The present invention relates to a drive system for a motor vehicle and a motor vehicle including such a drive system.

The majority of current motor vehicles are equipped with a drive system including an internal combustion engine in two parts:

A portion called "low-engine", comprising a movable coupling (connecting rods, pistons and the crankshaft) within an "engine block" containing the cylinders, and a housing containing the motor lubricant.

- A portion called "high-engine" consisting of, or, yoke (s) which are assembled on the lower engine. The cylinder head is the seat of the distribution of the intake gas into the combustion chamber through the intake pipe and intake valves, and discharge of the combustion gases through a exhaust duct and exhaust valves.

The limitation between the "low-engine" and, or, "High (s) -motor (s)" is indicated by the, or the, seal (s) of cylinder head.

The combustion chamber, the seat of the combustion of a fuel-air mixture, is the volume between the top of the piston when in the high position, called "top dead center" and cylinder head.

FR-A-2605677 discloses a lubrication system for an internal combustion engine which comprises a main circuit of lubrication of the lower engine incorporating an oil pump mounted at the end of the crankshaft, and a secondary lubrication circuit for the high motor which is independent of the main circuit itself incorporates a pump mounted at the end of the camshaft of the engine. The lubrication system is thus separated into two separate circuits, so that oil to lubricate the high-motor is not polluted by the oil used to lubricate the lower motor, which improves engine life .

However, lubrication of the blast motor is performed only when the engine is in operation, so that the starting and stopping of the engine cause significant wear of the components of the blast motor.

The certain motor vehicle drive system further comprises, a compressor designed to compress the air for forming the air-fuel mixture before its admission to the combustion chambers to increase engine power. Such a compressor is typically operated either by the

crankshaft of the engine, or with the aid of the kinetic energy contained in the exhaust gas emitted by the engine. In the second case, the compressor is equipped with a driving turbine, which is placed on the path of the exhaust gas, so as to form a turbocharger.

In the case of engines equipped with a turbocharger, the lubrication of the latter is also stopped when the engine is stopped, to the extent that the operation of the lubricant pump depends on that of the crankshaft. While stopped, lubricant residues still present in the turbocharger lubrication system are found in contact with hot metal surfaces in the body of the latter. Indeed, the proximity of the hot exhaust gas toward the turbine generates an increase in temperature of the metal parts of the body of the turbocharger by conduction. This phenomenon is sometimes called "coking" of the lubricant.

On the other hand, economic, legal and environmental constraints are pushing designers and users of internal combustion engines to reduce fuel consumption of these engines. For example, European standards provide a lower level of C02 emission or equal to 95g / km from 2021.

It is these issues What answer the invention by providing a new improved life for drive system and reduced fuel consumption.

To this end, the invention relates to a drive system according to claim 1.

Thanks to the invention, lubrication of the compressor and / or high-engine is effected independently of engine operation and in particular its driving kinematical chain. The secondary lubrication system can for example be actuated before the start of the engine so as to pre-lubricate the compressor and / or high-engine and thus prevent wear thereof during engine startup. Also, lubrication of these elements can be continued after stopping the engine, in particular for cooling purposes.

The use of a suitable lubricant for the compressor, that is to say resistant to temperature and with good friction characteristics, allows to limit the losses by engine pumping facilitating the admission of the intake fluid while limiting against exhaust pressure. This results in an increase in power, the same fuel consumption, or the same power consumption reduction. Compressor reactivity in transient phases such as acceleration is also improved with the use of the appropriate lubricant, which optimizes fuel consumption during these transitional phases.

Moreover, the introduction of this lubricant after stopping engine allows to remove heat and limit the lubricant stagnating on the hot parts, correcting factual coking problems.

The configuration of the inventive lubricating system then optimizes the supply of lubricant according to lubricate the contact of the drive system. For each circuit, it can be achieved an adaptation of the pressure to the maximum value of the minimum required for the lubrication of each of the lubricated contacts through the considered circuit. The result is a drive force of the lower pump in the case of a drive system wherein a single global lubrication circuit would be provided, so that an overall power gain is realized.

Finally, the secondary lubricant may be chosen to be particularly suitable for the lubrication of the compressor and / or high engine, and in particular to the physical, mechanical and thermal stresses of these parts of the drive system, while the main lubricant is particularly adapted to the lubrication of the lower motor and its own mechanical and thermal physical constraints. The selection of a lubricant specifically adapted to the low-engine allows, for equal power, to obtain a lower fuel consumption.

Further advantageous features of the invention are defined in claims 2 to 1 of 1.

The invention also relates to a motor vehicle as defined in claim 12.

The invention will be better understood from reading the description which follows, given solely as non-limiting and non-limiting example and with reference to the drawings:

- Figure 1 is a schematic view of a drive system according to a first embodiment of the invention, and

- Figure 2 is a schematic view of a drive system according to a second embodiment of the invention.

The drive system 1 of Figure 1 is designed to equip a motor vehicle, for example earth, such as a car.

In the following, the "high" expressions "upper" and their equivalent, are used to denote a vertically oriented upward direction of the vehicle when in a use position, in which it rests on e.g. floor. The terms "bottom", "lower" and their equivalent denote the opposite direction.

The drive system 1 of Figure 1 comprises an internal combustion engine 3, equipped with a compressor 35. The internal combustion engine 3 forms a mechanical assembly which is intended to rotate a crankshaft and a feeding system comprising air compressor 35, which forms for example a turbocompressor.

In a manner known as such, the internal combustion engine 3 comprises a built-in motor 5 and a lower motor 7 coupled.

The lower motor 7 includes a crankshaft 9, which is rotatable relative to a housing 1 1 of low-engine 7 includes an engine block 17 or "engine block" in which the crankshaft 9 is mounted.

The lower motor 7 also includes rods 13 and pistons 15, each rod 13 being rotatably mounted on one of the pistons 15 and the crankshaft 9. The engine block 17 belonging to the low-engine 7, defines the cylinders 19 in which slide pistons 15. the engine block 17 is closed off downwardly by the casing 1 1 and upwardly by the high engine 7. the housing 1 1 forms a closed bag from the bottom , and is connected at the top with the engine block 17. the pistons 15 are driven in a reciprocating translatory movement in cylinders 19 for driving the crankshaft 9 through the connecting rods 13. in the example of Figure 1, four pistons 15 and four rods 13 are shown. However, alternatively, the lower motor 7 comprises a single piston 15,

The high-motor 5 for its part comprises a yoke 21, provided with a distribution system including air distributing means and fuel to the cylinders 19. The cylinder head cover 21 the engine block 17 by means of a cylinder head gasket 23 of the engine 3. the cylinder head gasket 23 forms the boundary between the high-motor 5 and the lower motor 7.

The space between the top of each piston 15 in its cylinder 19, at top dead center, and the cylinder head 21 is a combustion chamber 24. Each combustor 24 includes one, and preferably several, orifice (s) inlet, through which the intake air and fuel is performed. Depending on the type of combustion engine 3, air and fuel are admitted separately or already mixed in the combustion chambers, and are generally designated in the following as "fluid intake." Each combustion chamber 24 comprises

also at least one product exhaust port of the combustion of the intake fluid. Each combustion chamber 24 is the site of combustion reactions of the intake fluid, this reaction being carried out above the piston 15 concerned, in order to generate the alternating translational motion of the piston 15 for driving the crankshaft 9.

The top-motor 5 distribution system particularly includes valves 25 that evolve each between an opening position or closing of one of intake or exhaust ports of the combustion chambers 24. The distribution system includes also a shaft 27, of the type camshaft control valves 25. the control shaft 27 is parallel to the crankshaft 9 and is driven by the latter via a timing belt 29 of the motor 3. in Alternatively, instead of the timing belt, the drive system 1 comprises a timing chain or a gear train. Alternatively, the high-motor 5 is provided with several drive shafts, preferably driven by the crankshaft 9. Alternatively, the valve 25 can be controlled by actuators,

The crankshaft 9, the connecting rods 13, the pistons 15, the valves 25, the control shaft 27 and the timing belt 29 or its mechanical variants defined above, belong to a driving kinematical chain of the motor 3. The chain kinematic drive of the motor 3 may comprise additional mobile elements belonging to the motor 3, such as for example a second drive shaft, a lower or greater number of valves, a lesser or greater number of pistons of the two connecting rods. Definitely, the kinematic drive chain of the motor 3 includes all moving parts of the engine that are driven mechanically, either directly or through transmission means, under the action of the combustion reaction of the intake fluid.

An intake manifold 31 of the drive system 1 is connected to the cylinder head 21 so as to distribute the fluid inlet into the combustion chambers 24 of the lower motor 7 via valves 25, say "valves' admission ". Generally, the intake fluid is admitted in the lower motor 7 through the high-engine 5. An exhaust manifold 33 of engine 1 system is

also connected to the high-motor 5 for collecting the combustion chambers 24 the combustion reaction products from the inlet fluid, via valves 25 known as "exhaust valves". These products form for example of the exhaust gas. The path of the intake fluid in the intake manifold 31 is symbolized by the arrow A and the path of the combustion products in the exhaust manifold 33 is symbolized by the arrow E.

The engine system 1 comprises a compressor 35, which is designed to compress the fluid intake prior to admission into the combustion chamber 24, for example upstream of the intake manifold 31. Preferably, the compressor 35 compresses the air to enter the intake fluid composition, fuel itself being added to the air after the latter has been compressed by the compressor 35 before or during its admission to combustion chambers 24. the compressor 35 is thus designed to compress at least in part, the fluid inlet for supplying the high-motor 5.

Several configurations for the admission of the intake fluid are possible. For example, in the case of a drive system 1 operating with a gasoline-type fuel, fuel can be injected in either upstream of the intake ports or directly into the combustion chambers 24. In the second case, we speak of motorization "Gasoline Direct Injection". In the case of a diesel engine system 1, the fuel is either injected directly into the combustion chambers 24, is admitted into a pre-chamber of the engine system 1, upstream of the combustion chamber 24 and connected to this last, where combustion is initiated.

The compressor 35 includes a compression member 36, the centrifugal pump type, to compress the intake fluid, and in particular to compress all or part of the air entering the composition of the intake fluid. The compressor 35 preferably forms a turbocharger. In this case, the compressor 35 comprises a turbine 37 for driving the compression member 36. The turbine 37 is disposed downstream of the exhaust manifold 33, or at least on the path of the combustion products E, so as to capture a portion of the enthalpy and / or the kinetic energy E of these products to drive the member 36 and thus compress the inlet fluid. Alternatively, the compressor 35 may be driven by the driving kinematical chain of the motor 3,

The engine system 1 further comprises a main lubrication system for lubricating the low-engine 7. In this case, the main lubrication system comprises a main circuit 105 and a main pump 103, which are shown schematically in Figure 1 . The main pump 103 has for example a capacity between about 5 cc / rev (cubic centimeters per revolution) and 20 cc / revolution, preferably between about 7cc / rev and 12 cc / rev, more preferably from about 10 7 cc / revolution. The main pump 103 circulates a main lubricant oil type, in the main circuit 105 for supplying the low-motor 7 with the main lubricant and lubricating various mechanisms of the lower motor 7, belonging in particular to the kinematic drive chain . The main circuit 105 s' extends partially within the lower motor 7 to lubricate especially the connections in rotation between the crankshaft 9 and the rods 13. The main circuit 105 includes a main lubricant reserve 107 and optionally a non-illustrated oil filter. The main circuit 105 is designed to ensure the lubrication, with the main lubricant, in particular a piston-shirt-segment region of the low motor 7, which refers to parts by sliding contact of each piston 15 against its respective cylinder 19. For this, the main circuit 105 comprises for example means for emitting a main lubricant mist, not shown, at the area A piston and ring-shirt, which main lubricant mist is emitted by means of bearings rods 13. the

Preferably, the main pump 103 is actuated by the kinematic drive chain of the engine 3, and in particular by the crankshaft 9. Thus, when the engine 3 is running, the crankshaft 9 is rotated and causes the main pump 103 so as systematic. The main pump 103 is preferably variable rate and controlled pressure, so that its energy consumption is particularly low for pumping the main lubricant.

The engine system 1 also comprises a secondary lubrication system, which comprises a secondary circuit 1 15 which is separate and distinct from the main circuit 105. The secondary circuit 1 15 supplies both the compressor 35 and the blast motor 5 with a secondary lubricant, which is different from the main lubricant in nature and / or composition and / or characteristics.

Preferably, the primary lubricant is a lubricating composition having a degree, according to SAEJ300 classification, defined by the formula (X) W- (Y) wherein X is 0 or 5 and Y is 4, 8, 12, 16 or 20 .. the main lubricant such as lubricant Quartz 9000 Future OW-20 or V-drive Quartz OW-20, marketed by TOTAL SA. Other lubricants may be made to the main lubricant in place of those defined above.

For example, the secondary lubricant Quartz Ineo MC3 lubricant 5W-30 or 5W-40 Quartz 9000 marketed by the company TOTAL SA. Other lubricants may be implemented for the secondary lubricant instead of those defined above, as the primary lubricant is of a different composition that the secondary lubricant, these compositions being respectively adapted to the constraints on lubrication lower motor 7, and the assembly including the high-motor 5 and the compressor 35.

Alternatively, the main lubricant and the secondary lubricant are of identical composition.

The secondary lubrication system also includes a secondary pump 1 13, the hydraulic pump type, for circulating the secondary lubricant in the secondary circuit 1 15. In the example of Figure 1, the secondary circuit supplies both the top -motor 5 and the compressor 35 with the secondary lubricant.

The secondary circuit 1 15 preferably includes a supply of secondary lubricant 1 17 which is separate from the main lubricant reserve 107. The secondary circuit January 15 extends partially within the top motor 5 in order to lubricate especially the bonds rotation between the control shaft 27 and the yoke 23 and the valves 25. the secondary circuit 1 15 extends partially within the compressor 35 to lubricate especially the connections in rotation of the member 36, and optionally of the turbine 37.

In this document, the term "separate circuits", a first lubricant circulating within a first separate circuit of a second circuit, does not come into contact with a second lubricant circulating in the second circuit, the both circuits being separated by sealed separating means such as joints or walls.

The secondary lubrication system comprises an electric motor 1 19 or at least an actuator supplied with electrical power, driving of the secondary pump 1 13, for feeding the high-motor 5 and the compressor 35 with the secondary lubricant . The pump 1 13 is thus an electrically driven pump. The electric power supply electric motor 1 19 is for example supplied by an electric battery engine 1 system. The electric motor 1 is 19, and a secondary actuator of the secondary pump 1 13, which is mechanically independent of the driving kinematical chain. Indeed, the electric motor 1 19 may

operable independently of the movement of the crankshaft 9, connecting rods 13, the pistons 15, valves 25, the drive shaft 27 or the timing belt 29.

Under these conditions, the secondary pump is order 1 13 via the electric motor 1 19 be lubricated, with the secondary lubricant, high-motor 5 and the compressor 35 when the engine 3 is stopped. If necessary, can be controlled, and varying the flow rate of the secondary pump 13 via one of the steering actuator speed 1 19. Preferably, regardless of the energy supply of the actuator 1 19 it is anticipated that the secondary pump 1 13 is variable rate by selecting an actuator 1 19 whose speed can be controlled. the secondary pump is preferably actuates January 13 with the secondary actuator 1 19 lubricate the high-motor 5 and the compressor 35 with the secondary lubricant just before the start of the engine 3, which corresponds to the movement formatting its kinematic drive chain. the secondary pump 1 13 with the secondary actuator is preferably Command 1 19 lubricate the high-motor 5 and the compressor 35 with the secondary lubricant during a predetermined period commencing after a shutdown of the engine 3, which corresponds to immobilization of the kinematic drive chain. In any event, it actuates the secondary pump 1 13 with the secondary actuator 1 19 lubricate the high-motor 5 and the compressor 35 with the secondary lubricant during operation of the engine 3, that is to say when the kinematic drive chain is moving. The wear of the high-motor 5 and the compressor 35 is thus particularly reduced, especially in the case where there is a turbocharger,

In the case of a vehicle which would include a hydraulic power source, such as a hydraulic circuit with a pump, or a source of pneumatic power, such as an air circuit with a compressor, may be provided secondary actuator powered by pneumatic energy or hydraulic instead of the above electric motor, as the operation of the secondary actuator is independent of the operation of the kinematic drive chain. The secondary actuator would be for example a cylinder, a pneumatic motor or a hydraulic motor.

The secondary pump 1 13 has a capacity less than that of the main pump 103, which allows, while meeting the lubrication needs of the compressor 35 and high-motor 5, to optimize the amount of energy consumed by the system lubrication. This has the effect of reducing the fuel consumption of the engine 1 system.

In operation, the low-7 engine under heavy loads, especially caused by the action of the pistons 15 of the crankshaft 9. The loads experienced by the compressor 35 are lower, and are in particular caused by the action of the member compressor 36 on the intake fluid, as well as by combustion products E on the turbine 37. the loads experienced by the blast motor 5 are even smaller, and are in particular caused by the action of the shaft control 27 of the valve 25.

The lower motor 7 being subjected to higher loads than the top-motor 5 and the compressor 35, it is desirable to perform effective lubrication of the lower motor 7, that the lubricant pressure is higher in the circuit primary 105 and secondary circuit 1 15. the main pump 103 having a larger swept volume than the secondary pump 1 13, it is easy to obtain a higher pumping pressure in the main circuit 105 in the secondary circuit of 1 15 , so that the lubrication system 1 is optimized.

2 illustrates a second embodiment of a drive system 100 according to the invention. Similar elements between the system 1 of Figure 1 and the system 100 of Figure 2 have been given the same reference numbers.

In essence, the drive system 100 comprises an internal combustion engine 3, with a built-in motor 5 and a low-engine 7. The low-engine 7 includes a crankshaft 9, a housing 1 1, the rods 13 of the pistons 15, an engine block 17 with cylinders 19 and the combustion chambers 24 defined between the top of piston 15 and the bottom of the yoke 21. The high-motor 5 is separated from the lower motor 7 by a cylinder head gasket 23 of the engine 3, and includes a cylinder head 21, including, valves 25, and control shaft 27. The motor 3 also includes a belt distribution 29, or variations defined above, and a driving kinematical chain having the same definition as that of the embodiment of Figure 1.

The system 100 includes an intake manifold 31 and an exhaust manifold 33, a compressor 35 with a pressure member 36 and a turbine 37.

The system 100 includes a main lubrication system with a main circuit 105, a main pump 103 and a reserve main lubricant 107 to supply with a main lubricant down motor 7 when the driving kinematical chain is moving.

The system 100 of Figure 2 differs from the system 1 of Figure 1 in that it includes two separate output circuits, a first secondary circuit 125 and a second 135 separate secondary circuit.

The system 100 also includes two secondary pumps 123 and 133 separate, a first secondary pump 123, which supplies the high-motor 5 with a first secondary lubricant through the first secondary circuit 125, and a second secondary pump 133, which is distinct from the first and secondary pump 123 which feeds the compressor 35 with a second secondary lubricant through the second secondary circuit 135. the secondary first lubricant and the second secondary lubricant are of different composition, that is to say are of different nature and different characteristics. The first lubricant and the second secondary secondary lubricant are also of different composition from the main lubricant.

For example, the first secondary lubricant Quartz Ineo MC3 lubricant 5W-30, the second secondary lubricant is lubricant Quartz 9000 5W-40 marketed by TOTAL SA. Generally, the first secondary lubricant is chosen to be particularly adapted to the constraints on the high engine-lubrication 7, the second secondary lubricant being chosen to be particularly adapted to the constraints in terms of lubrication of the compressor 35.

Alternatively, from the main lubricant, the secondary first lubricant and the second lubricant secondary, two lubricants are of identical composition, the third being a different composition from the other two. In another variant, the three lubricants are of identical composition.

The secondary circuit 125 preferably includes a first subject of the first secondary lubricant 127 that is separate from the main lubricant reserve 107. The second secondary circuit 135 preferably includes a second lubricant to the second side 137 which is separate from the lubricant supply 107 primary and 127 reserves.

In the example of Figure 2, a first secondary actuator 129, mechanically independent of the drive kinematic chain, drives the first secondary pump 123 for supplying the high-motor 5 with the first secondary lubricant. A second secondary actuator 139 different from the first secondary actuator 129, and mechanically independent of the drive kinematic chain, drives the second secondary pump 133 to feed the compressor 35 with the second secondary lubricant.

Preferably, the operation of the two secondary actuators 129 and 139 are independent from each other, so that:

- the secondary pump 123 feeds the high-motor 5 with the first secondary lubricant for a predetermined time before starting the engine 3 and / or during operation of the engine 3;

- the secondary pump 133 feeds the compressor 35 with the second secondary lubricant during operation of the engine 3 and / or for a predetermined time after stopping of the engine 3.

Alternatively, the secondary pump 133 feeds the compressor 35 with the second secondary lubricant for a predetermined time before starting the engine 3 in order to facilitate starting of the compressor 35 and thus limit its wear.

The first secondary circuit 125 extends partly within the top motor 5 in order to lubricate especially the connections in rotation between the control shaft 27 and the yoke 23 and the valves 25. The second secondary circuit 135 extends portion within the compressor 35 to lubricate especially the connections in rotation of the member 36, and, where appropriate, of the turbine 37.

Lubrication, as well as the composition of the lubricant low-motor 5 and the compressor 35, can thus be optimized according to the specific lubrication requirements for each of these two bodies 100 drive system.

The second actuators 129 and 139 either operate using the same energy, for example electrical, either using two separate energy, for example one being supplied with electrical energy and the other the pneumatic energy.

Preferably, the first secondary pump 123 has a capacity less than that of the second secondary pump 133, so that the secondary pumps 123 and 133 provide an amount of lubricants suitable on the one hand the top-motor 5 and also the compressor 35. the energy required to actuate the secondary pumps 123 and 133 is optimized.

Preferably, the first secondary pump 123 has a capacity of between 3 and 15 cc / rev and the second secondary pump 133 has a capacity of between 1 and 10 cc / revolution.

Alternatively, particularly in the case where there are provided different displacements for the pump 123 and the pump 133, there is provided a common actuator, independent from the kinematic drive chain for driving both the pump 123 and the pump 133, rather than two actuators 129 and 139 separated, as is the case in Figure 2. In this variant, the two pumps 123 and 133 are preferably combined to form a two-stage pump. Fuel consumption of the system 100 is thus reduced, in so far as the number of actuators is reduced.

Alternatively, the invention is also applicable to engines having a spatial configuration is different from the examples of drive systems described above, in particular so-called engine "flat". It is understood that in the case of these particular engines, the high-engine is not necessarily placed above the low-engine. Thus, in the case of these particular engines, the term "high-engine" defined above means the yoke equipped in particular, or, shaft (s) for control and distribution system, the term "low-engine" designating the crankcase and the engine block, in particular with pistons, connecting rods, crankshaft, cylinders and combustion chambers.

The invention has been tested on a 2L diesel engine, namely the DW10 engine of the company PSA Peugeot Citroen. She has achieved a fuel efficiency gain of at least 3% over operating points stabilized charging rate, representing the standard cycle NEDC ( "New European Driving Cycle").

The embodiments and variations described above can be combined to generate new embodiments.

CLAIMS

1. - motorization system (1) for a motor vehicle, the system comprising:

- an internal combustion engine (3), which comprises a high-engine (5) and a lower motor (7) coupled, and a driving kinematical chain including at least one piston (15) and a crankshaft (9) ,

- a compressor (35), fitted to the internal combustion engine, and which is adapted to compress at least in part, an inlet fluid (A) for the filling of cylinders of low engine,

- a main lubrication system which comprises a main circuit (105) and a main pump (103), which supplies at least the low-engine with a main lubricant through the main circuit, and

- a secondary lubrication system, which comprises at least one secondary circuit (1 15; 125, 135) separated from the main circuit and at least one secondary pump (1 13; 123, 133) separate from the main pump, the secondary pump feeding up motor and / or compressor with a secondary lubricant through the secondary circuit (1 15; 125, 135),

the system being characterized in that the secondary lubrication system comprises at least one secondary actuator (1 19; 129, 139) mechanically independent of the drive train and which drives the secondary pump (1 13; 123, 133) for feeding the high motor (5) and / or the compressor (35) with the secondary lubricant and in that the main pump (103) has a capacity exceeding the capacity of each secondary pump (123, 133).

2. - motorization system (1) according to the preceding claim, characterized in that the secondary actuator (1 19; 129, 139) operates with electric energy.

3.- motorization system (1) according to any one of claims 1 or 2, characterized in that two separate secondary circuits are provided, a first secondary circuit (125) and a second secondary circuit (135) separate, and in that two secondary pumps are provided, including:

- a first secondary pump (123), which feeds the high-motor (5) with a first secondary lubricant through the first secondary circuit, and

- a second secondary pump (133) which is distinct from the first secondary pump and feeds the compressor (35) with a second secondary lubricant through the second secondary circuit.

4. - motorization system (1) according to claim 3, characterized in that said first secondary pump (123) has a capacity less than that of the second secondary pump (133).

5. - motorization system (1) according to any one of claims 3 or 4, characterized in that the first secondary lubricant composition is different from that of the second secondary lubricant.

6. - motorization system (1) according to any one of the preceding claims, characterized in that the main pump (103) has a capacity between about 5 cc / rev and 20 cc / revolution, preferably between about 7cc / turn and 12 cc / rev, more preferably of the order of 10.7 cc / revolution.

7. - motorization system (1) according to any one of the preceding claims, characterized in that the main pump (103) is actuated by the kinematic drive chain.

8.- motorization system (1) according to any one of the preceding claims, characterized in that the secondary pump (1 13; 123, 133) is a variable displacement pump.

9.- motorization system (1) according to any one of the preceding claims, characterized in that the primary lubricant is a lubricating composition having a degree, according to SAEJ300 classification, defined by the formula (X) W- (Y) wherein X is 0 or 5 and Y is 4, 8, 12, 16 or 20.

10. - motorization system (1) according to any one of the preceding claims, characterized in that the main composition of the lubricant is different from that of the secondary lubricant.

January 1. - motorization system (1) according to any one of the preceding claims, characterized in that the compressor (35) is a turbocharger.

12. - A motor vehicle comprising a drive system (1) according to any one of the preceding claims.