GB2556100A

GB2556100A - Transformable vehicle

Info

Publication number: GB2556100A
Application number: GB1619615.6A
Authority: GB
Inventors: James Finbow Matthew
Original assignee: Coventry University
Current assignee: Coventry University
Priority date: 2016-11-21
Filing date: 2016-11-21
Publication date: 2018-05-23
Also published as: GB201619615D0

Abstract

A transformable vehicle 10 is disclosed that can be transformed between first and second configurations; for example vehicle 10 can be used as a car in the first configuration and a light commercial vehicle (LCV) in the second configuration. Vehicle 10 has a main vehicle assembly 12 including a rolling chassis 14 and a cab. Chassis 14 is extendable to increase the wheelbase in the second configuration, for example by between 20% and 100% of the original wheelbase. In a particularly preferred arrangement, a secondary body module 20 is releasably mountable to the chassis 14 behind the cab when the chassis is extended. The secondary body module 20 may be a cargo container, for example an enclosed cargo container or an open cargo bed, or a passenger module. Chassis 14 may be extendable to widen the rear wheel track in the second configuration. Cab 16 may optionally be movable between a reclined position in the first configuration and an upright position in the second configuration.

Description

(54) Title of the Invention: Transformable vehicle

Abstract Title: Transformable vehicle with extendable wheelbase (57) A transformable vehicle 10 is disclosed that can be transformed between first and second configurations; for example vehicle 10 can be used as a car in the first configuration and a light commercial vehicle (LCV) in the second configuration. Vehicle 10 has a main vehicle assembly 12 including a rolling chassis 14 and a cab. Chassis 14 is extendable to increase the wheelbase in the second configuration, for example by between 20% and 100% of the original wheelbase. In a particularly preferred arrangement, a secondary body module 20 is releasably mountable to the chassis 14 behind the cab when the chassis is extended. The secondary body module 20 may be a cargo container, for example an enclosed cargo container or an open cargo bed, or a passenger module. Chassis 14 may be extendable to widen the rear wheel track in the second configuration. Cab 16 may optionally be movable between a reclined position in the first configuration and an upright position in the second configuration.

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Transformable Vehicle

Technical Field of the Invention

The present invention relates to motor vehicles.

Background to the Invention

Motor vehicles come in a range of different types but usually are adapted for specific uses, such as cars for transporting a small number of people and commercial, goods vehicles for transporting goods. Furthermore, goods vehicles come in a range of different types and sizes adapted for transporting different types of goods. These include vans and lorries with an enclosed area for holding goods, flat and open bed trucks, and specialist vehicles such as refrigerated vans for carrying perishable or other goods which need to be kept at a low temperature.

A user will often have a need for more than one type of vehicle at different times. For example, at certain times they may have a requirement for a car but at other times a need to use a vehicle for carrying goods or freight. One way to resolve this issue is to have a range of vehicles but this is expensive and there can be difficulties in storing vehicles when not being used.

To alleviate these problems, vehicles have been developed that can be used both as a car and a goods vehicle but such vehicles tend to be a compromise. One such vehicle is the pick-up truck which has an enclosed cab in which people can be transported in relative comfort comparable to a car and an open cargo bed with low sides and tailgate. A drawback with this arrangement is that the vehicle remains in the same configuration at all times and so is not ideally suited to either application. When used as a car, the cargo area is unused and the vehicle occupies a larger footprint than is necessary. Conversely, when used to transport goods the available cargo space is limited by the presence of the cab for any given length of vehicle. Also, the cargo space is only suitable for carrying certain types of goods and cannot easily be adapted to meet specialist requirements or changed where there is a need to transport different types of goods at different times.

A further issue for motor vehicle manufactures is the need to produce vehicles that are environmentally friendly, especially for use in highly populated urban areas.

Traffic congestion and pollution are significant issues in urban areas and a major contributor to these problems are the large numbers of light commercial vehicles (LCVs) being used in urban areas to deliver goods in the so called “last-mile”.

A number of compact electric vehicles have recently been developed to help address issues of congestion and pollution, especially in high-density urban areas. Such vehicles have a small overall footprint and produce few emissions. Nevertheless, these vehicles tend to be designed specifically for use either as a car or as a LCV and the lack of versatility is still a problem.

There is a need then for a vehicle which is more versatile than known vehicles.

There is need in particular for a vehicle which can be transformed between a car mode and a commercial or goods vehicle mode.

There is need in particular for a vehicle which can be transformed between different modes of use and whose overall footprint is varied appropriately depending on the mode selected.

Summary of the Invention

Aspects of the invention relate to a vehicle.

According to a first aspect of the invention, there is provided a vehicle transformable between different configurations, the vehicle having a main vehicle assembly comprising a chassis, at least one front wheel and at least one rear wheel, and a cab mounted to the chassis, the chassis being extendable, the vehicle being configured such that the vehicle has a smaller wheelbase in a first configuration than in a second configuration, the vehicle also having a secondary body module releasably mountable to the chassis behind the cab when the main vehicle assembly is in the second configuration.

In accordance with a second aspect of the invention, there is provided a vehicle transformable between different configurations, the vehicle having a main vehicle assembly comprising a chassis, at least one front wheel, at least one rear wheel on either side, and a cab mounted to the chassis, the chassis being extendable such that the main vehicle assembly has a smaller wheelbase in a first configuration than in a second configuration and so that the lateral spacing between rear wheels on opposite sides is greater in the second configuration than in the first.

In accordance with a third aspect of the invention, there is provided a vehicle transformable between different configurations, the vehicle having a main vehicle assembly comprising a chassis, at least one front wheel and at least one rear wheel, and a cab mounted to the chassis, the cab being mounted to the chassis for movement between a first reclined position which the vehicle is in a first configuration and a second, more upright position when the vehicle is in a second configuration, the vehicle being drivable in both configurations.

In a vehicle in accordance with either of the first and second aspects of the invention, the cab may be mounted to chassis for movement between a first, reclined position when the main vehicle assembly is in the first configuration and a second, more upright position when the main vehicle assembly is in the second configuration.

In a vehicle in accordance with either of the first, second or third aspects of the invention where the cab is mounted to the chassis for movement between first and second positions, the longitudinal footprint of the cab may be smaller when it is in the second position than when it is in the first position, In an embodiment, the cab is mounted to the chassis for pivotal movement between its first and second positions.

In an embodiment of a vehicle in accordance with either of the first and third aspects of the invention, the vehicle has rear wheels on either side of the vehicle, the lateral spacing between the wheels on opposite sides being larger when the main vehicle assembly is in the second configuration than when the main vehicle assembly is in the first configuration.

In an embodiment of a vehicle in accordance with any of the first, second and third aspects of the invention, the chassis comprises a forward section to which the at least one front wheel is mounted and a rearward section to which the at least one rear wheel is mounted, the forward and rearward chassis sections being mounted together for movement between a contracted configuration when the main vehicle assembly is in the first configuration and an extended configuration when the main vehicle assembly is in the second configuration. The forward and rearward sections of the chassis may be mounted together for relative translational movement between said contracted and extended positions. In an embodiment, the forward and rearward sections of the chassis are telescopically mounted together for movement between said contracted and extended positions.

In an embodiment where the vehicle in accordance with any of the first, second or third embodiments has rear wheels on either side of the vehicle and the lateral spacing between the wheels on opposite sides is larger when the main vehicle assembly is in the second configuration than when the main vehicle assembly is in the first configuration, the rearward chassis section includes a central part and at least one lateral rear chassis part on either side, each rear lateral chassis part supporting a rear wheel and being mounted to the central part for movement between a contracted position when the main vehicle assembly is in the first configuration and an extended position when the main vehicle assembly is in the second configuration. The central part and each lateral rear chassis part of the rearward chassis section may be mounted together for relative translational movement between said contracted and extended positions of the lateral rear chassis part. In an embodiment, the central part and each lateral rear chassis part of the rearward chassis section are telescopically mounted together for movement between said contracted and extended positions of the lateral rear chassis part.

Where the vehicle has a secondary body module, the secondary body module may be a cargo carrying unit. The cargo carrying unit may be selected from the group comprising: an enclosed cargo body module; an open cargo body module; a refrigerated cargo unit; a passenger module.

A vehicle in accordance with any of the first, second or third embodiments may be part of a vehicle system comprising the main vehicle assembly and a plurality of secondary body modules, any one of which secondary body modules can be selectively mounted to main vehicle assembly when in the second configuration.

The vehicle may be a motor vehicle such as a self-propelled road vehicle.

Where the wheelbase is extendable, the wheelbase in the second configuration may be increased by 20% or more, or by 30% or more, or by 40% or more, or by 50% or more, or by 60% or more, or by 70% or more compared with the wheelbase in the first configuration.

Detailed Description of the Invention

In order that the invention may be more clearly understood an embodiment 5 thereof will now be described, by way of example only, with reference to the accompanying drawings, of which:

Figure 1 is a perspective view from the front of an embodiment of a main vehicle assembly in accordance with an aspect of the invention and which forms part of a vehicle in accordance with a further aspect of the invention, showing the main vehicle assembly in a first, compact configuration;

Figure 2 is a view from one side of the main vehicle assembly of Figure 1;

Figure 3 is a perspective view from the rear of the main vehicle assembly of Figures 1 and 2;

Figure 4 is a perspective view from the front of the main vehicle assembly of 15 Figures 1 to 3 but showing the main vehicle assembly in a second, extended configuration;

Figure 5 is a view from one side of the main vehicle assembly of Figure 4, the broken lines indication the position of a secondary body module mounted to the main vehicle assembly;

Figure 6 is a perspective view from the rear of the main vehicle assembly of

Figures 4 and 5;

Figure 7 is a composite view from the side of the main vehicle assembly of Figures 1 to 6 illustrating the assembly in both configurations; and

Figures 8 and 9 are partial perspective views from the front of the main vehicle 25 assembly of Figures 1 to 7, illustrating alternative driving arrangements.

A non-limiting embodiment of a transformable vehicle 10 in accordance with an aspect of the invention is illustrated in the accompanying drawings. The vehicle 10 in accordance with the present embodiment is configured for use as a small, city-type car in a first configuration and as a LCV in a second configuration. The vehicle 10 in the embodiment as illustrated is particularly suited for use in urban areas, though it can be used in wide range of environments suitable for a road vehicle. However, vehicles in accordance with an aspect of the invention could be provided in a range of sizes and can be adapted for a wide range of different uses.

The vehicle 10 has a main vehicle assembly 12 which includes a chassis 14 and a cab 16 mounted to the chassis 14. Four wheels 18 are mounted to the chassis, two wheels 18a at the front and two wheels 18b at the rear. The wheels 18 support the chassis for rolling movement across a surface. The cab 16 includes a seating arrangement 19 for accommodating up to two occupants, one of which will usually be a driver. However, as discussed below, the vehicle 10 could be autonomous or semiautonomous and the term “driver” should be construed accordingly. In other embodiments, the cab 16 can have a seating arrangement for supporting only a single occupant or more than two occupants.

The main vehicle assembly 12 is transformable between a first, compact configuration as shown in Figures 1 to 3 and a second, extended configuration as shown in Figures 4 to 6. The wheelbase of the main vehicle assembly 12, that is to say the longitudinal distance X between the centres of the front and rear wheels 18a, 18b, is larger in the extended configuration than it is in the compact configuration. Furthermore, the track or lateral spacing Y between the centre-lines of the rear wheels 18b is also larger in the extended configuration than it is in the compact configuration,

The vehicle 10 also includes a secondary body module 20 which is releasably mountable to chassis 14 behind the cab 16, when the main vehicle assembly 12 is in its extended configuration. The secondary body module 20 may be adapted to carry goods or freight or additional passengers and can take a variety of different forms as will be discussed below.

The cab 16 is able to move relative to the chassis 14 between a reclined position as shown in Figures 1 to 3 and an upright position as shown in Figures 4 to 6. This movement is illustrated in Figure 7. Moving the cab 16 to its upright position when the main vehicle assembly 12 is extended provides additional room on the chassis behind the cab 14 to accommodate the secondary body module 20 and also provides a more upright driving position when the vehicle is used as a LCV.

The term “upright position” as used herein should be understood as referring to a position in which the cab 16 is generally more upright, that is to say it has a greater height and lesser length measured along the chassis, than when it is in the reclined position,

The chassis 14 is extendable in length to vary the wheelbase X and extendable in width at the rear to vary the rear wheel track Y. The chassis 14 has a forward section 22 to which the front wheels 18a and the cab 16 are mounted and a rear section 24 to which the rear wheels 18b are mounted and which supports at least part of the secondary body module 20 when mounted to the chassis. The rear section 24 of the chassis includes a main part 26 and a pair extendable of lateral rear chassis parts 28.

The forward and rearward sections 22, 24 of the chassis are movable relative to one another to vary the length of the chassis and hence the wheelbase X. In this embodiment, the front and rear chassis sections 22, 24 are mounted together telescopically for relative movement between a contracted, short wheelbase, configuration as shown in Figures 1 to 3 and an extended, long wheelbase, configuration as shown in Figure 4 to 6. To this end, a central portion 30 of the main part 26 of the rear chassis section 24 is slidably received inside a central portion 32 of the forward chassis section 22 but this arrangement could be reversed. When in the extended configuration, there is a sufficient overlap between the forward and rear sections 22, 24 of the chassis to adequately support the loads of the cab 16 and secondary body module 20 and maintain the structural integrity of the vehicle. A releasable locking arrangement (not shown) can be provided to lock the forward and rear chassis sections 22, 24 in their contracted configuration and/or in their extended configuration.

The rear chassis section 24 is also extendable, principally in a lateral direction to vary the rear wheel track Y. The main part 26 of the rear chassis section 24 is generally Y shaped with a pair of leg-like portions 36 extending rearwardly and outwardly on either side at the rear of the central portion 30. The lateral rear chassis parts 28 are each telescopically mounted to a respective one of the leg-like portions 36 for movement between a retracted position as shown in Figures 1 to 3 and an extended position as shown in Figures 4 to 26. Each of the rear wheels 18b is mounted to a respective one of the lateral rear chassis parts 28 so that the track or lateral spacing Y between the rear wheels 18b is larger when the lateral rear chassis sections 28 are extend than when they are retracted. As the lateral rear chassis parts 28 are angled rearwardly, extending and retracting them also varies the wheelbase by a small amount. However, this is negligible when compared to the change in wheelbase caused by extending and contracting the forward and rear chases sections 22, 24 relative to one another. In the present embodiment, at least a portion each of the lateral rear chassis parts 28 is slidably received inside its respective leg-like portion 36. However, this arrangement could be reversed. A locking arrangement (not shown) for locking each of the lateral rear chassis parts 28 in its extended and/or retracted position can be provided.

When the vehicle is in its first, compact configuration, the forward and rear chassis sections 22, 24 are in their contracted configuration and the lateral rear chassis parts 28 are retracted so that the wheelbase X and rear wheel track Y are at a minimum and the cab 16 will usually be reclined. To move the main vehicle assembly 12 to its second, extended configuration, the rear chassis section 24 is extended out of the forward chassis section 22 and the lateral rear chassis parts section 28 are extended so that the wheelbase X and rear wheel track Y are at a maximum and the cab 16 placed in its upright position. Increasing the wheelbase X and rear wheel track Y, provides additional space on the chassis 14 for receiving the secondary body module 20 and aids stability of the vehicle. This can be advantageous, particularly when transporting heavy goods in the secondary body module 20.

Alternative arrangements for expanding and contracting the chassis 14 in order to vary the wheelbase X and/or rear wheel track Y can be adopted. For example, the forward and rear chassis sections 22, 24 could be interconnected by means of a hinge mechanism so that they can be folded and unfolded relative to one another to vary the wheelbase. Similarly, a folding chassis arrangement could be adopted to vary the rear wheel track rather than a translator, telescopic arrangement. Furthermore, the lateral spacing or track or the front wheels could also be variable.

As already touched upon, the longitudinal extent of the cab’s footprint (measured in direction from the front to the rear of the vehicle) is smaller when the cab is in its upright position than when it is in the reclined position as can be seen from

Figure 7. Looking at this in more detail, as can be seen in Figure 2, when the cab 16 is reclined, the rearmost part of the cab extends beyond the rearward end of the forward chassis section 22. In contrast, as can be seen in Figure 5, in its upright position, the cab 16 is taller but shorter and the rearmost portion of the cab lies in front of the rear end of the forward chassis section 22. Thus, when the cab 16 is in its second upright position, there is more room on the chassis for mounting the secondary body unit 20.

The cab 16 in this embodiment is pivotally mounted to the forward chassis section 22 for movement between its reclined and upright positions and is supported, at least in its upright position by means of a pair of telescopic struts 40 operative between the forward chassis section 22 and a wall 42 of the cab which is rearwardly facing when the cab is in its upright position. The struts 40 may be linear actuators operative to move the cab 16 between its reclined and upright positions. The struts 40 could be electric or hydraulic linear actuators, for example. The struts 40 are pivotally connected to the forward chassis section 22 and to the cab 16.

The cab 16 is arranged to pivot about a laterally extending axis Z positioned to rear of the axis of rotation of the front wheels 18a, so that the occupant(s) of the cab is/are always positioned behind a front edge of the front wheels for increased safety even when the cab is in its upright position. At least when the cab 16 is upright, a lower region 44 of the cab is received in between wheel arches 38 which accommodate the front wheels 18a.

Alternative mechanisms for mounting the cab 16 to enable it to move between reclined and upright positions can be adopted.

The cab 16 and seating arrangement 19 are configured so that when the cab is in its reclined position, the driver is supported in a semi-reclined position suitable for driving the vehicle in its city car mode but when the cab 16 is in its upright position, the driver is supported in a more upright position suitable for driving the vehicle in its LCV mode. This can been seen best from Figure 7 which shows the cab in a reclined position 16 and an upright position 16’ and the rear wheels in a contracted, compact position 18b and an extended position 18b’.

The cab 16 has a large front windscreen 46 and side window areas 48 which provide for good visibility for driving when reclined and upright, The shape of the cab 16 is configured to optimise the aerodynamic performance of the vehicle when used in either its car mode or as a LCV. In car mode when the cab 16 is reclined, it offers a reduced frontal cross sectional area which reduces drag, when compared to its upright position. Furthermore, the shape of the cab 16, and particularly those surfaces which face forwardly when the cab 16 is reclined, can be profiled to improve air flow over the cab 16 to further reduce drag. When the cab 16 is upright, it offers a larger frontal cross sectional area but can be shaped to deflect air flow about secondary body module 20 so as to improve the overall aerodynamic performance of the vehicle in this configuration.

As illustrated in Figures 8 and 9, the cab 16 is configured to hold a single occupant in a central position (typically the driver) within the cab or two occupants sitting side-by-side using a single seat arrangement 19. Controls for driving the vehicle are mounted to a control panel 50 on a pedestal 52 located centrally in the cab. The control panel 50 is movable in a lateral direction relative to the pedestal so that it can be positioned centrally or to one side to enable the driver position to be varied. However, other seating arrangements can be adopted, including separate conventional seats side-by-side or a single seat in the centre of the cab 16. In alternative embodiments, the cab 16 can be adapted to have one or more rear seats and/or a small cargo area.

It is expected that the vehicle 10 will be controlled predominantly using drive by wire technology to allow for flexibility in moving the controls and in expanding and contracting the chassis. However, more conventional control technology can be used, in which case the driver position may be fixed. The vehicle 10 could also be adapted to be controlled autonomously or semi-autonomously.

One or more of the wheels 18 is provided with an in-wheel electric drive system to provide drive and braking. The in-wheel electric drive may also provide adaptive suspension. At least the front wheels also include in-wheel steering. In an embodiment, all four wheels 18 are provided with in-wheel electric drive and steering systems which can be controlled electronically from the cab 16. However, other means of powering the vehicle can be adopted such as use of an electric motor, hybrid power unit or internal combustion engine as a power unit mounted to the chassis for driving one or more wheels. Typically such a power unit would be mounted to the forward chassis section 22 for driving the front wheels 18a, which could be steered using an electrically powered steering rack or a steer by wire system.

The secondary body module 20 can take many forms. It could for example be in the form of an enclosed cargo container having doors at the rear and/or the side. When fitted to the main vehicle assembly in it’s extended configuration, this would transform the vehicle 10 into a small van useful for delivering goods of many different types. The container could be refrigerated and/or be provided with a range of different integral fittings to suit particular requirements of the goods to be transported or the services provided. Alternatively, the secondary body module 20 could take the form of a flat-bed for holding cargo or an open cargo bed with low sides and a tailgate similar to the open bed of a pick-up truck. The sides could be drop-sides or fixed. The secondary body module 20 could also be in the form of a passenger cabin to enable the vehicle to be used for transporting additional people. This could enable the vehicle to be used as a taxi-cab.

It is expected that a variety of differently configured secondary body modules 20 will be produced from which customers can select to suit their requirements and/or which could be specifically adapted. A user may choose to purchase only one secondary body module 20 but could purchase more than one module. This could include modules of different types for different uses or more than one of the same type so that one secondary body module can be loaded/unloaded whilst another is fitted to the main vehicle assembly. The vehicle 10 can be considered to form part of a vehicle system including a main vehicle assembly 12 and a number of interchangeable secondary body units 20.

The secondary body module 20 can be mounted to the main vehicle assembly 12 by any suitable means but is preferably mounted using quick fit connectors, such as releasable clips. However, the secondary body module could be secured in place using fasteners, including bolts and screws, or by means of straps or a combination of different fastening means. As illustrated, the transvers rear chassis parts 28 each have a flap 54 pivotally mounted at their distal ends which can be raised when secondary body section module 20 is mounted to the chassis help locate and support the module 20 and which can be lowered when the secondary body module is not being used.

The components of the vehicle 10 can be made of any suitable materials. In an embodiment, at least some components are made of lightweight materials, which may include polymeric and composite materials as well as lightweight metallic materials, such materials being used alone or in any suitable combination. The secondary body module 20 may be made from such lightweight materials so that it can be manually lifted when being mounted to the main vehicle assembly 12 or dismounted. However, the secondary body module 20 could be configured so that it can be lifted by a fork-lift truck or small crane for mounting and dismounting to the main vehicle assembly.

The vehicle 10 in accordance with an aspect of the invention is highly versatile and can easily be converted between use as a LCV and use as a car. In its extend configuration with the cab 16 upright, the vehicle is particularly well adapted to use as a LCV, offering high levels of stability, an upright driver position, and additional room for accommodating the secondary body module 20 so that its functionality as a goods carrying vehicle is not compromised, The ability to use differently configured secondary body modules further increases the versatility of the vehicle system. When in its compact car mode with the cab 16 reclined, the vehicle has a reduced footprint so as not to occupy more space than is necessary and a reduced frontal cross sectional area. The overall weight of the vehicle is also reduced by removing the secondary body module 20. In comparison, a pick-up track must carry its open cargo bed around at all times, whether in use or not. As already discussed, the cab 16 can be configured to optimise the aerodynamic performance of the vehicle when used in either configuration.

In a non-limiting embodiment, the main vehicle assembly 12 in its first, compact configuration may have an overall length in the range of 2500 to 3000 mm inclusive, a maximum width in the range of 1400 to 1650 mm inclusive and a maximum height in the range of 1600 to 1850 mm inclusive, and in its second, extended configuration an overall length in the range of 3600 to 4100 mm inclusive, a maximum width in the range of 1570 to 1830 mm inclusive and a maximum height in the range of 2170 to 2430 mm inclusive. In embodiments, the wheelbase X may be increased by at least 20%, or 30%, or 40%, or 50%, or 60%, or 70%, or 80% when the vehicle is transformed to the extended configuration from the compact configuration. In some embodiments, the wheelbase in the extended configuration is increased by up to 100%. For example, the wheelbase in the extended configuration may be in the range of 1.2 to 2 times the wheelbase in the compact configuration.

However, vehicles in accordance with an aspect of the invention can be made with a main vehicle assembly 12 in a broad range of sizes and for different applications. For example, the vehicle could be configured to be used in a first goods carrying mode when the main vehicle assembly 12 is in its compact configuration and in an alternative goods carrying mode when the main vehicle assembly 12 is extended and a secondary body module 20 fitted.

In a further alternative embodiment, the vehicle could be provided with a single wheel at the front or rear and rear, or more than two wheels at the front and/or rear.

The above embodiments are described by way of example only. Many variations are possible without departing from the scope of the invention as defined in the appended claims.

Claims

1. A vehicle transformable between different configurations, the vehicle having a main vehicle assembly comprising a chassis, at least one front wheel and at least one rear wheel, and a cab mounted to the chassis, the chassis being extendable such that the vehicle has a smaller wheelbase in a first configuration than in a second configuration, the vehicle also having a secondary body module releasably mountable to the chassis behind the cab when the main vehicle assembly is in the second configuration.

2. A vehicle as claimed in claim 1, wherein the cab is mounted to chassis for movement between a first, reclined position when the main vehicle assembly is in the first configuration and a second, more upright position when the main vehicle assembly is in the second configuration.

3. A vehicle as claimed in claim 2, wherein the longitudinal footprint of the cab is smaller when it is in the second position than when it is in the first position.

4. A vehicle as claimed in claim 2 or claim 3, wherein the cab is mounted to the chassis for pivotal movement between its first and second positions.

5. A vehicle as claimed in any one of the preceding claims, wherein the vehicle has rear wheels on either side of the vehicle, the lateral spacing between the wheels on opposite sides being larger when the main vehicle assembly is in the second configuration than when the main vehicle assembly is in the first configuration.

6. A vehicle as claimed in any one of the preceding claims, wherein the chassis comprises a forward section to which the at least one front wheel is mounted and a rearward section to which the at least one rear wheel is mounted, the forward and rearward chassis sections being mounted together for movement between a contracted configuration when the main vehicle assembly is in the first configuration and an extended configuration when the main vehicle assembly is in the second configuration.

I

7. A vehicle as claimed in claim 6, wherein the forward and rearward sections of the chassis are mounted together for relative translational movement between said contracted and extended positions.

8. A vehicle as claimed in claim 7, wherein the forward and rearward sections of the chassis are telescopically mounted together for movement between said contracted and extended positions.

9. A vehicle as claimed in any one of claims 6 to 8 when dependent on claim 5, wherein the rearward chassis section includes a central part and at least one lateral rear chassis part on either side, each rear lateral chassis part supporting a rear wheel and being mounted to the central part for movement between a contracted position when the main vehicle assembly is in the first configuration and an extended position when the main vehicle assembly is in the second configuration.

10. A vehicle as claimed in claim 9, wherein the central part and each lateral rear chassis part of the rearward chassis section are mounted together for relative translational movement between said contracted and extended positions of the lateral rear chassis part.

11. A vehicle as claimed in claim 10, wherein the central part and each lateral rear chassis part of the rearward chassis section are telescopically mounted together for movement between said contracted and extended positions of the lateral rear chassis part.

12. A vehicle as claimed in any one of the preceding claims, wherein the secondary body module is a cargo carrying unit.

13. A vehicle as claimed in claim 12, wherein the cargo unit is selected from the group comprising: an enclosed cargo body module, an open cargo body module, a refrigerated cargo unit, a passenger module.

14. A vehicle as claimed in any one of the preceding claims, the vehicle being part of a vehicle system comprising the main vehicle assembly and a plurality of secondary body modules, any one of which secondary body modules can be

15.

10

16.

selectively mounted to main vehicle assembly when in the second configuration.

A vehicle transformable between different configurations, the vehicle having a main vehicle assembly comprising a chassis, at least one front wheel, at least one rear wheel on either side, and a cab mounted to the chassis, the chassis being extendable such that the main vehicle assembly has a smaller wheelbase in a first configuration than in a second configuration and so that the lateral spacing between rear wheels on opposite sides is greater in the second configuration than in the first.

A vehicle transformable between different configurations, the vehicle having a main vehicle assembly comprising a chassis, at least one front wheel and at least one rear wheel, and a cab mounted to the chassis, the cab being mounted to the chassis for movement between a reclined position which the vehicle is in a first configuration and a more upright position when the vehicle is in a second configuration, the vehicle being drivable in either configuration.

Intellectual

Property

Office

Application No: GB1619615.6 Examiner: Simon Rose