PRIORITY DOCUMENTS

[0001] The present application claims priority from Australian Provisional Patent Application No. 201 19026540 entitled "Vehicle for use in underground mines" and filed on 28 June 2011, the content of which is hereby incorporated by reference in its entirety.

TECHNICAL FD2LD

[0002] The present disclosure relates to vehicles. In a particular form the present disclosure relates to module vehicle for use in underground mineral mines.

BACKGROUND

[0003] Modern underground mines are often very extensive and in addition to specialised mining vehicles for ore extraction and transport, also make extensive use of general purpose vehicles for transporting personnel and equipment down to and around the mine. Typically these general purpose vehicles are commercial 4 wheel drive (4WD) vehicles such as Toyota Land Cruisers or Nissan Patrols. These commercial off the shelf vehicles are then further modified to add safety features such as fail-safe brakes and fire suppression equipment. Such modifications are expensive and often equivalent to the purchase price of the vehicles.

[0004] Further the conditions in underground mines are significantly more extreme than the typical off road conditions the vehicles have been designed for. In particular underground mineral mines are often very warm, wet and filled with mud. Further the mud typically found in mineral mines is considerably more corrosive than above ground mud. Driving through the tunnels and chambers in such mines leads to mud being thrown up onto the underside and sides of the vehicle and it rapidly finds its way into the typically unprotected engine bay where it quickly coats and clogs up exposed parts. Over time this mud coats the engine and fills void spaces in the engine bay under the bonnet such that after several weeks of underground use the mud becomes caked on which prevents or severely limits access to engine components, as well as inhibiting proper functioning of various engine components. Contact with the corrosive mud often reduces the effective lifetime of parts requiring more frequent replacement. Additionally the caked on mud must be literally chipped away from parts before they can be serviced which further adds considerable time and costs to repairs and makes identification of problems more difficult. In some cases more parts may be replaced than is strictly required due to difficulty accessing the specific part to be replaced or in diagnosing the exact problem. Further mud is brought into the cabin on the boots and clothing of personnel exposing the doors and cabin floor to the corrosive mud reducing their lifetime. This leads to frequent break downs and maintenance of the vehicles, such that after only 2 years of use the vehicle becomes unserviceable and must be replaced. Further it is not uncommon for modification and maintenance costs to be three times the purchase cost of vehicle over this 2 year period.

[0005] There is thus a need to produce a more robust vehicle that is adapted for use in underground mineral mines.

SUMMARY

[0006] According to a first aspect, there is provided a modular vehicle for use in an underground mine, comprising:

an engine and transmission;

a cabin module;

a centre module;

a rear module;

a chassis for supporting the engine and transmission, and including a plurality of mounts for mounting at least one of the cabin module, the centre module and the rear module to the chassis; and wherein the centre module houses one or more engine and transmission related components in an elevated location so that in use the one or more components are protected from mud thrown up from beneath the vehicle whilst the vehicle is in use.

[0007] In a further aspect the centre module is a substantially enclosed module which extends above the chassis and encloses the top portion of the engine. The centre module may also include a fan for drawing air into the central module so that in use the centre module is maintained at a positive pressure by air drawn in into the centre module by the fan. The one or more engine and transmission components mounted in the centre module comprise at least a radiator, an intercooler, and an air conditioner condenser (ie heat exchange components). The centre module may also house an alternator, an air compressor, an air cleaner and a fire suppression system. The mountings for the alternator, air compressor and air cleaner may be located on the upper portion of the engine.

[0008] In a further aspect the plurality of mounts are in predefined locations in the chassis and use removable fasteners to allow removable mounting of the cabin module, centre module, and the rear module. The centre module may also provide topple over protection for the vehicle. Conduits may also be provided along the chassis to protect wiring, and corrosion resistant wires are used throughout the vehicle, and environmentally protected connectors are used to supply power to connectors provided on the cabin module and to the rear module. [0009] In a further aspect the cabin module is removably mounted at the front of the chassis, and comprises at least one environmentally protected electrical connector and at least one environmentally protected hydraulic connector located at the rear of the cabin to supply power, electrical signals and hydraulics to the cabin. The hydraulic connection to the cabin may be provided using a two part manifold, the First block receiving hydraulic lines from the cabin and the second block receiving hydraulic lines from the engine, and the first and second blocks having complementary faces to allow quick connection of the two blocks to provide a secure leak free connection of the hydraulic lines. The second block may further include at least one valve to reduce leakage of high pressure hydraulic fluid from the engine side connector when the second block is disconnected from the first block. The cabin module may be formed from sections welded to form a seamless cabin structure.

[0010] In a further aspect the centre module may comprise at least one electrical connector and at least one hydraulic connector for providing electrical and hydraulic power to the rear module.

[0011] In a further aspect the rear module is selected from the group comprising of a tray module, a troop carrier module, a crane module or an explosives carrier module. The troop carrier may comprise forward facing seats, an override for stopping the vehicle and an initiator for initiating the fire suppression system of the vehicle.

[0012] According to further aspects, separate cabin, central and rear modules may be provided for use With the vehicle of the first aspect above, including any further aspects described hererin. These separate modules may be used to replace existing modules on a vehicle so as to facilitate rapid maintenance and a return to operations of the vehicle, or the separate modules may be used to build a vehicle.

BRIEF DESCRIPTION OF DRAWINGS

[0013] A preferred embodiment of the present invention will be discussed with reference to the accompanying drawings wherein:,

[0014] FIGURE 1A is a first side perspective view of a vehicle according to an embodiment;

[0015] FIGURE IB is a second side perspective view of a vehicle according to an embodiment;

[0016] FIGURE 2 is an underside perspective view of a vehicle according to an embodiment;

[0017] FIGURE 3 is rear perspective view of a vehicle according to an embodiment;

[0018] FIGURE 4 is side perspective view of a chassis and frame according to an embodiment;

[0019] FIGURE 5 is perspective view of a vehicle according to an embodiment;

[0020] FIGURE 6 is perspective view of a vehicle of a rear troop carrier module according to an embodiment; [0021] FIGURE 7 is perspective view of a rear tray and hydraulic crane module according to an embodiment;

[0022] FIGURE 8 is perspective view of an explosives carrier module according to an embodiment;

[0023] FIGURE 9 is a perspective view of the wiring conduits and connectors to the rear lights according to an embodiment;

[0024] FIGURE 1 OA is a top view of a two part manifold for connecting hydraulic lines according to an embodiment;

[0025] FIGURE 10B is a rear perspective view of a cabin module with the two part manifold of Figure 1 OA according to an embodiment;

[0026] FIGURE IOC is a side view of a cabin module with the two part manifold of Figure 10A according to an embodiment; and

[0027] FIGURE IQD is a perspective view of the two part manifold of Figure 10A prior to connection according to an embodiment.

[0028] ,In the following description, like reference characters designate like or corresponding parts throughout the figures.

DESCRIPTION OF EMBODIMENTS

[0029] Figures 1A to 5 illustrate several embodiments of a modular vehicle 1 suitable for general purpose use in underground mineral mines. Figures 1A shows a first side view 100, and Figure IB shows a second side view 110 of a an embodiment of an underground vehicle. Figure 2 shows an underside perspective view 200, Figure 3 shows a rear perspective view 300, and Figure 4 shows a perspective view 400 of the chassis of another embodiment of a modular vehicle 1. Figure 5 shows a perspective side view 500 of an alternative embodiment of the vehicle 1.

[0030] The vehicle 1 is constructed using a modular design, and includes a forward cabin module 10, a central module 50, and a rear module 60, all of which are mounted onto a chassis 20 which supports the power train. In this embodiment the cabin module 10, centre module 50 and rear module 60 are all designed as replaceable modules. The powertrain comprises an engine 30 and transmission 40 which are located centrally and directly behind the cabin module, along with a final drive to deliver the power to the ground (eg axle, wheels etc). The centre module 50 is provided directly behind the engine and enables elevation and protection of components sensitive to the mud thrown up from beneath the vehicle including heat exchange and other components such as the radiator, after (or inter) cooler, air conditioner condenser, air compressor, air filter, alternator, fire suppressant lines etc. The centre module 50 contains or protects critical engine and powertrain components, as well as providing storage and mounting points for other components such as tanks of fire suppressant and fire extinguishers which need to replaced or serviced from time to time. [0031] In one embodiment the central module 50 includes a frame 34 designed to provide topple over, or roll over protection by welding, fastening or otherwise integrating with the frame with the chassis and house other components such as fire suppression tanks and fire extinguishers. The ear module 60 shown in the embodiment illustrated in Figure 1 is a modular tray located at the rear of the central module 50 and is mounted on the rear portion of the chassis. Other rear modules may also be utilised. Figures 6, 7 and 8 show respective perspective views 600 700 800 of a rear troop carrier module 610, a rear tray and hydraulic crane module 710, and an explosives carrier module 810.

Differentials 70 and suspension 80 are located under the vehicle. Rear lights 90 are provided with power via conduits 92 running along the chassis.

[0032] As indicated above, and as is discussed in detail below, the vehicle includes several features which contribute to increasing the average time between maintenance and overall lifetime of the vehicle, and to facilitate maintenance, and thus to lower the overall lifetime cost of the vehicle compared to the modified commercial vehicles typically used in such environments. It will be understood that a range of embodiments of the vehicle may be produced using various combinations of the features discussed below depending upon the specific requirements that the use the vehicle is to be put through, or other factors as appropriate (eg cost, ease of manufacture, etc).

[0033] An embodiment of a chassis 20 is illustrated in Figure 4 and is designed as a rebuildable frame comprising longitudinal and transverse members. The chassis is used to support the engine and transmission, the various modules, and various other components such as batteries and fuel tanks, or a mounting point 24 for a cabin step. In one embodiment the chassis is a 5.3 metres long steel frame. The chassis may also include front and/or rear bumper bars as shown in Figures 2 to 4. Head lights may be mounted onto the bumper or attached to the front of the cabin and supplied with power via the cabin module. Rear lights may be mounted onto the rear bumper or at the rear of the chassis supplied with power via wiring running along conduits mounted to the chassis as shown in Figures 2-4.

[0034] As shown in Figure 4, the chassis 20 also includes a plurality of mounts 22 to allow mounting of the cabin, centre and rear modules. In some embodiments mounts using removable fasteners are provided on the chassis to facilitate quick change of modules so as to speed up maintenance operations, or to quickly alter the functionality of the vehicle (eg by swapping rear modules). The location of mounts on the chassis and modules can be standardised and provided in predetermined or defined locations on both the chassis and the modules. Quick change mounting arrangements may use aligned openings to facilitate use of removable fasteners such as nut and bolts, locking pins, bolt and threaded openings, etc. Quick change connectors for electrical and hydraulic lines are also provided on (or between), the modules and chassis. This modular approach and use of removable fasteners can speed up the maintenance time, as a module with a component in need of servicing or replacement can be removed and replaced with a new or refurbished component module. This allows the vehicle to be quickly returned to service, whilst the damaged module is repaired, refurbished or salvaged for parts. In alternative embodiments some or all of the modules or components could be fastened to the frame via welding or other more permanent fastening arrangements.

[0035] In one embodiment, a mount is provided on the chassis which includes an opening or aperture for receiving a fastener, and a corresponding mount is provided on the module to be mounted. The opening has a profile or size designed to receive a fastener. For example a circular profile could be used with a 16.5mm diameter to receive a bolt with a 16 mm shaft diameter (ie 16M bolt). However other tolerances and bolt sizes could be selected based upon the required loadings (eg 12M, 20M etc). It will also be understood that a range of possible removable fasteners and mounting arrangements could be used, including those using pins, screws etc. Alignment lugs or similar may also be used to facilitate alignment and fastening of the module to the individual mount points and thus to the chassis.

[0036] In one embodiment the corresponding mount on the module to be mounted includes a second opening so that a fastener can pass through the first opening in the mount on the chassis and then through the second opening in the mount on the module and then be fastened. For example the two openings could be designed to stack vertically and allow a fastener such a bolt to pass vertically through the two openings and then be fastened using a iiut. An embodiment is shown at the front of Figure 4 for mounting the cabin module, in which a rectangular steel plate is welded to the chassis and extends horizontally away from chassis and the opening extends from the top surface through to the bottom surface. The corresponding mount on the module may comprise a downward projection ending in a second plate of similar dimensions. The vertical length of the projection should be sufficient to provide clearance for fastening (eg the height of the head of the bolt, or nut and end of the shaft of the bolt).

[0037] In another embodiment the two openings could be co-axial horizontal pipes (hollow cylinders) design to abut each other, and a fastener such a bolt could be passed the openings and a nut used to fasten the mounts together. An embodiment is illustrated of Figure 4 for mounting the rear module. The pipes may be directly welded onto the chassis and module, or they may be welded to a projection from the chassis of module.

[0038] In another embodiment the mount includes a second opening in the bottom surface of the module that is threaded to receive and fasten a fastener such as a bolt passing through the first opening in the mount on the chassis. This second opening may be flush with the bottom surface, or alternatively a projection may be provided with an opening in the projection. In another embodiment the corresponding mount on the module to be mounted is a projection designed to be inserted through the opening in the mount in the chassis and fastened in place. For example the projection could be a shaft with a threaded end to receive a nut (eg a Cotter), or contain an opening to receive a locking pin. [0039] As shown in Figure 1 A to 5, the engine and transmission are mounted in the chassis in a central location. Additionally the engine, transmission and central module have been designed to facilitate easy access to the engine and transmission. In the embodiment shown in Figures 1 A-5, a custom made engine has been developed from a base model Cummins engine QSB 4.5 obtained from Cummins Inc. This engine has been de-rated by 30% to ensure it is has sufficient power for the intended tasks, and is fully electronically protected. A custom 3 speed fully automatic electronically controlled and protected transmission has been developed based upon a Dana Spicer T20310 transmission manufactured by Dana Holding Corporation. The transmission is protected to prevent gear changing whilst the vehicle is in motion and to change from automatic to reverse or into a specific gear, the vehicle must be stopped and idling before the change will be allowed. To further protect the transmission (and thus further increase robustness) the transmission has been selected to be capable of handling more horse power than the engine is capable of producing. For example in this embodiment the engine is designed to produce 110HP whereas a transmission has been selected which is capable of handling approximately 200HP. In one embodiment the differentials 70 were obtained from Dana Spicer, with housing and gears designed to exceed requirements by at least 50%., with the rear differentials being limited slip rear differentials capable of a 9 tonne dynamic load and a 13 tonne static load. In one embodiment the suspension 80 is constructed from heavy duty components using 4 coils and heavy duty shock absorbers and load rated above the vehicle capacity. Heavy duty tyres 82 are fitted onto one piece rims and fail safe brakes are included. Mud guards 84 are fitted to catch and reduce the amount of mud thrown up by the tyres.

[0040] Electrical wiring, such as that used in commercial vehicles, tends to be susceptible to corrosion and are thus a frequent source of problems requiring ongoing maintenance. To reduce this problem, the use of electrical wiring is minimised, and the engine and transmission are used to provide hydraulic oil to provide hydraulic power to power components such as the air conditioner condenser fan, steering, and failsafe brakes. Hydraulic lines may be run along the chassis or hydraulic fittings or connectors may be provided in the central module 50 to supply hydraulic power to the cabin module via hydraulic lines 19 and rear modules via hydraulic connectors 59 located in the rear wall of the central module. This may be used to power equipment located on or in the rear section or adjacent to the vehicle, such as hydraulic crane located in the tray section or hydraulic equipment carried by the vehicle or located adjacent to the vehicle (e.g. when parked). Robust, environmentally protected quick connect or snap on hydraulic fittings are used where possible.

[0041] In one embodiment a hydraulic line is run from the engine to power the condenser fan (for the air conditioner) and/or the radiator fan (if the systems are not combined). In one embodiment the radiator is a Hydac (www.hydac.com ^" ) Combi-Cooler which provides combined cooling functionality (ie in addition to cooling engine coolant). The Combi-Cooler is an integrated cooling system using a hydraulic driven fan to cool hydraulic fluid, charge air, engine coolant and transmission fluid, each of which is routed through the cooling unit via various connectors. As shown in Figure 1 A, lines 51a and 51b are connected to the turbo intercooler, lines 51 c and 5 Id are connected to the radiator, line 51e is connected to the transmission. As shown in Figures 1 A and IB, the Combi-Cooler is mounted in an elevated position above the engine on one side of the vehicle adjacent the door to the central cabin. Vents (not shown) are provided in the door in front of the fan of the Combi-Cooler to allow air to be sucked in. Other vents may also be provided. The air sucked in by the fan also acts to create positive pressure within the central module, thus further acting to prevent the ingress of mud. Typically, despite the use of floor shielding, there will be some gaps around the engine, and by placing a vent in the door in front of the intake fan, air will be forced out of the gaps around the engine, providing further resistance to the ingress of mud and water from the underside of the vehicle. The Combi- Cooler weighs approximately 100kg, and thus to facilitate maintenance, and removal from the central module, hinged mounts 53 are provided to allow the cooler/radiator to be swung outwards from the central module when the adjacent side panel is open. Once swung out the cooler/radiator unit may be lifted off the swivel mounts with a crane and repaired or replaced.

[0042] Where wiring is used, such as to power rear lights 90, marine grade (tin coated) corrosion resistant wiring 82 is used and run along conduits provided along the chassis. Robust environmentally protected connectors which are environmentally sealed or designed to prevent ingress of moisture or material are used, such as those manufactured by Deutsch (http ://ww w .deutsch .net) are also used. Rear lights 90 use Deutsch connectors along with short looms and test sockets to facilitate replacement and tracking down of lighting failures. An embodiment of the wiring for rear lights 90 is illustrated in Figure 12. A conduit 92 runs along the chassis 20 towards the rear lights 90 and contains electrical wiring (nor shown) ending in a junction box with connectors 94 which provide power to the right brake light and indicators and reversing light. A short loom 96 runs from the connectors 94 to the rear or each light 98. An additional short loom (not shown) also runs from the connectors 94 under the chassis to the rear of the reversing light. Similarly the cabin is supplied with electrical power via a conduit 19 from the central module. Suitable robust connectors are provided on the rear wall of the cabin. Batteries may be provided in a battery housing mounted to the chassis, within the central module, or within the cabin. In one embodiment head lights are mounted on the front bumper and supplied with power (or other signals) via wires connected to environmentally protected connectors (eg Deutsch) provided on the front of the cabin module. This embodiment avoids the need to run any wires under the cabin module.

[0043] Referring back to Figure 1 , the cabin is located in front of a more centrally located engine and transmission in contrast to the traditional arrangement used in conventional 4WD vehicles. Reversing the traditional arrangement allows lowering of the cabin and provides increased access to, and protection of the engine bay and parts as will be discussed below. Additionally providing a forward low cabin is likely to change driver behaviour and reduce vehicle damage. General purpose vehicles used in mines often acquire minor damage to the front and sides of the vehicle thought to be due to a lack o sufficient care, attention or awareness by drivers who are sitting in a protected central cabin (protected by the engine bay). Placing the driver in a low cabin at the front of the vehicle increases visibility (which can be important in sometimes narrow mining tunnels) and is likely to lead to more careful driving behaviour and thus reduce the likelihood of minor damage to vehicles. The cab can also be kept low so that only 1 step is required to enter the vehicle thus maintaining safe access.

Further, and contrary to conventional wisdom, it is still possible to maintain the ride whilst locating the cabin in a forward position. Conventional wisdom teaches that placing the cabin forward leads to a bouncier ride. However placing the engine in the centre (rather than under the cabin as in a truck) more evenly distributes the weight onto both sets of drive wheels and the low forward cabin loads the front axle. This allows control of the spring rate to reduce the bounciness and thus provide a soft ride for the occupants.

[0044] As illustrated in Figures 1 A to 5, the engine 30 and transmission 40 are located in a more central position behind the cabin 10. This location provides greater access to the engine and allows the engine and various mud sensitive components to be raised up and protected from mud which is thrown up from beneath the vehicle whilst travelling throughout the underground mine. Additionally the engine and transmission have been redesigned to place specific components above the engine so as to protect and minimise contact with or exposure to the corrosive mud. For example the alternator 31, air compressor 32 and air cleaner 33 have also been relocated to the top portion of the engine.

[0045] To provide further protection a central module is provided substantially over the engine and transmission and just prior to the rear section 60. In the embodiments illustrated in Figures 1A IB. 2 and 3, the central module 50 is a box like covered frame in which various engine components are mounted in the frame in elevated positions to protect the engine and components from mud being thrown up from under the vehicle (or from the side). As shown in Figures 1 A and IB, the frame includes lift up doors with gas struts (shown in the open position in Figure 1 A) to allow easy walk-in maintenance access. The doors may be lockable. Figure 2 shows a side perspective view with the doors closed, and Figure 3 shows a rear perspective view. In this embodiment the frame extends up from the chassis so as to enclose the top portion of the engine (in conjunction with a floor). That is the top portion of the engine is protected from mud (such as mud thrown up from below the vehicle). Figure 5 illustrates an alternative embodiment in which the central module is formed from an engine cage 34 (with lift up doors) and an adjacent frame in which the mud sensitive components are mounted in elevated locations. Other variants are possible, for example the frame and cage locations in Figure 5 could be reversed, comprised of multiple frame units which together form the central module. The frame may be an open frame as shown in Figure 5, or an enclosed frame as shown in Figure 4, or the frame may be semi-enclosed or partially enclosed, for example with a floor and walls, but not a roof, or the frame may only enclosed on the lower portions and floor. In one embodiment the central module has an open lower surface, and shielding or flooring is installed once the central module is mounted to the chassis to form a protective shield or partial floor to prevent ingress of mud, etc from under the vehicle.

[0046] As discussed the central module allows for the elevation and protection of components susceptible to corrosion, clogging, or other degradation in performance due to mud such as the radiator 52, after cooler 54 (also known as an intercooler), air conditioner condenser and pump 56 (shown as dashed lines in Figure 3). As discussed above, cooling of various fluids may be achieved using a combi-cooler. For clarity pipes and connections from the engine to the components in the frame have been omitted from some diagrams. Parts such as the radiator, intercooler, and air conditioner condenser, are heat exchange devices designed and are reliant on exposure to passing air to provide the required functionality. However when located in a low forward engine bay, such as in

conventional cars or trucks, such components can become covered in mud which leads to reduced efficiency of heat exchange operations. Further, over time, the mud can corrode the housings or pipes leading to leaks and loss of efficiency or even failure of the component (this is particularly true for the radiator). Relocation of these sensitive components to elevated positions within the enclosed central module 50 ensures they can perform their intended functions, and in particular heat exchanging functions, in an elevated and protected position which substantially reduces their exposure to mud. Additionally as the frame is elevated with lift up doors, easy walk in maintenance access is provided. Further in the case of severe problems, or where extended maintenance time is required, the entire central module and fitted components can be quickly removed and replaced, by disconnecting the relevant connections between the components and the engine and/or transmission, and module mounts.

[0047] The central module may also be used to house other components such as the fire suppression tank and fire suppressant lines (not shown). The central module may also include an externally accessible fire extinguisher 58. Hydraulic connectors or fittings 59 may also be provided in the wall of the centra] module to provide hydraulic power to components located in the rear tray section (eg a hydraulic crane) or for hydraulic equipment carried or adjacent to the vehicle (ie the vehicle acts as the power source). Additionally the frame may be designed to provide tip over protection (TOPS) or roll over protection (ROPS) for the vehicle. The frame may also include a head board for the rear tray. The central module may be an open frame, however to minimise ingress of mud, it is preferable that the central module a partially enclosed frame or fully enclosed frame. Venting 55 may be provided to allow sufficient air flow to ensure correct operation of heat exchanging functions. In one embodiment the frame is substantially enclosed. That is frame is covered or filled with sheets and a floor is provided. Some venting may be included, such as to allow air to be drawn in, and small gaps may exist between the engine and floor, or around the access doors. This allows the central module to be kept at a positive pressure (with respect to the outside pressure) by operation of a fan used to draw air into the central module, eg as part of the cooling system. Venting may be provided directly in front of the fan as shown in Figure 4. For example in one embodiment the fan draws air in at the rate of 40cm ³ per second which is sufficient to keep the central module at a positive pressure. Operation of the fan draws air in to pressurise the central module, and air is then forced out of gaps or vents in the substantially enclosed central module to prevent ingress of mud, etc from such gaps. A floor 57 or other guards, shielding or panels may be provided to prevent or deflect any mud thrown up from beneath the vehicle (such as by the wheels).

[0048] The frame is designed to support and provide protection for mud and corrosion sensitive components such as the radiator 52, after cooler 54 (also known as an intercooler), air conditioner condenser and pump 56. If the frame is only required to provide support and protection then the frame can be constructed from a wide range of materials including light weight plastics and metal (eg Aluminium) alloys. However as the frame may be subject to ongoing vibration and corrosive mud, and may be required to provide topple over or roll over protection, then stronger and more robust materials such as steel alloys may be used. These may be painted with two pack paint or given a corrosion resistant coating. Additional shielding may be fitted around the engine or to other parts of the chassis to prevent or reduce ingress of mud, dust or water into the central module or from coating other vehicle parts (eg engine, transmission, electrical or hydraulic lines or conduits, mounts, etc). The shields may be manufactured from corrosion resistant plastic (eg polyethylene) which can be moulded into the desired shape, or provided as sheets. Other materials include corrosion resistant metals or alloys, or steel coated with a corrosion resistant layer (eg two pack paint such as Poly U400). A combination of materials may also be used to provide enclose the frame, for example steel panels may be used for the sides and roof, and plastic shielding for the floor. Choice of materials may be used based on strength, corrosions resistance, or the required shape or profile. For example plastic moulded shields may be provided to provide curved or complex shapes for use around the engine.

[0049] Depending upon the exact requirements, a variety of structural designs or arrangements can be utilised to form and provide structural strength to the frame. For example a series of vertical and horizontal beams can be fastened together (using mechanical fasteners or welded) to form an outside frame. Preferably the centre module is a fully welded frame, coated in steel sheet. The various components and protective panels may then be directly fitted to this outside frame using appropriate fasteners. Additionally or alternatively shelves or racks may be fitted to which the components are then fitted. Additional cross beams, vertical beams, diagonal beams and panels, including reinforced panels may also be provided to increase the structural strength. Additional protective panels and sheets can be fitted to partially or fully enclose the frame. These may be solid panels or be a mesh or grating arrangement to provide some protection against mud whilst allowing air flow into the frame. The frame also includes a head board for the rear tray. Standardised equipment racks are provided to facilitate fitting of equipment within the frame. Preferably the fire extinguisher(s) are easily accessible to personnel outside of the vehicle and removable. [0050] Various arrangements may be used to prevent or reduce ingress of mud, dust or water from under the vehicle into the central module. In one embodiment the central module may lack a floor or covered lower surface, and instead shielding may be mounted directly on the chassis to form at least a partial floor 57 or lower surface (or surfaces). In another embodiment, the central module may include shielding on or extending from the frame to form a lower surface (or surfaces) such that when the central module is mounted on the chassis this shielding or lower surface will reduce ingress of mud, dust or water into the central module or onto the engine (or upper parts of the engine) from under the vehicle. In another embodiment a composite or multi layered approach is used, in Which some shielding is mounted on the chassis, and some shielding or a partial floor is mounted on the frame of the central module, which together act to reduce ingress of mud, dust or water into the central module or onto the engine (or upper parts of the engine) from under the vehicle. Further shielding may integrated into or be provided by existing parts, such as housings for fuel tanks and batteries (not shown) mounted on a chassis portion 24 located underneath or supporting the central module, or mud guards 84.

[0051] In one embodiment the central module is pre-fabricated and fastened to the chassis, such as using 16M bolts. In other embodiments the central module or it may be integrally built with the chassis (ie constructed at the same time). The frame could be formed from cast or moulded panels or sections which are fastened or joined together, or the frame may be formed by fastening the carious components together. A range of fasteners and fastening methods may be used include the use of bolts, TEK screws, etc or welding depending upon the materials used and required structural strength. In the case that the frame is to provide at least topple over protection the frame is a fully welded unit be manufactured from steel beams or members (eg rectangular tubes) which are welded to each other and bolted to the chassis.

[0052] As mentioned above the various engine related components such as air compressor, air filter, radiator, after cooler, air conditioner condenser, fire suppression tanks and lines are mounted in the central module. The allows quick change over of the central module if one of the components will require extensive maintenance work of if improved access to the engine or transmission is required. Removal of the module can be achieved by disconnecting the various connections between the engine and the components mounted in the frame, and unfastening of chassis mounts. Either the same central module or a replacement central module (containing replacement components) can then be mounted to the chassis and then any required connections between the engine and components made.

[0053] Cabins for commercial vehicles are typically manufactured from a series of panels which are fastened together to form the cabin. In order to reduce costs these are typically made of thin materials and coated in conventional vehicle paints. However such panels are susceptible to corrosion from both mud thrown up onto the outside of the vehicle, as well as mud brought into the vehicle on the boots or equipment carried by the driver or passengers. Further as the cabins are constructed from panels, mud and water can enter any gaps and further weaken such panels from the inside. As a result thin door panels and the bottom of the cabin suffer corrosion and can be eaten through in a matter of weeks or months requiring expensive replacement. Additionally the paint used tends to be standard vehicles paints and are often applied thinly which limits their ability to prevent corrosion.

[0054] To address these aspects, a cabin module 10 has been designed that is both modular and resistant to corrosion so that it can be quickly and easily changed over during maintenance operations. Potentially the cabin modules can be disposable. To reduce corrosion problems, no components are located under the floor of the cabin (other than mounting points) and all wiring and hydraulics are located within the cabin or on upper surfaces or the roof of the cabin module. Robust environmentally protected connectors are provided in the rear of the cabin to connect systems in the cabin (eg steering, braking, engine monitoring, etc) with the rest of the vehicle. In one embodiment a junction box is provide in the rear of the cabin to facilitate quick change over of the cabin module. Separate junction boxes may be provided for electrical and hydraulic connectors or a single junction box may be utilised. Figures 1 A, IB, and 5 illustrates wiring travelling along conduit 19 to a fuses and a junction box located in the engine bay. Wireless communications systems could also be provided between the engine and the cabin to transfer control and monitoring information so as to minimise wiring.

[0055] Figures 10A to 10D shows an embodiment of an arrangement for quick connection of hydraulic lines between the cabin (eg for brakes and steering ) and the central module or engine vehicle. Figure 1 OA shows a top view of a two part manifold 1 1 having a first block 11 a and a second block 1 lb. As shown in Figure 10D, the two blocks 1 la and 1 lb are designed to have complementary internal faces to allow quick connection and disconnection of the hydraulic lines between the cabin and the central module or the engine. When the blocks are connected together the manifold provides a secure leak free connection of the hydraulic lines. Clips, pins or other locking arrangements may be utilised to ensure the two blocks remain attached or locked together.

[0056] As shown in Figure 10B and IOC, the first block 1 la of the manifold is bolted or fastened to the rear of the cabin module and the second block 1 lb may be free and located at the end of hydraulic lines 19 from the engine (or central module) side. The cabin side of first block 1 1 a includes connectors 13 for connection of hydraulic lines located in the cabin to provide hydraulic fluid to the dashboard (for steering and brakes). As shown in Figure IOC hydraulic lines 18 may be routed along the ceiling. The second block of the manifold 1 lb receives hydraulic fluid via hydraulic lines 19 from the engine (or central module) side via connectors 15. The hydraulic fluid coming from the engine via hydraulic line 19 is under considerable pressure, and thus the second block 1 lb of the manifold includes include at least one valve 17 to reduce leakage of high pressure hydraulic fluid from the engine side connector when the second block is disconnected from the first block. Additional valves may also be provided to further reduce fluid leakage from the other the hydraulic lines, although as this lines are not under pressure there is less risk of the fluid leaking out. In one embodiment an interlock is used so that the valves only allow fluid to flow when the two blocks are connected together. Other arrangements using non return values may also be used. Preferably connectors 13 and 15 are standard or environmentally protected (ie permanent or semi-permanent) connections rather than quick connect connectors.

[0057] Some embodiments may include corrosion resistant features as discussed below. In one embodiment the cabin 10 is fabricated from rectangular steel sections and covered sheet metal which are welded together to form a seamless cabin structure to increase resistance to corrosion. The doors are similarly constructed and are fitted to the cabin (doors have been omitted to show views into the cabin). Apertures in the cabin structure are provided for receiving glass for windows or the windscreen. Providing a seamless cabin prevents mud from entering any cavities between panels and eating out the cabin. This enables the cabin to be effectively sealed (when the doors are closed) and allows sensitive electronic components to be located in the cabin. The dashboard is also sealed against ingress of moisture to allow the cabin to be cleaned out by hosing out any mud which has been brought into the cabin. Such components are located in a dashboard 12 mounted above and clear of the floor. The dashboard displays typical driving indicators (speed, rpm, warning lights, etc) along with any other switches and gauges for monitoring performance of the vehicle (and its components) as well as controlling hydraulics and other components located in the rear section. Vehicle pedals 14 are provided as drop down type pedals from the dashboard rather. than coming up through the floor so as to deny an entry point in to the cabin and to also minimise contact with any corrosive mud dropping on the cabin floor from the drivers boots (or equipment). The cabin is further fitted with safety features such as adjustable seats 16, seat belts, and fire suppression equipment, as well as air conditioning and radios. Various sensors may be distributed throughout the vehicle and components and a control system used to monitor the various vehicle components. The control system can provide reports and warnings to the driver via the dashboard, as well as shut down the vehicle in the case of safety related problems developing such as a loss of hydraulic fluid or electrical power, activation of the fire suppression system, or serious malfunctioning of the engine or transmission or braking systems. The dashboard is also sealed against ingress of moisture to allow the cabin to.be cleaned by hosing out any mud which has been brought into the cabin. Whilst it is generally desirable for safety and control to use hard wired connections between the dashboard in the cabin and the engine and transmission, greater independence of the cabin could be provided by including one or more batteries and a wireless communication system for communication with the engine for control and maintenance. In such a case a suitably programmed engine controller would be required to provide a safe and reliable system.

[0058] In some embodiments vehicle parts and components are coated with a corrosion resistant paint such as two pack paints. Poly U400 paint manufactured by Wattyl paints is a two pack recoatable isocyanate cured, acrylic polyurethane finish having unlimited recoatability and providing resistance to abrasion and corrosion. Parts are sand blasted prior to painting and both the inside and outside of the cabin are painted.

[0059] General purpose vehicles are often required to perform a range of functions such as transporting personnel and equipment. However commercial vehicles are normally fitted out for specific tasks such as personnel carriers or equipment carriers and cannot easily be converted between the two. Further, personnel are often transported using Toyota Land Cruiser Troop Carriers models which use sideward facing seats which are less safe than forward facing seats and which do not typically comply with relevant safety standards (such as those issued by the Department of Primary Industries which require the use of forward facing seats).

[0060] Accordingly embodiments of the vehicle include a configurable modular rear section which each use the same mounting arrangement as discussed above, and as illustrated in Figures 2 to 4. In this embodiment the mounting system includes a set of projections with apertures in predetermined positions on the rear modules and corresponding mounts on the chassis designed to receive the projections. In the embodiment shown Figures 2 to 4, a set of 6 mounts using removable 16M bolts and nuts are used, with two mounts located on the chassis on each of the two side beams and on the rear beam. This provides for a simple, secure system for mounting self-contained rear modules. Robust connectors for power and hydraulics can be provided in the frame and used to supply power and hydraulics to the rear modules via appropriate cables or connectors, for example those manufactured by Deutsch. The modules may comprise a flat tray, flat tray and hydraulic crane, a mancarrier (or troopcarrier) including forward facing seats, an explosives carrier, or an enclosed general utility module or any other variety. The mountings 22 on the chassis are purely mechanical (physical) mounts and power and hydraulics are supplied to the module via fittings 59 located in the frame 50. Figures 1 -3 and 5 illustrate a rear tray rear module 60 and Figures 6 to 8 show perspective views of a rear troop carrier module 610, a rear tray and hydraulic crane module 710, and an explosives carrier module 810 respectively.

[0061] The troop carrier module 610 includes rear doors 612 and step 614. Seats 616 are arranged in forward facing rows around a central aisle thus complying with typical safety standards for underground vehicles. In one embodiment the troop carrier includes 6 forward facing seats arranged in 3 rows of 2 with a central isle. A bulkhead 618 or panel is provided on the front face of the troop carrier for housing or mounting components such as air conditioning, communications equipment and an entertainment system. These are powered via the power and/or hydraulic connectors 59 provided in the frame. Controls are provided on the inside of the bulkhead, or elsewhere in the troop carrier to allow passengers to control or use such components. Additional safety controls 620 (buttons, switches, etc) are also provided in the cabin to allow passengers to independently apply the brakes or initiate the fire suppression system in the case of a hazard being detected. Specialised connectors are provided in the frame for the functions. The rear two mounts 622 are visible and the remaining 4 mount points are hidden under the base. The rear tray module and hydraulic crane module 710 is a variant of the rear tray which) includes a base 712, side walls 714 and a hydraulic crane 716 with hydraulic connectors 720 which connect to the hydraulic connectors 59 located in the frame. The rear two mounts 718 are visible and the remaining 4 mount points are hidden under the base. The explosives module 810 includes a base 812 and two separated compartments 814 816 for detonators and high explosives. The six mount points are hidden under the base 812. The various rear modules may be constructed from corrosion resistant materials such as steel alloys and may be painted with two pack paints to further protect the modules.

[0062] Embodiments of the underground vehicle may be constructed using the following process. Firstly a chassis can be formed by welding a plurality of steel components to form a chassis for supporting an engine and transmission, a central module, a cabin module, and a rear module. Next an engine, transmission, electrical conduits and hydraulic lines can be installed into the chassis. A central module including a radiator, an intercooler, an air conditioner condenser can be mounted to the chassis using a plurality of fasteners. A replaceable cabin module can be mounted to the front of the chassis using a plurality of removable fasteners and providing electrical connectors to the cabin via connectors located on the rear of the cabin module. A rear module can be mounted to the rear of the chassis using a plurality of fasteners and then any electrical and hydraulic connecters can be connected to the modules.

[0063] The above process outlines the main steps in the process but do not have to performed in that order. Other minor or standard steps such as testing of components have been omitted for the sake of clarity. The design of the underground vehicle facilitates maintenance, and refurbishment of the underground vehicle. A refurbishment process for a module (which may be a cabin, central or rear module), may include disconnecting one or more electrical and hydraulic connectors on at least one of the modules, removing a plurality of fasteners from a plurality of mounting points located on the chassis; removing the existing module; and installing a replacement module. The installation process includes fastening the replacement module and reconnecting the one or more electrical and hydraulic connectors.

[0064] Additional steps such as rebuilding of the chassis, and replacement of the engine and/or transmission can be performed as needed. The design allows easy access to the engine and transmission by opening the access panels and walking into the central module. In cases where access is limited or the problem is complex, design features of the vehicle allows such as removable mountings and quick connect fittings allows for relatively quick removal of the cabin, central or rear module as required. For example the cabin can be replaced in approximately 30 minutes. Work can then be performed on the engine and/or transmission, or the engine and/or transmission may be removed and replaced so as to allow the vehicle to get back on the road whilst the problem with the engine/transmission is separately dealt with.

[0065] Whilst the vehicle described herein is primarily for use in underground mineral mines, it will be understood that the use of the vehicle is not limited to this environment. For example the vehicle could be used in above ground environments surrounding mineral mines, in other types of mines (coal mines, open cut mines, etc), in corrosive environments or more generally in wet or tropical environments, where there is a risk of mud, dirt or sand clogging up parts leading to frequent breakdowns. In some embodiments the wheels and final drive components of the drive train could be modified to provide a tracked or partially tracked vehicle. Additionally the vehicle could be further modified for use in other specific environments such as coal mines in which the electrical and exhaust systems are further protected to reduce the risk of heat or sparks creating an explosion as is known in that art.

[0066] Additionally the features described herein may be used individually or in combination. For example the cabin need not be fully forward of the engine and a truck like arrangement could be utilised with a forward tiltable cabin sitting over or slightly forward of the engine and transmission. This approach would still provide improved access to the engine bay and parts, and provide a more compact but higher vehicle. In some embodiments one or more of the modules could be permanently mounted to the chassis (eg via welding) whilst other modules use removable mountings (eg bolts).

[0067] Embodiments of the vehicle described herein provide numerous advantages over modified commercial vehicles. In particular the vehicle is considerably more robust to underground mining environments resulting in a significant reduction in maintenance requirements and faster maintenance turn around times. The use of an elevated frame, the redesign of the engine and transmission and relocation of sensitive parts into the elevated central module, a chassis designed to allow mounting of modular cabin and rear sections, a seamless cabin, two pack paints, wiring conduits and robust connectors all combine to provide a robust vehicle well suited to the conditions found in underground mineral mines. Additionally the vehicle can be efficiently maintained as a vehicle can be quickly reconditioned by removal and replacement of specific modules. For example replacement of the cabin module can be performed in approximately 30 minutes. This reduces the time of the vehicle in the workshop and removed modules can be reconditioned independent of the vehicle. Further the vehicle can be quickly and easily reconfigured as required. For example rear modules can be rapidly switched over to covert the vehicle from a general utility vehicle with a tray to a troop carrier. Further the troop carrier can be fitted with forward facing seats to provide a vehicle compliant with safety standards. It is estimated that preferred embodiments of the vehicle will have more than 60% reduction in maintenance compared to modified commercial vehicles such as Toyota Land Cruisers which are currently used. Further the modularity of the vehicle allows it to be rebuilt, extending the life of the vehicle and various parts. This is achieved whilst maintaining and/or enhancing safety, dependability, and reliability. Additionally the reduced maintenance costs over the life of the vehicle produces an overall saving compared to conventional commercial vehicles.

[0068] Throughout the specification and the claims that follow, unless the context requires otherwise, the words "comprise" and "include" and variations such as "comprising" and "including" will be understood to imply the inclusion of a stated integer or group of integers, but not the exclusion of any other integer or group of integers.

[0069] The reference to any prior art in this specification is not, and should not be taken as, an acknowledgement of any form of suggestion that such prior art forms part of the common general knowledge.

[0070] It will be appreciated by those skilled in the art that the aspects described herein are not restricted in their use to the particular application described. Neither is the present aspects restricted in its preferred embodiment with regard to the particular elements and/or features described or depicted herein. It will be appreciated that the aspects are not limited to the embodiment or embodiments disclosed, but is capable of numerous rearrangements, modifications and substitutions without departing from the scope of the invention as set forth and defined by the following claims.