Abstract: A high-pressure gas spring for vehicle suspension systems includes an integral gas damping system and an integral counter spring to reduce spring residual force at suspension rebound. The gas spring includes an inverted piston feature that reduces the overall length of the device. Additionally, there are other innovative features incorporated in the gas spring to improve performance, reduce cost and minimise weight.

Abstract: A frame steered vehicle (10) has a front chassis part (12) and a rear chassis part (13). An articulated coupling (11) connecting the front chassis part (12) and the rear chassis part (13) comprises a pair of spaced-apart rigid link arms (14, 15) mounted between a rear end of the front chassis part (12) and a front end of the rear chassis part (13), that is the link arms (14, 15) are connected at or adjacent the rear end of the front chassis part (12) and at or adjacent the front end of the rear chassis part (13). The link arms (14, 15) are offset to each side of the central longitudinal axis (AB) of the vehicle (10). Each link arm (14, 15) is pivotally connected to the front chassis part (12) by a pivot connector (16, 17) and pivotally connected to the rear chassis part (13) by a pivot connector (18, 19). The link arms (14, 15) are arranged in the form of an isosceles trapezoid.

Abstract: A shifting device for a positively engaging clutch having complementary first and second positively engaging coupling elements includes a housing and an actuator rod which is axially movable within the housing by means of an associated rod actuating mechanism. A clutch shift fork for engagement with the first coupling element is mounted on the actuator rod for axial movement of the first coupling element into and out of engagement with the second coupling element in response to axial movement of the actuator rod. The clutch shift fork is mounted on the actuator rod by a threaded connector such that the clutch shift fork is axially movable on the actuator rod. Thus conveniently the axial position of the clutch fork on the shaft may be altered by rotating the shaft relative to the clutch fork for accurate positioning of the clutch fork relative to the coupling element with which it engages.

Abstract: A shifting device for a positively engaging clutch having complementary first and second positively engaging coupling elements includes a housing and an actuator rod which is axially movable within the housing by means of an associated rod actuating mechanism. A clutch shift fork for engagement with the first coupling element is mounted on the actuator rod for axial movement of the first coupling element into and out of engagement with the second coupling element in response to axial movement of the actuator rod. The clutch shift fork is mounted on the actuator rod by a threaded connector such that the clutch shift fork is axially movable on the actuator rod. Thus conveniently the axial position of the clutch fork on the shaft may be altered by rotating the shaft relative to the clutch fork for accurate positioning of the clutch fork relative to the coupling element with which it engages.

Abstract: An article dump truck has a front tractor unit connected to an associated rear trailer unit with a tipping container by an articulated coupling. The articulated coupling is operable to allow the front tractor unit and rear trailer unit to pivot about a vertical pivot axis, rams being provided to turn the front tractor unit and rear trailer unit about the pivot to steer the dump truck. The articulated coupling also allows the front tractor unit and rear trailer unit to rotate relative to each other about a longitudinal axis of the dump truck. In addition, the front tractor unit has a front chassis mounted on a pair of wheels by an independent suspension system.

Abstract: An article dump truck has a front tractor unit connected to an associated rear trailer unit with a tipping container by an articulated coupling. The articulated coupling is operable to allow the front tractor unit and rear trailer unit to pivot about a vertical pivot axis, rams being provided to turn the front tractor unit and rear trailer unit about the pivot to steer the dump truck. The articulated coupling also allows the front tracter unit and rear trailer unit to rotate relative to each other about a longitudinal axis of the dump truck. In addition, the front tractor unit has a front chassis mounted on a pair of wheels by an independent suspension system.

Abstract: An article dump truck has a front tractor unit connected to an associated rear trailer unit with a tipping container by an articulated coupling. The articulated coupling is operable to allow the front tractor unit and rear trailer unit to pivot about a vertical pivot axis, rams being provided to turn the front tractor unit and rear trailer unit about the pivot to steer the dump truck. The articulated coupling also allows the front tracter unit and rear trailer unit to rotate relative to each other about a longitudinal axis of the dump truck. In addition, the front tractor unit has a front chassis mounted on a pair of wheels by an independent suspension system.

Abstract: A suspension assembly has a pair of suspension arms, namely a forward suspension arm and a rear suspension arm. Each suspension arm is pivotally mounted on a housing containing spring means associated with each of the suspension arms. A wheel hub assembly is mounted at an outer end of each suspension arm. An inner end of each suspension arm is connected by a pivot shaft with a lower end of an associated lever arm mounted within the housing. An upper end of the lever arm is connected to the spring means. The spring means opposes pivotal movement of the suspension arm away from a neutral position. Mounting flanges on the housing allow the assembly to be bolted to a floor of a vehicle and adjusted for correct alignment on the vehicle.

Abstract: A vehicle driveline for a multi-axle vehicle includes a through drive axle unit; which is a close-coupled assembly comprising a torque transfer mechanism with an associated differential unit and an axle differential unit. An output shaft of the through drive unit is on substantially the same axis an input pinion to the axle differential unit.

Abstract: An independent suspension system has a pair of control arms having inner ends which are attached to a vehicle body and outer ends which support a wheel hub therebetween. A ball joint interconnects each control arm with the wheel hub. Each ball joint has a ball pin rotatably mounted in an associated housing. A first threaded shank on the ball pin is bolted to one of the control arm and the wheel hub. A second threaded shank on the housing is bolted to the other of the control arm and the wheel hub. Thus each ball joint is a separate unit which is demountable from the control arm and wheel hub and can be installed without dismantling the ball joint. Conveniently also a threaded shank of the ball joint may screw into a complementary threaded socket in a control arm to allow adjustment of the effective length of the control arm.

Abstract: A lightweight wheel is constructed of titanium or a composite material such as carbon fibre reinforced nylon material. The wheel has a central hub and a circular rim which are interconnected by sprig elements such as may be formed by a looped spring band having a number of radial loops extending between the hub and rim. A tyre strip may be mounted around an outer circumferential face of the rim.

Abstract: A suspension assembly has a pair of suspension arms, namely a forward suspension arm and a rear suspension arm. Each suspension arm is pivotally mounted on a housing containing spring means associated with each of the suspension arms. A wheel hub assembly is mounted at an outer end of each suspension arm. An inner end of each suspension arm is connected by a pivot shaft with a lower end of an associated lever arm mounted within the housing. An upper end of the lever arm is connected to the spring means. The spring means opposes pivotal movement of the suspension arm away from a neutral position. Mounting flanges on the housing allow the assembly to be bolted to a floor of a vehicle and adjusted for correct alignment on the vehicle.

Abstract: An independent suspension system has a pair of control arms having inner ends which are attached to a vehicle body and outer ends which support a wheel hub therebetween. A ball joint interconnects each control arm with the wheel hub. Each ball joint has a ball pin rotatably mounted in an associated housing. A first threaded shank on the ball pin is bolted to one of the control arm and the wheel hub. A second threaded shank on the housing is bolted to the other of the control arm and the wheel hub. Thus each ball joint is a separate unit which is demountable from the control arm and wheel hub and can be installed without dismantling the ball joint. Conveniently also a threaded shank of the ball joint may screw into a complementary threaded socket in a control arm to allow adjustment of the effective length of the control arm.

Abstract: A vehicle driveline for a multi-axle vehicle includes a through drive axle unit; which is a close-coupled assembly comprising a torque transfer mechanism with an associated differential unit and an axle differential unit. An output shaft of the through drive unit is on substantially the same axis an input pinion to the axle differential unit.

Abstract: An independent suspension system for a vehicle has at each side of an axle of the vehicle upper and lower control arms each connected by articulating joints between a vehicle body and a wheel carrier such as a wheel hub to mount the wheel on the vehicle body. A compression spring is connected at each end by articulating joints between the vehicle body and one of the control arms. The compression spring is connected to the control arm such that the center of rotation of the articulating joint is below a line joining the centers of rotation of the articulating joints at opposite ends of the control arm.

Abstract: A connector for a vehicle steering system for attachment between a steering link such as a track rod and a steering arm on a wheel to accommodate vertical movement and swivelling of the wheel in use. Such connectors are usually provided by ball joint connectors. In the present invention these ball joints are essentially replaced by a connector in which opposite ends of the connector are rotatable relative to each other using only single axis pivots.