A vehicle drive apparatus includes: a sleeve including a first peripheral surface provided side by side with a spline; a connecting member including a groove provided side by side with a spline in spline engagement with the spline, recessed radially relative to the first peripheral surface, and including a bottom surface that serves as a second peripheral surface facing the first peripheral surface; and a tolerance ring disposed in the groove so as to exert a radial elastic force between the sleeve and the connecting member.

A lubricant supported electric motor includes a stator and a rotor and a drive hub. The rotor is moveable relative to the stator and a gap is defined between the rotor and the stator. A lubricant is disposed within the gap to support the rotor relative to the stator and provide a bearing mechanism. The drive hub is coupled to the rotor such that rotation of the rotor causes rotation of the drive hub. The drive hub may be connected to the rotor via a coupler member that is torsionally stiff and axially and radially compliant. The stator may be fixed relative to a connection structure that extends radially within the stator. The connection member may support the drive hub for rotation. Lubricant is supplied via a passageway extending through the connection member into a chamber that includes the gap.

There is disclosed an aircraft engine having: an engine shaft; a first transmission shaft in driving engagement with the engine shaft and a second transmission shaft concentric with the first transmission shaft and in driving engagement with the first transmission shaft, the second transmission shaft drivingly engageable to an engine accessory, the first and second transmission shafts rotatable about an axis; and at least two axially spaced apart annular ring seals disposed radially between the first and second transmission shafts, the at least two annular ring seals biased against both of the first and second transmission shafts.

There is disclosed an aircraft engine having: an engine shaft; a first transmission shaft in driving engagement with the engine shaft and a second transmission shaft concentric with the first transmission shaft and in driving engagement with the first transmission shaft, the second transmission shaft drivingly engageable to an engine accessory, the first and second transmission shafts rotatable about an axis; and at least two axially spaced apart annular ring seals disposed radially between the first and second transmission shafts, the at least two annular ring seals biased against both of the first and second transmission shafts.

A nutation reducer includes: a case, two pairs of nutation gear pairs, each pair being disposed in the case and composed of a nutation gear and non-nutation gear in engagement, and the non-nutation gear being fixed in the case or integrated formed in the case; an output shaft, rotationally disposed in the case; two annular spring films, each nutation gear of the gear pair is connected to the output shaft through one annular spring film; a nutation generating mechanism disposed in the case, two nutation gear pairs being respectively disposed on both sides of the nutation generating mechanism. Power-split arrangement is applied in this application, symmetric layout of the nutation gear pairs is adopted. In this way, the working efficiency of the reducer is obviously improved, meanwhile the volume and weight of the reducer, and the heat generated in working process are reduced, and power density is improved.

The present disclosure provides a connection and torque transfer apparatus having a torque input end and a torque output end electrically insulated, an accessory and use thereof. The connection and torque transfer apparatus comprises at least: a torque input component, an intermediate body component, and a torque output component; and the accessory can match the foregoing apparatus to form an assembly. The apparatus has a few components, high reliability, good insulating performance, excellent torque transfer performance and low costs, and is simple and convenient to manufacture.

There is disclosed an aircraft engine having: an engine shaft; a first transmission shaft in driving engagement with the engine shaft and a second transmission shaft concentric with the first transmission shaft and in driving engagement with the first transmission shaft, the second transmission shaft drivingly engageable to an engine accessory, the first and second transmission shafts rotatable about an axis; and at least two axially spaced apart annular ring seals disposed radially between the first and second transmission shafts, the at least two annular ring seals biased against both of the first and second transmission shafts.

There is disclosed an aircraft engine having: an engine shaft; a first transmission shaft in driving engagement with the engine shaft and a second transmission shaft concentric with the first transmission shaft and in driving engagement with the first transmission shaft, the second transmission shaft drivingly engageable to an engine accessory, the first and second transmission shafts rotatable about an axis; and at least two axially spaced apart annular ring seals disposed radially between the first and second transmission shafts, the at least two annular ring seals biased against both of the first and second transmission shafts.

A coupling for attaching a pair of longitudinally aligned rotatable shafts. It has a pair of circular hubs having a bore through a central axis. A shaft is fixed within each bore. A circular power ring is positioned between the hubs. Either the hubs or the power ring have circular apertures through and spaced around each hub and a hollow bushing positioned in each circular aperture. The other of the hubs or the power ring has mating coupling pins extending outwardly mounted within a corresponding one of the hollow bushings. Preferably an end of the coupling pins mating with the bushings have a generally truncated spherical, bulbous configuration with an outside diameter about 5% to about 25% greater than an outside diameter of its opposite end. Preferably elastically deformable, solid cylindrical spacers are attached to, and projecting between each circular hub and the circular power ring.

A flexible coupling assembly for a power transmission system including a first shaft defining an axis, configured for connecting to a first rotating member, the first shaft adjoining and passing through a first flexible diaphragm coupling and lockably connecting to a quill shaft by a locking flange and the quill shaft being configured for connecting to a second rotating member, including a first mating portion for receiving the locking flange of the first shaft within a circumferential opening, wherein the quill shaft is disposed within a primary diaphragm coupling shaft.