Assembly for a wheel motor

Abstract

The invention relates to an assembly (1) comprising a reduction gear (10) for a wheel motor, and a motor (20), the reduction gear (10) comprising a reduction gear housing (12), an output hub (16), an input member (24) and a reduction stage (30A, 30B) rotationally coupling the input member (32A) and the output hub (16) by modifying the torque and speed ratio between the latter, the input member and the output hub being rotatable about an axial direction (X), the motor (20) comprising a motor housing (22) and a drive shaft (24) comprising a primary shaft (242) defining an internal cavity (243), and an actuator (244) slidably mounted in the internal cavity (243) and rotationally secured to the primary shaft (242), the actuator (244) being movable between a first position in which the actuator (244) is rotationally coupled with the input member (32A), and a second position in which the actuator (244) is free to rotate relative to the reduction gear (10).

Description

WHEEL MOTOR ASSEMBLY Description Technical Field

[0001] This disclosure relates to a wheel motor assembly, including in particular a motor and a reduction gear for such a wheel motor, as well as a vehicle equipped with such an assembly. Such a motor-reduction gear assembly can be used for any type of vehicle, in particular so-called heavy goods vehicles or agricultural or industrial vehicles. Such an assembly can also be used for other types of wheel motors in which a wheel is directly mounted on the motor which drives the reduction gear in rotation. Prior art

[0002] Land vehicles generally have axles that carry wheels and support the body of the vehicle relative to the wheels, these axles being rotated by a motor located at a distance from the wheels, via a more or less long and more or less efficient transmission.

[0003] However, there are other solutions, including systems called in-wheel motors. An in-wheel motor is a system in which the motor is associated with the wheel by being mounted on it. The in-wheel motor therefore not only provides a wheel drive function, but also a mechanical support function for the vehicle body relative to the wheel.

[0004] The wheel motor may require a reduction gear, especially when the wheel motor uses an electric motor: in fact, at its optimal operating point, the electric motor rotates at a speed much higher than that required by the wheel. However, existing wheel motor assemblies, including a reduction gear and an electric motor, are relatively complex and bulky, their layout is not optimal and also does not allow for sufficiently efficient cooling.

[0005] There is therefore a need for a new type of reduction gear / electric motor assembly for wheel motors. Statement of the invention

[0006] For this purpose, the present disclosure relates to an assembly comprising a reducer, in particular a reducer for a wheel motor, and a motor, the reducer comprising a reducer housing, an output hub supported relative to the reducer housing by at least one bearing, an input member and at least one reduction stage configured to couple in rotation the input member and the output hub while modifying the torque and speed ratio between the input member and the output hub, the input member and the output hub being movable in rotation about an axial direction, the output hub being integral in rotation with a planet carrier of the at least one reduction stage, in which the motor comprises a motor housing and a motor shaft adapted to be selectively coupled to the input member, the motor shaft comprising a primary shaft defining an internal housing,and an actuator slidably mounted in said internal housing and integral in rotation with the primary shaft, the actuator being movable between a first position in which the actuator is coupled in rotation with the input member of the reducer, and a second position in which the actuator is free to rotate relative to the reducer.,

[0007] The axis of the reducer and motor is the axis of rotation of the output hub and the motor shaft. The axial direction corresponds to the direction of the axis of the reducer and motor, and a radial direction is a direction perpendicular to this axis and intersecting this axis. Similarly, an axial plane is a plane containing the axis of the reducer and motor, and a radial plane is a plane perpendicular to this axis. A circumference is understood to be a circle belonging to a radial plane and whose center belongs to the axis of the reducer and motor. A tangential or circumferential direction is a direction tangent to a circumference; it is perpendicular to the axis of the reducer and motor but does not pass through the axis.

[0008] Unless otherwise specified, the adjectives inner and outer are used with reference to a radial direction so that the inner part of an element is, in a radial direction, closer to the axis of the reducer than the outer part of the same element.

[0009] A reducer is a device for changing the speed and / or torque ratio between an input member and an output hub. For the purposes of this disclosure, a reducer may have a transmission ratio less than one, but also greater than one, depending on what is considered to be the input or output (a reducer is a generally reversible transmission), in which case it is sometimes referred to as a multiplier. As indicated, the input member is rotationally coupled to the output hub by at least one reduction stage, i.e. there is a functional connection between the input member and the output hub.

[0010] The at least one reduction stage means one reduction stage or several reduction stages connected in series with each other, typically in order to obtain a higher reduction ratio. For example, the reducer may comprise two, three or more reduction stages. Hereinafter, and unless otherwise indicated, by "one" or "the" reduction stage, we mean "at least one" or "the at least one" or even "each" reduction stage. Conversely, the generic use of the plural may include the singular.

[0011] In one example, one, more, or all of the reduction stages may include an epicyclic gear train. An epicyclic gear train typically has an outer sun gear, also called a crown gear, and an inner sun gear, also called a sun gear or sun gear. The sun gear and the crown gear are coupled via one or more planet gears, the planet gears being coupled to each other by a planet carrier.

[0012] Throughout the present disclosure, the actuator is axially movable so as to be able to decouple from the at least one reduction stage. Thus, the actuator is disengageable, said axial movement allowing it to be released from its engagement with the reduction stage or to be re-engaged therein. When the actuator is disengaged, i.e. decoupled from the at least one reduction stage, the output hub can rotate freely without inducing any force on the motor which drives the actuator. Thus, the proposed reducer is compatible with towing type applications.

[0013] The fact that the actuator, enabling the assembly to be engaged and disengaged, is mounted directly in the motor shaft of the engine, makes it possible to simplify the structure of the assembly and to optimize its layout, in particular by improving its compactness.

[0014] In some embodiments, the motor shaft comprises a return element positioned in the internal housing, tending to move the actuator into the first position, the reducer comprising a pusher extending in the output hub in the axial direction, the pusher being adapted to, in a first configuration, allow movement of the actuator into the first position by the return element, and in a second configuration, maintain the actuator in the second position.

[0015] In some embodiments, the output hub comprises a through bore into which the pusher is inserted, and at least one plug adapted to close said bore and to limit an axial stroke of the pusher.

[0016] In some embodiments, the assembly is configured to selectively close the bore by a first plug capable of allowing axial movement of the pusher in the axial direction allowing the pusher to be positioned in its first configuration, or by a second plug longer than the first plug and capable of axially locking the pusher between the second plug and the actuator so as to maintain the actuator in the second position. This configuration makes it possible to disengage or engage the actuator with the input member by simply fixing one or the other of the first or second plug on the output hub.

[0017] In certain embodiments, said cap is capable of adopting a passive position in which the cap is configured to allow axial movement of the pusher in the axial direction allowing the pusher to be positioned in its first configuration, and an active position in which it maintains the pusher in its second configuration by blocking it axially between the cap and the actuator so as to maintain the actuator in the second position.

[0018] In some embodiments, the cap includes a removable and reversible pin and a primary housing in which the pin is housed, the pin including a secondary housing such that when the cap is in its passive position, the pin is oriented so that the secondary housing receives one end of the pusher, and when the cap is in its active position, the pin is returned within the primary housing so that the secondary housing faces in a direction opposite the pusher. This configuration involves the use of a single cap to engage or disengage the actuator with the input member, thereby simplifying the assembly.

[0019] In some embodiments, the plug is adapted to be secured to the output hub by a front face of said output hub, a front end of the plug being flush with, or recessed relative to, the front face of the output hub.

[0020] In some embodiments, the input member is a solar engaged with the at least one reduction stage.

[0021] In some embodiments, a cross-section of the actuator and a corresponding cross-section of the internal housing are non-circular, and optionally have lobes.

[0022] In certain embodiments, the assembly comprises a first stage capable of being engaged with the input member via satellites carried by a first satellite carrier, and a second stage comprising a second satellite carrier integral in rotation with the output hub, the assembly further comprising at least two axial stops capable of limiting an axial travel of the first satellite carrier.

[0023] In some embodiments, the reducer further comprises a seal between the output hub and the housing, the seal being located radially around the bearing. The seal may contribute to ensuring sealing in the reducer enclosure, particularly when this enclosure is lubricated.

[0024] The present disclosure also relates to a wheel motor comprising an assembly as previously described.

[0025] The present disclosure also relates to a vehicle comprising a body and wheels, and at least one assembly according to any one of the preceding embodiments, the output hub of the at least one assembly carrying one of the wheels and said assembly supporting the body of the vehicle relative to said wheel.

[0026] For example, the output hub of the reducer may include a mounting flange for a drive member such as a rim, a toothed pinion, etc. Furthermore, the housing may include a mounting flange to a vehicle body. The flange may be sized to take the load corresponding to a portion of the vehicle. In addition, the housing may include one or more pivot bearings to change the direction of the wheel motor relative to the vehicle body.

[0027] In particular, the reducer bearing can be sized not only to ensure the rotation of the output hub relative to the housing, but also to take up the load corresponding to a part of the vehicle. In other words, even when the reducer is not in motion, the bearing performs a static holding function. Thus, the wheel motor is able to perform the mechanical function of a conventional half-axle, in addition to being able to directly drive the wheel.

[0028] For example, the reducer bearing may comprise a plurality of bearings, in particular two bearings, for example conical. Two bearings Conical rollers can be mounted side by side in opposite directions to each other, thus defining an X or O shape, depending on whether the cones are adjacent at their narrowed part (x, or X) or their flared part (<>, or O). The reducer bearing can assemble the bearings while providing preload.

[0029] In some embodiments, the vehicle includes a plurality of assemblies, each assembly being connected to a control bus capable of exchanging information and commands with each assembly, to a cooling bus capable of supplying each assembly with cooling fluid, and to a power bus capable of supplying direct current to each assembly.

[0030] The present disclosure also relates to a method for disengaging a wheel motor comprising an assembly according to any one of the preceding embodiments, the disengaging method comprising the passage of an actuator from a first position in which the actuator is coupled in rotation with an input member of a reducer, and a second position in which the actuator is free to rotate relative to the reducer.

[0031] In certain embodiments, the assembly comprises a first plug capable of closing a bore of an output hub of the reducer and of allowing axial movement of a pusher in the axial direction, and a second plug longer than the first plug and capable of axially locking the pusher between the second plug and the actuator so as to maintain the actuator in the second position, the transition from the second position to the first position being carried out by removing a second plug from the bore, and by fixing the first plug on the output hub so as to close the bore. Brief description of the drawings

[0032] The invention and its advantages will be better understood upon reading the detailed description given below of different embodiments of the invention given as non-limiting examples. This description refers to the appended pages of figures, in which:

[0033] [Fig. 1] Figure 1 is a sectional view of a wheel motor assembly according to one embodiment of the invention.

[0034] [Fig. 2] Figure 2 is a perspective view of a rotor of the motor assembly of Figure 1.

[0035] [Fig. 3] Figure 3 is a perspective and exploded view of an actuator and input member of the assembly of Figure 1.

[0036] [Fig. 4A-4B] Figures 4A and 4B represent an isolated portion of the assembly of Figure 1 when the actuator is respectively in a first clutch position, and in a second disengaged position.

[0037] [Fig. 5A-5B] Figures 5A and 5B represent, according to a modified example of the embodiment, an isolated portion of the assembly of Figure 1 when the actuator is respectively in a first clutch position, and in a second disengaged position.

[0038] [Fig. 6] Figure 6 represents an isolated portion of the assembly of Figure 1, at the level of the fixing interface between the reducer and the motor.

[0039] [Fig. 7] Figure 7 represents a perspective and axial sectional view of a brake of the assembly of Figure 1.

[0040] [Fig. 8] Figure 8 shows a perspective view of a motor housing closure plate of the assembly of Figure 1.

[0041] [Fig. 9] Figure 9 represents a perspective and transparent view of an upstream face of the engine casing of the assembly of Figure 1.

[0042] [Fig. 10] Figure 10 shows a perspective view of a vehicle according to one embodiment.

[0043] [Fig. 11] Figure 11 schematically represents control interfaces of the vehicle of Figure 10.

[0044] [Fig. 12] Figure 12 schematically represents power and cooling interfaces of the vehicle of Figure 10.

[0045] [Fig. 13] Figure 13 shows a perspective view of an upstream end of the assembly of Figure 1. Description of the embodiments

[0046] Figure 1 illustrates, in section, an assembly 1 according to one embodiment, comprising in particular a reducer 10 and a motor 20, typically an electric or hydraulic motor, for example with axial pistons. The remainder of the description refers to an electric motor. By convention, the terms upstream and downstream refer to the direction of transmission of the mechanical power, from the motor 20 to the element carried by the assembly 1, typically a wheel, passing through the reducer 10. In other words, in figure 1, the downstream is oriented towards the left and the upstream towards the right.

[0047] The reducer 10 comprises a reducer casing 12 (hereinafter "casing 12"). The casing 12 may define a fixed part of the reducer 10. Thus, the casing 12 may be fixed in the frame of reference of the device in which the assembly 1 is intended to be used. The casing 12 may have a generally annular shape. The casing 12 may carry a crown 14 forming an external planetary gear for the at least one reduction stage 30A, 30B which will be described later. In this case, the crown 14 may be formed by a toothing provided on the inner face of the casing 12. It will be noted that, as in the example illustrated in FIG. 1, the casing 12 may be provided with pivot bearings 15, useful in particular when the reducer 10 is intended to be used in a directional wheel motor.

[0048] The reducer 10 further comprises an output hub 16, rotatably mounted relative to the casing 12. To do this, in this example, the output hub 16 is supported relative to the casing 12 by at least one bearing 18. In this case, the bearing 18 comprises two tapered bearings mounted in opposite directions (so-called X configuration) inside the casing 12 and around the output hub 16. For example, the tapered bearings may be prestressed. Typically, after mounting the tapered bearings, an elastic ring may be press-fitted to ensure the tension of the hub 16. A shim washer may be provided and sized to obtain the desired prestress.

[0049] However, a different type of bearing, a different number of bearings and / or a different mounting of the bearing 18 would be possible, provided that the bearing 18 chosen is capable of taking up, alone, the static forces which are exerted between the output hub 16 and the casing 12. Optionally and as illustrated, the bearing 18 can be pressed against a transverse part of the output hub 16 in order to limit the lever arm exerted on the bearing 18.

[0050] Furthermore, the reducer 10 may comprise a seal 165 between the output hub 16 and the casing 12, the seal 165 being located radially around the bearing 18. More precisely, the annular seal 165 may be mounted on the output hub 16 and have a flexible lip configured to come into contact with the casing 12. The seal 165 may be radially opposite the bearing 18, outside of it. The seal 165 may contribute to ensuring sealing in the internal enclosure I of the reducer 10, in particular when this enclosure is lubricated. The fact that the seal 165 is located radially around the bearing 18, that is to say not only radially outside the bearing 18 but also opposite the bearing, makes it possible to make the reducer 10 more axially compact.

[0051] The rotatable output hub 16 defines an axial direction X corresponding to its axis of rotation. The output hub 16 may be generally rotationally invariant about the axial direction X. The housing 12 and the bearing 18 are arranged about the axial direction X.

[0052] The interior of the casing 12 defines an internal enclosure I which is axially closed, on one side, by the output hub 16, and on the other side, by the electric motor 20 (hereinafter "motor 20") described later. More precisely, the casing 12 extends axially between a first axial end 12a (or upstream end, on the right in FIG. 1) and a second axial end 12b (or downstream end, on the left in FIG. 1). At the first end 12a, the internal enclosure I is closed by the motor 20 fixed to the casing 12, and at the second end 12b, the internal enclosure I is closed by the output hub 16 fixed in a rotatable manner to the casing 12.

[0053] The internal enclosure I also houses at least one reduction stage configured to couple in rotation an input member 32A and the output hub 16, while modifying the torque and speed ratio between the input member 32A and the output hub 16. With reference to FIG. 1, an embodiment comprising two reduction stages will be described, but the present description can be applied mutatis mutandis to a single or at least three reduction stages.

[0054] Thus, in the present embodiment, the reducer 10 comprises a first reduction stage 30A and a second reduction stage 30B.

[0055] The first reduction stage 30A comprises an epicyclic train comprising one or more satellites 34A engaged with a sun gear, which constitutes the input member 32A (hereinafter "sun gear 32A"), and with the ring gear 14. The satellites 34A are carried by a planet carrier 36A. The satellites 34A are mounted in rotation relative to the satellite carrier 36A and in revolution relative to the sun gear 32A.

[0056] The solar 32A forming the input of the reducer 10 and the crown 14 being fixed, the output of the first reduction stage 30A is formed by the planet carrier 36A.

[0057] The second reduction stage 30B is placed axially between the first reduction stage 30A and the output hub 16. The second reduction stage 30B comprises an epicyclic gear train comprising a sun gear 32B as well as one or more satellites 34B engaged with the sun gear 32B and with the ring gear 14. The satellites 34B are carried by a planet carrier 36B. The satellites 34B are mounted in rotation relative to the planet carrier 36B and in revolution relative to the sun gear 32B.

[0058] In this example, the crown 14 is common to the first reduction stage 30A and to the second reduction stage 30B. However, in the general case, it is possible to provide separate crowns, possibly having different primitive radii.

[0059] The two reduction stages 30A, 30B are connected in series. Thus, in this example, the input of the second reduction stage 30B, namely the solar 32B, is rotationally fixed to the output of the first reduction stage 30A, namely the planet carrier 36A. The crown 14 being fixed, the output of the second reduction stage 30B is formed by the planet carrier 36B.

[0060] Furthermore, the planet carrier 36B is rotationally secured to the output hub 16. In other words, the output hub 16 is rotationally secured to a planet carrier 36B of the at least one reduction stage 30B. For example, the planet carrier 36B may engage in rotation with the output hub 16 by splines or any suitable fitting. Preferably, however, the planet carrier 36B is force-fitted onto the output hub 16, at one end thereof. This allows good alignment and centering of the planet carrier 36B, and consequently of the second reduction stage 30B relative to the output hub 16 and the crown wheel 14. In addition, this makes it possible to limit the number of elements necessary to ensure the maintenance of the planet carrier 36B, which further simplifies and lightens the assembly.

[0061] For reasons of axial compactness of the reducer 10, the planet carrier 36A of the first reduction stage 30A can come into abutment against a cover 48 (described below) secured to the motor 20, the planet carrier 36B of the second reduction stage 30B can come into abutment against the planet carrier 36A of the first reduction stage 30A, and / or the solar 32B can come into abutment against the output hub 16. It will be noted that the planet carriers 36A, 36B are mounted in a floating manner axially relative to each other. Preferably, the axial movement of the planet carriers 36A and 36B and therefore of the stages 30A, 30B, can be limited by axial stops 19 arranged on either side of the solar 32B.

[0062] The transverse surfaces in contact may be configured to reduce friction and therefore drag torque within the reducer 10. For example, these surfaces may be provided to be convex and / or of low roughness (not visible in FIG. 1) to minimize contact points. Alternatively or in addition, a surface treatment, a coating, a choice of material (e.g. nitrided steel) or an intermediate part may be provided to reduce friction.

[0063] The motor 20 is typically an electric motor and comprises a motor casing 22 (hereinafter “casing 22”) extending around the axial direction X described above. The casing 22 may define a fixed part of the motor 20. Thus, the casing 22 may be fixed in the frame of reference of the device in which the assembly 1 is intended to be used. The casing 22 may have a generally annular shape.

[0064] The motor 20 comprises a stator S and a rotor R, both arranged inside the casing 22. The stator S is secured to the casing 22 and immobile relative to it. The stator S comprises a first polar element 26, comprising in particular a copper coil.

[0065] Figure 2 represents a perspective view of the rotor R. The rotor R is rotatable relative to the stator S and to the casing 22, and rotates around the axial direction X. It comprises in particular a motor shaft 24, movable around the axial direction X and arranged in the center of the motor 20, and a second polar element TJ carried by the motor shaft 24 and integral in rotation with the latter.

[0066] The second polar element TJ is arranged so as to be disposed radially inside the stator S. In particular, the first polar element 26 surrounds the second polar element 27. In a known manner, by generating an electric current, the first polar element 26 is able to rotate the second polar element TJ, the motor shaft 24 thus driving in rotation the elements to which it is connected, for example the wheel of a vehicle, via the reducer 10. Typically, the motor 20 is a permanent magnet motor. Typically, the motor 20 is a buried permanent magnet motor (known by the acronym “IPM”). Typically, the rotor R carries magnets. Typically, the motor 20 is a synchronous motor.

[0067] Furthermore, the motor shaft 24 comprises a primary shaft 242. The primary shaft 242 constitutes the main part of the motor shaft 24 carrying in particular the second polar element 27, and being movable in rotation relative to the casing 22, preferably being guided by bearings. In the present example, bearings 245 are arranged on either side of the second polar element TJ and support the primary shaft 242 relative to the casing 22.

[0068] The primary shaft 242 further defines an internal housing 243, which is a cavity defined by the walls of the primary shaft 242 and open downstream, i.e. towards the reducer 10. An actuator 244, shown in perspective in FIG. 3 (but not shown in FIG. 2) is slidably mounted in said internal housing 243, while being rotationally integral with the primary shaft 242. More precisely, the actuator 244 is configured to be able to translate inside the internal housing 243 along the axial direction X, but is blocked in rotation relative to the primary shaft 242 around the axial direction X.

[0069] To do this, the cross-section of the actuator 244 and the corresponding cross-section of the internal housing 243 may be non-circular. Figure 2 illustrates an example of such a non-circular section of the internal housing 243: this section comprises a circle 243a at the periphery of which are arranged several lobes 243b themselves circular, cooperating with bosses 247 of the actuator 244 (Figure 3). The combination of circular shapes makes the internal housing 243 easy to manufacture by conventional machining tools, while the combined, non-axisymmetric shape ensures reliable rotational connection between the actuator 244 and the primary shaft 242.

[0070] In this example, the actuator 244, of generally cylindrical shape, comprises an upstream portion 244a, which is the widest part of the actuator 244 and which cooperates with the primary shaft 242 in particular via the bosses 247, a central portion 244b and a downstream portion 244c. The central portion 244b comprises splines 248 capable of cooperating with internal teeth 320A of the sun gear 32A. It will be noted that the latter also comprises external teeth 320B cooperating with teeth of the satellites 34A.

[0071] The actuator 244, and in particular the downstream portion 244c, constitutes the downstream end of the motor 20 and can extend beyond the primary shaft 242 and the casing 22. In particular, the downstream end of the actuator 244 can extend inside the enclosure internal I of the reducer 10 and be arranged inside the solar 32A. This allows a compact arrangement and reduced size of the assembly 1. It will be noted that the structure of the actuator 244 described above is not limiting, the downstream portion 244c being able to be for example eliminated and compensated by an increase in the length of the pusher 17 described below (see the example of figures 5A and 5B).

[0072] According to the invention, the actuator 244 is movable between a first position, in which the actuator 244 is coupled in rotation with the sun gear 32A of the reducer 10 by means of the splines 248 and the corresponding teeth 320A of the sun gear 32A, and a second position in which the actuator 244 is no longer coupled to the sun gear 32A and is therefore free to rotate relative to the reducer 10. Figures 4A and 4B represent an isolated portion of the assembly of Figure 1, showing the actuator in its first position and in its second position respectively. The transition between the first position and the second position of the actuator 244 and / or its maintenance in one or other of the positions, are carried out as follows.

[0073] On the one hand, a return element, typically a spring 25, is arranged in the internal housing 243 between a bottom of said internal housing 243 and the upstream portion 244a of the actuator 244, and is configured to exert a return force on the actuator 244 tending to move the latter towards its first position by pushing it downstream.

[0074] On the other hand, the reducer 10 comprises a pusher 17, also called a pin, taking the form of a cylindrical rod extending both in the internal enclosure I by crossing the solar 32B and 32A at least in part, and in the output hub 16 along the axial direction X between a first end 17a, or upstream end, and a second end 17b, or downstream end. The first end 17a cooperates with the downstream portion 244c of the actuator 244, and the second end 17b is housed in a bore 162 formed in the output hub 16.

[0075] The bore 162 passes axially through the output hub 16, so that the internal enclosure I could communicate with the outside. However, the bore 162 is closed by a plug 60.

[0076] The plug 60 comprises a main part 61 fixed to the output hub 16, in particular on a front face 164 of said output hub 16, and defines a primary housing 62, inside which is housed an insert, or pin 64. The pin 64 here has a generally U-shaped section and comprises a secondary housing 63 formed by the “cavity” of the U. The pin 64 is removable and reversible and can be returned inside the primary housing 62.

[0077] In particular, the pin 64 can be arranged in a passive position, in which the pin 64 is oriented so that the secondary housing 63 is oriented upstream. In this position shown in image 4A of FIGS. 4A-4B, the spring 25, by its return force, pushes the actuator 244 downstream to its first position, the actuator 244, via the downstream portion 244c, itself pushing the pusher 17 downstream, the second end 17b being able to be housed in the secondary housing 63 of the plug 60. Thus, when the plug 60 is in its passive position, the pusher is in a first configuration in which axial movement of the pusher 17 in the axial direction X is possible.

[0078] When the cap 60 is in the passive position, and the actuator 244 is in its first position of engagement with the sun gear 32A, the torque which is supplied by the motor to the primary shaft 242 is transmitted to the actuator 244, then, via the sun gear 32A, to the satellites 34A which drive the planet carrier 36A in rotation. The planet carrier 36A, integral in rotation with the sun gear 32B, in turn drives the satellites 34B which drive the planet carrier 36B in rotation. The planet carrier 36B is integral in rotation with the output hub 16. Thus, the torque of the motor shaft 24 is transmitted to the output hub 16 via the reduction stages 30A, 30B.

[0079] Conversely, the pin 64 can be returned to the primary housing 62 in an active position, in which the secondary housing 63 is oriented downstream. In this position shown in Figure 1 and image 4B of Figures 4A-4B, when the cap 60 is screwed back onto the outlet hub 16, the pin 64, in particular the “bottom of the U”, comes into abutment against the second end 17b of the pusher 17, causing the latter to move upstream. Consequently, the first end 17a of the pusher 17, in contact with the downstream portion 244c of the actuator 244, pushes the latter upstream against the action of the return force of the spring 25, which is then compressed by the actuator 244 inside the internal housing 243. In doing so, the grooves 248 of the actuator 244 disengage from the grooves 320A of the solar 32A, the actuator 244 then passing into its second position.As long as the plug 60 is fixed to the output hub 16 while being in the active position, the actuator 244 is thus held in its second position by the pusher 17 blocked axially between the pin 64 and the downstream portion 244c of the actuator 244.

[0080] In this second position, the actuator 244 is decoupled from the rotation of the rest of the reducer 10, including the reduction stages 30A, 30B and the output hub 16. Thus, the output hub 16 can rotate freely, for example for towing, without imposing any force on the actuator 244 and therefore on the motor 20.

[0081] It will be noted that when the cap 60 is fixed on the output hub 16, a front face 65 of the cap 60 can be level with the front face 164 of the output hub 16 or set back from said front face 164 of the output hub 16. The fact that the cap 60 does not protrude from the output hub 16 prevents tearing and impacts on the cap 60 and allows the reducer 10 to rest on the external face of the output hub 16, which is here flat and, thanks to the cap 60 in this case, without protrusion. This is very useful for facilitating assembly or maintenance operations of the reducer.

[0082] Furthermore, the pin 64 can be held in the primary housing 62 relative to the main part 61 by friction, for example by means of an elastic seal 641 between the main part 61 and the pin 64. Thus, when the cap 60 is removed from the outlet hub 16, the pin 64 remains integral with the main part 61 and is removed together with it. The pin 64 can then be manually manipulated to reverse its position.

[0083] In one direction (the passive position), it is possible to insert a finger into the space previously occupied by the pusher 17 and pull the pin 64, or to screw in a screw via a thread possibly formed in the secondary housing 63 and then pull on the screw to extract the pin 64. In the other direction (the active position), it is possible to grasp a projecting part of the pin 64 or to use an ad hoc tool cooperating with, for example, an orifice provided in the pin 64 for this purpose.

[0084] It will further be noted that the insertion of the pin 64 into the primary housing 62 is facilitated by the presence of a decompression orifice 642 formed in the bottom of the pin 64, and allowing the compressed air during the insertion of the pin 64 to escape.

[0085] Figures 5A and 5B show a modified example for performing such a disengagement or engagement of the actuator 244 relative to the solar 32A. In this example, the cap described above is replaced by a first cap 60 and a second cap 60', which can be selectively attached to the output hub 16.

[0086] The first pin 60 has a main part 61 having a length, in the axial direction X, shorter than the length of the main part 61' of the second plug 60'. Thus, when the first plug 60 is fixed on the output hub 16, as shown in image 5A of figures 5A-5B, so as to close the bore 162, the length of the main part 61 is such that it allows axial movement of the pusher 17 allowing the actuator 244 to be in its first position of engagement with the solar 32A in the manner described previously.

[0087] Conversely, when the second plug 60' is fixed on the output hub 16, as shown in image 5B of Figures 5A-5B, the increased length of the main part 61' is such that it allows the pusher 17 to be pushed upstream, itself pushing the actuator 244 upstream against the action of the return force of the spring 25 in the manner described previously, allowing the actuator 244 to move into its second position of disengagement from the solar 32A.

[0088] Thus, the disengagement of a wheel motor comprising the assembly 1 can be achieved by unscrewing the first cap 60 from the output hub 16, and screwing the second cap 60' onto the output hub 16 in its place. Conversely, the coupling of the motor 20 with the reducer 10 is achieved by unscrewing the second cap 60' from the output hub 16, and screwing the first cap 60 therein instead.

[0089] Furthermore, the assembly 1 comprises a brake 40, typically an electromagnetic brake, selectively enabling rotation of the motor shaft 24 to be blocked, or to be permitted. According to this embodiment, to further improve the compactness of the assembly 1, the brake 40 is arranged in the following manner.

[0090] For this purpose, figure 6 represents an isolated part of the assembly 1 of figure 1, at the level of the fixing interface between the reducer 10 and the motor 20, and figure 7 represents a perspective and axial sectional view of the brake 40.

[0091] In this embodiment, the first polar element 26, and in particular the copper coil, extends beyond the second polar element 27, downstream, in the axial direction X, so as to define a recess 21 between the motor shaft 24 and the first polar element 26.

[0092] Furthermore, in this example, the motor casing 22 comprises a closure plate 222 fixed to the remainder of the casing 22 at a downstream end 22b thereof. It will be noted in this regard that fixing means 23 such as screws can allow both the fixing of the closure plate 222 to the remainder of the casing 22, and the fixing of the downstream end 22b of the casing 22 to the upstream end 12a of the casing 12, the closure plate closure 222 being thus arranged and clamped between a flange of the casing 22 and a flange of the casing 12.

[0093] The closure plate 222 is shown in perspective in Figure 8. It comprises an internal recess 223. In other words, the closure plate 222 comprises a shoulder 223a such that a portion of the closure plate 222 is recessed towards the inside of the enclosure formed by the casing 22. The internal recess 223 is thus arranged at least partly in the recess 21, and is adjacent to the second polar element 27.

[0094] This internal recess 223 defines a housing 224 open towards the outside of the motor casing 22, in other words open towards the downstream, and extending at least partially into the recess 21. In the bottom of the internal recess 223, an orifice 227 is provided, allowing the passage of the primary shaft 242. It will be noted in this regard that the aforementioned bearings 245, supporting a downstream part of the motor shaft 24, are arranged between the primary shaft 242 and the internal diameter of the orifice 227. Furthermore, the closing plate 222 comprises first orifices 222a allowing the passage of the aforementioned screws 23, and second orifices 222b allowing the passage of screws for fixing the cover 48 of the brake 40 described below.

[0095] In this embodiment, the brake 40 is at least partially positioned in the housing 224, the internal recess 223 thus forming a brake housing. More specifically, the brake 40 comprises a brake cover 48 fixed to the closure plate 222 via the second orifices 222b, substantially at the level of the fixing interface between the reduction gear housing 12 and the motor housing 22. The brake 40 further comprises first braking elements, here comprising a brake disc 42, and second braking elements 44, here comprising a piston disc 441 and a counter disc 442. The brake cover 48 and the discs 42, 441, 442 are stacked on top of each other along the axial direction X.

[0096] More specifically, the piston disc 441 is arranged on an upstream face of the brake cover 48, the brake disc 42 is arranged on an upstream face of the piston disc 441, and the counter disc 442 is arranged on an upstream face of the brake disc 42, the latter therefore being interposed between the piston disc 441 and the counter disc 442. Typically, the piston disc 441 has axial travel, such that a small amplitude axial displacement of the piston disc 441, along the axial direction X, is possible. The counter disc 442 is preferably in abutment against the bottom of the internal recess 223.

[0097] On the other hand, the piston disc 441 and the counter disc 442 are fixed in rotation relative to the brake housing, that is to say the internal recess 223. To do this, the piston disc 441 and the counter disc 442 each comprise, on their radially external periphery, external anti-rotation grooves 445 cooperating with locking lobes 225 formed on the brake housing 223, in particular on an internal face of the shoulders 223a. The cooperation of the external grooves 445 with the locking lobes 225 prevents a rotational movement of the piston disc 441 and the counter disc 442 relative to the brake housing 223, and therefore relative to the engine housing 22, around the central axis X.

[0098] Conversely, the brake disc 42 is integral in rotation with the drive shaft 24. To do this, a radially internal face of the brake disc 42 comprises internal splines 422 cooperating with teeth 249 formed on the external periphery of the primary shaft 242 of the drive shaft 24 (figure 2), so that the brake disc 42 is driven in rotation by the drive shaft 24.

[0099] The brake cover 48, of generally annular shape, extends radially between a radially internal end 484 and a radially external end 483. It will be noted in this regard that the primary shaft 242 thus passes through the closing plate 222 via the orifice 227, and the brake 40 via the internal diameter 484.

[0100] The diameter of the outer end 483 is larger than the outer diameter of the first and second braking means 42, 44. Furthermore, the brake cover 48 is fixed to the closing plate 222 via orifices 40b located near the outer end 483 and intended to be arranged opposite the second orifices 222b of the closing plate 222.

[0101] The brake cover 48 further comprises a central portion 481 extending axially upstream, with a diameter smaller than the diameter of the external end 483 and preferably substantially equal to the diameter of the first and second braking means 42, 44. An annular housing 482 is formed in the central portion 481. A brake release actuator 46, comprising a third polar element, typically a copper winding, is arranged in the annular housing 482, axially opposite the piston disc 441.

[0102] The central portion 481 also comprises axial housings in which are housed elastic return elements, typically springs 45 (not shown in the figure), compressed so as to exert a clamping force on the piston disc 441, in a clamping direction, so as to compress the brake disc 42 between the piston disc 441 and the counter disc 442. Such clamping of the brake disc between the piston disc 441 and the counter disc 442 makes it possible to slow down the brake disc 42, and therefore to brake the drive shaft 24 engaged with the brake disc 42.

[0103] When the brake release actuator 46 is actuated, in particular by passing a current through the third polar element, the magnetic field thus created attracts the piston disc 441 in a direction opposite to the tightening direction, so as to stress the spring 45 in compression and to release the tightening of the brake disc 42. Thus, as long as the brake release actuator 46 is actuated, the brake 40 is inactive and the motor shaft 24 is free to rotate.

[0104] It will further be noted that the internal diameter 484 of the brake cover 48 may comprise a shoulder in which a seal 49 is housed, which may have a flexible lip, the latter making it possible to establish a sealed connection between the brake cover 48 and the motor shaft 24.

[0105] Indeed, the internal enclosure I can be lubricated to ensure the proper functioning of the reducer 10. The internal enclosure I, delimited radially by the casing 12 and axially on the one hand by the output hub 16, on the other hand by the motor 20, in this example by the brake cover 48 fixed to the casing 22, is made watertight by the seals 49, 165 at the interfaces with the rotating parts, and can accommodate a given quantity of lubricant. The filling with lubricant can be done in various ways, for example by orifices in the casing 12 which are plugged when the reducer 10 is in operation.

[0106] It is thus understood that the sealing between the internal enclosure I of the reducer 10 and the electric motor 20 fixed to the reducer 10 and thus closing the internal enclosure I, is ensured by the brake 40, more precisely the seal 49 between the brake 40 and the motor shaft 24. Such an arrangement makes it possible to reduce the total size of the assembly 1 and to improve its compactness, while ensuring the sealing between the reducer 10 and the motor 20.

[0107] In the present embodiment, the assembly 1 further comprises an electric variator 50, comprising a housing 52 and a control part capable of comprise at least one connection card arranged in the housing 52. The housing 52 is fixed directly to the motor casing 22, preferably at an upstream axial end 22a thereof, in particular the axial end opposite the end on which the reduction gear casing 12 is fixed. It will be noted that by "fixed", it is understood that the housing 52 can be a separate part from the casing 22 by being attached to the latter, but can alternatively form a single and same part with the casing 22, for example by being manufactured at the same time as the latter during a foundry process.

[0108] The connection card can be fixed inside the housing 52 on a card support 521, and is capable of controlling the electric motor 20, in particular the first and second polar elements 26, 27, and the brake 40, in particular the third polar element of the brake release actuator 46. To do this, a clearance 226 (FIG. 1) can be formed along a radial wall of the casing 22, allowing the passage of power cables connecting the brake 40 to the connection card of the variator 50. Preferably, the cables can pass through a passage made by a notch (or clearance) in the stack of laminations of the stator S, or a drilling through said stack of laminations. It will be noted that in this example, the connection card can be connected to a control bus described below, and to a power bus also described below. It is therefore understood that the connection card comprises a control part and a power part.In particular, the control part can receive a control signal from the electric motor through the control bus, and the power part can supply power to the motor from the power bus.

[0109] In addition to driving the electric motor, the control and power parts of the connection board may include a part dedicated to driving the brake 40, and receiving a brake control signal via the control bus, and powering the brake 40 from the power bus. This has the effect of minimizing the number of cables that need to be placed to drive both the motor and the brake. The motor is more compact, and the electrical cables around the motor are also simplified.

[0110] Given this configuration in which the motor 20 carries the variator 50, it is possible to share the cooling of these parts. To do this, a cooling circuit C can be formed between the motor casing 22 and the housing 52. In particular, the housing 52 and / or the motor casing 22 (in the example illustrated in FIG. 1, the housing 52) can comprise a recess 522 at the level of said interface, this recess 522 defining a space capable of accommodating a circulation of cooling fluid along the wall of the engine casing 22 and the housing 52.

[0111] The casing 22 preferably being made of a conductive material such as aluminum, such an arrangement makes it possible to share the cooling between these two parts and to limit the number of components and sensors required. Furthermore, when the motor 20 is also fixed to the reducer 10 according to the embodiment described here, and taking into account the good thermal conductivity of the casing 22, this cooling can be shared across the entire assembly 1, comprising the reducer 10, the motor 20 and the variator 50. This makes it possible to further limit the number of components and sensors required, and thus to improve the compactness of the assembly 1.

[0112] It will be noted that in the example described above with reference to FIG. 1, the cooling is only of the axial type, the cooling circuit C being formed between the casing 22 and the housing 52 fixed to each other axially. However, in a modified embodiment, radial cooling is also possible. FIG. 9 represents a perspective view of the casing 22 of the motor 20 from the side of the upstream end 22a, on which the casing 52 of the variator 50 is intended to be fixed, possibly by means of a shaped seal (not shown), for example a plate interposed between the casing 52 and the casing 22 and having the shape of the wall portion of the upstream end 22a extending around the recess 522, allowing the contact seal between the casing 52 and the casing 22.In this example, the recess 522 is formed at the upstream end 22a, in the upstream face of the casing 22, and communicates with internal channels 523 formed inside the radial wall of the casing 22.

[0113] It will be noted that the recess 522 here has a thinned width at a first end 522a and a second end 522b, the width of the recess 522 increasing as one moves away from the first end 522a, in a direction of flow of the cooling fluid represented by the arrows in FIG. 9, up to at least one maximum (in the example illustrated, the width has two maximums, with a thinned zone between the latter), then decreases up to the second end 522b. This makes it possible to increase the contact surface between the cooling fluid and the walls of the casing 22 and the housing 52.

[0114] The internal channels 523 extend along the radial wall of the casing 22, inside it, in the axial direction X. They can be connected to each other at their axial ends via circumferential junctions 524, so as to form a coil distributed over the entire circumference of the casing 22. Thus, the cooling circuit C is formed both at the interface between the casing 22 and the housing 52, and in the radial wall of the casing 22. The cooling is therefore axial and radial. This makes it possible to improve the efficiency of the cooling of the assembly 1, by pooling it.

[0115] The supply of cooling fluid may be carried out by a manifold 528 (FIG. 13) injecting the fluid at the first end 522a of the recess. The fluid then flows along the recess, between the wall of the casing 22 and the housing 52, to the second end 522b, at which the fluid enters a first internal channel 523. The fluid then flows in the radial wall of the casing 22 alternately from upstream to downstream and from downstream to upstream, making back and forth movements via the internal channels 523 and the circumferential junctions 524 (this flow being represented by the arrows in FIG. 9), to an outlet end 525 by which the fluid is collected by the manifold 528, and returned for example to a cooling network of a vehicle described below.

[0116] Furthermore, the upstream face of the casing 22 may comprise three pin passages 526 allowing the passage of the connection pins 261, two of which pin passages 526 are formed in the recess 522, and a central passage 527 allowing the passage of the axial extension 28 of the electric motor 20 described below.

[0117] In this example, the electric motor 20 is a three-phase motor. The connection pins 261 each make it possible to connect the power part of the connection board with a track in the motor 20 connected to the coils of the first polar element 26. In particular, the power part may comprise female connectors, preferably elastic, capable of receiving the end of a connection pin 261 projecting through a passage 526, and passing through a corresponding passage (not shown) of the housing 52. Thus, each connection pin 261 is a connector, connecting the power part of the connection board with the first polar element 26.

[0118] Such an arrangement makes it possible to improve the compactness of the assembly, and to facilitate its assembly and disassembly. The connection between the connection pins 261 and the elastic female connectors, not involving welding, also makes it possible to absorb vibrations, and therefore to remain reliable over time, without risk cracking in the welds of this part. In addition, this flexibility allows the card to be connected by simply placing it in position on the multiple connection pins 261 with a certain latitude of positioning, that is to say without creating hyperstaticism between the different contact points, and therefore without creating stress in the card.

[0119] It will be noted that alternatively, the connectors can be reversed, that is to say that the elastic female connectors can be arranged in the motor 20, and the connection pins 261 can be connected to the power part in the variator 50 by projecting towards the motor 20.

[0120] The variator 50 may also comprise a position and rotation sensor 53 (figure 1), typically arranged in the housing 52 and preferably carried by the connection card axially opposite an axial end of the motor shaft 24, in particular the upstream end thereof. The sensor 53 is capable of measuring angular position information of the motor shaft 24 and therefore of determining the rotation speed thereof.

[0121] To do this, the electric motor 20 may comprise an axial extension 28 fixed to the axial end of the motor shaft 24, for example by being screwed into a bore formed in said end of the motor shaft 24. The axial extension 28 thus fixed to the end of the motor shaft 24 projects axially upstream beyond said axial end of the motor shaft 24, i.e. towards the variator 50, passing through the central passage 527. Preferably, a portion of the axial extension 28 is arranged in the variator 50, for example in a passage formed in the wall of the housing 52 and arranged opposite the central passage 527.

[0122] An axial end, more precisely the upstream axial end of the axial extension 28, carries a magnetic target 29 whose position can be detected by the sensor 53. It is therefore understood that the position and rotation sensor 53 is arranged opposite the magnetic target 29. The angular position of the shaft 24, determined by the sensor 53 and the target, can be used by the variator 50 to put the supply current of the motor 20 in phase with the angular position of the shaft 24 and thus create the desired torque on the shaft 24, and / or for the torque, speed, or position control of the rotor R of the motor 20, and / or to generate position or speed information to the network supplying the electric motor 20.

[0123] Figure 10 illustrates, in perspective, a vehicle 90 comprising a body 92 and wheels 94, and at least one wheel motor comprising the assembly 1 as previously described, preferably one wheel motor for each wheel 94 of the vehicle 90. The output hub 16 of the assembly 1 carries a wheel 94 and said assembly 1 supports the body 92 of the vehicle relative to said wheel 94. In particular, the static forces exerted by the body 92 of the vehicle relative to the wheel 94 can be recovered by the bearing 18. Furthermore, the casing 12 can comprise one or more flanges for its attachment to the body of the vehicle 92.

[0124] A vehicle 90 according to the invention typically comprises four wheel motor assemblies 1 to form a transmission of a four-wheel drive vehicle, and comprising several interfaces, in particular a power interface, a cooling interface and a control interface.

[0125] Figure 11 schematically represents a control interface between the motor-wheel assemblies 1 of each wheel 94 of the vehicle, and a control unit 810, or computer, via a control bus 81. The control bus 81 may typically be of the “CAN-bus” type and connects each assembly 1 to the control unit 810 which may be a transmission computer of the vehicle, typically of the “VECU” (Vehicle Electronic Control Unit) type. The information and commands exchanged via the control bus 81 make it possible to carry out a certain number of functions during the different phases of the life of the vehicle 90, in particular assembly and commissioning on the production line during construction, or during its use, including the maintenance, troubleshooting or repair phases.

[0126] Figure 12 schematically represents a cooling interface and a power interface respectively between the wheel motor assemblies 1 of each wheel 94 of the vehicle and a cooling device via a cooling bus 82, and between the wheel motor assemblies 1 of each wheel 94 and a power supply device via a power bus 83.

[0127] The cooling device may be the liquid cooling network 820 of the vehicle 90, which may be shared with other equipment of the vehicle 90 and meet the cooling needs of the other functions of the vehicle. The assemblies 1, and in particular the cooling circuit C described above, may be supplied via the cooling bus 82 by different types of fluids. such as oil or water / glycol for example, having extended temperature ranges. This allows the use of the type of fluid and the refrigeration system already available on the vehicle 90, and avoids the addition of a specific fluid or circuit.

[0128] The power device 830 may typically comprise a battery, a power distribution unit (known by the acronym “PDU” for “Power Distribution Unit” in English) which comprises means for protecting the power bus 83, such as fuses for example, and makes it possible to simplify the production and securing of the electrical circuit with respect to the risks of electrocution of people. The power device 830 may further comprise an on-board charger, a direct current converter (of the “DC / DC” converter type) making it possible to supply power to the logic components, as well as lighting or communication devices with an operator (for example a screen or a buzzer), or even additional auxiliary functions, each of which may be supplied by one of the assemblies 1.

[0129] The power device 830 supplies each wheel motor assembly 1, via the power bus 83, with direct current from the battery. The electrical power flows are bidirectional in order to allow the operation of the motors of each assembly 1 in the four operating quadrants.

[0130] Figure 13 shows the assembly 1 in perspective, from the side of the variator 50 fixed on the casing 22. A connector 811 is fixed on the housing 52, and allows a connection between the control part of the connection card and the control bus 81, allowing the connection with the control unit 810. Two connectors 831 are also fixed on the housing 52, and allow a connection between the power part of the connection card and the power bus 83, allowing the connection with the power device 830. Finally, two connectors 821, allowing the inlet and outlet of the cooling fluid, are fixed on the manifold 528, and allow a connection between the cooling circuit C and the cooling bus 82, and therefore the liquid cooling network 820 of the vehicle 90.

[0131] Although the vehicle depicted is a mini articulated loader type, other vehicles are considered, including heavy goods vehicles, industrial or agricultural vehicles, etc.

[0132] Although this description refers to specific embodiments, modifications may be made to these examples without departing from the general scope of the invention as defined by the claims. Furthermore, individual features of the various embodiments illustrated or mentioned may be combined in additional embodiments. Therefore, the description and drawings should be considered in an illustrative rather than restrictive sense.

Claims

Claims

1. Assembly (1) comprising a reducer (10), in particular a reducer for a wheel motor, and a motor (20), the reducer (10) comprising a reducer housing (12), an output hub (16) supported relative to the reducer housing (12) by at least one bearing (18), an input member (32A) and at least one reduction stage (30A, 30B) coupling in rotation the input member (32A) and the output hub (16) while modifying the torque and speed ratio between the input member (32A) and the output hub (16), the input member and the output hub being rotatable about an axial direction (X), the output hub (16) being integral in rotation with a planet carrier (36B) of the at least one reduction stage, wherein the motor (20) comprises a motor housing (22) and a drive shaft (24) adapted to be selectively coupled to the input member (32A), the drive shaft (24) comprising a primary shaft (242) defining an internal housing (243),and an actuator (244) slidably mounted in said internal housing (243) and integral in rotation with the primary shaft, (242), the actuator (244) being movable between a first position in which the actuator (244) is rotatably coupled with the input member (32A) of the reducer, and a second position in which the actuator (244) is free to rotate relative to the reducer (10), the motor shaft (24) comprising a return element (25) positioned in the internal housing (243), tending to move the actuator (244) into the first position.

2. Assembly (1) according to claim 1, in which the reducer (10) comprises a pusher (17) extending in the output hub (16) in the axial direction (X), the pusher (17) being adapted to, in a first configuration, allow movement of the actuator (244) in the first position by the return element (25), and in a second configuration, maintain the actuator (244) in the second position.

3. Assembly (1) according to claim 2, in which the output hub (16) comprises a through bore (162) into which the pusher (17) is inserted, and at least one plug (60) closing said bore (162) and limiting an axial travel of the pusher.

4. Assembly (1) according to claim 3, the bore (162) being selectively closed by a first plug (60) capable of allowing axial movement of the pusher (17) in the axial direction (X) allowing the pusher (17) to be positioned in its first configuration, or by a second plug (609) longer than the first plug (60) and capable of axially blocking the pusher (17) between the second plug (60 7 ) and the actuator (244) so as to maintain the actuator (244) in the second position.

5. Assembly (1) according to claim 3, wherein said plug (60) is capable of adopting a passive position in which the plug (60) is configured to allow axial movement of the pusher (17) in the axial direction (X) allowing the pusher (17) to be positioned in its first configuration, and an active position in which it maintains the pusher (17) in its second configuration by blocking it axially between the plug (60) and the actuator (244) so as to maintain the actuator (244) in the second position.

6. An assembly (1) according to claim 5, wherein the cap (60) comprises a removable and reversible pin (64) and a primary housing (62) in which the pin (64) is housed, the pin comprising a secondary housing (63) such that when the cap (60) is in its passive position, the pin (64) is oriented so that the secondary housing (63) receives one end of the pusher (17), and when the cap (60) is in its active position, the pin (64) is returned inside the primary housing (62) so that the secondary housing (63) is oriented in a direction opposite to the pusher (17).

7. An assembly (1) according to any one of claims 3 to 6, wherein the plug (60, 60') is fixed to the output hub (16) by a front face (164) of said output hub (16), a front end (65) of the plug (60, 609 being flush with the front face (164) of the output hub (16), or set back therefrom.

8. An assembly (1) according to any one of claims 1 to 7, wherein the input member (32A) is a solar engaged with the at least one reduction stage (30A).

9. An assembly (1) according to any one of claims 1 to 8, wherein a cross-section of the actuator (244) and a corresponding cross-section of the internal housing (243) are non-circular, and optionally have lobes (243b).

10. Assembly (1) according to any one of claims 1 to 9, comprising a first stage (30A) engaged with the input member (32A) via satellites (34A) carried by a first planet carrier (36A), and a second stage (30B) comprising a second planet carrier (36B) integral in rotation with the output hub (16), the assembly further comprising at least two axial stops (19) capable of limiting an axial stroke of the first planet carrier (36A).

11. Vehicle (90) comprising a body (92) and wheels (94), and at least one assembly (1) according to any one of the preceding claims, the hub of output (16) of the at least one assembly (1) carrying one of the wheels (94) and said assembly (1) supporting the body (92) of the vehicle relative to said wheel (94).

12. Vehicle (90) according to claim 11, comprising a plurality of assemblies (1), each assembly (1) being connected to a control bus (81) capable of exchanging information and commands with each assembly (1), to a cooling bus (82) capable of supplying each assembly (1) with cooling fluid, and to a power bus (83) capable of supplying direct current to each assembly (1).

13. A method of disengaging a wheel motor comprising an assembly according to any one of claims 1 to 10, the disengaging method comprising moving the actuator (244) from a first position in which the actuator (244) is coupled in rotation with the input member (32A) of the reducer (10), and a second position in which the actuator (244) is free to rotate relative to the reducer (10), the assembly comprising the first plug (60) capable of closing the bore (162) of the output hub (16) of the reducer (10) and of allowing axial movement of the pusher (17) in the axial direction (X), and the second plug (60') longer than the first plug (60) and capable of axially locking the pusher (17) between the second plug (60') and the actuator (244) so as to hold the actuator (244) in the second position, the transition from the second position to the first position being achieved by removing a second plug (609 from the bore (162),and by fixing the first plug (60) on the output hub (16) so as to close the bore (162).,

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