The present invention relates to suspension and steering modules for a vehicle which respectively include modular suspension and steering systems for the vehicle, particularly an automotive or motor vehicle.

WO 96/34775 describes that, in many instances, the space available for a vehicle suspension system is very limited creating a problem for packaging. A particular packaging problem is raised for suspensions which must occupy limited area in order to maximise available cabin space. WO 96/34775 responds to this problem by providing a suspension assembly which includes an upper arm joined to a lower arm by an upright member. The arms are pivotally attached to the vehicle frame so as to be pivotable about axes which extend generally transverse of the vehicle.

Packaging of a suspension system is also challenging for a so-called "narrow track" vehicle. Track is the largest centre-line distance between individual wheels in set(s) of wheels, for example the front and rear sets of wheels of a four wheel vehicle. A narrow track vehicle typically has track, or distance between a set of wheels, of less than 1000 mm and potentially lower than 500 mm, dimensions less than transverse dimensions of the vehicle body frame. In this case, not only is there a challenge in packaging the suspension system but also a challenge in achieving required suspension performance, especially in a vehicle with steered wheels. In this case, the steering system must also be packaged within a vehicle. Such suspension and steering systems may be quite complex and present challenges for design and fabrication.

As well as problems of packaging, there is always a drive to reduce vehicle manufacturing costs. While use of less complex suspension and steering systems is of assistance in reducing manufacturing costs, it is desirable for inventory costs to be managed as well. That is, a vehicle manufacturer may need to provide body frame structure, suspension and steering systems for both narrow and wider track vehicles. In addition, suspension systems are also required for front and rear wheels, and possibly intermediate wheels, these typically using different components and presenting manufacturing complexity. Previously, different suspension and steering


system configurations and components have required to be designed at significant expense; and held in inventory to enable provision of suspension and steering systems for both narrow and wider track types of vehicle. In particular, suspensions and steering systems for narrow and wider track vehicles - noting that transversely mounted suspensions are the industry preference - have not been simply interchangeable especially for a common body frame structure to support it. Either the suspension and steering system designed for a narrow track configuration for a given vehicle body frame structure needs to undergo major change or the vehicle body frame structure must undergo major change in order to make it compatible for wider track configuration. In either case, there are negative implications for inventory and manufacturing costs. It would be desirable to reduce these inventory and manufacturing costs.

It is an object of the present invention to provide a suspension and steering module for a vehicle applicable to both narrow and wider track configurations of a vehicle.

It is a further object of the present invention to provide a suspension module which may be applied to a range of vehicles thereby reducing inventory and manufacturing costs.
With these objects in view, the present invention provides, in one aspect, a suspension module for a wheeled vehicle, the module being connectable to a vehicle body frame and comprising suspension means for each wheel of pair of wheels of the vehicle wherein said suspension means comprise suspension components commonised such that the module provides for location of the same suspension means either outboard or inboard of each said wheel of said pair of wheels of the vehicle. The pair of wheels referred to is advantageously a front pair of wheels for the vehicle.

The suspension module is advantageously connected to a steering module comprising steering means for wheels of the vehicle wherein said steering means comprise steering components at least substantially commonised such that the module provides for location of the same suspension means outboard or inboard of

each said wheel of said pair of wheels of the vehicle. In either case, steering system or mechanism mounting location is advantageously common for inboard and outboard wheel configuration.

In another aspect, the present invention provides a module for suspension and steering of a wheeled vehicle connectable to the vehicle body frame and having

a structure comprising:

a suspension module comprising suspension means for each wheel of a pair of wheels of the vehicle; and
a steering module connected to the suspension module and comprising steering means for said pair of wheels of the vehicle

wherein said module comprises a set of suspension and steering components commonised for location of each suspension means either outboard or inboard of wheels of the

vehicle. In either case, steering mounting location is advantageously common for inboard and outboard wheel configuration. Again, the pair of wheels referred to is advantageously a front pair of wheels for the vehicle.

The modules as above described may be connected to other modules, serving different vehicle functions, in the course of manufacturing a vehicle. So, the present invention also includes a modular method of manufacturing a vehicle.

The suspension module comprises a range of commonised components, these components advantageously including at least the key or essential components for the suspension system. Most advantage in terms of reduced vehicle design, development and manufacturing costs will be achieved in this manner. For example, the suspension module - when used for a double arm suspension - may comprise at least a pair of longitudinal arms extending longitudinally of the vehicle

when installed, said pair of longitudinal arms including at least one arm forming part
of a suspension means provided for each wheel wherein said at least one arm is
connectable to the vehicle body frame or vehicle chassis and is common for a
suspension means whether iocated outboard or inboard of each wneeJ of said pair of
wheels of the vehicle. Both arms of the pair of arms may be common for a
suspension system whether located inboard or outboard of each wheel of said pair of
wheels of the vehicle.

The above described suspension and steering modules are applicable to vehicles of either narrow wheel track or wider wheel track, these tracks being defined relative to a transverse dimension of the vehicle body frame, allowing flexibility and reduced inventory and manufacturing costs through enabling a stock of commonised suspension and steering components to be used in vehicles of various types. In either case, greatest benefit in terms of reducing manufacturing and inventory costs will be achieved by using a common vehicle body frame structure whenever the suspension and steering modules are used. That is, it is possible to use the presently described suspension and steering modules with a common vehicle body frame structure whether the vehicle is of narrow or wider track configuration; or whether the suspension means are- mounted inboard or outboard of the vehicle wheels. For a narrow track vehicle, the above described suspension and steering modules are typically located outside the wheel plane, that is, outboard. For a wider track vehicle, the above described suspension and steering modules are typically located inside the wheel plane, that is, inboard.

Where the suspension module includes common longitudinal arm(s), the longitudinal arm(s) are simply fixed into the required position for narrow or wider track vehicle, that is inboard and outboard. The required arm positions for inboard and outboard suspension means may be mirror images of each other and common longitudinal arm(s) may be translated to correct position dependent on the required track, that is inboard or outboard suspension means mounting, for a vehicle. The module incorporating suspension module and steering module could be provided with the longitudinal arm(s) simply translated to required position dependent on whether a narrow or wider track vehicle was scheduled for production. Further, if it is desired to change vehicle configuration, from inboard to outboard mounting of suspension means, the suspension module allows this for a common vehicle body frame structure with provision to accommodate respective suspension mounting brackets at desired locations. Such suspension mounting brackets may be translated on a vehicle chassis cross member along transverse direction to enable
commonisation for both inboard and outboard mounting configurations.
-

The vehicle suspension system is conveniently of double arm type extending longitudinally and the suspension module is then configured accordingly. Each suspension module is provided with suspension means comprising a pair of longitudinally extending arms. In this way, each wheel is provided with an independent suspension. The suspension module may be implemented in a vehicle irrespective of the number of wheels and in front, rear or intermediate position. The use of common components, for example the common longitudinal arm(s), for front and rear mounted suspension means reduces inventory and manufacturing costs.

The suspension means for each wheel, whether for a narrow track or wider track vehicle, may comprise - in a double arm system - a pair of longitudinal arms or links extending parallel to a longitudinal axis or plane of a vehicle. These arms are disposed one above the other with the top arm being the upper arm. The other arm is the lower arm. In a

vehicle having dedicated pair(s) of co-axially mounted wheels, for example as for the front wheels of a four wheel vehicle, two pairs of longitudinal arms will be provided, one pair of longitudinal arms being correspondent with each wheel. Either upper, lower or both types of longitudinal arm may be common to each suspension means to be included within the suspension module whether mounted outboard or inboard of wheels or whether mounted for narrow and wider track vehicles.

For one form of vehicle, which may typically be a narrow track vehicle, gauged relative to a transverse dimension of the vehicle body frame, each pair of longitudinal arms will advantageously extend outboard of each wheel of the vehicle. Wheel track will typically be less than 1000 mm, more preferably less than 500 mm. The suspension system preferably and advantageously achieves zero wheel track change.

For a wider track vehicle, gauged relative to transverse dimensions of the vehicle body frame, the suspension means may be accommodated inboard of each wheel of the vehicle.

The suspension system preferably, and advantageously, is designed to achieve zero wheel track change and camber change during operation of the suspension system, which minimizes tyre wear.

In either the inboard or outboard suspension mounting case, the upper and lower arms of the suspension system are connected through vertical links to form an assembly or structure. Such vertical links are also advantageously commonised for use in suspension means located outboard or inboard of vehicle wheels or for use in narrow and wider track vehicles. The assembly of arms and links, as so far described, is pivotably mounted to a chassis of the vehicle. Each arm of the suspension module may be independently connected by pivot joints to the vehicle chassis. Each arm is then allowed to pivot about a pivot axis of a joint; the orientation of this pivot axis defining wheel camber change during wheel vertical travel, i.e suspension operation.

The location and orientation of pivot axis/axes, in co-operation where necessary with steering hardpoints are selected, advantageously during the vehicle design phase, to achieve desired suspension characteristics including caster, camber - change and roll center. For example, where zero camber change is desired, the pivot axis of each joint for an arm is preferably designed to be set substantially parallel to the pivot axis of each corresponding joint for the other arm and also to a transverse axis of the vehicle, which is an axis perpendicular to the above-mentioned longitudinal axis/plane of the vehicle.

Typically, the pivot joints will be designed to achieve zero camber change during vertical wheel travel when driving as this reduces tyre wear. Pivot axes for pivot joints for both upper and lower arms for both left and right wheels, typically front wheels, in this case are desirably co-axial and horizontal. Put another way, the pivot joints for the upper arms desirably have a common horizontal pivot axis. The pivot joints for the lower arms also desirably have a common horizontal axis. This may be varied if desired.

Wheel toe and camber change under suspension operation is defined by inclining pivot axis (axes) to the transverse axis of the vehicle. Caster is only dependent on arm length and its mounting pivot location. Thus the desired caster

change or constant caster requirement can be satisfied by selecting appropriate pivot locations for given arm lengths.

Conveniently, wheels are rotatably mounted on axles in the form of stub axles. Stub axle(s) for the wheel(s) extending inboard may be integrated with the vertical links connecting the lower and upper arms of the suspension module. The stub axle(s) may also be commonised in the modules in the above described manner. In a narrow track vehicle, the stub axles extend inboard of the vertical links connecting the lower and upper arms of the suspension module. In a wider track vehicle, the stub axles extend outboard of the vertical links connecting the lower and upper arms of the suspension module.

A suspension means for a wheel comprises a shock absorption system including damping members located either inboard or outboard of the wheel and mounted to the vehicle body frame. The suspension module may incorporate different elastic or spring members for shock absorption, these members typically being supplemented by damping members which would be located outboard or inboard of vehicle wheels as required. Either the upper or lower arms of the suspension system may be connected by a bar/tube . Such a bar/tube may be a cylindrical bar/tube and is a vehicle stabiliser acting as an anti-roll device. However, if the cylindrical bar is mounted to the vehicle body frame or chassis to prevent rotation of the bar with respect to the body frame, it is a torsion bar spring. The bar/tube, when acting as a torsion bar spring, may supplement or substitute other elastic or spring members for the suspension system. The elastic or spring members may be provided in the form of coil springs. Damping members may be hydraulic cylinders. The bar need not be cylindrical in cross-section. The previously described elastic or spring members, vehicle stabilizers and so on can also be commonised for inboard and outboard mounted suspension means and narrow and wider track types of vehicle.

In such embodiments, a first suspension means is provided for one wheel of a pair of wheels and a second suspension means is provided for a second wheel of said pair of wheels, each wheel of said pair of wheels being located on an opposed side of said longitudinal axis of said vehicle and a bar or tube connects a

longitudinally extending arm of said first suspension means with a corresponding longitudinal extending arm of said second suspension means to resist relative rotation of the suspension means with respect to each other.

The bar or tube may connect longitudinally extending upper and/or lower arms
of each suspension means to resist relative rotation of each suspension means with
respect to each other. The bar or tube may be pivotably mounted on a vehicle body
frame or said vehicle chassis and connected, through linkages, to longitudinally
extending upper and/or lower arms of each suspension means to resist relative
rotation of each suspension means with respect to each other.

The bar or tube may be a torsion bar spring fixed to a vehicle body frame or said vehicle chassis to resist relative rotation of each suspension means with respect to said vehicle body frame or vehicle chassis.

Each of the upper and lower arms of the suspension system may have varying geometry, based on strength and packaging requirements and may include open frame or solid members. The upper arms may be wedge shaped, for example, triangular wedge shape. The lower arms may be provided more in the form of bars, perhaps in an arcuate shape in the form of angled or curved bars, tending to angle or curve - with an arcuate shape in a forward direction - toward a centre longitudinal axis of the vehicle in order to accommodate wheel movement when employed for steered wheel application. Ideally, the dimensions of each of the upper and lower arms, particularly in longitudinal direction, are chosen such that the suspension system provides desired caster and trail change and roll center. The dimensions, particularly longitudinal dimensions, may be adjusted to vary caster and trail change
if desired.

In the case of steered wheel configuration, the steering module is connected to the suspension module, for example through the vertical link(s) of suspension means of the suspension module. In a narrow track, or outboard suspension mounted vehicle configuration, the suspension assembly is located outboard of each wheel and wheel track for the vehicle and the vertical link(s) are advantageously operatively connected to a steering mechanism of the steering system by a linkage

arrangement "overlapping" each wheel. Further description of a vehicle of this kind is provided in the Applicant's co-pending Indian Patent Application No. 3990/CHE/2010, the contents of which are hereby incorporated herein by reference.

Also, for steered wheel(s) and a double arm suspension, the upper and lower arms of the suspension module are connected to the vertical links through joints such as ball joints.

In the case of non-steering of wheels, pivot joints are provided between upper and lower arms and the vertical links.

The modules of the present invention may be applied to a range of automotive vehicle types, whether two, three, four or more wheeler vehicles. In addition, the modules may be applied to both powered and unpowered automotive vehicles and irrespective of whether the automotive vehicle wheels are steered or unsteered. Particular advantage may be achieved for vehicles with steered wheels where the above described modularization greatly simplifies vehicle design and manufacture by modularizing suspension and steering systems.

The above described suspension and steering modules are applicable to vehicles of narrow and wider track. As a result, it is not necessary to have different suspension and steering modules available in inventory for both types of vehicle. Once the vehicle track is selected suspension and steering modules may be installed in required position. The same modules can be made to suit both types of vehicle and various vehicle body frame or chassis designs though the same vehicle body frame is advantageously used in both types of vehicle affording a further degree of commonisation. For a narrow track vehicle, the suspension module is positioned and installed such that the stub axles are directed inboard. For a wider track vehicle, the same suspension module can be positioned and installed such that the stub axles are directed outboard.

The only components that may require to be customized by track
- configuration (wide or narrow) are steering tie rod for its length and steering arm.
Other than that, the substantial commonisation of components of the suspension and

steering modules to both types of vehicle, allows vehicle design, and vehicle

nanufacturing costs including inventory costs to be reduced over prior vehicle manufacturing systems.

The suspension and steering modules of the present invention may be more fully understood from the following non-limiting description of a preferred embodiment thereof made with reference to the accompanying drawings in which:

Figure 1 is a front isometric view of a suspension and steering module for a narrow track vehicle including the suspension module in accordance with a first embodiment of the present invention.

Figure 2 is a detail isometric view showing assembly of the wheel, stub axle, arms and vertical links of a suspension means within the suspension module included in the suspension and steering module of Fig. 1.

Figure 3 is a schematic representation of a suspension means within the suspension module included in the suspension and steering module of Fig. 1.

Figure 4 is a schematic representation of the suspension and steering module shown in Fig. 1 and including both suspension means as schematically illustrated in Fig. 3.

Figure 5 is a second front isometric view of a suspension module for a vehicle in accordance with the first embodiment of the present invention.

Figure 6 is a front isometric view of a suspension and steering module in accordance with a second embodiment of the present invention.

Figure 7 provides schematic view of a suspension means of the invention illustrating toe and camber change parameters.

Figure 8 is a front isometric view of a suspension and steering module in accordance with a third embodiment of the present invention.

Figure 9(a) is a schematic representation of a suspension and steering module used in outboard mounted suspension means mounted on body frame base structure in accordance with the present invention.

Figure 9(b) is a schematic representation of a suspension and steering module used in inboard mounted suspension means mounted on body frame base structure in accordance with the present invention.

Figures 1 to 6 show a suspension module 10 for a steered four wheel
automotive vehicle which, in a first embodiment, is of narrow track relative to
transverse dimension of the vehicle body frame or chassis. The suspension module
10 has components commonised to enable the same suspension module 10 to be
used for a wider track vehicle as will be apparent from later in this description made
with reference to Figures 9(a) and 9(b).

The automotive vehicle has a pair of front wheel(s) 40 mounted on stub axles 16, each wheel 40 being steerable. These wheels 40 are separated by a narrow track, C, or distance between the centre-lines of each wheel 40, of less than 500mm. Each of the front wheels 40 are provided with individual suspension means 15, forming part of suspension module 10, to absorb shocks caused by passing over bumps and other minor obstacles and faults, such as potholes, in a road. The suspension means 15 are mounted outboard of each of the vehicle wheels 40 outside the wheel plane. That is, each suspension means 15 is located closer to the periphery of the vehicle than its respective wheel 40. Each wheel 40 is provided with independent suspension by each suspension means 15.

The suspension module 10, which comprises the suspension means 15, is configured to provide a double arm type suspension. Therefore, each suspension means 15 of the suspension module 10 comprises a pair of arms or links 11, 12 extending along the longitudinal plane of a vehicle outboard of the wheel 40. These longitudinally extending arms 11, 12, forming essential components of a double arm suspension system, are disposed one above the other with the top arm 11 of each pair being the upper arm 11.

The other arm is the lower arm 12. Rear ends of the upper and lower arms 11, 12 are pivotably connected to the chassis (not shown) of the vehicle at pivot joints 111 and 112.

The upper and lower arms 11, 12 of each suspension means 15 are connected through vertical links 14 through ball joints 27, to form the basic structure of the suspension module 10.

Each arm 11, 12 of each suspension means 15 of the suspension module 10 is independently connected by pivot joints to the vehicle body frame or chassis.

Each arm 11, 12 is then allowed to pivot about a pivot axis 111A and 112A of each joint 111, 112. For the illustrated suspension module 10, the pivot joints 111, 112 are designed to achieve zero camber change during vertical wheel travel when driving. Camber change are selected in the design phase and a zero camber change during vertical wheel 40 travel (as opposed to static condition) were selected for the suspension module 10 being described. To that end, each of the joints 111 for the upper arms 11 have coaxial pivot axes or a common pivot axis 111A. Each of the joints 112 for the lower arms 12 also have coaxial pivot axes or a common pivot axis 112A. These pivot axes 111A and 112A are horizontal. However, for a zero camber - change design as here described, the pivot axis of each pivot joint 111,112 is also transverse being set parallel to a transverse axis B of the vehicle; that is an axis perpendicular to the longitudinal axis A of the vehicle. Fig. 7 demonstrates the parameters i.e. angle p and of the pivot axes 111A and 112A with respect to transverse axis B which need to be selected along with other appropriate lay out parameters like steering system hardpoints to achieve desired camber and toe variation. For a zero camber change, each parameter p and O has a value of zero.

However, the suspension module 10 could be designed to have different camber and toe angle change. Fig. 7 illustrates some design possibilities. For example, upper arm 11 pivot axis 111A may be inclined, at various angles with respect to the transverse axis B. Alternatively, the lower arm 12 pivot axis 112A can be inclined with respect to transverse axis B. It is also possible to incline both pivot axes 111A and 112A to the transverse axis B in order to achieve a desired camber and toe change.

Each wheel 40 is rotatably mounted on a stub axle. Stub axles 16 for the wheels are connected to front terminal ends 12a of the lower arms 12 of each suspension means 15 of the suspension module 10, inboard of the vertical links 14 connecting the lower and upper arms 11, 12 of the suspension module 10. Each of stub axles 16 are integral with, or form part of, the vertical links 14 connecting the lower and upper arms 11, 12 of the suspension module 10.

The upper and lower arms 11, 12 of the suspension module 10 have different geometry.

The upper arms 11 are wedge shaped, and approximately triangular in

shape. The lower arms 12 are in the form of angled members or bars tending to angle or curve, with an arcuate shape, in a forward direction toward the centre longitudinal axis A of the vehicle. The dimensions of each of the upper and lower arms 11, 12, particularly in longitudinal direction, are chosen based on packaging requirements and locations of upper and lower arm 11,12 mounting pivot joints 111, 112 selected such that the suspension module 10 provides desired suspension characteristics. The dimensions, particularly longitudinal dimensions of the upper and lower arms 11,12 may be selected to achieve desired caster and trail change.

The suspension module 10 provides suspension for steered wheels 40 of the vehicle and is therefore connected to a steering module 60. Therefore, the vertical links 14 of suspension module 10 are connected, through a linkage arrangement including ball joints 25 to a steering module 60 comprising steering wheel 68, steering column 62 and other components for the steering system which include links in the form of divergent tie rods 23, one tie rod 23 corresponding to each wheel 40. Each steering link or tie rod 23 is pivotally connected, at one end, to a steering mechanism 65 here illustrated of conventional rack and pinion type. Rack and pinion mechanism 65 is an elongate structure which extends horizontally above wheel 40 height. Rack and pinion mechanism 65 has opposed ends, each end being located outboard of each wheel 40.

However, other steering systems may be used as. For example, the steering
mechanism could include a half rack with bellcrank, a recirculating ball-screw with bellcrank and so on).

At the other end, each steering tie rod 23 is connected to a vertical link 14 through ball joint 25 to a steering arm 24 each located above wheel 40 height. Each steering tie rod 23 and steering arm 24 overlaps its respective wheel 40. Such linkage arrangement ensures that steering wheel 68 rotation, during steering results in steering of vehicle wheels 40. A steering axis for each wheel 40 is defined by vertical links 14, as visualized through a line joining ball joints 27 of each vertical link 14 to upper arm 11 and lower arm 12. This steering axis is shown schematically as 610 in Fig. 7(c). Steering axis 610 extends in an upward and rearward direction with

respect to the longitudinal vertical plane of the vehicle, as above described, giving the vehicle including the steering system its required geometry and stability.
The upper and lower arms 11, 12 of the suspension module 10 are connected to the vertical links 14 through ball joints 27 as shown conveniently in Figs. 2 and 6.

The lower arms 12 of the suspension module 10 may optionally be connected by a cylindrical spring steel bar 17 which is a vehicle stabiliser acting as an anti-roll device. If this bar 17 is fixed to chassis frame and rotation locked, the torsion bar 17 supplements the shock absorption provided by the coil springs 21 which act as shock absorbers for each suspension means 15 of the suspension module 10, as illustrated in Figure 6. It may be noted that the coil springs are mounted outboard of wheels 40. The coil springs 21 are designed in accordance with conventional shock absorber design practice. Coil springs 21 may have adjustable spring stiffness, adjusters 21a being provided for this purpose. Coil springs 21 are disposed above upper portions of dampers 35, of hydraulic cylinder type, which provide necessary damping for improved rideability. Coil springs 21 may comprise multiple springs of different spring stiffness. Dampers 35 are mounted to lower arms 12 by spherical joints 37 incorporating bushes with limited conical flexibility. Dampers 35 are not shown in Fig. 2 for ease of illustration.

In an alternative embodiment illustrated in Fig. 6, when torsion bar 17 is locked to the chassis of the vehicle through mounting member 46, the torsion bar 17 may provide sufficient spring action to act as a torsion spring eliminating need for coil springs 21 which were provided in the suspension systems shown in Figs. 1 to 5. Dampers 35 remain in the suspension module 10. The torsion bar 17 may be mounted along the pivot axis of the lower members 12 of the suspension module 10. However, torsion bar 17 could be mounted at other points of the lower arms 12. In such case, additional links would be necessary. Alternatively, the torsion bar spring 17 can also be mounted along the pivot axis of the upper arm 11.

An anti-roll bar 170 may be mounted between the upper arms 11 of the suspension module 10. This possibility is illustrated in Fig. 8. Here, as seen with further reference to Fig. 4, the anti-roll bar 170 is mounted along the common

horizontal pivot axis 111A of the upper arms 11 of the suspension module 10. Fig. 4 also shows the narrow track nature of the vehicle given the small separation distance, or track, C, between each of the front wheels 40.

Referring now to Figs. 9(a) and 9(b), the above described suspension system components for the narrow track vehicle, as gauged relative to the transverse dimensions of the vehicle chassis, a member of which is shown as item 90, are shown for the narrow track vehicle and commonised for use in a suspension system for a wider track vehicle. Fig. 9(a) shows a suspension module 10 used for the narrow track vehicle and as described above connected to steering module 60 to form suspension and steering module 186. Suspension module 10 is also connected to vehicle chassis member 90. Certain vehicle components are shown in dashed outline for purposes of better illustration.

Fig. 9 (b) shows substantially the same suspension module but here numbered 1110 for a vehicle having a track D which is wider than track C for the vehicle of Fig. 9(a). The items shown in Fig. 9(b) are substantially the same as, or commonised with, those items in Fig. 9(a) so the same reference numerals are used with the minor exception of steering arms and tie rods as described below. Again certain vehicle components are shown in dashed outline for purposes of better illustration. Track D is greater than 1000 mm.

Suspension module 10 is positioned such that suspension means 15, as above described and noting longitudinal arms 11 and 12, dampers 35 and coil springs 21, are located inboard, or inside the wheel planes, of each of the wheels 40 of the vehicle and then secured to the vehicle chassis member 90. In particular, both the common longitudinal arms 11 and 12 are simply fixed into the required position for the wider track vehicle. These required positions may be mirror images of each other and common longitudinal arms 11 and 12 may be simply translated into correct position for the wider track vehicle during manufacture.

While suspension components are substantially commonised between the narrow and wider track vehicle configurations, the illustrated embodiment achieves commonisation of steering components, such as the above described rack and pinion steering unit 65 in steering modules 60 also. The steering tie rods 23, 123

and steering arms 24, 124 are also of similar design but of different length based on track change compared to those used for the narrow track vehicle and manufacturing of such rods 23, 123 does not cause undue difficulty.

Otherwise, as the suspension and steering systems are as described above, the commonisation of suspension and steering components allows repetition of the above discussion to be avoided for conciseness.

The above described suspension modules 10 are applicable to vehicles of narrow and wider track. As a result, it is not necessary to have different suspension system components and modules available in inventory for both types of vehicle. . Once the vehicle track is selected, suspension and steering modules 10 and 60 may be located and installed in required position. For a narrow track vehicle, suspension modules 10 are positioned and installed such that the stub axles 16 are directed inboard and suspension means 15 outboard of each of the wheels 40 of the vehicle, outside the wheel plane. For a wider track vehicle, the same suspension module 10 is located and installed such that the stub axles 16 are directed outboard and suspension means 15 inboard of each of the wheels 40 of the vehicle, inside the wheel plane. The commonisation of the suspension components and considerable commonisation of steering components allows inventory management costs and so vehicle manufacturing costs to be red,uced over prior vehicle manufacturing systems.

The suspension modules 10 as well as steering modules 60 are readily employed in a modular method of manufacturing a vehicle, simplifying and reducing vehicle design and manufacturing costs by that means also.

The above described suspension system, employing suspension modules 10 has a number of further advantages over conventional lateral mounted suspension systems. First, the suspension system should enable significant weight reduction in body/frame structure.
Second, and where applicable, mounting the suspension system outboard of the vehicle wheel(s) facilitates shockloads transferred to wider span of the vehicle body structure and close to the outboard longitudinal members of the chassis. Third, the suspension system assists to provide better anti-dive performance as the major component of braking load is transferred through the arms

11 and 12 and vertical links 14 resulting in limited or no suspension compression. Fourth, provision for no camber change results in low tyre wear. Fifth, when conveniently used in four wheel vehicles, required suspension characteristics as well as steering stability and steering geometry, achieved through steering axis 610, can be achieved. When a steering mechanism is disposed to "overlap" wheels 40, a simple steering mechanism, for example as above described may be employed.

Modifications and variations to the suspension and steering modules of the present invention may be apparent to the skilled reader of this disclosure. Such modifications and variations are to be deemed within the scope of the present invention.

WE CLAIM:

1. A suspension module for a wheeled vehicle, the module being connectable to a vehicle body frame and comprising suspension means for each wheel of a pair of wheels of the vehicle wherein said suspension means comprise suspension components commonised such that the module provides for location of the same suspension means either outboard or inboard of each said wheel of said pair of wheels of the vehicle.

2. A module of claim 1 wherein said pair of wheels is a front pair of wheels of the vehicle.

3. A module of claim 1 or 2 being connectable to a steering module comprising steering means for the vehicle wherein said steering means comprise steering components at least substantially commonised such that the module provides for location of the same suspension means outboard or inboard of each said wheel of the vehicle.

4. A module for suspension and steering of a wheeled vehicle connectable to the vehicle body frame and having a structure comprising:
a suspension module comprising suspension means for each wheel of a pair of wheels of the vehicle; and
a steering module connected to the suspension module and comprising steering means for said pair of wheels of the vehicle wherein said module comprises a set of suspension and steering components commonised for location of each suspension means either outboard or inboard of each said wheel of said pair of wheels of the vehicle.

5. A module of claim 4 wherein said pair of wheels is a front pair of wheels of the
vehicle.

6. A module of any one of the preceding claims wherein each said suspension means comprises at least a pair of longitudinal arms extending longitudinally of the vehicle when installed, said pair of longitudinal arms including at least one arm forming part of a suspension means provided for each wheel wherein said at least one arm is connectable to the vehicle body frame or vehicle chassis and is common for a suspension means whether located outboard or inboard of each said wheel of said pair of wheels of the vehicle.

7. A module of claim 6 wherein both arms of said pair of longitudinal arms are common for a suspension means whether located outboard or inboard of each said wheel of said pair of wheels of the vehicle.

8. A module as claimed in any one of the preceding claims being connectable to vehicle body frame structure common for narrow or wider track configurations of a vehicle.

9. A module as claimed in any one of the preceding claims wherein said suspension means is mountable inboard of, and inside a wheel plane of, a vehicle wheel of a wider track vehicle or outboard of, and outside a wheel plane of, a vehicle wheel in a narrow track vehicle.

10. A module of any one of the preceding claims wherein each suspension means is of double arm type extending longitudinally, each wheel being provided with an independent suspension means comprising a pair of longitudinally extending arms, at least one arm being common whether mounted inboard or outboard of a vehicle wheel, required arm position for each arm for inboard mounting being a mirror image of required arm position for each arm for outboard mounting.

11. A module of claim 10 wherein said pair of longitudinally extending arms are translatable from required position for an inboard mounting for one wheel of said pair of wheels to required position for outboard mounting for the other wheel of said pair of wheels.

12. A module of any one of the preceding claims wherein said suspension means comprises a pair of longitudinal members in the form of vertically disposed upper and lower arms extending substantially parallel to a longitudinal axis or plane of the vehicle, said upper and lower arms being connected by a vertical link to form a suspension assembly.

13. A module of claim 12 wherein said suspension means including double longitudinally extending arms and vertical links are translatable from required position for an inboard mounting for one wheel of said pair of wheels to required position for outboard mounting for the other wheel of said pair of wheels.

14. A module of claim 13 wherein said vertical links are commonised whether located outboard or inboard of said wheel of the vehicle.

15. A module of claim 13 or 14 wherein said suspension assembly is pivotably mounted to a chassis of the vehicle.

16. A module of claim 15 wherein each arm of a suspension means is independently connected by pivot joints to the vehicle chassis such that each arm is allowed to pivot about an axis of a pivot joint forming an independent suspension; the orientation of said pivot axis defining wheel camber change, toe change and roll centre height during wheel vertical travel.

17. A module of claim 16 wherein, said orientation of said pivot axis defines zero camber and toe change during suspension operation.

18. A module of claim 17 wherein, for zero camber change, the pivot axis of each joint for an arm of a suspension assembly is set substantially parallel to the pivot axis of each corresponding joint for the other arm of the suspension assembly and also to a transverse axis of the vehicle, said transverse axis being perpendicular to said longitudinal axis or plane of said vehicle.

19. A module of claim 18 wherein suspension means are provided for each of a
pair of wheels, each wheel being located on an opposed side of said
longitudinal axis of said vehicle and pivot axes for pivot joints for said arms of each suspension assembly are co-axial and horizontal.

20. A module of any one of the preceding claims wherein said wheel is mounted on a stub axle commonised for suspension means located outboard or inboard of said wheel of the vehicle.

21. A module of any one of claims 12 to 20 wherein said stub axle is integrated with said vertical link connecting the upper and lower arms of the suspension means.

22. A module of any one of claims 12 to 22 wherein said suspension means for a wheel comprises a shock absorption system mounted to said vehicle body frame and including damping members commonised to be beatable inboard of said wheel for inboard suspension or outboard of said wheel for outboard suspension.

23. A module of any one of claims 12 to 22 wherein a first suspension means is provided for one wheel of a pair of wheels and a second suspension means is provided for a second wheel of said pair of wheels, each wheel of said pair of wheels being located on an opposed side of said longitudinal axis of said vehicle and a bar or tube connects a longitudinally extending arm of said first suspension means with a longitudinally extending arm of said second suspension means to resist rotation of each suspension means with respect to each other.

24. A module of claim 23 wherein said bar or tube connects longitudinally extending upper arms of each suspension means to resist rotation of each suspension means with respect to each other.

25. A module of claim 23 or 24 wherein said bar or tube connects longitudinally extending lower arms of each suspension means to resist rotation of each suspension means with respect to each other.

26. A module of any one of claims 23 to 25 wherein said bar or tube is pivotably mounted on a vehicle body frame or said vehicle chassis and connected, through links, to longitudinally extending upper arms of each suspension means to resist relative rotation of each suspension means with respect to each other.

27. A module of any one of claims 23 to 26 wherein said bar or tube is pivotably mounted on a vehicle body frame or said vehicle chassis and connected, through links, to longitudinally extending lower arms of each suspension means to resist relative rotation of each suspension means with respect to each other.

28. A module of any one of claims 23 to 27 wherein said bar or tube is a torsion bar spring fixed to a vehicle body frame or chassis to prevent rotation of the bar with respect to the body frame.

29. A module of any one of claims 12 to 28 wherein each upper arm of a suspension means is wedge shaped and each lower arm is in the form of arcuate shape.

30. A module of any one of claims 12 to 29 wherein, in the case of a steered wheel vehicle, a vehicle steering system is connected to said vertical link disposed between said upper and lower arms.

31. A module of any one of claims 12 to 30 wherein, in the case of a steered wheel vehicle, said upper and lower arms of each suspension means for each wheel are connected, through a ball joint, to a vertical link connecting said upper and lower arms.

32. A module of any one of claims 12 to 31 wherein said upper and lower arms of each suspension means for each wheel are connected, through a pivot joint, to a vertical link connecting said upper and lower arms.

33. A module of any one of claims 3 to 5 wherein steering mechanism mounting location on vehicle body frame or chassis is common for inboard and outboard wheel configuration.

34. A module of claim 30 wherein said vertical link is operatively connected to a steering mechanism of the steering system by a linkage arrangement overlapping said wheel.

35. A vehicle comprising a module as claimed in any one of the preceding claims.

36. A vehicle of claim 34 being a four wheel vehicle.