Abstract: An electric axle for a vehicle including a first support member having a first end, a second end and an intermediate portion supporting a first axle receiver, and a second support member including a first end portion, a second end portion and an intermediate section supporting a second axle receiver. A torsion member extends between the first support member and the second support member. A first drive unit including a first transmission is mounted to the first support member, and a first electric motor is operatively connected to the first transmission. A second drive unit including a second transmission mounted to the second support member, and a second electric motor is operatively connected to the second transmission.

Abstract: A vehicle includes a frame, a first support member including a first end, a second end and an intermediate portion supporting a first axle receiver, a first bellows mounted to the first end of the first support member, a second bellows mounted to the second end of the first support member, a second support member including a first end portion, a second end portion and an intermediate section supporting a second axle receiver, a third bellows mounted to the first end portion of the second support member, a fourth bellows mounted to the second end portion of the second support member, a first drive unit including a first transmission mounted to the first support member, and a first electric motor connected to the first transmission, and a second drive unit including a second transmission mounted to the second support member, and a second electric motor connected to the second transmission.

Abstract: An electric axle for a vehicle including a first support member having a first end, a second end and an intermediate portion supporting a first axle receiver, and a second support member including a first end portion, a second end portion and an intermediate section supporting a second axle receiver. A torsion member extends between the first support member and the second support member. A first drive unit including a first transmission is mounted to the first support member, and a first electric motor is operatively connected to the first transmission. A second drive unit including a second transmission mounted to the second support member, and a second electric motor is operatively connected to the second transmission.

Abstract: A vehicle includes a frame, a first support member including a first end, a second end and an intermediate portion supporting a first axle receiver, a first bellows mounted to the first end of the first support member, a second bellows mounted to the second end of the first support member, a second support member including a first end portion, a second end portion and an intermediate section supporting a second axle receiver, a third bellows mounted to the first end portion of the second support member, a fourth bellows mounted to the second end portion of the second support member, a first drive unit including a first transmission mounted to the first support member, and a first electric motor connected to the first transmission, and a second drive unit including a second transmission mounted to the second support member, and a second electric motor connected to the second transmission.

Abstract: A device for the connection of a wheel axle housing with a chassis of a vehicle, comprising a stabilizer with a torsion element that is mounted in the chassis, to first arms, the rigidly attached to corresponding end portions of torsion element, to second arms, that are articulatedly connected with the first arms, and at least two spring/suspension elements with a first member, that is connected with the wheel axle housing, and a second member that is connected with the chassis. According to the invention, torsion element is mounted in the chassis, in the second arms is connected with the wheel axle housing and extend essentially vertically upwardly therefrom. The spring/suspension elements have third arms that are rigidly attached with the corresponding end portions of torsion element, and with the first member.

Abstract: A coupling for resilient interconnection of two objects, especially a wheel axle housing and a chassis of a vehicle. The coupling comprises an elongated supporting piece (50), which extends in a longitudinal direction and two end attachment portions (52, 54) and a central portion (56). The coupling also comprises an elastic element (60), which is arranged around the central portion (56) and has an approximately cylindrical outer surface (64) and two end surfaces (68, 70). The coupling further comprises a first and a second abutment member (82, 84), where the first abutment member (82) has a bottom (90) and a tubular portion (86), which is fixed to the bottom (90) and has an open portion and a cylindrical inner surface (98). The bottom has a trough-going hole (106) through which one end attachment portion (52) can extend. The second abutment member (84) has a hole (108) through which the second end attachment portion (54) can extend.

Abstract: A system for sensing relative position between chassis (5a, 5b) and axle (3) on a vehicle, which vehicle is provided with a so-called V-rod (1) mounted between the chassis (5a, 5b) and the axle (3) where the pointed end of the V is connected by a ball joint (2) to the axle (3) of the vehicle and the opposite ends (1a, 1b) of the V-rod (1) are connected to the chassis (5a, 5b) of the vehicle, which ball joint (2) comprises a partly ball-shaped body (8) permanently fixed to the axle or the v-rod, encircled by a complementarily shaped collar (9) arranged round the whole or parts of the ball-shaped body (8) which ball joint (2) is covered by a cap or housing.

Abstract: A coupling device for elastic interconnection of, e.g., arms (66) which are linked to a frame (60) of the vehicle. The coupling device (92) substantially comprises two annular, conical portions (112, 114) of a rubber elastic material and an axle (94). A radially internal side of these annular material portions (112, 114) abuts against contact portions (98, 100) at the ends of the axle (94). The coupling device (92) further comprises two axially opposite rings (124, 126) which are arranged to abut against respective external sides of the annular material portions (112, 114). The axle (94) and the rings (124, 126) have attachment areas (96, 121 and 123 respectively), via which they can be attached to the wheel axle housing (82) and the frame (60) respectively. The attachment area (96) for the axle (94) is located between the first contact portions (98, 100).

Abstract: A gear shift device for vehicles with a mechanical, manually operable gearbox (9) for the vehicle (2). A gear level (1) is linked to the hydraulic master (55, 55?, 56, 56?) to respective slave cylinders (8, 18) for engagement or disengagement of gears during a manual mode of operation for the gear shift device. The gear level (1) is arranged to be brought from a position, wherein a gear is engaged, via a neutral or free position. By means of the gear level (1), the gear shift device can be brought into an automatic mode of operation (A). An electronic control device (44) is arranged to receive signals concerning a chosen mode of operation and driving parameter values. When an automatic mode of operation is chosen, the connection between the master cylinders (5, 15) and the slave cylinders (8, 18) is broken, and a connection is established between the control device (44) and the slave cylinders (8, 18) for automatic control of the slave cylinders.

Abstract: A gear shift device for a vehicle with a manually operated gearbox (30) and a gear shift device (10) for operating the gearbox. The gear shift device comprises a gear lever (15), a master cylinder (11) and a slave cylinder (12), which are connected to the gearbox (30). A hydraulic line (13) connects the cylinders (11, 12) with each other. The gear shift device also comprises a computer (40) which can receive information concerning an initiated gear shift operation, establish the value of a torque which is exerted on a drive shaft (21) between the vehicle's engine (20) and the gearbox (30), and control the engine's (20) power. In the hydraulic line (13) there is mounted a shut-off valve (42) and the computer (40) is arranged to transmit impulses for controlling the shut-off valve (42) based on the received information.

Abstract: A pressure booster comprising a housing (11) with a low-pressure fluid inlet (14), a high-pressure fluid outlet (15), and an inlet (16) and an outlet (17) for compressed air. In the housing (11) there is provided a main piston (22) with an enlarged portion (23), which together with the housing (11) define a third cylinder space (26), which can be connected to the compressed air inlet (16). Furthermore, the main piston (22) has a small end portion (22b) which together with the housing define a second cylinder space (27) and whereby fluid at increased pressure can be moved out of the housing (11) via a high-pressure fluid outlet (15) when the third cylinder space (26) is supplied with compressed air. In an axial passage (29) there is mounted a check valve (30), which can be influenced by a body.

Abstract: A clutch for connecting a flywheel (1) on a drive shaft (2) of an engine with a driven shaft (15) of a gearbox. The flywheel (1) is connected to a clutch cover (7) and between them there is disposed an axially movable pressure plate (8). A clutch disc (9), which is non-rotationally connected to the driven shaft (15), can be clamped between the pressure plate (8) and the flywheel (2) by means of a spring (21) which forces the pressure plate (8) against the flywheel (2). By operating an actuator device (44), the spring's (21) connection with the pressure plate (8) can be broken. According to the invention the clutch comprises a swivel being arranged between the actuator and the driven shaft. The swivel is for transferring a pressure fluid or an electric current to the actuator which may be a hydraulic or an electric actuator.