A shaft connection 1 for a longitudinal shaft assembly, has at least a first shaft having a first and second ends, and a second shaft, disposed so as to be coaxial with the first shaft, having first and second ends; the shafts extending axially. The first end forms a hollow portion. The first shaft end forms a first journal having a displacement portion. The first shaft end at least in an initial position of the shaft connection extends through the hollow portion which axially by the displacement portion forms a guide portion and circumferentially forms a form-fitting first connection. In the initial position a mutual axial displacement of the first and second shafts is prevented by an axial securing feature. In a crash the axial securing feature; is releasable by an axial release force. The first shaft is axially displaceable relative to the second shaft.

A multi-motor switching system and method for obtaining a global optimization of performance criteria that takes into account variables and conditions across an entire driving cycle. The controller of the system is adapted to conduct a global optimization in that it determines the most optimal distribution of motor loads over an entire trip or driving cycle, as opposed to sequentially determining the optimized solution for a given point of time and localized set of current condition. In one embodiment where the control system provides for global optimization, the controller receives trip information through a trip planning tool. The controller utilizes the trip information to generate a driving cycle and further incorporates this information into the optimization process performed by the controller to determine the optimal solution for the entire trip.

An auxiliary power take-off assembly in a motor vehicle transmission having a torque converter, transmission input and output with a drive shaft on the transmission input. The drive shaft is permanently connected to a drive motor of the vehicle by a pump shaft of the torque converter, a transmission output shaft at the transmission output and a transmission chain having drive input and output elements. A transmission power take-off shaft on the transmission output and a transmission chain having at least a drive element and a power take-off element of which the power take-off element can be connected to an additional unit to be driven, and having a switching element. The power take-off element is arranged on a power take-off shaft and can be connected to the power take-off shaft via the switching element, which is arranged to act between power take-off shaft and the power take-off element.

An auxiliary power take-off assembly in a motor vehicle transmission having a torque converter, transmission input and output with a drive shaft on the transmission input. The drive shaft is permanently connected to a drive motor of the vehicle by a pump shaft of the torque converter, a transmission output shaft at the transmission output and a transmission chain having drive input and output elements. A transmission power take-off shaft on the transmission output and a transmission chain having at least a drive element and a power take-off element of which the power take-off element can be connected to an additional unit to be driven, and having a switching element. The power take-off element is arranged on a power take-off shaft and can be connected to the power take-off shaft via the switching element, which is arranged to act between power take-off shaft and the power take-off element.

A housing unit for use in an axle end assembly including first and second housing parts, wherein one of the first and the second housing parts are disposed to be mutually rotatable and define a housing interior space, wherein the first housing part for establishing on a hub has a flange, wherein the second housing part for safeguarding against rotation in relation to a stator of a wheel suspension has an engagement portion, wherein a gear wheel assembly is disposed in the housing interior space to transmit a torque of a driveshaft to the first housing part, wherein one of the first and the second housing parts, when dismantling the housing unit from the wheel suspension, are mutually established that the housing interior space remains closed such that at least 70% of the outwardly protruding faces of the housing unit are closed in a fluid-tight manner.

A housing unit for use in an axle end assembly including first and second housing parts, wherein one of the first and the second housing parts are disposed to be mutually rotatable and define a housing interior space, wherein the first housing part for establishing on a hub has a flange, wherein the second housing part for safeguarding against rotation in relation to a stator of a wheel suspension has an engagement portion, wherein a gear wheel assembly is disposed in the housing interior space to transmit a torque of a driveshaft to the first housing part, wherein one of the first and the second housing parts, when dismantling the housing unit from the wheel suspension, are mutually established that the housing interior space remains closed such that at least 70% of the outwardly protruding faces of the housing unit are closed in a fluid-tight manner.

A battery unit for a vehicle is provided. The battery unit includes a lower case having two battery compartments arranged in a direction toward opposite sides of the vehicle, respectively, and a connecting portion bent to be convex upwardly between the two battery compartments. A reinforcing structure is disposed on the connecting portion. Two battery modules are installed in the two battery compartments, respectively and a power wire is electrically connected to at least one of the two battery modules and extends from one of the two battery compartments to the other one of the two battery compartments through the connecting portion.

An air intake system for a vehicle has a conduit having an internal wall forming an air passage. A deflector is disposed within the air passage. A restricting structure is disposed within the air passage between the deflector and a conduit outlet. The restricting structure defines at least in part an opening substantially laterally aligned with the deflector. The restricting structure has a lateral wall disposed downstream of the deflector and extending within the air passage. The lateral wall has a front surface generally facing a conduit inlet, and a plurality of surface-increasing features provided on the front surface. Each of the surface-increasing features has a length of at least 1 mm measured from the front surface in a direction normal thereto. An air intake system having a collector connected to the deflector and positioned to collect at least some moisture from air flowing past the deflector is also described.

A hybrid drive system has two sources of driving power: a non-combustion drive system to provide mechanical torque and rotation to a driveshaft, and an opposed-piston, internal combustion engine configured to provide energy for the non-combustion drive system.

A hybrid drive system has two sources of driving power: a non-combustion drive system to provide mechanical torque and rotation to a driveshaft, and an opposed-piston, internal combustion engine configured to provide energy for the non-combustion drive system.