A boot for a shaft assembly joint and method of construction thereof are provided. The boot has a flexible hollow wall extending about a central axis between a first end and a second end. The first end has a skirt portion configured for snug engagement with an outer surface of a housing of the constant velocity joint and the second end has a neck portion configured for snug engagement with an outer surface of a shaft extending away from the constant velocity joint. At least one of the skirt portion and the neck portion has interior surface formed of a first material having a first coefficient of friction and an exterior surface formed of a second material having a second coefficient of friction, the first coefficient of friction being greater than the second coefficient of friction.

A composite transmission shaft includes a shaft portion, and a flanged end fitting. The flanged end fitting comprises a flared sleeve comprising a tubular portion and a flared portion, and a reinforcement portion fixed to the flared portion of the sleeve. The flanged end fitting and shaft portion have been resin transfer moulded together to form the transmission shaft.

The present invention relates to a drives haft comprising an elongated monolithic composite tube (20) with a front joint (10) having a tube yoke (12) and a rear joint (40) at a distance from the front joint (10) both are provided at corresponding opposite ends thereof characterized in that an inner layer (24) is comprising carbon or glass fibers which are coaxially wound on top of each other and an outer layer (22) wound directly on the inner layer (24) and the ratio (h1/h2) between the thickness of carbon fiber winding (hi) and glass fiber winding (h2) is bigger than 0.1.

A boot for a shaft assembly joint and method of construction thereof are provided. The boot has a flexible hollow wall extending about a central axis between a first end and a second end. The first end has a skirt portion configured for snug engagement with an outer surface of a housing of the constant velocity joint and the second end has a neck portion configured for snug engagement with an outer surface of a shaft extending away from the constant velocity joint. At least one of the skirt portion and the neck portion has interior surface formed of a first material having a first coefficient of friction and an exterior surface formed of a second material having a second coefficient of friction, the first coefficient of friction being greater than the second coefficient of friction.

A component part for a motor vehicle having a hollow profile portion of a fiber-reinforced plastic and a load introduction element of a metal material. The hollow profile portion and the load introduction element are connected in a common connection portion via a nondetachable, glued plug-in connection in which an end portion of the load introduction element and an end portion of the hollow profile portion engage in one another by positive engagement. The end portion of the load introduction element has a spline with teeth extending in longitudinal direction of the common connection portion so that the stiffness of the end portion of the load introduction element reduced in longitudinal direction of the common connection portion.

An apparatus for forming a composite shaft may comprise an axial fiber strip dispensing assembly and a hoop fiber strip dispensing assembly. The axial fiber strip dispensing assembly may include a plurality of fiber strip guides located circumferentially about a center axis. The plurality of fiber strip guides may be configured to dispense a plurality of circumferentially adjacent first fiber strips with the plurality of circumferentially adjacent first fiber strips extending in a generally axial direction. The hoop fiber strip dispensing assembly may be configured to dispense a second fiber strip circumferentially about the center axis.

An intermediate shaft assembly and method of assembly thereof are provided. The intermediate shaft assembly includes a first shaft extending between a first end and a second end. The first shaft has a tubular wall portion with an inner surface bounding a hollow bore extending into said first end. The inner surface has a plurality of female splines and the tubular wall portion has at least one through opening. A second shaft extends between a coupling end and a connection end. The connection end has an outer surface sized for a clearance fit within the hollow bore. The outer surface has a plurality of male splines configured for an interdigitated fit with the female splines. The interdigitated fit establishes a clearance gap between the male splines and the female spines. A polymeric material at least partially fills the clearance gap and extends into the at least one through opening.

A method of producing a universal joint assembly. The method comprises providing a joining member for forming a universal joint, said joining member comprising a first pivot and a second pivot; applying continuous fibre reinforcement and a polymer matrix to a form including said joining member to create a single fibre-reinforced polymer structure in which the joining member is embedded; and splitting said single fibre-reinforced structure into a first fibre-reinforced polymer shaft and a second fibre-reinforced polymer shaft that are coupled together by the joining member to form a universal joint.

A drive shaft has a central tubular portion formed of a polymer composite with imbedded fibers. It extends between a first end and a second end. The central tubular portion has an outer peripheral surface. There is at least one ring on the outer peripheral surface of the central tubular portion. A method of repairing a composite material tube includes the steps of (a) identifying a damaged area on a composite tube, and (b) placing a patch on a surface of the tube and over the damaged area.

A drive shaft extending along a central axis is configured to operate under dominant unidirectional torsional load. The drive shaft has an asymmetrically-structured composite body which is configured to have a greater torque-carrying capability in a first torsional direction than in a second torsional direction that is opposite the first torsional direction.