Suspension system

Abstract

A suspension system (400) for supporting a chassis (200) of a vehicle (100). The suspension system (400) includes a suspension unit (442). The suspension unit (442) includes a wheel arm assembly (444) including a first wheel arm (402) having a chassis mount end (410) and a wheel mount end (412). The chassis mount end (410) of the first wheel arm (402) is provided with a chassis mounting member (414), and the chassis mount end (410) of the first wheel arm (402) and the chassis mounting member (414) are pivotable relative to each other about a chassis mount pivot axis (230). The chassis mounting member (414) is configured to support the chassis mount end (410) of the first wheel arm (402) such that the first wheel arm (402) and the chassis mounting member (414) are operable to pivot 180 degrees relative to one another about the chassis mount pivot axis (230).

Description

[Technical field]

[0001] The present invention relates to suspension systems for vehicles. [Background technology]

[0002] Traditionally, wheeled and tracked vehicles, particularly those intended for off-road use, utilize some form of suspension system, the basic functions of which are to dampen shocks and vibrations caused by traversing rough ground, enable the vehicle to traverse uneven terrain, maintain grip and control of the vehicle by maximizing the time that all of the wheels maintain contact with the ground, and / or stabilize the vehicle over rough terrain and during maneuvers such as cornering.

[0003] Traditionally, the basic element of a suspension system is a swing arm that allows the wheel to move relative to the wheel or vehicle body, along with a spring that provides a restoring force and / or a damper that damps the wheel movement.

[0004] Beyond these core fundamentals, there exists a huge variety of different suspension layouts designed for different tasks. Some are concerned with attempting to achieve improved off-road mobility for the vehicle. These designs are tailored to the specific needs of the vehicle platform and therefore offer superior solutions in some areas of performance, but compromises in others.

[0005] Therefore, a suspension system capable of operating in a wide range of scenarios, allowing a vehicle to be more agile than related art examples and able to navigate a wider range of obstacles, terrains and conditions while remaining stable, is highly desirable. Summary of the Invention

[0006] According to the present disclosure there is provided a system, method and apparatus as set out in the accompanying claims. Other features of the invention will be apparent from the dependent claims and the following description.

[0007] Accordingly, a suspension system (400) for supporting a chassis (200) of a vehicle (100) may be provided, the suspension system (400) comprising a suspension unit (442). The suspension unit (442) may comprise a wheel arm assembly (444) comprising a first wheel arm (402) having a chassis mount end (410) and a wheel mount end (412). The chassis mount end (410) of the first wheel arm (402) may be provided with a chassis attachment member (414). The chassis mount end (410) of the first wheel arm (402) and the chassis attachment member (414) may be pivotable relative to one another about the chassis mount pivot axis (230). The chassis mounting member (414) may be configured to support the chassis mount end (410) of the first wheel arm (402) such that the first wheel arm (402) and the chassis mounting member (414) are operable to pivot at least 180 degrees relative to one another about the chassis mount pivot axis (230). The wheel mount end (412) of the first wheel arm (402) may be provided with a wheel mounting member (416). The wheel mount end (412) of the first wheel arm (402) and the wheel mounting member (416) may be pivotable relative to one another about the wheel mount pivot axis (432). The wheel mounting member (416) can be configured to couple with the wheel mount end (412) of the first wheel arm (402) such that the first wheel arm (402) and the wheel mounting member (416) are operable to pivot at least 180 degrees relative to one another about the wheel mount pivot axis (432).

[0008] A chassis end trunnion (222) may be provided at the chassis mount end (410) of the first wheel arm (402), the chassis end trunnion (222) pivotally attached to a chassis mounting member (414), the chassis end trunnion (222) and the chassis mounting member (414) being pivotable relative to one another about the chassis mount pivot axis (230). The chassis mounting member (414) may be configured to support the chassis mount end (410) of the first wheel arm (402) via the chassis end trunnion (222) such that a clearance is maintained around the chassis mount end (410) of the first wheel arm (402) to provide space for the chassis mount end (410) of the first wheel arm (412) to move therethrough.

[0009] A wheel end trunnion (446) may be provided at the wheel mount end (412) of the first wheel arm (402), the wheel end trunnion (446) pivotally attached to the wheel mounting member (416), the wheel end trunnion (446) and the wheel mounting member (416) being pivotable relative to one another about the wheel mount pivot axis (432), and the wheel mounting member (416) may be configured to support the wheel mount end (412) of the first wheel arm (402) via the wheel end trunnion (446) such that a clearance is maintained around the wheel mount end (412) of the first wheel arm (402) to provide space for the wheel mount end (412) of the first wheel arm (402) to move therethrough.

[0010] The chassis mount pivot axis (230) may be parallel to the wheel mount pivot axis (432).

[0011] The wheel arm assembly (444) may include a second wheel arm (406) having a chassis mount end (410) and a wheel mount end (412). The chassis mount end (410) of the second wheel arm (406) and the chassis attachment member (414) may be pivotable relative to one another about the chassis mount pivot axis (230). The chassis attachment member (414) may be configured to support the chassis mount end (410) of the second wheel arm (406) such that the second wheel arm (406) and the chassis attachment member (414) are operable to pivot at least 180 degrees relative to one another about the chassis mount pivot axis (230). The wheel mount end (412) of the second wheel arm (406) and the wheel attachment member (416) may be pivotable relative to one another about the wheel mount pivot axis (432). The wheel mounting member (416) can be configured to couple with the wheel mount end (412) of the second wheel arm (406) such that the second wheel arm (406) and the wheel mounting member (416) are operable to pivot at least 180 degrees relative to one another about the wheel mount pivot axis (432).

[0012] The chassis end trunnion (222) may be coupled to the chassis mount end (410) of the second wheel arm (406), and the chassis mounting member (414) may be configured to support the chassis mount end (410) of the second wheel arm (406) via the chassis end trunnion (222) such that a clearance is maintained around the chassis mount end (410) of the second wheel arm (406) to provide space for the chassis mount end (410) of the second wheel arm (406) to move through.

[0013] The wheel end trunnion (446) may be coupled to the wheel mount end (412) of the second wheel arm (406), and the wheel mounting member (416) may be configured to support the wheel mount end (412) of the second wheel arm (406) via the wheel end trunnion (446) such that a clearance is maintained around the wheel mount end (412) of the second wheel arm (406) to provide space for the wheel mount end (412) of the second wheel arm (406) to move through.

[0014] Wheels (404) for supporting the chassis (200) may be rotatably coupled to the wheel mounting members (416).

[0015] A first actuator (470) may be coupled to the first wheel arm (402) and / or the chassis mounting member (414) and operable to pivot the first wheel arm (402) and the chassis mounting member (414) relative to one another. A second actuator (472) may be coupled to the first wheel arm (402) and / or the wheel mounting member (416) and operable to pivot the first wheel arm (402) and the wheel mounting member (416) relative to one another.

[0016] The suspension system (400) may further include a third actuator (474), one end of the third actuator (474) coupled to the first wheel arm (402) and the other end of the third actuator (474) coupled to the chassis mounting member (414), the third actuator (474) operable to move the first wheel arm (402) from a first position relative to the chassis (200) to a second position relative to the chassis (200), thereby changing the height of the chassis (200) above a support surface on which the chassis (200) stands.

[0017] A method of control for operating a suspension system (400) for a vehicle (100) may be provided, the suspension system (400) comprising a wheel arm assembly (444) including a first wheel arm (402) having a chassis mount end (410) and a wheel mount end (412), the chassis mount end (410) of the first wheel arm (402) being provided with a chassis mounting member (414), the chassis mount end (410) of the first wheel arm (402) and the chassis mounting member (414) being connected to a chassis mount pivot. The first wheel arm (402) and the chassis mounting member (414) are configured to support a chassis mount end (410) of the first wheel arm (402) such that the first wheel arm (402) and the chassis mounting member (414) are operable to pivot at least 180 degrees relative to one another about the chassis mount pivot axis (230), and the wheel mount end (412) of the first wheel arm (402) is provided with a wheel mounting member (416) and the wheel mount end (412) of the first wheel arm (402) is provided with a wheel mounting member (416). the wheel mount end (412) of the first wheel arm (402) and the wheel mounting member (416) are pivotable relative to one another about a wheel mount pivot axis (432), the wheel mounting member (416) is configured to couple with the wheel mount end (412) of the first wheel arm (402) such that the first wheel arm (402) and the wheel mounting member (416) are operable to pivot at least 180 degrees relative to one another about the wheel mount pivot axis (432), and a first actuator (470) is coupled to the first wheel arm (402) and / or the chassis mounting member (414) and is configured to actuate the first a second actuator (472) coupled to the first wheel arm (402) and / or the wheel mounting member (416) and operable to pivot the first wheel arm (402) and the wheel mounting member (416) relative to one another, the method comprising the steps of operating the first actuator (470) to move the first wheel arm (402) and the chassis mounting member (414) relative to one another about the chassis mount pivot axis (230);and operating the second actuator (472) to move the first wheel arm (402) and the wheel mounting member (416) relative to one another about the wheel mount pivot axis (432), the first actuator (470) and the second actuator (472) being operable independently of one another.

[0018] The suspension system (400) may further comprise a third actuator (474), one end of the third actuator (474) coupled to the first wheel arm (402) and the other end of the third actuator (474) coupled to the chassis mounting member (414), the third actuator (474) operable to move the first wheel arm (402) from a first position relative to the chassis (200) to a second position relative to the chassis (200), the method comprising the step of operating the third actuator (474) to move the first wheel arm (402) from the first position relative to the chassis (200) to the second position relative to the chassis (200), thereby changing a height of the chassis (200) from a support surface on which the chassis (200 stands), the third actuator (474) operable independently of the first actuator (470) and the second actuator (472).

[0019] A vehicle (100) may also be provided that includes a chassis (200) having a suspension system (400) according to the present disclosure.

[0020] The chassis (200) may define a plurality of mounting locations (240) for the wheel arm chassis mounting members (414), the mounting locations (240) being spaced around a periphery of the chassis (200), at least some of the mounting locations (240) being coupled to respective suspension units (442), the chassis (200) defining a periphery of a substantially four-sided polygon and defining mounting locations (240) for the wheel arm chassis mounts (220) on the sides of the chassis (200), the mounting locations (240) being provided adjacent to or at each corner of the chassis (200).

[0021] The mounting locations (240) for the wheel arm chassis mounting members (414) may be spaced apart and the components of the suspension units (442) configured such that any one of the suspension units (442) remains spaced apart from any one of the other wheel arms (402) and wheels (404) of another suspension unit (442) throughout the range of motion of the wheel arms (402) and wheels (404).

[0022] This arrangement enables an agile, lightweight and versatile platform configured to remain operational in a wide range of scenarios.

[0023] Embodiments of the present invention will now be described, by way of example only, with reference to the drawings, in which: [Brief description of the drawings]

[0024] [Figure 1] FIG. 1 shows a suspension unit according to the present disclosure from various angles. [Diagram 2] FIG. 2 shows a suspension unit according to the present disclosure from various angles. [Diagram 3] FIG. 3 shows a suspension unit according to the present disclosure from various angles. [Figure 4] FIG. 4 shows a suspension unit according to the present disclosure from various angles. [Diagram 5] FIG. 5 shows a suspension unit according to the present disclosure from various angles. [Figure 6] FIG. 6 illustrates a suspension system comprising a suspension unit coupled to a chassis to form at least a portion of a vehicle. [Figure 7] FIG. 7 illustrates a suspension system comprising a suspension unit coupled to a chassis to form at least a portion of a vehicle. [Figure 8] FIG. 8 illustrates a suspension system comprising a suspension unit coupled to a chassis to form at least a portion of a vehicle. [Figure 9] FIG. 9 shows the direction of motion of the suspension units and illustrates the standard driving operating mode of the suspension system. [Figure 10] FIG. 10 shows the direction of motion of the suspension units and illustrates the standard driving operating mode of the suspension system. [Figure 11] FIG. 11 shows the direction of motion of the suspension units and illustrates the standard driving operating mode of the suspension system. [Figure 12] FIG. 12 illustrates the slope traversal mode of operation of the suspension system. [Figure 13] FIG. 13 illustrates the slope traversal mode of operation of the suspension system. [Figure 14] FIG. 14 illustrates the slope traversal mode of operation of the suspension system. [Figure 15] FIG. 15 illustrates the slope traversal mode of operation of the suspension system. [Figure 16] FIG. 16 illustrates the slope traversal mode of operation of the suspension system. [Figure 17] FIG. 17 illustrates the turn-in-place operating mode of the suspension system. [Figure 18] FIG. 18 illustrates the turn-in-place operating mode of the suspension system. [Figure 19]FIG. 19 illustrates the turn-in-place operating mode of the suspension system. [Figure 20] FIG. 20 illustrates the turn-in-place operating mode of the suspension system. [Figure 21] FIG. 21 illustrates the turn-in-place operating mode of the suspension system. [Figure 22] FIG. 22 illustrates the gap crossing mode of operation of the suspension system. [Figure 23] FIG. 23 illustrates the gap crossing mode of operation of the suspension system. [Figure 24] FIG. 24 illustrates the gap crossing mode of operation of the suspension system. [Diagram 25] FIG. 25 illustrates the gap crossing mode of operation of the suspension system. [Figure 26] FIG. 26 illustrates the gap crossing mode of operation of the suspension system. [Figure 27] FIG. 27 illustrates the step-over mode of operation of the suspension system. [Figure 28] FIG. 28 illustrates the step-over mode of operation of the suspension system. [Figure 29] FIG. 29 illustrates the step-over mode of operation of the suspension system. [Diagram 30] FIG. 30 illustrates the step-over mode of operation of the suspension system. [Diagram 31] FIG. 31 illustrates the step-over mode of operation of the suspension system. [Diagram 32] FIG. 32 illustrates the narrow clearance operating mode of the suspension system. [Diagram 33] FIG. 33 illustrates the narrow clearance operating mode of the suspension system. [Diagram 34] FIG. 34 illustrates the narrow clearance operating mode of the suspension system. [Diagram 35] FIG. 35 illustrates the narrow clearance operating mode of the suspension system. [Diagram 36] FIG. 36 illustrates the narrow clearance operating mode of the suspension system. [Figure 37] FIG. 37 illustrates the retracted mode of operation of the suspension system. [Figure 38] FIG. 38 illustrates the retracted mode of operation of the suspension system. [Figure 39] FIG. 39 illustrates the retracted mode of operation of the suspension system. [Diagram 40] FIG. 40 illustrates the retracted mode of operation of the suspension system. [Diagram 41] FIG. 41 illustrates the retracted mode of operation of the suspension system. [Diagram 42] FIG. 42 shows the return operating mode of the suspension system. [Diagram 43] FIG. 43 shows the return operating mode of the suspension system. [Diagram 44] FIG. 44 shows the return operating mode of the suspension system. [Diagram 45] FIG. 45 shows the return operating mode of the suspension system. [Figure 46] FIG. 46 shows the return operating mode of the suspension system. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0025] The present disclosure relates to a suspension system 400, as shown in Figures 1-5, for supporting a chassis 200 of a vehicle 100, as shown in Figures 6-42. The present disclosure may also relate to a vehicle 100 including a chassis 200 having the suspension system 400. The present disclosure also relates to a method of operating the suspension system 400 for the vehicle 100. The vehicle may be a self-propelled vehicle. This disclosure incorporates by reference the subject matter of a co-pending patent application entitled "GUN TARGETING SYSTEM," filed on even date by the same applicant.

[0026] 6-8, the chassis 200 and / or the vehicle 100 extend along an x-axis, with a first end 202 of the chassis 200 and a second end 204 of the chassis 200 spaced apart from one another along the x-axis. The chassis 200 also extends along a y-axis, with a first side 206 of the chassis 200 and a second side 208 of the chassis 200 spaced apart from one another along the y-axis. The x-axis is perpendicular to the y-axis.

[0027] The x-axis defines the chassis roll axis 210. The y-axis defines the chassis pitch axis 212. The z-axis defines the chassis yaw axis 214, the z-axis being perpendicular to the x-axis and y-axis.

[0028] 6-8 , the chassis 200 defines mounting locations 240 for the wheel arm chassis mounting members 414 of the suspension units 442 of the suspension system 400, the suspension units 442 being coupled to the mounting locations 240. That is, the suspension system 400 includes at least one suspension unit 442. In the example shown, the chassis 200 may define a plurality of mounting locations 240 for the wheel arm chassis mounting members 414, the mounting locations 240 being spaced around a periphery of the chassis 200, and at least some of the mounting locations 240 being coupled to respective suspension units 442.

[0029] In the example shown, the chassis 200 defines a substantially polygonal perimeter and mounting locations 240 are provided adjacent to or at each corner of the chassis 200. In the example shown, the chassis 200 defines a substantially four-sided polygonal perimeter and defines mounting locations 240 for wheel arm chassis mounts 220 on opposing sides 206, 208 of the chassis 200. However, other shapes of the chassis 200 may be provided. The mounting locations 204 and / or chassis mounts 220 may extend away from the body of the chassis 200 (e.g., provided as structural bosses) to space the connection points with the suspension units 442 away from the sides 206, 208 of the chassis 200.

[0030] In the example shown, a suspension unit 442 is provided towards each corner of the chassis 200 (although not necessarily at each corner). Thus, in the example shown, four suspension units 442 are provided. In other examples, the vehicle 100 may be fitted with more than four suspension units. The vehicle is provided with at least one suspension unit 442.

[0031] The suspension system 400 is configured to support the chassis 200 of the vehicle 100 above a supporting surface (eg, the ground, a track, a road, or other surface).

[0032] As shown in Figures 1-5 and 6-8, the suspension unit 442 comprises a wheel arm assembly 444 comprising a first wheel arm 402 having a chassis mount end 410 adjacent the chassis 200 in use and a wheel mount end 412 to which a wheel 404 can be attached for supporting the chassis 200.

[0033] As shown in FIGS. 1-5, the chassis mount end 410 of the first wheel arm 402 may be provided with a chassis mounting member 414 (e.g., a bracket for mounting to the chassis 200), and the chassis mount end 410 of the first wheel arm 402 and the chassis mounting member 414 are pivotable relative to each other about the chassis mount pivot axis 230. As shown in FIG. 9, the chassis mounting member 414 is configured to support (e.g., couple with) the chassis mount end 410 of the first wheel arm 402, whereby the first wheel arm 402 and the chassis mounting member 414 are operable to pivot at least 180 degrees relative to each other about the chassis mount pivot axis 230. That is, the chassis mounting member 414 is configured to couple with the chassis mount end 410 of the first wheel arm 402, whereby the first wheel arm 402 and the chassis mounting member 414 are operable to pivot at least 180 degrees relative to each other about the chassis mount pivot axis 230.

[0034] 1 to 5, the wheel mount end 412 of the first wheel arm 402 is provided with a wheel mounting member 416 (e.g., a knuckle for mounting to a wheel), and the wheel mount end 412 of the first wheel arm 402 and the wheel mounting member 416 are pivotable relative to each other about a wheel mount pivot axis 432. As shown in FIG. 10, the wheel mounting member 416 is configured to support (e.g., couple with) the wheel mount end 412 of the first wheel arm 402, whereby the first wheel arm 402 and the wheel mounting member 416 are operable to pivot at least 180 degrees relative to each other about the wheel mount pivot axis 432.

[0035] 4, a chassis end trunnion 222 is provided at (e.g., coupled to) the chassis mount end 410 of the first wheel arm 402, and the chassis end trunnion 222 is pivotally attached to a chassis mounting member 414, such that the chassis end trunnion 222 and the chassis mounting member 414 are pivotable relative to one another about a chassis mount pivot axis 230. The chassis mounting member 414 is configured to support (e.g., couple with) the chassis mount end 410 of the first wheel arm 402 via the chassis end trunnion 222 such that a clearance is maintained about the chassis mount end 410 of the first wheel arm 402. That is, a clearance is maintained between the chassis mount end 410 of the first wheel arm 402 and the chassis mounting member 414 and / or the chassis 200 to provide space for the chassis mount end 410 of the first wheel arm end 412 to move therethrough. The chassis end trunnion 222 is centered about a chassis mount pivot axis 230 and is pivotable about the chassis mount pivot axis 230 .

[0036] 4, a wheel end trunnion 446 is provided at (e.g., coupled to) the wheel mount end 412 of the first wheel arm 402, and the wheel end trunnion 446 is pivotally attached to the wheel mounting member 416, such that the trunnion and the wheel mounting member 416 are pivotable relative to one another about the wheel mount pivot axis 432. The wheel mounting member 416 is configured to support (e.g., couple with) the wheel mount end 412 of the first wheel arm 402 via the wheel end trunnion 446 such that a clearance is maintained around the wheel mount end 412 of the first wheel arm 402 to provide space for the wheel mount end 412 of the first wheel arm 402 to move therethrough. That is, a gap is maintained between the wheel mount end 412 of the first wheel arm 402 and the wheel mounting member 416 and / or the wheel 404 to provide space for the wheel mount end 412 of the first wheel arm 402 to move through.

[0037] The wheel end trunnion 446 is centered on and pivotable about the wheel mount pivot axis 432. The chassis mount pivot axis 230 is parallel to the wheel mount pivot axis 432. The chassis mount pivot axis 230 may be aligned with (e.g., parallel to) the z-axis.

[0038] As shown, the wheel arm assembly 444 may include a second wheel arm 406 having a chassis mount end 410 and a wheel mount end 412. That is, the first wheel arm 402 and the second wheel arm 406 define the chassis mount end 410 and the wheel mount end 412 of the wheel arm assembly 444.

[0039] The chassis mount end 410 of the second wheel arm 406 and the chassis attachment member 414 are pivotable relative to one another about the chassis mount pivot axis 230. The chassis attachment member 414 is configured to support the chassis mount end 410 of the second wheel arm 406 such that the second wheel arm 406 and the chassis attachment member 414 are operable to pivot at least 180 degrees relative to one another about the chassis mount pivot axis 230.

[0040] The wheel mount end 412 of the second wheel arm 406 and the wheel mounting member 416 are pivotable relative to each other about the wheel mount pivot axis 432, and the wheel mounting member 416 is configured to support (e.g., couple to) the wheel mount end 412 of the second wheel arm 406 such that the second wheel arm 406 and the wheel mounting member 416 are operable to pivot at least 180 degrees relative to each other about the wheel mount pivot axis 432.

[0041] The chassis end trunnion 222 is coupled to the chassis mount end 410 of the second wheel arm 406, and the chassis attachment member 414 is configured to support (e.g., couple with) the chassis mount end 410 of the second wheel arm 406 via the chassis end trunnion 222 such that a clearance is maintained around the chassis mount end 410 of the second wheel arm 406 to provide space for the chassis mount end 410 of the second wheel arm 406 to move through. That is, a clearance is maintained between the chassis mount end 410 of the second wheel arm 406 and the chassis attachment member 414 and / or the chassis 200 to provide space for the chassis mount end 410 of the second wheel arm 406 to move through.

[0042] The wheel end trunnion 446 is coupled to the wheel mount end 412 of the second wheel arm 406, and the wheel attachment member 416 is configured to support (e.g., couple with) the wheel mount end 412 of the second wheel arm 406 via the wheel end trunnion 446 such that clearance is maintained around the wheel mount end 412 of the second wheel arm 406. That is, clearance is maintained between the wheel mount end 412 of the second wheel arm 406 and the wheel attachment member 416 and / or the wheels 404 to provide space for the chassis mount end 410 of the second wheel arm 406 to move through. The wheel 404 (or each wheel 404) for supporting the chassis 200 is rotatably coupled to its respective wheel arm 402 via the wheel attachment member 416. Thus, the first and second wheel arms 402 , 406 and the wheel 404 are operable to pivot at least 180 degrees relative to one another about the wheel mount pivot axis 432 .

[0043] 5, a first actuator 470 may be coupled to the first wheel arm 402, the second wheel arm 406 and / or the chassis mounting member 414 and operable to pivot the pair of wheel arms 402, 406 and the chassis mounting member 414 relative to one another about the chassis mount pivot axis 230. A second actuator 472 may be coupled to the first wheel arm 402, the second wheel arm 406 and / or the wheel mounting member 416 and operable to pivot the pair of wheel arms 402, 406 and the wheel mounting member 416 relative to one another about the wheel mount pivot axis 432.

[0044] That is, the first wheel arm 402 and the second wheel arm 406 may be attached to the chassis mount 220 and / or the chassis mounting location 240 (e.g., via the chassis mounting member 414) such that the first wheel arm 402 and the second wheel arm 406 are operable to pivot at least 180 degrees relative to the chassis mount 220 and / or the chassis mounting location 240. The chassis mounting member 414 and the wheel arms 402, 406 may be operable to pivot at least 180 degrees to 200 degrees relative to one another. The chassis mounting member 414 and the wheel arms 402, 406 may be operable to pivot at least 180 degrees to 190 degrees relative to one another. For example, the chassis mounting members 414, the chassis mounts 220 and / or the chassis mounting locations 240 may space the chassis ends of the wheel arms 402, 406 away from the sides of the chassis 200, thereby allowing the wheel arms 402, 406 to be parallel to the chassis 200 (e.g., extending parallel to the x-axis and / or extending in a direction having a component in a direction parallel to the x-axis) or to extend from their chassis mount ends toward the chassis 200 (e.g., angled at 95 degrees to the y-axis and / or extending in a direction having a component in a direction angled at 95 degrees to the y-axis). The wheel arms 402, 406 and the chassis mounts 220 may be pivotable relative to one another about an axis parallel to the z-axis and / or about a vertical axis. Each chassis mounting member 414 may include a universal joint.

[0045] In other words, the ability of the wheel arms 402, 406 to be folded relative to the chassis 200 (e.g., extending parallel to the x-axis and / or extending in a direction having a component in a direction parallel to the x-axis) and extend from their chassis mount ends toward the chassis 200 (e.g., angled at 95 degrees to the y-axis and / or extending in a direction having a component in a direction angled at 95 degrees to the y-axis) may be enabled in part by the mounting locations 204 and / or chassis mounts 220 extending away from the body of the chassis 200 (e.g., provided as structural bosses) to space the connection points with the suspension units 442 away from the sides 206, 208 of the chassis 200.

[0046] The mounting locations 240 for the wheel arm chassis mounting members 414 are spaced apart and the components of the suspension units 442 are configured such that any one of the suspension units 442 remains spaced apart from any one of the other pair of wheel arms 402, 406 and wheels 404 of another suspension unit 442 throughout the range of motion of the pair of wheel arms 402, 406 and wheels 404.

[0047] Each wheel mounting member 416 is configured to couple with a wheel mount end 412 of a wheel arm 402, 406 such that the wheel arms 402, 406 and the wheel mounting members 416 (and thus the wheels 404) are operable to pivot at least 180 degrees relative to one another about a wheel mount pivot axis 432. Each pair of wheel arms 402, 406 and the respective wheel mounting members 416 (and thus the wheels 404) may be operable to pivot at least 180 degrees to 200 degrees relative to one another about a wheel mount pivot axis 432. Each pair of wheel arms 402, 406 and the respective wheel mounting members 416 (and thus the wheels 404) may be operable to pivot at least 180 degrees to 190 degrees relative to one another about a wheel mount pivot axis 432. Each wheel mounting member 416 may include a universal joint 420.

[0048] The chassis mount pivot axis 230 may be parallel to the wheel mount pivot axis 432. The chassis mount pivot axis 230 may be aligned with (e.g., parallel to) the z-axis.

[0049] As shown in Figures 1-5, the suspension system 400 may further include a third actuator 474, one end of the third actuator 474 being coupled to the first wheel arm 402 (and / or the second wheel arm 406) and the other end of the third actuator 474 being coupled to the chassis mounting member 414.

[0050] The chassis mount ends 410 of the first wheel arm 402 and the second wheel arm 406 are rotatably mounted to the chassis end trunnion 222 such that the first wheel arm 402 and the second wheel arm 406 can each rotate about a respective chassis suspension axis 250 that extends perpendicular to the chassis mount pivot axis 230, as shown in Figure 4. That is, the first wheel arm 402 is rotatable about a first chassis suspension axis 250-1 and the second wheel arm 406 is rotatable about a second chassis suspension axis 250-2, which is offset from and parallel to the second chassis suspension axis 250-2.

[0051] The wheel mount ends 412 of the first wheel arm 402 and the second wheel arm 406 are rotatably mounted to the wheel end trunnions 446 such that the first wheel arm 402 and the second wheel arm 406 can each rotate about a respective wheel suspension axis 450 that extends perpendicular to the wheel mount pivot axis 432, as shown in Figure 4. That is, the first wheel arm 402 is rotatable about a first wheel suspension axis 450-1 and the second wheel arm 406 is rotatable about a second wheel suspension axis 450-2 that is offset from and parallel to the second wheel suspension axis 450-2.

[0052] The third actuator 474 may be operable to move the first wheel arm 402 and the second wheel arm 406 from a first position relative to the chassis 200 to a second position relative to the chassis 200, thereby changing the height of the chassis 200 from a support surface on which the chassis 200 stands. The third actuator 474 may also be operable as a spring damper, and may comprise a hydro strut, a magnetorheological damper, or other suitable damper solution. That is, the third actuator 474 is operable to pivot the first wheel arm 402 and the second wheel arm 406 relative to the chassis 200 about the chassis suspension axes 250-1, 250-2 (i.e., axes aligned with and / or parallel to a plane defined by the x-axis and y-axis, as shown in Figures 6, 8, 10, 11). This arrangement is configured so that the first wheel arm 402 and the second wheel arm 406 can rotate relative to the wheel mounting member 416 about wheel suspension axes 450-1, 450-2.

[0053] The first wheel arm 402 and the second wheel arm 406 are attached to each other as described above such that the first wheel arm 402 and the second wheel arm 406 remain parallel to each other as the height of the chassis 200 above the support surface (i.e., the ride height) changes.

[0054] The suspension system 400 therefore comprises a pair of long cantilevered wheel arms 402, 406. The wheel arms 402 are attached to the chassis 200 via a pair of actuated joints 470, 472 on shafts 222, 446. The joints allow movement of approximately ±95° from a neutral position, i.e. perpendicular to the vehicle 100.

[0055] At the wheel assembly end 412, the wheel 404 is mounted on the second shaft 222 via an actuation knuckle 416. This joint allows movement approximately ±95° from a neutral position, i.e., perpendicular to the vehicle 100 (i.e., aligned with and / or parallel to the y-axis).

[0056] Vertical movement is actuated, resisted, and controlled (as needed in a given scenario) by an integral spring-damper assembly 474. This joint allows movement of approximately ±45° from the horizontal position.

[0057] At least one wheel 404 is coupled to a drive system 700 for rotating the or each wheel 404 relative to its respective wheel arm 402, thereby moving the chassis 200 from one position to another.

[0058] The mounting arrangement of the first wheel arm 402 and the second wheel arm 406 allows the orientation of the wheels relative to the chassis 200 to be maintained when the wheel arms 402, 406 are raised or lowered by the third actuator 474.

[0059] The wheel drive system 700 includes an actuator 702 coupled to the or each wheel 404 , where each wheel drive actuator 702 is operable independently of each other wheel drive actuator 702 .

[0060] A control method of operating the suspension system 400 of the present disclosure may be provided. The method may include operating a first actuator 470 to move the first wheel arm 402 and the chassis mounting member 414 relative to one another about the chassis mount pivot axis 230, and operating a second actuator 472 to move the first wheel arm 402 and the wheel mounting member 416 relative to one another about the wheel mount pivot axis 432. The first actuator 470 and the second actuator 472 may be controlled to operate (i.e., be operable) independently of one another.

[0061] The method may comprise operating a third actuator 474 to move the first wheel arm 402 from a first position relative to the chassis 200 to a second position relative to the chassis 200, thereby changing the height of the chassis 200 above a support surface on which the chassis 200 stands (i.e., moving the wheels 404 in a direction having a component in the z-axis). The third actuator 474 may be controlled to operate (i.e., be operable) independently of the first actuator 470 and the second actuator 472.

[0062] In one example, as shown, when four suspension units 442 are combined onto a preferred vehicle chassis 200, a wide range of functionality is possible, providing advantages over the prior art.

[0063] For example, the arrangements of the present disclosure allow combinations of operating modes not possible with related art solutions, including: a. Standard drive mode (shown in FIGS. 9, 10, 11), in which the wheel arm assemblies 444 are extended and angled away from the chassis 200 and the wheels 404 are aligned in the direction of travel and / or used to turn the vehicle; b. Slope traversal mode (shown in FIGS. 12-16 ), in which the wheel arm assemblies 444 on one side of the chassis 200 are extended and elevated relative to the chassis 200 more than those on the other side of the chassis 200, thereby allowing the vehicle 100 to traverse a slope while keeping the chassis flat (or at least closer to flat); c. Turn-in-place mode (shown in FIGS. 17-21 ), in which the wheels 404 are angled relative to one another to direct the vehicle 100 to rotate about the z-axis (e.g., it can be steered / turned in place without skid steering); d. Gap Crossing Mode (shown in FIGS. 22-26), in which a wide gap may be crossed by using a suitable sequence of movements, for example, by approaching the gap at approximately 45° with the leading wheel arm assembly 444 raised, then straightening the vehicle and repeating for the trailing wheels; e. Step Overrun Mode (shown in FIGS. 27-31 ): In this mode, large steps (greater than about ½ the wheel diameter) can be overcome by using a suitable sequence of motions, approaching the step with the leading wheel arm assembly 444 raised; f. Narrow Gap Mode (shown in FIGS. 32-36): In this mode, the wheel arm assemblies 444 are pulled into approximate alignment with the edges of the chassis 200, with the front wheel arm assemblies 444 extending forward in front of the chassis and the rear wheel arm assemblies 444 extending rearward behind the chassis. In this configuration, the vehicle 100 can negotiate narrower gaps than the standard running width (shown in FIGS. 9-11) would allow by over-rotating the wheel arm assemblies 444. g. Storage mode (shown in FIGS. 37-41 ), in which the wheel arm assemblies 444 are pulled into approximate alignment with the edges of the chassis 200, with the front wheel arm assemblies 444 extending rearward and the rear wheel arm assemblies 444 extending forward, allowing the vehicle 100 to be stored / transported in a smaller space by folding the wheels; h. A return mode (shown in FIGS. 42-45), in which when one of a pair of wheel arm assemblies 444 (e.g., one of the front wheel arm assembly or the rear wheel arm assembly) is removed or damaged, the remaining wheel arm assembly 444 of the pair is pulled closer to the chassis and extends away from the end of the chassis which it is adjacent so that the vehicle 100 is still balanced and drivable (albeit at a greatly reduced speed); i. Walking mode: for example, when the entire wheel drive system 700 is disabled / terrain is too rough to traverse by driving the wheels across it, a "walking mode" is possible in which the wheel arm assembly 444 lifts and moves each wheel individually.

[0064] Additionally, the lateral stability of the vehicle 100 may be improved by maximizing the spacing between the wheels (maximizing the wheelbase) (not shown). Raising all suspension units 442 to their maximum height may increase ground clearance over rough terrain / bump crests without risking grounding out the chassis. Lowering all suspension units 442 to a minimum may allow the vehicle 100 to go under lower objects.

[0065] The height of the wheels relative to the vehicle 100 can be independently controlled for each wheel. Individual wheels can be raised off the ground. The angle of each wheel arm 402 relative to the direction of travel of the vehicle 100 can be varied from an over-rotated leading arm to an over-rotated trailing arm. The wheel arms 402 and / or the angle of the wheels relative to the chassis 200 can be fully rotated so that any wheel orientation can be achieved without repositioning the vehicle 100.

[0066] This arrangement allows for a agile and lightweight vehicle platform solution as stability can be provided by extending the wheels 404 of the vehicle 100 away from the chassis, thereby providing a compact platform that can be stabilized by the relative positioning of the chassis 200 and the wheel arm assembly 444.

[0067] The modular design allows the same assembly to be used anywhere on the vehicle 100, reducing manufacturing and maintenance costs.

[0068] Additionally, the many operational modes offered by the suspension unit 442 provide an agile and versatile platform configured to remain operational in a wide range of scenarios.

[0069] A significant advantage of the suspension system 400 of the present disclosure is that the provision of the suspension units 442 provides a substantially modular solution in that a single design of suspension unit 442 can be provided for any location on the vehicle 100. This simplifies manufacturing, assembly, control and maintenance.

[0070] Another advantage of the suspension system is that, when mounted on the vehicle 100, the vehicle 100 can be towed by and / or follow any vehicle without problems by adapting to the wheel base of the preceding vehicle. Wheel base adaptation is often a significant limitation for vehicles intended to be towed or used in a convoy, since the following vehicle 100 must be able to drive in the tracks (on surfaces such as snow, mud, etc.) left by the preceding vehicle 100.

[0071] While it is possible for a vehicle to have more than four wheel arm assemblies 230 (i.e. one pair at the front and one pair at the rear), the need to keep the length of the chassis within certain limits to provide maneuverability means that any more than two pairs of wheel arm assemblies may result in a chassis having an impractical length, as each wheel arm assembly 444 needs to be able to pivot at least 180 degrees relative to the chassis 200; the more wheel arm assemblies 444 mean the longer the chassis length required. Thus, a system with four wheel arm assemblies 444 may be optimal.

[0072] Attention is directed to all documents and literature related to this application that are filed contemporaneously with or prior to this application and that are open to public inspection herewith, and the contents of all such documents and literature are incorporated herein by reference.

[0073] All of the features disclosed in this specification (including any accompanying claims, abstract and drawings), and / or all of the steps of any method or process so disclosed, may be combined in any combination, except combinations in which at least some of such features and / or steps are mutually exclusive.

[0074] Each feature disclosed in this specification (including any accompanying claims, abstract and drawings), unless expressly stated otherwise, may be replaced by alternative features serving the same, equivalent or similar purpose. Thus, unless expressly stated otherwise, each feature disclosed is only an example of a generic series of equivalent or similar features.

[0075] The invention is not limited to the details of the embodiment(s) described above.The invention extends to any novel one or any novel combination of features disclosed in this specification (including any accompanying claims, abstract and drawings), or to any novel one or any novel combination of steps of any method or process so disclosed.

Claims

1. 1. A suspension system for supporting a chassis of a vehicle, the suspension system comprising a suspension unit, the suspension unit comprising: a wheel arm assembly including a first wheel arm having a chassis mount end and a wheel mount end; a chassis mounting member is provided at the chassis mount end of the first wheel arm, the chassis mount end of the first wheel arm and the chassis mounting member are pivotable relative to one another about a chassis mount pivot axis, the chassis mounting member is configured to support the chassis mount end of the first wheel arm, such that the first wheel arm and the chassis mounting member are operable to pivot at least 180 degrees relative to one another about the chassis mount pivot axis; a wheel mounting member is provided on the wheel mount end of the first wheel arm, the wheel mount end of the first wheel arm and the wheel mounting member are pivotable relative to each other about a wheel mount pivot axis, the wheel mounting member is configured to couple with the wheel mount end of the first wheel arm, whereby the first wheel arm and the wheel mounting member are operable to pivot at least 180 degrees relative to each other about the wheel mount pivot axis.

2. 2. The suspension system of claim 1, wherein a chassis end trunnion is provided at the chassis mount end of the first wheel arm, the chassis end trunnion pivotally attached to the chassis mounting member, the chassis end trunnion and the chassis mounting member pivotable relative to one another about the chassis mount pivot axis, and the chassis mounting member is configured to support the chassis mount end of the first wheel arm via the chassis end trunnion such that a clearance is maintained around the chassis mount end of the first wheel arm to provide space for the chassis mount end of the first wheel arm to move therethrough.

3. 3. The suspension system of claim 1 or 2, wherein a wheel end trunnion is provided at the wheel mount end of the first wheel arm, the wheel end trunnion pivotally attached to the wheel mounting member, the wheel end trunnion and the wheel mounting member pivotable relative to one another about the wheel mount pivot axis, the wheel mounting member configured to support the wheel mount end of the first wheel arm via the wheel end trunnion such that a clearance is maintained around the wheel mount end of the first wheel arm to provide space for the wheel mount end of the first wheel arm to move therethrough.

4. A suspension system according to any one of claims 1 to 3, wherein the chassis mount pivot axis is parallel to the wheel mount pivot axis.

5. the wheel arm assembly includes a second wheel arm having a chassis mount end and a wheel mount end; the chassis mount end of the second wheel arm and a chassis attachment member are pivotable relative to one another about the chassis mount pivot axis, the chassis attachment member being configured to support the chassis mount end of the second wheel arm such that the second wheel arm and the chassis attachment member are operable to pivot at least 180 degrees relative to one another about the chassis mount pivot axis; 5. A suspension system as claimed in any one of claims 1 to 4, wherein the wheel mount end of the second wheel arm and the wheel mounting member are pivotable relative to each other about the wheel mount pivot axis, and the wheel mounting member is configured to couple with the wheel mount end of the second wheel arm, whereby the second wheel arm and the wheel mounting member are operable to pivot at least 180 degrees relative to each other about the wheel mount pivot axis.

6. 6. The suspension system of claim 5 when dependent on claim 2, wherein the chassis end trunnion is coupled to the chassis mount end of the second wheel arm, and the chassis mounting member is configured to support the chassis mount end of the second wheel arm via the chassis end trunnion such that a clearance is maintained around the chassis mount end of the second wheel arm to provide space for the chassis mount end of the second wheel arm to move therethrough.

7. 7. A suspension system as claimed in claim 5 or 6 when dependent on claim 3, wherein the wheel end trunnion is coupled to the wheel mount end of the second wheel arm, and the wheel mounting member is configured to support the wheel mount end of the second wheel arm via the wheel end trunnion such that a clearance is maintained around the wheel mount end of the second wheel arm to provide space for the chassis mount end of the second wheel arm to move therethrough.

8. 8. The suspension system according to claim 1, wherein a wheel for supporting the chassis is rotatably coupled to the wheel mounting member.

9. a first actuator coupled to the first wheel arm and / or the chassis mounting member and operable to pivot the first wheel arm and the chassis mounting member relative to one another; 9. A suspension system as claimed in any one of the preceding claims, wherein a second actuator is coupled to the first wheel arm and / or wheel mounting member and is operable to pivot the first wheel arm and wheel mounting member relative to each other.

10. 10. A suspension system as claimed in any one of claims 1 to 9, further comprising a third actuator, one end of the third actuator coupled to the first wheel arm and another end of the third actuator coupled to the chassis mounting member, the third actuator operable to move the first wheel arm from a first position relative to the chassis to a second position relative to the chassis, thereby changing the height of the chassis above a support surface on which the chassis stands.

11. 1. A method of control for operating a suspension system for a vehicle, the suspension system comprising: a wheel arm assembly including a first wheel arm having a chassis mount end and a wheel mount end; a chassis mounting member is provided at the chassis mount end of the first wheel arm, the chassis mount end of the first wheel arm and the chassis mounting member are pivotable relative to one another about a chassis mount pivot axis, the chassis mounting member is configured to support the chassis mount end of the first wheel arm, such that the first wheel arm and the chassis mounting member are operable to pivot at least 180 degrees relative to one another about the chassis mount pivot axis; a wheel mounting member is provided on the wheel mount end of the first wheel arm, the wheel mount end of the first wheel arm and the wheel mounting member being pivotable relative to one another about a wheel mount pivot axis, the wheel mounting member being configured to couple with the wheel mount end of the first wheel arm, whereby the first wheel arm and the wheel mounting member are operable to pivot at least 180 degrees relative to one another about the wheel mount pivot axis; a first actuator coupled to the first wheel arm and / or the chassis mounting member and operable to pivot the first wheel arm and the chassis mounting member relative to one another; a second actuator coupled to the first wheel arm and / or the wheel mounting member and operable to pivot the first wheel arm and the wheel mounting member relative to one another; The method comprises: operating the first actuator to move the first wheel arm and chassis mounting member relative to one another about the chassis mount pivot axis; and operating the second actuator to move the first wheel arm and the wheel mounting member relative to one another about the wheel mount pivot axis; The first actuator and the second actuator are operable independently of each other.

12. the suspension system further comprising a third actuator, one end of the third actuator coupled to the first wheel arm and another end of the third actuator coupled to the chassis mounting member, the third actuator operable to move the first wheel arm from a first position relative to the chassis to a second position relative to the chassis; The method comprises: operating the third actuator to move the first wheel arm from a first position relative to the chassis to a second position relative to the chassis, thereby changing the height of the chassis above a support surface on which the chassis stands; The method of claim 11 , wherein the third actuator is operable independently of the first and second actuators.

13. A vehicle comprising a chassis having a suspension system according to any one of claims 1 to 10.

14. 14. The vehicle of claim 13, wherein the chassis defines a plurality of mounting locations for wheel arm chassis mounting members, the mounting locations being spaced around a periphery of the chassis, at least some of the mounting locations being coupled to respective suspension units, the chassis defining a periphery of a substantially four sided polygon, and defining mounting locations for wheel arm chassis mounts on sides of the chassis, the mounting locations being provided adjacent to or at each corner of the chassis.

15. 15. The vehicle of claim 14, wherein the mounting locations for the wheel arm chassis mounting members are spaced apart and the suspension unit components are configured such that any one of the suspension units remains spaced apart from any one of the other wheel arms and wheels of another suspension unit throughout the range of motion of the wheel arms and wheels.

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