GB2537627A

GB2537627A - Vehicle Chassis rails and vehicle chassis incorporating the same

Info

Publication number: GB2537627A
Application number: GB1506703.6A
Authority: GB
Inventors: Thomas Bowler Andrew; Edwin Sprackling Jonathan
Original assignee: BOWLER BRANDS Ltd
Current assignee: BOWLER BRANDS Ltd
Priority date: 2015-04-21
Filing date: 2015-04-21
Publication date: 2016-10-26
Anticipated expiration: 2035-04-21
Also published as: GB201506703D0; GB2537627B

Abstract

A vehicle chassis rail 1 of substantially C-shaped cross-section, typically of sheet steel, includes a pair of lips 6a, 6b substantially parallel to a web 2 defining oppositely facing rail edges 8a, 8b. At least one lip 6a, 6b includes at least one pre-formed fixing hole 10a, 10b; preferably both lips 6a, 6b comprise a plurality of fixing holes 10a, 10b. Web 2 may comprise openings 14a defining structural elements 16 forming a criss-cross pattern, and fixing holes 18c. Lips 6a, 6b may be carried on flanges 4a, 4b having elongate openings (20, Figure 4). Reinforcements (40, Figure 11) may be secured to lips 6a, 6b by holes 10a, 10b. Rail 1 may be lightweight and may be suitable for use in a ladder chassis of a military vehicle.

Description

TITLE

Vehicle chassis rails and vehicle chassis incorporating the same

DESCRIPTION

Technical Field

The present invention relates to an improved vehicle chassis (or frame), and in particular to a chassis that incorporates at least one rail (or beam).

Background Art

Ladder frames typically include two rails (or beams) with a plurality of cross-members connected between them and are one of the oldest types of vehicle chassis design. The ladder frame provides the bulk of the structural rigidity of the motor vehicle. More recently, however, chassis designs have progressed to include monocoque (or 'single shell') frames where the external skin of the vehicle is used to support some of the load, and unibody frames where strength is provided using structural elements such as ribs, box sections, and bulkheads.

The choice of chassis design will often depend on the type of vehicle. For example, most modern passenger vehicles typically use a monocoque or unibody frame, which have themselves progressed from basic steel pressings to use techniques such as a hydroforming, laser welding and all-aluminium bonding, and which utilise a wide range of materials including steel and steel alloys, aluminium and aluminium alloys, and composite materials such as carbon fibre. Significant technical advances have been driven by the need for weight reduction and increased stiffness. However, ladder frames are often still used for commercial and more heavy-duty vehicles such as lorries, four-wheel drive vehicles, pickup trucks, and sport utility vehicles (SUVs), for example.

The applicant has found that there is a need for an improved vehicle chassis which maintains some of the technical advantages of a conventional ladder frame, e.g., being cheap and simple to manufacture with minimal tooling costs, and which is easily repairable. Such an improved vehicle chassis might also be lightweight and adaptable so that it can be used for different types of vehicle (including those for civilian and military uses) or with different body designs.

Summary of Invention

A key component of such an improved vehicle chassis are the rails (or beams) that are used to construct the chassis (or frame). Accordingly, the present invention provides a vehicle chassis rail of substantially C-shaped cross-section including a pair of lips substantially parallel to a web and defining oppositely facing rail edges, at least one of the lips including at least one pre-formed fixing opening.

Each lip can include a plurality of pre-formed fixing openings, preferably defining a pattern of fixing openings in a side of the rail. The fixing openings can be spaced apart along the longitudinal direction of the rail. The fixing openings in each lip can be substantially in register with each other along the longitudinal direction of the rail. But they can also be offset. The fixing openings can extend along substantially the whole length of the rail, or just along one or more parts of the rail. The fixing openings in each lip are typically used to allow at least one reinforcement member to be secured to the rail, e.g., to form a boxed rail, using bolts or other mechanical fixings in order to increase the stiffness, strength and/or rigidity of the rail. In practice, a plurality of reinforcement members, of the same or different construction, might be secured to the rail. The plurality of reinforcement members can be in abutment or spaced apart along the longitudinal direction of the rail.

Each reinforcement member can be substantially planar or have any suitable cross-section.

Each reinforcement member can be formed of any suitable material (e.g., steel or steel alloy, aluminium or aluminium alloy, or a composite material) of any suitable thickness depending on design requirements. Each reinforcement member can be of any suitable size. Each reinforcement member can have at least one pre-formed fixing opening.

Each reinforcement member can include a plurality of pre-formed fixing openings, preferably defining a pattern of fixing openings. At least part of the pattern of fixing -3 openings in each reinforcement member will typically correspond substantially to at least part of the pattern of fixing openings in the side of the rail. Put another way, if a reinforcement member is offered up to the rail, a plurality of fixing openings in the reinforcement member will typically be aligned with (or in register with) a plurality of corresponding fixing openings in the lips so that the reinforcement member can be secured to the side of the rail using a plurality of bolts or other mechanical fixings, each bolt or other mechanical fixing being received through each respective aligned pair of fixing openings.

The rail edges can have any suitable profile, including a straight profile. hi one arrangement, the rail edges can include a series of curved projections, each projection being in register with a pre-formed fixing opening in a lip, such that the rail edges have a substantially 'scalloped' profile.

At least part of the web can include a plurality of openings that define a pattern of structural elements. The openings are typically provided to reduce the weight of the rail and can have any suitable shape. The structural elements, which are defined by residual web material, are typically designed to ensure that the rail has sufficient strength and rigidity. The structural elements can have a substantially criss-cross pattern, but it will be readily appreciated that other patterns can also be suitable, e.g., where the structural elements have a substantially triangular pattern. The pattern of structural elements will typically be regular or repeatable, and will typically extend along a substantial part of the rail. There can be parts of the web where openings are omitted, e.g., to provide areas where other structural members can be secured to the rail.

At least part of each reinforcement member can also include a plurality of openings that define a pattern of structural elements. The openings are typically provided to reduce the weight of the reinforcement member and can have any suitable shape. The structural elements, which are defined by residual reinforcement member material, are typically designed to ensure that each reinforcement member has sufficient strength and rigidity. The structural elements can have a substantially criss-cross pattern, but it will be readily appreciated that other patterns can also be suitable. The respective patterns of the structural elements in the web and the reinforcement members can be the same or different. Each reinforcement member can include a first plurality of fixing openings along an edge (e.g., an upper edge of the reinforcement member in use) and a second plurality of fixing openings along an opposite edge (e.g., a lower edge of the reinforcement member in use). The fixing openings along each edge can be substantially in register with each other along the longitudinal direction of the reinforcement member. But they can also be offset. Each reinforcement member can also include a third plurality of fixing openings along a central part, optionally with at least one fixing opening being provided at or substantially adjacent a centre of each pair of crossed structural elements.

The web can include at least one pre-formed fixing opening.

The web can include a plurality of pre-formed fixing openings, preferably defining a pattern of fixing openings in an opposite side of the rail. The fixing openings can be spaced apart along the longitudinal direction of the rail. The web can include a first plurality of fixing openings along an edge (e.g., an upper edge of the rail in use) and a second plurality of fixing openings along an opposite edge (e.g., a lower edge of the rail in use). The fixing openings along each edge can be substantially in register with each other along the longitudinal direction of the rail. But they can also be offset. The web can also include a third plurality of fixing openings along a central part, optionally with at least one fixing opening being provided at or substantially adjacent a centre of each pair of crossed structural elements. A fixing opening at a centre of a pair of crossed structural elements can be substantially aligned with (or in register with) a fixing opening at a centre of a pair of crossed structural elements of a reinforcement member when it is secured to the rail. In one arrangement, at least one of the lips can include a plurality of pre-formed fixing openings and the web can include a plurality of preformed fixing openings. Each fixing opening in the lip can be substantially aligned with (or in register with) a corresponding fixing opening in the web. It will be readily appreciated that aligned fixing openings are spaced apart in the transverse direction of the rail. The fixing openings in the web (and optionally those in the lip(s)) can be used to secure equipment or structural members (e.g., fuel tanks, storage compartments, cross-members, torsion tubes etc.) to the rail.

Each lip can be joined to the web by a corresponding flange. The flanges are typically substantially parallel to each other, and are typically substantially perpendicular to the web and the lips. At least one of the flanges can include at least one opening. The flange can include a plurality of elongate openings spaced apart along the longitudinal direction of the rail. The openings will typically be provided for drainage of ingress water, and will typically be provided in the lower of the two flanges in use.

The web, lips and flanges are typically formed from a single sheet of material that is bent to define the C-shaped cross-section by a suitable bending process, e.g., using a press brake. The rail is therefore easy to manufacture. In a typical manufacturing process, the various openings, including the pre-formed fixing openings, will be formed in the sheet of material before it is bent. The openings can be formed in the sheet of material using any suitable manufacturing process, e.g., laser cutting, plasma cutting, stamping, machining etc. The rail can be formed of any suitable material (e.g., steel or steel alloy, aluminium or aluminium alloy, or a composite material) of any suitable thickness depending on design requirements. The rail can be of any suitable size, and can be substantially straight or include one or more stress bends along the longitudinal direction of the rail, for example.

Any suitable number of pre-formed fixing openings can be provided in the rail. Each fixing opening can have any suitable diameter, i.e., it can be designed to receive any suitable bolt shank or other mechanical fixing with any desired diameter tolerance. The overall pattern of pre-formed fixing holes and/or the overall pattern of openings that define the structural elements can be calculated using a mathematical formula that takes into account the height of the rail (e.g., the distance between the flanges).

The present invention further provides a vehicle chassis rail of substantially C-shaped cross-section including a web, wherein at least part of the web includes a plurality of openings that define a pattern of structural elements. The openings are typically provided to reduce the weight of the rail and can have any suitable shape. The structural elements, which are defined by residual web material, are typically designed to ensure that the rail has sufficient strength and rigidity. The structural elements can have a substantially criss-cross pattern, but it will be readily appreciated that other patterns can also be suitable. Other features of the rail can be as described herein.

lo The present invention further provides a vehicle chassis comprising a vehicle chassis rail as described herein.

The vehicle chassis can further comprise a reinforcement member secured to the vehicle chassis rail. A plurality of reinforcement members can be secured to the vehicle chassis rail. Each reinforcement member can be as described herein.

The vehicle chassis can comprise a pair of vehicle chassis rails as described herein, the vehicle chassis rails being arranged substantially parallel to one another and being connected together by a torsion tube to increase the torsional stiffness of the vehicle chassis. Load is transmitted between the rails by means of a torsionally stiff structure, e.g., a hollow cylinder.

The vehicle chassis described herein can be used with any suitable vehicle, including military vehicles.

Drawings Figure 1 is a first side view of a vehicle chassis rail according to the present invention; Figure 2 is a second side view of the rail of Figure 1; Figure 3 is an end view of the rail of Figure 1; Figure 4 is a bottom view of the rail of Figure 1; Figure 5 is a first perspective view of the rail of Figure 1; Figure 6 is a detail view of the area labelled 'A' in Figure 5; Figure 7 is a second perspective view of the rail of Figure 1; Figure 8 is a detail view of the area labelled 'B' in Figure 7; Figure 9 is a side view of a first reinforcement member; Figure 10 is a side view of a second reinforcement member; Figure 11 is a side view of the rail of Figure 1 to which reinforcement members are bolted; Figure 12 is a detail view of the area labelled 'C' in Figure I I; Figure 13 is an end view of the rail of Figure 11; Figure 14 is a perspective view of the rail of Figure 11; Figure 15 is a bottom view of the rail of Figure 11; Figure 16 is a top view of part of a vehicle chassis according to the present invention; Figure 17 is a cross section view through line A-A of Figure 16; Figure 18 is a side view of the vehicle chassis of Figure 16; and Figure 19 is a perspective view of the vehicle chassis of Figure 16.

With reference to Figures 1 to 8, a C-shaped vehicle chassis rail (or beam) 1 according to the present invention includes a web 2, upper and lower flanges 4a, 4b, and upper and lower lips 6a, 6b. The upper and lower lips 6a, 6b define oppositely facing rail edges 8a, 8b.

A series of pre-formed bolt openings 10a are formed in the upper lip 6a. A series of pre-formed bolt openings 10b are formed in the lower lip 6b. The bolt openings 10a, 10b are spaced apart along the longitudinal direction of the rail and are in register with each other. The bolt openings 10a, 10b define a pattern of bolt openings in a first side of the rail 1, i.e., the side defined by the upper and lower lips 6a, 6b. With particular reference to Figure 6, the rail edges 8a, 8b include a series of curved projections 12 such that they have a substantially 'scalloped' profile. Each curved projection 12 is in register with a pre-formed bolt opening 10a, 10b. The rail edges can also be substantially straight, but providing the series of curved projections 12 allows unnecessary material to be omitted, thereby reducing the weight of the rail 1.

The web 2 includes a plurality of openings 14a, 14b that define a pattern of structural elements or supports 16. The openings 14a, 14b reduce the weight of the rail 1 and are formed in low-stressed areas of the web 2. In the rail shown in the drawings, first openings 14a are substantially square-shaped and second openings 14b are substantially triangular-shaped. But it will be readily appreciated that the openings can have any suitable shape and size. The structural elements or supports 16 are defined by residual web material and ensure that the rail 1 has sufficient strength and rigidity. In the rail shown in the drawings, the structural elements or supports 16 have a substantially crisscross pattern, but it will be readily appreciated that other patterns can also be suitable.

A series of pre-formed bolt openings 18a are formed at an upper edge of the web 2. A series of pre-formed bolt openings 18b are formed at a lower edge of the web 2. The bolt openings 18a, 18b are spaced apart along the longitudinal direction of the rail and are in register with each other. The bolt openings 18a, 18b are also aligned with the bolt openings 10a, 10b formed in the upper and lower lips 6a, 6b. More particularly, each bolt opening 10a in the upper lip 6a is aligned with a corresponding bolt opening 18a at the upper edge of the web 2 and each bolt opening 10b in the lower lip 6b is aligned with a corresponding bolt opening 18b at the lower edge of the web. This alignment can be useful because it allows a bolt or other mechanical fixing to be received through a bolt opening 10a in the upper lip 6a and the corresponding aligned bolt opening 18a at the upper edge of the web 2, or through a bolt opening 10b in the lower lip 6b and the corresponding aligned bolt opening 18b at the lower edge of the web. But such alignment is not essential.

A pair of bolt openings 18c are formed adjacent the centre of each pair of crossed structural elements or support 16. Together the bolt openings I 8a, I 8b and I 8c define a pattern of bolt openings in a second side of the rail 1, i.e., the side defined by the web 2.

A series of elongate openings 20 are formed in the lower flange 4b. The elongate openings 20 are spaced apart along the longitudinal direction of the rail and are provided for drainage of ingress water.

The rail 1 is formed from a single sheet of metal (e.g., steel) of suitable thickness. The various openings in the rail (i.e., the openings 14a, 14b in the web, the elongate openings 20 in the lower flange 4b, and the pre-formed bolt openings 10a, 10b, 18a, 18b and 18c) are laser cut before the sheet is bent using a press brake, for example.

Figure 9 shows a first stiffening plate 30 formed from a sheet of metal (e.g., steel) of suitable thickness. The stiffening plate 30 includes a plurality of openings 32a, 32b that define a pattern of structural elements or supports 34 and are laser cut. The openings 32a, 32b reduce the weight of the first stiffening plate 30. In the stiffening plate 30 shown in the drawings, the first and second openings 32a, 32b are substantially triangular-shaped. But it will be readily appreciated that the openings can have any suitable shape and size. The structural elements or supports 34 are defined by residual material and ensure that the stiffening plate 30 has sufficient strength and rigidity. In the stiffening plate 30 shown in the drawings, the structural elements or supports 34 have a substantially criss-cross pattern, but it will be readily appreciated that other patterns can also be suitable.

A series of pre-formed bolt openings 36a are formed at an upper edge of the stiffening plate 30. A series of pre-formed bolt openings 36b are formed at a lower edge of the stiffening plate 30. The bolt openings 36a, 36b are spaced apart along the longitudinal direction of the stiffening plate 30 and are in register with each other. The bolt openings 36a, 36b also have the same longitudinal spacing as the bolt openings 10a, 10b in the lips 6a, 6b. A pair of bolt openings 36c are formed adjacent the centre of each pair of crossed structural elements or supports 34. Together the bolt openings 36a, 36b and 36c define a pattern of bolt openings in the stiffening plate 30 and are laser cut.

Figure 10 shows a second stiffening plate 40 formed from a sheet of metal (e.g., steel) of suitable thickness. The second stiffening plate 40 is similar to the first stiffening plate 30 shown in Figure 9 and the same parts have been given the same reference number. The second stiffening plate 40 is twice the size of the first stiffening plate in the longitudinal direction and has more bolt openings (i.e., six instead of four) at the -10 -upper and lower edges. In an alternative construction, the upper and lower edges of the second stiffening plate 40 could be continuous, as represented by the dashed lines in Figure 10, so as to define a total of eight bolt openings. But it is generally preferably that any material that is not necessary for ensuring the strength and/or rigidity of the stiffening plate is omitted to reduce the weight of the stiffening plate.

Figures 11 to 15 show how the first and second stiffening plates 30, 40 are secured to the rail 1. In particular, the first and second stiffening plates 30, 40 are positioned within the flanges 4a, 4b of the rail 1 (e.g., behind the lips 6a, 6b) and are each secured to the rail 1 using bolts that are received through respective bolt openings 36a, 36b in the stiffening plate and through aligned bolt openings 10a, 10b in the lips 6a, 6b as shown. More particularly, the first stiffening plate 30 is secured to the rail 1 at each corner by four bolts 50a-50d and the second stiffening plate 40 is secured to the rail at each corner and at four other locations by bolts 50a-50h. Any suitable number of bolts can be used, and they can be received through any of the bolt openings 36a, 36b that are aligned with bolt openings 10a, 10b in the lips 6a, 6b. Other mechanical fixings can be used instead of bolts depending on the design circumstances.

In the arrangement shown in Figures 11 to 15, the first and second stiffening plates 30, 40 are secured alternately to the rail 1. They are in abutment with each other to define substantially kite-shaped openings 42. However, it will be readily appreciated that other arrangements can be used. For example, it is possible to secure the first and second stiffening plates 30, 40 to the rail in different combinations, or to secure just one type of stiffening plate or reinforcement member to the rail, either in abutment with each other or spaced apart along the longitudinal direction of the rail. In other words, instead of using a combination of first and second stiffening plates 30, 40, it is possible to use just the first stiffening plates 30, just the second stiffening plates 40, or even a stiffening plate or other reinforcement member having a completely different construction. The first stiffening plates 30 provide the most stiffness but the second stiffening plates 40 provide additional weight saving with only a slight reduction in stiffness. Hence, the arrangement shown in Figures 11 to 15 provides a useful trade-off between increasing the stiffness of the rail 1 to meet required design specifications, and reducing its overall weight.

The structural elements or supports 34 of the first stiffening plates 30 are aligned with the structural elements or supports 16 of the rail 1. Similarly, the bolt openings 36c of the first stiffening plates 30 are aligned with the bolt openings 18c in the web 2. The bolt openings 36c of the second stiffening plates 40 are not aligned with the bolt openings 18c in the web 2.

The bolt openings 18a, 18b and 18c in the web 2 can be used to bolt equipment or structural members (e.g., fuel tanks, storage compartments, cross-members, torsion tubes etc.) to the rail 1.

With reference to Figures 16 to 19, part of a vehicle chasses 60 includes a pair of side rails 62a, 62b and a pair of centre rails 64a, 64b. Each of the side rails and centre rails has the same general construction as the rail 1 described above, and can include one or more stiffening plates or other reinforcement members.

A first torsion tube 66 extends between the rails at one end of the chassis 60 and has a bent profile as shown in Figure 16. A second torsion tube 68 extends between the rails at a mid-part of the chassis 60. The first and second torsion tubes 66, 68 can pass through openings in the centre rails 64a, 64b and can be secured to the side rails 62a, 62b and the centre rails 64a, 64b by any suitable means, e.g., welding. The first torsion tube 66 can be secured to an area of the web without the openings that define the structural elements or supports. The torsion tubes 66, 68 increase the torsional stiffness of the vehicle chassis.

The vehicle chassis 60 can be used with any suitable vehicle, including military vehicles.

Claims

-12 -CLAIMS1. A vehicle chassis rail of substantially C-shaped cross-section including a pair of lips substantially parallel to a web and defining oppositely facing rail edges, at least one of the lips including at least one pre-formed fixing opening.
2. A vehicle chassis rail according to claim 1, wherein each lip includes a plurality of pre-formed fixing openings.
3. A vehicle chassis rail according to claim 2, wherein the rail edges include a series of curved projections, each projection being aligned with a pre-formed fixing opening.
4. A vehicle chassis rail according to any preceding claim, wherein at least part of the web includes a plurality of openings that define a pattern of structural elements.
5. A vehicle chassis rail according to claim 4, wherein the structural elements have a substantially criss-cross pattern.
6. A vehicle chassis rail according to any preceding claim, wherein the web includes at least one pre-formed fixing opening.
7 A vehicle chassis rail according to claim 6, wherein the web includes a plurality of pre-formed fixing openings.
8. A vehicle chassis rail according to claim 1, wherein at least one of the lips includes a plurality orpre-formed fixing openings and the web includes a plurality of pre-formed fixing openings, each fixing opening in the lip being substantially aligned with a corresponding fixing opening in the web.
9. A vehicle chassis rail according to any preceding claim, wherein each lip is joined to the web by a corresponding flange.

-13 -
10. A vehicle chassis rail according to claim 9, wherein at least one of the flanges includes at least one opening.
11. A vehicle chassis rail according to claim 10, wherein the flange includes a plurality of elongate openings.
12 A vehicle chassis rail of substantially C-shaped cross-section including a web, wherein at least part of the web includes a plurality of openings that define a pattern of structural elements.
13. A vehicle chassis rail according to claim 12, wherein the structural elements have a substantially criss-cross pattern.
14. A vehicle chassis rail according to claim 12 or claim 13, further including a pair of lips substantially parallel to the web and defining oppositely facing rail edges, at least one of the lips including at least one pre-formed fixing opening.
A vehicle chassis rail according to claim 14, wherein each lip includes a plurality of pre-formed fixing openings.
16. A vehicle chassis rail according to claim 15, wherein the rail edges include a series of curved projections, each projection being aligned with a pre-formed fixing opening.
17. A vehicle chassis rail according to any of claims 12 to 16, wherein the web includes at least one pre-formed fixing opening.
18. A vehicle chassis rail according to claim 17, wherein the web includes a plurality of pre-formed fixing openings.
19. A vehicle chassis rail according to claim 12 or 13, further including a pair of lips substantially parallel to the web and defining oppositely facing rail edges, wherein -14 -at least one of the lips includes a plurality of pre-formed fixing openings and the web includes a plurality of pre-formed fixing openings, each fixing opening in the lip being substantially aligned with a corresponding fixing opening in the web.
20. A vehicle chassis rail according to any of claims 14 to 19, wherein each lip is joined to the web by a corresponding flange.
21. A vehicle chassis rail according to claim 20, wherein at least one of the flanges includes at least one opening.
22. A vehicle chassis rail according to claim 21, wherein the flange includes a plurality of elongate openings.
23. A vehicle chassis comprising a vehicle chassis rail according to any preceding claim.
24. A vehicle chassis according to claim 23, further comprising at least one reinforcement member secured to the vehicle chassis rail.
25. A vehicle chassis according to claim 24, wherein at least part of each reinforcement member includes a plurality of openings that define a pattern of structural elements.
26. A vehicle chassis according to claim 25, wherein the structural elements of each reinforcement member have a substantially criss-cross pattern.
27. A vehicle chassis comprising a pair of vehicle chassis rails according to any of claims 1 to 22, the vehicle chassis rails being arranged substantially parallel to one another and being connected together by a torsion tube to increase the torsional stiffness of the vehicle chassis.

-15 -
28. A vehicle chassis rail substantially as described herein and with reference to the drawings.
29. A vehicle chassis substantially as described herein and with reference to the drawings.Amendments to the claims have been made as followsCLAIMS1. A vehicle chassis rail of substantially C-shaped cross-section including first and second lips substantially parallel to a web orientated substantially vertically in use, the first and second lips defining oppositely facing rail edges, the first and second lips including a plurality of pre-formed fixing openings, wherein at least part of the web includes a plurality of openings that define a plurality of pairs of crossed structural elements of residual web material such that the structural elements are arranged in a substantially criss-cross pattern, wherein the first lip is joined to the web by a first flange that is uppermost in use and the second lip is joined to the web by a second flange that to is lowermost in use, and wherein the second flange includes a plurality of openings for drainage of ingress water.2. A vehicle chassis rail according to claim 1, wherein the rail edges include a series of curved projections, each projection being aligned with a pre-formed fixing 15 opening.3. A vehicle chassis rail according to claim 1 or claim 2, wherein the web includes a plurality of pre-formed fixing openings.* * * zo 4. A vehicle chassis rail according to claim 3, wherein at least one pre-formed * * * fixing opening is provided in the web at or substantially adjacent a centre of each pair of crossed structural elements.* * * . * * 5. A vehicle chassis rail according to claim 3, wherein each fixing opening in the first and second lips is substantially aligned with a corresponding fixing opening in the web. * * * * * * S. * * * . * *** 11. A vehicle chassis rail according to preceding claim, wherein the plurality of * ** openings in the second flange are elongate openings.7. A vehicle chassis comprising a vehicle chassis rail according to any preceding claim.8. A vehicle chassis according to claim 7, further comprising at least one reinforcement member secured to the vehicle chassis rail.9. A vehicle chassis according to claim 8, wherein at least part of each reinforcement member includes a plurality of openings that define a plurality of pairs of crossed structural elements of residual reinforcement member material such that the structural elements are arranged in a substantially criss-cross pattern.10. A vehicle chassis comprising a pair of vehicle chassis rails according to any of claims 1 to 6, the vehicle chassis rails being arranged substantially parallel to one another and being connected together by a torsion tube to increase the torsional stiffness of the vehicle chassis.11. A vehicle chassis rail substantially as described herein and with reference to the drawings.12. A vehicle chassis substantially as described herein and with reference to the drawings. * * * * * ** * * * * * * * * * * * * * * * * * * * * * * * * * *