GB2607129A

GB2607129A - Parallel linkage for retractable and height adjustable vehicle wheels

Info

Publication number: GB2607129A
Application number: GB2115892.8A
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: GB2607124B; GB2607124A; GB2607127A; GB2607128A; GB2607128B; GB2607127B; GB2607125A; GB2607126A; GB2607129B; GB2607125B; GB2607126B

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 these arms, to create a suspension wherein 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. Wherein the vertical rotations control the height of the wheel, and the horizontal rotations allow the wheels to be retractable.

Description

Parallel linkage for 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 in 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 US20110241310A1 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 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 U36164674A 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 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.

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) 30 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) 10 70-Wheel hub 71-wheel 80-Knuckle 81-Steering arm (knuckle) 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 (tie 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: Figure 1: depicts the basic concept of the parallel linkage showing a wheel hub attached to the chassis of a vehicle, via a pair of parallel control arms.

Figures 2-5: depicts an exploded view of parts used to form one embodiment of the invention, herein referred to as the exemplary embodiment, wherein: Figure 2: depicts an example wheel hub, knuckle and pintle; Figure 3: depicts a track rod for steering the wheel and the optional support rod, referred herein as a tie rod; Figure 4: depicts a pair of control arms and a pair of actuators; Figure 5: depicts a relay link and a pair of relay arms which can be used to steer the wheels of the vehicle; Figure 6: depicts the exemplary embodiment of the invention, wherein the pintle is on the outboard side and is positioned vertically; Figure 7: depicts the exemplary embodiment of the invention, wherein the pintle is on the inboard side and is positioned vertically; Figure 8: depicts the exemplary embodiment of the invention, wherein the pintle is on the inboard side and is positioned horizontally; Figure 9: depicts the exemplary embodiment of the invention, wherein the pintle is on the outboard side, and the pintle and control arms are positioned horizontally; Figure 10: depicts a complete pair of preferable suspension modules that use the disclosed parallel linkage as they would be when used on a vehicle; Figure 11: depicts the basic concept of how the control arms can be rotated vertically to adjust the height of a vehicle; Figure 12: depicts how the preferred embodiment of the invention from figure 10, carrying out the hight adjustment mechanism of figure 11; Figure 13: depicts the effect of the height adjustment mechanism of figure 11, on the height of an example vehicle; Figure 14: depicts the basic concept of how a wheel can be retracted by rotating the parallel control arms horizontally; Figure 15: depicts an aerial the preferred embodiment of figure 10 retracting a wheel using the mechanism from figure 14; Figure 16: depicts an isometric view of the exemplary embodiment of figure 6 retracting a wheel using the mechanism from figure 14, and also depicts how steering can be achieved using the track rod; Figure 17: depicts a how the wheel retracting mechanism can be used to reduce the overall wheel base of a vehicle; and Figure 18: depicts the pair of suspension modules using the preferred embodiment from figure 10, using the height lower mechanism of figure 11 and the wheel retraction mechanism from figure 14, simultaneously.

Figure 19: depicts an example frame that can be used to attach the discloses suspension module to the chassis of a vehicle.

Figure 20: depicts an example module (without a wheel hub and knuckle) attached to the example frame of figure 19.

Figure 21: depicts an example module (without a wheel hub and knuckle) attached to the example frame of figure 19, with the control arms in the lowered position (wherein the ride hight of the vehicle would be lowered).

Figure 22: depicts an example module (without a wheel hub and knuckle) attached to the example frame of figure 19, with the control arms in the raised position (wherein the ride height of the vehicle would be raised).

Figure 23: depicts an example module (without a wheel hub and knuckle) attached to the example frame of figure 19, with the control arms in the retracted position (wherein the attached wheel would be retracted towards the vehicle).

Figure 24: depicts how the example frame from figure 19 would be attached to the body/chassis of a 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 center, as this will mean the force applied to the knuckle via the steering arm will similarly be off center, 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.

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 center 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 center 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 center 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 fie rod 110: both the track rod 100 and fie 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 tie rod 110 is used to provide stability to the module, with the inboard end 112 of the tie rod 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. Like with the track rod 100 and control arm 10,20, the tie rod 110 would connect to the vehicle and the knuckle 80, 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 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 center 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 center 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 center 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 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

Figure 1 provides the general concept of the suspension module. The module comprises two parallel control arms 10,20, referred herein as the upper control arm 20 and the lower control arm 10, with the control arms, preferably, positioned with one arm disposed above the other, though it should be noted that the arms could be positioned horizontally as well, as shown in Figures 8 and 9. Each control arm comprises an inboard end 11, 21 and an outboard end 12, 22. Wherein the inboard ends 11, 12 are rotatably connected to the body of the vehicle and the outboard ends 12, 22 are rotatably connected to a wheel hub 70. This structure forms a parallelogram between the control arms 10,20 and achieves its various mechanical operations by moving and manipulating this parallelogram structure. In the various embodiments of the invention the control arms 10,20 are coupled together via a pintle 60 which can have a variety of designs. Wherein the pintle is rotatably coupled to either the inboard ends 11,21 or, preferably, the outboard ends 12,22 of both control arms 10,20 in a suitable manner to allow the control arms 10,20 to rotate both vertically and horizontally, relative to the vehicle. By having the control arms 10,20 connected together this way, the module ensures that both control arms 10,20 rotate together, ensuring that the control arms 10,20 remain parallel to one another regardless of their position. By doing so the vehicle, wheel hub 70, and control arms 10.20 create a parallelogram which can be manipulated by adjust the control arms10,20, as described below, in order to move the position of the vehicle or wheel, relative to one another, while providing stability to the vehicle's suspension regardless of the control arm's position.

The suspension module is then able to adjust the position and/or height of the wheel, which is fixedly, coupled to the wheel hub 70 by rotating the control arms 10,20 vertically or horizontally respectively, relative to the body of the vehicle 160. This can is achieved by using one or more actuators, preferably one to reduce the wight and complexity of the module, for each of vertical and horizontal movement attached to at least one of the control arms 10,20. Preferably using a pair of actuators 120,130 coupled to at least one control arms 10,20 between the inboard end 11,21 and outboard end 12,22 of said control arm(s). wherein one actuator, the first actuator 120 will control the vertical rotation, and the other actuator, the second actuator 130 will control the horizontal rotation.

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 of these directions by removing the redundant actuator. This may be particularly useful for an in-field repair where control connections have been damaged. The removed actuator can then be replaced with a rigid member or resilient member, in order to provide support to the suspension system and to provide shock absorption without a requirement for associated control functions.

Figures 2 to 5 provide depictions of various parts needed to form an exemplary embodiment of a suspension module capable of both wheel retraction and hight adjustment. These pieces include a wheel hub 70, which will be coupled to a wheel 71, and is also coupled to a knuckle 80 on the inboard side of the wheel hub 70 used to couple the other parts of the module to the wheel hub 70.

In the preferred embodiments the knuckle 80 is coupled to a pintle 60. Note that there are different possible designs for the pintle 60 other than the one show in this preferred, exemplary embodiment, shown in figure 2, for example in figures 7 and 8 the pintle is designed to be coupled to the inboard end of the suspension module, rather than the outboard end as depicted figure 6. The common across all of the examples, is that the pintle is able to rotate relative to the knuckle 80 and provides a means for the control arms 10,20 to rotate both vertically and horizontally, relative to the knuckle 80 and the body of the vehicle 160. In the exemplary embodiment the pintle 60 comprises two end portions 61,62 attached to a ridged member. The ridged member is rotatably coupled to the knuckle 80, allowing the entire pintle 60 to rotate horizontally. While each end portion 61,62 is rotatable coupled to the end of a respective one of the control arms 10,20, allowing the control arms 10,20 to pivot vertically relative to the pintle 60 and knuckle 80.

As depicted in figures 2 to 5, and the example modules in figures Sand 10, the invention requires two control arms 10,20, specifically an upper control arm 20 which couples to the upper end portion 61 of the pintle 60, and a lower control arm 10 which couples to the lower end portion 62 of the pintle 60. Note that the control arms 10, 20 may have different designs to the ones shown in the exemplary embodiments. The key features of the control arms 10,20 are that they each have an inboard and outboard end, wherein the inboard ends 11, 21, rotatable couple to the body of the vehicle 160, via any suitable means, and the outboard ends 21, 22 rotatably couple to the knuckle 80, via the pintle 60. As a result of the rotatable ends, the control arms 10,20 are capable of rotating both vertically and horizontally, allowing the system to manipulate the parallelogram formed by the control arms 10,20, the wheel hub 70 and the body of the vehicle 160, to adjust the position of the vehicles wheel as described in more detail below. Another key feature of the control arms 10,20 is that they remain parallel to one another during these rotations. In the case of the present invention the term parallel means that the end of the control arms 10,20 remains equidistant from the same end of the other control arm regardless of the control arms position, providing a stronger geometry for the suspension module regardless of the position of the control arms 10,20.

The module also includes a pair of actuators 120,130, like the spring actuators shown in figure 4. These actuators 120,130 will have one end 122,132 coupled to at least one of the control arms 10,20, preferably between the inboard and outboard ends 11,12,21,22 of said control arm(s). while the other end 121,131 of the actuators 123,130 is coupled to the body of the vehicle 160. With one actuator 130 controlling the horizontal rotation of control arms 10,20. While the other actuator 120 controls the vertical rotation of the control arms 10,20. It is noted that a spring actuator is preferable, that is to say an actuator comprising a resilient member, as such an actuator can provide some compliance to the suspension system, allowing the module to recoil from impacts, to provide impact deflection. These actuators 120,130 are controlled using a system onboard the vehicle, said system being one of a hydraulic, pneumatic or electrical system, wherein the system can be central (coupled to all modules), or couple to a single module or select group of modules. Note that the hydraulic system is the least preferable as it will require a reservoir with the vehicle. These systems can also be used to change the set point of the spring actuators, in turn adjusting the compliance to a desired level.

Additionally, the suspension module may include one or more additional rods, such as the track rod 100 and tie rod 110 depicted in figure 3, comprising a rigid member which includes an inboard and outboard end 101,111,102,112, rotatably coupled to the body of the vehicle 160 and the wheel hub 70 respectively, and positioned parallel to the control arms 10,20. The purpose of these rods is to provide additional support to the suspension module, and to prevent rotation of the module around a global X-axis. The global X-axis is defined as the axis the wheel rotates around when the vehicle is in motion. Note that the rotatable ends of these rods allow the rods to remain parallel to the control arms 10,20 as they rotate. Which ensures that the rods do not interfere with the motion of the control arms 10,20, while also ensuring the rods do not bend or break when the wheels are adjusted and/or retracted. In some embodiments these additional rods may take the form of a second pair of control arms, where the parallelogram formed by the second pair of control arms is perpendicular to the parallelogram formed by the upper and lower control arms 10,20.

Note that the knuckle 80 may include a steering arm 81 which extends from the knuckle and is rotatably coupled to the outboard end 102 of a track rod 100. The track rod 100 has an inboard and outboard end 101, 102, wherein the outboard end 120 is rotatably coupled to the steering arm 81, and the inboard end 101 is rotatably coupled to a steering mechanism, in the case of the preferred embodiment this steering mechanism is a relay arms 140, depicted in figure 5, coupled to the body of the vehicle 160. These relay arms 140 provide steering by pulling and pushing the track rod 100 which in turns rotates the wheel hub 70 to steer the wheel. Note that there are other steering mechanisms that could be attached to the track rod 100, such as the steering racks shown in figures 7 to 9.

As previously stated, figures 7 and 8 show alternative embodiments for the present invention, wherein the pintle 60 is rotatably coupled to the inboard ends 11,21 of the control arms 10,20 instead outboard ends 12,22, note that in these examples the arms are placed in the opposite direction compared to the other embodiments, meaning the ends of the control arms,10,20 that would normally be the inboard ends are now on the outboard side, and vice versa. As the pintle 60 provides both horizontal and vertical rotation, it is possible to have the orientation of the pintle (i.e., the direction between the end portions 61,62 of the pintle 60) be either vertical or horizontal as shown in figures 7 and 8 respectively. Note that in figure 8, wherein the pintle 60 is horizontal, the control arms 10,20 are positioned to be next to one another, instead of one on top of the other as described before. In these arrangements the mechanism for moving the control arms 10,20 via the pintle 60 is still the same regardless of the orientation of the pintle 60, the key features are that the control arms 10,20 are capable of rotating vertically and horizontally, and that during these rotations, or movements, the control arms 10,20 remain parallel to one another throughout. Figure 9 provides a further example wherein the pintle 60 is on the outboard end of the control arms 10,20 and is positioned horizontally as described above.

Figure 10 depicts an example of a pair of suspension modules 220 as they would be arranged on a vehicle, including the wheels, and the steering mechanisms that would join the optional track rods 100 of the modules together, in this case a relay link as depicted in figures 5 and 6. In this embodiment the first actuator 120 is a spring actuator within the suspension's dampener 30, additionally the upper control arm 20 comprises a space so that the dampener 30 can be placed within the centre of the control arm 20. This reduces the number of parts need for the suspension and reduces the volume required for each suspension module.

Figures 11 and 12 depicts the mechanism used to adjust the height of the wheels. Wherein figure 11 shows the basic concept and figure 12 shows how this concept would be achieved using the preferred embodiment of the module from figure 10. This mechanism is achieved by expanding and compressing the first actuator 120, as note that in the preferred embodiment, illustrated in figure 12, this function is controlled by the dampener 30 that comprises a housing capable of extending and contracting, containing a dampener and a spring actuator, such as an air spring. The centre diagram shows the suspension system in it 'normal' operational state. The diagram on the left shows the mechanism when the vehicle has been lowered, this state is achieved when the first actuator 120 has been compressed. This causes the control arms 10,20 to pivot downwards relative to the knuckle 80 and wheel 71, and thus lowers the height of the suspension, which in turn would lower the height of the vehicle. In contrast the diagram on the right shows the mechanism when the vehicle has been raised. This is achieved when the first actuator 120 has been expanded. Which causes the control arms 10,20 to pivot upwards relative to the knuckle 80 and wheel 71, which raises the body of the vehicle.

It should be noted that in the preferred embodiment, wherein the dampener 30 of the suspension module is acting as the first actuator 120, the dampener can be actuated using either hydraulic, electrical or pneumatic system, and will provide the suspension module with addition shock absorption regardless of what height the vehicle is adjusted to.

Note that in all three diagrams in these figures, as previously stated, the pair of control arms 10,20 remain parallel to each other at all times, 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 as the control arms 10,20 do not limit each others movements. Additionally, though not depicted, it is noted that the track rod 100 and any supporting rods 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 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 also shows the effect that the mechanism would have on the body of a vehicle 160, namely to adjust the height of the vehicle as explained above. 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 rough but flat terrain, the body of the vehicle 160 could be lowered to reduce impact on the vehicle's occupants, and may also be lowered 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 160 to avoid making contact with the ground or other obstacles. The user could also raise the vehicle to allow the occupants to see over obstacles in their path, such as wall and other vehicles. And may also lower vehicle to reduce the vehicle's profile to improve the vehicle's aerodynamics to improve its speed, this would also reduce the target profile of the vehicle in a combat scenario.

Figure 14 shows the basic concept of how the second actuator 130, is used to retract and extend the wheel hub 70. Figure 15 shows how this concept is achieved in the exemplary embodiment. As previously stated, the second actuator 130 is positioned so that one end is attached to at least one of the control arms 10,20, in this case the lower control arm 10, and the other end is attached to the body of the vehicle 160. When the second actuator 130 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 160, as the relative angle between the control arms 10,20 and the axis along the centre of the vehicle, in the direction the vehicle is facing, is reduced. Note also that any supporting rods, track rods 100, and the upper control arm 20 will also rotate in the same direct as the lower control arm 10. In Figure 15 this is shown by depicting the position of the track rod 100 relative to the lower control arm 10. This ensuring that the rods and control arms 10,20 remain parallel to one another in order to help support the weight of the vehicle and ensure that they do not restrict the movement of the lower control arm 10. Once retracted the user can again actuate the second actuator 130, this time to make the second actuator 130 expand and return the wheel 71 and suspension module back to its normal operating position.

Figure 16 shows the wheel retracting mechanism for the exemplary embodiment, showing the positions of the axes of rotation necessary to have the control arms 10,20, support rod 101 and track rod 100 rotate together, in order to remain parallel to the lower control arm 10. Specifically, the control arms 10,20 are rotated via the pintle 60, while the rods rotate about their respective outboard ends 102,112 which are rotatably coupled to the wheel hub 70.

Figure 11 also shows how steering can be achieved for the suspension module, and shows how steering would still be possible for the wheel after it had been retracted. The steering is achieved using the relay arms 140, which are connected to the track rods 100 of the suspension module. When the vehicle turns, the relay arms 140 will rotate, in turn pushing or pulling the track rod 100, in the preferred embodiment the relay arm 140 and track rod 100 are connected by a relay link 15, and by pushing and pulling the relay link 150 the relay arm can push or pull the track rod 100, in the necessary direction to turn the wheel hub 70 and wheel 71. Due to the ends of the track rod 100 being rotatably coupled to the wheel hub 70 and relay link 150, this mechanism still works even after the track rod 100 has rotated, when the wheels have retracted or the height of the vehicle has been adjusted.

Figure 17 shows an example of a vehicle using the disclosed suspension modules on each of its wheels, and shows how the wheels can be retracted as a pair or all at once. The figure showing how the suspension modules on all four wheels are rotated horizontally relative to the vehicle. By using this mechanism described above, the wheel base of the vehicle is reduced allowing the vehicle to move through narrower passages. 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 having a narrower wheel base the vehicle may be able to fit into buildings, shipping containers or train carts that the vehicle would overwise have been too wide for.

Figure 18 again shows the retraction of the wheels using the mechanism from figures 14 and 15. This time the diagram shows a complete pair of suspension modules 220, using the preferred embodiment of the suspension module, in both the normal operational position and in the retracted position. Note also the in this example the height of the modules has been reduced, this depicts how the height adjustment and wheel retracting mechanisms could be used simultaneously. As can be seen from the diagram all the features of the suspension module, except the wheel hub 70 and relay link 150, rotates relative to the knuckle 80 in the same direction as the lower control arm 10. This ensures that all the parallel components remain parallel to each other and ensures 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 30 and track rod 100 are not put under additional strain when the wheels retract. It should also be noted that in the preferred embodiment the upper control arm 20 includes an aperture to allow the dampener 30 to be passed through the centre of the upper control arm 20, which further helps to reduce the space required for the wheel to retract into, thus allowing the vehicle to maximise the space within the vehicle for the passengers and/or cargo. This mechanism may also be used to adjust each pair of wheels separately, so that each wheel is on a different parallel path, to help prevent the wheels getting stuck when traveling over loose terrain, such as snow or mud.

Figure 19 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 24.

Figures 20 through 23 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. 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 passive actuator would be compressed by locking some of the vehicle's wheels in place, meaning those wheels would no longer rotate, and would stop the vehicle from moving. Then motors drive the unlocked wheels, rotating them 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 the other wheels are similarly retracted, once all the wheels are retracted, all the 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, using the same method.

By using the above mentioned hight adjustments and wheel retraction 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 best stability over different types of terrain and provides a means to access smaller spaces, as previously described. These adjustments may also allow the vehicle to adjust it dynamics in open areas to provide more speed, without the need to increase the vehicles power output. It is noted that a vehicle would preferably uses the disclosed modules for each wheel attached to the vehicle, and though the depicted examples only show four wheeled vehicles, this same process could apply to vehicles with any number of pairs of wheels. By using such modules on all the wheels of the vehicle, the vehicle will be able to get the maximum benefits of the modules as described above and would therefore be able to traverse the widest range of terrain. Note that in a system with more than four wheels, the intermediate wheels may be raised, and may also be retracted, to reduce the vehicles overall friction.

Claims

Claims: 1. A suspension module for use in a wheeled vehicle, the module comprising a parallel linkage system, wherein the suspension module comprises: a knuckle (80) coupled to a wheel hub (70); a pair of vertically displaced control arms, an upper control arm (20) and lower control arm (10), 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 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 rotatable coupled to the knuckle (80) and the inboard end (11,21) of each arm is configured to be coupled to the body of a vehicle (160); wherein the control arms (10,20) are coupled together via a pintle (60), the pintle (60) being rotatably coupled to either both inboard ends (11,12) or both outboard ends (12,22) of the control arms (10,20); the pintle (60) comprises two end portions (61,62) connected by a shaft, the shaft 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) and to control arms (10,20) to rotate both vertically, and horizontally; a first actuator (120), wherein one end the first actuator (120) is coupled to at least one of the upper and lower control arms (10,20), and the other end is configured to be coupled to the body of a vehicle (160); and wherein the first actuator (120) is configured to rotate the control arms (10,20) vertically relative to the knuckle (80); a second actuator (130), wherein one end of the second actuator (130) is coupled to at least one of the upper and lower control arms (10,20), and the other end is configured to be coupled to the body of a vehicle (160); wherein the second actuator (130) is configured to rotate the upper and lower control arms (10,20) horizontally relative to the knuckle (80); and a motor coupled to the suspension module, wherein the motor is configured to actuate the first and second actuators (120, 130) of the suspension module.
2. The suspension module of claim 1, wherein the pair of parallel control arms (10,20) are instead horizontally displaced from one another, and therefore comprises a left control arm and a right control arm; Wherein the pintle (60) is rotated so that the central axis of the pintle is horizontal instead of vertical.
3. The suspension module of claim 1 or claim 2, further comprising: The knuckle (80) being couple to a track rod (100) for steering the wheel, wherein the track rod (100) comprises an inboard end (101) and an outboard end (102), wherein the inboard end (101) of the track rod (100) is coupled to the knuckle (80) and is configured to pivot relative to the knuckle (80); and wherein the outboard end (102) of the track rod (100) is configured to be coupled to a relay arm (140), via any suitable means; wherein the relay arm (140) 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 (100) remains parallel to the upper and lower control arms (10,20).
4. The suspension module of claim 3, wherein the track rod (100) is coupled to the track rod (100) of an adjacent module, via any suitable means.
5. The suspension module of any preceding claims, further comprising one or more support rods (110), wherein each rod comprises an inboard (111) and outboard end (112); Wherein the inboard end (111) is rotatably coupled to the body of the vehicle (160), and the outboard end (112) is rotatably coupled to the knuckle (80); wherein the each of the support rods (110) are configured to rotate with the control arms (10,20), so that the support rods (110) remain parallel to the upper and lower control arms (10,20).
6. The suspension module of any preceding claims, wherein the first actuator (120) is a shock absorber.
7. the suspension module of any preceding claims, wherein the second actuator (130) is an actuator within a dampener unit (30).
8. The suspension module of any preceding claims, wherein the second actuator (130) is a passive actuator.
9. The suspension module of claim 9, wherein the motor can be used to actuate the passive actuator by reversing the direction of the motor.
10. The suspension module of any preceding claims, wherein the motor is an electric motor.
11. 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), by replacing either the first or second actuator (120, 130) with a rigid member.
12. A method for using the modular suspension system of any preceding claim, wherein: A motor is used to actuate the first actuator (120) and second actuator (130) coupled to the suspension module; The first actuator (120) 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) can be compressed in order to lower the suspension by rotating the control arms (10,20) vertically downwards relative to the knuckle (80).
13. The method of claim 12, wherein all the suspension modules coupled to a single vehicle can be partially raised or lowered to provide a desired ground clearance.
14. A method for using the modular suspension system of any preceding claim, wherein: A motor is used to actuate the first actuator (120) and 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 arms (10,20) in the opposite direction to extend the wheel hub (70) away from the body of the vehicle (160)
15. The method of claim 14, wherein all the suspension modules coupled to a single vehicle can be retracted or extended at once.
16. The method of any preceding claim, wherein the suspension modules coupled to a single vehicle can be actuated individually.
17. The method for using the modular suspension system of claims 3 to 11, 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 and/or second actuator (120, 130).
18. A suspension system for a vehicle comprising a two or more 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; and Wherein each suspension module can be actuated individually or simultaneously with one or more other suspension modules.
19. The suspension system of claim 18, wherein the all the suspension modules coupled to a single vehicle can be partially raised or lowered to provide a desired ground clearance.
20. The suspension system of claim 19, wherein individual suspension modules can be lowered or raised to ensure the wheels remain on the ground when traversing uneven terrain, such as bumps, ditches and slopes.
21. The suspension system of claim 17, wherein each suspension module can be actuated to retract its respective wheel into the body of the vehicle (160); Or to extend a retracted wheel away from the body of the vehicle (160).
22. The suspension of claim 21, wherein all suspension modules can be actuated to retract or extend all the wheels of the vehicle at once.
23. The suspension system of claim 21, 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 rotating; 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.
24. 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.25. 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).