A power system includes an electric motor for driving a left wheel and a right wheel of a vehicle, an electric motor control device for controlling the electric motor, a transmission disposed on a power transmission path between the electric motor, the left and right wheels, a differential device for distributing output decelerated by the transmission to the left and right wheels, a case which accommodates the electric motor, the transmission, and the differential device, a left axle of which one end is connected to the differential device and the other end extends from the case to be connected to the left wheel, and a right axle of which one end is connected to the differential device and the other end extends from the case to be connected to the right wheel. A conductive rotation allowing member having conductivity is provided between the differential device and the case.

The vehicle power device includes: a wheel bearing including a stationary ring and a rotary ring; and a motor including a stator and a rotor. The stator and the rotor of the motor generator have a smaller diameter than that of an outer peripheral part of the brake rotor, and an entirety of the motor, excluding a mounting part to the hub flange, is located within an axial range between the hub flange and an outboard-side surface of a chassis frame component. An insulating layer is interposed between the stationary ring and the stator.

The invention relates to a hydraulic device including: a stator and a rotor, in which the rotor can rotate relative to the stator about a first axis of rotation; and a shaft mounted on the rotor such as to rotate therewith. The shaft has a wheel carrier provided at a proximal end thereof and designed to receive a rim and a tire. The shaft includes a through-channel extending from the proximal end to an opposing distal end. The hydraulic device includes an air chamber formed at the distal end of the shaft and connected to the through-channel. The through-channel and air chamber are produced such as to allow a flow of air in order to control the pressure of a tire.

A shaft bearing for mounting a shaft of a motor vehicle, having an inner sleeve, an outer body which surrounds the inner sleeve thereby forming a gap, and an elastomer body which connects the inner sleeve and the outer body elastically to one another. The inner sleeve may be embedded in the elastomer body and form a receiving opening for pressing in a bearing element. The inner sleeve may have at least one first deformation which is directed radially inwards in such a way that a shear gap is formed between the first deformation and the bearing element. An elastomer bead that may be formed when the bearing element is pressed in may be compressed within the shear gap.

A wheel hub bearing unit includes an outer ring disposed on an axially outer side of the hub bearing unit and coupled to a wheel, a stationary shaft passing through a center bore of the outer ring, and a plurality of rolling elements arranged in an annular space between the outer ring and the stationary shaft. Motor and speed reduction units are offset from an axis of the wheel hub bearing unit in a direction perpendicular thereto, with the motor unit disposed adjacent to an axially inner end portion of the stationary shaft. The speed reduction unit includes an output gear coupled to the outer ring and a rolling bearing provided between the output gear and the stationary shaft to support the output gear. A carrier disposed on an axially inner side relative to the hub bearing unit is secured to the axially inner end portion of the stationary shaft.

The drivetrain system includes an I shield, two motors, two A-shields, and a gearset. Each A-shield is affixed to a respective one of the two motors, and each A-shield is also affixed to the I-shield. The gearset includes a motor shaft of one of the motors and a motor gear affixed to the motor shaft. Three motor bearings are arranged co-linearly and coupled to the motor shaft. The gearset also includes an intermediate shaft and a wheel gear affixed to the intermediate shaft and engaged with the first motor gear. A pinion gear is also affixed to the intermediate shaft. Two intermediate bearings are arranged co-linearly and coupled to the intermediate shaft. The gearset also includes a drive shaft and a drive gear affixed to the drive shaft and engaged with the first pinion gear. The motor shaft, intermediate shaft and drive shaft form a shaft angle that may allow compactness.

An in-wheel motor drive device includes an electric motor section, a speed reducer section having a speed-reduction structure using parallel shaft gears, a wheel bearing section, and a casing. The parallel shaft gears include at least one intermediate shaft each having an input-side and output-side intermediate gears, and an output shaft having a final output gear. The at least one intermediate shaft and the output shaft each have both end portions supported by rolling bearings to be rotatable. Among the rolling bearings, at least one rolling bearing arranged close to the input-side intermediate gear or a rolling bearing arranged close to the final output gear is arranged in a radially-inner-side recess portion of the gear, which is arranged close to the corresponding rolling bearing.

A transmission includes a countershaft, an input shaft and a clutch that couples the input shaft to the countershaft, a main transmission assembly having a main shaft and a main transmission clutch, the main shaft coupled to the countershaft via the main transmission clutch, and a range gear assembly. The transmission includes a power take-off shaft coupled to an axial end of the countershaft and colinear therewith, wherein the power take-off shaft and the countershaft are rotationally coupled to one another and axially decoupled from one another.

The present disclosure relates to an auxiliary drive of a combustion machine, in particular of a combustion machine of a utility vehicle. The auxiliary drive includes a shaft which is operatively connected to a crankshaft of the combustion machine and which has two shaft ends which are designed in each case for connection to a power-outputting and/or power-receiving machine arranged outside the crankcase.

A hybrid drive system for a motor vehicle includes a housing and an input shaft, which is provided to introduce torsional moments, which can be provided by an internal combustion engine, into the hybrid drive system, and which is rotatably mounted around a rotational axis. The system also includes an output shaft arranged coaxially in relation to the input shaft, an electric motor having a stator and a rotor, and a rotor support, which is non-rotationally connected to the rotor. The rotor support has a support hub, a support wall, and a support cylinder. The system also includes a separating clutch having a first inner disc carrier and a first outer disc carrier. A first bearing is arranged between the support hub and the housing. A second bearing is arranged between the support hub and the input shaft. The support wall and the support cylinder are a one-piece sheet metal part.