Abstract: Method and device for controlling an auxiliary unit (10) in a motor vehicle by means of a device consisting of a control unit (40) and a switch (30) for switching the auxiliary unit on and off. To ensure the maintenance of an auxiliary unit of this type and to prolong its life using simple means, it is proposed, among other things, that the control unit (40) will repeatedly signal actions to be taken to a driver of the vehicle or directly to the switch. A first action is the switch-on of the switched-off auxiliary unit (10) at a specific point in time if it (the unit) has been switched off for a long period of at least some weeks. A second, succeeding action is the switch-off of the unit (10) switched on in the manner described, after a short period of at least some minutes.

Abstract: A towing vehicle includes a body on two frame side members and a towing device supported on the members. The frame side members extend substantially parallel in the longitudinal direction of the vehicle and are in a plane parallel to the surface on which the vehicle travels. The towing device is mounted on a towing beam which extends between the two frame side members at the rear of the vehicle and the towing device is couplable to a towable vehicle. A support arrangement at the rear of the vehicle is connected to the two frame side members and incorporates at least one and preferably two beams which are connected respectively to one of the frame side members either directly or by a connecting element that extends laterally outwardly from the respective frame side member. The beams are connected to a support member that extends across the body. The beams extend at an angle of inclination relative to the plane.

Abstract: In a vehicle's driveline, the clutch between drive engine and gearbox has the task of ensuring a final speed adjustment between the engine and the gearbox at the time when the clutch pedal is allowed to rise on completion of a gear change. The invention has the object of reducing the stress on the clutch and the disadvantages which arise from a lengthy sliding-in process with large speed differences. This is achieved by adjusting the engine speed to the gear being engaged, so that only a small speed difference has to be absorbed in the clutch.

Abstract: A setting arrangement for a seat in a vehicle and particularly the backrest. The backrest includes at least three separate support elements, perhaps with one above another, possibly with lateral support elements laterally outwardly. Each of the support elements is independently adjustable in shape. A respective adjustment device adjusts the shape of each of the support elements. One control lever which is connected with all of the adjustment devices is movable in different directions for adjusting the adjustment devices and the support elements.

Abstract: A differential gear for distribution of torque between a forward driven wheel shaft and a rear driven wheel shaft on a vehicle in which the rear wheel shaft can be raised has an input shaft (3) which via differential pinions (6) is in engagement with a rear differential wheel (7) connected to an output shaft (4). The input shaft (3) and the rear differential wheel (7) are mutually supported via a bearing (15) which transmits axial forces between them. This bearing is fitted with preloading to eliminate axial play.

Abstract: A side curtain for the superstructure of a freight vehicle has its upper edge arranged for longitudinal movement at an upper portion of the superstructure. The bottom edge of the curtain includes a relatively rigid engaging device which extends along substantially the whole length of the curtain, is releasably connectable to a tensioning device. The engaging device has evenly spaced bending notches which, when the engaging device is at least partially freed from the tensioning device, guides the folding of the curtain during movement of its upper edge towards a non-covering position.

Abstract: The invention refers to a beam arrangement for a vehicle. This beam arrangement is designed to extend between and connect two frame side members (2,3) which extend in the longitudinal direction of the vehicle. The beam arrangement includes two side portions (7,8) which extend substantially vertically, and a connecting portion (9) which connects the side portions. The side portions (7,8) converge, as seen from above, in each of the end regions (4,5) of the beam arrangement towards a point situated in a central region of the beam arrangement which comprises less than 20% of the total length of the beam arrangement.

Abstract: The present invention relates to a suspension element for a rigid wheelshaft of a vehicle. The suspension element is connected pivotably to the wheelshaft by two connections and is connected pivotably to the vehicle's framework by two connections. The suspension element is designed to prevent movement of the wheelshaft in longitudinal and transverse directions and to provide a stabilizing effect. The suspension element is composed of two separate elongate elements which are designed to be held together by at least one separate connecting device.

Abstract: An arrangement for ventilation of a space in a vehicle incorporating at least one first outlet device (6) for discharge of air from the space and at least a second outlet device (7) for discharge of air from the space. The first outlet device (6) is arranged at a higher position than the second outlet device (7). Means (10, 11) are designed to allow discharge of air from the space in such a way that a main portion of the air discharged flows through the first outlet device (6) when the temperature of an environment is relatively high and that the main portion of the air discharged flows through the second outlet device (7) when the temperature of the environment is relatively low.

Abstract: The invention relates to a control unit for a ventilation arrangement in a vehicle. The control unit is designed to indicate and initiate supply of an air flow to at least three intake air regions in the vehicle, which regions may include a defroster region, a panel region and a floor region. The control unit incorporates a first control device (1) designed to indicate and initiate a supply of air flow to the three intake air regions by a first intake air distribution which in each control position caters for at most two of the intake air regions. The control unit also incorporates a second control device (2) designed to indicate and initiate supply of the air flow to the three intake air regions by a second intake air distribution which in each control position caters for at most two of the intake air regions. The result is that the intake air can be distributed variably between the three intake air regions.

Abstract: A cylinder head for a combustion engine of diesel type has an inlet duct (10) of so-called tangential type whose mouth leading into the combustion chamber (3) is controlled by a conventional mushroom valve (14). The valve cooperates with a valve seat (11) formed in a valve seat ring (12) which is arranged in a milled recess (13) which surrounds the mouth of the inlet duct (10). At a shoulder surface (19) formed by the milled recess (13) the valve seat ring (12) connects to the inlet duct (10) at a larger diameter than that exhibited by the inlet duct at the shoulder surface. The valve seat ring (12) further has, on its side facing radially inwards, an arcuate shape (20) on at least part of the valve seat ring (12) which defines the latter's throughflow area. This makes it possible for the inlet air leaving the inlet duct not to be subject to substantial disturbances of flow even if there is a certain lack of concentricity at the connection between the inlet duct (10) and the valve seat ring (12).

Abstract: Arrangement for manually altering the mutual position setting in a lateral direction of the first and second parts of a two-part gear lever (2) mounted articulately in a vehicle, where the first part is an upper lever element (6) and the second part is a lower lever element (8) articulately connected to the upper lever element by means of a link which incorporates a first articulating device (14) fastened in the lower end of the upper lever element and articulately connected to a second articulating device (18) fitted at the upper end of the lower lever element. Between the lever elements (6, 8) there is a locking arrangement (64) which normally prevents manual pivoting of the lever elements in the link. The first articulating device is a guide sleeve (14) which has a cylindrical aperture (16) running through it and is mounted for rotation on a second articulating device consisting of a bearing bushing unit (18) which is mounted on, and for joint rotation with, a supporting spindle (20).

Abstract: An arrangement for locking an engine bonnet firmly to a vehicle cab for reducing stresses on the bonnet and on the locking arrangement. The arrangement includes a first locking part fastened to the cab and a second locking part fastened to the bonnet. The first part includes a spindle supported between arms of a yoke. Facing convex dished guide surfaces at least one of which is resilient are disposed at the spindle. The receiving portion on the cab has two spaced apart plates each with a recess in it for receiving the spindle extending across them. The plates are placed so that the dished guide surfaces on the yoke of the receiving portion are engaged with the plates for guiding the spindle into the recess and for holding them against relative motion.

Abstract: A gear lever (7) is arranged between the driving seat and the passenger seat in a truck. The gear lever (7) incorporates a disengageable locking mechanism (34) by means of which it is possible to lower the gear lever (7) from a substantially vertical position of use to a position in which it does not limit the driver's mobility in the cab. When the gear lever (7) has been lowered, the driver can move from the driving side to the passenger side of the truck.

Abstract: A supercharged combustion engine is provided with a device for exhaust gas feedback, so-called EGR, between the engine's outlet and its inlet. The device incorporates an exhaust gas driven turbine which drives a compressor which in its turn feeds exhaust gases, EGR, from the engine's outlet to its inlet. Valves situated respectively downstream and upstream from the compressor act on the EGR flow on the basis of parameters representing the engine's operating state so that desired EGR is obtained without unfavorable pressure distribution occurring across the compressor.

Abstract: A combustion engine has a line (20) for feeding exhaust gases back from the outlet system (3, 3) to the inlet system (2), an EGR valve (17) in the line (20), an exhaust brake valve (50) in the outlet system to increase the pressure in the outlet system upstream therefrom, and a control system (32) for controlling the degree of opening and closing of the valves (17, 50) on the basis of signals which represent the engine's operating state. The control system (32) holds the EGR valve (17) open and the exhaust brake valve (50) in a position which substantially throttles the exhaust gas flow so long as a first signal indicates that the engine has, during its starting, not yet reached a steady operating state. The result is a particularly simple way of appreciably shortening the time the engine takes to reach a steady operating state from a cold start and a corresponding reduction in discharge of emissions.