Abstract: Chassis arrangement for a motor vehicle for passenger transportation, having two axles which are arranged at a spacing from one another in the motor vehicle longitudinal direction and in each case have wishbones with the incorporation of a spring element for the independent wheel suspension system. A first axle, lying at the front in a driving direction, is lowered from a neutral position by from 5 to 50 mm, 10 to 20 mm, in order to drive in said driving direction, and a second axle, lying at the rear in the driving direction, is raised by from 5 to 50 mm, 10 to 20 mm, in each case by way of adjustment of the spring elements, it being possible for the driving direction to be reversed.

Abstract: At a state where central axes of the drive shaft and the driven shaft are matched, the drive-side concave-convex portion is engaged with a half portion on the other axial side of the coupling-side concave-convex portion with a drive-side gap of which a circumferential width size increases towards the other axial side being interposed between a circumferential side surface of each drive-side convex portion and a circumferential side surface of each coupling-side convex portion. At the state where the central axes of the drive shaft and the driven shaft are matched, the driven-side concave-convex portion is engaged with a half portion on one axial side of the coupling-side concave-convex portion with a driven-side gap of which a circumferential width size increases towards one axial side being interposed between a circumferential side surface of each driven-side convex portion and a circumferential side surface of each coupling-side convex portion.

Abstract: The invention relates to a driveline for a motor vehicle comprising drive shaft (20) suspended by means of a pendulum suspension (30), the pendulum suspension (30) comprising a fastening configuration (32, 34) fixedly connected to the vehicle and a drive shaft fastening (106) connected to the drive shaft (20) and pivotably journalled in bearings relative to the fastening configuration (32, 34), wherein the transmission configuration (50) comprises a driven input shaft (52), wherein an electric motor (60) is arranged for driving of the drive shaft (20), wherein the rotor of the electric motor (60) is connected to the input shaft (52) and a non-rotating portion of the electric motor (60) comprising the stator (66) of the electric motor (60) is fixedly connected to said drive shaft fastening (106). The invention also relates to a motor vehicle.

Abstract: A rear axle support assembly includes a swing arm assembly, a second axle tube, and a rear final gear assembly. The swing arm assembly includes a first support arm, a second support arm laterally spaced from the first support arm, a first axle tube attached to the first support arm, and an axle support bracket attached to the second support arm. Each of the first and second axle tubes is configured to receive an axle therewithin. The second axle tube includes an axle tube mount flange. The first axle tube is releasably attached to the rear final gear assembly. The axle tube mount flange is positioned laterally between, and is releasably attached to each one of, the axle support bracket of the swing arm assembly and the rear final gear assembly, and in direct, contacting engagement with the rear final gear assembly.

Abstract: A suspension system with inclination stabilization, in particular for use on heavy work vehicles, such as a dumper, where the front pair of wheels is mounted on a transverse rigid axle, has an axle (5) firmly connected with a Y-shaped frame (1) extending in the longitudinal direction along the central line (M) of the vehicle. The frame is suspended from the chassis of the vehicle, partly from a spherical bearing (4) disposed in the central line of the vehicle, partly via two spring units (2, 3) arranged symmetrically around the central line and a rod connection (7). The frame is additionally equipped with one or more laterally directed stabilization arms (6) which are confined by the chassis. This provides a suspension system which contains a very small number of components, which is stable, sturdy and resistant to wear, and which contains both springing, level adjustment and inclination stabilization.

Abstract: A vehicular swing arm assembly includes a swing member, an axle support assembly, and an axle. The swing member is configured for pivotal attachment to a frame of a vehicle. The axle support assembly includes a driven member and a cross member assembly. The driven member is rotatably coupled with the swing member and is rotatable about a drive axis. The cross member assembly includes a first pivot member and a second pivot member. The first pivot member is pivotally coupled with the driven member and is pivotable with respect to the driven member. The second pivot member is pivotally coupled with the first pivot member and is pivotable with respect to the first pivot member. The axle is coupled with one of the first and second pivot members and is rotatable. Rotation of the driven member about the drive axis facilitates rotation of the axle.

Abstract: A swing arm assembly is configured for pivotal coupling with a frame of a vehicle. The swing arm assembly includes first and second support arms. A first axle support bracket is attached to the first support arm and a second axle support bracket is attached to the second support arm. A first reinforcement member includes upper, lower, forward and rearward edges, and is welded to the first axle support bracket along at least a portion of the upper edge and at least a portion of the lower edge of the first reinforcement member. The rearward edge of the first reinforcement member is devoid of weld material. The first support arm is attached to the first reinforcement member. Vehicles including a swing arm assembly are also provided.

Abstract: A four-point link for suspending a vehicle axle (36) on a vehicle frame (35) of a vehicle (11). The four-point link includes four link arms (2, 3, 4 and 5) which are fixed to one another by a central region (6) and which extend away from the central region (6) to form a cross. Two first link arms (2, 3) may be connected, in an articulated manner, to the vehicle frame (35) and two second link arms (4, 5) may be connected, in an articulated manner, to the vehicle axle (36). Each of the link arms (2, 3, 4, 5) has an H-shaped profile (13) which is open transverse or vertically with respect to the cross plane (20).

Abstract: A suspension system for a vehicle includes a swing frame and right and left suspension cylinders for front wheels. The swing frame is swingably supported by the front portion of a vehicle body about a support shaft extending in a lateral direction, and supports the front axle case, so as to allow the front axle case to swing about a center shaft extending in a front-rear direction. The right and left suspension cylinders are provided on the swing frame. A lateral oscillation regulation unit is provided between the swing frame and the front frame, and configured to regulate an oscillation of the swing frame by contact in the lateral direction.

Abstract: An easily connected universal joint for attaching to an output shaft of an engine. A drive shaft is connected to an output shaft of an engine which is mounted on a vehicle body by way of a universal joint with a wheel being connected to a distal end side of the drive shaft. Projection portions project outwardly from a yoke of the universal joint connected to the output shaft by splines. A swing arm rockably supported on the vehicle body using one shaft with the universal joint being arranged above the shaft. A boot mounted between a distal end of the swing arm and a peripheral portion of the output shaft.

Abstract: An independently suspended, driven axle shaft set in which the axle shafts are driven by a differential which is rigidly connected to the body of the motor vehicle by a rearward torque arm, whereby powerhop is mitigated thereby. Where the axle shafts are torsionally asymmetric with respect to each other, the differential is a limited slip differential and the relative torsional stiffness therebetween is different by a ratio substantially between about 1.4 to 1 and about 2.0 to 1, wherein powerhop is mitigated synergistically by both the rearward torque arm and the asymmetric axle shafts.

Abstract: A vehicle axle joint for a toy vehicle is described and which includes a socket portion; and a ball portion which matingly cooperates with the socket portion, and which defines a gear cavity, and wherein the ball portion may be selectively oriented relative to the socket portions so as to allow hobbyists to construct a multitude of toy vehicles.

Abstract: A swing arm structure, in a shaft-driven vehicle, is configured and arranged compactly to minimize the size and weight thereof. A drive shaft of the vehicle is housed in a right arm portion of a swing arm. A front end of the drive shaft is connected to a powertrain output shaft via a universal joint. A pivot sleeve is disposed such that a central axis thereof is disposed downwardly and rearwardly of a central portion of the universal joint, and a front-end opening protrudes forwardly of the pivot sleeve. The central portion of the universal joint, having the largest diameter, is disposed forwardly of the center of a pivot shaft. This helps to keep the opening diameter small at the front of the right arm portion.

Abstract: A V-belt continuously variable transmission (CVT) for a straddle-type vehicle includes a measurement plate for a rotational speed sensor for detecting a rotational speed of a primary sheave shaft to control a speed change ratio. The measurement plate is disposed on an opposite end of the primary sheave shaft, to one end of which a driving force of an engine is input, with respect to a primary sheave.

Abstract: The present invention provides a vehicle including a frame, a rear wheel, a swingarm coupling the rear wheel to the frame, and a pivot shaft assembly rotatably coupling the swingarm to the frame. The pivot shaft assembly includes a first shaft having a non-circular outer surface engageable with a corresponding non-circular aperture in the frame. The pivot shaft assembly also includes a second shaft threaded to one end of the first shaft. The second shaft pivotably supports one side of the swingarm with respect to the frame. The pivot shaft assembly further includes a third shaft threaded to the other end of the first shaft. The third shaft pivotably supports the other side of the swingarm with respect to the frame.

Abstract: An articulated vehicle suspension system shoulder joint is disclosed. A vehicle includes a plurality of wheel assemblies; a plurality of rotating shoulder joints, each wheel assembly being mounted to a respective one of the shoulder joints and rotatable in a plane by the respective shoulder joint; and a chassis to which the shoulder joints are mounted. The shoulder joint for use in a vehicle suspension system includes a housing to which a wheel assembly may be attached for in-plane rotation; a drive; and a transmission engaged with the housing and the drive to reduce the speed of the drive motor as it drives the housing.

Abstract: A commercial vehicle with a technically simple single wheel suspension for the wheels mounted in wheel supports, guaranteeing safe protection of the cardan shaft driving the wheels from harmful influences, includes a wheel support (8; 33), which a) together with a spring arm (7; 35) forms a longitudinal swinging arm (16; 21; 37) which is articulated to the gearbox (1) in front of the wheel (4) in the longitudinal direction of the vehicle, b) extends directly to the gearbox (2; 25; 32) and c) fully receives the cardan shaft (12) arranged between the output shaft (5) of the gearbox (2; 25; 32) and the assigned wheel shaft (10).

Abstract: A skid steer vehicle has a suspension that includes two bogies pivotally connected to the sides of the vehicle and extending fore-and-aft along each side of the vehicle. The bogies are pivotally connected to the vehicle in the middle and have a wheel mounted at each end. A hydraulic motor is coupled to each of the bogies and drives the two wheels on each bogie.

Abstract: A transmission system for a motor vehicle, which contains a vehicle transmission equipped for longitudinal installation with a gear output shaft that points in the direction of the rear of the motor vehicle in the installed state is provided, wherein the shaft can be connected and be supported for rotation on an input shaft of a front axle gear unit via a driven shaft of a lateral drive unit and via a cardan shaft. For the purpose of reducing at least one deflection angle of the cardan shaft, at least one shaft corresponding to the cardan shaft is swiveled towards the gear output shaft of the vehicle transmission system.

Abstract: A suspension system includes a swing arm which pivots about a pivot axis. A hub assembly, hub gear box and input gear box are mounted to an independently pivoting swing arm. The pivot axis is located closer to the ground than a rotational axis defined by the hub assemblies and the input gear box. A coupling extends from the input gear box to receive an input driveline from a drive source such as vehicle engine. The coupling is located proximate the pivot axis to minimize relative movement during articulation of the swing arm. An axle housing extends between the input gear box and an opposite hub gear box to support a drive shaft and serves as a torsion bar.

Abstract: A suspension system includes a swing arm which pivots about a pivot axis. A hub assembly, hub gear box and input gear box are mounted to an independently pivoting swing arm. The pivot axis is located below (closer to the ground) than a rotational axis defined by the hub assemblies and the input gear box. A coupling extends from the input gear box to receive an input driveline from a drive source such as vehicle engine. The coupling is located proximate the pivot axis to minimize relative movement during articulation of the swing arm. An axle housing extends between the input gear box and an opposite hub gear box to support a drive shaft and serves as a torsion bar between the independent swing arms.

Abstract: An independent suspension and drive system comprising a transverse power shaft mounted on a vehicle frame and having a differential connection with a power source; at least one pivot shaft mounted on the vehicle frame; at least one cantilevered swing- or trailing- or pivot arms mounted on each of the at least one pivot shafts; at least one drive wheel, one each mounted on each of the respective at least one pivot arms via respective axles; and at least one chain or belt or equivalent member operatively connecting power shaft driver sprockets to respective wheel driven sprockets; wherein the centerline of the power shaft is substantially coincident with the centerline of each of the at least one pivot shafts, and wherein the pivot shafts are independent of the power shaft.

Abstract: To provide a swing arm for a vehicle which can ensure the rigidity of a fastened portion of the swing arm to a final gear case with a simple configuration. A swing arm for a vehicle pivotably mounted on a body frame and having a swinging end fastened to a final gear case on which a rear wheel is mounted. A reinforcing plate is provided in the vicinity of the swinging end of the swing arm and fastened to the swing arm at two positions spaced apart from each other in the longitudinal direction of the vehicle.

Abstract: A self-propelled harvesting machine, especially a pick-up chopper, for picking up and chopping harvested material, such as corn, green crops, etc., with a rear axle (6), which is constructed as a steerable, rigid axle, which is supported at the machine frame (10), so that it can be swiveled about a horizontal full floating axle (9), which is parallel to the direction of travel, wherein the axle body (7) of the rear axle (6) is supported with shock absorption at the machine frame (10) so that it can move up and down relative to the machine frame (10).

Abstract: An elastic suspension for axles of industrial vehicles, particularly axles of earth-movers, which is constituted by two substantially identical and superimposed metal plates; the upper plate is rigidly anchored to the chassis of the vehicle and the lower plate is connected to the conventional oscillating supports of the axle; the plates are mutually hinged along one side which is orientated longitudinally with respect to the vehicle so that they can move mutually apart and mutually closer by virtue of elastic elements which are capable of absorbing the maximum load that bears on the axle; the elastic elements are preferably constituted by a torsion bar which is keyed, with one of its ends, to the axis of the hinge and is rigidly coupled, with its opposite end, to the chassis of the vehicle by a transverse crank-shaped arm which is in turn connected to the stem of a cylinder that is capable of supplying the torque shaft with the necessary preloading for correct operation and of allowing the axle to be suspende

Abstract: A spring support for a motor vehicle has a center tube frame with a backbone tube supported through a pair of spaced apart transverse beams, and a pair of final drive casings spaced apart and mounted to the center tube frame on the backbone tube. Pairs of half-axles are mounted for swinging motion on each final drive casing. Pairs of fluid springs are mounted between a bracket connected to the backbone tube and each half-axle by seats provided on each bracket engaged with the fluid spring. Each seat is oriented to form an acute angle with a vertical axis symmetry plane of the center tube frame. Inclined rigid struts having an upper portion and a foot portion connect each fluid spring, to the corresponding half-axle. An embodiment in which two pairs of half-axles are supported on the center tube frame by fluid springs and a mechanical spring connected at a spring center to each side of the central tube frame further supports one half-axle of each pair of half-axles is also provided.

Abstract: Maneuverability of a work vehicle having front steerable drive wheels is improved by increasing steering clearance. The front drive axle is pivoted to the vehicle for pivotal movement about a fore-and-aft extending oscillation centerline located above the lateral centerline of the axle. The drive shaft is in substantially collinear alignment with the oscillation centerline. The axle has an input shaft that is below and in substantially parallel alignment with the oscillation centerline and is substantially perpendicular to the lateral centerline of the axle. The drive shaft and the input shaft are drivingly connected by intermeshing drive and driven gears mounted on the drive and input shafts, respectively.