GB2607128A

GB2607128A - Retractable and height adjustable vehicle wheels

Info

Publication number: GB2607128A
Application number: GB2115891.0A
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: GB2607124A; GB2607124B; GB2607127B; GB2607129A; GB2607126B; GB2607125B; GB2607127A; GB2607129B; GB2607125A; GB2607126A; GB2607128B

Abstract

A suspension module for use in a modular suspension system for a wheeled vehicle is provided. Each suspension module comprises a pair of parallel control arms 10, 20 coupled to a wheel hub 70, and utilises parallel linkage of the arms 10, 20, to create a suspension in which the wheels can be retractable and/or height adjustable. The suspension module achieves this using a pintle 60 to rotate the pair of control arms 10, 20 vertically and/or horizontally relative to the vehicle. The vertical rotations control the height of the wheel, and the horizontal rotations allow the wheels to be retractable. In this module the control arms are connected via a pintle 60 which allows for both vertical and horizontal rotation. The pintle 60 is then connected to the wheel hub 70 via a raft 90, this allows the wheel hub 70 and pintle 60 to each rotate independently from the other. This means that the steering of the wheel should not affect the movements of the control arms 10, 20 and vice versa., and allows the pintle 60 to be connected to the outboard side of the module which reduces the volume of the module.

Description

Retractable and height adjustable vehicle wheels

Background

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

Wheeled vehicles, such as wheeled land vehicles are used in a variety of situations and, particularly in hostile situations, including adverse environmental conditions, where situation may arise where the vehicle will need to traverse a wide range of terrain types including unstable off-road areas requiring a wide wheelbase, and narrow urban environments, such as roads. Such adaptability would be advantageous, particularly if provided in a robust and mechanically efficient manner.

Additionally, it may become necessary for such vehicles to be stored or transported such by railway train, with affixed loading gauge or shipping containers. Therefore, adaptability of a vehicle to reduce its outermost dimensions, not only to ensure the vehicle could fit into such small space to also minimise the space required for each vehicle is desirable, and in particular for this to be possible without dismantling.

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.

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.

Vehicles with an adjustable wheelbase are known. Example disclosures include: example disclosures W02017042446A1 which discloses a Motor vehicle body shell with adjustable wheelbase. This wheelbase does not appear to be dynamically adjustable in use. A similar disclosure can be found in U520110241310A1 where the length of a swinging arm may be changed but is not dynamically adjustable during vehicle travel.

Another approach is to extend the length of the wheelbase as opposed to its height or width but this has a limited effect on vehicle stability which is primarily governed by natural 1.

dimensions and height. An example of this approach can be found in US20050067206A1 which discloses a Personal motorized vehicle having an adjustable wheelbase assembly. A further relevant disclosure can be found in US3085816A which discloses a Longitudinally adjustable trailer suspension The lateral adjustment of a wheelbase so as to navigate narrower entrances is known, for example US6164674A which discloses a multi-wheeled vehicle having adjustable wheelbase dimensions.

It is also useful for vehicles, particular so as to reduce the number of parts required and the ease of repair and interchangeability to provide the vehicle in a modular format. This is particularly useful in vehicles which may encounter damage during use. EP2883523A1 discloses a Modular mobile vehicle with an adjustable wheelbase.

Despite the concepts generally been known there appears to be an ongoing need for a practical system for adapting a wheelbase, particularly adapting a wheelbase dynamically during vehicle movement or at least without having to dismantle or adjust vehicle components and doing so within a riding or driving position of the vehicle. In particular a suspension system suitable for heavy duty off-road vehicles having one or more of the aforementioned properties is desirable.

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.

Summary

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

Disclosed is a modular suspension system for a wheeled vehicle, wherein the suspension modules of said system each utilise a parallel linkage to create a suspension wherein the wheels can be retractable and/or height adjustable by means of one or more actuators. The suspension module achieves this using a wheel hub coupled to pair of parallel control arms with multiple degrees of movement. The one or more actuators providing a positioning in the form of an adjustable mean position about which each suspension module moves, such as due to irregularities in terrain being traversed. Such movement preferably being accommodated by a dampener/compliance effect, for deflecting impacts, of the actuators about their mean position(s).

The invention provides a vehicle with the ability to traverse rough and off-road terrain more easily, by adjusting one or more of the ground clearance of the vehicle, and the height of individual wheels relative to the vehicle chassis, the width of the wheels, the overall wheelbase and the relative lateral height difference between pairs of opposed wheels. These adjustments are preferably dynamic, that is being changed in real time according to changes in terrain. The dynamic adjustment preferably takes place during movement of the vehicle as this requires less force for adjustment by the actuators. The ability to reduce the vehicles height and/or wheel base footprint can allow the vehicle to move through smaller spaces, and to be stored and transported more easily. The suspension may 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.

A further requirement for most wheel vehicles is a searing arrangement and combining this with the requirement for adjusting the mean position of wheels vertically and horizontally provides a complex engineering challenge. There is therefore a need to provide such an arrangement in a simple and effective format.

Figures The invention will now be illustrated by means of the following drawings in which like numerals indicate like features. Those features are as follows: 10-Lower control arm 11-Inboard end (lower control arm) 12-Outboard end (lower control arm) 14-socket (for receiving the second end of the dampener) 20-Upper control arm 21-Inboard end (upper control arm) 22-Outboard end (upper control arm) 30-Dampener 31-First end (dampener) 32-Second end (dampener) 40-First stay 41-First end (first stay) 42-Second end (first stay) 50-Second stay 51-First end (second stay) 52-Second end (second stay) 60-pintle 61-first end portion (pintle) 62-second end portion (pintle) 70-Wheel hub 71-wheel 80-Knuckle 81-Steering arm (knuckle) 90-Raft 91 Support arm (raft) 100-Track rod (for steering) 101-Inboard end (track rod) 102-Outboard end (track rod) 110-Tie rod (for support) 111-Inboard end (tie rod) 112-Outboard end (fie rod) 120-First actuator 121-First end (first actuator) 122-Second end (first actuator) 130-Second actuator 131-First end (second actuator) 132-Second end (second actuator) 140-Relay arms 150-Relay link 160-vehicle chassis 230-support frame those features are represented in the following figures: Figures 1 to 4: depicts the parts necessary to form the parallel linkage for one suspension module.

Figure 1: depicts the wheel hub, knuckle, raft and pintle needed to form a 3-part knuckle. Figure 2: depicts a track rod for steering, and a similar tie rod used for support.

Figure 3: depicts a pair of control arms and a pair of actuators.

Figure 4: depicts a pair of relay arms used for steering, and a relay link.

Figure 5: depicts the additional parts necessary to form the suspension module of the preferred embodiment, including: a dampener, a first and second stay for supporting the dampener, and a pair of control arms designed to receive the dampener.

Figure 6: depicts an example module with the pintle and control arms arranged horizontally, instead of vertically.

Figure 7: depicts a pair of suspension modules, as they would be arranged on a vehicle, wherein they are connected both to each other and to a respective wheel.

Figure 8: depicts an example of the preferred suspension module comprising a steering rack for steering, in place of the relay arms and relay link.

Figure 9: depicts an example vehicle using the claimed suspension modules.

Figure 10: depicts module arrangements suitable for vehicles with various numbers of wheels.

Figure 11: depicts a simplified drawing of the suspension module showing the parts used to demonstrate the hight adjusting mechanism.

Figure 12: depicts the spring mounting mechanism used to adjust the height of the wheels, depicting the module from figure 11 in a lowered, normal and raised positions.

Figure 13: depicts an example of a vehicle at different heights, using the spring mounting mechanism to adjust the wheel height of the vehicle.

Figure 14: depicts further examples of a vehicle using the spring mounting mechanism, in this case using the mechanism on only one side of the vehicle to adapt to sloped path.

Figure 15: depicts a different simplified drawing of the suspension module showing the parts used to demonstrate the wheel retracting mechanism.

Figure 16: depicts an actuator mechanism used to retract and extend the wheel, showing the suspension module of figure 15 in the extended and retracted position.

Figure 17: depicts an entire suspension module when the wheels are retracted and extended.

Figure 18: depicts a complete set of suspension modules in their retracted stated for vehicles with differing numbers of wheels.

Figure 19: depicts an example vehicle using the claimed suspension module, retracting its wheels using the actuator mechanism.

Figure 20 depicts how a pair of suspension modules could be mounted to a vehicle, using a mounting support frame.

Figure 21: depicts an example module, following the preferred embodiment, attached to the example mounting support frame of figure 20.

Figure 22: depicts an example module attached to the example support frame from figure 20, with the control arms in the extended position.

Figure 23: depicts an example module attached to the example support frame from figure 20, with the control arms in the extended position, where the wheel has been steered.

Figure 24: depicts an example module attached to the example frame of figure 20 with the control arms in the lowered position (wherein the ride hight of the vehicle would be lowered).

Figure 25: depicts an example module attached to the example frame of figure 20, with the control arms in the raised position (wherein the ride height of the vehicle would be raised).

Figure 26: depicts an example module attached to the example frame of figure 20, with the control arms in the retracted position (wherein the attached wheel would be retracted towards the vehicle).

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 rafts 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-by-side.

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 fie 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 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 tie rod 110 is used to provide stability to the module, with the inboard end 112 of the tie 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 tie 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 anti-clockwise 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 first/top 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 fie 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

Disclosed is a modular suspension system for a wheeled vehicle, wherein the suspension modules of said system utilises parallel linkage to create a suspension where the wheels attached to a respective module can be retractable and/or height adjustable. By doing so the invention provides a vehicle with the ability to traverse rough and off-road terrain more easily. And also, the ability to reduce the vehicles height and wheel base footprint to allow the vehicle to move through smaller spaces, such as those in urban environments, and also allows the vehicle to be more easily stored and transported, for example within a shipping container or train cart. 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.

Figures 1 to 5 depict the parts necessary to construct the suspension modules needed for a suspension system capable of both retracting the wheels and adjusting the height of the vehicle, with Figures 1 to 3 showing the parts for a simple embodiment with the minimum number of components and Figures 4 and 5 showing the parts necessary for the preferred embodiment of the suspension module.

The key components to this type of suspension system are the two parallel control arms, specifically the upper control arm 20 and the lower control arm 10. Each control arm has two ends, an outboard end 12,22 which is coupled to a knuckle 80, which in turn is coupled to a wheel hub 70. And an inboard end 11,21 which is coupled to the body of the vehicle 160. It should be noted that in the case of the invention the term parallel with respect to the upper and lower control arms 10, 20 means that the ends of each control arm remain at a constant distance from the corresponding ends of the other control arm.

These control arms are coupled to the knuckle 80, via a pintle 60. Specifically, the upper and lower control arms 10,20 are rotatably coupled to the upper portion 61 of the pintle 60 and a lower portion 62 of the pintle 60 respectively, with the pintle 60 itself being rotatably coupled to the knuckle 80. The pintle 60 is configured to be able to rotate horizontally relative to the knuckle 80, and the end portions 61,62 of the pintle 60 are configured to allow the control arms 10,20 to pivot vertically relative to the pintle 60. Which gives the parallel linkage the ability to move with multiple degrees of freedom. Note, that different pintle designs may be used. For example, the pintle 60, and the control arms 10, 20, may be arranged horizontally as shown in the example in Figures 6, or the pintle 60 may be coupled to the inboard end 11,21 of the control arms 10,20 instead of the outboard end 12,22.

Additionally, in the preferred embodiment a 3-part knuckle is used which further includes a raft 90. The raft 90 comprises a pair of hollow cylinders, with a hole following the cylinder's longitudinal axis. Wherein one of the cylinders is coupled to the pintle 60, specifically by inserting the rotatable shaft connecting the end portions 61,62 of the pintle 60, through one of the hollow cylinders. The other is coupled to the knuckle 80 via another rotatable shaft being inserted through the knuckle 80 and the other cylinder. In most embodiment this second shaft takes the form of a rigid member. The raft 90 is present to allow the pintle 60 and knuckle 80 to be coupled directly to one another, which helps to reduce the size of the suspension module, and allows the module to be more compact when the wheel 71 is retracted, thereby the space needed for the suspension module is reduced. Further the inclusion of the raft 90 also allowing the knuckle 80 and pintle 60 to rotate independently. In doing so the control arms 10,20 are able to move without moving or rotating the knuckle 80. This allows the wheels to be retracted, raised or lowered without changing the track/facing of the wheel hub 70. Meaning the movement of the control arms 10,20 will not affect the steering of the vehicle, and vice versa, therefore the suspension system could carry out such adjustments when the vehicle is in motion without affecting the vehicle's steering and direction of travel. This can be especially use in hostile environments, such as combat scenarios, where the vehicle will want to keep moving and not have to wait for the modules to adjust, for the safety of the vehicle's cargo and occupants. It is noted that it is preferable that the raft's cylinders are non-parallel, as such a geometry will mean that the rotational axes of the knuckle 80 and pintle 60 will likewise be non-parallel, reducing the risk of one affecting the other when rotating.

In order to control the movements of the control arms 10,20 the suspension module further includes a pair of actuators 120,130. With the first actuator 120 controlling the vertical rotation of the control arms 10,20 and the second actuator 130 controlling the horizontal rotation of the control arms 10,20. To achieve this the first actuator 120 has one end 121 coupled to the body of the vehicle 160, while the other end 122 is coupled to at least one of the control arms 10,20, preferably this connection would be positioned between the inboard and outboard ends 11, 12,21,22 of the control arms 10,20, to allow for better control over the control arm's motions. Additionally, it would be preferable for the first actuator 120 to be directly coupled to both control arms 10,20 to further allow for better control. The second actuator 130 similarly, has one end 131 connected to the body of the vehicle 160 and the other end 132 connected to the suspension module, preferably this end would be coupled to the lower control arm 10. It should be noted that even though it is preferable for the control arms 10,20 to have the ability to rotate both vertically, and horizontally, the present invention can be limited to rotate in only one degree of freedom by removing the redundant actuator, this would likely be done in order to satisfy the user's specific requirements. The removed actuators can then be replaced with a rigid member or resilient member, in order to provide support to the suspension system and possibly to provide improved shock absorption.

It is also preferable that the actuators 120,130 be spring actuators, such as an air spring actuator, meaning the actuators comprise a resilient member that can provide dampening or compliance, wherein the dampening prevents unwanted motion in the suspension module, while the compliance will allow the modules to recoil away from impacts, deflecting the force of the impact for improved comfort over rough terrain. It is noted that all actuators will provide this to some degree and generally, the amount of compliance is dependent on the length of the actuator, as the actuator will have more compliance when extended, and less compliance and more dampening when contracted. The reason a spring actuator is preferable is because the set point of the actuator can be change, by changing other factors of the actuator, such as the volume, amount of fluid and spring constant, thereby providing a desired amount of compliance, independent of the actuator's length. These different functions of the actuators are controlled using one of a hydraulic, pneumatic or electrical system onboard the vehicle. The system may be a single central system controlling all the modules, or a plurality of systems, with a system for each module, or for each pair or group of modules.

Figure 5 show the parts specific to a preferred embodiment of the invention, which uses different designs for each of the control arms 10,20 and a dampener 30 as the first actuators 120. The control arms 10,20 of figure 5 would replace the simpler arms depicted in figure 3. In the preferred embodiment both actuators 120, 130 are coupled to the lower control arm 10, this is achieved by having the lower control arm 10 include two ports 14, with each actuator coupling to a different port. While the upper control arm 20 has been split into two arms. This splitting creates a space within the centre of the upper control arm 20, which the first actuator 120/dampener 30 can be passed through in order to couple to the port in the lower control arm 10, and to have the first actuator 120/ dampener 30 positioned between the inboard and outboard ends 11,12,21,22 of the control arms 10,20 to improve the control of the motion of the control arms 10,20. By having the dampener 30 positioned in the centre of the module, the weight of the dampener 30 is more evenly distributed over the suspension module, allows the module to be more compact reducing the amount of space each module requires, and allows the dampener 30 to rotate with the control arms 10,20 preventing additional stress on the dampener when the control arms 10,20 rotate. To allow the dampener 30 to have a wider range of motion, the end of the dampener 30 that is remote from the control arms 10,20, can be coupled to a support frame instead of the body of the vehicle 160. The support frame is made of a first stay 50 and secondary stays 40, wherein the first end 41,51 is coupled to one end of the control arms, and a second end 32 that is coupled to the remote end 32 of the dampener 30, though this end of the secondary stays may instead be coupled to the second end of the first stay 42. This frame allows the dampener 30 to be free standing allow it to rotate and can help transfer force between the dampener 30 and the control arms 10,20, reducing the force needed to move the module. It is preferable for the stays 40,50 to be connected to different control arms 10,20, as this geometry will better distribute the weight of the dampener 30 and better transfer the force between the dampener 30 and the control arms 10,20.

Note that the depicted embodiments include two rods, as depicted in figure 2, the track rod and the fie rod 110. Each rod comprises an inboard end 101,111 and an outboard end 102,112 connected by a rigid member, with the track rod 100 having an outboard end 102 rotatably coupled to the knuckle 80, or an optional lateral steering arm 81 extending from the knuckle 80, and the tie rod 110 having an outboard end 112 rotatably coupled to the raft 90, or an optional lateral support arm 91 extending from the raft 90. While the inboard end 111 of the tie rod is rotatably coupled to the body of the vehicle, allowing the rod to support the raft and help prevent it from rotating, which in turn helps to prevent the pintle's rotation from rotating the knuckle 80, or the knuckle's rotation from rotating the pintle 60. The inboard end 101 of the track rod 100, is rotatably coupled to a steering means, and therefore the steering means can push and pull the track rod 100 to rotate the knuckle 80 to steer the wheel hub 70. In the preferred embodiment this steering means comprises a pair of relay arms 140, which can be coupled to a track rod 100 directly, or coupled to both of the track rods 100 of an adjacent pair of modules, via a relay link 150. These rods are not necessary for the present invention, but can be included to provide additional support to the suspension module. It is a key feature that these rods remain parallel to the control arms 10,20, to achieve this the ends of the rods 101,102,111,112 are configured to allow the rods to pivot in the same degrees of freedom as the control arms 10,20. And will rotate with the control arms 10,20 when they are rotated by the first and/or second actuator 120,130. It should be noted that these rods also help prevent the suspension module from rotating along the global X axis, in this case the global X-axis is the axis the wheel rotates around, preventing the damage that such rotations will course to the suspension module.

In some embodiments, as previously mentioned, the dampener 30 may be coupled to a supporting frame, instead of the vehicle's chassis, in some embodiments the inboard ends of the control arms 11, 21 would be coupled to said frame as well as the chassis of the vehicle 160. In other embodiments they may be coupled to the supporting frame only, in such embodiments the support rods 101 would be required in order to support the modules weight and to secure the module itself to the vehicle.

Figure 7 depicts a completed pair of suspension modules 220 as they would appear on a vehicle with each one connected to a respective wheel. Note that in this diagram the two modules are connected together, to provide better steering controls, though this would not be necessary when using the suspension modules. In this example the inboard end 101 of each track rod 100 is configured to attach to a relay arm 140 used for steering, and also couples to the track rod 100 of the adjacent module, via any suitable means. In the depicted embodiment this connection between the adjacent modules is achieved using a relay link 150, as depicted in figure 4, which is also coupled to the relay arms 140 that are attached to the body of the vehicle 160, though it should be noted that there are other suitable mechanisms for connecting the two track rods such as with the steering rack shown in the example module in figure 8, which will replace both the relay link 150 and the relay arms 140.

As can be seen in Figure 7, the track rods 100 and tie rods 110 are parallel to the control arms 10,20 of their respective suspension module. Note that each end of each track rod 100 is configured to pivot relative to the knuckle 80 and relay arms 140, to enable the track rod 100 to move in the same directions as the two control arms 10,20. In doing so the track rod 100 remains parallel to the control arms 10,20 at all times. And can therefore provide support to the suspension, while also ensuring the rod does not bend or break when the wheels are adjusted and/or retracted. Similarly, the ends of the tie rod 110 can also rotate to allow the tie rod 110 to move with the control arms 10,20 to provide support and ensure that the rod does not bend or break when the wheels are adjusted and/or retracted. Keeping the rods parallel to the control arms 10,20, will also ensure that the rods do not limit the motion of the control arms 10,20 allowing a greater range of motion when the control arms 10,20 rotate.

Figure 9 provides an example of a wheeled vehicle using the claimed suspension module for all four wheels, depicting how the modules can be attached to the body of the vehicle 160.

Figure 10 depicts how the disclosed suspension modules could be used on a range of vehicles with different numbers of wheels. For example, the figure shows an arrangement for a four wheeled, six wheeled and eight wheeled vehicles. Showing how the disclosed suspension system can be easily adapted for a range of vehicles, by simply adding or removing modules where necessary.

Figure 11, shows a simplified diagram of the suspension module of the preferred embodiment, specifically it shows the elements of the suspension module used in the mechanism that adjusts the hight of the wheel. Figure 12 depicts the spring mounting mechanism used to adjust the height of the wheels in three different positions lowered, normal and raised. This is achieved by expanding and compressing the first actuator, which in this embodiment comprises the dampener 30. The centre diagrams show the suspension system in it 'normal' operational state. The diagram on the left shows the mechanism when the vehicle has been lowered, in this state the dampener 30 has been compressed. This causes the inboard ends 11,21 of the control arms 10,20 to rotated downwards relative to the knuckle 80 and wheel, and thus lowered the height of the suspension, which in turn would lower the height of the vehicle. Note also that this process could be applied to a single wheel to raise the selected wheel relative to the other wheels in the suspension system, this may be done to traversing obstacles and rough terrain, or at least to reduce the impact on the attached wheel.

the diagram on the right shows the mechanism when the vehicle has been raised. In this case the dampener 30 has been expanded. Which causes the control arms 10,20 have rotated upwards relative to the knuckle 80 and wheel. In this case the dampener 30 expands pulling the inboard ends 11,21 of the control arms 10,20 upwards relative to the wheel. This in turn raises the body of the vehicle. This process can also be carried out on a single wheel to lower the selected wheel relative to the other wheels in the suspension system, again for traversing certain obstacles or terrain surfaces.

It should also be noted that when the dampener unit 30 is acting as the first actuator 120, the dampener 30 can be actuated using either hydraulic, electronic or pneumatic mechanisms, and as described earlier, these systems can be used to change the sect point of the actuating dampener, allowing the dampener's dampening and compliance to a desired level that can provide the suspension module with addition shock absorption regardless of what height the vehicle is adjusted to.

Note that in all three diagrams the pair of control arms remain parallel to each other, this helps to provide a stronger overall support to the suspension regardless of the current positioning of the control arms 10,20, and moving the arms together grants easier control of the control arms motions, and provides a wider range for such motions as the control arms 10,20 do not limit each other's movements. Additionally, though not depicted, it is noted that the track rod 100 and tie rod 110 would also rotate relative to the knuckle 80 in the same direction as the control arms 10,20 during this process, in order to keep the rods 100,101 parallel to the control arms 10,20, to better support the weight of the vehicle, and ensure that the rods do not limit the movement of the control arms 10,20.

Figure 13 shows the effect that the spring mounting mechanism from figure 12 would have on a vehicle. Like in figure 12 the mechanism is depicted at three heights; lowered, normal and raised. The purpose of this height adjustment is to allow the user of the vehicle to adapt the suspension to a preferred ground clearance. For example, if the user was driving off-road, on relatively flat terrain, the body of the vehicle could be lowered to reduce impact on the vehicle's occupants and to improve the speed of the vehicle. Whereas if the vehicle was traveling over jagged, uneven terrain it may be preferred for the user to raise the body of the vehicle to avoid making contact with the ground or other obstacles in the vehicles path, such as large rocks or debris. The user could also raise the vehicle to allow the occupants to see over any obstacles in their path, such as walls and other vehicles. And may also lower the vehicle, to reduce the profile of the vehicle to improve speed, and in combat situations, reduce the target profile of the vehicle.

Figure 14 shows another use for the height adjustment, wherein the user can adjust the height of individual wheels, to traverse relatively non-flat surfaces. This could be used, for example, when driving on uneven, partially sloped terrain, the suspension can raise and lower each side of the vehicle to match the profile of the road. Meaning if the left side of the vehicle was on a raised slope relative to the to the rest of the path, the vehicle can adjust the height of the wheels in order to keep the passengers' seats level or flat relative to the ground, reducing the impact on the passengers when traversing such terrain.

Further, if the vehicle was driving over a path with raised and lowered surfaces, such as bumps, ditches and potholes, the suspension system may be configured to raise and lower individual wheels to again match the profile of the path's surface, and ensure the body of the vehicle retains a consistent height, which would reduce the impact on the vehicles passengers. Furthermore, by adjusting the height of specific wheels the vehicle may be able to overcome obstacles it may otherwise had not been able to, such as a particularly wide or steep ditch.

Figure 15, shows a simplified diagram of the suspension module of the preferred embodiment, specifically, it shows the elements of the suspension module used in the mechanism that retracts the wheel. Figure 16 shows how the second actuator 130, in this case a spring actuator, is used to retract and extend the wheel hub 70. As previously stated, the second actuator 130 is positioned so that the outboard end 132 is attached to part of the suspension module, in this case the lower control arm 10, and the inboard end 131 is attached to the body of the vehicle 160. When the spring actuator is expanded the wheel will be in its normal operational position, wherein the control arms 10,20 are in a direction perpendicular to the direction the vehicle is facing. A user can then actuate the second actuator 130 causing the actuator to compress. In doing so the second actuator 130 rotates the lower control arm 10 horizontally relative to the knuckle 80, thus bringing the wheel closer to the body of the vehicle, as the relative angle between the control arms, and the axis along which the vehicle is facing, is reduced. Note also that the track rod 100, tie rod 101 and upper control arm 20 will also rotate in the same direct as the lower control arm 10, this is shown in Figure 16 by depicting the position of the track rod 100 relative to the lower control arm 10. This ensuring that the rods and control arms remain parallel to one another in order to help support the weight of the vehicle and ensure that they do not restrict each other's movements, thus allowing a wider range of motion. Once retracted the user can again actuate the second actuator 130, this time to make the actuator expand and return the wheel and suspension back to its normal operating position.

Figure 17 shows the retraction of the wheels using the mechanism from figure 16. This time the diagram shows a complete pair of suspension modules 220 in both the normal operational position and in the retracted position. As can be seen from the diagram both of the rods 100,101, the upper control arm 20, as well as the dampener 30, rotates relative to the knuckle 80, in the same direction as the lower control arm 10. This ensuring that all the parallel components remain parallel to each other and ensuring that the components of the suspension module do not restrict the motion of the wheel when retracting. This mechanism also ensures components such as the dampener unit 30 and track rod 100 are not put under additional strain when the wheels retract, and minimises the space required for the wheel to retract into, as the dampener 30 is still contained within the volume of the suspension module, thus allowing the vehicle to maximise the space within the vehicle for the passengers.

Figure 18 shows the disclosed suspension modules being used on a range of vehicles with different numbers of wheels, wherein each of the wheels have been retracted. Note that even though the depicted examples show all of the wheels being retracted at once, the user could command the suspension system to only retract certain wheels or certain pairs of wheels depending on the circumstances.

Figure 19 shows an example of a vehicle using the disclosed suspension modules, retracting all of its wheels, showing how the suspension modules on all four wheels are rotated horizontally relative to the vehicle. By using this mechanism, the wheel base of the vehicle is reduced allowing the vehicle to move through narrower passages, which it otherwise would not have been able to fit through. This can help not only in traversing crowded environments, for example a narrow streets or alleyway in an urban environment, but also can help reduce the space need to store and/or transport the vehicle, as the narrower wheel base would allow the vehicle to fit into buildings, shipping containers or train carts that they would overwise have been too wide for.

Figure 21 depicts an example means of attaching the disclosed suspension modules to the body of the vehicle. In this case the mounting means is a wedge-shaped support frame, wherein each of the inbound component that would have been coupled to the vehicle, are instead coupled to the frame, use a series of bolts or other suitable members. This frame can then be mounted to the underside of a vehicle using more bolts as shown in figure 20. Figures 22 through 26 depicts shown the suspension module coupled to the support frame in different operational positions, that is to say the figures show the how the module components would be arranged when the wheel 71 is raised, lowered or retracted. And also depicts how the wheel attached to the suspension module can be steered using the steering means, in this case the relay arm 140 and relay link 150. It should be noted that despite only one frame shape being shown in the figures the invention may utilise other frames, as the frame would need to be suitable for the specific vehicle the modules were being mounted to, and also note that the mounting frame may not be present at all, as in some embodiments the components that are mounted to the frame, may instead be mounted to the body of the vehicle 160 directly, likely by being mounted to the vehicle's chassis.

In some embodiments of the invention, the second actuator 130 may be in the form of a passive actuator. In this case the actuator would be compressed by locking some wheels in place, meaning those wheels can no longer rotate, in order to stop the vehicle moving. Then the motors driving the unlocked wheels could be rotated in the reverse direction, and force the passive actuator to compress and in turn retract the moving wheels. Then the retracted wheels would be locked in place while other wheels are similarly retracted, using the same method, once all the wheels are retracted all wheels would be unlocked allowing the vehicle to move with a reduced wheel base.

Similarly, to extend the retracted wheels in this embodiment, several wheels would be locked, while the motors of the remaining wheels rotate in the forward direction, forcing the passive actuator to expand and push out the wheel. Once the wheels are pushed out, they would be locked in place while the remaining wheels are extended. Then all the wheels can be unlocked allowing the vehicle to move with the normal wheel base By using the above mentioned hight adjustments mechanism and wheel retraction mechanism in combination, a vehicle which utilizes these suspension modules would be able to travers a much wider range of environments. By adjusting both the hight and width of the vehicle to provide the better stability over different types of terrain and provides a means to access smaller spaces. In particular the wheel base of the vehicle can be reduced by retracting the wheels, and the height of the vehicle lowered, to access small spaces. It may also be used to improve the vehicles performance in open areas with a smooth road surface, by lowering the body of the vehicle to improve the dynamics of the vehicles body. 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.

Note that all of these features can be performed while the vehicle is in motion, with a low risk to the vehicle due to the inclusion of the raft 90. As the raft 90 ensures that the steering of the vehicle is not affected when the height of the wheels is adjusted, and/or a wheel is extended or retracted. Another benefit of the raft is the improvement to the vehicles steering. For the length of the control arms 10,20 are determined to give the vehicle a perfect, or rear perfect, Ackerman value, and because the raft 90 ensures that the movements of the control arms do not change the track/facing of the modules wheel, this Ackerman value not alter, or alter only slightly as the vehicle turns or makes adjustment to the module. It is also noted that in some embodiments the module can be adjusted as the vehicle is turning to change the wheel's position or facing to counteract the effects of slipping, such as understeering or oversteering, again due to the presence of the raft 90 such adjustments can be made as the vehicle is in motion without affecting its current facing.

Claims

Claims: 1. A suspension module for use in a wheeled vehicle suspension system, wherein the suspension module comprises: a wheel hub (70) for coupling to a wheel (71) a knuckle (80) coupled to the inboard side of the wheel hub (70); a pair of vertically parallel control arms, which may be displaced vertically, as such will comprise an upper control arm (20) and lower control arm (10), or horizontally, as such will comprise a left control arm and right control arm, wherein each control arm comprises an inboard end (11,21) and an outboard end (12,22); wherein the control arms (10,20) are parallel to each other, meaning that the ends of one of the control arms (10,20) remain equidistant from the corresponding end of the other control arm when the control arms (10,20) move; wherein the outboard end (12,22) of each of the control arms (10,20) is rotatably coupled to a pintle (60), and the inboard end (11,21) of each of the control arms (10,20) is configured to be rotatably coupled to the body of a vehicle (160); the pintle (60) comprises two end portions (61,62), an upper potion (61) and a lower portion (62), connected by ridged member, wherein the ridged member is configured to rotate around a central axis, and the end portions (61, 62) are configured to each rotate about an axis perpendicular to the central axis, allowing the pintle (60) to rotate both vertically, and horizontally; wherein the upper and lower control arms (10,20) are coupled to an upper portion (61) of the pintle (60) and a lower portion (62) of the pintle (60) respectively; or wherein the left control arm and right control arms are coupled to the upper portion (61) and lower potion (62) respectively, when the pintle (60) is positioned so that the central axis is horizontal instead of vertical; and wherein the pintle (60) rotating will allow the parallel control arms (10,20) to pivot vertically and horizontally relative to the knuckle (80); a raft (90) comprising a pair of cylinders with a hole through each cylinder, following the longitudinal axis of said cylinder; wherein the ridged member of the pintle (60) is rotatably coupled to a raft (90), by passing through the hole of one of the raft's cylinders, with the raft (90) rotatably coupled to the knuckle (80), via the other cylinder, allowing the pintle (60) and knuckle (80) to rotate independently of one another; and a first actuator (120) configured to rotate the control arms (10,20) vertically relative to the knuckle (80); wherein the first actuator (120) comprises an inboard end (121) and an outboard end (122), wherein the outboard end (122) is rotatably coupled to at least one of the control arms (10,20), and the inboard end (121) is configured to be rotatably coupled to the body of a vehicle (160); and a second actuator (130) that is configured to rotate the control arms (10,20) horizontally relative to the knuckle (80); the second actuator (130), comprising an inboard end (131) and the outboard end (132), wherein the outboard end (132) of the second actuator (130) is coupled to the control arms (10,20), and the inboard end (131) is configured to be coupled to the body of a vehicle (160); an onboard system for controlling the first and second actuators (120,130); and a motor coupled to the suspension module, wherein the motor is configured to actuate the wheel (71) of the suspension module.
2. The suspension module of claim 1, further comprising: The knuckle (80) being couple to a track rod (100) for steering the vehicle, the track rod (100) comprising an inboard end (101) and an outboard end (102), wherein the outboard end (102) of the track rod (100) is rotatably coupled to the knuckle (80) off centre, and is configured to pivot relative to the knuckle (80); and wherein the inboard end (101) of the track rod (100) is configured to be rotatably coupled to the body of the vehicle (160), via a steering mechanism; wherein the steering mechanism can push or pull the track rod (100) to steer the wheel hub (70); and wherein the track rod (100) is configured to rotate with the control arms (10,20), so that the track rod (160) remains parallel to the upper and lower control arms (10,20).
3. The suspension module of claim 1 or claim 2, further comprising a fie rod (110), the tie rod comprising an inboard end (111) and an outboard end (112); Wherein the outboard end (111) is rotatable coupled to the raft (90), via a support arm (91) extending from the raft (90), and wherein the inboard end (112) is rotatably coupled to the body of the vehicle (160); wherein the tie rod (110) is configured to rotate with the control arms (10,20), so that the track rod (110) remains parallel to the upper and lower control arms (10,20).
4. the suspension module of claim 2, wherein the steering mechanism comprises a relay arm (140).
5. The suspension module of claims 2 to 4, wherein the tracking rod (100) is coupled to the track rod (100) of an adjacent module, via any suitable means.
6. The suspension module of claim 4, wherein the track rods (100) of adjacent modules are coupled together using a relay link (150), wherein said relay link (150) is configured to be coupled to the body of a vehicle (160) via one or more relay arms (140).
7. The suspension module of any preceding claims, wherein the first actuator (120) or second actuator (130) comprises a resilient member.
8. the suspension module of any preceding claims, wherein the first actuator (120) comprises a spring actuator within the dampener (30) of the vehicle's suspension.
9. The suspension module of any preceding claims, wherein the second actuator (130) is a passive actuator.
10. The suspension module of claim 9, wherein the motor can be used to actuate the passive actuator by reversing the direction of the motor.
11. the suspension module of any preceding claims, wherein the onboard system comprises a hydraulic, pneumatic or electrical system; Wherein the system comprises one of a single system coupled to each module, or a plurality of systems with each system coupled to a single module, or select group of modules.
12. the suspension module of any preceding claims, wherein the control arms (10,20) comprise an upper control arm (20), and lower control arm (20); Wherein the upper control arm (20) includes an aperture, allowing the dampener (30) and/or first actuator (120) to pass through the upper control arm (20) between the ends of the upper control arm (20); and Wherein the lower control arm (10) includes one or more ports (14) positioned between the ends of the lower control arm (10), the ports (14) are configured so that the dampener (30) and or first actuator (120) can couple directly to the lower control arm (10) via the ports (14).
13. The suspension module of any preceding claims, further comprising one or more support rods, wherein each rod comprises an inboard and outboard end; Wherein the inboard end is rotatably coupled to the body of the vehicle (160), and the outboard end is rotatably coupled to the knuckle (80); wherein the each of the support rods are configured to rotate with the control arms (10,20), so that the support rods remain parallel to the upper and lower control arms (10,20).
14. The suspension module of any preceding claims, wherein the motor controlling the wheel (71) is an electric or hydraulic motor.
15. The suspension module of any preceding claims, wherein the motion of the control arms (10,20) is limited to either vertical rotations or horizontal rotations only, relative to the knuckle (80).
16. The suspension module of any preceding claims wherein the raft (90) is configured so that the hollow cylinders forming the raft (90) are not parallel to each other.
17. A method for using the modular suspension system of any preceding claim, wherein: An onboard system is used to actuate the first actuator (120) coupled to the suspension module; The first actuator (120) of all the vehicles modules can be expanded in order to raise the suspension by rotating the control arms (10,20) vertically upwards relative to the knuckle (80) and wheel hub (70); Alternatively, the first actuator (120) of all the vehicles modules can be compressed in order to lower the suspension by rotating the control arms (10,20) vertically downwards relative to the knuckle (80) and wheel hub (70), Wherein the first actuator (120) of a single module can be expanded to lower the heigh of the attached wheel (71), or the first actuator (120) of a single module can be retracted to raise the height of the attached wheel (71).
18. The method of claim 17, wherein all the suspension modules coupled to a single vehicle can be partially raised or lowered to provide a desired ground clearance.
19. A method for using the modular suspension system of any preceding claim, wherein: An onboard system is used to actuate the second actuator (130) coupled to the suspension module; the second actuator (130) can compress in order to rotate the control arms (10,20) horizontally relative to the knuckle (80), in order to retract the wheel hub (70) towards the body of the vehicle (160); alternatively, the second actuator (130) can expand to rotate the control arm (10,20) in the opposite direction to extend the wheel hub (70) away from the body of the vehicle (160)
20. The method of claim 19, wherein all the suspension modules coupled to a single vehicle can be retracted or extended at once.
21. the method of any preceding claims, wherein the onboard system can be used to actuate both the first actuator (120) and the second actuator (130), either individually or 10 simultaneously.
22. The method of any preceding claim, wherein the suspension modules coupled to a single vehicle can be actuated individually.
23. The method of any preceding claim, wherein the raft (90) allows the pintle (60) will pivot, relative to the knuckle (80), when the suspension module is being retracted or extended in order to retain the facing of the wheel as the control arms (10,20) rotate.
24. The method for using the modular suspension system of claims 2 to 15, further comprising using the track rod (100) to rotate the wheel hub (70) to steer the wheel, by pushing or pulling the track rod (100) using a steering mechanism.
25. The method of any preceding claims, wherein the track rod (100) will rotate in the same direction as the upper and lower control arms (10,20) when they are rotated by the first actuator (120) and/or second actuator (130).
26. A suspension system for a vehicle comprising a plurality of the suspension modules of any of the proceeding claims; Wherein each suspension module is removably coupled to the body of the vehicle (160), Wherein the wheel hub (70) of each module is removably coupled to a respective wheel (71); and Wherein each suspension module can be actuated individually or simultaneously with one or more other suspension modules.
27. The suspension system of claim 26, wherein the all the suspension modules coupled to a single vehicle can be partially raised or lowered to provide a desired ground clearance.
28. The suspension system of claim 27, wherein individual suspension modules can be lowered or raised to ensure the wheels (71) remain on the ground when traversing uneven terrain, such as bumps, ditches and slopes.
29. The suspension system of claim 26, wherein each suspension module can be actuated to retract it respective wheel into the body of the vehicle (160); Or to extend a retracted wheel away from the body of the vehicle (160).
30. The suspension of claim 29, wherein all suspension modules can be actuated to retract or extend all the wheels of the vehicle at once.
31. The suspension system of claims 29 and 30, wherein the second actuator (130) of each suspension module is a passive actuator; wherein to retract a chosen wheel or pair of wheels the other wheels of the vehicle are locked in place so that they cannot rotate; and the direction of rotation of the motor for the chosen wheel or pair of wheels is reversed, so that the motor can actuate the passive actuator to retract the wheels; alternatively, when the wheels are already retracted, the user can extend the wheels by locking the other wheels in place, and rotating the motors of the chosen wheels in the forward direction to expand the passive actuator.
32. The suspension system of any preceding claims, wherein each suspension module is capable of both raising and lowering to change the ground clearance of the vehicle, and capable of retracting and extending each respective wheel of the vehicle, by using the actuators (120, 130) in each suspension module to rotate the control arms (10,20) of each module vertically and horizontally respectively.
33. The suspension system of any preceding claims, wherein the suspension modules include a track rod (100); Wherein the tract rod (100) can be pushed or pulled to rotate the wheel hub (70) to steer the wheel (71) it is coupled to.
34. The suspension system of any preceding claims, wherein the suspension modules include a tie rod (110); Wherein the fie rod (110) can be pushed or pulled the raft (90), to prevent the raft (90), and the wheel hub (70) it is coupled to, from rotating, this prevents unwanted steering, allowing the wheel to keeps it facing when the control arms (10,20) move.35. the suspension system of any preceding claims, wherein the system further comprises one or more mountable support frames (230), for mounting the one or more suspension modules to the body of the vehicle (160).