the motor are thus easily transferred by the heat transfer dielectric liquid thanks to the axial flow type topology of the motor.

[0045] Preferably, the wheel comprises a rim having an annular part with: - a radially external side on which a tire is mounted; - a radially internal side having an annular housing at least partially accommodating the rotor.

[0046] According to an advantageous characteristic, the casing has an external air-cooling surface, and the rim is perforated to allow air to circulate between the exterior of the vehicle and an internal volume of the rim in which the external air-cooling surface of the casing is located.

[0047] According to a preferred embodiment, the vehicle comprises a temporary mechanical coupling mechanism between the rotor and the torque transmission device.

[0048] The temporary mechanical coupling mechanism may, for example, take the form of a clutch and / or a dog clutch.

[0049] This makes it possible to regulate the gyroscopy, in particular by decoupling the motor from the rotating elements, for example to promote stability at low speeds.

[0050] According to a preferred variant, the vehicle comprises a rechargeable electric battery, the on-board motor being configured to switch at least between: - a drive mode in which electricity from the electric battery is used by the on-board motor to drive the rotor in rotation; - a regenerative mode in which a rotation of the rotor is used to recharge the electric battery.

[0051] According to a preferred design, the transmission device is formed by a reducer, preferably an epicyclic gear train.

[0052] Advantageously, the vehicle comprises a passive freewheel mechanism between the rotor and the torque transmission device.

[0053] Preferably, the vehicle comprises a front running gear and a rear running gear, the front running gear being formed by the electric running gear.

[0054] Combined with the regenerative mode, this makes it possible to optimize the transformation of kinetic energy resulting from braking occurring mainly on the front wheel(s) of a vehicle.

[0055] The invention also relates to a wheel mounted for rotation on an axle, the wheel comprising: - motor means comprising at least one electric motor, called an on-board motor comprising at least one rotor mobile for rotation around the axis, and at least one stator; - a device for transmitting a torque provided by the rotation of the rotor to the wheel, the transmission device being configured to reverse the direction of rotation of the wheel relative to the direction of rotation of the rotor; characterized in that the on-board motor is an axial flux electric motor. Brief description of the drawings

[0056] Other characteristics and advantages of the invention will appear more clearly on reading the following description of different preferred embodiments of the invention, given as illustrative and non-limiting examples, and the appended drawings among which: • [Fig.l] [Fig.l] is a schematic representation of an embodiment of a vehicle according to the invention; • [Fig.2] [Fig.2] is a partial schematic representation of a variant of producing a wheel of an electric running gear of the vehicle according to the invention; • [Fig.3] [Fig.3] is a partial schematic representation of another alternative embodiment of a wheel of an electric running gear of the vehicle according to the invention; • [Fig.4] [Fig.4] is a schematic representation of a device for transmission of a torque of the vehicle according to the invention. Detailed description

[0057] [Fig.l] illustrates an electric vehicle 1 according to the invention, as well as a wheel 7 according to the invention.

[0058] According to the embodiment illustrated in this figure, the vehicle 1 is a motorized bicycle.

[0059] According to other embodiments, the vehicle 1 may be a motorized unicycle, a two-wheeled gyropode, a tricycle, or even, in a non-limiting manner, a quadricycle.

[0060] An orthonormal reference frame is defined relative to the vehicle 1, said reference frame comprising: - an X axis defining a forward direction of vehicle 1; - a Z axis defining a direction transverse to a horizontal plane in which the X axis is inscribed.

[0061] Vehicle 1 comprises: - a chassis 2; - at least one running gear 4 coupled to the chassis 2; - motor means 5;

[0062] By chassis is meant a structural assembly or a single structure serving to support other elements of the vehicle 1. For example, the chassis can be formed by a set of mechanically welded tubes, or by a single element of the vehicle, such as its engine.

[0063] More precisely, the running gears 4 are coupled to the chassis 2 each by an axle 6. Each running gear 4 comprises at least one wheel 7 mounted to rotate on said axle 6.

[0064] According to the present embodiment, the vehicle 1 comprises two running gears 4, each comprising a wheel 7.

[0065] The motor means 5 comprise an electric motor carried by at least one running gear 4. Such a running gear 4 is hereinafter called “electric running gear” 41, and the electric motor that it carries is called “on-board motor” 51.

[0066] Still according to the present embodiment, only one of the two running gears 4 of the motorized bicycle is an electric running gear 41.

[0067] More specifically, the vehicle 1 comprises a front running gear 4 and a rear running gear 4, and the front running gear 4 is an electric running gear 41.

[0068] This electric running gear 41 is notably coupled to a fork 21 of the chassis 2.

[0069] The vehicle 1 also comprises steering means, in this case a handlebar 22, overhanging the fork 21 and allowing the vehicle 1 to be manipulated.

[0070] The motor means 5 may be limited to an on-board motor 51 in a single wheel 7, or to a plurality of wheels 7 each comprising an on-board motor 51, or to an on-board motor 51 for each wheel 7 of the vehicle 1.

[0071] However, the motor means 5 may comprise other motors than the on-board motor(s) 51.

[0072] According to the present embodiment, the motor means of the vehicle 1 also comprise a main motor, carried in a conventional manner by the chassis 2 of the vehicle 1. This main motor may be a thermal engine, or an electric motor.

[0073] The vehicle 1 is configured so that the main motor drives the rear wheel of the rear running gear.

[0074] Still with reference to [Fig.l], the vehicle 1 comprises, according to the present embodiment, at least one rechargeable electric battery 3.

[0075] As an alternative or in addition, it is possible for the vehicle 1 to include supercapacitors.

[0076] This rechargeable electric battery 3 is configured to supply electricity to the electric motor(s) of the vehicle 1, such as the on-board motor.

[0077] This electric battery 3 can also be configured to supply electricity to the main motor.

[0078] With reference to Figures 2 and 3, the on-board motor 51 is an axial flux electric motor.

[0079] Figures 2 and 3 illustrate only a schematic section of the on-board motor located on one side of axis 6.

[0080] For information purposes, although this is not illustrated, these motor means assume a general annular shape centered on the axis 6.

[0081] The axial flux electric motor comprises a rotor 513 mounted to rotate about the axis 6.

[0082] This axial flux electric motor comprises a first stator 511 mounted fixed relative to the axis 6.

[0083] According to the present embodiment, the axial flux electric motor further comprises a second stator 512 mounted fixed relative to the axis 6.

[0084] The rotor 513 is interposed between the first stator 511 and the second stator 512, the rotor 513 being mounted to be able to rotate relative to the first stator 511 and to the second stator 512.

[0085] According to one possible embodiment, the axial flux electric motor may comprise only a single stator mounted on the side of the rotor 513.

[0086] According to other conceivable embodiments, the electric motor may comprise a plurality of rotors 513, and more than two stators.

[0087] The rotor 513 comprises a winding in the form of a crown.

[0088] The first stator 511 and the second stator 512 also each adopt a crown shape.

[0089] As will be detailed later, the vehicle 1 also comprises an inverter. This inverter is designed to supply electricity to at least the stators of the on-board motor 41, and thus enable the rotor to be set in motion. For this purpose, the on-board motor 41 comprises a rotor position sensor 513 associated with the inverter to control the stators as a function of the position of the rotor 513.

[0090] More precisely, the inverter supplies electricity, independently of one another, to each of the first stator 511 and the second stator 512.

[0091] With reference to figures 2 to 4, the vehicle 1 also comprises a device 8 for transmitting a torque provided by the rotation of the rotor 513 to the wheel 7 of the electric running gear 4L.

[0092] As explained below, the transmission device 8 is configured to reverse the direction of rotation of the wheel 7 relative to the direction of rotation of the rotor 513.

[0093] The transmission device 8 described below is a reducer, the device making it possible to multiply the electric motor torque returned to the wheel.

[0094] The or each transmission device 8 comprises: - a planetary 81 secured to the rotor 513; - a crown 82 secured to the or each wheel 7, - at least one pinion 83 interposed between the sun gear 81 and the crown 82, and in the occurrence two sprockets 83.

[0095] In the illustrated embodiments, the pinions 83 are mounted for rotation about axes of rotation mounted fixed on one of the stators. The relative positions of the axes of rotation of the pinions thus remain fixed relative to the stators.

[0096] The inversion of the direction of rotation of the wheel 7 relative to the rotor 813 is described below.

[0097] The wheel 7 of the electric running gear 41 rotates, around the axis 6, in a first direction of rotation SI in a forward running configuration of the vehicle 1.

[0098] The forward running configuration of the vehicle 1 is notably represented in [Fig.l] by the arrow F, which is parallel to the X axis.

[0099] The rotor 513 is rotatable relative to the stators, in a second direction of rotation S2, opposite to the first direction of rotation SL.

[0100] The pinions 83 then rotate in a third direction of rotation S3 which is the opposite of the second direction of rotation S2.

[0101] Thus, the rotor 513 drives the pinions 83 in the same direction of rotation, which then drive the wheel 7 in rotation in an opposite direction.

[0102] It is envisaged that the transmission device 8 described above is modified so that it forms an epicyclic gear train, so that it provides a higher reduction ratio. In this case, the rotation axes of the pinions are also themselves mounted to be mobile in rotation around the axis 6 of the running gear 4.

[0103] With reference to Figures 2 and 3, the more precise integration of the on-board motor 41 and the transmission device 8 in a wheel 7 is detailed below.

[0104] The wheel 7 of the vehicle comprises a rim 71.

[0105] This rim 71 having an annular part with: - a radially external side 72 on which a tire is intended to be mounted; - a radially internal side 73.

[0106] The radially internal side 73 is intended to be oriented towards the axis 6.

[0107] The rim 71 has, on this radially internal side 73, an annular housing 730 open towards axis 6.

[0108] This annular housing 730 houses, according to the present embodiment, at least partially: - rotor 513; - the first stator 511; - the second stator 512.

[0109] The vehicle 1 further comprises a sealed volume at least between the first stator 511 and the rotor 513, and between the second stator 512 and the rotor 513.

[0110] This sealed volume is filled with a heat-transfer dielectric liquid, for example oil, and is closed at least partially by a casing (not shown) forming a heat exchanger between the liquid contained by the casing and the volume opposite the sealed volume relative to the casing.

[0111] According to the present embodiments, the casing has an external air-cooling surface, and the rim 71 is perforated to allow air to circulate between the exterior of the vehicle 1 and an internal volume of the rim 71 in which the external air-cooling surface of the casing is located.

[0112] The casing thus forms a heat exchanger between the heat transfer dielectric liquid and the outside air.

[0113] It follows from the above that the wheel 7 comprises the motor means 5. The wheel 7 also comprises the transmission device 8.

[0114] As mentioned previously, the vehicle 1 includes an inverter. This inverter supplies the three phases of each stator via separate cables.

[0115] The currents or voltages of each stator can be differentiated by controlling the inverter.

[0116] Indeed, with reference to [Fig. 1], the vehicle 1 comprises a control system 9 controlling the inverter.

[0117] This control is carried out by defining a supply voltage or a supply intensity of each of the first stator and the second stator.

[0118] The control system 9 then makes it possible to control the stators independently, and is thus configured to control each of the first stator 511 and the second stator 512 independently of each other.

[0119] More generally, the control system 9 controls the motor means from instructions, including in particular a power instruction received by a control member actuated by a driver of the vehicle 1.

[0120] The control member is for example a handle secured to the handlebar 22.

[0121] To enable the motor means 5 and, where appropriate, the on-board motor 51 to be controlled, the vehicle 1 also comprises an accelerometer 10 coupled to the control system 9.

[0122] The control system 9 is then configured to modulate the control of the motor means 5 and, where appropriate, of the on-board motor 51, as a function of inclination data of the vehicle 1, transmitted by the accelerometer 10.

[0123] The instructions allowing the control system 9 to control the motor means can also come, in isolation or in combination, from different parameters of the vehicle 1, such as the state of charge of the battery, from a driving mode selected by the user of the vehicle 1.

[0124] For example, the vehicle 1 may also include a temperature sensor for each stator.

[0125] In this case, the control system 9 is connected to these temperature sensors in order to allow the control of the motor means to be modulated according to the temperature of each stator, i.e. to control each stator independently according to its temperature.

[0126] With reference to the embodiment of [Fig.2], the vehicle 1 comprises a passive freewheel mechanism 52 between the rotor 513 and the torque transmission device 8. More precisely, the passive freewheel mechanism 52 takes the form of a cylinder connecting the rotor 513 to the sun gear 81.

[0127] In this way, when the vehicle 1 is moving forward but the on-board motor 51 is not actuated, then the rotation of the wheel 7 does not cause the rotor 513 to rotate.

[0128] With reference to the embodiment of [Fig.3], the vehicle 1 comprises a temporary mechanical coupling mechanism between the rotor 513 and the torque transmission device 8.

[0129] The temporary mechanical coupling mechanism may take the form of a clutch.

[0130] The temporary mechanical coupling mechanism can also take the form of a dog clutch 53 capable of adopting three positions illustrated by the letters A, B, and C: - straddling A and B, the dog clutch couples the rotor 513 to the sun gear 81; - straddling B and C, the dog clutch couples the rotor 513 to the first stator 511, which blocks the stator, forming for example a “parking” position for the on-board motor 51; - only positioned in position B, the dog clutch decouples the rotor from any other element, which corresponds to a disengagement of the rotor 513.

[0131] According to a more general variant, implementing for example either a passive freewheel mechanism or a temporary mechanical coupling mechanism, the on-board motor 51 is configured to switch at least between: - a drive mode in which electricity from the rechargeable electric battery 3 is used by the on-board motor 51 to rotate the rotor 513; - a regenerative mode in which a rotation of the rotor 513 is used to recharge the rechargeable electric battery 3.

[0132] Thanks to the positioning of the on-board motor 51 in the front running gear of the vehicle 1, significant energy recovery is possible during braking. For information purposes, for a motorcycle, such positioning of the on-board motor 51 makes it possible to achieve, or at least approach, an energy recovery five times greater than that possible on a motorcycle rear wheel.

[0133] It should be noted that use of the regenerative mode is also possible by means of an on-board motor 51 in the front running gear of the vehicle 1 when the vehicle is moving and does not brake.

[0134] The vehicle 1 described above allows the electric running gear 41 to have a drive wheel, having better traction, particularly in a straight line and on all types of surface by controlling the mass transfer.

[0135] Thanks to the two separately controllable stators, it is possible to optimize the efficiency, thermal management, or the management of other problems, in particular vibration or torque ripple of the onboard motor 51.

[0136] In addition, the vehicle 1 has optimized cooling and lubrication of its on-board motor 51. In addition, the vehicle 1 has an on-board motor capable of exhibiting a high mass torque, and providing an anti-gyroscopic effect.

[0137] Finally, a two-wheeled pendulum type vehicle such as a motorcycle, or equipped with a front wheel, with the regenerative mode of the on-board motor, the vehicle has, compared to vehicles according to the prior art: better autonomy with equivalent battery energy capacity, or less weight via smaller batteries for similar autonomy. The on-board motor significantly optimizes the general efficiency of pendulum vehicles with a partly electric or completely electric motorization.

Claims

Claims

1. Vehicle (1) comprising: - a chassis (2); - at least one running gear (4), called the electric running gear (41), comprising an axle (6) by which it is coupled to the chassis (2), and at least one wheel (7) rotatably mounted on the axle (6); - motor means (5) comprising at least one electric motor, called the on-board motor (51), carried by the electric running gear (41), the on-board motor (51) comprising at least one rotor (513) rotatable about the axle (6), and at least one stator; - a device (8) for transmitting a torque provided by the rotation of the rotor (513) to the wheel (7) of the electric running gear (41), the transmission device being configured to reverse the direction of rotation of the wheel (7) relative to the direction of rotation of the rotor (513); characterized in that the on-board motor (51) is an axial flux electric motor.

2. Vehicle (1) according to the preceding claim, characterized in that the on-board motor (51) comprises at least a first stator (511) and a second stator (512) mounted fixed relative to the axis (6), the rotor (513) being interposed between the first stator (511) and the second stator (512), the rotor (513) being mounted mobile in rotation relative to the first stator (511) and to the second stator (512).

3. Vehicle (1) according to the preceding claim, characterized in that it comprises a control system (9) of the first stator (511) and of the second stator (512) configured to control independently of each other each of the first stator (511) and of the second stator (512).

4. Vehicle (1) according to the preceding claim, characterized in that it comprises an inverter supplying electricity independently of each other to each of the first stator (511) and the second stator (512), the control system (9) controlling the inverter to define a supply voltage or a supply intensity of each of the first stator (511) and the second stator (512).

5. Vehicle (1) according to any one of claims 2 to 4, characterized in that it comprises a sealed volume at least between the first stator (511) and the rotor (513), and between the second stator (512) and the rotor (513), this sealed volume being filled with a heat-transfer dielectric liquid and closed at least partially by a casing forming a heat exchanger.

6. Vehicle (1) according to any one of the preceding claims, characterized in that the wheel (7) comprises a rim (71) having an annular part with: - a radially external side (72) on which a tire is mounted; - a radially internal side (73) having an annular housing (730) at least partially housing the rotor (513).

7. Vehicle (1) according to claims 5 and 6, characterized in that the casing has an external air-cooling surface, and in that the rim (71) is perforated to allow air to circulate between the exterior of the vehicle (1) and an internal volume of the rim in which the external air-cooling surface of the casing is located.

8. Vehicle (1) according to any one of the preceding claims, characterized in that it comprises a temporary mechanical coupling mechanism between the rotor (513) and the torque transmission device (8).

9. Vehicle (1) according to any one of the preceding claims, characterized in that it comprises a rechargeable electric battery (3), the on-board motor (51) being configured to switch at least between: - a drive mode in which electricity from the rechargeable electric battery (3) is used by the on-board motor (51) to rotate the rotor (513); - a regenerative mode in which rotation of the rotor (513) is used to recharge the rechargeable electric battery (3).

10. Wheel (7) rotatably mounted on an axis (6), the wheel comprising: - motor means (5) comprising at least one electric motor, called an on-board motor (51) comprising at least one rotor (513) rotatable around the axis (6), and at least one stator; - a transmission device (8) of a torque provided by the rotation of the rotor (513) to the wheel (7), the transmission device being configured to reverse the direction of rotation of the wheel (7) relative to the direction of rotation of the rotor (513); characterized in that the on-board motor (51) is an axial flux electric motor.

Images