Abstract: A suspension system for a rear axle of a vehicle provided with a frame equipped with at least two side members, the suspension system connecting the axle to said side members and comprising a left side and a right side, each comprising an axle-holder assembly, a bellows, a leaf spring, first and second bars, and a torsion bar interposed between said left and right sides. The aforementioned elements of the suspension system being arranged to provide a functional layout having reduced costs and overall dimensions.

Abstract: A frame and suspension assembly for a vehicle can include a pair of frame members configured to support a load input thereto, a final drive structure connected to each of the frame members such that the final drive assembly is configured to input a load to the frame members, and a stabilizer bar mounted to each of the frame members and extending in a traverse direction of the vehicle over a top of the final drive structure.

Abstract: The invention relates to a running gear structure (4) for a commercial vehicle. The running gear structure comprises a lower transverse strut (8) and an upper transverse strut (9). The lower transverse strut (8) and said upper transverse strut (9) are fixedly connected to each other. The upper transverse strut (9) comprising two recesses (12, 13) which limit a space (14) located above the lower transverse strut (8). The space (14) is open at least in upper direction and dimensioned for accommodating a suspension spring (6). Preferably, an axle body and longitudinal swinging arms (22, 23) of the running gear structure (4) have a skeletal design with a plurality of struts (5). It is possible that the running gear structure (4) is L-shaped in a side view. Here, one leg of the L is formed by a horizontal structure part forming the longitudinal swinging arms (22, 23) whereas the other leg of the L is formed by a vertical structure part forming the axle body.

Abstract: A motor vehicle, in particular a utility vehicle (UV), with a vehicle frame (2) and at least one vehicle axle (5) supported relative to the vehicle frame (2) by one or more connecting rods (6; 7). The connecting rod or rods (6; 7) is/are linked to the vehicle axle (5) by at least one articulated arrangement (8) which is connected, by connecting elements (11) that pass through contact surfaces (10; 10a), to a support block (12) fixed on the axle (5). The axis (13) of each connecting element (11) extends through the contact surface (10; 10a), through which the respective connecting element (11) passes, at an angle (?) different from 90°.

Abstract: A quint configuration fire apparatus includes a chassis, a body assembly coupled to the chassis and having a storage area configured to receive a ground ladder and a fire hose, a pump coupled to the chassis, a water tank coupled to the chassis, a ladder assembly including a plurality of extensible ladder sections, the ladder assembly having a proximal end that is coupled to the chassis, and a single rear axle coupled to a rear end of the chassis. The ladder assembly is extensible to provide a horizontal reach of at least 100 feet and a vertical height of at least 105 feet.

Abstract: A mounting arrangement for a V-rod in a vehicle suspension includes an axle housing having a mounting cavity formed thereon and a joint member installed in the mounting cavity so that a joint coupling extends outward from the axle housing. The joint member may include a ball joint mounted on a post mountable in the mounting cavity. The mounting cavity may be formed in a boss provided on the axle housing.

Abstract: A rear axle support assembly includes a swing arm assembly, a second axle tube, and a rear final gear assembly. The swing arm assembly includes a first support arm, a second support arm laterally spaced from the first support arm, a first axle tube attached to the first support arm, and an axle support bracket attached to the second support arm. Each of the first and second axle tubes is configured to receive an axle therewithin. The second axle tube includes an axle tube mount flange. The first axle tube is releasably attached to the rear final gear assembly. The axle tube mount flange is positioned laterally between, and is releasably attached to each one of, the axle support bracket of the swing arm assembly and the rear final gear assembly, and in direct, contacting engagement with the rear final gear assembly.

Abstract: A V-shaped torque rod includes an apex joint assembly that is attached to a component of a vehicle using only a single fastener. The apex joint assembly includes a housing, an inner metal, an elastomeric member disposed between the housing and the inner metal and a post that engages the inner metal. The single fastener extends through the inner metal and through the post to secure the apex joint assembly to the vehicle. The post can be a tapered post or the post can be a non-tapered post.

Abstract: A drive train arrangement for a vehicle comprising a main transmission and a transfer box which are both housed within a transmission housing. The transfer box comprises a drive output which is connected to a rear axle differential transmission and connectable, by a torque transmission element and a connecting shaft, to a front axle differential transmission. The connecting shaft is arranged at a predetermined angle relative to the drive output shaft of the main transmission. The end of the connecting shaft, facing toward the front axle differential transmission, is actively connected to the front axle differential transmission. The front axle differential transmission is fixed to the vehicle by at least one adaptor device allowing the front axle differential transmission to be adapted to a variety of arrangement positions along the rotation axis of the connection shaft.

Abstract: A working vehicle according to the present invention includes a pair of front frames and a pair of main frames that are detachably connected to each other, a reinforcing member coupling the pair of main frames while being overlapped therewith in a side view, a pair of attachment stays fixedly attached to outer side surfaces of the pair of main frames so as to be at least partially overlapped with the reinforcing member in a side view. A cabin is supported in a vibration-isolation manner at no less than four positions including the pair of attachment stays and right and left supporting positions that are provided at a pair of rear axle cases or a transmission case. The working vehicle can enhance stabilization of support of the cabin while simplifying a structure.

Abstract: An adaptor for an older Corvette drive train provides a structure for coupling the drive shaft extending from a front-mounted transmission to the differential of a C5 or C6 Corvette rear suspension in which the rear mounted transmission has been removed. A housing holds a stub shaft for rotation on front (outside) and rear (inside) bearings. The shaft has a coupling yoke mounted to its front end and engages the differential gearing at its other (rear) end. The housing mounts to the differential at the five mounting points of the removed transmission. A bracket which attaches to frame mounts can be mounted to either the top or bottom front (outside) face of the housing, depending upon the suspension-to-frame geometry. A circular flange on the shaft positions and holds the inside bearing and a rearward extending boss on the yoke positions and holds the outside bearing.

Abstract: An adaptor for an older Corvette drive train provides a structure for coupling the drive shaft extending from a front-mounted transmission to the differential of a C5 or C6 Corvette rear suspension in which the rear mounted transmission has been removed. A housing holds a stub shaft for rotation on front (outside) and rear (inside) bearings. The shaft has a coupling yoke mounted to its front end and engages the differential gearing at its other (rear) end. The housing mounts to the differential at the five mounting points of the removed transmission. A bracket which attaches to frame mounts can be mounted to either the top or bottom front (outside) face of the housing, depending upon the suspension-to-frame geometry. A circular flange on the shaft positions and holds the inside bearing and a rearward extending boss on the yoke positions and holds the outside bearing.

Abstract: A push-in-bung assembly is provided that improves vibration and lateral movement control for vehicle suspension systems. The push-in-bung assembly includes a bung formed of rigid material and having a first end configured to connect to a vehicle frame and a second end configured to connect to a vehicle differential. A track bar can be included between the bung and the vehicle frame. The track bar can connect with the vehicle frame using a bracket assembly.

Abstract: A suspension system for a vehicle includes a swing frame and right and left suspension cylinders for front wheels. The swing frame is swingably supported by the front portion of a vehicle body about a support shaft extending in a lateral direction, and supports the front axle case, so as to allow the front axle case to swing about a center shaft extending in a front-rear direction. The right and left suspension cylinders are provided on the swing frame. A lateral oscillation regulation unit is provided between the swing frame and the front frame, and configured to regulate an oscillation of the swing frame by contact in the lateral direction.

Abstract: A suspension assembly includes an axle and a resilient member. The axle includes a first end and a second end and is movable with respect to a vehicle's frame between an unloaded position and a loaded position. The resilient member is configured to be spaced from at least one of the axle and the frame when the axle is in the unloaded position. The resilient member is also configured to selectively progressively bias the axle towards the unloaded position. A vehicle including a suspension assembly is also provided.

Abstract: A V-configuration torque rod includes an apex joint assembly which includes a cast apex joint housing. A pair of solid rods are threadingly received by the cast apex joint housing and an end joint assembly is attached to the end of each solid rod. A retention system in the form of a clamp or jamb nut secure the solid rods to the cast apex joint housing. A length adjustment mechanism can be incorporated between the solid rods and the end joint assemblies if necessary.

Abstract: The invention relates to a transmission suspension structure for a rear engine vehicle, mainly bus, where the drive engine (3) and the gearbox (4) are built uniaxially to form a rigid transmission unit (2), which has suspension brackets (8, 9) in front and behind the center of gravity of the unit (2), in respect of the geometric axis of rotation of its main axis, the suspension bracket(s) (9) behind the center of gravity is (are) adjoined to the gearbox (4), a further two suspension brackets (8) are adjoined to the lower ends (23) of the two suspension bars (20) holding the transmission, and at the upper ends of the said suspension bars there are flexible adjoining members (21) for linkage to the body of the bus in the vicinity of its right hand side and left hand side walls.

Abstract: An axle assembly is provided that includes an axle. The axle assembly may be of an inverted portal axle configuration. The axle includes a boss having a threaded aperture. A suspension component, such as a suspension arm, may be secured to the axle by a fastener received by the threaded aperture. A bracket may be arranged in engagement with the boss between the suspension arm and the axle. The bracket may be used to connect a torsion bar to the axle. The bracket includes an aperture with the fastener disposed within the bracket aperture. The fastener, which is common for the suspension arm and bracket, creates a clamping load on the bracket. Moreover, the suspension arm and the torsion bar bracket share a common boss.

Abstract: A steering triangle (1) is provided for the axle suspension of motor vehicles for the articulated connection of a vehicle axle with a vehicle chassis with two control arms (2, 3). The control arms are connected to each other in a joint housing (6) formed by the control arms (2, 3) together for a rubber-metal bearing (11) for fixing the steering triangle (1) on the vehicle axle. The rubber-metal bearing (11) has a pivot axis (12) provided with a spherical surface and an elastomer body (14), which extends around the pivot axis (12) at least in the area of the spherical surface and which is accommodated in a recess (16) located within the joint housing (6), in which steering triangle two pressing rings (17, 18) are arranged within the recess (16) of the joint housing (6) on the axial outer sides of the elastomer body (14). The pressing rings can be moved toward each other by a tensioning device via the intermediary of stop faces (22) of the joint housing (6).

Abstract: A modular suspension (10) adapted to mount on a vehicle frame having a pair of spaced C-shaped frame rails (12). The modular suspension comprises a pair of trailing arm assemblies (14) connected by a cross beam (50) and a trailing arm connection. Each of the trailing arm assemblies comprises a frame bracket (18) adapted to be mounted to one of the frame rails and a trailing arm (16) having one portion pivotally mounted to the frame bracket for pivotal movement about a pivot axis. The trailing arm connection (42, 52) extends between and is coupled to a portion of the trailing arms rearward of the pivot axis. The cross beam extends between and connects to the frame brackets such that a rail opening (56) having a shape for slidably receiving at least a portion of one of the frame rails is formed between each of the frame brackets and the cross beam.

Abstract: A system for sensing the spatial position of suspended axles in industrial vehicles includes two angular sensors (32) fitted on opposite pins (26), each of which is provided with a relative spherical coupling (27) for a panhard bar (16) interposed between an axle (11) and the chassis (15) of the industrial vehicle. Each of the sensors (32) interposed between the axle (11) and the chassis (15) of the industrial vehicle is operated by elastic laminas (35, 36) and each sensor has a drive pin rotated by a corresponding rotating hub (34), the angular sensors (32) detecting the spatial oscillations of the panhard bar (16) in relation to the axle (11) and the chassis (15) of the industrial vehicle. There are two elastic laminas (35, 36) for each angular sensor (32) and these are fitted parallel to a lateral surface of the panhard bar (16), partially overlapping one another and fixed at one end to one of the angular sensors (32) and at the other end to the surface of the panhard bar (16).

Abstract: A torque rod assembly for use in a vehicle suspension system, the torque rod assembly comprising a torque rod, which is preferably V-shaped. The torque rod has a first arm portion and a second arm portion, each arm portion having an end. A bend portion is disposed between the first and second arm portions, the arm portions being disposed at an angle with respect to each other. The bend portion, disposed between the first and second arm portions, is pivotably mounted to an axle. The ends of the torque rod are pivotably mounted to the vehicle frame.

Abstract: A suspension for a heavy duty vehicle is provided that includes a frame. A lower linkage is supported by the frame at a first pivotal connection. A drive axle assembly is supported by a lower linkage at a second pivotal connection. The drive axle assembly includes an input shaft defining a pinion angle. An upper linkage interconnects the drive axle assembly and the frame at third and fourth pivotal connections, respectively. The upper linkage includes an adjustment member, such as a turnbuckle, for modifying the length of the upper linkage to obtain a predetermined pinion angle. In this manner, the pinion angle may be adjusted upon assembly of the suspension system. Furthermore, by permitting the drive axle assembly to pivotally move relative to the linkages, the pinion angle may be maintained during suspension movement.

Abstract: An axle suspension of rigid axles is presented, on the axle body (1) of which a steering triangle (2) as well as two longitudinal control arms (3, 4), which are located at spaced locations from the steering triangle and have different vertical positions, and additionally a stabilizing device (5) are arranged. The steering triangle has two control arms (2.1 and 2.2), which form an angle with one another and are fastened to a central joint (2.3), on the one hand, and are connected to the vehicle body via a guiding joint (2.4 and 2.5) each, on the other hand.

Abstract: Attachment bracket with attachment plate for fixing a V-shaped torque rod. The bracket (21) has a support plate (22) intended to be fixed on a frame member, and a bearing surface (23) which forms an angle of less than 90° with the support plate and against which an attachment plate (19) fixed to the torque rod is intended to be screwed securely. The bracket and the plate have slots (27, 28, 31) which are open to the sides and which receive screws (29, 30), that slot (27) of the bracket nearest the support plate being designed so that the screw can be pivoted between a mounting position parallel to the support plate and a position at right angles to the bearing surface.

Abstract: A V-configuration torque rod has an apex pivotal joint system which includes a pair of pivotal end joint assemblies connected by a bar-pin journal. The bar-pin journal is bent as an angle to define the V-configuration of the torque rod. By using the bent bar-pin journal, straight links for the arms of the V-configuration can be utilized using similar components at each end joint assembly.

Abstract: In one embodiment, a V-configuration torque rod has an apex joint assembly and a pair of end pivotal joint assemblies. The apex joint assembly is attached to each end pivotal joint assembly using a rod. The rod includes a headed end which increases the radial distance at which the rod is welded to the joint assembly. The attachment of the rod to the apex joint assembly can be by welding or by using a clamp. The rod can either be a solid rod or it can be a tubular rod. In another embodiment, the torque rod is a straight torque rod which includes a rod connecting two end pivotal joint assemblies. Both ends of the rod include a headed end which increases the radial distance at which the rod is welded to the joint assembly. The rod can either be a solid rod or it can be a tubular rod.

Abstract: A V-configuration torque rod has an apex pivotal joint assembly which includes either a single forging or a pair of eyelets each of which form one arm of the V. An intermediate sleeve is located within the forging or each eyelet and an elastomeric bearing socket is located within the sleeve. The bearing socket defines a pocket within which a bar-pin journal is located. Each eyelet of the apex pivotal joint assembly is connected to a tube which is connected to an end pivotal joint assembly. Each end pivotal joint assembly has an internal joint configuration the same as the apex pivotal joint assembly.

Abstract: A bus or truck having an engine, a transmission and a differential directly assembled to the frame and geared hubs assembled to a carriage frame to which the wheels of the vehicle are secured to provide the lowest possible floor height. The carriage frame supports the vehicle on air springs. Right and left geared hubs are directly assembled to the carriage frame and are operatively connected to the right and left half axles and the right and left wheel sets. The geared hubs provide a second level of gear reduction. The geared hubs are assembled to the wheel carriage frame with the axis of rotation of the drive axles and the axis of rotation of the wheels aligned in either a fore and aft direction or are aligned with the axis of the half axles being directly above the axis of the wheels. Air brakes on the drive axles provide braking action prior to the gear reduction of the geared hubs allowing for the use of smaller air disc brakes.

Abstract: A motor vehicle axle is made of metal and jacketed at least areawise with a bonded fiber material. Thereby the stiffness and strength of the motor vehicle axle is increased with a favorable axle weight.

Abstract: A vehicle rear suspension system comprises a cross member having pivot mounts extending rearwardly and inwardly therefrom and mounting plates connected to respective vehicle frame members. A left cross member portion is aligned with a right cross member portion, and a middle cross member portion is located above the left and right portions. Left and right upper control arms have front ends pivotally connected to adjustable front box receivers and rear ends pivotally connected to a differential housing. Each front box receiver is fixed to a respective one of the pivot mounts and has a plurality of adjustment openings for adjusting mounting points of the front ends of the upper control arms. Left and right lower control arms have front ends pivotally connected to front box receivers and rear ends pivotally connected to respective axle tubes extending from the differential housing.

Abstract: A vehicle suspension system particularly useful in the heavy duty truck and trailer industry is disclosed. The suspension features lower control rods that are pivotally connected at their leading ends to hangers attached to each side frame member. The rearward ends of the lower control rods are attached to axle seats, one at each end of the axle, which are connected to the axle of the vehicle. Air springs and shock absorbers or, alternatively, hydraulic cylinders with accumulators, are mounted between each axle seat and each side frame member. The lower control rods are in an inclined orientation with their forward ends above their trailing ends. Additionally, some embodiments of the suspension feature upper control rods with their forward ends pivotally attached to the two opposing truck side frame members. The rearward ends of the upper control rods are attached to the top center of the axle by either a bolt and bushing mount or a ball and socket mount so that the upper control rods form a "V".

Abstract: In a structure for supporting driving reaction force acting upon a differential housing, a first arm portion on a differential carrier or carrier cover connected to the differential housing and a second arm portion on a front axle bracket fixed to a frame of the vehicle overlap each other in a vertical direction and are coupled to each other by means of a driving reaction force receiving bolt. A shim having a notch for putting the driving reaction force receiving bolt therethrough is inserted between the first arm portion and the second arm portion.

Abstract: A torque rod assembly includes two subassemblies. The subassemblies are configured in a V-shape and comprise forged eyelets joined by a solid bar extending through the eyelets at an apex end of the V. Within the eyelets there is an elastomer bushing. The elastomer bushings surround the metal bar joining the subassemblies. The assembly is suitably installed on a vehicle with the apex end connected to the axle assembly and the opposite end attached to the frame of the vehicle.

Abstract: An all-terrain vehicle is provided with eight wheels on four equidistant axles all driven from a single engine via two transfer boxes and differential gear units on each axle. The axles are fully floating beam axles on long travel coil springs and controlled by radius arms and Panhard rods. The radius arms may be parallel to and co-extensive with the respective propeller shafts coupling the differential gears to the transfer boxes and the connections between the propeller shafts and the transfer box outputs include torsional vibration dampers. The couplings at the ends of each propeller shaft to the transfer box and the differential gear unit comprise respective universal joints, and the yokes of the universal joints at opposite ends of the propeller shaft are set to be rotationally out of phase, with the driven yoke lagging the driving yoke. A dual circuit braking system with a deceleration sensing valve can be provided to limit the hydraulic pressure to the front wheel brakes.