AU2022283779A1

AU2022283779A1 - Vehicle chassis arrangement

Info

Publication number: AU2022283779A1
Application number: AU2022283779A
Authority: AU
Inventors: Aaron Ralph Knox Sarich; Stephen James Watson
Original assignee: Cape Bouvard Eng Pty Ltd; Cape Bouvard Engineering Pty Ltd
Current assignee: Cape Bouvard Engineering Pty Ltd
Priority date: 2021-12-10
Filing date: 2022-12-09
Publication date: 2023-06-29

Abstract

A chassis arrangement for use in converting or configuring a rear wheel arrangement of a vehicle. The chassis arrangement includes a chassis structure, a suspension arrangement and ground engaging means. 19277998_1 (GHMatters) P117433.AU.1 1/10 24 F R IFIG 1A 100 102 24 FIG 1B3 100 102 FIG 1C 100 102

Description

1/10

24

F R

1A 100 102 IFIG

24

FIG 1B3

100 102

FIG 1C

100 102

VEHICLE CHASSIS ARRANGEMENT FIELD OF THE INVENTION

[0001] The present invention relates to a vehicle chassis arrangement, such as for use in converting or configuring a vehicle to have at least four rear wheels.

BACKGROUND TO THE INVENTION

[0002] Vehicles with two front wheels and a single rear axle with two or four rear wheels have limitations, particularly for load carrying capacity and/or off-road capability.

[0003] It has been found desirable to be able to convert or provide a standard single rear axle vehicle as a dual rear axle vehicle, with advantageous features.

[0004] In this specification, a single rear axle refers to vehicles having one or two rear wheels per side of the vehicle, all axially aligned, whether on a solid/tube rear axle or part of an independent suspension arrangement.

SUMMARY OF THE INVENTION

[0001] An aspect of the present invention provides a chassis arrangement for use in converting or configuring a rear wheel arrangement of a vehicle. The chassis arrangement includes a chassis structure, a suspension arrangement and ground engaging means.

[0002] A further aspect of the present invention provides a chassis arrangement including suspension. The chassis arrangement is configured to replace a pre-existing rear chassis portion and suspension of a vehicle.

19278335_1 (GHMatters) P117433.AU.1

[0003] Another aspect of the present invention provides a suspension bogie for a vehicle. The suspension bogie includes a support chassis and a suspension arrangement configured to support the support chassis on rotatably attached wheels.

[0004] The ground engaging means may include at least four wheels. The at least four wheels can be arranged as at least two axially aligned forward wheels and two axially aligned rearward wheels.

[0005] The at least two axially aligned forward wheels are driven by a drivetrain of the vehicle.

[0006] The chassis arrangement can be connected, such as by welding, to part of an existing chassis of a vehicle, which can be a remaining portion after removal of a rear part of an original chassis of the vehicle.

[0007] The chassis arrangement may be a fully pre-constructed suspension bogie which is configured to connect to an existing chassis portion of a vehicle. The chassis arrangement can be attached to the pre-existing portion of the vehicle chassis located above an axle/wheel centreline of leading rear wheels of the vehicle.

[0008] Connection to the pre-existing chassis portion of the vehicle can be by welding, bolting, a combination of welding and bolting. Preferably, the welding joint is directly above the centreline of the forward axle line of the forwardmost rear wheels of the vehicle before conversion to receive the chassis arrangement (e.g. suspension bogie).

[0009] It will be appreciated that the at least two axially aligned forward wheels may be driven by a drivetrain of the vehicle. The drivetrain may be an

19278335_1 (GHMatters) P117433.AU.1 original drivetrain of the vehicle having a chassis conversion utilising an embodiment of the chassis arrangement of the present invention. The drivetrain may include a drive shaft (aka propeller shaft or prop shaft) drive to the at least two forward wheels. The chassis arrangement may include drive to the at least two rearward wheels, such as by a driveshaft from a transfer box or differential from the drive to the at least two front wheels.

[0010] It will be appreciated that the chassis arrangement may have a two rear axle arrangement, which may be two actual axles joining respective axially aligned wheels on opposite sides of the chassis structure, or may provide independent/semi-independent axle/suspension arrangements.

[0011] The chassis arrangement may have two wheels per axle side on one or both axles, such that the chassis arrangement may have six or eight wheels. For example, the chassis arrangement may have one wheel per side on the front axle, one wheel per side on the rear axle, two wheels per side on the front axle with one wheel per side on the rear axle, or one wheel per side on the front axle and two wheels per side on the rear axle, or two wheels per side on each of the front and rear axles. The wheels of the front axle are driven. The wheels of the rear axle may be driven or may be unpowered. Drive to the wheels of the rear axle may come from the front axle or form a drive shaft of a transfer box.

[0012] The drivetrain of the vehicle can be an original drivetrain of the vehicle having a chassis conversion utilising the chassis arrangement.

[0013] The chassis arrangement may have a two drive axis arrangement, which has two axles joining respective axially aligned wheels on opposite sides of the chassis structure or has independent/semi-independent axle/suspension arrangements.

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[0014] The chassis arrangement may include at least two control arms per side of the vehicle associated with the forward wheels of the chassis arrangement.

[0015] A first control arm of the at least two control arms per side pivotably may connect to a suspension mount of the vehicle. The suspension mount may be an existing suspension mount of the vehicle. A second control arm of the at least two control arms per side may connect to a forward extending or cantilever bracket of chassis arrangement. At least two control arms per side provide a pair of said control arms may be arranged as a front upper control arm and a front lower control arm, the front upper and front lower control arms configured to allow upward/downward movement of forward wheels of the chassis arrangement and restrict or prevent substantial forward/rearward movement of forward wheels.

[0016] The chassis arrangement may include at least two rear control arms per side of the vehicle associated with controlling suspension motion of the rear wheels, the at least two rear control arms including an upper rear control arm and a lower rear control arm. The at least two rear control arms each has a forward end pivotably connected to a bracket of the chassis arrangement. The bracket preferably includes a number of selectable connection positions for connecting the front end of the respective rear control arms to the bracket so as to allow suspension geometry changes for the rear wheels and suspension.

[0017] The chassis arrangement may include air suspension for the rearmost wheels. The chassis arrangement may connect to a remaining portion of an original chassis of the vehicle at a vertical axis through an axis centre of an original rear hub or wheel of the vehicle.

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BRIEF DESCRIPTION OF THE DRAWINGS

[0018] One or more embodiments of the present invention will hereinafter be described with reference to the accompanying Figures, in which:

[0019] Figures 1A, 1B and 1C show features of a standard known vehicle chassis not embodying the present invention.

[0020] Figures 2A, 2B and 2C show features of a vehicle chassis according to an embodiment of the present invention.

[0021] Figures 3A, 3B and 3C show features of a vehicle chassis and suspension system arrangement, including a chassis arrangement, according to an embodiment of the present invention.

[0022] Figure 4 shows a part of the chassis arrangement, according to an embodiment of the present invention.

[0023] Figure 5 shows a perspective view of a control arm of the chassis arrangement, according to an embodiment of the present invention.

[0024] Figure 6 shows a perspective view of a first elongate member of the control arm of Figure 5, according to an embodiment of the present invention.

[0025] Figure 7 shows a perspective view of a second elongate member of the control arm of Figure 5, according to an embodiment of the present invention.

[0026] Figure 8 shows a perspective view of an axle assembly of a vehicle, according to some embodiments, according to an embodiment of the present invention.

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[0027] Figure 9 shows another perspective view of the axle assembly of Figure 8, according to an embodiment of the present invention.

[0028] Figure 10 shows a perspective view of a drive through differential mechanism, according to some embodiments of the present invention.

DESCRIPTION OF PREFERRED EMBODIMENT(S)

[0029] It is to be appreciated that each of the embodiments is specifically described and that the present disclosure is not to be construed as being limited to any specific feature or element of any one of the embodiments. Neither is the present disclosure to be construed as being limited to any feature of a number of the embodiments or variations described in relation to the embodiments.

[0030] Forward or forwardly in this specification means in a direction away from a rear of the vehicle. Rear or rearwardly means in a direction away from a front of the vehicle. The front and rear of the vehicle having the normal meaning used and understood by the relevant skilled person.

[0031] It will be appreciated that the at least two axially aligned forward wheels may be driven by a drivetrain of the vehicle. The drivetrain may be an original drivetrain of the vehicle having a chassis conversion utilising an embodiment of the chassis arrangement of the present disclosure. The drivetrain may include a drive shaft (aka propeller shaft or prop shaft) drive to the at least two forward wheels. The chassis arrangement may include drive to the at least two rearward wheels, such as by a driveshaft from a transfer box or differential from the drive to the at least two front wheels.

[0032] It will be appreciated that the chassis arrangement may have a two rear axle arrangement, which may be two actual axles joining respective axially

19278335_1 (GHMatters) P117433.AU.1 aligned wheels on opposite sides of the chassis structure, or may provide independent/semi-independent axle/suspension arrangements.

[0033] The chassis arrangement may have two wheels per axle side on one or both axles, such that the chassis arrangement may have six or eight wheels in a 2x2, 2x4, 4x4 or even a 4x2 arrangement (referring to the wheel layout). One or both axles may be driven, as mentioned above.

[0034] Figures 1A, 1B and 1C show by way of example a standard chassis 102 of a four-wheeled vehicle 100 with wheels and suspension absent.

[0035] Figures 2A, 2B, 2C, 3A, 3B and 3C show of a chassis arrangement 10 for a vehicle 12, according to an embodiment of the present disclosure. According to one or more embodiments of the present invention, there is provide a chassis arrangement 10 for a vehicle 12. The vehicle 12 comprises a chassis structure 14. The vehicle comprises a cab 20. The cab 20 may be referred to as a compartment. The vehicle 12 can have at least two front wheels 18. The at least two front wheels 18 may, with one or more other components of the vehicle 12, enable the vehicle 12 to be steered in use.

[0036] The chassis arrangement 10 is configured to be used to convert or configure a rear wheel arrangement of the vehicle 12. It will be appreciated that the chassis arrangement 10 provides a sub-chassis structure that replaces or is used to complete a vehicle chassis. Thus, the chassis arrangement 10 is provided for a chassis structure 14 of the vehicle, and can be termed a modular chassis arrangement, which may be partially or fully preconstructed before being permanently attached to the remainder (forward part) of the vehicle chassis. Such a modular chassis arrangement enables a significant reduction in the amount of welding required in the conversion process. This provides a significant reduction in the time and cost involved in vehicle conversion. The vehicle 12 has a front/forward end F and a rear/rearward end R.

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[0037] The chassis arrangement 10 comprises a first longitudinal chassis rail 11L. The first longitudinal chassis rail 11L may be referred to as a left longitudinal chassis rail. The chassis arrangement 10 comprises a second longitudinal chassis rail 11R. The second longitudinal chassis rail 11R may be referred to as a right longitudinal chassis rail. Thus, the chassis arrangement 10 may be said to include left and right longitudinal chassis rails 11L, 11R.

[0038] The chassis arrangement 10 comprises a number of chassis cross-members 13. The chassis cross-members 13 are configured to extend between the first longitudinal chassis rail 11L and the second longitudinal chassis rail 11R. The chassis cross-members 13 are configured to connect to each of the first longitudinal chassis rail 11L and the second longitudinal chassis rail 11R. The chassis cross-members 13 and the first longitudinal chassis rail 11L and the second longitudinal chassis rail 11R may therefore form a ladder chassis.

[0039] Figure 4 shows a sub-set of the components of the chassis arrangement 10. In particular, Figure 4 shows at least part of the first longitudinal chassis rail 11L, at least part of the second longitudinal chassis rail 11R, and a number of the chassis cross-members 13.

[0040] The chassis arrangement 10 is configured to support at least four wheels 16. In particular, the chassis arrangement 10 is configured to support at least four wheels 16 towards a rear of the vehicle 12. The at least four wheels 16 may be arranged as at least two axially aligned forward wheels 16a and two axially aligned rearward wheels 16b. That is, the chassis arrangement 10 is configured to support at least four wheels 16 such that the at least four wheels 16 are arranged as at least two axially aligned forward wheels 16a and two axially aligned rearward wheels 16b. The at least four wheels 16 may be considered rear wheels of the vehicle 12.

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[0041] The chassis arrangement 10 can be joined to a portion of the chassis structure 14 of the vehicle 12. In particular, the chassis arrangement 10 can be joined to the chassis structure 14 at a join 22. The join 22 may be vertically aligned 24 with a central transverse axis 26 through a forward hub/wheel 28 centre 30 of the forward wheels 16a associated with the chassis arrangement 10.

[0042] The chassis arrangement 10 comprises a plurality of control arms 32, 34. The chassis arrangement 10 can include both of an upper control arm 32 and a lower control arm 34 on each side of the chassis arrangement 10. Therefore, when connected to the vehicle 12, the chassis arrangement 10 may be said to comprise an upper control arm 32 and a lower control arm 34 at each side of the vehicle 12. The chassis arrangement 10 may be said to comprise a left upper control arm 32L, a left lower control arm 34L, a right upper control arm 32R and a right lower control arm 34R. Left and right are understood in the normal sense of being relative to a forward-facing driver of the vehicle. It will be appreciated that, in the normal sense of vehicle construction/structure, left and right-hand components are typically mirrored, and may be 'handed' to suit the respective left or right hand side of the vehicle but serve the same function as the respective mirrored counter-part component.

[0043] The upper and lower control arms 32, 34 are pivoted at each end thereof and restrict forward and rearward movement of the forward wheels 16a of the chassis arrangement 10 whilst allowing an amount of upward/downward movement of the forward wheels 16a.

[0044] The chassis arrangement 10 comprises a control arm bracket 48. In particular, the chassis arrangement 10 comprises a plurality of control arm brackets 48. Each control arm bracket 48 is mounted to a respective one of the longitudinal chassis rails 11R, 11L. In the embodiment illustrated in Figures 2A 3C, the chassis arrangement 10 comprises a pair of control arm brackets 48. That is, the chassis arrangement 10 comprises a first control arm bracket 48L and a

19278335_1 (GHMatters) P117433.AU.1 second control arm bracket 48R. The first control arm bracket 48L is mounted to the first longitudinal chassis rail 11L. The second control arm bracket 48R is mounted to the second longitudinal chassis rail 11R. The first control arm bracket 48L may be referred to as a left control arm bracket 48L. The second control arm bracket 48R may be referred to as a right control arm bracket 48R.

[0045] The first control arm bracket 48L comprises a pair of opposed first bracket plates 51. The first bracket plates 51 may be referred to as bracket plates 51. Each first bracket plate 51 defines a planar profile. The planar profile of each first bracket plate 51 is the same. The first control arm bracket 48L comprises a connecting member 71. The illustrated first control arm bracket 48L comprises a plurality of connecting members 71. The connecting members 71 are configured to connect the first bracket plates 51 together. When connected, the first bracket plates 51 are separated by a separation distance. The first bracket plates 51 comprise a plurality of mounting portions. One or more of the mounting portions may be in the form of a hole. The mounting portions may be used to facilitate the connection of one or more components to the first control arm bracket 48L.

[0046] The first control arm bracket 48L comprises a downwardly projecting portion 75. The downwardly projecting portion 75 projects from a base to a tip. A dimension of the tip is less than a dimension of the base. The downwardly projecting portion 75 may therefore be said to be triangular.

[0047] The first control arm bracket 48L comprises a forward end. The forward end of the first control arm bracket 48L is a cantilever bracket portion projecting forward from a main body 40 of the chassis arrangement 10. The cantilever bracket portion projects generally perpendicularly to a direction of projection of the downwardly projecting portion 75.

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[0048] The second control arm bracket 48R comprises a pair of opposed second bracket plates 57. The second bracket plates 57 may be referred to as bracket plates 57. Each second bracket plate 57 defines a planar profile. The planar profile of each second bracket plate 57 is the same. The second control arm bracket 48R comprises a connecting member 73. The illustrated second control arm bracket 48R comprises a plurality of connecting members 73. The connecting members 73 are configured to connect the second bracket plates 57 together. When connected, the second bracket plates 57 are separated by a separation distance. The second bracket plates 57 comprise a plurality of mounting portions. One or more of the mounting portions may be in the form of a hole. The mounting portions may be used to facilitate the connection of one or more components to the second control arm bracket 48R.

[0049] The second control arm bracket 48R comprises a downwardly projecting portion 79. The downwardly projecting portion 79 projects from a base to a tip. A dimension of the tip is less than a dimension of the base. The downwardly projecting portion 79 may therefore be said to be triangular.

[0050] The second control arm bracket 48R comprises a forward end. The forward end of the second control arm bracket 48R is a cantilever bracket portion projecting forward from a main body 40 of the chassis arrangement 10. The cantilever bracket portion projects generally perpendicularly to a direction of projection of the downwardly projecting portion 79.

[0051] The upper control arms 32 can be pivotably connected to the forward end of the relevant control arm bracket 48 (48L, 48R) at a forward pivot point 36 (36L, 36R). The forward end of the control arm bracket 48 (48L, 48R) can be a cantilever bracket projecting forward from a main body 40 of the chassis arrangement 10. In other words, the chassis arrangement 10 comprises a plurality of forwardly extending cantilever bracket portions. An end of each upper control arm 32 is connected to a respective one of the forwardly extending

19278335_1 (GHMatters) P117433.AU.1 cantilever bracket portions at a forward pivot point 36. At their other end, the upper control arms 32 are pivotably connected to the axle/differential assembly 130 to which the forward wheels 16a are mounted.

[0052] The lower control arm 34 (34L, 34R) can be pivotably attached to the original vehicle chassis or body. In some embodiments, the lower control arm 34 (34L, 34R) is pivotably attached to the original vehicle chassis or body at spring hanger 42 (42L, 42R). In such a case, the original vehicle suspension may have been removed and replaced by the chassis arrangement 10. The other end of the lower control arms 34 is pivotably connected to the axle/differential assembly 130 to which the forward wheels 16a are mounted.

[0053] It will be appreciated that the upper control arm 32 and the lower control arm 34 on the same side of the vehicle 12 preferably have fixed lengths. The may act generally in parallel, such as in a four-bar linkage arrangement. For example, when viewed from above. However, it will be understood that in use, the upper control arm 32 and the lower control arm 34 generally operate at a low angle with respect to each other. This can offer improved vehicle dynamics relative to a parallel operating arrangement. Such a configuration may allow the up-down motion of the forward wheels 16a as the suspension operates.

[0054] Figure 5 shows a control arm 32, 34, according to some embodiments. The control arm 32, 34 comprises a first end portion 81. The first end portion 81 defines a first end 83 of the control arm 32, 34. The control arm 32, 34 comprises a second end portion 85. The second end portion 85 defines a second end 87 of the control arm 32, 34. The control arm 32, 34 extends between the first end 83 and the second end 87.

[0055] The first end portion 81 comprises a first bush 89. The control arm 32, 34 is configured to pivotably connect to one part of the vehicle 12 and/or the chassis arrangement 10 (e.g. the spring hanger 42, the forward pivot point 36, the

19278335_1 (GHMatters) P117433.AU.1 axle/differential assembly 130 to which the forward wheels 16a are mounted) at the first bush 89. The second end portion 85 comprises a second bush 91. The control arm 32, 34 is configured to pivotably connect to another part of the vehicle 12 and/or the chassis arrangement 10 (e.g. another one of the spring hanger 42, the forward pivot point 36, the axle/differential assembly 130 to which the forward wheels 16a are mounted) at the second bush 91.

[0056] The control arm 32, 34 comprises a first elongate member 93. The control arm 32, 34 comprises a second elongate member 94. The first elongate member 93 is shown in isolation in Figure 6. The first elongate member 93 comprises a first end portion 95. The first elongate member comprises a second end portion 97. The first end portion comprises a first cantilever portion 99. The first end portion comprises a second cantilever portion 101.The first cantilever portion 99 and the second cantilever portion 101 together define a partial end opening 103. The partial end opening 103 has a partially circular profile. The first elongate member 93 is configured to receive the first bush 89 within the partial end opening 103.

[0057] The first elongate member 93 comprises a plurality of holes 105, 107, 109, 111, 113. Each hole 105, 107, 109, 111, 113 may be considered to be a channel that extends from one planar surface of the first elongate member 93 to an opposing planar surface of the first elongate member 93.

[0058] More specifically, the first elongate member 93 comprises a first hole 105. The first hole 105 has a generally quadrilateral profile, with rounded corners. The first elongate member 93 comprises a second hole 107. The second hole 107 has a generally quadrilateral profile, with rounded corners. The first elongate member 93 comprises a third hole 109. The third hole 109 has a generally quadrilateral profile, with rounded corners. The first elongate member 93 comprises a fourth hole 111. The fourth hole 111 has a generally quadrilateral profile, with rounded corners. The first elongate member 93 comprises a fifth hole

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113. In particular, the second end portion 97 comprises the fifth hole 113. The fifth hole 113 is generally circular. The first elongate member 93 is configured to receive at least part of the second bush 91 in the fifth hole 113.

[0059] The first hole 105 and the second hole 107 are closer to the partial end opening 103 than the third hole 109, the fourth hole 111 and the fifth hole 113 are. The first hole 105 is closer to the partial end opening 103 than the second hole 107 is. The third hole 109 and the fourth hole 111 are closer to the fifth hole 113 than the first hole 105 and the second hole 107 are. The fourth hole 111 is closer to the fifth hole 113 than the third hole 109 is. A centre of each of the holes 105, 107, 109, 111, 113 may be colinear.

[0060] The first elongate member 93 comprises a groove 115. The groove 115 extends through the thickness of the first elongate member 93. The groove 115 extends from the partial end opening 103, through the first elongate member 93 in a longitudinal direction. The groove 115 extends towards a longitudinal mid point of the first elongate member 93. The groove 115 is configured to receive part of the second elongate member 94. The groove 115 extends from the first hole 105 to the second hole 107. The groove 115 extends beyond the second hole 107 towards the longitudinal mid-point of the first elongate member 93. In some embodiments, the groove 115 terminates at the longitudinal mid-point of the first elongate member 93. It will be understood that the longitudinal mid-point of the first elongate member 93 is the mid-point of the first elongate member 93, when measured in a longitudinal direction.

[0061] The second elongate member 94 is shown in isolation in Figure 7. The second elongate member 94 comprises a first end portion 117 defining a first end 118. The first elongate member comprises a second end portion 119 defining a second end 120.

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[0062] The second elongate member 94 comprises a plurality of holes 121, 123, 125, 127. Each hole 121, 123, 125, 127 may be considered to be a channel that extends from one planar surface of the second elongate member 94 to an opposing planar surface of the second elongate member 94.

[0063] More specifically, the second elongate member 94 comprises a first hole 121. The first hole 121 has a generally triangular profile, with rounded corners. The second elongate member 94 comprises a second hole 123. The second hole 123 has a generally quadrilateral profile, with rounded corners. The second elongate member 94 comprises a third hole 125. The third hole 125 has a generally quadrilateral profile, with rounded corners. The second elongate member 94 comprises a fourth hole 127. The fourth hole 127 has a generally triangular profile, with rounded corners.

[0064] The first hole 121 and the second hole 123 are closer to the first end 118 than the third hole 125 and the fourth hole 127 are. The first hole 121 is closer to the first end 118 than the second hole 123 is. The third hole 135 and the fourth hole 127 are closer to the second end 120 than the first hole 121 and the second hole 123 are. The fourth hole 127 is closer to the second end 120 than the third hole 125 is.

[0065] The second elongate member 94 comprises a groove 129. The groove 129 extends through the thickness of the second elongate member 94. The groove 129 extends from the second end 120, through the second elongate member 94 in a longitudinal direction. The groove 129 extends towards a longitudinal mid-point of the second elongate member 94. The groove 129 is configured to receive part of the first elongate member 93. The groove 129 extends from the fourth hole 127 to the third hole 125. The groove 129 extends beyond the third hole 125 towards the longitudinal mid-point of the second elongate member 94. In some embodiments, the groove 129 terminates at the longitudinal mid-point of the second elongate member 94. It will be understood

19278335_1 (GHMatters) P117433.AU.1 that the longitudinal mid-point of the second elongate member 94 is the mid-point of the second elongate member 94, when measured in a longitudinal direction.

[0066] To assemble the first elongate member 93 and the second elongate member 94, one aligns a central longitudinal axis of each of the members 93, 94, and rotates one member 93, 94 with respect to the other member 93, 94, so that the members are orthogonal. One may then bring the members 93, 94 together, so that the first elongate member 93 is received within the groove 129 and the second elongate member 94 is received within the groove 115. As shown in Figure 5, the resulting control arm 32, 34 comprises a plurality of aligned holes.

[0067] In use, the control arm 32, 34 is subject to longitudinal compression and tension, and transverse stresses. That said, the control arm 32, 34 is not typically subject to large torsional forces. The described control arm 32, 34 design enables sufficient strength to be provided in longitudinal and transverse directions, whilst minimising the mass of the control arm 32, 34. As the control arm 32, 34 is subject to relatively small torsional forces in use, the holes do not materially affect the performance of the control arm 32, 34 negatively, but advantageously enable a reduction in weight of the control arm 32, 34.

[0068] The control arm 32, 34 may be constructed as described herein, to intentionally have a relatively low torsional stiffness, while retaining high longitudinal and transverse stiffness. As a result, when torsional loads are applied to the control arm 32, 34, it can readily deform. This deformation of the control arm 32, 34 is preferred to the bush 89, 91 taking the deformation, as torsional load can cause pronounced damage to the bush. The life of the bush 89, 91 is therefore extended at least in part by the described control arm 32, 34 design.

[0069] Figures 8 and 9 show a rear axle assembly 130 of the vehicle 12. The forward wheels 16a are configured to connect to the rear axle assembly 130. Further, the control arms 32, 34 are configured to connect to the rear axle

19278335_1 (GHMatters) P117433.AU.1 assembly 130. The rear axle assembly 130 comprises a first control arm bracket 132L and a second control arm bracket 132R. The control arms 32, 34 are, at one end, configured to connect to the control arm brackets 132L. 132R.

[0070] The control arm brackets 132L, 132R are generally U-shaped. Each control arm bracket 132L, 132R comprises a first control arm mounting portion 134 and a second control arm mounting portion 136. A respective one of the control arms 32, 34 is configured to mount to one of the control arm brackets 132L, 132R at one of the mounting portions 134, 136. The first control arm mounting portion 134 and the second control arm mounting portion 136 of each control arm bracket 132 are disposed on a common side of the axle assembly 130. That is, the first control arm mounting portion 134 and the second control arm mounting portion 136 of each control arm bracket 132 are disposed on the same side of an axle of the axle assembly 130. The positioning of these mounting portions in this way enables advantageous alignment of the control arms 32, 34.

[0071] The rearward wheels 16b are preferably connected to the chassis at least in part via respective upper rear control arm 44 (44L, 44R) and a lower rear control arm 46 (46L, 46R).

[0072] The upper and lower rear control arms 44, 46 are pivotably connected at respective forward ends thereof to a respective chassis bracket 48 (48L, 48R) at each respective side of the chassis arrangement 10. The upper and lower rear control arms 44, 46 have respective rear ends pivotably connected, such as with their rearward ends spaced from each other and connected to a respective rear bracket 49 (49L, 49R). The pivot at the respective rear bracket 49 (49L, 49R) allows the respective rear wheels 16b to move up/down, and the forward rearward movement of the rear wheels 16b is prevented/restricted due to the connection at the front ends of the upper and lower rear control arms to the bracket 48 of the chassis arrangement 10.

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[0073] The upper and lower rear control arms 44, 46 may be similar to, or the same as the control arms 32, 34 described with reference to Figures 5-7 herein. It will be understood that rather than pivotably connecting to the axle/differential assembly 130 to which the forward wheels 16a are mounted, the upper and lower rear control arms 44, 46 pivotably connect to the axle/differential assembly to which the rearward wheels 16b are mounted (i.e. at the rear brackets 49).

[0074] The bracket 48 can include adjustment positions 55 to set the suspension geometry for the vehicle. For example, the forward ends of the upper and lower rear control arms 44, 46 can be connected in selected positions.

[0075] The chassis arrangement 10 comprises a suspension arrangement. The suspension arrangement can include forward suspension, which can be independent suspension or linked suspension 53FL, 53FR for each forward wheel 16a. The suspension arrangement includes rearward suspension 53 for each rearward wheel 16b. The suspension arrangement can include front left suspension arrangement 53FL, rear left suspension arrangement 53RL, front right suspension arrangement 53FR and rear right suspension arrangement 53RR.

[0076] The chassis arrangement 10 comprises a forward primary shock absorber 50. The forward primary shock absorber 50 is in the form of an air spring. Alternatively, the forward primary shock absorber 50 can be in the form of a spring (e.g. a steel helical spring). In the illustrated embodiment, the chassis arrangement 10 comprises a plurality of forward primary shock absorbers. In particular, the chassis arrangement 10 comprises a forward primary shock absorber 50 (50L, 50R) for each respective side of the vehicle 12. The forward primary shock absorbers 50 dampen upward motion of the forward wheels 16a when the vehicle 12 is travelling over uneven ground. The suspension arrangement includes a rearward primary shock absorber 52 (52L, 52R). In the illustrated embodiment, the suspension arrangement comprises a plurality of

19278335_1 (GHMatters) P117433.AU.1 rearward primary shock absorbers 52. The rearward primary shock absorbers 52 are in the form of air springs. Alternatively, the rearward primary shock absorbers 52 can be in the form of springs (e.g. steel helical springs). The forward and/or rearward primary shock absorbers can be air-suspension arrangements, which may be height adjustable, such as by inflation of one or more air reservoirs.

[0077] One or more secondary shock absorbers 54 (54L, 54R) can be provided to aid motion damping of the front wheels and/or rear wheels. The secondary shock absorbers 54 may be a 'nitrogen over oil' arrangement. The secondary shock absorbers are configured to provide damping.

[0078] Beneficially, embodiments of the present disclosure provide a modular chassis arrangement providing a sub-chassis structure with multiple wheels, preferably at least two pairs of wheels arranged in a 2x2 configuration (e.g. a front axle and a rear axle arrangement). The modular chassis structure can replace part of an original chassis of a vehicle. A rear portion of the original chassis can be removed and the modular chassis arrangement connected to the remainder of the original chassis and replacing the removed part of the original chassis. Attachment of the chassis arrangement to the pre-existing remaining portion of the original chassis of the vehicle is preferably by welding, bolting, or a combination of welding and bolting.

[0079] Embodiments of the present invention are able to be used to convert a standard 4x2 or 4x4 vehicle to a 6x2, 6x4 or 6x6 vehicle without affecting the front part of the chassis, the cabin /compartment and front engine arrangement.

[0080] The vehicle's original drivetrain can be retained, such as a driveshaft to a differential 58 of an axle 56 for driving wheel hub 60 of the vehicle. The vehicle's original front leaf spring hangers 42 (42L, 42R) can be retained and used to attach the lower front control arms 34 (34L, 34R).

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[0081] It will be appreciated that removal of a rear portion of the original chassis 102 can be along an axis 24 that extends down through a centre axis 26 of a hub/wheel of the front wheels 16a left and 16a right. Consequently, a chassis arrangement 10 of the present invention can utilise the original drivetrain whilst converting the vehicle to, for example, 4 rear wheels instead of two.

[0082] The rearmost wheels 16b can be driven from the drive train, such as by a drive shaft from the differential 58 or a transfer box (not shown) from the front axle arrangement. In some embodiments, the vehicle 12 comprises a drive through differential mechanism 131. The forward wheels 16a connect to the drive through differential mechanism 131. Figure 10 shows a perspective view of such a drive through differential mechanism 131. The drive through differential mechanism 131 is configured to enable power to be provided to the rearmost axle set. A direct drive shaft runs through the differential via a solid shaft. The shaft is a one-piece shaft.

[0083] It is to be understood that, if any prior art is referred to herein, such reference does not constitute an admission that the prior art forms a part of the common general knowledge in the art, in Australia or any other country.

[0084] In the claims which follow and in the preceding description of the invention, except where the context requires otherwise due to express language or necessary implication, the word "comprise" or variations such as "comprises" or "comprising" is used in an inclusive sense, i.e. to specify the presence of the stated features but not to preclude the presence or addition of further features in various embodiments of the invention.

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Claims

CLAIMS:

1. A chassis arrangement for use in converting or configuring a rear wheel arrangement of a vehicle, the chassis arrangement including a chassis structure, a suspension arrangement and ground engaging means.

2. The chassis arrangement of claim 1, wherein the ground engaging means include at least four wheels.

3. The chassis arrangement of claim 2, wherein the at least four wheels are arranged as at least two axially aligned forward wheels and two axially aligned rearward wheels

4. The chassis arrangement of claim 3, wherein the at least two axially aligned forward wheels are driven by a drivetrain of the vehicle.

5. The chassis arrangement of -claim 4, wherein the drivetrain is an original drivetrain of the vehicle having a chassis conversion utilising the chassis arrangement.

6. The chassis arrangement of any one of claims 1 to 5, wherein the chassis arrangement has a two drive axis arrangement, which has two axles joining respective axially aligned wheels on opposite sides of the chassis structure or has independent/semi-independent axle/suspension arrangements.

7. The chassis arrangement of any one of the preceding claims, including at least two control arms per side of the vehicle associated with the forward wheels of the chassis arrangement.

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8. The chassis arrangement of claim 7, wherein a first control arm of the at least two control arms per side pivotably connects to an existing suspension mount of the vehicle.

9. The chassis arrangement of claim 7 or claim 8, wherein a second control arm of the at least two control arms per side connects to a forward extending or cantilever bracket of the chassis arrangement.

10. The chassis arrangement of any one of claims 7 to 9, wherein the at least two control arms per side provide a pair of said control arms are arranged as a front upper control arm and a front lower control arm, the front upper and front lower control arms configured to allow upward/downward movement of forward wheels of the chassis arrangement and restrict or prevent substantial forward/rearward movement of forward wheels.

11. The chassis arrangement of any one of the preceding claims, including at least two rear control arms per side of the vehicle associated with controlling suspension motion of the rear wheels, the at least two rear control arms including an upper rear control arm and a lower rear control arm.

12. The chassis arrangement of claim 11, wherein the at least two rear control arms each has a forward end pivotably connected to a bracket of the chassis arrangement.

13. The chassis arrangement of claim 12, wherein the bracket includes a number of selectable connection positions for connecting the front end of the respective rear control arms to the bracket so as to allow suspension geometry changes for the rear wheels and suspension.

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14. The chassis arrangement of any one of the preceding claims, wherein the chassis arrangement includes air suspension for the rearmost wheels.

15. The chassis arrangement of any one of the preceding claims, wherein the chassis arrangement connects to a remaining portion of an original chassis of the vehicle at a vertical axis through an axis centre of an original rear hub or wheel of the vehicle.

16. The chassis arrangement of any one of the preceding claims, wherein the chassis arrangement is a pre-constructed suspension bogie configured to connect to an existing chassis portion of a vehicle.

17. The chassis arrangement of claim 16, configured to attach to the pre existing portion of the vehicle chassis located above an axle/wheel centreline of leading rear wheels of the vehicle.

18. A chassis arrangement including suspension to replace a pre-existing rear chassis portion and suspension of a vehicle.

19. The chassis arrangement of claim 18, wherein the chassis arrangement is a pre-constructed suspension bogie configured to connect to an existing chassis portion of a vehicle.

20. The chassis arrangement of claim 18 or 19, configured to attach to the pre existing portion of the vehicle chassis located above an axle/wheel centreline of leading rear wheels of the vehicle.

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