Abstract: A cable driven drive mechanism is presented. A cable driven drive mechanism includes one or more drums rotatable about one or more parallel axes. The drive mechanism further includes one or more output drums rotatable about one or more parallel axes, the input axes extending perpendicular to the output axes. The cable driven drive mechanism still further includes a cable disposed about at least a portion of each of the input drums and the output drums, thereby coupling the input drums and output drums for rotation together.

Abstract: An improved system used for alignment of a vehicle suspension and axle includes a pear-shaped cam that is rotatable relative to one of two spaced plates of a hanger bracket. An aperture and nose in the cam plate is aligned with an elongated opening in the bracket plate. The cam further includes a pin that is configured for insertion and movement within an arcuate aperture in the bracket plate. A fastener extends through the aperture and the nose of the cam, through the elongated openings in the bracket plates, and through the suspension control arm. Rotation of the cam causes a corresponding movement of the pin along the arcuate-shaped aperture of the bracket and of the fastener along the elongated openings of the bracket.

Abstract: An improved system used for alignment of a vehicle suspension and axle includes a cam plate that is rotatable relative to one of two spaced plates of a hanger bracket about an axis of rotation extending through a center of the cam plate. An aperture in the cam plate is aligned with an elongated opening in the bracket plate and defines a cam surface. A bushing may be disposed in the aperture and ride on the cam surface. A fastener extends through the bushing, the elongated openings in the bracket plates, and the suspension control arm. Rotation of the cam plate and movement of the bushing and the fastener along the cam surface of the aperture displaces the fastener along the elongated openings of the bracket.

Abstract: The present invention is an axle system having a steering capability. A series of links connect a knuckle with a vehicle chassis. The axis of the upper links converge to an upper point outboard of the knuckle. The axis of the lower links converge to a lower point outboard of the knuckle. A virtual steer axis of rotation for the knuckle is provided by a line connecting the upper point and the lower point. A steer link having one end connected to a steering mechanism and the other end connected to the knuckle is also provided.

Abstract: A steer axle and suspension assembly are provided that produce lateral stability in the vehicle without the use of a transverse rod and without generating undue loads on the steer axle beam. The assembly includes at least one suspension arm that is connected to the frame and to a component of the steer axle assembly such as the axle beam, kingpin, or steering knuckle. The suspension arm is connected to the steer axle assembly at a location outboard of the longitudinal frame rails of the vehicle and extends longitudinally at an angle to the frame rails. The suspension arm arrangement can be used with a variety of suspensions including leaf spring and multi-link suspensions.

Abstract: A suspension for coupling a steer axle assembly to a vehicle frame is provided that moves one or more of the spring reaction points outboard to increase roll stiffness and enable the use of a lighter axle. In one embodiment of the invention, the suspension includes a spring coupled to the vehicle frame and a shock absorber having a first end coupled to the spring and a second end coupled to a component of the steer axle assembly, such as the kingpin, at a location outboard of a longitudinal frame rail of the vehicle frame.

Abstract: A suspension and steering subassembly for a heavy truck is provided including a subframe. The subframe includes first and second side members extending substantially in the direction of vehicle travel and first and second cross members extending substantially perpendicular to the direction of vehicle travel. The first and second cross members are integral with the first and second side members such that the subframe is a unitary member. The first and second side members and the first and second cross members are further configured to receive first and second lower suspension control arms, first and second upper suspension control arms, and a portion of the steering linkage for the vehicle. The subframe may further be configured to receive a steering gear and one or more strut rods to provide fore/aft support to the subframe.

Abstract: A shock absorber includes a pressure tube with a piston slidably disposed therein. A separate valve includes a fluid circuit for fluid low in rebound and a fluid circuit for fluid flow in compression. Each fluid circuit includes a variable orifice which allows selection between a firm rebound with a soft compression, a soft rebound with a soft compression and a soft rebound with a firm compression. Each variable orifice is in communication with a blowoff valve in such a manner that they provide a variable blowoff feature to the blowoff valves.

Abstract: The present invention provides a torsion attenuator for a vehicle frame having first and second longitudinal frame rails extending substantially parallel to a longitudinal axis. A torsion attenuator in accordance with one embodiment of the present invention includes first and second brackets coupled to the first and second frame rails, respectively. The torsion attenuator further includes a cable coupled at a first end to the first bracket, and coupled at a second end to the second bracket. A torsion attenuator in accordance with the present invention provides that the torsional loads are distributed to the frame rail system, rather than to the individual rails. Such a torsion attenuator may be especially advantageous in suspension systems that employ air springs.