1.
Oshkosh Corporation
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Oshkosh Corporation, formerly Oshkosh Truck, is an American industrial company that designs and builds specialty trucks, military vehicles, truck bodies, airport fire apparatus and access equipment. The corporation also owns Pierce Manufacturing, a fire apparatus manufacturer, based in Oshkosh, Wisconsin, the company employs 12,000 people around the world. It is organized in four business groups, access equipment, defense, fire and emergency. Founded in 1917 as the Wisconsin Duplex Auto Company, the company was created to build a severe-duty four-wheel-drive truck, after the first prototype was built, the company began to develop rapidly. This first four-wheel-drive truck, known today as Old Betsy, is owned by Oshkosh Corporation. The vehicle still runs and is used frequently in demonstrations and parades, the first mass-produced truck was the 2-ton Model A, with seven produced in 1918. The 3. 5-ton Model B and 5-ton Model F followed, the Model TR, introduced in 1933, was a diversification for the company and was the first rubber tired earthmover ever built. The Model 50-50, introduced in 1955, was the first truck created specifically for the hauling of concrete, the first ARFF built by Oshkosh was a W Series truck delivered to the U. S. Coast Guard in 1953. Oshkosh has also produced aircraft tow tractors, and in 1968 the company designed, on August 25,2015, Oshkosh was awarded the U. S. militarys Joint Light Tactical Vehicle contract. The initial JLTV award is valued at $6.75 billion for up to 16,901 vehicles, the procurement objective for JLTV stands at 54,599 vehicles, the estimated program cost being $47.6 billion. JLTV will partially replace the AM General Humvee, Oshkosh Corporation is headquartered in Oshkosh, Wisconsin. It has manufacturing operations in eight U. S. states and in Australia, Belgium, Canada, China, France and Romania and through investments in joint ventures in Mexico, Oshkosh products and services are sold in more than 130 countries around the globe. The company also maintains a service network. Products include JLG and SkyTrak brand telehandlers, wheeled and tracked boom lifts, l-ATV was announced as winner of the Joint Light Tactical Vehicle requirement in August 2015. The first JLTV order was placed in March 2016. The JLTV will part-replace the AM General HMMWV/Humvee, the FMTV is the U. S. Armys standard 2. 5- and 5-ton truck. The FMTV was originally manufactured by Stewart and Stevenson, then by Armor Holdings, from 2011 it has been manufactured by Oshkosh. The M1070, in A0 and A1 configurations, is the U. S. Armys current tank transporter tractor, the Global HET is essentially a M1070A1 with three axles instead of four. Heavy Expanded Mobility Tactical Truck - M977 HEMTT, the HEMTT is the U. S. Armys standard 10-ton truck
2.
Medium Tactical Vehicle Replacement
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The Medium Tactical Vehicle Replacement is a series of vehicles, based on a common chassis that vary by payload and mission requirements. The MTVR is a military vehicle, although a small number of vehicles have been sold commercially for specialized operations such as wildfire fighting. There were originally four MTVR variants, this increasing to seven, a dedicated trailer and prototype/developmental MTVRs have also been produced. The first MTVRs were delivered in late 1999, marines’ equivalent of the U. S. Army’s Family of Medium Tactical Vehicles. The Marines do not use the FMTV, the Army does not use the MTVR, the MTVR was designed and is manufactured by Oshkosh Defense. The MTVR has its origins in two U. S. military programs, the 5 ton Tactical Truck Replacement for the U. S. Army. The aim of these programs was to upgrade and extend the life of around 3,400 U. S. Army M939 series 5 ton trucks. Marines M809 and M939 series 5 ton trucks, prototype and development contracts for both programs were awarded in 1996. The 5TTR program was halted, and the MTVR program evolved from an upgrade to a new-build requirement. Oshkosh was awarded a multi-year MTVR production contract in February 1999, the first vehicles were scheduled for delivery by the end of 1999, and deliveries under the initial contract concluded during August 2005. The award initially allowed for up to 8,168 MTVRs in four variants to be ordered over five years,6,931 MTVRs were delivered,6,393 to the Marines and 538 to the Navy. The first MTVRs were fielded in July 2001, three additional variants followed, the MK29, MK30 and MK36. Under a separate contract, Oshkosh commenced production in July 2004 of a further MTVR variant, the MK37. Based on the MK27 and fitted with a rear-mounted Hiab materials handling crane rated at 2,500 kg at 6.1 m maximum reach, Marines HIgh Mobility Artillery Rocket System. The companion trailer is designated MK38, Oshkosh was awarded a second MTVR multi-year contract in July 2004. This award initially covered only potential Foreign Military Sales, plus the continuing requirements of the U. S. Navy, ultimately the U. S. Navy and Marines combined received >2,000 vehicles under this contract. In 2005, the MK31 Medium Equipment Transporter tractor entered service with Seabees, the MK28C is a variant of the MK28. Interchangeable commercial-off-the-shelf - or modified COTS - bodies are fitted to MK28C chassis as field circumstances dictate, also in 2005, Oshkosh was awarded a contract to re-manufacture an initial 27 MTVRs to new configuration and with a full new vehicle warranty
3.
Tire
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A tire or tyre is a ring-shaped vehicle component that covers the wheels rim to protect it and enable better vehicle performance. Most tires, such as those for automobiles and bicycles, provide traction between the vehicle and the road providing a flexible cushion that absorbs shock. The materials of modern tires are synthetic rubber, natural rubber, fabric and wire, along with carbon black. They consist of a tread and a body, the tread provides traction while the body provides containment for a quantity of compressed air. Before rubber was developed, the first versions of tires were bands of metal fitted around wooden wheels to prevent wear and tear. Pneumatic tires are used on many types of vehicles, including cars, bicycles, motorcycles, buses, trucks, heavy equipment, and aircraft. Metal tires are used on locomotives and railcars, and solid rubber tires are still used in various non-automotive applications, such as some casters, carts, lawnmowers. The etymology of tire is that the word is a form of attire. The spelling tyre does not appear until the 1840s when the English began shrink fitting railway car wheels with malleable iron, nevertheless, traditional publishers continued using tire. The Times newspaper in Britain was still using tire as late as 1905, the spelling tyre began to be commonly used in the 19th century for pneumatic tires in the UK. However, over the course of the 20th century, tyre became established as the standard British spelling, the earliest tires were bands of leather, then iron, placed on wooden wheels, used on carts and wagons. The tire would be heated in a fire, placed over the wheel and quenched, causing the metal to contract. A skilled worker, known as a wheelwright, carried out this work, the outer ring served to tie the wheel segments together for use, providing also a wear-resistant surface to the perimeter of the wheel. The word tire thus emerged as a variant spelling to refer to the bands used to tie wheels. The first patent for what appears to be a standard pneumatic tire appeared in 1847 lodged by the Scottish inventor Robert William Thomson, however, this never went into production. The first practical pneumatic tire was made in 1888 on May Street, Belfast, by Scots-born John Boyd Dunlop and it was an effort to prevent the headaches of his 10-year-old son Johnnie, while riding his tricycle on rough pavements. His doctor, John, later Sir John Fagan, had prescribed cycling as an exercise for the boy, Fagan participated in designing the first pneumatic tires. In Dunlops tire patent specification dated 31 October 1888, his interest is only in its use in cycles, in September 1890, he was made aware of an earlier development but the company kept the information to itself
4.
Four-wheel drive
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Four-wheel drive, 4×4, and 4WD, is a form of drivetrain capable of providing power to all wheel ends of a two-axled vehicle simultaneously. It may be full-time, or on-demand, and is linked via a transfer case which provides an additional output drive-shaft. When a four-wheeled vehicle has power supplied to axles, this is described as all-wheel drive. However, four-wheel drive typically refers to a set of components and functions, and/or intended offroad application. 4×4/4WD/AWD systems were developed in different markets and used in many different vehicle platforms. There is no universally accepted set of terminology to describe the various architectures, the terms used by various manufactures often reflect marketing rather than engineering considerations or significant technical differences between systems. Four-by-four refers to the class of vehicles. The first figure represents the total wheels, and the second, syntactically, 4×2 means a four-wheel vehicle that transmits engine power to only two axle-ends, the front two in front-wheel drive or the rear two in rear-wheel drive. Alternatively, a 6×4 vehicle has three axles, two of which power to two wheel ends each. Four wheel drive refers to vehicles with two axles providing power to four wheel ends, in the North American market the term generally refers to a system that is optimized for off-road driving conditions. The term 4WD is typically designated for vehicles equipped with a transfercase which switches between 2WD and 4WD operating modes, either manually or automatically. All wheel drive historically was synonymous with four-wheel drive on four-wheeled vehicles, and six-wheel drive on 6×6s, today in North America the term is applied to both heavy vehicles as well as light passenger vehicles. Typical AWD systems work well on all surfaces, but are not intended for more extreme off-road use, some all wheel drive electric vehicles solve this challenge using one motor for each axle, thereby eliminating a mechanical differential between the front and rear axles. An example of this is the dual motor variant of the Tesla Model S, individual-wheel drive was coined to identify those electric vehicles whereby each wheel is driven by its own individual electric motor. This system essentially has inherent characteristics that would be attributed to four-wheel drive systems like the distribution of the available power to the wheels. However, because of the inherent characteristics of electric motors, torque can be negative, as seen in the Rimac Concept One and this can have drastic effects, as in better handling in tight corners. The term IWD can refer to a vehicle with any number of wheels, for example, the Mars rovers are 6-wheel IWD. Two wheels fixed to the same turn at the same speed as a vehicle goes around curves
5.
All-terrain vehicle
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As the name implies, it is designed to handle a wider variety of terrain than most other vehicles. Although it is a vehicle in some countries, it is not street-legal within most states and provinces of Australia. By the current ANSI definition, ATVs are intended for use by an operator, although some companies have developed ATVs intended for use by the operator. These ATVs are referred to as tandem ATVs, the rider sits on and operates these vehicles like a motorcycle, but the extra wheels give more stability at slower speeds. Although equipped with three or four wheels, six-wheel models exist for specialized applications, engine sizes of ATVs currently for sale in the United States, range from 49 to 1,000 cc. Royal Enfield built and sold the first powered quadracycle in 1893. It had many components, including handle bars. The Royal Enfield resembles a modern ATV-style quad bike but was designed as a form of carriage for road use. With the introduction of straddle ridden ATVs, the term AATV was introduced to define the original amphibious ATV category, the first three-wheeled ATV was the Sperry-Rand Tricart. It was designed in 1967 as a project of John Plessinger at the Cranbrook Academy of Arts near Detroit. The Tricart was straddle-ridden with a rather than sit-on style. In 1968 Plessinger sold the Tricart patents and design rights to Sperry-Rand New Holland who manufactured them commercially, numerous small American manufacturers of 3-wheelers followed. I. and Hart to Hart. Dubbed the US90 and later—when Honda acquired the trademark on the term—the ATC90, clearly influenced by earlier ATVs, it featured large balloon tires instead of a mechanical suspension. By the early 1980s, suspension and lower-profile tires were introduced, the 1982 Honda ATC200E Big Red was a landmark model. It featured both suspension and racks, making it the first utility three-wheeled ATV, the ability to go anywhere on terrain that most other vehicles could not cross soon made them popular with US and Canadian hunters, and those just looking for a good trail ride. Soon other manufacturers introduced their own models, sport models were also developed by Honda, which had a virtual monopoly in the market due to effective patents on design and engine placement. The 1981 ATC250R was the first high-performance three-wheeler, featuring full suspension, a 248 cc air cooled engine, a five-speed transmission with manual clutch. For the sporting trail rider, the 1983 ATC200X was another landmark machine and it used an easy-to-handle 192 cc four-stroke that was ideal for new participants in the sport. Today, ATC200Xs can be found on the market in all conditions and prices, in 1985, Honda also introduced the new ATC350X
6.
Tractor unit
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A tractor unit is a characteristically heavy-duty towing engine that provides motive power for hauling a towed or trailered load. Tractor units typically have large displacement diesel engines for power, durability, and economy, several axles, the tractor-trailer combination distributes a load across multiple axles while being more maneuverable than an equivalently sized rigid truck. The most common trailer attachment system is a fifth wheel coupling, allowing rapid shift between trailers performing different functions, such as a bulk tipper and box trailer, trailers containing differing cargos can be rapidly swapped between tractors, eliminating downtime while a trailer is unloaded or loaded. Drawbar couplings are found, particularly in dedicated exceptionally heavy-duty ballast tractors. There have been three common cab configurations used in tractors, two are widely used. The conventional has an engine and hood over the front axle in front of the cab and this style is almost universal in North America. The cab over engine or cab forward has a flat nose cab with the sitting in front of the front axle. Widely used in the EU and Japan, this style has the advantages of good vision, maneuverability, in the North America this type of cab can be useful in straight trucks, but now has little advantage in tractors and is rarely used. A North American style cab over engine, now obsolete, had a flat nose cab located higher over the engine. This allowed a sleeper compartment in a tractor, and maximum wheelbase relative overall length. With the loosening of restrictions in 1982 this style had limited applications. In Australia both styles of cab over engine truck as well as conventionals are in common use, a tractor unit can have many axles depending on axle load legislation. The most common varieties are those of 4×2, 6×2 and 6×4 types, however, some manufacturers offer 6×6, 8×6, 8×8, 10×8, and 10×10 axle configurations. A 6×4 has three axles, normally an undriven front steer axle and the two axles driven. 6×4 units are common in long distance haulage in larger countries such as the United States. In Europe, the 4×2 and 6×2 variants are more commonplace, tractors with three axles or more can have more than one steering axle, which can also be driven. Most 6×2 units allow the rear axle to be raised when lightly loaded, or running without a trailer, to save tire wear, save toll road fees. The 8×8 units also have four axles, but with all of them driven, and 10×8 units have five axles with the rear four usually driven, all five axles of 10×10 units are driven
7.
Alvis Stalwart
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The FV620 Stalwart, informally known by servicemen as the Stolly, is a highly mobile amphibious military truck built by Alvis that served with the British Army from 1966 until the 1980s. It was one of the line of vehicles that included the Alvis Saracen, Saladin. The high mobility and amphibious capabilities were considered ideal for resupplying units in the field, the hull is the vehicle chassis, the engine is situated under the load deck in the rear of the hull and the gearboxes, differentials and transfer boxes forward of this. The load deck was open-topped with large drop down panels on either side, waterproof seals ensured that these would not leak when in the water. The three man cab has the position in the centre and a seat for a passenger either side. The cab can only be entered through roof hatches, the Stalwart could carry 5 tonnes of stores, or tow 10 tonnes. In the water it could be driven at about 6 knots by vectored thrust water-jet propulsion units, the drive system, which included the all-wheel drive, multiple gearboxes, and the water propulsion units, was complex and needed a lot of maintenance. When the amphibious qualities become unnecessary, it was common for the jets to be removed to reduce weight. The Stalwarts impressive over-terrain capabilities came from the fact that the 6-wheel-drive system lacked differentials, the centre no-spin unit allowed the wheels on either side of the vehicle with most grip to drive when off-road. However, this system caused wind up in the transmission as all the wheels were forced to rotate at the same speed, alternatively, the front and rear driveshafts could be removed, eliminating windup at the expense of off-road capability. On more than one occasion, servicemen drove Stalwarts into car parks, another problem with the transmission was that the vehicle was designed to be driven loaded. Driving the vehicle unloaded caused increased wear on the drivelines to the wheels as a result of the angle of mesh of the joints. FV620 First model FV621 Stalwart Mk 1 FV622 Stalwart Mk 2 General Service and this had a 2-man crew although a 3rd seat could be fitted to the right of the driver as a field modification. Could also carry 38 fully equipped troops or the Gloster SARO Bulk Refuelling Pack as alternatives to the 5 Ton cargo, the jet drive units in all the Mk 2 variants were much more efficient, giving a claimed 9 knots. The most obvious difference is that the lower edges of the cab windows were now angled downwards rather than horizontal. This was to improve visibility at close-range, particularly when being marshalled by a banksman standing nearby, an artillery ammunition supply vehicle for the Abbot self-propelled gun. Extra seat in cab for crane operator plus four extra seats, fV624 REME fitters vehicle, based on the Mk 2 Stalwart. Two extra seats were added and a HIAB crane, different from the FV623 variant, australia Canada Sri Lanka Sweden United Kingdom Captain Tankboy uses an Alvis Stalwart FV622 as his Battle Truck in the crazy Destruction TV show, Tankboy TV
8.
H-drive
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An H-drive drivetrain is a system used for heavy off-road vehicles with 6×6 or 8×8 drive to supply power to each wheel station. H-drives do not use axles but rather individual wheel stations, usually carried on a punt chassis, a single differential splits the drive into separate left and right drive shafts, which each run fore and aft inside the bottom corners of the chassis. At each wheel station a bevel box drives the half shaft out to the wheel, each wheel station has independent suspension. Greater ground clearance than conventional axles, as there is no housing for the differential and final drive. Lower unsprung weight as only the halfshafts are carried, not the differential of an axle. Only one differential is required, however, this requires that final drive to transmit all of the vehicles torque. Losing traction with one wheel still retains traction for the wheels on that side, in effect. This does have the downside of driveline windup, H-drive is not commonly used for 4 wheel vehicles, as it is relatively complicated for small vehicles. It has been used most widely for military 6×6 chassis in the West, vehicles of the Warsaw Pact, such as the Tatra 813 and MAZ-535 series, were instead based on narrow backbone chassis with a central propeller shaft. H-drive was first developed by Hub van Doorne of the Dutch truck maker DAF and it was a derivative of their Trado conversion to produce a 6×4 off-road truck from a commercial 4×2 chassis. The Trado used a rear suspension for both sets of rear wheels. This suspension, best known through the Scammell Pioneer of 1927, uses a single axle, or driveshaft. The wheels are supported by overhung stub axles, the conversion added the walking beams to the ends of the original truck beam axle. From that point, the drive between the axles of each side was separated side by side, in 1938, a later version of the Trado 3 conversion added drive to the front wheels and so converted a 6×4 vehicle to 6×6 drive. Unlike most all-wheel-drive vehicles, the front axle was no longer a live axle with added articulation for steering. This principle of divided drive already being established for the front of the Trado, the DAF YA-328 used walking beams where the axle was no more than a pivot and the drive was supplied entirely by external longitudinal drive shafts, one on each side. As was usual for heavy vehicles of this period, the final drives and this also had he advantage that it is easy to connect such boxes in series, using the rear end of the worm shaft as an output. Although at a different scale to their vehicles, these also used the unusual principle of a side-by-side divided drive
9.
Ballast tractor
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A ballast tractor is a specially weighted tractor unit of a heavy hauler combination. It is designed to utilize a drawbar to pull or push heavy or exceptionally large trailored loads, when feasible, lowboy-style semi-trailers are used to minimize a loads center of gravity. Typical drivetrains are 6×4 and 6×6, typical ballast tractor loads include oil rig modules, bridge sections, buildings, ship sections, and industrial machinery such as generators and turbines. Only a handful of manufacturers produce dedicated ballast tractors, extra-heavy-duty chassis versions of mass-production tractor units are fitted with drawbar hitches and a separate ballast box as an alternative. Increasingly, remote-controlled, self-propelled modular transporters are being employed in traditional ballast tractor/trailer roles, the ballast tractors name derives from the nautical term sailing ballast describing heavy material added to a vessel to improve stability. For a ballast tractor, ballast is added over the wheels to maximize traction. The additional weight increases the friction between the tyres and the surface, allowing the tractor to overcome the inertia and friction of moving a heavy trailed load. Without it, there would be unproductive wheelspin, with a semi-trailer, ballast is added in the form of the weight of the attached trailer pressing down upon the tractors fifth wheel. Since the load is separate from a ballast tractor, it provides no ballast, high inertia is encountered when starting to move a heavy load. To overcome this, ballast tractors tend to have high powered, low geared engines that provide substantial torque, additionally, ballast tractors are often fitted with heavy duty hub reduction axles, a combination resulting in exceptionally low maximum speeds. A strong chassis is required to support the extra ballast weight and pulling forces transmitted by the drawbar. A reinforced chassis also allows multiple tractors to be coupled together to maximize power, heavy-duty versions of commercial tractor units may be fitted with a ballast box and suitable drawgear, or a ballast tractor may be purpose-built. Ballast is placed above the axle, or spread out over multiple driving axles to maximize traction on each. A purpose built ballast tractor tends to be the heaviest class of on-road trucks, in some cases, its kerb weight can be greater than their axle configurations legal Gross Vehicle Weight permits, requiring special permission to use public roads. Typical ballast tractor configurations employ an independent drawbar trailer, modular wheel-trailer units, an advantage of using ballast tractors is the ability to push-steer a trailer around a corner. Use of a following tractor also can control and brake force descending an incline. Only a handful of manufacturers produce dedicated ballast tractors, Most high-volume manufacturers offer heavy duty chassis versions of certain tractor units which enable a ballast box to be fitted. In Europe, manufacturers tend to some of their products to another company to be converted into a special heavy duty version
