Volvo Car Corporation

Polestar Performance Ab

Volvo Personvagnar Ab

Ford Global Technolgoies, LLC

Lars Johan Stenvall

Jonas Forssell

Petter Almhagen

Peter Ulrik Gast

Klas Persson

Patrik Larsson

Björn Scherdin

Per Strandemo

Fredrik Hansson

Peter Gast

The disclosure relates to a drive shaft arrangement for an all-wheel drive electric vehicle, comprising a drive shaft arranged to transfer torque a drive shaft joint at least partially enclosing a drive shaft end portion, wherein the drive shaft joint comprises a housing and a one-way clutch provided at an inner portion of said housing. The one-way clutch being arranged within said inner portion to engage with said drive shaft at a first drive shaft state, in which the drive shaft transfers torque from said drive shaft in a first direction; disengage from said drive shaft at a second drive shaft state, in which the drive shaft is idle or transfers torque in a second direction opposite to the first direction. The disclosure also relates to a vehicle comprising said drive shaft arrangement.

Drive shaft arrangement and a vehicle comprising said arrangement

A vehicle differential configured to enable variable speed between a first output shaft and a second output shaft, the vehicle differential including a ring gear, a first planetary gear carrier, the first planetary gear carrier carrying a plurality of first planetary gears at least partially positioned within the ring gear, the first planetary gear carrier operably coupled to a first output shaft, a second planetary gear carrier, the second planetary gear carrier carrying a plurality of second planetary gears at least partially positioned within the ring gear, the second planetary gear carrier operably coupled to a second output shaft, a first sun gear at least partially positioned within the plurality of first planetary gears, a second sun gear at least partially positioned within plurality of the second planetary gears, and a distributor shaft and reversal gear operably coupling the first sun gear to the second sun gear.

Controllable speed differential

A vehicle battery assembly utilizing side cooling plates. This battery assembly avoids a stacked vertical battery and cooling plate or pack arrangement, optimizes tunnel (and other) space utilization, minimizes battery assembly intrusion into the passenger compartment of the associated vehicle, and allows seat position height to be as low as possible within the passenger compartment of the associated vehicle, while still allowing vertical access to the access points and electrical contacts of the battery modules within the battery assembly. Further, such battery assembly is compatible with conventional and novel cooling pipe configurations and cooling systems.

Vehicle battery assembly utilizing side cooling plates

A vehicle comprising: at least one electric motor configured for driving the vehicle; a battery pack configured to supply the electric motor with electric power for driving the vehicle; a vehicle body frame structure configured to form a main supporting structure of the vehicle; and a collision energy absorbing system configured to absorb collision energy in the event of an accident. The collision energy absorbing system comprises a first absorbing structure that is positioned between the battery pack and a front of the vehicle, wherein the first absorbing structure is configured to, in case the vehicle is subject to a head-on collision with an object, act against the object and absorb all or most of a collision energy of the battery pack without transferring the battery pack collision energy to the vehicle body frame structure.

Vehicle

A motor vehicle drive unit and an automotive vehicle comprising such a motor vehicle drive unit are provided. An electric motor has a rotor and a main stator rotatably mounted to a support structure. A first transmission provides an output to a first wheel axle shaft from the rotor. A second transmission provides an output to a second wheel axle shaft from the main stator. An auxiliary stator at least partially surrounds the main stator and is held stationary relative to the main rotatably mounted stator. A control unit is provided for controlling the auxiliary stator to add or subtract power to the main rotatably mounted stator.

Motor vehicle drive unit

An engine is disclosed having a flywheel arrangement comprising a starter motor () having a pinion gear () at an output shaft. The pinion gear () constantly engages a corresponding crank gear of a crank wheel () located between an engine block and a flywheel assembly () of the engine. The crank wheel () is operatively connected to a crankshaft () of the engine via a one-way clutch unit (). The flywheel assembly () comprises a first flywheel body () connected to the crankshaft () of the engine. A second flywheel body () is rotatable relative to the first flywheel body () and coupled thereto such that is able to move elastically through a limited angular distance relative to the first flywheel body (). An interlocking device includes at least one locking arrangement () and is adapted to produce an interlocking connection between the second flywheel body () and the first flywheel body () during cranking of the internal combustion engine.

Flywheel arrangement for an internal combustion engine

A starter arrangement for an internal combustion engine the arrangement including a starter motor having a pinion gear coupled to an output shaft, the pinion gear being arranged in constant engagement with a corresponding crank gear of a crank wheel located between an engine block and a flywheel of the engine. The crank wheel is operatively coupled to a crankshaft of the engine via a one-way clutch unit loosely fitted to an end of the crankshaft, the crankshaft including a circumferential slot carrying a clip ring. The one-way clutch unit including a tube shaped hub loosely fitted to an end of the crankshaft, the axial movement of the one-way hub is fixed via a clip-ring in co-operation with a first axially delimiting member and a second axially delimiting member at least partially enclosed by the hub.

Starter arrangement for an internal combustion engine

An arrangement for controlling engagement and disengagement of two dry plate friction clutches () in a transmission having two concentric input shafts () comprising one release bearing () for each clutch on the transmission side of the clutches and one release bearing () for each clutch on the engine side of the clutches. The release bearing on the transmission side controls the operation of the release bearings on the engine side for disengagement of the clutches by means of intermediate push rods () extending through openings in a rotating element () connected to one of the clutches.

Apparatus for controlling two friction clutches of a vehicle transmission

Drive unit for motor vehicles having an internal combustion engine ( ), which, via a first clutch ( ) can be coupled to a first input shaft ( ) in a gearbox ( ), and an electric machine ( ), the rotor ( ) of which is drivably coupled to a second input shaft ( ), and can be coupled, via a second clutch ( ) to the crankshaft ( ) of the internal combustion engine. The second input shaft is a hollow shaft which can, via a transmission ( ) with a third clutch ( ), drive the crown wheel ( ) in a differential ( ) built together with the gearbox.

Drive unit for motor vehicles

The invention provides a wheel suspension for a vehicle, wherein both a right wheel and a left wheel are carried by a linkage having a first end section and a second end section. The first end section is connected to the vehicle on the opposite side of the vehicle in relation to the respective wheel, and the second end section is likewise connected to its respective wheel. The invention is particulary significant in that the linkages are substantially U-shaped. Each linkage has two legs which are mainly parallel and extend in a substantially transverse direction of the vehicle. The free ends of the linkages constitute the first end section. The linkages also have a closed section connecting the legs. This closed section constitutes the second end section, whereby an open space is defined between the legs of each linkage. At least one leg on one of the linkages extends into the open space between the legs of the other linkage.

Wheel suspension for a vehicle

Wheel suspension for a vehicle, comprising a transverse spring, and, on the respective right and left side of the vehicle, a mounted upper deflection limiting device that is provided with an engaging device for engaging the spring. The spring is suspended in spring seats, each comprising a lever. The invention lever has a central suspension section in which the lever is pivotable relative to the vehicle around a suspension axis arranged in a substantially longitudinal direction of the vehicle; an inner end section placed below and, in relation to the longitudinal plane, inside the central suspension section, wherein the inner end section is provided with a supporting element that is in contact with the spring at the inner attachment point, which supporting element is slidable along the spring in the transverse direction of the vehicle as a function of the rotation of the lever around the suspension axis; and an outer end section placed outside the central suspension section, whereby the spring contacts the engaging device of the deflection limiting device, and an actuating device connected to the engaging device is arranged to mechanically act on the outer end section in such a way that the lever is pivoted around the suspension axis, whereby the supporting element, as well as the said inner attachment point, are displaced downwards and outwards towards the outer attachment point of the spring.

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Ljungskile, Sweden

Lars Johan Stenvall