A shaft connection 1 for a longitudinal shaft assembly, has at least a first shaft having a first and second ends, and a second shaft, disposed so as to be coaxial with the first shaft, having first and second ends; the shafts extending axially. The first end forms a hollow portion. The first shaft end forms a first journal having a displacement portion. The first shaft end at least in an initial position of the shaft connection extends through the hollow portion which axially by the displacement portion forms a guide portion and circumferentially forms a form-fitting first connection. In the initial position a mutual axial displacement of the first and second shafts is prevented by an axial securing feature. In a crash the axial securing feature; is releasable by an axial release force. The first shaft is axially displaceable relative to the second shaft.

A drive apparatus for a vehicle having an electric machine whose rotor shaft is constructed as a hollow shaft having an internal tooth arrangement. A gear mechanism drive shaft, which has an external tooth arrangement, is inserted coaxially relative to the hollow shaft into the hollow shaft, to form a torque-transmitting spline. The rotor shaft with a rotor shaft rotary bearing being interposed is guided outward through a bearing opening of an electric machine housing, and the gear mechanism drive shaft has a centering seat which is in abutment with the internal circumference of the rotor shaft with a tight clearance fit. The gear mechanism drive shaft is subjected to bending (D) during travel operation as a result of radially active operating forces (F.sub.R). To reduce the bending stress (D), the centering seat of the gear mechanism drive shaft is arranged without an axial offset with respect to the rotor shaft rotary bearing, in axial alignment relative to the rotor shaft rotary bearing.

A constant velocity housing is provided to couple a plunging CV joint with a transaxle. The constant velocity comprises an elongate housing configured to retain the plunging CV joint and a splined shaft configured to engage with a transaxle. A locking system removably retains the splined shaft within the transaxle. The locking system comprises a lock pin in mechanical communication with pins slidably retained within radial holes disposed in the splined shaft underneath a snap-ring. An actuator moves the lock pin to push the pins to operably change a diameter of the snap-ring. When the actuator is loosened, the snap-ring constricts to a diameter less than the diameter of the splined shaft, allowing removal of the splined shaft from the transaxle. When the actuator is fully tightened, the snap-ring assumes a diameter greater than the diameter of the splined shaft, such that the spline shaft remains engaged with the transaxle.

A spline connection having a hub with a toothing profile on the inner circumference, an axle journal having a toothing profile on an outer circumferential portion, a shoulder for axial support and/or abutment against the hub, and a tensioning device for axially bracing the axle journal with the hub. The hub has a constant toothing profile and the axle journal has a first portion and a second portion with different toothing profiles. The first portion is arranged on the insertion side to be further away from the shoulder than the second portion and has a constant toothing profile with play with respect to the toothing profile of the hub. The second portion is arranged on the shoulder side and has a toothing profile which has reduced tooth spaces compared with the first portion and which is play-free with respect to the toothing profile of the hub.

A power transmission shaft includes: a bearing including a cylindrical portion, an internal spline portion, and an internal spline side annular groove including a bottom surface, and a first side wall and a second side wall, the first side wall which includes a first inclination surface inclined with respect to the rotation axis of the shaft portion, and on which the circlip is abutted in a state where a radius of the circlip is decreased within the internal spline side annular groove, and the second side wall on which the circlip is abutted in the state where the radius of the circlip is decreased within the internal spline side annular groove.

A disconnector assembly for a wheel hub transmission where the wheel hub transmission may have an input shaft that receives an input torque from a drive unit. The disconnector assembly may have a first coupling portion driven by the input shaft, and a connector having a second coupling portion and being axially displaceable between a first axial position and a second axial position. Each of the first and second coupling portions may have at least two engagement sections and at least one disengagement section positioned between the engagement sections. The engagement sections of the first and second coupling portions may engage each other when the connector assumes the first axial position. When the connector assumes the second axial position, at least one engagement section of the first and second coupling portion may be received in the disengagement section of the respective other of the first and second coupling portion.

A torque transmission system having multiple torque transmission pathways from a driving shaft to a driven shaft. The driving shaft extends from a lower segment to an upper segment via an intermediate segment, the driven shaft extending from a first segment to a second segment. The transmission system includes a nominal spline coupling that is operational in a nominal operating mode, a backup spline coupling between the driving shaft and the driven shaft that is inactive in the nominal operating mode, and a backup radial guide device between the driving shaft and the driven shaft that is inactive in the nominal operating mode.

A rod-end front suspension is provided for an off-road vehicle. The rod-end front suspension comprises a spindle assembly that is pivotally coupled with an upper suspension arm by way of a first rod-end joint and pivotally coupled with a lower suspension arm by way of a second rod-end joint. A steering rod-end joint coupled with the spindle assembly pivotally receives a steering rod. An axle assembly coupled with the spindle assembly conducts torque from a transaxle to a wheel coupled with the spindle assembly. Each of the first and second rod-end joints comprises a ball rotatably retained within a casing. The ball is fastened within a recess between parallel prongs extending from the spindle assembly. A threaded shank extending from the casing is threadably fixated with the suspension arm, such that the spindle assembly may be moved with respect to the casing and the suspension arm.

A motor vehicle drive shaft has a receptacle tube component with a receptacle internal diameter and a push-fit component with a push-fit external diameter. The push-fit external diameter is smaller than or equal to the receptacle internal diameter. The receptacle tube component and the push-fit component can be rotated about a common drive shaft rotational axis and extend along the latter in a longitudinal direction. The receptacle tube component and the push-fit component are connected to one another for the transmission of torque. A connecting component is provided, wherein the connecting component is connected in a torque-conducting manner to the receptacle tube component by way of a receptacle connection. The connecting component is connected to the push-fit component by way of a push-fit connection. At least one of the two connections is configured as a combined frictionally locking and positively locking shaft/hub connection.

A joint assembly for use in a motor vehicle. The joint assembly includes a first joint member that is drivingly connected to a second joint member via one or more third joint members. At least a portion of the first joint member is drivingly connected to at least a portion of a first shaft and at least a portion of the second joint member is drivingly connected to at least a portion of a second shaft. One or more first joint member tool grooves circumferentially extends along the outer surface of the first joint member. The joint assembly further includes a nut that drivingly connects at least a portion of a third shaft to at least a portion of the second shaft. The nut includes one or more nut tool grooves circumferentially extending along the outer surface of the nut.