A universal joint assembled in a drill string transfers torque between two components where the shafts of the components are not completely aligned. The universal joint includes two members each with pin connections on one end and axially extending arms on the other end. The axially extending arms intermesh when the members are assembled defining a closed cavity between the arms. The cavity retains a ball bearing held between two seats. The universal joint when assembled to portions of the drill string at the pins on each end transfer torque by intermeshing of the teeth. Axial force is transferred through the seats holding the ball bearing.

A universal joint assembled in a drill string transfers torque between two components where the shafts of the components are not completely aligned. The universal joint includes two members each with pin connections on one end and axially extending arms on the other end. The axially extending arms intermesh when the members are assembled defining a closed cavity between the arms. The cavity retains a ball bearing held between two seats. The universal joint when assembled to portions of the drill string at the pins on each end transfer torque by intermeshing of the teeth. Axial force is transferred through the seats holding the ball bearing.

Disclosed are a drive wheel bearing and a method of manufacturing the same. The drive wheel bearing includes: a wheel hub which is integrally and rotatably fastened to a vehicle wheel; an inner race which is fitted with the wheel hub and integrally and rotatably coupled to the wheel hub; an outer race which rotatably supports the wheel hub and the inner race in a state in which the wheel hub and the inner race are fitted into the outer race; rolling elements which are interposed between the outer race and the wheel hub and between the outer race and the inner race; and a constant velocity joint which is integrally and rotatably connected to the wheel hub or the inner race by means of a face spline in order to receive power from an engine and transmit the received power to the vehicle wheel, in which the face spline of each of the wheel hub and the constant velocity joint have a structure in which teeth having the same size and tooth grooves having the same size radially extend, and are alternately and continuously arranged in a circumferential direction, and as a result, it is possible to smoothly transmit rotational power of the engine to the vehicle wheel through the wheel bearing.

Disclosed are a drive wheel bearing and a method of manufacturing the same. The drive wheel bearing includes: a wheel hub which is integrally and rotatably fastened to a vehicle wheel; an inner race which is fitted with the wheel hub and integrally and rotatably coupled to the wheel hub; an outer race which rotatably supports the wheel hub and the inner race in a state in which the wheel hub and the inner race are fitted into the outer race; rolling elements which are interposed between the outer race and the wheel hub and between the outer race and the inner race; and a constant velocity joint which is integrally and rotatably connected to the wheel hub or the inner race by means of a face spline in order to receive power from an engine and transmit the received power to the vehicle wheel, in which the face spline of each of the wheel hub and the constant velocity joint have a structure in which teeth having the same size and tooth grooves having the same size radially extend, and are alternately and continuously arranged in a circumferential direction, and as a result, it is possible to smoothly transmit rotational power of the engine to the vehicle wheel through the wheel bearing.

A toothing, in particular of a drive spindle for driving a roll in rolling mills or continuous casting plants, which has several teeth and meshes with a second toothing in the manner of a spline, wherein a flank line of the teeth has a curvature, and a deflection angle is formed between the rotational axis of the second toothing and the rotational axis of the drive spindle toothing, and wherein the teeth of drive spindle toothing have a twist in form of profile angle deviation over the tooth width in the flank direction.

A shaft assembly includes a first shaft, a second shaft and a constant-velocity joint secured to the second shaft. The constant-velocity joint includes an outer can secured to the second shaft and an inner race located at least partially in an outer can pocket. The first shaft is coupled to the inner race. The shaft assembly further includes a seal assembly including an outer boot having an outer boot first end secured to the first shaft and an outer boot second end secured to the outer can.

A shaft assembly includes a first shaft, a second shaft and a constant-velocity joint secured to the second shaft. The constant-velocity joint includes an outer can secured to the second shaft and an inner race located at least partially in an outer can pocket. The first shaft is coupled to the inner race. The shaft assembly further includes a seal assembly including an outer boot having an outer boot first end secured to the first shaft and an outer boot second end secured to the outer can.

A direct orientation vector rotor (DOVER) for use on rotary wing aircraft includes a gear set for multidirectional rotor orientation based on the spherical coordinate system; an inclination mechanism, wherein the rotor is moved from the 0 horizontal position to an inclined position; a rotational turret, wherein the rotor is moved along the azimuth and wherein the inclination mechanism is housed; and a motion-adapted gear lubrication housing.

A torque transmission joint transmits torque between a drive shaft and a driven shaft. The torque transmission joint includes: a coupling including: a first concave-convex portion which is provided on one of inner and outer circumferential surfaces thereof and is engaged with a drive-side concave-convex portion of the drive shaft with a gap; and a second concave-convex portion which is provided on the other of the inner and outer circumferential surfaces and is engaged with a driven-side concave-convex portion of the driven shaft with a gap; a drive-side elastic member which is provided between the drive shaft and the coupling to be torque-transmittable; and a driven-side elastic member which is provided between the coupling and the driven shaft to be torque-transmittable. A concave-convex shape of the first concave-convex portion and a concave-convex shape of the second concave-convex portion are different from each other.

A torque transmission joint transmits torque between a drive shaft and a driven shaft. The torque transmission joint includes: a coupling including: a first concave-convex portion which is provided on one of inner and outer circumferential surfaces thereof and is engaged with a drive-side concave-convex portion of the drive shaft with a gap; and a second concave-convex portion which is provided on the other of the inner and outer circumferential surfaces and is engaged with a driven-side concave-convex portion of the driven shaft with a gap; a drive-side elastic member which is provided between the drive shaft and the coupling to be torque-transmittable; and a driven-side elastic member which is provided between the coupling and the driven shaft to be torque-transmittable. A concave-convex shape of the first concave-convex portion and a concave-convex shape of the second concave-convex portion are different from each other.