The enclosed disclosure relates to a configuration of an electric vehicle. The embodiments described within provide improvements in the way of packaging associated batteries, motors, transmissions, controllers, and associated components. In the described embodiment enclosed, a vehicle comprises a frame supported by a plurality of ground engaging members, and the frame is configured to support a plurality of seats. The vehicle includes a powertrain comprising a battery supported by the frame and the battery is under at least partially under at least one of the seats. The powertrain also includes a motor supported by the frame and a propeller shaft extends from a position rearward of the battery to a position forward of the battery. The propeller shaft extends along a portion of the vehicle centerline, and when viewed from a side perspective view, the propeller shaft laterally overlaps at least a portion of the battery.

A damping arrangement of an active chassis for an axle of a motor vehicle. A damping system cooperates with each wheel of the axle, wherein each of the damping systems includes a damper, a hydraulic pump, and an electric motor. A hydraulic unit includes a hydraulic reservoir and valves, wherein the hydraulic pump and the hydraulic unit of the respective damping system cooperate with hydraulic chambers of the hydraulic cylinder of the respective damping system, such that, depending on the conveying direction of the hydraulic pump of the hydraulic unit, a movement of the piston in a first actuation direction or in a second actuation direction can be provided. The hydraulic pumps and the electric motors of both damping systems are combined to form a motor-pump unit. The motor-pump unit is fastened on both sides thereof to an axle carrier of the axle via two bearings.

The invention relates to an arrangement in a forestry machine (100), in which arrangement there is a chassis (12), a single-axle set of wheels (13) pivoted to the chassis (12), and at least one auxiliary wheel (18) fitted the outside the set of wheels (13), in order to increase the load-bearing capacity of the rear part (19) of the chassis (12). The arrangement further includes at least one support arm (20) arranged to carry the said auxiliary wheel (18) at its first end (22) and pivoted at its second end (24) to the said chassis (12) with the aid of a transverse shaft (23), a support surface (36) attached to the chassis (12) and a counter surface (38) attached to the said support arm (20), for limiting the transverse movement of the support arm (20). The invention also relates to a corresponding forestry machine.

An anti-roll bar device with a variable rigidity has a first arm assembly having multiple first joining units, a second arm assembly having multiple second joining units, and a variable rigidity unit mounted between the first arm assembly and the second arm assembly and having multiple abutment portions and a variable rigidity coefficient. The first and second joining units are staggered with each other annularly and abut the abutment portions. When a vehicle passes a bumpy terrain, a slight force is exerted on the variable rigidity unit and is absorbed by the variable rigidity unit, such that the vehicle can be kept from tilting and shaking up and down. When the vehicle is in cornering, a larger force is exerted on the variable rigidity unit to increase a rigidity of the variable rigidity unit, such that the variable rigidity unit can transfer torques to keep the vehicle from tilting.

An axle/suspension system tower mount for a heavy-duty vehicle which mounts a force reacting suspension component attached to the vehicle frame members to the axle of the axle/suspension system. The tower mount includes an axle wrap system which attaches the tower mount to the axle of the axle/suspension system at a location inboard of the axle/suspension system suspension assemblies. The axle/suspension system tower mount provides mounting support for components of an air brake system, including cam shaft assemblies, brake air chambers, and mounting brackets thereof.

A lateral stabilization assembly includes a chassis and a stabilizer bar coupled to the chassis. The stabilizer bar includes a central bar portion extending along a bar axis. The lateral stabilization assembly also includes first and second bearings coupled to the chassis. The lateral stabilization assembly also includes a first and second flanges fixed to the central bar portion. The first flange and the second flange are configured to allow a transfer of lateral loads between the first lateral side and the second lateral side of the chassis through the first bearing, the stabilizer bar, and the second bearing.

A suspension assembly for a commercial vehicle includes a first linkage, an air spring, a carriage, and a second linkage. The first linkage is pivotally coupled at a first end with a structural member of a frame. The structural member extends downwards from the frame. The air spring is coupled with the frame and a second end of the first linkage. The air spring drives the first linkage to pivot about the first end relative to the structural member. The carriage is pivotally coupled with the first linkage at a position between the first end and the second end of the first linkage. The second linkage is pivotally coupled at a first end with the structural member, and pivotally coupled with the carriage at a second end. The structural member, the first linkage, the second linkage, and the carriage define a four-bar linkage.

A chassis arrangement (10), in particular for utility vehicles (1), with at least one axle (3) that extends transverse to the travel direction and carries wheels (4). Movement of the axle (3) is damped by vibration dampers (11) provided with end sections (15), and with at least one stabilizer assembly (12) that has two longitudinally extending sections (13) and a transverse section (14) that connects the longitudinally extending sections. An end section (15) of the vibration damper (11) is held directly on and is connected to the stabilizer assembly (12) on an extension (16, 17) of the transversely orientated section (14) beyond the longitudinal section (13).

A stabilizer (105) for the anti-roll stabilization of a vehicle (100). The stabilizer (105) has a first stabilizer element (110) and a second stabilizer element (115). The first stabilizer element (110) is, or can be, coupled to a first wheel suspension element (120) of the vehicle (100) and the second stabilizer element (115) is, or can be, coupled to a second wheel suspension element (125) of the vehicle (100). Furthermore, the stabilizer (105) is provided with an electric motor (135) designed to rotate the first stabilizer element (110), relative to the second stabilizer element (115) in response to a control signal, so as to decouple the first wheel suspension element (120) from the second wheel suspension element (125). In this case the control signal represents a signal determined on the basis of a field-orientated control system.

The chassis system may include a frame of the vehicle forming a base for the vehicle, an axle operably coupled to the frame, the axle having a first portion with a first diameter and a second portion with a second diameter, an electric motor operably coupled to the axle to propel the vehicle, one or more wheel assemblies operably coupled to the axle, and a track bar may be operably coupled to the axle via a first end and operably coupled to the frame via a second end. The second end may be linearly displaced from the first end along a reference line, and the track bar may include a hook portion defining an offset from the reference line, the offset extending away from the axle. The hook portion may extend around a transition between the first portion and the second portion of the axle.