GB2607126A

GB2607126A - A control system for adjustable wheels which utilises parallel linkage

Info

Publication number: GB2607126A
Application number: GB2115888.6A
Authority: GB
Inventors: Richard Barwick Stephen; Robert Walter Humphreys Owen
Original assignee: Prodrive Advanced Technologies Ltd
Current assignee: Prodrive Advanced Technologies Ltd
Priority date: 2021-05-28
Filing date: 2021-11-04
Publication date: 2022-11-30
Anticipated expiration: 2041-11-04
Also published as: GB2607125A; GB2607127B; GB2607124B; GB2607128B; GB2607129B; GB2607127A; GB2607128A; GB2607124A; GB2607129A; GB2607126B; GB2607125B

Abstract

A controller configured to be used in a suspension system of a wheeled vehicle is provided. The suspension system comprises one or more modules, each module comprises a pair of parallel control arms 10, 20 and is capable of retracting and height adjusting the attached wheel, and also capable of adjusting the compliance of each module using an onboard system. The controller receives data from a sensor, or from user input, made determinations on the surface the vehicle is travelling over, and any obstacles in the vehicles path. The controller uses the received data to adjust the suspension module’s parameters, including the height of the wheel, wheel base width and module compliance, in response to the received data to improve the comfort of the vehicle’s occupants, along with the vehicle’s performance traversing over the detected surface and obstacles.

Description

A control system for adjustable wheels which utilises parallel linkage

Background

The present invention relates to a control system configured for an apparatus and method of use for a suspension module for a wheeled vehicle. In particular a suspension module where the wheel height can be adjusted and the wheel can be retracted.

Wheeled vehicles, such as wheeled land vehicles are used in a variety of situations and, particularly in hostile combat situations, but also in adverse environmental conditions, where situation may arise where the vehicle will need to traverse a wide range of terrain types including wide off-road areas, and narrow urban environments. Such vehicles would need suspensions capable to handle each of these environments while providing comfort to occupants and cargo within the vehicle.

Additionally, it may become necessary for such vehicles to be stored or transported on mass, likely in train carriages or shipping containers. Therefore, the vehicle must be able to reduce its size, not only to ensure the vehicle could fit into such small space to also minimise the space required for each vehicle.

Therefore, there is a need for a suspension system that is able to adapt its suspension to handle all of these requirements with minimal effort, to maximise the vehicles efficiency.

Currently there are various systems that can be attached to the suspension of vehicles to provide better performance off-road, which can include the ability to adjust the height of the wheel. As well as separate systems that can retract the wheels of a vehicle. However, many of these systems cannot be adjusted while the vehicle is in motion, requiring tools and trained technicians to make the changes. And in the case of the retracting wheels, in some cases the vehicle is not operable while the wheels are retracted.

There is therefore a need to provide a system and method for a suspension for a wheel vehicle where the wheels can be retracted and the height of the vehicle adjusted using the same system. Wherein the system can be used quickly and efficiently without affect the performance of the vehicle. To this end it is also preferable to have a system that can be easily incorporated into a variety of vehicles, with minimal changes.

To achieve this such a system will require a controller capable of using signals to actuate the wheels together, individually or in specific groups. The system would also monitor the current position of the wheels, so as to ensure the wheel on in the desired positions. The system may also monitor the surface the vehicle is traveling on, so that the wheels can be actuated automatically in response to the conditions of the surface.

Summary

The present invention in its various aspects is as set out in the appended claims.

Disclosed is a control system configure to be used in a modular suspension system for a wheeled vehicle, wherein the suspension modules of said system utilises parallel linkage to create a suspension wherein the wheels can be retractable and/or height adjustable. The suspension module achieves this using a wheel hub coupled to pair of parallel control arms with multiple degrees of movement.

The invention provides a mean to operate, both manually and automatically, a vehicle with the ability to traverse rough and off-road terrain more easily, by adjusting the ground clearance of the vehicle, and the height of individual wheels, to improve comfort for the vehicle's occupants. And also, the ability to reduce the vehicles height and/or wheel base footprint to allow the vehicle to move through smaller spaces, and to be stored and transported more easily. The suspension will also allow the height of the vehicle to be raised to help traverse certain obstacles and to help the user see over obstructions in their path. This system can also allow the vehicle to lower its profile, which can help improved the speed of the vehicle and reduce the target area in a combat environment.

This system can be incorporated into both a driver operated vehicle which uses a combination of automatic and user provided commands, and in fully automated vehicles which relay on the system to make automatic adjustments based on received data. In either case, the controller can set the suspension modules into one of several modes based on the expected terrain. Some of these modes are designed to priorities speed, which may be achieved by lowering the vehicles profile to be more aerodynamic, and/or widening the wheel base for better stability. While other modes will priorities compliance in the suspension to better handle rough terrain, this may include raising the vehicles profile and/or widening the wheel base to allow the suspension to have a better range of motion, reducing the effects of impacts on the vehicle.

The system uses data received from a one or more sensors, these sensors can be used to monitor either the condition of the suspension module, or the condition of the path in front of the vehicle, the data received from these sensors is then used by the controller to determine how the suspension should be adjusted to improve compliance in the suspension, which can improve the performance of the vehicle, and improves the comfort of the vehicles occupants.

The sensor may be mounted to the front, side onto the wheel arch of the vehicle looking in the direction the vehicle is traveling to scan the path ahead of the vehicle, wherein the sensor data can be used to identify any obstacles in the vehicles path, such as rocks and debris, or be used to determine the quality of the road surface, such as distinguishing between a smooth road and rough off-road terrain.

It is noted that the claimed invention may also be used in military vehicles, where it is beneficial to travel in convoys, for which the route has been clear of land mines. To achieve this the vehicles' route and wheel track must be followed precisely meaning that each vehicle must have the same track width. This suspension system and control architecture therefore allows the vehicle to manually or automatically set the wheel track to that of the convoy.

Other sensors will monitor the wheel and suspension, being used to predict impacts and the duration of said impacts. This may include a sensor on the wheel rim proximate to the suspension wheel which can determine movements in the suspension. The sensor may also be in the form of an accelerometer inside the wheel hub, vehicle body suspension mounting, and/or module actuators, that will directly measure any moments in the suspension module and determine the force of the impact, and may also sense the vehicles load magnitude. The sensor may also be in the form of an accelerometer inside the wheel hub, that may directly measure any moments in the suspension module and determine the force of the impacts.

The controller can then adjust the system to reduce the effect of said impact, by optimising the vehicle ride height and/or dampener value settings. Lastly the sensor may be a pressure sensor inside the wheel, which can detect the sudden pressure changes caused by impacts and again adjust the system in response to the detected impacts. It is noted when the compliance is higher, due to a higher profile and/or a wider wheel base, the controller becomes more sensitive to changes in the suspension due to the wider range of motion, the understanding of this increased sensitive allows the controller to adjust thresholds and limitations, for determining necessary adjustments, accordingly. For example, have a larger error range when the system is less sensitive.

Additionally, an algorithm can also be utilised which can determine the type of surface the vehicle is operating on based on the suspension wheel travel amplitudes, frequency, and impact forces. This algorithm will categorise surfaces into types such as "On road", "Off road easy". "Off road rough" which will enable damper valving and vehicle ride height to be automatically set to an optimum value reducing the cognitive burden from the driver. This will also be a benefit when visibility is poor and/or driver judgement is not optimum.

Another use for the sensor data can be to set limits on the vehicle, such as speed limitations, the ability to lower the ride height, and send alerts to the driver. In particular the mode set by the controller can include a series of thresholds and limits, designed to improve the safety of the vehicle. Such limitations can be a limit of the vehicles speed, profile and wheel extension. For example, if the sensors determine the terrain is rough, either by scanning changes in the road surface, or detecting several impacts in quick succession, the system may limit speed, raise the vehicles profile above a threshold height, and/or widen the wheel base to a threshold level for improved stability. Or the system may provide these recommended changes as an alert to the driver, who can then manually adjust the vehicles speed, profile and/or wheel base accordingly. The system may also use additional data when determining the necessary modes or adjustments, such as using GPS to predict the condition of the road surface, as in if the vehicle will be on-road or off-road. Further, in combat scenarios the system may receive data relating to the relative safety of an area, such as an indication that an area is considered dangerous, meaning a higher speed and lower profile are preferable regardless of road surface. After receiving such data, the controller can change the mode and/or parameter thresholds to meet the requirements determined from the data.

It is noted that, as previously mentioned, the suspension is designed to be adjustable, this is achieved using a pair of actuators, one controlling vertical motion and the other controlling horizontal. These actuators are preferably spring actuators so that each actuator has some compliance for absorbing impacts. It is noted that said actuators would preferably have multiple set points, this is achieved by having the actuators be controlled by a hydraulic, pneumatic or electronic system. Wherein the controller can use said system to adjust the set point of the actuator base on the current positioning of the suspension. Meaning that as the actuators expand and contract to move the suspension, the controller can move the set point of the spring actuator to prove improve shock absorption, and compliance, in any position. The most preferable method to achieve this would be through the use of air springs within the actuators, using a pneumatic or electric system. A hydraulic system is less preferable as it is more difficult to control without the inclusion of a power consuming control system, it would also require a fluid reservoir and would therefore be much heavier than the alternatives, and the chosen hydraulic fluid may have a negative environmental impact when compared to the alternatives.

In the embodiments wherein the controller can control the speed of the wheels, this is achieved by each module comprising a wheel hub with a motor for running the wheel. The wheel hub motor may use an electronic or hydraulic system. If an electric system is used each wheel hub will couple to the vehicles cooling system, while a hydraulic system can use its own fluid for cooling. In these embodiments the controller will be able to control the speed of each wheel independently, and may change the speed of the wheels, apply brakes and set speed limitations based on the determinations from the received data. The controller will also be able to control the steering means for each module, thereby being able to steer each of the wheels, and can adjust the extension and facing of each wheel to improve steering, following Ackermann steering geometry.

The vehicle controller may also know the intended direction of travel by the driver, by knowing the applied steering input, however when on surfaces with low and/or constantly changing level of grip a vehicle often cannot respond as well as on a dry hard surface.

However, the ability to steer and keep to an intended route can be improved considerably be the vehicle controller modifying the positive and negative torque application to each wheel additional to wheel steer angle to provide a more stable and controlled motion. This methodology is often called "Torque Vectoring", the claimed system further improves these techniques with the additional advantage of also changing the steer angle of each wheel, providing more control to the vehicles motion.

Figures Figure 1: depicts the basic example of parallel linkage used by the disclose suspension system, comprising a wheel hub coupled to a vehicle by a pair of parallel control arms.

Figure 2A-2D: depicts the parts necessary to create a simple suspension module.

Figure 3: depicts the alternative parts necessary to create the preferred embodiment suspension module, which replaces the parts in Figure 2C.

Figure 4: depicts a complete suspension module, following the preferred embodiment, connected to a wheel and a steering means.

Figure 5: depicts a complete pair of suspension modules, following the preferred embodiment, using the preferred steering means, comprising a pair of relay arms, track rods and a relay link.

Figure 6: depicts a complete suspension module, following the preferred embodiment, connected to a mounting support frame.

Figure 7: depicts how a pair of suspension modules can be mounted to the body of a vehicle, via the support frame from figure 6.

Figure 8: depicts the basic method used to height adjust the wheel of the suspension module/ profile of the vehicle.

Figure 9: depicts the parts of the preferred embodiment of the suspension module used in the hight adjustment mechanism.

Figure 10: depicts an example vehicle using the height adjustment mechanism to change the profile of the vehicle.

Figure 11: depicts an example vehicle using the height adjustment mechanism to change the height of a wheel to match the profile of the surface the vehicle is on.

Figure 12: depicts the basic mechanism used to retract and extend the wheel attached to the suspension module.

Figure 13: depicts the parts of the preferred embodiment of the suspension module used in the wheel retracting mechanism.

Figure 14: depicts a complete pair of suspension modules, using the preferred embodiment, using the wheel retracting mechanism.

Figure 15: depicts how the preferred steering means can be used, with the wheel hub moved into different positions by the retracting mechanism, depicting the module in the extended state, retracted state and steered while retracted state respectively.

Figure 16: depicts a complete suspension system using the wheel retracting mechanism, on all the attached wheels to change the systems wheel base.

Figure 17: depicts an example vehicle using the wheel retraction mechanism to reduce the vehicles wheel base.

Figure 18: depicts how the disclosed suspension system can be used to compensate for a damaged wheel.

Summary of Parts

In this application, the detail description defines several embodiments for an adjustable suspension module suitable for a wheeled vehicle. Below is a list detailing the common parts and components used to form these different embodiments: Wheel hub 70: a wheel hub comprising at least an outboard side configured to be coupled to a wheel 71, and an inboard side configured to be coupled to the rest of the suspension module by means of a knuckle 80, as described below. The wheel hub 70 containing the means to rotate the wheel 71 around the wheel's rotational axis in the desired direction of travel. The means of rotation may be driven by an external motor, either contained within the vehicle or within the suspension module, these external motors may be in the form of a centralized motor connected to all the vehicles wheel hubs, or a plurality of motors, wherein each of the plurality of motors drives an individual wheel, a pair of wheels or a select group of wheels. However, it is preferable for the wheel hub 70 to be driven by an internal motor contained within the wheel hub itself. For the use of an internal motor would allow a greater level of control over each individual suspension module, allowing each wheel to be driven at different speeds, possible also in different directions, to improve the vehicles stability when traversing difficult surfaces, and to allow the suspension module to more easily correct the vehicles steering by means of changing the speed of individual wheels. Further the use of smaller internal motors will help reduce the vehicle's overall weight and more evenly distribute the vehicle's weight between the plurality of wheels attached to the vehicle, this can also help to improve the vehicles steering. Note that regardless of the position of the motor, the wheel hub 70 may utilize an electric, pneumatic or hydraulic motor for drive the wheel, of these options the electric motor would be the most preferable, as it will require fewer parts for easier maintenance, and does not require a fluid reservoir that would increase the weight of the vehicle.

Knuckle 80: the knuckle comprises a plate that is couples to the inboard side of the wheel hub, usually by being bolted to the inboard side of the wheel hub 70. The knuckle further comprises a steering arm 81 that extends from the inboard side of the knuckle 80. Wherein the knuckle 80 can be used to steer the wheel hub 70, and in turn the wheel 71, by turning the knuckle via pushing or pulling said steering arm 81. It is noted that the end of this steering arm, that is connected to the knuckle 80, is preferable off centre, as this will mean the force applied to the knuckle via the steering arm will similarly be off centre, which may help to increase the amount of rotational being transferred to the knuckle, thereby reducing the amount of force needed to steer the wheel. Further, the inboard side of the knuckle may include a port for receiving a pintle 60, or other component, to couple the knuckle to the rest of the suspension module. In the envisioned embodiments, said port in in the form of a hole/slot within the inboard surface of the knuckle, with a ring attached to the top and bottom of said slot, wherein the component can be placed within the slot and a rigid member, such as a rotatable shaft or bolt, can be passed through the ring and the component within the slot to couple the knuckle and component together. It is noted that the member used to couple the knuckle and component should be rotatable, so that the knuckle and said component can rotate independently, so that the movements of the component does not affect the knuckle, and therefore does not affect the steering/facing of the wheel hub 70, likewise the knuckle 80 and wheel hub 70 rotations would not affect the position and/or rotation of the coupled component. In the depicted embodiment the component coupled to the knuckle 80 is the pintle 60, in the depicted examples the pintle comprises two removable end portions 61,62 connected by a shaft, to couple to the pintle 60 to the knuckle 80 one end portion is removed, so that the shaft of the pintle can be passed through the rings, the removed end portion is the replaced to couple the pintle 60 to the knuckle 80.

Pintle 60: the pintle comprises two end portions 61,62 connected by a shaft or member. Wherein each end portion 61,62 comprises a pair of pegs, positioned on opposite sides of the end portions 61,62, wherein the longitudinal axis of the pegs is perpendicular the longitudinal axis of the shaft. It is preferable that these pegs be round, or have the ability to rotate around their longitudinal axis, as said pegs will be coupled to the end of a respective control arm 10,20, wherein said control arms 10,20 need to be able to rotate around the longitudinal axis of the pegs, either by having the pegs rotate with the arms, or using round pegs that allow the control arms 10,20 to rotate freely. Further, the shaft of the pintle is configured to be rotated around its longitudinal axis, the axis that is perpendicular to the longitudinal axis of the pegs, which in turn rotates the end portions 61,62 in the same direction. As mentioned, the end portions 61,62 will be coupled to the end of a control arm, therefore the rotation of the shaft can also rotate the control arms 10,20 around the shaft's longitudinal axis. By configuring the pintle 60 in such a manner the pintle can rotate the coupled control arms 10,20 in two perpendicular directions, thereby giving the control arms 10,20 two rotational degrees of freedom, allowing the control arms 10,20 to both adjust the ride height of the vehicle, and retract/extend, or both, depending on which axis is rotated. It is noted that the pintle 60 can be coupled to either the inboard or outboard ends 11,12,21,22 of the control arms 10,20, and may be positioned vertically or horizontally, defined by the direction of the shaft's longitudinal axis. However, it is preferable to have the pintle 60 coupled to the outboard ends of the control arms 12,22, in this configuration the pintle 60 can be coupled to the knuckle 80 as described above, removing the need for additional components to attach the control arms 10,20 to the knuckle 80 and to support the inboard pintle, the removal of such components can allow the modules to be more compact, especially when the wheels are retracted, reducing the amount of space each module needs to occupy, therefore freeing up more space within the vehicle for the occupants/cargo, and help to reduce the weight of the individual modules. It is also noted that the additional components, in particular the one to support the inboard pintle, may restrict the movements of the control arms, and by extension the movements of the module.

Raft 90: in the preferred embodiment, the modules include a raft 90 configured to couple the knuckle 80 to the pintle 60. To achieve this the raft comprises a pair of hollow shafts, that is a shaft, typically cylindrical, with a hole, or channel, that through the shaft's longitudinal axis, coupled together along their length. To couple the raft to the pintle 60 the shaft of the pintle is passed through the channel of one of the raft's shafts. To couple the remaining shaft to the knuckle 80, the second shaft is inserted into the slot on the inboard side of the knuckle 80, then a member, such as a bolt, is passed through the rings of the knuckle and the channel of the second shaft. It is noted that the shape of the raft's shafts is configured so that the knuckle 80 and pintle 60 can freely rotate around the longitudinal axis of the raft's shafts, without moving or rotating the raft 90 itself, thereby allowing the knuckle 80 and pintle 60 to rotate independently. This further reduces the risk of the movements of the knuckle 80 affecting the pintle 60, and vice versa, thereby preventing the pintle 60 from affecting the steering of the wheel hub 70, and preventing the knuckle 80 from rotating the control arms 10,20. This affect may be further improved by having the shafts of the raft be non-parallel, thereby ensuring that the rotational axis of the two shafts is similarly non-parallel thereby heling to prevent the rotation of one shaft affecting the other. The raft 90 may further configure a support arm 91, this support arm 91 will extend from the surface of the raft, usually from the point where the two shafts are connected, this support arm 91 can then be coupled to a frame, rod, or other supporting feature that can help prevent the raft 90 rotating when either the knuckle 80 or pintle 60 rotates. This further reduces the risk of the knuckle 80 and pintle 60 affecting the other as they rotate. The inclusion of the raft 90 help to improve the safety of each module as the knuckle controls the wheels tracking and steering, therefore if the pintle 60 causes the knuckle 80 to rotate, it may cause a loss of control of the vehicle, similarly the knuckle 80 rotations causing the pintle 60 to rotate, it may result in the control arms 10,20 moving which can cause a loss of control, as the wheel of one module retract or changes height out of order with the other modules, which could affect the vehicles grip or steering. Therefore, the inclusion of the raft 90 reduces the risk of such loss of control, when the module actuates.

Lower control arm 10 and upper control arm 20: the disclosed modules are designed to have a pair of parallel control arms 10,20, in most of the depicted embodiments the control arms 10,20 are positioned vertically, that is with one arm above the other, though it should be noted that the arms can be positioned horizontally, meaning the arms are positioned side-byside. Regardless of the arrangement, the control arms 10,20 have a similar structure, with an inboard end 11,21 and outboard end 12,22 connected by a rigid arm. The structure of the control arm ends 11,12,21,22 depends on which component that end of the arm would be coupled to, as one end of each control arm 10,20 will be configured to be coupled to the pintle 60, while the other end is coupled to the body of the vehicle 160, or the knuckle 80 depending on whether the pintle is on the inboard or outboard end of the control arms. Please note that in the case of the invention the term body, or chassis, of the vehicle refers to the structural frame of the vehicle, also in some embodiments components that couple to the chassis of the vehicle may be coupled to a support frame 230, which in turn is coupled directly to the chassis of the vehicle, typically by being bolted to the chassis. The end of the control arm that couples to the pintle 60 comprises a pair of rings, or ports, each of which receives one of the pegs, from one of the pintle end portions 61,62. The other end of the control arm, that is configured to couple to the vehicle or knuckle 80, comprises a member, or plug, that extends perpendicular to the length of the control arm, said plug may be inserted into a socket coupled to either the knuckle 80, the body of the vehicle 160, or a support frame 230 attached to the vehicle's chassis, these plugs are then secured in place by a nut, cap, or similar component that attaches to the end of the plug after it is inserted into the socket. Note that in some embodiments these plugs may be able to pivot slightly, via a ball and socket type connection between the control arm and the plug, this pivoting can reduce the risk of the plug breaking when the control arms rotate, by allowing the plug to adjust when the control arms 10,20 move. In most of the depicted examples the control arms 10,20 are identical, and though only a few example shapes for the arms are shown, any elongated design with the inboard and outboard ends 11,12,21,22 as described above would be suitable. In the preferred embodiment the control arms 10,20 are not identical, and include additional features to allow the control arms 10,20 to be directly coupled to the pair of actuators 120, 130, used to rotate said control arms 10,20. In particular the preferred embodiment of the lower control arm features a pair of ports 14, both near the centre of the control arm 10, with one on the upper surface of the control arm and one on the lower surface, wherein one end of each actuator will be coupled to a respective port 14 on the lower control arm 10. Note that these ports 14 could be positioned on either control arm 10,20, and may be anywhere along the length of the control arm, put would preferably closer to the centre of the control arm as this reduces the amount of force needed to move the control arm 10,20 when compared to the port 14 being at the ends of the control arm 11,12,21,22. In the preferred embodiment the upper control arm divides into two arms, or branches, that are connected at the ends of the control arm. These separate branches form a central hole, or aperture, in the arm, wide enough to allow the actuator that controls vertical rotations to pass through the upper control arm 20, so that it may couple to the port 14 in the lower control arm 10. Note that in the preferred embodiment, the vertical actuator is part of a dampener unit 30, therefore it is the entire dampener unit 30 that passes through the aperture of the upper control arm 20. This allows the mass of the module to be centralized, into the centre of the control arms 10,20, allowing each module to be more compact when the vehicle is lowered, and/or the wheels are retracted, it also distribute the weight of the module, in particular the dampener unit 30, more evenly, reducing the risk of damage to the control arms 10,20, especially when the vehicle has an impact which may push or jolt the suspension module, in particular pushing the dampener unit into the control arms, as when the dampeners or actuators are couples to the ends of a control arm this force, from the impact, may be sufficient to bend or even break the end of the control arm, which would then hinder the functions of the suspension module.

Track rod 100 and tie rod 110: both the track rod 100 and tie rod 110 comprise two end portions 101,102,111,112 connected by a rigid rod. It should be noted that each end potion of the track and tie rod comprises the same perpendicular member or plug connector, as described for the end of the control arms 10,20. Note that just like the control arms the plugs, the plug connecters of the rods can be secured with a nut or cap, and may be coupled to the rod via a ball and socket style connection to allow some pivoting of the plug, to prevent additional stress of the connection when the module is actuated, and therefore prevents the rod's connections from breaking. Also note that as depicted in the figures the plugs at the end of the track and tie rod may be positioned to point in the same direction, as shown for the track rod 100, or in opposite directions, as shown in the tie rod 110, depending on the modules specific design. Regardless of the direction of the plugs both rods function in the same manner. The track rod 100 is used to steer the knuckle 80, to achieve this the outboard end 101 of the track rod 100 is couple to the knuckle 80, or the knuckle's steering arm 81 if present, via the plug, with the inboard end 102 of the rod being coupled to a steering means that can push and pull the track rod 100, which in turn pushes and pulls the knuckle 80 allowing the module to be steered, there are different types of steering means available, such as a steering rack, but in the preferable embodiment the steering mean is in the form of a relay arm 140, which may also include a relay link 150 as described below. The fie rod 110 is used to provide stability to the module, with the inboard end 112 of the fie rod 110 being attached to the body of the vehicle 160, vehicle chassis, or support frame 230, while the outboard end 111 would be attached to the knuckle 80, or the raft 90, specifically to the support arm 91, if present. Like with the track rod 100 and control arm 10,20, the tie rod 110 would connect to the vehicle and the knuckle 80, or the raft 90, via the plugs attached to the respective end portion. The purpose of the tie rod 110 is to add extra stability to the module and to help support the weight of the modules various components. Additionally, the benefit of using the plug connections as described above, is that such connections will allow the track rod 100 and fie rod 110 to rotate around the plugs elongated axis, this will allow the rods to rotate with the control arms 10,20, and therefore remain parallel to the control arms 10,20 regardless of their position. By keeping the rods parallel to the control arms 10,20, the system reduces the risk of the rods breaking under additional stress when the control arms 10,20 rotate, and ensures that the rods do not obstruct the control arm's movements.

Relay arms 140 and relay link 150: as mentioned above the preferred steering means for the suspension module is a relay arm 140. Wherein the relay arm comprises a socket that connects to the body of the vehicle, the chassis of the vehicle, or a support frame 230 mounted to the vehicle, and an arm that extends from the side of the socket. Wherein the arm can rotate around the elongated axis of the socket in either a clockwise or anticlockwise direction. In some embodiments, the inboard end 102 of the track rod 100 would be coupled to the arm of the relay arm 140, wherein the rotations of the relay arm 140 pushes and pulls the track rod 100, in order to steer the wheel 71 coupled to the suspension module. In other embodiments, the relay arms 140 of adjacent modules may be connected via a relay link 150. The relay link 150 comprises an elongated plate, wherein the ends of the plate are coupled to a respective track rod 100, each of the track rods 100 being connected to a respective suspension module, in a pair of adjacent suspension modules 220. Wherein the adjacent relay arms 140 are coupled to the centre of the plate, via a pair of members, such as bolts or plugs, wherein the relay arms 140 can rotate to push or pull the relay link 150, which in turn pushes or pulls the connected track rods 100. The use of a relay link 150 would be preferable, as this may reduce the amount of force each relay arm 140 needs to supply to steer the wheels 71 attached to the suspension modules, additionally, the relay link may allow a single relay arm 140 to steer the pair of suspension modules 220 should one of the relay arms fail. It is also noted that the relay arms 140 are more compact than the other steering means, such as the steering rack, and therefore would allow the suspension module to become more compact when they retract, that is to say the modules will occupy a smaller volume when retracted.

First and Second Actuators 120,130: in the disclosed modules it is essential that the control arms 10,20 are able to rotate both vertically and horizontally, allowing the suspension modules to adjust the vehicle's ride height and retract the attached wheel respectively. To achieve these different rotation directions, the suspension module requires a pair of actuators 120,130, one controlling the vertical rotations of the control arms 10,20, and the other actuator controlling the horizontal rotations. Each actuator 120,130 comprises a spring actuator, so that each actuator can provide dampening to the suspension module regardless of the actuator position. Each actuator comprises a pair of end portions 121,122,131,132 connected by the spring actuator, each end portion comprising a connector suitable for coupling the end of the actuator to a component of the suspension module, specifically one of the control arms 10,20, and to the body of the vehicle 160, vehicle chassis or supporting frame 230 mounted to the body of the vehicle 160. Typically, the end portions of the actuators comprise a round, or disc-shaped connector, which includes a hole or aperture in the centre of the connector, these end portions are secured to other components by passing a member, such as a bolt or plug through the aperture in the centre of the connector, and through a similar hole or aperture in the component that the actuator is being secured to, the members are then secured by attaching a nut or cap to the ends of the members. The first actuator 120, which control the vertical rotation, has a first end portion 121 that is coupled to the body of the vehicle 160 above the suspension module, with a second end portion 122 couple to at least one of the control arms 10,20 as described above, preferably at a point between the end portions 11,12,21,22 of the control arms 10,20. The second actuator 130 which controls the horizontal rotations of the control arms 10,20, will be positioned horizontally, with an outboard end 131 coupled to one of the control arms 10,20, and an inboard end 132 coupled to the body of the vehicle 160, vehicle chassis or supporting frame 230 mounted to the body of the vehicle 160. Each actuator 120,130 can rotate the control arms 10,20 in a respective direction vertically or horizontally by expanding and contracting. It is noted that the rounded end portions are preferable as they will allow the actuators to rotate around the securing member, this prevents the connections being put under additional stress when the control arms rotate. Note that in the preferred embodiment, the first actuator 120, that controls vertical rotations, is replaces with an air-spring actuator contained within the dampener of a dampener unit 30, as described below. In all embodiments it is noted that the end portions 121,122,131,132 of the actuators 120,130 may be put under additional stress when the movement of the control arms forces the actuator 1320,130 to rotate in a direction that is perpendicular to the elongated axis of the member used to secure the end portions, this additional stress could potentially break the end portion, or the connection between the end portion and the other components. Therefore to reduce this stress, the end portions of the actuators connected to the body of the vehicle 160, may be mounted to a rotating joint, this may be in the form of a ball and socket connector, or a rounded bracket 231 that can rotate in the direction perpendicular to the elongated axis of the securing member, this will allow the actuator end portion to rotate with the same degree of freedom as the control arms 10,20, and therefore should not be put under additional stress as the control arms rotate.

Dampener unit 30 and support frame 40,50: as previously mentioned in the preferred embodiment the vertical actuator is replaced with a dampener unit 30, said dampener unit 30 comprises a housing that contains an air-spring actuator which can use an external hydraulic or pneumatic system to extend and contract said actuator, and adjust the amount of dampening provided by the dampener unit 30 by changing the fluid level within the dampener. It is also noted that the housing of the dampener unit is configured to expand and contract with the air-spring actuator within the dampener unit. The dampener unit 30 further comprises a first end portion 32 and a second end portion 31 connected by the dampener and housing, wherein each of the end portions 31,32 comprises a connector, typically the same disc-shaped connectors as described above for the actuators 120,130. Wherein the dampener is positioned vertically, with the lower/second end portion 31 connected to one of the control arms 10,20 and the top/first end portion 32 connected to the body of the vehicle 160, vehicle chassis or supporting frame 230 mounted to the body of the vehicle 160, at a position that is displaced vertically, above the second end portion 31. Note that the first end portion 32 may include a buffer or protective layer, that cover the top of the dampener unit 30, to prevent the dampener being damaged during an impact, should it collide with the body of the vehicle 160. It is noted that the firstAop end portion 32 of the dampener may be connected to a rotating connector, coupled to the body of the vehicle 160 or mounting frame as described above. However, in some embodiments the dampener unit 30 may free standing, that is to say that the dampener unit is not connect directly to the body of the vehicle 160, instead the first end portion 32, would be connected to a dampener support frame which is then connected to the control arms 10,20, as a result the dampener support frame and dampener unit 30 is free to rotate horizontally, when the control arms 10,20 rotate horizontally, and makes the suspension module easier to remove for repairs, or maintenance, by removing one of the connections that would need to be tested and removed, when disconnecting the module. The support frame 230 would comprise a main stay 40, which has a cap portion 42 that covers some or all of the top end of the dampener unit 30, and may act as a buffer between the dampener and the body of the vehicle 160. Note that this cap portion will connect to the first/top end portion 32 of the dampener via the disc-like connector using a securing member as described above. The main stay 40 then has a support arm that extend from the cap portion 42 along the length of the dampener unit 30, wherein the end of the support arm couples to the end portion 11,12,21,22 of one of the control arms 10,20, the end of the support arm uses a ring connector, wherein a securing member, such as a bolt or peg, passes through the end of the support arm, and the end of the control arm it is connected to, sometimes this member may also pass through the end portion 61,62 of the pintle 60, this securing member can then be secured using a cap or nut connected to the ends of the member. In some embodiments the end of the control arm that couples to the main stay 40 may include an additional connector, usually in the form of a rotatable plug, like the one used to connect the control arm 10,20 to the body of the vehicle 160, which will connect to the ring connector at the end of the support arm of the main stay 40. Regardless of which connector is chosen, both options will allow the main stay 40 to rotate around the elongated axis of the connecting plug, or member, allowing the main stay 40 to rotate vertically around the connector, as the dampener unit 30 expands and contract, thereby reducing the stress on the main stay 40. The dampener support frame may also comprise one or more secondary stays 50, comprising two end portions 51,52 connected by a rigid member, these end portions comprising a ring connector, wherein the first end 52 of the secondary stay 50 is secured to either the top end 32 of the dampener, or the cap portion 42 of the main stay 40, by passing a bolt, screw or other member through the connector and either the end of the dampener or main stay 40, the other end of the secondary stay will then connect to the end of one of the control arms 10,20, in the same manner as the support arm of the main stay 40. It is noted that the main stay 40 and the secondary stays 50 may be connected to different control arms 10,20 to more evenly distribute the weight of the dampener unit 30 across both control arms 10,20, reducing the risk of damage from the dampener to the control arms during an impact, and the force created by the impact will be more evenly distributed.

Body of the vehicle 160: in the various illustrated examples of the invention a specific vehicle type has been depicted, though as noted in the application the claimed suspension module is suitable for an array of wheeled vehicles, which may be of a different size or shape to the one shown and may possess any number of wheels, each wheel requiring its own suspension module. Throughout the application the term 'body/chassis of the vehicle' refers to the physical structure of the wheel vehicle, in particular the solid frame or exterior of the vehicle, which the suspension module components can be safely secured to. This connection to the body of the vehicle may be formed directly between the module and the body of the vehicle, or the components may be secured to a support frame 230, wherein the frame can then be mounted to the underside of the vehicle's body/chassis, typically using bolts or other suitable means.

Mounted Support frame 230: in the various embodiments of the disclosed suspension module there are components which are configured to be coupled to the body of the vehicle, such as the inboard ends of the tie rod 110 and control arms 10,20, though these features can be mounted to the vehicle directly as described above, it may also be desirable to use a mounting frame to secure the suspension modules, as said frame can be easily adapted to different vehicle shapes/sizes, without the need to alter the suspension module itself.

Through the depicted examples only show a wedge-shaped support frame, it is understood that the support frame may have a different shape, as necessary to fix onto the underside of the body of the vehicle 160. The inboard components of the suspension module would be secured to the frame using the plug connections described above being inserted into hold within the support frame, and then secured with a bolt or cap. Other components, such as the horizontal actuator 130, which uses a ring or disc-shaped connector, will be secured by passing a member, such as a bolt, through the connector and into a hole within the mounting frame 160, before the ends of the member are secured using a nut or cap. In some embodiments the frame may include additional components/connectors for affixing the components of the module to the support frame to allow more degrees of rotation, such as the rounded brackets 231 used to secure the inboard end of the horizontal actuator 130 to the support frame 230, that can rotate in the direction perpendicular to the elongated axis of the member securing actuator to the frame, as described earlier to allow the different connections between the frame and the module to rotate as the control arms rotate to reduce the stress on these connections and help ensure they do not break when the control arms 10,20 move. After which the frame may be mounted to the underside of the vehicle, typically using bolts that will pass through a plurality of holes in the support frame and into the underside of the vehicle's body or chassis.

Fused/shear bolts 240: in some embodiments the members, or bolts, used to secure the components of the suspension module to the support frame 230, or the body of the vehicle 160, may be design to break when subjected to sufficient force. This can be achieved by using members with a weak point, said weak point comprising inlets, or breaks in the members surface, wherein the member will break at the point with these inlets when a predetermined amount of force is applied, via an impact on the vehicle. Such members may be used to ensure that when a suspension module is impacted with a force that would be sufficient to damage either the wheel 71, wheel hub 70, or one or more of the control arms 10,20, track rod 100 or tie rod 110, the module will break away from the vehicle, to ensure that the damaged module does not hinder the performance of the vehicle, or fly apart and cause further damage to the vehicle.

Detailed description

The claimed invention comprises a controller for controlling a suspension system, comprising one or more suspension modules. Wherein each of the modules are capable of both retracting and height adjusting the wheel connected to each module. Examples of such suspension modules and suspension systems are depicted in figures 1-16 as described below: Figure 1 depicts the general concept for the suspension system to be controlled by the claimed controller, wherein the system comprises one or more suspension modules, each module comprising a wheel hub 70, that is attached to a vehicle via a pair of parallel control arms 10,20. Wherein the parallel control arms 10,20 can pivot both vertically and horizontally relative the wheel hub 70, these movement having the effect of adjusting the height, and/or retracting the wheel as described below. To achieve this each module comprises a pair of actuators 120,130, each actuator will have one end attached to the module and the other end attached to the vehicle 160, with one actuator 120 used to control the vertical motions of the control arms, while the other actuator 130 controls the horizontal motions. The controller is configured to control the actuators 120,130 that pivot the control arms 10,20 to move the wheel 71 to a desired position. The desired position may be determined by a user's input, or by sensor input, wherein one or more sensors are configured to be mounted onto one of; the body of the vehicle 160, the wheel hub 70 or the control arms 10,20. The data from said sensors can be processed by the controller, and used to indicate that there is an obstacle, road condition or wheel condition, that requires the wheel to be adjusted.

Figures 2A to 3 show the parts necessary to create a suspension module as described above. Figures 2A to 2D depicts the parts needed to make a simple module. The module comprises a wheel hub 70, which attaches to a wheel 71, and is able to control the wheels rotation. Note that the wheel hub 70 rotation could be controlled by a local motor within the wheel hub 70, or may be a central motor on board the vehicle 160 which would control all of the modules on the vehicle 160 simultaneously, however the use of a central motor would reduce the modules' ability to changes the track of each wheel individually, therefore the separate local motors for each module would be preferable. The motor within the wheel hub 70 may be electrical or hydraulic, if the motor is electrical the wheel hub 70 will need to be coupled to the vehicle's cooling system, if the motor is hydraulic, it may be able to use its own fluid for cooling. Regardless the controller may be configured to control the wheel's rotation, such as by controlling the wheel's speed and breaking, by controlling the respective motor.

Each wheel hub 70 comprises a knuckle 80 on the inboard side of the wheel hub 70. The knuckle 80 allows the outboard ends 12,22 of the control arms 10,20 to be rotatably coupled to the wheel hub 80. The knuckle 80 may also comprise a steering arm 81, extending from the inboard side of the knuckle 80. This steering arm 81 can be rotatably coupled to any suitable steering means, which can change the facing of the wheel 71 by pushing or pulling the steering arm 81.

Each module further comprises a pintle 60, that couples the control arms 10,20 together.

The pintle 60 comprises a top end portion 61 and bottom end portion 62 attached to a cylindrical ridged member, wherein each of the top end and bottom end portions 61,62 attaches to either the inboard ends 11,21 or the outboard ends 12,22 of the control arms 10,20. In some embodiments when the pintle 60 is connecting the outboard ends 12,22 of the control arms 10,20, the ridged member of the pintle 60 can be rotatably coupled to the knuckle 80. The pintle 60 is configured allows the control arms 10,20 to rotate both vertically and horizontally relative to the wheel hub 70. Note that in all embodiments of the modules the control arms 10,20 must be parallel, that is to say that the ends of one control remains equidistant from the same end of the other control arm, in some embodiments the control arms can be arrange vertically (one above the other) or horizontally (side by side), regardless, the pintle 60 is still used in the same manner. This is why it is important for the pintle 60 to allow both vertical and horizontal rotation, so that the control arms 10,20 can have the same range of motions regardless of their arrangement.

The modules further comprise a pair of actuators 120,130, the first actuator 120 controlling the vertical rotation of the control arms 10,20, while the second actuator 130 controls the horizontal rotation. Wherein each actuator is configured to be controllable by the controller.

The controller will further comprise a memory and processor for controlling the actuators 120,130, with a set of predetermined modes and instructions on how to actuate the actuators 120,130 to configure the suspension into each mode. Further, there will be instructions on how to actuate the actuators 120,130 in response to different determinations from the sensor data, such as how to move the wheels to avoid obstacles, to adjust wheels to different surface profiles, how to adjust the wheels to reduce impacts with unavoidable obstacles, or how to adjust the wheels when a wheel or module is damaged or lost. It is noted that for these modules it is preferable for the actuators 120,130 to be a spring actuator, that is to say it is preferable for the actuators 120,130 to comprise a resilient member that can provide compliance, to assist in deflecting the force of an impact. It is more preferable that the actuators 120,130 comprise a resilient member whose properties can be controlled by the controller using an onboard system. In this case, the onboard system would comprise one of a hydraulic, pneumatic or electrical system, which may be a centralised system connected to all the modules, a plurality of systems connected to each pair, or a select group, of modules, or an individual system for each module or actuator. Regardless of the arrangement the controller can use these systems to not only actuate the actuators 120,130, but also to change the set point of the resilient member by changing properties such as the volume or amount of fluid within the actuator, or changing the spring constant of the resilient member. The purpose of these changes would be to allow the controller to control the amount of compliance in the resilient member, independent of the actuator's position, as normally such an actuator would have more compliance when expanded and less when contracted. In doing so the controller can increase the compliance when the sensor data has been used to determine that the module will impact an obstacle, or that the vehicle is travelling over rough terrain, or lower the compliance to add more stability for example when travelling over smooth terrain.

Figure 3 depicts the parts that are necessary to create the preferred embodiment of the suspension module. In this case the module comprises a wheel hub 70 and knuckle 80, as described above, with a pintle 60 coupled to the knuckle 80 via a raft 90. The raft 90 comprises a pair of hollow cylinders with a hole through each cylinder, following the longitudinal axis of each cylinder. One cylinder is rotatably coupled to the pintle 60 by passing the ridged member of the pintle 60 through the hole in one of the cylinders, similarly the other cylinder is rotatably coupled to the knuckle 80, one way to achieve this would be to pass a ridged member through the knuckle 80 and the other hollow cylinder of the raft 90. The purpose of the raft 90 is to allow the knuckle 80 and pintle 60 to rotate independently of one another, this will allow the pintle 60 to rotate the control arms 10,20, to adjust the suspension, without affecting the steering of the wheel 71. Likewise, the wheel 71 will be able to steer without affecting the position of the control arms 10,20. This allows the controller to control the vehicles steering and adjust the control arms 10,20 independently, even when the vehicle is in motion. To assist the raft 90 in this function, the raft's cylinders may be positioned so that their longitudinal axes are non-parallel, thereby ensuring that the axis of rotation for the pintle 60 and the knuckle 80 is similarly non-parallel, this geometry reduces the risk of the rotation of either the pintle 60 or knuckle 80 affecting the other.

Further the raft 90 may comprise an optional support arm 91. This support arm 91 is rotatably coupled to one end of a fie rod 110, with the other end of the tie rod 110 rotatably coupled to the body of the vehicle 160. The tie rod 110 helps to prevent the raft 90 rotating when either the pintle 60 or knuckle 80 rotate, reducing the risk of the wheel facing changing, when the control arms 10,20 move, which may result in the vehicle 160 losing steering when adjusting the suspension. The tie rod 110 also provides additional support to the suspension module. The rotatable ends are necessary to allow the tie rod 110 to move so that it remains parallel to the control arms 10,20 when they are actuated, this allows the tie rod 110 to fulfil its function regardless of the control arms 10,20 position, and ensures the fie rod 110 does not hinder the motions of the control arms 10,20. The fie rod 110 can also prevent the suspension module from rotating around the global x-axis, in this case the axis of the wheels rotation when in motion, prevent the damage that such a rotation would cause to the suspension module.

As previously mentioned, the knuckle 80 may be able to steer the wheel hub 70 through the inclusion of a steering arm 81 and steering means. In the preferred embodiment the steering means comprises a track rod 100 and relay arms 140, sometimes with the addition of a relay link 150. The track rod 100 has one end rotatably coupled to the knuckle's steering arm 81 and the other end rotatably coupled to the relay link 150 or relay arm 140. Like the tie rod 110 the rotatable ends allow the track rod 100 to rotate with the control arms 10,20 when they move, allowing the track rod 100 to provide steering, and support, regardless of the control arms 10,20 position, and ensures the track rod 100 does not hinder the motions of the control arms 10,20. The relay arms 140 are rotatably coupled to the body of the vehicle 160 and can rotate to push and pull the track rods 100 to steer the wheel hub 70. The relay link 150 can rotatably couple the track rods 100 and relay arms 140 of adjacent pairs of modules as shown in figures 5 and 13, to provide better steering to both modules. Though it is still noted that other steering means are possible such as the steering mechanism depicted in figure 4.

In some embodiments, such as the preferred embodiment, the first actuator 120 is incorporated into the suspension's dampener 30. In these cases, the dampener 30 will comprise a housing that can expand and contract, said housing contains both a dampener and a resilient member. The resilient member can comprise a spring actuator, which can be controlled by an onboard system, either a hydraulic, pneumatic or electoral system as described earlier, to not only expand and contract the dampener 30, but to also control the amount of compliance the dampener 30 provides, by changing the set point of the resilient member. For example, this may be achieved by using an air-spring dampener, within the dampener 30 shown in figure 3. To use the dampener 30 as an actuator one end 32 of the dampener 30 must be coupled to at least one of the control arms 10,20, preferably between the ends 11,12,21,22 of said control arms 10,20, as this will reduce the amount of force necessary for actuating the control arms 10,20. By using the suspension's dampening unit as an actuator, the module can provide improved suspension dampening, while also reducing the number of parts needed for each module thereby reducing the complexity, weight and size of each module.

In the preferred embodiment the control arms 10,20 are arranged vertically, more importantly the upper control arm 20 has an aperture allowing the dampener 30 to pass through the centre of the upper control arm 20 and couple directly to the lower control arm 10, via a port 14 within the centre of the lower control arm 10. By doing this the size of the module is reduced, which in turn reduces the volume of the vehicle interior that will be occupied by the module when the wheel is retracted, which frees up more space within the vehicle and will allow the profile of the vehicle can be made lower, and the wheel base smaller, compared to other geometries, allowing a broader range of motions.

In the preferred embodiment the module also comprises a support frame for the dampener 30, comprising one or more stays 40,50 that couple to both the dampener 30 and one or more ends 11,12,21,22 of the control arms 10,20. This frame not only support the weight of the dampener 30, but can assist in transferring force between the dampener 30 and the control arms 10,20 when the dampener 30 is acting as an actuator, which is why it is preferable to have at least one stay rotatably coupled to each of the control arms 10,20. The frame also removes the need to have the dampener 30 rotatably coupled to the body of vehicle 160, by not have the dampener 30 be anchored to the vehicle's chassis, the dampener 30 will be able to rotate with the control arms 10,20 when they move horizontally, without becoming twisted. This will reduce the stress on the dampener 30 when the control arms 10,20 move, and will allow a greater range of motion to the control arms 10,20.

Figure 6, shows the basic concept of how the control arms 10,20 of the suspension module move to raise and lower the body of the vehicle 160, thereby raising and lowering the vehicles profile. It should be noted that the same motions, of the control arms 10,20, can be used to raise and lower the wheel attached to the wheel hub 70, if a single module is moved individually. As depicted in Figure 6 the control arms 10,20 are able to raise the body of the vehicle 160, when the outboard ends 12,22 pivots upwards relative to the wheel hub 70. Similarly, the control arms 10,20 can lower the body of the vehicle 160 by having the outboard ends 12,22 pivot downwards relative to wheel hub 70. Though this is only achieved when pairs, or all of the suspension modules are rotated together. In a situation wherein only one module rotates its control arms 10,20 as shown, it is the wheel hub 70 that will change position. In particular, when the control arms 10,20 of one module are rotated upwards, relative to the wheel hub 70, that wheel hub 70 will be lowered relative to the other wheels.

Similarly, if the control arms 10,20 are rotated downwards relative to the wheel hub 70 the wheel will be raised relative to the other wheels. This effect on a single wheel is depicted more clearly in figure 7, which shows the parts of the preferred embodiment used in the height adjusting mechanism, in this case the dampener 30 is acting as the first actuator 120 to rotate the control arms 10,20 vertically. Figure 8 shows an example vehicle, using the mechanism described above to adjust the profile/ height of the vehicle. Figure 9 depicts the same example vehicle as figure 8, however this time the vehicle is using the above-mentioned mechanism to adjust individual wheels, in this case raising the wheels on one side of the vehicle to match the sloped profile of the surface the vehicle is on. This type of adjustment to the wheel 71 can be used to avoid obstacles, or at least reduce the effect of impacts if the obstacles cannot be completely avoided. Both of these effects can be achieved by raising the wheel 71 over objects on the road surface, and may keep the tire spinning to help further reduce the severity of impacts that cannot be avoided.

It is again noted that to adjust the height of the vehicle all of the modules, or at least an adjacent pair of modules will have to be rotated simultaneously. The controller will be configured to use the first actuator 120, in the case of the preferred embodiment the dampener 30, to pivot the control arms 10,20 to adjust the wheel position to a desired level. This function can be used move each wheel independently, to allow the wheels to match the profile of the road, allowing the ride height of the vehicle to remain constant regardless of changes in the surface the vehicle is travelling over. Further by moving multiple wheels together the controller can raise or lower the profile of the vehicle, thereby raising or lowering the riding height this may be used to raise the body of the vehicle 160 over an obstacle, it may also be used to raise the vehicle when travelling over rough terrain to reduce the risk of damage to the body of the vehicle 160, or when the vehicle is determined to be on a smooth surface the controller may lower the profile to improve the vehicles dynamics by lowering the vehicles centre of gravity, and aerodynamics by controlling the airflow over and under the vehicle for better speed and agility. In cases where the vehicle has more than 4 wheels and is traveling over a smooth surface, this mechanism may be used to raise the intermediate wheels, meaning any that is not the front or rear pair, to reduce the vehicles overall friction, and reduce unnecessary wear to the intermediate wheels.

Figure 10 depicts the basic mechanism for retracting the wheel 71 attached to the suspension module. In this mechanism the parallel control arms 10,20 are rotated horizontally relative to the body of the vehicle 160. Wien this occurs the distance between the outboard ends 12,22 and the body of the vehicle 160 is reduced as the angle between the control arms 10,20 and the longitudinal axis of the vehicle is reduced. Further the wheel 71 can then be extended by rotating the control arms 10,20 so that the angle between the control arms 10,20 and the longitudinal axis of the vehicle is increased until the control arms 10,20 are perpendicular to the longitudinal axis of the vehicle.

Figures 11 and 12 shows how the mechanisms of figure 10 would work for the preferred embodiment of the suspension module. Figure 11 showing the parts that are needed to prefer this function, in particular the control arms 10,20 and the second actuator 130, by using the actuations of the second actuator 130 attached to the lower control arm 10 to pivot the control arms 10,20. Note also that figure 11 depicts the track rod 100 attached to the steering arm 81 of the knuckle 80, showing how the track rod 100 rotated with the control arms 10,20, remaining parallel with the control arms 10,20 regardless of their position, allowing the track rod 100 to function regardless of the wheel's position, this will also be true for the tie rod 110 attached to the raft 90. Figure 12 depicts the same retraction mechanism as figure 11, but this time showing it being used on a complete pair of modules, using the preferred embodiment. Figure 12 depicting how the track rod 100, tie rod 110, dampener 30, and dampener frame rotate with the control arms 10,20 when the wheels retract and extend, for a complete pair of suspension modules (220). As mentioned, this allows these other parts to still preform their functions regardless of the wheel's position and ensure these parts do not hinder the control arms' range of motion, and ensures the parts do not experience additional stress or strain when the control arms 10,20 move. It is also clear from figure 12, that having the dampener 30 positioned in the centre of the module allows the module to be more compact when the wheels are retracted.

Further figure 13 depicts an example of the retracting mechanism being used on an example module, depicting how steering can be achieved regardless of the position of the control arms 10,20, by using a track rod 100 that is rotatably coupled to both the knuckle 80 and the steering mechanism, in this case a relay link 150 and a pair of relay arms 140. Wherein the relay arms 140 rotate to push or pull the track rod 100 which in turns steers the wheel hub 70.

Figures 14 depicts an example suspension system, using 4 of the described suspension modules, depicting how each of the wheels in such a system could be retracted. Note that though the depicted examples show all of the wheels being retracted at once, the system would be capable of retracting individual wheels or a selected groups or pairs of wheels instead. This mechanism can be used to increase or decrease the wheel based of the vehicle. In particular the vehicle may increase its wheel base when traveling over rough terrain to increase stability and increase the compliance in each of the wheel modules, it may also be used to reduce the wheel base when traversing small areas, such as alleyways in urban environment, or to make storing and transporting the vehicle easier by allowing the vehicle to fit into storage crates or train carts it would otherwise be too wide for. This mechanism may also be used to retract individual wheels. Figure 15 showing an example vehicle using the system depicted in figure 14.

Using the depicted retraction mechanism, a vehicle would be able to avoid obstacles in its path by retracting or extending one or more wheels out of the collision path. This mechanism may also help reduce the vehicles overall wheel base which could allow the vehicle to pass through smaller spaces, allowing the vehicle to traverse more areas, for example in an urban environment, but would also allow the vehicle to be stored and transported more easily, for example within a shipping container or train cart. This feature may also be used to improve the grip of the vehicle by extend or retracting wheels individually, so that each wheel is traveling in a different parallel path, helping to ensure on unstable surfaces, such as mud, the forward wheels do not create trenches that the rear wheels could become stuck in.

In some embodiments, the second actuator 130 may be in the form of a passive actuator.

When this is the case, the controller will be configured to use the wheel hub motor, and wheel rotations to actuate the actuator. This will involve the controller locking the wheels that are not be actuated followed by rotating the motors in the remaining wheels in the forward or backward direction to expand or retract the passive actuator respectively.

Though the height adjustment mechanism and the retraction mechanism have so far be described individually, it should be noted that in use both mechanisms can be used together simultaneously, both mechanisms being controlled simultaneously from the controller. This can allow the vehicle to traverse an even wider range of terrain by implementing the benefits of both systems at the same time. However, the ability to both retract and height adjust the wheels of the suspension system can have additional beneficial effects. For example, in the situation where one of the wheels becomes damaged, the damaged wheel can be raised and retracted to reduce the risk of further damage and to ensure it does not affect the vehicles performance. Meanwhile, the remaining wheels can be adjusted to re-centre the vehicles centre of gravity, or at least bring it as close as possible to the centre of the vehicle, thereby improving the vehicles stability. How such a mechanism would work is depicted in figure 16. Also note that all of the different movements of the suspension module can occur when the vehicle is in motion in addition to when the vehicle is stationary, with the raft ensuring that these adjustments do not affect the wheels facing, and therefore will not affect the vehicles steering when in motion. Further the controller can also adjust the compliance of the suspension modules, by using the onboard system to adjust the set point of one or more of the first and second actuator 120,130, this can provide improved comfort over rough terrain by increasing the compliance for additional impact deflection, or provide improved stability at high speeds by reducing the compliance to improve the dampening of the suspension modules.

As previously stated, the invention comprises a control system for controlling the above-mentioned suspension system, by controlling each of the modules making up the suspension system. To achieve this the control system comprises at least one processor configured to receive information from one or more sensors, a memory containing instructions for actuating the suspension modules and several thresholds, for factors such as the vehicle profile, vehicle wheel base, control arm position, wheel speed and actuator compliance, which can be compared to the received sensor data to determine when the modules need to be actuated. It may further comprise an interface to receive user inputs, instructing the control system to actuate one or more modules. The controller may further comprise a receiver to receive the user's input from a remote interface, such as from an application on a mobile device, or from a remote control.

Further it is noted that to actuate the suspension modules, the various actuators are connected to a hydraulic, pneumatic or electrical system that is capable of actuating each actuator. Depending on the vehicles specification each module may have its own hydraulic, pneumatic or electrical system, a central hydraulic, pneumatic or electrical system connected to every module on the vehicle, or a plurality of hydraulic, pneumatic or electrical systems wherein each system is coupled to a select group of modules, such as one for each pair of wheels. Regardless of the arrangement, the control system will comprise one or more controllers that can use the one or more hydraulic, pneumatic or electrical systems to actuate the actuators within each of the suspension modules, which in turn will allow the control system to control the retraction and height adjustment mechanisms in each of the suspension modules, using the one or more hydraulic, pneumatic or electrical systems to adjust each wheel to a desired position. Further the wheel hubs can comprise a motor for controlling the rotation of the wheel, thereby controlling the wheel speed and braking, these motors are controlled using either a hydraulic or electrical system, which is controlled by the controller. Note that depending on the sensor data, the controller may limit the top speed of each wheel, for example when travelling over a rough surface.

It is noted that when the vehicle is initially activated the controller will set the suspension system into one of several predetermined modes stored on the controller's memory. The initial mode may be determined by using sensor data to determine if the current terrain is rough or smooth, and to what severity the terrain is rough, setting the mode accordingly. Alternatively, the controller may receive a users input from either: controls mounted within the vehicle, or from a remote device, to set the initial mode to the user's choice. Further, the controller may receive other data, such as GPS data to determine the current terrain, such as determining if the vehicle in on a road or off-road, and setting the initial mode accordingly. The system adjusting the vehicle profile, wheel base, wheel speed limit and the actuator compliance to predetermined values set by the chosen mode. Note that thresholds may be set on these variable and others, to determine the maximum and minimum values for the current terrain. Though these limits may be adjustable by user inputs after the mode is set.

From here the controller is configured to use both received data and user inputs to adjust the modules while the vehicle is in motion. Adjusting the suspension to changes in the surface the vehicle is on, or to obstacles in the vehicles path, by changing the vehicle profile, wheel base, wheel speed limit, wheel height, or position, and the actuator compliance, according to the determination of the data or user's command as described above. Note also that users can set a priority for the vehicle depending on its intended use. This priority may be, for example speed or comfort, with the thresholds of the different modes changing accordingly, for example when speed is priorities the controller will use lower profiles and higher wheel speed limits, for increased speed and improved aerodynamics, whereas when comfort is priorities the controller with use a wider wheel base, for stability, and higher compliance in the actuators, for impact deflection.

As previously mention, the described suspension system is configured to be able to adjust while the vehicle is moving, and though this could be done via a user's input, it would be more preferable to have a system capable of making such adjustments automatically, to reduce the burden on the user and reduce the risk damage due to a user's reaction being too slow to respond in time. To achieve this, as previously mentioned, the control system would be configured to received data from one or more sensors. The sensors would be configured to monitor either the surface the vehicle is traveling on, or monitor the condition of a suspension module. In regards to the sensor monitoring the surface the vehicle is on, such a sensor would be coupled to the body of the vehicle, or to the wheel hub, depending on how the sensor is being used. For example, if the sensor is monitoring the surface directly, it will be mounted on a side, or on the top, of the vehicle and will scan or capture an image of the surface in the direction the vehicle is traveling. On receiving such data, the processor of the control system can process the data to identify any obstacles, which may include debris or rocks on the surface as well as distortions in the profile of the surface, such as breaks, raised areas or lowered areas. After identifying the obstacles, the control system will use the instructions stored within the memory, to actuate one or more of the suspension modules to reduce the effect the obstacles on the vehicle, if it cannot avoid it entirely. This can include raising or lowering the profile of the vehicle based on the surface being determined as rough or smooth respectively, raising and lowering individual wheels to match the determined profile of the surface, or the profile of a determined obstacles that cannot be avoided, retracting, extending or raising individual wheels to avoid determined obstacles that can be avoided, and/or raising or lowering the compliance of the actuators based on the surface being determined as rough or smooth respectively.

Other sensors may be attached to the wheel arches of the vehicle, or onto a suspension module directly, to monitor the suspension modules conditions. Such sensors may include sensors that scan or take images of the module that can then be compared to a default image, or accelerometers and stress sensors that can measure movements of the module and forces exerted onto the module directly. Such sensors can be used to determine when the module raises or lowers, the controller being configured to use such data to determine when the height of the vehicle needs to be adjusted. When the sensor may be configured to detect accelerations and/or impacts to the module, with this data the controller can determine how to move the suspension modules to reduce the effects of an impact, or any slopes within the surface, and may also be able to determine when the wheel has been damaged, at which point the damaged wheel will be raised and retracted as described above. It is noted that the suspension system may also comprise break points, the controller being configured to use said break point to decouple any damaged modules from the body of the vehicle, this not only prevents the damaged module from hindering the vehicles performance, but also can help ensure the damaged module does not damage other parts of the vehicle. The controller can also use data such as the severity of the impacts, the size of the module movements, and the frequency of such movements and impacts to determine that the surface the vehicle is on is smooth or rough, after which the controller will adjust the modules positions and thresholds as described above based on the determination of the type of surface.

By utilising the disclosed control system, with a suitable adjustable suspension system, the claimed invention can provide a wheeled vehicle which can automatically adjust its suspension to suit a wide range of terrains, allowing the vehicles occupant to traverse more areas comfortably. For example, the vehicle may raise its ride height and widen its wheel base to transverse rough terrain with improved dampening, then on a smooth surface the same vehicle may lower the body to improve the vehicles dynamics, while adjusting the wheel base to provide better agility. The vehicle can allow the vehicle to reduce its size, in this case its hight and the width of its wheel base, to access smaller areas, and to be stored and transported more easily. While in rough terrain the vehicles body can be raised, and the wheels extended to increase the wheel base, to reduce the impact of the terrain, while the individual wheels are adjusted to better match the profile of the road surface, and may also retract specific wheels to avoid obstacles in the vehicles path, all of which reduces the impact rough, uneven driving surfaces would have on any passengers or cargo within the vehicle. Also, it is noted that when using spring actuators, the onboard systems can be used to increase the modules compliance when on rough terrain to further reduce the effects of impacts on such terrain, also on smooth terrain the compliance of the actuators can be reduced, to improve the modules dampening to make the suspension more stable, which can be especially useful when the vehicle is travelling at high speeds. Also, when used on a slippery surface such as mud or snow, the width of each individual pair of modules may be adjusted so that each wheel follows a different parallel path, this way the vehicle reduces the risk of one wheel becoming stuck in the trench made by the preceding wheel.

These mechanisms can also be used in other ways. Such as when a wheel is damaged to raise and retract the module with the damaged wheel to prevent further damage, further the positions of the remaining wheels may then be adjusted to try and recentre the vehicles centre of gravity to improve the vehicles stability, also the wheel that was paired with said damaged wheel may be retracted fully, that is to say brought as close as possible to the centre of the axis running horizontally through the paired suspension modules to improve the steering stability of the vehicle. In vehicles with more than four wheels, when traversing a smooth surface, the intermediate wheels can be raised to reduce the vehicles overall friction. All of these features allow the control to make automatic adjustments to the vehicle's suspension to improve the vehicles performance, based on the terrain it is in, while also improving the occupants comfort during their journey.

Additionally, such a control system can provide automatic response to a potential impact, and to any damages to the suspension caused by said impacts. By utilising the one or more sensors to predict potential impact, at which point the controller may adjust the suspension /individual wheels to avoid the impact, or adjust the wheels and the suspensions dampening to reduce the force of the impact, if it cannot be avoided. Further if such an impact should damage a wheel or suspension module the controller can automatically raise the damage wheel, so that it does not hinder the performance of the other wheels, or if the module is damaged the controller may automatically remove the entire module, by shearing its connections to the vehicle's body. After either of these adjustments the same control may adjust the position of the remaining wheels to compensate for the missing wheel/module. In do so the control improves the stability of the vehicle and helps lighten the cognitive burden of the driver, by predetermining and adjust for impacts that the driver may not have time to prepare for, and by removing the driver need to change their steering when compensating for a damaged wheel. Further, impacts, like those described above, may occur in situations where it would not be suitable, or safe, of the vehicle occupant to get out of the vehicle and adjust the suspension manually, such as dangerous environments or combat zones, therefore it is preferable to have a system that can perform these functions automatically, without the users input.

Additionally, the claimed controller provides the ability for these adjustments to be made while the vehicle is still in motion, with little to no risk of these changes effecting the vehicles steering or performance. By using the sensor readings to determine the adjustment necessary, which can then be carried out by the module's actuators 120,130, while the disclosed raft 90 prevents these adjustments from affecting the steering of the wheel hub 70 and associated wheel 71. Thereby improving the safety of the vehicle's occupants, by allowing such adjustments to be made swiftly and safely even when travelling at high speeds, or in an environment where the vehicle will be unable to stop.

Claims

Claims: 1) A controller for use in a wheeled vehicle suspension system; wherein the suspension system comprises multiple pairs of wheels, wherein at least one pair of the wheels is connected to a suspension unit; the suspension units comprising: a pair of parallel control arms (10,20), wherein each control arm (10,20) comprises an inboard end (11,21), located nearer the body of the vehicle (160) and an outboard end (12,22); wherein the control arms (10,20) are parallel to each other, such that the ends (11,12,21,22) of one of the control arms (10,20) remain equidistant from the same end of the other control arm, when the control arms (10,20) move; the inboard end (11,21) of each control arm (10,20) is configured to be pivotably coupled to the body of the vehicle (160), the outboard ends (12,22) of the control arms (10.20) are coupled directly or indirectly to a wheel hub (70) coupled to one of the vehicles wheels (71); wherein the outboard ends (12,22) or inboard ends (11,21) of control arms (10,20) are coupled together via a pintle (60), the pintle (60) being rotatably coupled to either both inboard ends (11,21) or both outboard ends (12,21) of the control arms (10,20); a first actuator (120), wherein one end the first actuator (120) is coupled to at least one of the parallel control arms (10,20), and the other end is configured to be coupled to the body of a vehicle (160); a second actuator (130), wherein one end of the second actuator (130) is coupled to at least one of the parallel control arms (10.20), and the other end is configured to be coupled to the body of a vehicle (160); an optional motor integrated into the wheel hub (70) for effecting rotation the wheel (71) attached to the wheel hub (70); an optional mounting frame (230), for mounting the suspension module to the vehicle; one or more optional shear bolts (240) configured to couple the suspension module to the vehicle or the support frame (230), and to shear the connections between the vehicle/support frame (230) and a suspension module when exposed to sufficient force, or on command via a user's input; and a sensor mounted to the vehicle, either to the body of the vehicle (160), the wheel hub (70) or to one of the control arms (10,20) depending on the type of sensor being used; wherein the controller is configured to control the first actuator (120) and second actuator (130), using one of a hydraulic, pneumatic or electrical system; and configured to control the optional motor; the first actuator (120) is configured to pivot the parallel control arms (10,20) vertically relative to the rest of the vehicle, wherein the vertical pivot can raise or lower the attached wheel relative to the vehicle, for lowering or raising the body of the vehicle (160) respectively; the second actuator (130) is configured to pivot the parallel control arms (10,20) horizontally relative to the vehicle, wherein the horizontal pivot can retract or extend the wheel (71) attached to the wheel hub (70); the optional motor, being a motive power actuator, to effect wheel rotation, controlled with a hydraulic or electrical system; a knuckle (80) coupled to the inboard side of the wheel hub (70); wherein the outboard end (12,22) of each of the control arms (10,20) is rotatable coupled to the knuckle (80); optionally the knuckle (80) may be movable by a steering means, such as a steering actuator or relay arm (140), to provide steering to the wheel hub (70); an optional raft (90) that rotatably couples to both the knuckle (80) and the pintle (60) when the pintle (60) is on the outboard side of the module, and wherein the controller can receive instructions from the user of the vehicle to control the optional motor, first actuator (120), and/or second actuator (130); wherein the controller receives data from the sensors that is responsive to, or predictive of, the path of the vehicle, and is configure to identify from the data a surface of a path the vehicles is driving on, and any obstacles within the vehicles path; wherein the controller actuates at least one of the actuators (120,130) to adjust wheel position to, at least one of; avoid the obstacles in the vehicles path, (ii) reduce the impact cause when an obstacle cannot be avoided, (iii) adjust the position of each wheel assembly based on the profile of the surface the vehicle is travelling on, reducing impacts on the suspension system due to changes in the profile of the surface based upon inputs to the controller.
2. The controller of claim 1, wherein the controller is configured to control a plurality of the suspension unit of the suspension system.
3. The controller of claim 1 or 2, wherein the controller is configured to adjust all the suspension units of the suspension system simultaneously.
4. The controller of any preceding claims, wherein the controller is configured to extend the first actuator (120) of the suspension units, when lowering the attached wheel (71) for raising the body of the vehicle (160); wherein the controller is configured to retract the first actuator (120) of the suspension unit, when raising the attached wheel (71) for lowering the body of the vehicle (160).
5. The controller of any preceding claims, wherein each pair of suspension modules (220) can be raised or lowered, independently.
6. The controller of any preceding claims, wherein each wheel (71) in each pair of suspension modules (220) can be controlled independently.
7. The controller of any preceding claims, wherein after receiving command from a user, the controller extends the first actuator (120) in each suspension unit of the suspension system for raising the profile of the whole vehicle.
8. The controller of any preceding claims, wherein after receiving command from a user, the controller retracts the first actuator (130) in each suspension unit of the suspension system for lowering the profile of the whole vehicle.
9. The controller of any preceding claims, wherein the controller is configured to, on identifying that the surface of the vehicles path in motion in front of at least one wheel (71) is raised, the controller with raise the at least one wheel (71), so that the path of the wheel matches the profile of the surface of the vehicles path.
10. The controller of any preceding claims, wherein the controller is configured to, on identifying that the surface of the vehicles path in motion in front of at least one wheel (71) is lowered, the controller with lower the at least one wheel (71), so that the path of the wheel matches the profile of the surface of the vehicles path.
11. The controller of any preceding claims, wherein when the controller identifies an obstacle in the path of a single wheel (71), the controller is configured to raise the wheel (71), so that it passes over the obstacle.
12. The controller of any preceding claim, wherein on detecting that the surface of the vehicle's path is rough and/or uneven, the controller can raise the body of the vehicle (160) to a predetermined height, to reduce the impact on the vehicle body.
13. The controller of any preceding claims, wherein the controller is configured to retract the second actuator (130) of the suspension unit, when retracting the attached wheel (71); 25 and wherein the controller is configured to extend the second actuator (130) of the suspension unit, when extending the attached wheel.
14. The controller of any preceding claims, wherein after receiving command from a user, the controller can retract the second actuator (130) in each suspension unit of the suspension system to retract all the wheels simultaneously, to reduce the vehicles wheel base.
15. The controller of any preceding claims, wherein after receiving command from a user, the controller can extend the second actuator (130) in each suspension unit of the suspension system to extend all the wheels simultaneously, to increase the vehicles wheel base.
16. The controller of any preceding claims, wherein the controller can extend or retract each pair of suspension modules (220), independently.
17. The controller of any preceding claims, wherein the controller can extend or retract each wheel in each pair of suspension modules (220) independently.
18. The controller of any preceding claims, wherein the controller input detects that the surface of the vehicles' path is narrower than the vehicles wheel base, the controller can retract the wheels to reduce the wheel base to a width less than or equal to the width of the surface of the vehicle's path.
19. The controller of any preceding claims, wherein on detecting an obstacle in the path of at least one wheel (71), the controller can extend or retract the at least one wheel (71) to avoid the obstacle.
20. The controller of any preceding claims, wherein on detecting that the surface of the vehicle's path is rough and/or uneven, the controller can extend the wheels (71) to reduce the impact on the vehicle body.
21. The controller of any preceding claims, wherein the controller can extend or retract at least one wheel (71), when turning, to adjust the turning circle of the vehicle to reduce the effects of oversteer and/or understeer.
22. The controller of any preceding claims, wherein the controller is configured to actuate the first actuator (120) and second actuator (130) of each suspension module simultaneously.
23. The controller of any preceding claims, wherein the controller can extend or retract both the first actuator (120) and the second actuator (130) of each pair of suspension modules (220), independently.
24. The controller of any preceding claims, wherein the controller can extend or retract both the first actuator (120) and the second actuator (130) of each module in each pair of suspension modules (220) independently.
25. The controller of any preceding claims, wherein the suspensions modules further comprise an optional steering arm (81) attached to the knuckle (80), for actuation by a vehicle steering means; wherein the controller is further configured to steer each wheel (71) connected to a suspension module, by pushing or puling the steering arm (81), via the steering means.
26. The controller of any preceding claims, wherein the suspensions modules further comprise one or more optional support rods, which are displace parallel to the control arms (10,20); Wherein each support rod comprises an inboard end and an outboard end, wherein the inboard end is rotatable coupled to the body of the vehicle (160), and the outboard end is rotatably coupled to the wheel hub (70); wherein the controller is further configured to pivot the support rods in the same direction as the control arms (10,20), so that the support rods remain parallel to the control arms (10,20) when the wheel is adjusted.
27. the controller of claim 26, wherein the support rods comprise a tie rod (110), wherein the outboard end of the tie rod couples to the knuckle (80), or an optional raft (90) coupled to the knuckle and pintle, or an optional support arm (91) coupled to the optional raft (90).
28. The controller of claim 25 or 26, wherein the support rods comprise a track rod (100), wherein the outboard end of the track rod (100) is rotatably coupled to the knuckle (80), or the optional steering arm (81) of the knuckle (80), and the inboard end of the track rod (100) is rotatably coupled to the steering mechanism; Wherein the controller is configured to use the steering mechanism to push and pull the track rod (100) to steer the wheel hub (70) of the suspension module.
29. The controller of any preceding claims, wherein the controller is configured to provide steering using a steering mechanism comprising a pair of relay arms (140) and a relay link (150)
30. The controller of any preceding claims, wherein the controller is configured to extend and/or retract each pair of suspension modules (220) of the suspension system, so that each pair has a different width between the pair of attached wheels, so that each wheel moves in a path that is parallel to the paths of the other wheels.
31. The controller of any preceding claims, wherein, when the suspension system comprises more than two pairs of suspension units, in response to the sensor determining that the vehicle is on a smooth surface, such as a road, the controller is configured to raise the wheels of the intermediate suspension units, so that only four wheels are in contact with the driving surface.
32. The controller of any preceding claims, wherein, in response to the sensor determining that the surface of the vehicle's path, is rough and/or uneven the controller is configured to both raise the body of the vehicle, and extend the wheels of the vehicle, to reduce the impact of the uneven surface on the body of the vehicle (160).
33. The controller of any preceding claims, wherein the controller is configured to use the hydraulic, pneumatic or electrical system, to change the set point of at least one of the first actuator (120) or the second actuator (130), to raise or lower the compliance of the at least one actuator.
34. The controller of claim 33, wherein, in response to the sensor determining that the surface of the vehicle's path, is rough and/or uneven the controller is configured to raise the compliance of at least one of the actuators (120,130).
35. The controller of any preceding claims, wherein the sensor is at least one of: a camera, a GPS, an accelerometer or stress meter for detecting impacts, or a position sensor for detecting if the wheel or suspension unit rises or lowers, or a pressure sensor to detect pressure changes in the wheels (71).
36. The controller of any preceding claims, wherein the suspension system comprises an optional second sensor configured to determine if the wheels of the suspension units are damaged, and the controller in response to detecting that a wheel is damaged, is configured to actuate the first actuator (120) and second actuator (130) to raise and retract the damaged wheel.
37. The controller of claim 36, wherein the second sensor is at least one of: an accelerometer for sensing explosive impacts, air pressure sensor for detecting changes for fire pressure, or an attitude sensor for detecting if the wheel tilts.
38. The controller of claim 36 or 37, wherein the controller is further configured to retract the wheel opposed to the damaged wheel, so as to restore balance to the vehicle.
39. The controller of claims 36, 37 or 38, wherein the controller is further configured to, in response to the determining a wheel has been damaged, adjust the positions of the other wheels on the vehicle to improve the balance of the vehicle.
40. The controller of any preceding claims, wherein, when the second actuator (130) is a passive actuator, the controller is configured to actuate the passive actuator to retract a chosen wheel, or pair of wheels, by locking the other wheels of the vehicle in place so that they cannot rotating; the chosen wheel or pair of wheels are then rotated in the reverse direction, causing the passive actuator to retract, retracting the chosen wheel or pair of wheels; alternatively, when the wheels are already retracted, the user can extend the wheels by locking the other wheels in place, and rotating the chosen wheels in the forward direction to extend the passive actuator.
41. The controller of any preceding claims, wherein the controller is configured to receive instructions from the user, the instructions being selected from one or more of: raise the profile of the vehicle; lower the profile of the vehicle; narrow the wheelbase of the vehicle; broaden the wheelbase of the vehicle; move the vehicle forward; move the vehicle in reverse; raise the compliance in the first and/or second actuator (120,130); lower the compliance in the first and/or second actuator (120,130); steer the vehicle; retract or extend one or more of the wheels of the vehicle to raise a wheel, for taking it clear of a supporting surface; wherein the controller receives data from the sensor that is responsive to, or predictive of, the path of the vehicle, and is configure to identify from the data a surface of a path the vehicles is driving on, and any obstacles within the vehicles path.
42. The controller of any preceding claims, wherein the controller is configured to use one of sensor data, GPS data, or a user input to set the suspension system to one of a plurality of modes; wherein setting the suspension mode includes at least one of adjusting the profile of the vehicle, adjusting the wheel base of the vehicle, and/or adjusting the set point of at least one of the first and second actuator (120,130), to a predetermined level.
43. the controller of any preceding claims, wherein the controller is configured to shear any shear bolts (240), connecting one or more modules to the body of the vehicle, either on demand, via user input, or when it is determined that the sheared module has been impacted by a predetermined amount of force.
44. A system comprising a wheeled vehicle, the vehicle comprising at least one pair of suspension modules (220) and a controller as defined in any of the preceding claims.