A coupling and control assembly includes an internal latching mechanism to hold a support member and a coupling member together in position so that the support member and the second coupling member rotate together without using any energy.

A torque limiting device comprises an input shaft, an output shaft and a machined torsion spring having a first end and a second end. The first end and the second end of the torsion spring are coupled to the both the input shaft and the output shaft, whereby torque is transmitted between the input shaft and output shaft via the torsion spring. The couplings between the torsion spring and the input shaft and the output shaft permit limited relative rotation between the input shaft and the output shaft. The device further comprises a jamming mechanism operable in response to relative rotation between the input shaft and output shaft to stop rotation of both the input shaft and the output shaft.

A torque limiting device comprises an input shaft, an output shaft and a machined torsion spring having a first end and a second end. The first end and the second end of the torsion spring are coupled to the both the input shaft and the output shaft, whereby torque is transmitted between the input shaft and output shaft via the torsion spring. The couplings between the torsion spring and the input shaft and the output shaft permit limited relative rotation between the input shaft and the output shaft. The device further comprises a jamming mechanism operable in response to relative rotation between the input shaft and output shaft to stop rotation of both the input shaft and the output shaft.

A drive arrangement and a vehicle having a damper device having a damper primary side and a damper secondary side. The damper primary side forms a first drive interface for the coupling of a crankshaft of an internal combustion engine, having a freewheel device with a freewheel input and a freewheel output. The damper secondary side is coupled rotationally conjointly to the freewheel input, having a gearbox section operatively connected to the freewheel output, having an output interface for the coupling of a drive output section of the vehicle, wherein the output interface is operatively connected to the gearbox section, and having a second drive interface for the coupling of the electric motor and operatively connected to the gearbox section by a control device. The drive arrangement can, by the control device, be switched into different operating states such that a drive torque can be transmitted to the output interface by the first drive interface or by the second drive interface.

A drive arrangement and a vehicle having a damper device having a damper primary side and a damper secondary side. The damper primary side forms a first drive interface for the coupling of a crankshaft of an internal combustion engine, having a freewheel device with a freewheel input and a freewheel output. The damper secondary side is coupled rotationally conjointly to the freewheel input, having a gearbox section operatively connected to the freewheel output, having an output interface for the coupling of a drive output section of the vehicle, wherein the output interface is operatively connected to the gearbox section, and having a second drive interface for the coupling of the electric motor and operatively connected to the gearbox section by a control device. The drive arrangement can, by the control device, be switched into different operating states such that a drive torque can be transmitted to the output interface by the first drive interface or by the second drive interface.

A drive mechanism for an electric propulsion system that comprises an electric machine is disclosed. The drive mechanism comprises a drive shaft with a longitudinal axis A, an engagement means, and a disconnect mechanism. The engagement means comprises a drive shaft engagement element and an electric machine engagement element. The drive engagement element comprises a first and second shaft gear ring, and each shaft gear ring is supported on the drive shaft. Each shaft gear ring comprises a plurality of gear teeth which are circumferentially disposed around the drive shaft, and the gear teeth extend radially outward from the drive shaft.

A drive mechanism for an electric propulsion system that comprises an electric machine is disclosed. The drive mechanism comprises a drive shaft with a longitudinal axis A, an engagement means, and a disconnect mechanism. The engagement means comprises a drive shaft engagement element and an electric machine engagement element. The drive engagement element comprises a first and second shaft gear ring, and each shaft gear ring is supported on the drive shaft. Each shaft gear ring comprises a plurality of gear teeth which are circumferentially disposed around the drive shaft, and the gear teeth extend radially outward from the drive shaft.

A coupling assembly arranged between an input shaft and a rotor shaft of a supercharger includes a first hub, a second hub, a first side coupling assembly, a second side coupling assembly, a central hub and a plurality of coupler pins. The first hub can be mounted with the input shaft. The second hub can be mounted with the rotor shaft. The first side coupling assembly can have a first side coupling body and a first side elastomeric insert. The second side coupling assembly can have a second side coupling body and a second side elastomeric insert. The central hub can define central hub bores therein. The plurality of coupler pins can be received in the central hub bores. The first and second side elastomeric inserts provide dampening between (i) the first side coupling body and the central hub and (ii) the second side coupling body and the central hub.

A coupling assembly arranged between an input shaft and a rotor shaft of a supercharger includes a first hub, a second hub, a first side coupling assembly, a second side coupling assembly, a central hub and a plurality of coupler pins. The first hub can be mounted with the input shaft. The second hub can be mounted with the rotor shaft. The first side coupling assembly can have a first side coupling body and a first side elastomeric insert. The second side coupling assembly can have a second side coupling body and a second side elastomeric insert. The central hub can define central hub bores therein. The plurality of coupler pins can be received in the central hub bores. The first and second side elastomeric inserts provide dampening between (i) the first side coupling body and the central hub and (ii) the second side coupling body and the central hub.

A double knuckle coupling suitable for transmitting torque applied to a first input shaft to a second shaft wherein the coupling accommodates angular changes between the shafts. Additionally, the disclosure describes an improved mud motor transmission incorporating the coupling.