Example torque tube assemblies for use with aircraft high lift devices are described herein. An example apparatus includes a spline coupling having a first yoke, a sliding splined shaft having a second yoke and a torque tube having a first end and a second end opposite the first end. A first fitting with a third yoke is coupled to the first end of the torque tube, and a second fitting with a fourth yoke is coupled to the second end of the torque tube. The third yoke is coupled to the first yoke to form a first U-joint, and the fourth yoke is coupled to the second yoke to form a second U-joint. The spline coupling is to be coupled to a first high lift device drive shaft and the sliding splined shaft is to be coupled to a second high lift device drive shaft.

A low surface-roughness part is formed at a first tapered part, and, as a result, the roughness of an opening-edge of a groove part of an internal spline part that opens at the first tapered part is reduced, and surface pressure applied by the opening edge to a tooth of an external spline part can be reduced. As a result, the opening edge of the groove part of the internal spline part can be kept from digging into the tooth, and variation, between products, in the insertion load of a second shaft part can be suppressed.

Apparatus and methods for achieving a high strength bonded joint between a stub connector and a shaft.

A flexible coupling for a drive train, the coupling having a drive yoke, a driven yoke, and a connector for transferring rotational torque between the yokes. The drive and driven yokes are manually inserted into slots in the connector. The drive yoke connects to a drive shaft and the driven yoke connects to a driven shaft. Rotating the drive shaft rotates the drive yoke against the connector causing it to rotate; which in turn transfers torque to and rotates the driven yoke. Surfaces on the yokes and connector that contact one another during rotation define contact surfaces. Portions of the yokes and/or connector having the contact surfaces are obliquely profiled so that contact surfaces on the yokes are complementary to corresponding contact surfaces on the connector, which increases the areas of force transfer between the yokes and connectors to reduce stress concentrations.

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 composite vehicle driveshaft assembly includes a composite tube and a yoke bonded to one of the ends of the tube. The yoke has an inner sleeve that is concentrically received in the end of the tube. The sleeve has an outer peripheral surface that faces the inner peripheral surface of the tube with a cavity formed therebetween. An adhesive injection passage is formed in the yoke and extends at an acute angle from an inlet that is formed in an axial surface of the yoke to an outlet that is formed in the outer peripheral surface of the sleeve and that opens into the cavity. Also disclosed is a method of bonding a yoke of such a driveshaft assembly to a composite tube.

Disclosed is a driveshaft joint embodiment providing increase of driveshaft joint strength and longer life by keeping the rotational diameter fixed and providing placement under the vehicle in dimensional terms subject to the rotation diameter thanks to the embodiment provided on the driveshaft joint.

A universal joint assembly includes a yoke including a serration hole to receive an end portion of a steering column and a bolt-hole to receive a bolt which is used to restrict the steering column received in the serration hole, and a misassembly prevention member coupled to the yoke and elastically movable from a first position in which the bolt-hole is at least partially blocked to a second position in which the bolt-hole is opened, thereby preventing a misassembly of the steering column and improving safety and reliability of the universal joint assembly.

A system for determining the number of revolutions of a cardan shaft, having at least a magnet and at least a hall sensor is positioned to provide magnetic interaction between them, characterized by connecting one of the magnet and hall sensor onto either the rotating elements of the cardan shaft and the other to a fixed point and including a detection element for detecting the revolution rate by correlating to the revolution and the pulse created by the hall sensor as a result of interaction between the magnet and the hall sensor, when the cardan shaft rotates.

A vehicle steering device includes a positioning clip configured to align a pinion shaft with a joint portion of a steering shaft, wherein the pinion shaft includes a torsion bar and a tubular member having the torsion bar inserted thereinto, an upper end of the torsion bar is axially further away from the joint portion than an upper end of the tubular member, the positioning clip includes an inserted portion to be inserted into the tubular member, and a gap between the inserted portion and the tubular member is sealed.