An all-terrain vehicle

Abstract

An all-terrain vehicle, including: a body with a front end and a rear end; a prime mover positioned towards the rear end and with a front facing the rear end; and vertical offset gearing which, in use, receives torque from the prime mover through an input and delivers torque to an output that is below the input, the output for driving at least one axle assembly of the vehicle.

Description

AN ALL-TERRAIN VEHICLERELATED APPLICATION

[0001] The present application is related to the following patent application, the specification of which is hereby incorporated by reference in its entirety: Australian Provisional Patent Application No. 2024902801 entitled “An All-Terrain Vehicle”.TECHNICAL FIELD

[0002] The present disclosure relates to an all-terrain vehicle, including to an all-terrain fighting vehicle for use in defence operations, e.g., an uncrewed ground vehicle (UGV).BACKGROUND

[0003] With the rising capability of autonomous and remote control systems, global defence organisations have sought greater reliance on uncrewed vehicles for use in military operations. Uncrewed vehicles are those which have no personnel on-board, and are either entirely functional without human-input, or which are controlled remotely (such as through nearby, or even international, communications systems). These uncrewed vehicles include uncrewed all-terrain vehicles, which are land-based, typically in the form of trucks or other ground vehicles such as tanks and armoured carriers.

[0004] In light of the rough terrains often encountered, such vehicles require advanced mobility to be practical in defence, military and combat use. Generally, such vehicles must be easily transportable and / or relatively light-weight, whilst retaining the heavy-duty and hard- wearing aspects expected of military vehicles, and the ability to carry weaponry and / or supplies. The size of such vehicles is additionally limited. In order to be readily transportable between bases and stations, a vehicle must be able to be transported by larger vehicles, including military marine vehicles and aircraft.

[0005] The cost of purchasing and servicing a vehicle for these purposes may be paramount. Typically, uncrewed vehicles are deployed where the risk of attack or damage to the vehicle is high. This includes use in identifying explosive ordinances and surveying terrain, but also as a lead vehicle or 'wingman' (secondary or support vehicle) in more dangerous combat situations. In thissense, uncrewed vehicles may be seen as at least partially sacrificial, and their purchase and maintenance costs may therefore be preferably low.

[0006] The majority of current crewed military vehicles utilise internal combustion engines, while the majority of current uncrewed military vehicles utilise hybrid electric powertrains. The utilisation of hybrid electric powertrains is typically made in an attempt to make use of the advantages of electric powertrains such as their low acoustic and heat signatures, and improved fuel efficiency. Existing hybrid electric powertrains, however, have a number of drawbacks when used in uncrewed vehicles. In particular, their high purchase cost and logistical burden makes them less desirable for the described uses given the often sacrificial nature of such use. Further still, where hybrid vehicles utilise on-board batteries, these batteries are significantly heavy and have lower power density than that of the fuels used in internal combustion engines, and so such vehicles often require the inclusion of on-board generators to increase the range of the vehicle. In combat situations, required maintenance is often impractical and / or necessitates significantly skilled workers to complete.

[0007] Typically, many all-terrain vehicles, especially uncrewed ground vehicles, comprise tracked propulsion means, in the form of continuous tracks or tracked tread, to provide the requisite mobility. While tracked propulsion is specifically useful for traversing steep hills and trenches, it imparts a significant cost and maintenance disadvantage. Tracks can be extremely expensive to manufacture and repair, and their technical nature causes for difficult and timely repairs, both of which are undesirable for military use. Existing vehicles that employ wheeled configurations and conventional internal combustion engines are commonly limited to 4x4 (4 wheels, each driven) and 6x6 (6 wheels, each driven) layouts due to the necessary placement of the powertrain in-line (longitudinally) with the drivetrain, or to 8x8 (8 wheels, each driven) with a much larger footprint, increasing the overall length of the vehicle, and thus reducing the vehicle's effectiveness in traversing a wide range of terrains.

[0008] It is desired to address or ameliorate one or more disadvantages or limitations associated with the prior art, or to at least provide a useful alternative.SUMMARY

[0009] In a first aspect of the present disclosure, there is provided an all-terrain vehicle, comprising: a body having a front and a rear end; a prime mover positioned towards the rear end and with a front facing the rear end; and vertical offset gearing which, in use, receives torque from the prime mover through an input and delivers torque to an output that is below the input, the output for driving at least one axle assembly of the vehicle.

[0010] Such a vehicle has been found to be particularly advantageous by the Applicant for use as an armoured all-terrain fighting vehicle in defence operations. In particular, the inclusion of a rear-mounted prime mover, being positioned with a front of the prime mover facing the rear end of the vehicle, in combination with the vertical offset gearing, negates the requirement for the vehicle to include a longitudinal / lateral stacking between the suspension components (including the wheels and axle assemblies (or final drive assembly)) and the powertrain components (including the prime mover, transmission, transfer case and gearing). A vehicle in accordance with the present invention has a reduced length and / or width, and therefore weight, when compared to existing vehicle arrangements. This imparts a high level of mobility to the vehicle.

[0011] In some embodiments, the prime mover is an internal combustion engine. The prime mover may be arranged in a south-north layout. When the prime mover is an internal combustion engine, the prime mover may be a diesel fuelled internal combustion engine.

[0012] The utilisation of an internal combustion engine, in particular a diesel fuelled engine, allows the vehicle to remain low cost and easily serviceable while retaining the higher mobility provided by the vehicle arrangement.

[0013] The input (to the vertical offset gearing) may be approximately level with an output axis of the prime mover, and the output (from the vertical offset gearing) may be approximately level with a height of the final drive assembly. The prime mover may be positioned substantially atop at least a portion of the axle assembly.

[0014] The vertical offset gearing may be housed within a drop box. The vehicle may further comprise a transmission for transmitting torque from the prime mover to the vertical offset gearing. The vehicle may further comprise a transfer case for delivering output torque to the axle assembly.

[0015] The front end of the body may, in use, at least partially conceals heat and / or noise dissipation of the prime mover. The front end of the body may include a load bed for carrying loads.

[0016] The positioning of the prime mover toward the rear end of the body increases the size of such a load bed.

[0017] In some embodiments, the axle assembly drives pairs of wheels. The pairs of wheels may include at least 3 pairs of wheels. All of the wheels may be driven. Each pair of wheels may be steerable.

[0018] A vehicle including at least 3 pairs of wheels, in particular a vehicle including 4 pairs of wheels, where the wheels are all driven (also referred to as an "8x8" vehicle) provides further advantages over existing vehicle arrangements. Due to the prime mover positioning and vertical offset gearing, the present vehicle can include 8 driven wheels without an overly increased length. This allows the vehicle to impart lower ground pressure, greater mobility through adverse terrains, and improves the vehicles gap crossing abilities. Furthermore, providing the vehicle with minimal front overhang, allowable through the present invention's arrangement of components, provides for greater vehicle approach angles and an increased climbing capability. The break-over angle of the vehicle is also reduced, preventing lodgement of rocks, logs and other impediments from becoming stuck between the vehicles' axle assemblies. The inclusion of multiple pairs of wheels (e.g., by the inclusion of multiple axle assemblies / a final drive assembly) in the vehicle being steerable allows the vehicle to execute tighter turning (with a reduced turning circle), and perform crab-crawl manoeuvres.

[0019] The vehicle may have a mass of at least about 4 tonne.

[0020] The vehicle may be able to be arranged in a transportable configuration for transporting the vehicle, including where the vehicle has a length less than about 5.8 m and a width less than about 2.4 m, such that, in the transport configuration, the vehicle fits on a flat rack container.BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Some embodiments of the present invention will now be described, by way of nonlimiting example only, with reference to the accompanying drawings, in which:Figure l is a perspective view drawing of a vehicle in accordance with an embodiment of the present invention;Figure 2 is a perspective view drawing of the vehicle shown in Figure 1, having a storage compartment and weaponry;Figure 3 is a side view diagram illustrating the vehicle shown in Figure 1;Figure 4 is a perspective view drawing of a powertrain of the vehicle shown in Figure 1;Figure 5 is a rear view (relative to the vehicle) drawing of a drop box of the powertrain shown in Figure 4;Figure 6 is a front view (relative to the vehicle) drawing of a drop box of the powertrain shown in Figure 4;Figure 7 is a side view drawing of the vehicle shown in Figure 2;Figure 8 is a front view drawing of the vehicle shown in Figure 1, with a powertrain enclosure removed; andFigure 9 is a rear view drawing of the vehicle shown in Figure 1, with the powertrain enclosure removed.DETAILED DESCRIPTION

[0022] Disclosed herein is all-terrain vehicle 100, comprising: a body 10 having a front end 12 and a rear end 14; a prime mover 16 positioned towards the rear end 14 and with a front (of the prime mover) 18 facing the rear end 14; and vertical offset gearing 20 which, in use, receives torque from the prime mover 16 along an input axis (provided by an input 22 in the form of an input shaft or receiver) and delivers torque along an output axis (provided by an output 24 in the form of an output shaft or receiver) that is below the input 22 (and therefore input axis) when thevehicle 100 is positioned upright, e.g., with its wheels on the ground) . The output 24 is for driving at least one axle assembly 26 of the vehicle 100.

[0023] What is meant by "all-terrain" vehicle 100 is a vehicle capable of traversing across a multitude of terrain types, including sealed roads as well as 'off-road' conditions, including gravel, unsealed roads and rough ground. The inclusion of the prime mover 16 being positioned towards the rear end 14 of the body 10 and with the front of the prime-mover 18 facing the rear end 14 of the body 10, in combination with the vertical offset gearing 20, can provide the vehicle 100 with a reduced weight, reduced overall size (including length and / or width and / or height), and / or increased mobility.

[0024] Figure 1 shows the vehicle 100, including the body 10, and the front and rear ends 12, 14 of the body 10. The front end 12 of the body 10 is the end of the body 10 corresponding to the normally forward movement direction of the vehicle 100. The rear end 14 is the end opposite the front end 12. It is understood that the vehicle 100 may be: (a) a 'unibody' or 'monocoque' style vehicle 100, in which the structural frame and components (referred to collectively as the "chassis") of the vehicle 100 are integral to the body 10; or (b) a 'body-on-frame' style vehicle 100, in which the body and structural frame and components (chassis) are separate but joint components. The body 10 provides the base on or to which the vehicle's functional components, such as its driveline and powertrain components, can be mounted or installed. The vehicle 100 is preferably a 'light-medium class' vehicle, being one with a mass (such as a Gross Vehicle Mass (GVM)) of between about 7 tonnes (7,000 kg) and about 15 tonnes (15,000 kg), and more preferably between about 9 tonnes (9,000 kg) and about 13 tonnes (13,000 kg). This range of 'lightmedium class' masses is one determined by the Applicant, but also one which approximately falls within medium classes known in the art, such as the US Truck Class definition of 4,536 kg to 11,793 kg, and the US Army Robotics Combat Vehicle (RCV-M) medium definition of 9,071 kg to 18,143 kg. In some embodiments, the vehicle 100 may have a mass of at least 3 tonne, at least3.5 tonne, at least 4 tonne, at least 4.5 tonne, at least 5 tonne, at least 5.5 tonne, at least 6 tonne, at least 6.5 tonne, at least 7 tonne, at least 7.5 tonne, at least 8 tonne, at least 8.5 tonne, at least 9 tonne, at least 9.5 tonne, at least 10 tonne, at least 10.5 tonne, at least 11 tonne, at least 11.5 tonne, at least 12 tonne, at least 12.5 tonne, at least 13 tonne, at least 13.5 tonne, at least 14 tonne, at least14.5 tonne, or at least 15 tonne. The weight of the vehicle 100 may vary dependent on the cargo (such as weaponry or supplies or other components held in or on the load bed 28) and / or passengersit carries, but the vehicle 100 preferably remains within the light-medium class vehicle mass ranges stated above.

[0025] The vehicle 100 can be arranged in a transportable configuration, being a configuration particularly suited for transporting the vehicle 100 from one place to another when the vehicle 100 is not under its own power and / or without driving itself (such as on a ship or by train). In such a transportable configuration, the vehicle 100 has a length of less than about 5800 mm (preferably between about 5563 mm and about 5650 mm) and a width of about 2400 mm (preferably about 2052 mm). Typically, a standard sized '20-foot' flat rack container (such as an 'ISO' flat rack container) has an internal length along its centreline of between about 5800 mm and 5900 mm (the 'ISO' / Australian / New Zealand standard being 5800 mm), and an internal length between its outboard posts of between about 5600 and 5700 mm (the 'ISO' / Australian / New Zealand standard being 5600 mm). A standard sized flat rack container also typically has an allowable width for stowed items of about 2438 mm. Accordingly, in the transportable configuration, the vehicle 100 fits onto a standard sized '20-foot' flat rack container. The vehicle 100 may be sized such that, in its regular operation configuration, it is also in the transportable configuration, and is therefore constructed to be within these dimensions at all times. Alternatively, although not shown, the body 10 may include removable portions, such as front and rear (and / or side) bumpers, clips or panels, allowing it to fit within the standard flat rack container, or even smaller transport containers such as a standard-sized 20-foot (enclosed) shipping container. The dimensions of the vehicle 100 shown include a length of between about 5500 mm and about 5600 mm, and a width of between about 2000 mm and about 2100 mm. Where the transportable configuration is adapted to allow the vehicle 100 to fit within a flat rack container, the height of the vehicle 100 is not restricted (as a flat rack container does not include a roof or upper panel). However, in embodiments where the vehicle 100, in its transportable configuration, can also fit within the confines of a standard 20- foot by 8-foot enclosed shipping container (typically having a height of about 2032 mm), the height of the vehicle is preferably less than about 2000 mm. Similarly, where the enclosed container is 20-foot by 8.5-foot container (typically having a height of about 2159 mm), the height of the vehicle 100 is preferably less than about 2100 mm, and where the enclosed container is a 20-foot by 9-foot container (typically having a height of about 2540 mm), the height of the vehicle 100 is preferably less than about 2500 mm.

[0026] In Figure 1, the vehicle 100 can be seen to include a load bed 28, provided in the form of a substantially flat portion of the body 10. The load bed 28 is provided at or positioned toward the front end 12 of the body 10 (at least forward of the prime mover 16), and is provided as the portion of the body 10 onto which a payload or cargo (e.g., a "mission module") can be secured. A mission module is one or more components that together can be fitted atop / to the load bed 28 to allow the vehicle 100 to perform a specific one or more functions, tasks or roles. As shown in Figure 2, the load bed 28 can include an example "direct fires" mission module having both weaponry 40, in the form of a turret, and a general storage hold 38 beneath or adjacent to the turret.

[0027] The storage hold 38 may be for storing ammunition, additional fuel, medical supplies or other equipment, depending on the mission / application and whether the vehicle 100 is a crewed vehicle or an uncrewed vehicle. The hold 38 may be protected by its housing, e.g., formed of high hardness armour steels (HHA). The hold 38 includes at least one access door 54 thereinto. The internal size and shape of the hold 38 may be configurable to suit the needs or intended uses of the vehicle 100 operator, and may be compartmentalised (e.g., include multiple compartments) to serve as storage for more than one item or category of items.

[0028] The weaponry 40, such as the turret shown, may be included on the load bed 28 to allow the vehicle 100 to be used in combat. The turret shown in the Figure 2 is a BAE Systems turret in a 25mm configuration. The weaponry 40 may, however, include other suitable weaponry.

[0029] It is understood that the inclusion of the load bed 28 may be selected at the time of manufacturing the vehicle 100, or may be readily swappable as is required, allowing the vehicle 100 to be multipurpose without the requirement for expensive remanufacturing.

[0030] Along with the load bed 28, the body 10 of the vehicle 100 can be configured to include a number of additional features. It is understood that these features may be customisable, removable and / or interchangeable based on the intended use of the vehicle 100. The features shown included in the vehicles of Figures 1 and / or 2 include: a winch 42 for assisting in recovering the 100 or other vehicles; shackles 44 for the attachment of rope or chain to the vehicle 100 to tie the vehicle down during transport thereof; a variety of sensors, cameras and lights 46 which may allow the vehicle 100 to be operable remotely and / or autonomously, or which may simply be included to record data; and at least one antenna ( / aerial) 48 for wireless communication with othervehicles, such as those in the same convoy or unit. The body 10 also includes a side step 58 to allow access up onto the top of the storage hold 38 or the weaponry 40 (such as for servicing),

[0031] The vehicle 100 includes the prime mover 16. The prime mover 16 is positioned towards the rear end 14 of the body, and is positioned with its front 18 (the front end of the prime mover 16) facing towards the rear end of the body 14. As shown in Figure 3, the prime mover 16 is arranged in a 'south-north' layout or arrangement. The prime mover 16 provides the initial source of motive power for driving the vehicle 100. It is contemplated that the prime mover 16, therefore, is in the form of an engine or electric motor. The vehicle 100 shown in the figures includes a prime mover 16 which is an internal combustion engine ("ICE"). Accordingly, the front of the prime mover 16 corresponds to the front of the engine 18, being the longitudinal end relative the crankshaft of the engine which is opposite a coupling, in use, to a transmission or other powertrain component. As shown in Figure 4, the ICE prime mover 16 can be a diesel fuelled ICE (also referred to as a "diesel engine"). In particular, the engine 16 can be a 6.7-litre displacement Cummins diesel engine. When the engine is in the form of the diesel engine it may be repaired by mechanics or technicians with skillsets readily available in existing armed forces. The engine 16 may be provided as a typical or conventional internal combustion engine, along with its typical or conventional ancillaries, such as, for example, the radiator 50 as shown in Figure 4. Alternatively, the engine 16 may be a modified, or entirely bespoke, engine.

[0032] To facilitate the transfer of movement or power from the prime mover 16 to drive the vehicle 100, the vehicle 100 includes vertical offset gearing 20, as shown in Figure 3. What is meant by this is that the vehicle 100 includes a set or arrangement of gears configured to provide a vertical or height offset between the prime mover 16 (and other powertrain components as will be described below) and the components which physically drive the vehicle 100, being multiple axle assemblies 26 (collectively referred to as a final drive assembly). In particular, the vertical offset gearing 20, in use, receives torque from the prime mover 16 along the input axis through the input 22 of the prime mover 16. Once received, the gearing 20 delivers or outputs that torque to the output 24 of the gearing 20 along the output axis, the output axis being below the input axis when the vehicle is in use or at least upright. The output 24 shown includes an output shaft which connects to or otherwise couples with at least one of the axle assemblies 26 of the final drive assembly to drive the vehicle 100. As shown in Figure 3, the input 22 includes an input receiver 22 which is about level with an output axis Cl of the prime mover 16 (being the longitudinal axisof the crankshaft or central output shaft of the prime mover 16). The output 24 (and output shaft) is about level with a height C2 of the final drive assembly (being the height of one or more of the axle assemblies 26 of the final drive assembly). What is meant by about level is that the angle between the / each differential (of the axle assemblies 26) and the output 24 is an appropriate operating angle, e.g., less than 7° but more than 0°, to reduce vibration but ensure correct operation of the associated shafts, receivers and related components.

[0033] Figures 5 and 6 show the gearing 20 in the form of a 'drop box'. The drop box includes a housing for locating the gearing 20, and corresponding input 22 and output 24, relative to one another, and for preventing the ingress of water or dirt from damaging the gearing 20 and / or other gear related components.

[0034] The vehicle includes a support frame 36, best seen in Figure 4, which extends between the prime mover 16 and the vertical offset gearing 20 (and other powertrain components). The frame 36 provides support and holds together the powertrain components (including the prime mover 16, the vertical offset gearing 20, a transmission / gearbox 32, and a transfer case 34), allowing the powertrain to be held together, and easily installed into and out of the vehicle 100 (such as during manufacture or service).

[0035] Turning back now to Figure 1, the body 10 of the vehicle 100 can be seen to include an enclosure 52 around the engine 16 (also referred to as an "engine enclosure" or "prime mover enclosure"). The enclosure 52 provides cover over and conceals the engine 16 and other components forward of the gearing 20 (those vertically higher than the output 24 of the vertical offset gearing 20) to protect them from the elements (e.g., rain, wind and sun), and from damage during combat or similar events. Due to the arrangement of the prime mover 16 and the vertical offset gearing 20, when the vehicle 100 is used, the heat and / or noise generated / dissipated by the prime move 16 is at least partially concealed by the body 10 of the vehicle 100, in particular the front end 12 of the body 10, when viewed from the front end 12. The enclosure 52 adds to this concealment by way of its covering of the prime mover 16 from the top, sides and rear thereof. The concealment of heat and / or noise is particularly advantageous in military applications of the vehicle 100, as it reduces the vehicle's visibility to thermal imaging and allows it to move toward a target location with reduced noise levels reaching that target location, thus assisting to prevent detection. The enclosure 52 includes at least one enclosure access door 56 to allow workers access to the prime mover 16 and other powertrain components for inspection and servicing. At the topof the enclosure 52 an air intake 60 is included to provide for the entry of air to cool the prime mover 16 and other powertrain components during operation. There is also a vent (not shown) included on the rear face of the enclosure 52, which allows noise and heat generated during operation of the prime mover 16 to exit the enclosure 52 out of the rear face thereof, and away from the rear of the vehicle 100. The enclosure may be formed of mild steel, or high hardness steels (HHA) where increased protection is required.

[0036] To provide for power transfer between the prime mover 16 and the axle assembly 26, the powertrain includes the transmission / gearbox 32. The prime mover 16 and the transmission 26 are mutually coupled. The coupling is provided at the rear of the prime mover 16, such that it extends toward the front end 12 of the body 10. The transmission / gearbox 32 receives torque generated by the prime mover 16, and transmits that torque to the vertical offset gearing 20, by virtue of the vertical offset gearing input 22 (in the form of a shaft or receiver). In this way, the vertical offset gearing 20 receives the torque, through its input 22, before outputting or delivering that torque from its output 24 to drive the vehicle 100. The transmission 32 may include a set of gears and be in the form of a manual or automatic transmission, or may include a continuous ratio of gears (in the case of a continuously variable transmission or "CVT"). The transmission 32 allows the prime mover's 16 operational speed to be varied relative to the vehicle's 100 axle assembly 26 speed and / or ground speed, and vice versa. In the embodiments shown, the transmission 32 is an 'automatic' Allison 3000 series transmission, having six forward-direction gears and one reverse-direction gear, and including a torque converter between itself 32 and the engine 16 allowing for gear changes to occur in use.

[0037] Positioned between the output 24 of the vertical offset gearing 20 and the final drive assembly (in other words, positioned between the output 24 of the vertical offset gearing 20 and two axle assemblies 26 of the final drive assembly), the vehicle 100 includes, as a component in its powertrain, the transfer case 34. The transfer case 34 provides the coupling between the vertical offset gearing 20 and the final drive assembly (which includes each axle assembly 26), thereby delivering output torque from the output 24 to the axle assemblies 26. The transfer case 34 is a component which receives torque from the vertical offset gearing 20 and effectively converts the input torque across multiple outputs. Accordingly, the transfer case 34 allows the vehicle 100 to drive more than a single axle assembly 26 (such as a final drive assembly, e.g., comprising 4 axle assemblies). Turning to Figure 3, it can be seen that the transfer case 34 provides drive to 2 separateaxle assemblies 26, being the inner-most axle assemblies 26. A 'through drive' assembly (not shown) attached to or part of each of the inner-most axle assemblies (in this case, the differential of each inner-most axle assembly) then provides drive to the remaining 2 outer-most separate axle assemblies 26 (also, in this case, by or through the differentials thereof). In the embodiments shown, the transfer case 34 is a Meritor transfer case.

[0038] The vehicle 100 shown in the Figures is one in which each axle assembly 26 drives wheels 30. In particular, each axle assembly 26 drives a pair of wheels 30, each wheel in the pair being positioned about transversely opposed sides of the vehicle 100. Preferably, the vehicle 100 includes at least 3 pairs of wheels (for example a 6-wheel or 8-wheel vehicle). In the embodiment shown in Figure 7, in particular, the vehicle 100 includes 4 pairs of wheel 30, such that the vehicle 100 is an 8-wheel vehicle. Optionally, all (8) of the wheels 30 are driven. Accordingly, the vehicle 100 shown can be referred to as an 8x8 vehicle. Where the vehicle 100 includes only 3 pairs of wheels, and each of the wheels 30 are driven, the vehicle 100 can be referred to as a 6x6 vehicle. The vehicle 100 may be operable to drive only a selected number of the wheels 30, or be operable to selectively drive different amounts of wheels 30 (such as being operable to drive either of only the rear-most wheels or all of the wheels, or such as being operable to drive only 4 of the 8 wheels of an 8x8 vehicle when that vehicle is at a high speed). In some embodiments, each of the pairs of wheels 30 is steerable. What is meant by this is that all of the wheels 30 may be able to turn or rotate to steer or direct the vehicle 100. It is particularly advantageous for the vehicle 100 to include, in particular, multiple axle assemblies 26 (also referred to as a final drive assembly including multiple axle assemblies 26) with steerable wheels 30. In such an arrangement, the vehicle 100 can turn in a tighter radius (than conventional vehicle arrangements in which only a single pair of wheels is steerable), and thus is more mobile. Such an arrangement also allows the vehicle 100 to perform 'crab-crawl' (all -wheel transverse steering) manoeuvres, allowing it to move in a transverse motion / rotation relative to its orientation.

[0039] Figures 8 and 9 show the prime mover 16 positioned substantially atop the axle assembly 26, by virtue of the gearing 20. The vehicle 100 is positioned preferably entirely atop each and every axle assembly 26 (therefore entirely atop the final drive assembly), but is at least substantially atop one or more axle assemblies 26. What this means is that the prime mover 16, or at least the axis of the shaft of the prime mover 16 which (indirectly) drives the input 22 of the gearing 20 (and thus the input axis to the vertical offset gearing 20), is entirely above the axle / s26. Preferably the lowermost portion of the prime mover 16, such as the sump or lower engine block, is also above the axle / s 26. The prime mover 16 is preferably positioned atop the rear suspension components of the rear axle assembly 26 of the vehicle 100. In this way, the spacing between axle assemblies 26 can be shortened to desirable dimensions for mobility and transport without having to account for placement of the prime mover 16 or any other powertrain components as described. This allows the overall vehicle 100 dimensions to be minimised and / or optimised.

[0040] While various embodiments of the present invention have been described above, it should be understood that they have been presented by way of example only, and not by way of limitation. It will be apparent to a person skilled in the relevant art that various changes in form and detail can be made therein without departing from the spirit and scope of the invention. Thus, the present invention should not be limited by any of the above described exemplary embodiments.

[0041] The reference in this specification to any prior publication (or information derived from it), or to any matter which is known, is not, and should not be taken as an acknowledgment or admission or any form of suggestion that that prior publication (or information derived from it) or known matter forms part of the common general knowledge in the field of endeavour to which this specification relates.

[0042] Throughout this specification and the claims which follow, unless the context requires otherwise, the word ‘comprise’, and variations such as ‘comprises’ and ‘comprising’, will be understood to imply the inclusion of a stated integer or step or group of integers or steps but not the exclusion of any other integer or step or group of integers or steps.

[0043] The presence of " / " in a FIG. or text herein is understood to mean "and / or" unless otherwise indicated, e.g., “A / B” is understood to mean “A, or B, or both A and B”. The recitation of a particular numerical value or value range, or the term "about", throughout this specification and the claims that follow, is understood to include or be a recitation of an approximate numerical value or value range, for instance, within + / - 20%, + / - 15%, + / - 10%, + / - 5%, + / -2.5%, + / - 2%, + / - 1%, + / - 0.5%, or + / - 0%. The term "substantially" can indicate a percentage greater than or equal to 80% or 90%, for instance, 92.5%, 95%, 97.5%, 99%, or 100%. The term "proximate" can mean "close to" or "on", including directly in contact with, on, above or next to, depending on the context.LIST OF REFERENCE SIGNS

Claims

THE CLAIMS DEFINING THE INVENTION ARE AS FOLLOWS:

1. An all-terrain vehicle, comprising: a body having a front and a rear end; a prime mover positioned towards the rear end and with a front facing the rear end; and vertical offset gearing which, in use, receives torque from the prime mover through an input and delivers torque to an output that is below the input, the output for driving at least one axle assembly of the vehicle.

2. The vehicle according to claim 1, wherein the prime mover is an internal combustion engine.

3. The vehicle according to claim 1 or 2, wherein the prime mover is arranged in a southnorth layout.

4. The vehicle according to any one of the preceding claims, wherein the input is approximately level with an output axis of the prime mover, and the output is approximately level with a height of the axle assembly.

5. The vehicle according to any one of the preceding claims, wherein the front end of the body, in use, at least partially conceals heat and / or noise dissipation of the prime mover.

6. The vehicle according to any one of the preceding claims, wherein the vertical offset gearing is housed within a drop box.

7. The vehicle according to any one of the preceding claims, further comprising a transmission for transmitting torque from the prime mover to the vertical offset gearing.

8. The vehicle according to any one of the preceding claims, further comprising a transfer case for delivering output torque to the axle assembly.

9. The vehicle according to any one of the preceding claims, wherein the prime mover is positioned substantially atop at least a portion of the axle assembly.

10. The vehicle according to any one of the preceding claims, wherein the front end of the body includes a load bed for carrying loads.

11. The vehicle according to any one of the preceding claims, wherein the axle assembly drives pairs of wheels.

12. The vehicle according to claim 11, wherein the pairs of wheels includes at least 3 pairs of wheels.

13. The vehicle according to claim 11 or 12, wherein all of the wheels are driven.

14. The vehicle according to any one of claims 11 to 13, wherein each pair of wheels is steerable.

15. The vehicle according to any one of the preceding claims when dependent from claim 2, wherein the internal combustion engine is a diesel fuelled internal combustion engine.

16. The vehicle according to any one of the preceding claims, wherein the vehicle has a mass of at least about 4 tonnes.

17. The vehicle according to any one of the preceding claims, wherein the vehicle can be arranged in a transportable configuration for transporting the vehicle, including where the vehicle has a length less than about 5.8 m and a width less than about 2.4 m, such that, in the transport configuration, the vehicle fits on a flat rack container.

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