There is disclosed a coupling unit (100) for transmission of a rotary driving force, comprising a first coupling member (110) having a curved first bearing surface (116) and a second coupling member (150) having a main coupling body (154) and a curved second bearing surface engaging the first bearing surface thereby enabling rotation of the second coupling member (150) relative to the first coupling member (110). The second coupling member comprises at least two carrying elements (158) which are each provided with a respective one of at least two second bearing surface segments (160) of the second bearing surface that engage the first bearing surface. At least two connecting elements (156) of the second coupling member (150) each connect a respective one of the at least two carrying elements (158) with the main coupling body (154) and comprise an elastically deformable material. In a first deformed condition the elastically deformable material provides a first biasing force urging the at least two second bearing surface segments (160) into contact with the first bearing surface. A blocking element (120) of the first coupling member (110) is arranged between the first bearing surface (116) and the main coupling body (154) and is configured to prevent passage of the carrying elements (158) along the blocking element at least in the first deformed condition. In a second deformed condition of the elastically deformable material, wherein the elastically deformable material provides a second biasing force larger than the first biasing force, the carrying elements (158) are able to pass along the blocking element.

A transmission for a vehicle includes a clutch unit connectable to an input shaft of the transmission and an electric motor connected to the clutch unit for transferring torque from the electric motor to the input shaft through the clutch unit. The transmission has a first gear component driven by the electric motor and a second gear component rotationally locked to the clutch unit by an engagement means. The first and second gear components are engaged with each other for transferring torque from the electric motor to the clutch unit. The transmission further has at least one bearing arranged for journaling the second gear component and carrying radial load caused by the electric motor when torque is transferred from the electric motor to the clutch unit. The engagement means is designed to allow a radial run out of the clutch unit relative to the second gear component.

A propshaft with first and second propshaft segments, a bearing assembly, a slinger and a boot seal. The first and second propshaft segments have connection members that are non-rotatably but axially slidably coupled together. The bearing assembly is mounted to the first propshaft segment and supports the first propshaft segment for rotation. The slinger has a first slinger member, which is mounted to the bearing assembly, and a second slinger member that is mounted to the first propshaft segment. The first and second slinger members cooperate to shroud an axial end of the bearing assembly and are spaced apart from one another to form a labyrinth. Opposite ends of the boot seal are fixedly coupled to the second slinger member and the second propshaft segment. A vent is disposed through the second slinger member to fluidly couple the boot seal and the labyrinth.

A flexible coupling for coupling a first shaft and a second shaft includes a first body and a second body. The first body includes a first end to be fixed to the first shaft, a second end to be fixed to the second shaft and a first tooth, fixed to the radially inner face. The second body is secured to the first body, and has a radially outer face and a second tooth fixed to the radially outer face. The first tooth and the second tooth come into contact when a torque is applied to the first end of the first body so as to transmit the torque to the second end of the first body by the intermediary of the second body.

A screw engagement system comprising a screw and a driver. The screw may comprise a recess in the screw head and a plurality of grooves arranged circumferentially around and formed radially outwardly into the screw head from an inner circumferential surface of the screw head recess. The driver may comprise a driver head having the general shape of a spherical frustum and including a plurality of splines that engage the screw head recess grooves and transmit torque and impart rotational motion to the screw therethrough.

The present invention discloses a shaft-tube joint structure of a carbon fiber reinforced plastic (CFRP) drive shaft. The shaft-tube joint structure includes a hollow shaft tube, a plurality of first rectangular teeth being uniformly and circumferentially arranged at both ends of the hollow shaft tube; two shaft-tube joints which are respectively fixed at two ends of the hollow shaft tube, the thickness of the shaft-tube joint being smaller than that of the hollow shaft tube, and an inner wall of the shaft-tube joint being smoothly connected to an inner wall of the hollow shaft tube; and a universal joint, an end thereof being tubular, a plurality of second rectangular teeth being uniformly and circumferentially arranged, the universal joint being matched with and sleeving the outer wall of the shaft-tube joint, and the second rectangular teeth being meshed with the first rectangular teeth.

A drive assembly for a thruster drive. The drive assembly has a drive shaft that can be connected to a drive motor, an upper deflection gear mechanism, a connecting shaft, a lower deflection gear mechanism and a propeller shaft that can be driven by the lower deflection gear mechanism. The connecting shaft connects the upper deflection gear mechanism to the lower deflection gear mechanism. The connecting shaft is connected to the upper deflection gear mechanism by a first shaft-hub connection and to the lower deflection gear mechanism by a second shaft-hub connection. The first shaft-hub connection has a first hub have a first internal tooth set, which is connected in a form-fitting manner to a first external tooth set of the connecting shaft and to an external tooth set of an output shaft of the upper deflection gear mechanism. At least one of the external tooth sets has a crowning.

In a gear spindle, outer cylinder gear sections (11) are each integrally formed on an inner peripheral surface of a spindle outer cylinder and inner cylinder gear sections (14) are each integrally formed on an outer peripheral surface of a spindle inner cylinder (13). An oil seal (27) that seals in the lubricating oil (20) for each of the aforementioned gear sections includes, a seal body (29) having a channel-shaped cross section and interposed in the peripheral gap between the inner peripheral surface of the spindle outer cylinder and the outer peripheral surface of the spindle inner cylinder (13), and a seal mounting member (30) that includes a band, a spring, or the like that tightens and fixes the seal body to the outer peripheral surface of the spindle inner cylinder (13) to allow expansion of the seal body in the axial direction in the aforementioned peripheral gap.

An axle final drive assembly for a work vehicle is provided. The axle final drive assembly includes a final drive housing; an output shaft extending from the final drive housing; a planetary gear set contained in the final drive housing and having an element fixed to the output shaft; and an input member contained in the final drive housing providing rotational input to the planetary gear set for driving the output shaft. The planetary gear set, at least in part, is pivotally coupled to the input member.

A drive system for an aircraft landing gear is described. The drive system includes a drive pinion, a drive shaft arranged to rotate the drive pinion about a drive axis, and a casing which rotatably supports the drive shaft. The drive pinion is rotatably supported on the casing by a self-aligning bearing. The drive pinion is coupled to the drive shaft by a flexible coupling adapted to transfer torque between the drive pinion and the drive shaft and to permit tilting of the drive pinion relative to the drive axis.