An assembly for a hydraulically suspended vehicle axle may have a central housing, and at least two hydraulic suspension components supported on the central housing and fluidly connected to one another by a fluid line extending at least partially through the central housing.

A tandem wheel assembly or kit has a housing that includes a central chain box, a first wheel end casing, and a second wheel end casing. The central chain box has an internal volume extending between a first box end and a second box end, a unitary pivot portion having a box opening disposed about a pivot axis, a first box flange with a first box flange face and a second box flange with a second box flange face. The first wheel end casing has a first wheel end flange with a first wheel end flange face mateable with the first box flange face, a first wheel end opening, and defines a first length. The second wheel end casing has a second wheel end flange with a second wheel end flange face mateable with the second box flange face, a second wheel end opening, and defines a second length.

A motor drive device includes: a trailing arm that extends in a vehicle front-rear direction and includes a vehicle body-side attachment portion and wheel-side support portion, the vehicle body-side attachment portion formed on a forward portion side of the trailing arm and coupled to a vehicle body via a rubber bush, the wheel-side support portion formed on a rear side of the trailing arm and supporting a rear wheel; and a motor that is supported by the trailing arm and drives the rear wheel. The motor and the rubber bush are disposed in such a way that motor and the rubber bush are seen as being substantially aligned in a vehicle up-down direction when viewed in a vehicle width direction.

A drivetrain for a vehicle, such as a commercial vehicle, may have an electric motor with a maximum output torque of at least 4000 Nm. The drivetrain may also have at least one constant velocity joint and an axle differential. The electric motor may be connected or connectable to the axle differential via the at least one constant velocity joint.

Ride-on equipment includes a pair of front wheels, a pair of rear wheels, a main frame, a subframe pivotally coupled to the main frame about a pivot axis, a power source, and a transaxle assembly. The power source is coupled to and supported by the main frame and includes a drive pulley. The transaxle assembly is configured to pivot with respect to the power source, is operably coupled to the pair of rear drive wheels, and includes at least one driven pulley. The drive pulley and the at least one driven pulley are operably coupled by a belt such that the at least one driven pulley of the transaxle assembly is configured to be driven by the drive pulley of the source via the belt.

Some embodiments of the invention provide a transaxle drive system for ride-on equipment. The transaxle drive system can include a frame supporting at least one power source and at least two subframes, the at least one power source including at least one drive pulley. The system can also include transaxle assemblies driven by at least a portion of at least one belt from the at least one drive pulley. The transaxle assemblies can include a first transaxle assembly supported by a subframe, the first transaxle assembly coupled to the at least one drive pulley with at least one belt, and a second transaxle assembly supported by another subframe, the second transaxle assembly coupled by at least one belt to the at least one drive pulley. The transaxle assemblies can be independently pivoted with respect to each other, the frame, and the power source.

An electric axle drivetrain assembly for use in a vehicle. The electric axle drivetrain assembly includes a motor that is drivingly connected to at least a portion of a differential assembly. Drivingly connected to ends of the differential assembly is a first axle half shaft and a second axle half shaft. At least a portion of a first and second wheel end assembly is connected to at least a portion of an end of the first and second axle half shafts opposite the differential assembly. A vehicle suspension system having a support member has a first hub carrier portion connected to a first end portion thereof and a second hub carrier portion connected to a second end portion thereof. Connected to at least a portion of a chassis is the motor and/or the differential assembly.

The present invention provides a vehicle differential linked to and is arranged to move with a control arm and/or an a-arm of a suspension assembly, providing a floating differential suspension system. The differential is adapted to be mounted independent of the vehicle frame. Advantages of a floating differential suspension system include better alignment between the differential and the transfer case, reduced drive shaft movement in the vertical direction, minimal plunge at the drive shaft splines, longer axle length with increased wheel travel, decreased angle at mechanical connections, reduced camber change through the wheel travel, lower frame construction with increased range of suspension travel, and reduced risk of vehicle roll over without compromising the range of suspension travel.

An axle assembly includes an axle housing having first and second arm portions that extend in opposite directions from a center portion, and an axle interface bracket that is fixedly mounted to the first arm portion. The axle interface bracket includes a base, holes extend from a bottom surface of the base, and channel walls that extend from the base and are disposed opposite the bottom surface.

A vehicle driving apparatus can handle a variety of car ranks and ensures reliability of a vehicle motor. The apparatus includes an axle housing, to which a differential-side housing of a driving unit housing is linked and integrally accommodating drive shafts of driving wheels. A first support allows elastically linking a first rotary support shaft linked to a vehicle body of the vehicle to the axle housing and the axle housing to swing around the first rotary support shaft as the center of rotation so that the axle housing is supported by the vehicle body. A second support allows a second rotary support shaft linked to the vehicle body to be elastically linked to a motor-side housing of the driving unit housing and the motor-side housing to swing around the second rotary support shaft as the center of rotation so that the motor-side housing is supported by the vehicle body.