Abstract: A toothing, in particular of a drive spindle for driving a roll in rolling mills or continuous casting plants, which has several teeth and meshes with a second toothing in the manner of a spline, wherein a flank line of the teeth has a curvature, and a deflection angle is formed between the rotational axis of the second toothing and the rotational axis of the drive spindle toothing, and wherein the teeth of drive spindle toothing have a twist in form of profile angle deviation over the tooth width in the flank direction.

Abstract: A radially applied dog clutch for a vehicle transmission. The clutch includes a driving member configured to rotate about an axis and including a cavity extending radially from the axis, a driving tooth slidably movable within the radially extending cavity, a driven member coaxially surrounding the driving member and including a radially inward extending driven tooth, and a synchronizer coaxially positioned between the driving member and the driven member.

Abstract: Power transmission systems including clutch arrangements and systems are adapted to be used in marine and other environments. Such power transmission systems may include clutch arrangements that provide more effective power transmission capabilities as well as greater durability and longer life. Slipping clutch arrangements may effectively vary the output speed of a clutch arrangement from the speed of the engine or other driver as desired for the particular application. Various clutch arrangements also provide for greater flexibility and drive options, lighter weight, and diverse types of capabilities.

Abstract: A hydraulic circuit includes a clutch actuator operatively associated with a clutch that may be disposed in a transmission. A hydraulic fluid source supplies pressurized hydraulic fluid for the clutch actuator. To measure the filling rate of the hydraulic actuator, a reference actuator having a predetermined filling rate is disposed in parallel with the hydraulic actuator and in fluid communication with the hydraulic fluid source. If hydraulic pressure associated with the reference actuator does not correspond to the hydraulic pressure associated with the clutch actuator, a compensation valve can appropriately respond by selectively directing hydraulic fluid to or from the clutch actuator. In a further embodiment, the reference actuator and compensation valve may be replaced with an electrohydraulic valve utilizing feedback from the hydraulic pressure present at the inlet of the clutch actuator.

Abstract: A servicing system (30 or 300) for servicing a brake device (24) of a brake system comprising the brake device (24) and a brake disc (22) is described. The servicing system (30 or 300) includes a frame (32 or 302), and the servicing system (30 or 300) is further configured for mounting the frame (32 or 302) in a fixed position relative to the brake disc (22), supporting the brake device (24) to allow the brake device (24) to be moved on the frame (32 or 302) relative to the brake disc (22) and lifting the brake device (24) to allow the brake device (24) to be raised or lowered relative to the brake disc (22).

Abstract: A brake disk includes: an outer disk, being substantially ring-shaped and defining a central axis, an inner annular flange of the outer disk formed with connecting bridges, the connecting bridge having a protruding portion disposed through a disposing hole axially; an inner disk, coaxially disposed in the outer disk and located on a same plane with the outer disk, an outer annular flange of the inner disk formed with recessed portions corresponding to the protruding portions respectively, the protruding portion fittingly engaged with the recessed portion to prevent the inner disk from rotating relative to the outer disk, the recessed portion and the protruding portion having a gap therebetween; a plurality of positioning members, each positioning member disposed through the disposing hole to restrain the outer and inner disks from moving relatively axially; wherein the outer and inner disks are axially non-overlapping.

Abstract: An actuating device is specified for an electromechanically actuatable vehicle brake. The device comprises a multi-stage transmission unit, which is arranged between a driving electric motor and a driven drive element of the vehicle brake, wherein at least one stage of the transmission unit is embodied as a spur-gear transmission, and at least two stages of the transmission unit are coupled by means of a double gearwheel, the rotational axis of which extends parallel to the rotational axis of the electric motor. The transmission unit has at least one intermediate stage which is embodied as a spur-gear transmission and into which at least one stage, embodied as a spur-gear transmission, of the transmission unit is integrated.

Abstract: This friction material contains a fiber base material, a friction modifier and a binder. The content of copper in the friction material is not more than 0.5 mass % in terms of elemental copper, and the content of the binder is at least 10 mass %. Furthermore, the friction material contains calcium hydroxide and zinc, and has a pH of at least 11.7.

Abstract: A compensating oscillation device (2) for a linear piston system (1) is mentioned that comprises a housing (4), at least two coupling elements (10) and a inertial mass (8) that is coupled to the housing (4) by means of each coupling element (9) and is able to be deflected along an axis (7), wherein each coupling element (9) is attached on the housing (4) at at least one respective attachment region (26, 28) and to the inertial mass (8) at at least one respective connection region (18, 20). For this purpose it is provided that on each of the at least two coupling elements (9) the at least one connection region (18) to the inertial mass (8) lies radially closer to the axis (7) than the at least one attachment region (26) to the housing (4), and that in the rest state the inertial mass (8) is disposed between two coupling elements (9) in the axial direction.

Abstract: An assembly for multi-stage damping comprising a damping unit 20 including a decoupler 36 defining an annular zone 70 surrounding a circular zone 68. The annular zone 70 extends inwardly from an outer ring 38 to define a ring shape for flexing with the circular zone 68 in a first mode 72 to maximize the potential volume of displacement between a first chamber 30 and a second chamber 32. Additionally, the assembly provides for flexing the annular zone 70 independently of the circular zone 68 in a second mode 74 to decrease the potential volume of displacement of the decoupler 36 between the first chamber 30 and the second chamber 32. The decoupler 36 includes a plurality of rings 38, 46, 54 extending axially from a first surface 40 and a second surface 42 for defining an axial travel limit for the annular zone 70.

Abstract: A damped automotive driveline component can be propshaft, a bar shaft, a torque tube housing, a power transfer unit (PTU) housing, or a final drive unit (FDU) housing, among other possibilities. The component is equipped with a dampener in order to dissipate vibration experienced during use of the component. The damper includes metal wire strands. Relative movement among the metal wire strand is believed to damp the vibrations.

Abstract: A mass damper system is provided with a damper mass carrier with at least one damper mass movable relative to the damper mass carrier and at least one stop. The damper mass moves within a predetermined movement region when a rotational movement of the damper mass carrier exceeds a predetermined limit speed. The predetermined movement region has a first movement region portion bounded at one end by an initial position in which the damper mass is free from a deflection in circumferential direction and by a limit position in which the damper mass has undergone a deflection, and a second movement region portion is defined at one end by the limit position and at the other end by a stop position in which the damper mass has come in contact with the stop.

Abstract: Torsional vibration dampers for FEADs are disclosed that include a hub having a sleeve defining a bore for receiving a shaft and an outer annular ring spaced radially outward from the sleeve, thereby defining an annular receptacle, a component for rotation with the hub having an inner annular ring disposed between the sleeve and the outer annular ring of the hub, and an annular cartridge seated in the annular receptacle between the inner annular ring of the component for rotation with the hub and the sleeve or outer annular ring of the hub. The annular cartridge defines a first annular groove having a generally C-shaped or U-shaped cross-sectional profile open radially outward, and has a first elastomer member seated therein in compression, thereby operatively coupling the component for rotation with the hub to the hub. The component may be a pulley body or an inertia member.

Abstract: Tooling for balancing a turbine engine module (10) in a balancing machine, the turbine engine module having at least one stator housing (14) and a rotor (16) having a shaft (18) with a longitudinal axis A and at least one blade stage (20) surrounded by the stator housing (14). The tooling has at least a balancing frame (14), having rotor (16) guide bearings, first and second annular plates (30, 32) designed to be attached to the stator housing (14), third and fourth attachment lugs (34, 36) provided on the balancing frame (24), to attach the first and second annular plates (30, 32) to the frame. A trolley is for transporting the frame (24), and a support (84, 94) for supporting the frame, provided on the balancing frame (24) and cooperating equally well with the balancing machine and with the trolley.

Abstract: Balancing weights for a rim of a vehicle wheel are made from a balancing weight material, which comprises a hot melt adhesive based on Polyolefins or Ethylene-vinyl acetate (EVA) copolymers filled with a volume ratio between 35% and 75% of a high-density mass material like steel particles. This balancing weight material is heated such that it becomes a ductile and adhesive material, which can adhere to the rim and applied to the rim. After cooling off a solid and fixedly attached balancing weight has been made.

Abstract: A warp-directional stretch fabric that defines two right faces and is formed from warp yarns defined by a nylon and fill yarns defined by an aramid. The fabric can be incorporated into a toothed belt, for example a transmission belt, to produce a belt that has enhanced structural and resistance capabilities while capable of being produced at a lower cost than prior art belts. A method of producing an improved toothed belt including the fabric is also provided.

Abstract: Example implementations relate to a cable track. For example, a cable track includes a plurality of pivotally-connected multi-channel links. Each of the multi-channel links may be a unitary body. A first channel may be located between a first outer member and a dividing member of the multi-channel link. A second channel may be located between a second outer member and the dividing member of the multi-channel link.

Abstract: An outer link plate for a bicycle chain is provided. The outer link plate has an interior surface configured to face another counterpart outer link plate in an assembled state and an exterior surface opposite to the interior surface. The outer link plate has an outer perimeter, and first and second end portions including respective first and second openings each having corresponding parallel center axes. An intermediate portion is provided interconnecting the first end portion and the second end portion. The intermediate portion has an axially recessed portion formed along the outer perimeter on the exterior surface, the intermediate portion having a pair of intermediate edges formed along the outer perimeter, the axially recessed portion being formed on at least one of the intermediate edges and including a chamfered portion connecting the at least one of the intermediate edges to the exterior surface of the outer link plate.

Abstract: A gearbox includes a planetary gear assembly, a first gear assembly, and a second gear assembly. The first gear assembly is engaged to provide a first rotational input to the planetary gear assembly when an input shaft is rotating in a first direction and is disengaged when the input shaft is rotating in a second direction. The second gear assembly provides a second rotational input to the planetary gear assembly when the input shaft is rotating in the first direction and provides a third rotational input to the planetary gear assembly when the input shaft is rotating in the second direction.

Abstract: A transmission for vehicles may include first and second input shafts to selectively receive power of a drive source via first and second clutches, first and second output shafts parallel to the first and second input shafts, a shift device including gear pairs tooth-engaged with the first and second input shafts and the first and second output shafts and having different gear ratios, one gear pair conforming to a running speed being selected by a synchronizer to shift and output power of the drive source, and a reverse idler gear provided at a reverse idler shaft to be tooth-engaged with an input gear of the first or second input shaft and tooth-engaged with an output gear of the first or second output shaft, the reverse idler gear being selected by a reverse synchronizer to transmit power from the input gear to the output gear.

Abstract: A high efficiency work vehicle drivetrain contains a variator having an inline dual planetary configuration. The work vehicle drivetrain includes an engine, an auxiliary power takeoff (PTO) shaft coupled to the engine and rotatable about a primary power path axis when driven by the engine, and the variator assembly. The variator assembly includes a variator motor and a variator gearbox. The variator gearbox contains a planetary gear system, which is coupled to the variator motor and to the auxiliary PTO shaft. The planetary gear system is rotatable about a planetary axis, which is coaxial with the primary power path axis.

Abstract: A linear gear shift mechanism includes a support rotator; transmission balls movably disposed at the support rotator and each provided with a cylindrical recess along radial direction thereof; driving posts with inward ends movably disposed in the cylindrical recesses along the radial direction of the support rotator; a gear shift unit movably connected to outward ends of the driving posts to drive the driving posts to rotate from the radial direction of the support rotator to but not reach the axial direction of the support rotator; an axial power input rotator having an inward-tilted power input annular surface; and an axial power output rotator having an inward-tilted power output annular surface, wherein the axial power input rotator and axial power output rotator flank and movably clamp the transmission balls between the inward-tilted power input annular surface, inward-tilted power output annular surface and outer circumferential surface of the support rotator.

Abstract: A transmission drive unit of a seat adjusting device, comprising an electrical drive motor (2), a spindle drive (3) comprising a spindle (30) which is able to be driven by the drive motor (2), a nut (31) which is connected to a first seat component, and a housing (4), wherein the housing (4) is produced from a plastic material, the housing (4) comprises a first interface (5) for attaching to a second seat component, and the housing (4) comprises a first bearing surface (7) for bearing the spindle (30) of the spindle drive (3).

Abstract: A drive system for a vehicle has a drive motor and an axle. A driving torque generated by the drive motor is transmitted via a gear chain and a planetary transmission to the axle. The drive system can be assembled modularly, and wherein the planetary transmission is coordinated with the drive motor to determine an overall transmission ratio.

Abstract: A differential device is provided in which a first wave number (Z1) of a first hypo groove part on an input plate, a second wave number (Z2) of a first epi groove part on a first differential plate and opposing the first hypo groove part, a third wave number (Z3) of a second hypo groove part on the first differential plate and on the opposite side from the first epi groove part, and a fourth wave number (Z4) of a second epi groove part on a second differential plate and opposing the second hypo groove part are set as Z1=8, Z2=Z3=6 and Z4=4, or as Z1=Z4=6, Z2=4, Z3=8. Such differential device enables equal torque distribution and equal differential rotation via a cycloid reduction mechanism without using a bevel gear or a center plate.

Abstract: A power transmission interrupting device includes: an interrupting member that is restrained from rotating relative to the first rotating member, has engaging teeth engaging with a second rotating member, and is movable in an axial direction between a coupling position at which the engaging teeth engage with the second rotating member and an uncoupling position at which the engaging teeth do not engage with the second rotating member; and a moving mechanism that moves the interrupting member in the axial direction. The moving mechanism has an annular electromagnet, a yoke, and a moving member. The moving member has a cylindrical part facing an inner circumferential surface or an outer circumferential surface of the electromagnet, and an annular cover extending from one end of the cylindrical part in a radial direction and covering one of axial end faces of the electromagnet.

Abstract: A method and system for bypassing a control valve that would otherwise disengage differential and/or inter-axle locking means. The bypass is achieved by a valve that can be actuated by a vehicle condition change.

Abstract: A tolerance ring is interposed between an output side rotary shaft and a rotor shaft. For this reason, even in a case where a backlash formed in a spline fitting portion between the output side rotary shaft and the rotor shaft is not eliminated, the rotary shafts of both of the output side rotary shaft and the rotor shaft are held by the tolerance ring without a backlash, and rattling noise can be suppressed. An oil supply groove for supplying a lubricant between an annular portion of the tolerance ring and the output side rotary shaft is provided inside an annular groove formed in the output side rotary shaft. With this, it is possible to suppress degradation of the durability of the tolerance ring without performing special processing on the tolerance ring.

Abstract: Torque absorber for wind turbine gearboxes, comprising a pair of torque arms configured to be coupled on one side to a pair of corresponding protrusions of a gearbox and on the other side to a fixed frame. Each torque absorber comprises at least one pair of ridges that externally embrace the corresponding protrusion; wherein a first absorbing element is located between the ridges and in contact with both the torque absorber and the protrusion of the gearbox; and wherein a second absorbing element is located between the ridges in contact with both the torque absorber and the fixed frame, defining a cushioned union between both components.

Abstract: A vehicle drive device that includes a mechanical oil pump that is driven by a driving force source for a wheel; an auxiliary oil pressure source; a driving force transmission mechanism that transmits a driving force between the driving force source and the wheel; and a case that accommodates at least the driving force transmission mechanism.

Abstract: According to one embodiment, a rotorcraft includes a body, a rotor blade, a drive system that can be operated to rotate the rotor blade, and an emergency valve control unit. The drive system contains a first gearbox assembly, a second gearbox assembly, a first lubrication system that can deliver lubricant to the first gearbox assembly, and a second lubrication system that can deliver lubricant to the second gearbox assembly. The drive system also contains an emergency valve that can be opened to deliver lubricant from the first lubrication system to the second gearbox assembly. The emergency valve control unit can instruct the emergency valve to open.

Abstract: An apparatus for regulating lubricant having a carrier housing including a lubricant sump. A ring gear disposed within the carrier housing, wherein the ring gear is partially disposed in the lubricant sump. A lubricant catch is disposed in the carrier housing, and a reservoir is disposed outside of the carrier housing. A first conduit is disposed between the lubricant catch and the reservoir. A second conduit is disposed between the reservoir and the lubricant sump. A valve is in fluid communication with the reservoir and the lubricant sump.

Abstract: A drive apparatus includes a housing, an electric motor arranged in the housing, and a worm gear mechanism arranged in the housing. The worm gear mechanism includes a worm gear arranged on a rotor shaft of the electric motor and a gearwheel in engagement with the worm gear and fixedly connected to an output shaft so as to rotate with the output shaft. The electric motor is axially mounted in the housing with one axial end via a stop element and with the opposite axial end via an axial clamping element. The axial clamping element has a spring element, a separate floating holding element, and a separate elastomer element. The holding element is arranged axially between the spring element and the elastomer element.

Abstract: A shifter assembly selects a first mode and a second mode of a transmission for a vehicle. The shifter assembly includes a housing and a shift lever movably coupled to the housing and pivotable relative to the housing. The shift lever includes a body and a cap defining an aperture and being coupled to the body. The cap is rotatable relative to the body between a first and a second orientations. The shift lever further includes a toggle device partially received by the cap in the aperture with at least a portion of the toggle device being moveably coupled to the body between a rest and a depressed positions. The shift lever further includes an element mounted to the toggle device and rotatable with the cap between the first and the second orientations. The shift lever further includes a sensor system configured to interact with the element to detect rotation of the cap between the first and the second orientations.

Abstract: A working vehicle, including: an HST pedal which operates an HST; a damper arm which interlocks with an HST pedal rotation-shaft of the HST pedal; a damper attached to the damper arm; and a transmission case, wherein the transmission case has a first transmission case swelling part swelling to at least one side with respect to a left-and-right direction, and the damper is arranged behind the first transmission case swelling part.

Abstract: A system of determining starting tendency of a driver may include: a vehicle speed sensor detecting a vehicle speed an accelerator pedal position sensor detecting an accelerator pedal position, and a controller receiving information on input variables including the accelerator pedal position, the vehicle speed from the accelerator pedal position sensor or the vehicle speed sensor, determining a short term driving tendency, a long term driving tendency, and a starting tendency of the driver based on the information, and controlling an engine or a transmission according to the short term driving tendency, the long term driving tendency, and the starting tendency, in which the controller continuously determines the short term driving tendency of the driver for a predetermined time and determines the starting tendency of the driver from a predetermined number (n) of the short term driving tendencies of the driver.

Abstract: A twin-clutch transmission that can always effectively reduce gear shift shock and a collision sound even under the existence of variation attributed to component tolerance and change over the ages attributed to wear. A twin-clutch transmission calculates a rotational speed difference (|Na?Nb|) between an odd-stage main shaft rotational speed (Na) and an even-stage main shaft rotational speed (Nb) and learns synchronization start gear shift drive displacement (?s) detected by a gear shift drive displacement detecting unit at the timing at which the rotational speed difference (|Na?Nb|) reaches a predetermined synchronization start determination rotational speed difference (Ds) from gear shift start. The twin-clutch transmission controls an actuator on the basis of the learned synchronization start gear shift drive displacement (?s).

Abstract: A method for determining a conveying capacity of a hydraulic pump includes opening a blockable flow cross-section in order to connect a pressure side of the hydraulic pump to an area of the hydraulic system through the flow cross-section after operating the hydraulic pump driven at a defined rotational speed. The flow cross-section is configured with the hydraulic pump such that an entire conveying volume flow provided by the hydraulic pump is guided through the flow cross-section when the flow cross-section is open. The method further includes comparing a change to an operating state of the transmission resulting from opening of the flow cross-section to a reference change to the operating state and determining the conveying capacity of the hydraulic pump as a function of a deviation between the change to the operating state and the reference change to the operating state.

Abstract: There is obtained an automatic transmission control apparatus that makes it possible that even when an abnormality occurs in a sensor for detecting a motor rotation angle or the like, control of an automatic transmission is appropriately performed. Inputted first, second, and third detection signals are compared with one another; it is determined that at least two detection signals, out of these detection signals, that coincide with each other are normal and another detection signal is abnormal; then, based on the result of the determination, switching of the ranges of the automatic transmission is controlled.

Abstract: A protection control selection unit is provided. The protection control selection unit selects control that uses one of a completely engaging heat generation amount and a releasing heat generation amount, by which the amount of heat that is generated in a lockup clutch is reduced. The completely engaging heat generation amount is generated in the lockup clutch in a period before the lockup clutch is completely engaged from a state of lockup engagement control. The releasing heat generation amount is generated in the lockup clutch in a period before the lockup clutch is released from the state of the lockup engagement control. Thus, an increase in the temperature of the lockup clutch at the time when the lockup clutch is completely engaged or released from the state of the lockup engagement control is suitably suppressed.

Abstract: An actuator system and method (10) includes a blow out preventer (11), a hydraulic motor (12), a gear box (13) intermediate hydraulic motor (12) and blow out preventer (11), and a position indicator (14). Gear box (13) has an input (19), an output (20), and a gear set (23). Gear set (23) is biased by a spring (33) acting on a piston (31) to a default high range gear ratio when blow out preventer (11) is open, to provide maximum closure/lock speed. Gear set (23) is moved by a hydraulic command signal acting on piston (31) to a low range gear ratio when blow out preventer (11) is closed/locked, to provide maximum torque to move blow out preventer (11) toward its open position. Position indicator (14) shows the actual position of blow out preventer (11) independent of the number of turns of input (19) to move the blow out preventer.

Abstract: A control device for a continuously variable transmission that steplessly changes a speed ratio of the continuously variable transmission mounted on a vehicle, the control device including a controller that changes the speed ratio such that a stepwise upshift is performed, wherein in the case where an accelerator depression amount is constant, the controller increases a number of allowable stepwise upshifts as the accelerator depression amount is larger.

Abstract: A powertrain system including an internal combustion engine rotatably coupled to a continuously variable transmission (CVT) is described. A method for controlling the CVT includes determining minimum and maximum CVT input speeds in response to an accelerator pedal position, and monitoring vehicle speed and a CVT input speed. A target CVT input acceleration rate is determined based upon the vehicle speed, and a desired speed ratio is determined that is responsive to the target CVT input acceleration rate. The CVT is controlled based upon the desired speed ratio.

Abstract: A vehicle includes a prime mover in communication with an input shaft of a transmission, an output shaft of the transmission in communication with a final drive and drive wheels, a park actuator system internal to a housing of the transmission and a park control system mounted to an external surface of the housing of the transmission with a pivot shaft extending through the housing that connects to the park actuator system to selectively place the park actuator system in one of a park configuration and an out of park configuration.

Abstract: A cover member is to cover a cylinder and includes a plurality of peaks, a plurality of valleys, and coupling portions, which couple the plurality of peaks to the plurality of valleys. The cover member is expandable and contractable in an alignment direction in which the plurality of peaks and the plurality of valleys are aligned. Each peak of the plurality of peaks includes a depression depressed from an apex of the peak in a direction toward the cylinder, and each valley of the plurality of valleys includes a protrusion protruding from a bottom of the valley in a direction opposite to the cylinder.

Abstract: A superelastic metal seal for use in a downhole tool, wherein the superelastic metal seal may be formed from a superelastic Ni—Ti alloy. The superelastic Ni—Ti alloy may be prestrained with a permanent strain. Superelasticity may be imparted to the superelastic Ni—Ti alloy through a thermal treatment process or through prestraining the superelastic Ni—Ti alloy. The superelastic Ni—Ti alloy may exhibit superelastic behavior. The superelastic Ni—Ti alloy may not exhibit shape memory behavior.

Abstract: Gaskets, including aircraft gaskets, are disclosed, the gaskets having an elastomeric gel body and substantially incompressible skeletons. The bodies may be pliable and deformable and, in one example, may be comprised of a two-part chemically cured polyurethane that sets up as a gel after mixing with the web so that it is fully integral with the web and so that there is substantially no air bubbles or air pockets left in the web. The web may be a regular shaped web and made of nylon.

Abstract: A seal ring capable of stably reducing a rotational torque while preventing the leakage of sealed fluid. The seal ring includes: an abutment joint part (110) provided at one portion in a circumferential direction thereof; a plurality of dynamic pressure generation grooves (120) provided at intervals in the circumferential direction on a side of a sliding surface thereof sliding on a lateral wall surface of an annular groove; and foreign matter discharging grooves (130) that are provided between a region in which the plurality of dynamic pressure generation grooves (120) is arranged and the abutment joint part (110) in the circumferential direction on the side of the sliding surface sliding on the lateral wall surface, and that are capable of catching foreign matter intruding from the abutment joint part (110) and discharging the caught foreign matter to an outside of a sliding part between the seal ring and the lateral wall surface.

Abstract: Preliminary seal, comprising an essentially circular disc (1) of an electrically conductive material (2) permeable to air and a carrier body (3), wherein the disc (1) is configured as a separately produced individual part—in relation to the carrier body (3)—is joined to the carrier body (3).

Abstract: A sealing device between a shaft hole formed on a housing and a rotary shaft, is provided with a rotating seal member fixed to the rotary shaft that rotates integrally with the rotary shaft, and a fixed seal member fixed to an inner surface of the shaft hole. The fixed seal member has a lip contacting the rotary shaft and an axial dust lip contacting the rotating seal member. The rotating seal member is formed by a rigid body, and an opening is formed on the rotating seal member connecting to a space defined by the rotary shaft, the lip and the axial dust lip of the fixed seal member, and the rotating seal member. A deformation member is disposed on the opening of the rotating seal member that has higher elasticity than the rotating seal member, which blocks the opening, and deforms based on the pressure in the space.