GB2609251A

GB2609251A - Roll cage and mounting mechanism

Info

Publication number: GB2609251A
Application number: GB2110771.9A
Authority: GB
Inventors: Williams Luke; Siddall Jeremy; Robinson Hugo
Original assignee: Jaguar Land Rover Ltd
Current assignee: Jaguar Land Rover Ltd
Priority date: 2021-07-27
Filing date: 2021-07-27
Publication date: 2023-02-01
Also published as: GB202110771D0; WO2023006813A1

Abstract

A roll cage mounting mechanism 10 for a vehicle (100, figure 1), the mounting mechanism comprising a chassis interfacing part 20, a roll cage interfacing part 30, and a clevis pin 40. The chassis interfacing part has: a portion 22 configured to fasten to a chassis of the vehicle at a vehicle suspension turret 210, and a portion shaped as a first clevis 24. The roll cage interfacing part has: a portion 32 configured to fasten to a roll cage 300 (figure 4), and a portion shaped as a second clevis 34. The clevis pin is configured to: engage both the first clevis and the second clevis; and couple the roll cage to the vehicle suspension turret. The clevis pin may also couple the first and second clevises to a damper and/or spring unit 400 of a suspension system. A roll cage dimensioned according to a body of a vehicle is also disclosed, wherein the roll cage comprises a clevis positioned to enable engagement with a clevis pin of a clevis joint fastening a damper and/or spring unit of the vehicle to a suspension turret when the roll cage is installed.

Description

ROLL CAGE AND MOUNTING MECHANISM

TECHNICAL FIELD

The present disclosure relates to a roll cage and a mounting mechanism for the roll cage. In particular, but not exclusively it relates to a roll cage which mounts to a chassis of a vehicle at a vehicle suspension turret and a mounting mechanism to enable this.

BACKGROUND

Vehicles used in motor sports often comprise a roll cage to improve protection of the driver and passengers.

SUMMARY OF THE INVENTION

Aspects and embodiments of the invention provide a roll cage mounting mechanism, and vehicle comprising the roll cage mounting mechanism, and a roll cage, and vehicle comprising the roll cage, as claimed in the appended claims.

According to an aspect of the invention there is provided a roll cage mounting mechanism for a vehicle. The roll cage mounting mechanism comprises a chassis interfacing part, a roll cage interfacing part, and a clevis pin. The chassis interfacing part has: a portion configured to fasten to a chassis of the vehicle at a vehicle suspension turret, and a portion shaped as a first clevis. The roll cage interfacing part has: a portion configured to fasten to a roll cage, and a portion shaped as a second clevis. The clevis pin is configured to: engage both the first clevis and the second clevis, and couple the roll cage to the vehicle suspension turret.

Optionally, the clevis pin may be configured to couple the first and second devises to a damper and/or spring unit of a suspension system of the vehicle.

This provides the advantages that (1) as a versatile mounting point for the damper and/or spring unit, the damper and/or spring unit can be easily replaced, even with non-equivalent parts; and (2) load exerted via the damper and/or spring unit is distributed through the chassis (particularly the suspension turret) and the roll cage, thus providing a more robust mounting for the damper and/or spring unit.

Optionally, the portion of the chassis interfacing part configured to fasten to the chassis of the vehicle at a vehicle suspension turret may comprise a mating surface configured to conform to a surface of the vehicle suspension turret including circumscribing an aperture through which a head of the damper and/or spring unit can protrude.

This provides the advantage that access to a head of the damper and/or spring unit is improved allowing for (1) an external fluid reservoir connection pipe to connect directly to the damper and/or spring unit without passing through a separate aperture in the chassis, reducing the chance of damage, rubbing and wear on the pipe; and (2) easier manipulation of adjusters for adjusting the damping characteristics of the damper unit.

Optionally, a distance between prongs of the second clevis may be less than a distance between prongs of the first clevis so that the second clevis can be received within the first clevis.

According to an aspect of the invention there is provided a vehicle comprising a roll cage mounted to the vehicle by the roll cage mounting mechanism. The chassis interfacing part is fastened to the chassis at the vehicle suspension turret and the roll cage interfacing part is fastened to the roll cage.

According to an aspect of the invention there is provided a roll cage dimensioned according to a body of a vehicle. The roll cage comprises a clevis positioned to enable engagement with a clevis pin of a clevis joint fastening a damper and/or spring unit of a suspension system of the vehicle to a suspension turret of the vehicle when the roll cage is installed in the vehicle.

Optionally, the clevis may be positioned to enable engagement with a clevis pin of a clevis joint fastening a damper and/or spring unit of a rear suspension system of the vehicle to a rear suspension turret of the vehicle when the roll cage is installed in the vehicle.

Optionally, the clevis may be positioned by a location of a mounting bracket on the roll cage to which it is fastened.

Optionally, the mounting bracket may be supported by at least one rear stay of the roll cage.

Optionally, the mounting bracket is supported by bracing between same-side rear stays of the roll cage.

Optionally, the roll cage may comprise a further clevis positioned to enable engagement with a clevis pin of a clevis joint fastening a damper and/or spring unit of the rear suspension system of the vehicle to a second rear suspension turret of the vehicle.

According to an aspect of the invention there is provided a vehicle comprising the roll cage.

The clevis engages the clevis pin of the clevis joint fastening the damper and/or spring unit of the suspension system of the vehicle to the suspension turret of the vehicle.

Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and/or features of any embodiment can be combined in any way and/or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and/or incorporate any feature of any other claim although not originally claimed in that manner.

BRIEF DESCRIPTION OF THE DRAWINGS

One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which: FIG 1 depicts an example of a vehicle; FIG 2 depicts an example of a roll cage mounting mechanism; FIG 3A depicts another example of a roll cage mounting mechanism; FIG 3B depicts an example of a head of a damper and/or spring unit; and FIG 4 depicts an example of a roll cage.

DETAILED DESCRIPTION

FIG 1 illustrates an example of a vehicle 100 in which embodiments of the invention can be implemented. In some, but not necessarily all examples, the vehicle 100 is a passenger vehicle, also referred to as a passenger car or as an automobile. In other examples, embodiments of the invention can be implemented for other applications, such as commercial vehicles.

FIG 1 is a front perspective view and illustrates a longitudinal x-axis between the front and rear of the vehicle 100 representing a centreline, an orthogonal lateral y-axis between left and right lateral sides of the vehicle 100, and a vertical z-axis. A forward direction typically faced by a driver's seat is in the positive x-direction; rearward is -x. A rightward direction as seen from the driver's seat is in the positive y-direction; leftward is -y. These are a first lateral direction and a second lateral direction.

The vehicle 100 can comprise any appropriate torque source for delivering tractive torque to vehicle wheels. For example, the vehicle 100 can comprise an electric traction motor. Additionally, or alternatively, the vehicle 100 can comprise an internal combustion engine. The vehicle 100 may be an electric vehicle, a hybrid electric vehicle, an internal combustion engine vehicle, or similar.

The vehicle 100 comprises a roll cage 300 as described herein. The roll cage 300 may be fastened to the vehicle 100 via a roll cage mounting mechanism 10 as described herein. Reference to front and rear, left and right, and vertical positions made in respect of the roll cage 300 or roll cage mounting mechanism 10 are to be understood as if they were installed in the vehicle 100 and according to above established coordinate system.

FIG 2 depicts a roll cage mounting mechanism 10 for a vehicle 100. The roll cage mounting mechanism 10 is a means for mounting a roll cage 300 to a vehicle 100, specifically to a chassis 200 of the vehicle 100; however, it is to be appreciated that the herein described roll cage mounting mechanism 10 may not be the sole means by which the roll cage 300 is mounted or fastened to the chassis 200 or vehicle 100 more generally.

The roll cage mounting mechanism 10 comprises a chassis interfacing part 20 and a roll cage interfacing part 30 which form a revolute joint, that is a one-degree-of-freedom kinematic pair.

Relative motion between the chassis interfacing part 20 and roll cage interfacing part 30 is constrained to relative rotation about a single axis. All translations as well as rotations about any other axis are prevented.

The implementation of this revolute joint will now be explained.

The chassis interfacing part 20 comprises a first portion 22 configured to fasten to the chassis 200 of the vehicle 100 at a vehicle suspension turret 210. The vehicle suspension turret 210 is a part of the chassis 200. The vehicle suspension turret 210 is the part of the chassis 200 to which a damper and/or spring unit 400 is mounted. The vehicle suspension turret can in some examples, and as depicted, comprise an aperture 212 through which at least part of the damper and/or spring unit 400 (depicted in FIGS 3A and 3B) of the vehicle's suspension system can protrude. The first portion 22 of the chassis interfacing part 20 can comprise a mating surface configured to conform to a surface of the vehicle suspension turret 210, including circumscribing the aperture 212 through which at least part of the damper and/or spring unit 400 can protrude. The first portion 22 of the chassis interfacing part 20 can comprise one or more aligning holes, at least some of which are configured to receive bolts or other suitable fasteners for fastening the chassis interfacing part 20 to the vehicle suspension turret 210. The one or more aligning holes conform to the distribution of existing mounting points on the vehicle suspension turret 210, for example those which may be used to mount a damper and/or spring unit of the type which presses up against the underside of the turret 210.

The chassis interfacing part 20 also comprises a second portion 24 shaped as a first clevis, hereinafter referenced as the first clevis 24. A clevis comprises a cooperating pair of parallel or substantially parallel prongs having coaxial apertures therethrough. The first clevis 24 comprises a first prong 26-1 with an aperture 28-1 therethrough and a second prong 26-2 with an aperture (obscured in the FIGS) therethrough.

The roll cage interfacing part 30 comprises a first portion 32 configured to fasten to the roll cage 300. It may, for example, be configured to fasten to a mounting bracket 376L,R welded (or otherwise suitably permanently fastened) to the roll cage's frame or it may be configured to fasten directly to the roll cage's frame itself. The roll cage's frame comprising such members as, for example, a rear hoop 310, left and right longitudinal hoops 320L,R, a dash bar 330, roof bar 340, rear stays 360L,R, 370L,R, 380L,R, etc. is depicted in FIG 4 and described in relation to that FIGURE. In examples in which the first portion 32 is configured to fasten to a mounting bracket 376L,R, it may comprise a flat mating surface and in examples in which the first portion 32 is configured to fasten directly to the roll cage's frame, it may comprise a curved mating surface to conform to the tubular members of the roll cage's frame.

The roll cage interfacing part 30 also comprises a second portion 34 shaped as a second clevis, hereinafter referenced as the second clevis 34. The second clevis 34 comprises a first prong 36-1 with an aperture (obscured in the FIGS) therethrough and a second prong 36-2 with an aperture 38-2 therethrough.

In some examples, the distance between the prongs 36-1, 36-2 of second clevis 34 may be less than the distance between the prongs 26-1, 26-2 of the first clevis 24 so that second clevis 34 can be received within first clevis 24, as depicted.

The roll cage mounting mechanism 10 comprises a clevis pin 40 configured to engage both the first clevis 24 and the second clevis 34 and to couple the roll cage 300 to the vehicle suspension turret 210.

The combination of the chassis interfacing part 20, roll cage interfacing part 30, and clevis pin 40, assembled so that the clevis pin 40 engages both the first clevis 24 and the second clevis 34 through the apertures in both prongs of both devises 24, 34 form a revolute joint and enables the roll cage 300 to be coupled to the vehicle 100, specifically to the chassis 200, more specifically to the vehicle suspension turret 210.

A securing means 42 can be used to retain the clevis pin through both sets of apertures in the prongs of the devises 24, 34 so as to maintain the integrity of the revolute joint. If the clevis pin 40 comprises a thread, the securing means may be one or more nuts as depicted in FIG 3A. The securing means 42 is not depicted in FIG 2 so as to avoid obscurafion of certain other depicted features but it is none the less to be understood that a securing means 42 such as a nut may be used in conjunction with examples hereinbefore described.

FIG 2 depicts a two-way coupling between the roll cage 300 and chassis 200. In some examples, the roll cage mounting mechanism 10 can provide a three-way coupling between the roll cage 300, chassis 200, and a vehicle's suspension system, specifically a damper and/or spring unit 400 thereof. This is depicted in FIG 3A. FIG 3B depicts details of the damper and/or spring unit 400 which may not be immediately apparent from FIG 3A.

In some examples, including that which is depicted in FIG 3A, the clevis pin 40 is configured to couple the first and second devises 24, 34 to the damper and/or spring unit 400 of a suspension system of the vehicle 100. This coupling accordingly acts as a versatile mounting point for the damper and/or spring unit 400 such that the damper and/or spring unit 400 can be easily replaced, even with non-equivalent parts. Additionally, load exerted via the damper and/or spring unit 400 is distributed through the chassis 200 (particularly the suspension turret 210) and the roll cage 300, thus providing a robust mounting for the damper and/or spring unit 400.

As depicted in FIG 3A, at least part of the damper and/or spring unit 400, including its head 410 can protrude through the aperture 212 in the suspension turret 210 and, where the first portion 22 of the chassis interfacing part 20 circumscribes this aperture 212, through the resultant aperture in the chassis interfacing part 20 too. The damper and/or spring unit 400 can be mounted to the suspension turret 210 via the clevis pin 40 and the chassis interfacing part 20 which fastens to the suspension turret 210.

By providing a mounting point for the damper and/or spring unit 400 via its head 410, which protrudes through the aperture 212 in the suspension turret 210 and thus into the vehicle's cabin, access to the head 410 is improved. There is greater access from the cabin as compared to from inside the turret 210 and wheel arch. This allows for an external fluid reservoir connection pipe to connect directly to the damper and/or spring unit 400 without passing through the chassis 200. As a result, the chance of damage, rubbing and wear on the pipe is reduced. Furthermore, access from the cabin provides for easier manipulation of adjusters for adjusting the damping characteristics of the damper unit.

As depicted in FIG 33, the head 410 of the damper and/or spring unit 400 comprises an eyelet 412 which receives a bushing 414 which in turn receives the clevis pin 40. In some examples the bushing 414 may be configured to damp energy transmitted therethrough. In other examples it may provide a bearing surface. The head 410 may be sized to be received between the prongs 26-1, 26-2 of the first clevis 24 and between the prongs 36-1, 36-2 of the second clevis 34. Accordingly, the head 410 functions as a tang in a clevis joint. A clevis joint is a revolute joint comprising a clevis, clevis pin, and tang with the clevis and tang being relatively rotatable about the axis of the clevis pin.

FIG 4 depicts an example roll cage 300 for installation in a vehicle 100.

The roll cage 300, in this example, is dimensioned according to a body of a vehicle 100. For example, the roll cage 300 can be dimensioned to facilitate installation within a cabin of the vehicle 100, substantially spanning this space.

The roll cage 300 comprises a clevis 34 positioned so that when the roll cage 300 is installed in the vehicle 100 engagement of the clevis 34 with a clevis pin 40 of a clevis joint which fastens a damper and/or spring unit 400 of a suspension system of the vehicle 100 to a suspension turret 210 of the vehicle 100 is enabled.

The clevis 34 can comprise the second clevis 34 described in relation to FIGS 2 and 3A above.

The clevis joint fastening the damper and/or spring unit 400 to the suspension turret 210 can comprise the chassis interfacing part 20, clevis pin 40, and head 410 of the damper and/or spring unit 400 described in relation to FIGS 2 and 3A above.

In some examples, the suspension turret 210 to which the clevis joint is fastened is a rear suspension turret. Therefore, the clevis 34 is positioned so that when the roll cage 300 is installed in the vehicle 100 the clevis 34 can engage with a clevis pin 40 of a clevis joint which fastens a damper and/or spring unit 400 of a rear suspension system of the vehicle 100 to a rear suspension turret 210 of the vehicle 100.

In some examples, the clevis 34 is positioned by the location of a mounting bracket 376L,R to which it is fastened.

The mounting bracket 376L,R can be supported a rear stay 360L,R, 370L, R, 380L, R. In some examples, it will be supported by the lower of the rear stays 380L,R.

The mounting bracket 376L,R can be supported by bracing 372L,R, 374L,R between same-side rear stays. In some examples, it will be supported by bracing 372L,R, 374L,R between the lower of the rear stays 380L,R and the next most elevated rear stay 370L,R.

The clevis 34 may be a portion of the roll cage interfacing part 30 described in relation to FIGS 2 and 3A above and thus fastened to the mounting bracket 376L,R via a first portion 32 of that part 30.

In other examples, the clevis 34, or if a portion of the roll cage interfacing part 30, the first portion 32 of that part 30, is positioned by fastening it directly to either a rear stay 360L,R, 370L,R, 380L,R or the bracing 372L,R, 374L,R between same-side rear stays In some examples, it will be fastened directly to the lower of the rear stays 380L,R.

In some examples, the clevis 34 is positioned to enable engagement with a clevis pin 40 of a clevis joint which fastens a damper and/or spring unit 400 on a rightward lateral side of a suspension system of the vehicle 100 (including but not limited to a rear one) to a suspension turret 210 on the rightward lateral side of the vehicle 100 (including but not limited to a rear one), and the roll cage 300 comprises a further clevis 50 which is positioned to enable engagement with a clevis pin of a clevis joint which fastens a damper and/or spring unit on a leftward lateral side of a suspension system of the vehicle 100 (including but not limited to a rear one) to a suspension turret on the leftward lateral side of the vehicle 100 (including but not limited to a rear one).

The further clevis 50 can be of a duplicate or mirrored design as the clevis 34 and can be positioned in the same manner as described in relation to clevis 34 above.

In some examples the roll cage 300 is configured to mount to vehicle 100 at multiple locations in addition to via the devises 34 and 50. For example, the roll cage 300 can comprise sets of front feet 322L,R, mid feet 312L,R, and rear feet 362L,R, which are, in some examples, respectively positioned to enable fastening at the vehicle's A-pillar, B-pillar, and C-pillar. The feet provide suitable mating surfaces.

As depicted in FIG 4, a rear hoop 310 can extend between the mid feet 312L, 312R.

On a leftward lateral side of the roll cage 300, a first longitudinal hoop 320L can extend between a front foot 322L and the rear hoop 310.

Door bars 350L-1, 350L-2 can provide bracing in the space between the first longitudinal hoop 320L and the rear hoop 310.

A junction between the first longitudinal hoop 320L and the rear hoop 310 is formed further from the mid foot 312L than junctions between the door bars 350L-1, 350L-2 and the rear hoop 310.

In some examples, there are three rear stays on the leftward lateral side.

An upper one of three rear stays on the leftward lateral side, hereinafter referenced as the left upper rear stay 360L, extends between the rear hoop 310 and a rear foot 362L. In some examples the left upper rear stay 360L forms a junction with rear hoop 310 opposing the junction formed between the first longitudinal hoop 320L and the rear hoop 310 to provide a three-way intersection 314L in the roll cage's frame.

A middle one of the three rear stays on the leftward lateral side, hereinafter referenced as the left mid rear stay 370L, extends between the rear hoop 310 and the left upper rear stay 360L, forming a junction with the left upper rear stay 360L just above the rear foot 362L. In some examples the left mid rear stay 370L forms a junction with rear hoop 310 opposing the junction formed between one of the door bars 350L-1 and the rear hoop 310 to provide a three-way intersection 316L in the roll cage's frame.

A lower one of the three rear stays on the leftward lateral side, hereinafter referenced as the left lower rear stay 380L, extends between the rear hoop 310 and the left upper rear stay 360L, forming a junction with the left upper rear stay 360L just above the rear foot 362L and just below the junction between the left upper and left mid rear stays 360L, 370L. In some examples the left lower rear stay 380L forms a junction with rear hoop 310 opposing the junction formed between another of the door bars 350L-2 and the rear hoop 310 to provide a three-way intersection 318L in the roll cage's frame.

On a rightward lateral side of the roll cage 300, a first longitudinal hoop 320R can extend between a front foot 322R and the rear hoop 310.

Door bars 350R-1, 350R-2 can provide bracing in the space between the first longitudinal hoop 320R and the rear hoop 310.

A junction between the first longitudinal hoop 320R and the rear hoop 310 is formed further from the mid foot 312R than junctions between the door bars 350R-1, 350R-2 and the rear hoop 310.

In some examples, there are three rear stays on the rightward lateral side.

An upper one of three rear stays on the rightward lateral side, hereinafter referenced as the right upper rear stay 360R, extends between the rear hoop 310 and a rear foot 362R. In some examples the right upper rear stay 360R forms a junction with rear hoop 310 opposing the junction formed between the first longitudinal hoop 320R and the rear hoop 310 to provide a three-way intersection (obscured in the FIGS) in the roll cage's frame.

A middle one of the three rear stays on the rightward lateral side, hereinafter referenced as the right mid rear stay 370R, extends between the rear hoop 310 and the right upper rear stay 360R, forming a junction with the right upper rear stay 360R just above the rear foot 362R. In some examples the right mid rear stay 370R forms a junction with rear hoop 310 opposing the junction formed between one of the door bars 350R-1 and the rear hoop 310 to provide a three-way intersection 316R in the roll cage's frame.

A lower one of the three rear stays on the rightward lateral side, hereinafter referenced as the right lower rear stay 380R, extends between the rear hoop 310 and the right upper rear stay 360R, forming a junction with the right upper rear stay 360R just above the rear foot 362R and just below the junction between the right upper and right mid rear stays 360R, 370R. In some examples the right lower rear stay 380R forms a junction with rear hoop 310 opposing the junction formed between another of the door bars 350R-2 and the rear hoop 310 to provide a three-way intersection 318R in the roll cage's frame.

A dash bar 330 and a roof bar 340 can extend between the first and second longitudinal hoops 320L, 320R.

It will be appreciated that various changes and modifications can be made to the present invention without departing from the scope of the present application.

Although embodiments of the present invention have been described in the preceding paragraphs with reference to various examples, it should be appreciated that modifications to the examples given can be made without departing from the scope of the invention as claimed.

Features described in the preceding description may be used in combinations other than the combinations explicitly described.

Although functions have been described with reference to certain features, those functions may be performable by other features whether described or not.

Although features have been described with reference to certain embodiments, those features may also be present in other embodiments whether described or not.

Whilst endeavoring in the foregoing specification to draw attention to those features of the invention believed to be of particular importance it should be understood that the Applicant claims protection in respect of any patentable feature or combination of features hereinbefore referred to and/or shown in the drawings whether or not particular emphasis has been placed thereon.

Claims

CLAIMS1. A roll cage mounting mechanism for a vehicle, comprising: a chassis interfacing part having: a portion configured to fasten to a chassis of the vehicle at a vehicle suspension turret, and a portion shaped as a first clevis; a roll cage interfacing part having: a portion configured to fasten to a roll cage, and a portion shaped as a second clevis; and a clevis pin configured to: engage both the first clevis and the second clevis, and couple the roll cage to the vehicle suspension turret.
2. The roll cage mounting mechanism of claim 1, wherein the clevis pin is configured to couple the first and second devises to a damper and/or spring unit of a suspension system of the vehicle.
3. The roll cage mounting mechanism of claim 2, wherein the portion of the chassis interfacing part configured to fasten to the chassis of the vehicle at a vehicle suspension turret comprises a mating surface configured to conform to a surface of the vehicle suspension turret including circumscribing an aperture through which a head of the damper and/or spring unit can protrude.
4. The roll cage mounting mechanism of any preceding claim, wherein a distance between prongs of the second clevis is less than a distance between prongs of the first clevis so that the second clevis can be received within the first clevis.
5. A vehicle comprising a roll cage mounted to the vehicle by the roll cage mounting mechanism of any preceding claim, wherein the chassis interfacing part is fastened to the chassis at the vehicle suspension turret and the roll cage interfacing part is fastened to the roll cage.
6. A roll cage dimensioned according to a body of a vehicle, wherein the roll cage comprises a clevis positioned to enable engagement with a clevis pin of a clevis joint fastening a damper and/or spring unit of a suspension system of the vehicle to a suspension turret of the vehicle when the roll cage is installed in the vehicle.
7. The roll cage of claim 6, wherein the clevis is positioned to enable engagement with a clevis pin of a clevis joint fastening a damper and/or spring unit of a rear suspension system of the vehicle to a rear suspension turret of the vehicle when the roll cage is installed in the vehicle.
8. The roll cage of claim 6 or claim 7, wherein the clevis is positioned by a location of a mounting bracket on the roll cage to which it is fastened.
9. The roll cage of claim 8, wherein the mounting bracket is supported by at least one rear stay of the roll cage.
10. The roll cage of claim 9, wherein the mounting bracket is supported by bracing between same-side rear stays of the roll cage.
11. The roll cage of any of claim 7 to 10 comprising a further clevis positioned to enable engagement with a clevis pin of a clevis joint fastening a damper and/or spring unit of the rear suspension system of the vehicle to a second rear suspension turret of the vehicle.
12. A vehicle comprising the roll cage of any of claims 6 to 11, wherein the clevis engages the clevis pin of the clevis joint fastening the damper and/or spring unit of the suspension system of the vehicle to the suspension turret of the vehicle.