A shaft assembly for a powertrain includes a shaft having a cavity extending at least partially from a first axial end to a second axial end of the shaft and opening at at least one of the first axial end and the second axial end. For example, the shaft may be a balance shaft, a camshaft, or a transmission shaft. A first core plug is disposed in the cavity. The shaft and the core plug may be the same material, or may be different materials. The shaft may have a first density, first cross-sectional area, or first area modulus, and the core plug may have a different second density, second cross sectional area, or second area modulus which may be less than the first density, the first cross-sectional area, or the first area modulus.

An eccentric assembly for a walking mechanism is provided. The eccentric assembly includes a barrel member and a shaft member. The barrel member includes a circumferential portion extending in a longitudinal direction and a web portion extending inwardly from the circumferential portion. Further, the web portion includes a cut-out region and an inner periphery outlining the cut-out region. The shaft member includes a tubular portion extending in the longitudinal direction and a flange portion extending outwardly from the tubular portion. The flange portion includes an outer periphery. Further, the shaft member is coupled to the barrel member such that the outer periphery of the flange portion substantially conforms to the inner periphery of the web portion. Further, the flange portion is configured to adjust an eccentricity of the shaft member with respect to the barrel member.

A rotor assembly is provided for an electric motor. The rotor assembly includes: a cylindrical magnet member having magnetization in both axial and radial directions, the magnet member being formed from a moldable magnetic material; and an output shaft receivable within the magnet member. An inner surface of the magnet member and an outer surface of the output shaft have complementarily-engagable interface elements thereon to prevent or limit dislocation of the magnet member and output shaft, and at least one of the interface elements is formed by overmolding of the magnet member and output shaft with the other of magnet member and output shaft.

A wheel head transmission (1) comprising a first and second shafts (W1, W2) which are connected to one another via a planetary transmission (PG). The wheel head transmission (1) comprises first and second planetary stages (P1, P2), which include a first element (E11, E12), a second element (E21, E22) and a third element (E31, E32). The first element (E11) of the first planetary stage (P1) is connected to the first shaft (W1) for conjoint rotation, the second element (E21) of the first planetary stage (P1) and the third element (E32) of the second planetary stage (P2) are connected to one another and the second shaft (W2) for conjoint rotation. The third element (E31) of the first planetary stage (P1) and the first element (E12) of the second planetary stage (P2) are connected together for conjoint rotation, and the second element (E22) of the second planet stage (P2) is immobilized.

The invention relates to a drive unit (10) for a vehicle comprising an electric machine (12) having a rotor shaft (14) and a transmission (16) with a transmission shaft (18), wherein the transmission shaft (18) is rotatably mounted in a first housing section (22) by means of a first rolling bearing (20) and the rotor shaft (14) is rotatably mounted in a second housing section (26) by means of a rolling second bearing (24). According to the invention, the transmission shaft (18) and the rotor shaft (14) are coupled to another in a rotationally fixed manner, wherein a third rolling bearing (28) which has an inner bearing ring (30) is arranged at the transition between the transmission shaft (18) and the rotor shaft (14), wherein the inner bearing ring (30) is in contact with the rotor shaft (14) and the transmission shaft (18) with its inner surface (32).

An integrated protection component for a sealing ring and associated sealing system for a vehicle transmission component, including a plug that can be inserted inside the sealing ring and an annular element for protecting the sealing ring during insertion of a rotating shaft is provided. The annular element includes a flange-shaped end and a tubular side wall that directly comes into engaging contact with the sealing ring and receives inside it the rotating shaft. The first end being provided with a handle, the plug engaging in a removable manner with the annular element and the tubular side wall being provided with a first weakened zone formed longitudinally alongside a second, radially formed, weakened zone of the first end so as to break following a pulling force exerted manually on the handle.

A drive system includes a motor and a gearbox. A three-bearing architecture is used to constrain a rotor shaft of the motor and a gear shaft of the gearbox. A first bearing interfacing with the gear shaft, a second bearing interfacing to the rotor shaft, and a central bearing are arranged between the first and second bearings. The central bearing includes a first race section configured to interface with the gear shaft and a second race section for interfacing to the rotor shaft. The first race section and the second race section are separate from each other and may be axially proximate to each other. The gear shaft includes a first section configured to interface with an inner race of the central bearing, and a second section configured to interface with the rotor shaft. The first and second sections are separate and may include the same pitch circle diameter.

The invention relates to a pivot pin (5) for an epicyclic gear train sliding bearing, having axially opposed, laterally open circumferential grooves (25a) providing flexibility to the pivot pin, each groove having a radial width and at least one depth (P). At least one of the circumferential grooves (25a,25b) has a said width and/or depth (P) which varies circumferentially.

A reducer of an electric power-assisted steering apparatus includes: a second shaft that is gear-coupled to a worm wheel by a worm disposed on an outer circumference of the second shaft and is connected to a first shaft driven by a motor through a power transfer member; a bearing coupled to an inside of a gear housing so as to support rotation of the second shaft; and a ring-shaped fixing member that is coupled to the second shaft and supported by one side of the bearing, and provides support between the second shaft and the bearing, thereby preventing the second shaft from escaping from the power transfer member.

A speed-change mechanism includes an output shaft on which a transmission module and a speed step-up module are mounted. The transmission module includes a driving roller that drives the output shaft in a single direction. The speed step-up module includes a connecting gear and a speed step-up gear that are rotatably and fixedly mounted to the output shaft, respectively, and a planet speed-change wheel assembly arranged therebetween. The speed step-up module includes an arrestor assembly. At a low speed, the planet speed-change wheel assembly is idling as being set in an orbiting motion and input power is suppled through the driving roller driving the output shaft in the single direction; and at a high speed, the arrestor assembly stops the orbiting motion of the planet speed-change wheel assembly to allow the speed-change gear of the planet speed-change wheel assembly to switch to a spinning motion to step up the speed.