Related Applications This patent application claims priority from Australian Provisional Patent Application AU 2010905435 the contents of which are incorporated herein by reference.

Technical Field The invention generally relates to a cabin for a mining vehicle, more particularly, a shuttle car cabin.

Background Mining vehicles such as shuttle cars are used to transport material, such as coal, from the mining face to a conveyor or other location where the material is unloaded. Referring to Figure 1, there is shown an example of a shuttle car (201) including a chassis (202) having a central chute or hopper (204) extending from the front (206) to the rear of the chassis (208) into which material is loaded, stored and unloaded, and front and rear wheels (210, 212) which support the chassis (202).

A driver (214) cabin is provided on one side of the chassis (202) along side the central chute (204) and generally in front of the front wheels (210). The driver cabin (214) includes a floor (216) and sidewalls (218) that are integrally formed with the chassis (202) and a roll cage (220) which is supported by the side walls (218). In this example, the driver cabin is provided on a left hand side of the vehicle. However, shuttle cars may be manufactured in either a left hand drive or a right hand drive configuration.

Accordingly, as the chassis and cabin include components that are integrally formed, such as the floor and side walls, both a left hand chassis and a right hand chassis are required to be manufactured. A disadvantage of manufacturing left hand and right hand chassis and cabins is that multiple sets, of drawings and components are required. Furthermore, generally two productions lines are required, one for the left hand drive shuttle are and one for the right hand shuttle car.

The driver cabin is generally relatively thin so as to allow the width of the central cute or hopper to be maximised within the overall width constraints due to the finite width of a mine shaft or underground roadway. Due to the thin width of the cabin, the available space for the driver is limited. Moreover, there is limited space to locate cabin components such as steering mechanisms, control systems and mechanisms and the driver seat. Accordingly, to fit the components in the cabin, the components may compromise the driver's space, or in any event, be located in awkward locations. Locating components too close to the driver in awkward positions results in poor cabin ergonomics for the driver and associated problems such as driver fatigue.

Furthermore, shuttle cars, such as the shuttle car shown in Figure 1, are configured to carry heavy loads and as such are generally configured to have no or limited suspension between the shuttle car chassis and shuttle car wheels. Accordingly, the shuttle car chassis and cabin are subject to shock and vibration.

The shock and vibration may be generated from several sources which include the vehicle travelling over the ground, the vehicle being loading with material and engine vibration. Accordingly, as the cabin is integrally fixed to the chassis, shock and vibration on the chassis are directly transferred to a driver when seated within the cabin. This may cause the driver discomfort and fatigue.

Summary

In a first aspect, there is provided a shuttle car with a driver's cabin in the form of a module coupled to the shuttle car.

In one form, the module is mounted to the car via a suspension assembly. In one form, the suspension assembly includes vibration reduction mountings.

In one form, the mountings are provided between a base of the module and a chassis of the car. In one form, the chassis includes laterally extending beams and the module has a base with front and rear lateral rebated sections configured to fit with the beams, with the mountings positioned between the sections and the beams.

In one form, the mountings are also provided between side walls of the module and the car.

In another aspect, there is provided a module for the shuttle car described above, with duplicate fittings to allow the module to be reversed, for connection to either a left-hand drive or right-hand drive car. In one form, the module includes two seats, facing each other in a front-to-rear orientation.

In one form, the fittings include duplicate steering brackets for mounting a steering valve to a steering column of the module. In one form, the module includes a steering control arranged between the seats, the steering control being coupled to the steering column via a universal joint to allow the steering column to be connected to either bracket.

In one form, the module includes duplicate access points for accommodating a manifold for the hydraulic lines in the module, for connection to hydraulic circuits of the car. In one form, the access points are positioned toward opposite ends of the module and the brackets are also positioned toward the opposite ends of the module so that, in operation, a manifold is located at one of the access points at an opposite end to the bracket which is used for the steering.

In one form, the module includes a cover for enclosing the other of the access points.

In one form, the module has a main cabin and a roof, the cabin having attachment points to connect with support struts of the roof, wherein the attachment points are positioned to allow the roof to be mounted in a reverse orientation.

In one form, the seats each have a height adjustment mechanism accessible from above a back rest of the seats. In one form, the mechanism includes a turn knob coupled via a linkage to a screw driven lifting device which raises and lowers the seat in response to the knob being turned.

Brief Description of the Figures The invention is described, by way of non-limiting example only, by reference to the accompanying figures, in which;

Figure 1 is a side view of an example of a prior art shuttle car; Figure 2A is perspective part view illustrating another example shuttle car having a chassis and cabin which is attached to the chassis with vibration reduction mountings;

Figure 2B is a perspective part view illustrating another example shuttle car having a chassis and cabin which is attached to the chassis with vibration reduction mountings;

Figure 3 is another perspective part view illustrating the shuttle car and the cabin; Figure 4 is a perspective side view illustrating the cabin; Figure 5A is a top view of a vibration reduction mounting;

Figure 5B is a side view of a vibration reduction mounting;

Figure 5C is a side isometric view of the vibration reduction mounting coupled between a beam of the chassis and an underside of a recess of the base of the cabin;

Figure 6 is a bottom perspective view illustrating the cabin; Figure 7 is a top perspective view illustrating the cabin; Figure 8 is bottom view illustrating the cabin;

Figure 9 is top view illustrating the cabin with the roof structure removed; Figure 10 is an end view illustrating the cabin;

Figure 11 is an opposing end view illustrating the cabin;

Figure 12 is a perspective cut-away view illustrating the cabin; Figure 13 is a side cut-away view illustrating the cabin;

Figure 14 is an opposing side cut-away view illustrating the cabin;

Figure 15 is a rear perspective cut-away view illustrating the cabin with the panelling removed to show the frame or skeleton structure of the cabin; Figure 16 is another rear perspective cut-away view illustrating the cabin with the panelling and the roof structure removed to show the frame or skeleton structure of the cabin; Figure 17 is a front perspective view illustrating a steering arrangement and associated brackets of the cabin;

Figure 18 is a side view illustrating the steering arrangement and the associated brackets of the cabin;

Figure 19 is a rear perspective view illustrating the steering arrangement and the associated brackets of the cabin;

Figure 20 is a perspective view illustrating the seats, associated height adjustment mechanisms and pedals of the cabin;

Figure 21 is a rear view illustrating one of the seats, the associated height adjustment mechanism and pedals; Figure 22 is a rear perspective view illustrating one of the seats and the associated height adjustment mechanism;

Figure 23 is a rear view illustrating one of the seats and the associated height adjustment mechanism; and

Figure 24 is a perspective view of another example of a cabin with a resilaitn copupling arrangement for use with a shuttle car.

Detailed Description

Referring to Figure 2A, there is illustrated an example of shuttle car (1) including chassis (2) and a driver's cabin (3) in the form of a module (16) which is coupled to one side of the chassis (2). The module (16) is coupled to chassis via a suspension assembly (31) to allow the module (16) resilient or dampened movement relative to the chassis (2). In this example the shuttle car (1) is configured as a right hand driver shuttle car (1). However, the module (16) includes a number of symmetrical and duplicate features which enable substantially the same module to be fitted to either the left hand side or the right hand side of the chassis (2). The suspension assembly (31), and the symmetrical and duplicate features of the module (16) are further described in detail below.

Turning firstly to the shuttle car (1), the shuttle car (1) includes a central cute or hopper (21) which extends length of the chassis (2), front wheels (18), rear wheels (29) and support structures (9), which extend laterally from both sides of the chassis (2) in front of the front wheels (18), on which the cabin (2) is supported. The chassis (2) also includes a chassis side wall (28) and a chassis rear wall (30) which are arranged to provide a space (19) to accommodate the cabin (3) when the cabin (3) is fitted to chassis (2). The support structures (9) are provided in the form of spaced apart parallel rectangular hollow section beams (20) which extend beneath the cabin (3). Referring now to Figures 2A to 4, the suspension assembly (31) is provided in the form of a series of vibration reduction mountings (8), also known as resilient mountings, couplings or isolators. The vibration reduction mountings (8) are configured to dampen, reduce and/or control the vibration transferred between the chassis (2) and the cabin (3). The cabin (3) includes a body structure (4) having a base (13), opposing side walls (22, 23), and opposing end walls (24, 25) which extend upwardly from the base (13). The side wall (23) faces the chassis (2) and the side wall (22) faces away from the chassis (2). The side wall (22) includes a door (27) which is arranged to allow the driver to enter and exit from the cabin (3).

A roof structure or roll cage (6) is supported above the body (4), more specifically the side walls (22, 23) and end walls (24, 25), so as to define an enclosure (7) in which the driver (not shown) is generally seated when the shuttle car (1) is in operation.

The base (13) of the cabin (3) includes recessed or rebated sections (26) (shown in Figure 4) located towards opposing ends of the base (13). The recessed sections (26) are dimensioned to at least partially receive the beams (20) such that the base (13) is substantially received between the beams (20) so that the bottom of the base (13) and the beams (20) are substantially flush with one another. The mountings (8) are provided in the form of four base mountings (32), a side mounting (34) and an end mounting (35). The four base couplings (32) are located toward the corners of the base (13) and are interconnected between the recessed sections (26) and the beams (20) so as to support the cabin (3). The side mounting (34) interconnects the chassis side wall (28) and the cabin side wall (23) and the end coupling (35) interconnects the chassis rear wall (30) and the end wall (25) of the cabin (3). Accordingly, the mountings (8) support the cabin (3) for resilient movement relative the chassis (3) in the vertical, lateral and fore-aft directions.

Referring to Figures 5A and 5B, the mountings (8) are provided in the form an isolator or damping mounting or unit having a generally V-shaped appearance and include a first mounting plate (36), a second mounting plate (38), a metallic frusto-conical housing (41) and an end plate (42). A resilient assembly (40) is located between the first mounting plate (36), the second mounting plate (38) and the end plate (42). The isolator or damping mounting has an overall width of approximately 140 mm, an overall height of approximately 100 mm. The assembly (40) has a maximum diameter of approximately 110 mm and a minimum diameter of approximately 80 mm.

The assembly (40) includes a first truncated resilient frusto-conical body (46) between the first mounting plate (36) and the second mounting plate (38) and a second truncated resilient frusto-conical body (48) located in the housing (41) between the second mounting plate (38) and the end plate (42). The first mounting plate (36), the second mounting plate (38) and an end plate (42) and the assembly (40) are interconnected via a rod (44) which passes trough corresponding apertures of the first mounting plate (36), the second mounting plate (38) and an end plate (42) and the assembly (40). The rod (44) includes fasteners on opposing ends to retain and tension the first mounting plate (36), the second mounting plate (38) and the end plate (42) and the rubber assembly (40) together.

Each of the first mounting plate (36) and the second mounting plates (38) include apertures (45) for securing the first mounting plate (36) and the second mounting plate (38) to the cabin (3) and the chassis (2), respectively. The first and second resilient frusto-conical bodies (46, 48) may be formed of rubber or other suitable elastomeric materials.

Referring additionally to Figure 5C, to couple the base (13) of the cabin (3) to the hollow section beams (20) with the underside mounting (34), the first mounting plate (36) is attached to a underside wall (47) of the recessed sections (26) of the base (13) via bolts (49) which pass through the apertures (44) and the second mounting plate (38) is similarly attached to a top wall (50) of the hollow section beams (20). To provide clearance for the end plate (42) and rod (44), a bottom wall (52) of the hollow section beams (20) also includes a cutout (51) immediately below or adjacent to the respective mountings (8). Similarly, to couple the cabin side wall (22) to the chassis side wall (28) with the side mounting (34), the first mounting plate (36) is attached to the cabin side wall (22) via bolts (not shown) which pass through the apertures (44) and the second mounting plate (38) is similarly attached to the chassis side wall (28). The end plate (42) and the frusto-conical part (48), between the second mounting plate (38) and the end plate (42), pass through a elongate oval shaped cutout (54), shown in Figure 3, which is provided in the chassis side wall (28) so as to provide clearance for the side mounting (34). The end coupling (35) is interconnected between the end chassis end wall (30) and the cabin end wall (25) in a similar manner. It should be appreciated that whilst a preferred example has been given, the mountings (8) may be provided in any suitable shape or configuration. Moreover, other materials made of a resilient material or other damping arrangements such as hydraulic and pneumatic spring and damper systems or a combination of the above may also be utilised to reduce the shock and vibration transmitted between the chassis (2) and the cabin (3). It is also envisaged that the mountings (8) or other configurations of components could be adapted to dampen out or modify particular frequencies, for example, frequencies which are found to cause driver fatigue.

It may be appreciated that cabin (3) is wholly supported, or "floating", on the mountings (8) and as such the cabin (3) is able to undergo damped movement relative to the chassis (2). For example, the cabin (3) may undergo limited motion in the horizontal direction such as forward-to-back or axial motion generally inline with the elongate axis of the chassis (2) and side-to-side or transverse motion generally perpendicular to the elongate axis of the chassis (2). The cabin (3) may also undergo limited motion in the vertical direction such as up-and-down motion.

It should be appreciated that these modes of motion may occur simultaneously or independently. Advantageously, this damped motion of the cabin (3) relative the chassis

(2) reduces shock and/or vibration transferred to the driver and assists to isolate the cabin

(3) motions from those of the chassis (2). Additionally, it should be appreciated that the mass of a shuttle car (1) may be in the order of 24 tonnes when unloaded and 40 tonnes when loaded. However, the mass of the cabin (3) is typically only 1.6 tonnes. Accordingly, due to the lighter weight of the cabin (3) it is simpler and more effective to float the cabin (3) on the mountings (8) to dampen and control the shock and vibration which is transferred to the driver rather than attempt to tune or otherwise configured the suspension between the chassis (2) and the wheels of the shuttle car (1).

Moreover, as the cabin (3) is floating on the mountings (8), which dampen and control the shock and vibration which transferred to the driver, the suspension or other coupling between the chassis (2) and the wheels of the shuttle car (1) may be configured without regard to the shock and vibration which transferred to the driver, and rather simply be tuned to promote the most effective dynamics of the shuttle car (1) which may improve the performance of the shuttle car ( 1 ).

Turning now to other features of the cabin (3) which provide symmetrical and duplicate fittings to allow the cabin to be reversed for connection to either a left-hand or right-hand car, referring to Figure 6 to 11, the roof structure (6) includes a series of support members (15) which are adapted to couple with the side walls (22, 23) and end walls (24, 25) and a roof (17) supported by the support members (15).

The side wall (23) includes two spaced apart duplicate upstanding members (56) with a plurality of apertures (58) which provide a first attachment point for the roof structure (6), and the ends wall (24, 25) include duplicate arranged attachment points (60) on either side of the end wall (24, 25) also having a plurality of apertures (58) which provide a second attachment point for the roof structure (6). The support members (15) of the roof structure (6) include a plurality of apertures (62) which are arranged to align with, in this example, one of the two spaced apart tabs (56) and one of the symmetrically arranged attachment points (60) on the end wall (24). A fastener (64), in the example a bolt and nut arrangement, is used to interconnect the support members (15) to the corresponding one of the two spaced apart members (56) and the symmetrically arranged attachment points (60).

Advantageously, by forming the cabin body (4) with the symmetrical tabs (56) and the attachment points (60) substantially the same cabin body (4) may be used for both a left hand and a right hand driver shuttle car (1). As such, when providing a cabin for a left hand or right hand driver shuttle car (1), the roof structure (6) can be modified and fitted to the cabin body (4) rather than the entire cabin body (4) needing to be reconfigured or being required to be manufactured differently.

Referring more specifically to Figures 8 and 9, the cabin body (4) has a generally rectangular plan form shape and has a long or elongate axis extending between the ends wall (24, 25). The mountings (8) are located in a rectangular layout towards the corners of the base (13) with two mountings (8) located in the recesses (26) at opposing ends of the base (13). The mountings (8) located toward the side wall (23) are laterally spaced inwardly from the from the side wall (23) and the mountings (8) located toward the side wall (22) are located relatively closer to the side wall (23).

The cabin body (4) is generally symmetrical about axis X-X which is perpendicular to the elongate axis of the cabin body (4). Accordingly, a shuttle car (1) may be configured for left hand or right hand drive simply by rotating the cabin (3) by 180 degrees so as to orient the cabin (3) with the side wall (23) facing chassis (2) and coupling the mounts (8) to the beams (20).

More specifically, in a right hand drive shuttle car the cabin (3) is arranged in a first orientation where the end (24) faces forward and the side wall (23) faces chassis (2). While in a left hand drive shuttle car the cabin (3) is arranged in a second orientation having the end (25) facing forwards with the side wall (23) still facing the chassis (2). In either case, the mountings (8) still couple the beams (20) in the same geometry. Accordingly, it may be appreciated that the mountings (8) and the general symmetrical configuration of the cabin (3) allow the cabin (3) to be used a modular component and couple to the chassis (2) in either of the first or second orientations.

Referring more specifically to Figures 10, and 11, each of the end walls (24, 25) are arranged to accommodate further duplicated fittings such as a series of manifold ports (66) which allow the systems within the cabin (3), for example a control system (71) and a steering arrangement (72) as further described below, to hydraulically communicate with the shuttle car (1). More specifically, each of the end walls (24, 25) includes duplicate access points provided in the form of elongate cutouts (68, 69) positioned on the lower shuttle car facing side of the end walls (24, 25). In this example, of a right hand drive shuttle car (1), the cutout (68) of end wall (24) is fitted with a cover (70) and the cutout (69) of end wall (25) is fitted with the series of manifold ports (66). Advantageously, by forming a cabin body (4) having provision for fitting the series of manifold ports (66) at either end, the cabin (3) may be readily adapted to be fitted as either a left hand drive or a right hand drive cabin.

Referring to Figures 12, the cabin control system (71) includes a control panel (73) which is used to control various functions of the shuttle car (1) such as, for example, the elevation of the forward part of the hopper (21) and a conveyor to direct mined material trough the centre hopper chute / load bay of the shuttle car (1). The steering arrangement (72) includes a steering control in the form of a steering wheel (78), which is positioned immediately below the control panel (73), a steering valve (84) and a coupling assembly (82) which mechanically communicates the steering wheel (78) with the steering valve (84).

An electric box (74) is located immediately below the steering wheel (78). The cabin (3) includes symmetrical forward and rear facing seats (80). A pedal assembly (86), including an accelerator pedal (88) and a brake pedal (90), is fitted below each of the seats (80) such that the driver is able to actuate a pedal of one of the assemblies (86) when seated in either of the seats (80).

Referring to Figures 13 and 14, the steering wheel (78), control panel (73) and the electric box (74) are located midway between the seats (80) so as to be usable irrespective of whether the cabin (3) is fitted in the first or the second orientation. More specifically it may be appreciated that the cabin body (4), is substantially symmetric about axis Y-Y with the steering wheel (78), control panel (73) and the electric box (74) each being aligned with axis Y-Y. Again, this symmetry allows a single cabin body (4) to be designed and fitted with the steering wheel (78), control panel (73) and the electric box (74) and the structure which support each of the components. The same cabin (3), more particularly cabin body (4), may then be used for a left hand or a right hand drive shuttle car.

It may be appreciated that the cabin body (4), in particular, the side walls (22, 23) and the end walls (24, 25), each include a skeleton or frame structure (92) (best shown in Figure 16) into which panelling (94) is supported to enclose the frame structure (92). This frame structure (92) and panelling (94) has a number of advantages, for example, the space or void between the panelling (94) provides housings (98) in which cables, hoses, leads and other components of the cabin (3) may be placed. This shields driver and the cables, hoses, leads and other components of the cabin (3) from each other and provides a neat flush finish within the cabin (3). Furthermore, the frame structure (92) of cabin (3) is generally symmetrical as such the same frame structure (92) may be produced for both left and right hand drive shuttle cars and, other components, such as the panelling (94), can be modified if necessary to suit either left hand or right hand drive.

Referring more specifically to Figures 17 to 19, the coupling assembly (82) of the steering arrangement (72) includes a gear box (110) and a steering column in the form of a telescopic shaft (108) extending between the gear box (110) and the steering valve (84).

The telescopic shaft (108) includes an inner shaft (109) which is received by an outer shaft

(111). The inner shaft (109) and the outer shaft (111) are slidable relative to one another in a lengthwise or axial direction. However, the inner shaft (109) and outer shaft (111) are keyed so as to engage with one another for like wise rotation. Each of the inner shaft (109) and the outer shaft (111) include universal joints (112) toward their respective ends for alignment between the gear box (110) and the steering valve (84).

The steering valve (84) may generate a significant amount of heat in use and as such the steering valve (84) is located towards a lower outer end (126) of the side wall (23). Accordingly, the steering valve (84) is located away from the electric box (74) and away from the section of the side wall (23) which may contact the legs of the driver in use. The telescopic shaft (108) is angled so as to extend internally of the side wall (23) between the steering valve (84) and the gear box (110) thereby allowing the positioning of the steering valve (84) towards the lower outer ends (126) of the side wall (23). Additionally, to provide clearance for the cables which connect to the manifold (66), the steering valve (84) is located on an opposing end of the side wall (23) to the manifold (66).

Brackets (100) are located within the side wall (23) towards the lower outer ends (126). Each bracket (100) includes an upstanding portion (102) for supporting the steering valve (84) a leg portion (106) which is connected to the frame structure (92) of the side wall (23). The upstanding portion (102) includes a central aperture (104) through which the coupling assembly (82), more specifically the telescopic shaft (108), is received and supported so as to connect with the steering valve (84). Apertures (124) are also provided on upstanding portion (102) and are to interconnect the steering valve (84) with the bracket 100. The upstanding portion (102) is angled to align with the telescopic shaft (108) and align the steering valve (84) with the telescopic shaft (108).

The gear box (1 10) has a 1 : 1 ratio and a spline shaft (1 14) extends outwardly from the gear box (110) for coupling with a further universal joint (116) and associate shaft (118) which are arranged to couple the gear box (110) to the steering wheel (78). The gear box (1 10) is mounted to one side of a base plate (120) and a bracket (122) is provided on an opposing side to support the shaft (118) and the steering wheel (78).

In this example, the cabin (3) is arranged as a right hand drive cabin with the cabin (3) in the first orientation and the steering arrangement (72) is configured accordingly. However, to change the steering arrangement (72) from left hand to right hand drive for the second orientation, the gear box (110) is detached from the base plate (120) and the steering valve (84) is detached from one of the brackets (100). The steering valve (84) can then be reconnected to the other of the bracket (100). It is also noted that when moving the steering valve (84) to the other bracket (100), the manifold (66) and any associated cables and/or hoses are also moved to the other side. Due to the spline shaft (1 14) of the gear box (110), the gear box (110) can then be simply be re-orientated to coupled with the universal joint (1 16). The telescopic shaft (108) is then extended so as to couple the gear box (110) and the steering valve (84). Accordingly, as may be appreciated from the above, the steering arrangement (72) and brackets (100) enable the cabin (3) to be configured for either a right hand or a left hand orientation.

Referring to Figure 20 to 23, seats (80) include a base portion (131) and a backrest portion (129) and are each provided with a height adjustment assembly (130) for adjusting and securing the height of the seats (80). The height adjustment assembly (130) includes an actuator provided in the form of a rod (132) which is coupled to an elevation mechanism (134) . The rod (132) includes a first rod section (133) which is coupled to a second rod section (135) with a universal joint (143). The first rod section (133) includes a handle or knob (136) which is located above a back rest (131) of the seat (80) and is attached to the end walls (24, 25) of the cabin (3). The second rod section (135) includes a threaded section (145) which is coupled with the elevation mechanism (134).

The elevation mechanism (134) includes top and bottom plates (137, 138) which support spaced apart columns (139, 140). Intermediate plates (141, 142) are slidable and supported in the spaced apart columns (139, 140). Each of the plates (137, 138, 141, 142) includes apertures (150) for the spaced apart columns (139, 140) and for the second rod sections

(135) which passes through the plates (137, 138, 141, 142) intermediate the spaced apart columns. The intermediate apertures (150) of the intermediate plates (141, 142) are correspondingly threaded to the threaded section (145) of the second rod section (135) such that rotation of the second rod section (135) causes the intermediate plates (141, 142) to move upwardly or downwardly thereby raising and lowering the base portion (129) of the seat.

Advantageously, the above described height adjustment assembly (130) provides an easily accessible knob (136) located on both end walls (24, 25) of the cabin (3). This allows a driver to adjust the height of the seats (80) prior to sitting in the chair or even from outside of the cabin. It is also noted that the height adjustment assembly (130) is the same for each of the seats (80) thereby being the same irrespective of whether or not the cabin (3) is configured for left hand drive or right hand drive. Figure 23, describes another example of the cabin (3) in which like numerals denote like parts. In this example, the support structures (9) are provided in the form of two spaced apart I-beams (14) which project perpendicularly relative the elongate axis of the chassis (2). The base (13) of the cabin (3) is generally rectangular in shape and spans between the two spaced apart I-beams (14). As such, the cabin (3) is supported generally to one side of the chassis (2) and hence the shuttle car (1 ). In this example, the mountings (8) are provided in the form of an arrangement of four generally cylindrical mounts, each of which are generally positioned towards the corners to the base (13) of the cabin (3). Each of the mountings (8) includes a first end (10) seated on a respective I-beam (14) and a second end (11) on which a base (13) of the cabin (3) is seated. Each of the first end (10) and second end (1 1) of each mounting (8) includes a fixing means (not shown) to retain the mountings (8) between the base (13) and the respective I-beam (14). The fixing means (not shown) also assist to support and retain the cabin (3) in place and prevent the cabin (3) from becoming dissociated from the respective I-beam (14).

The mountings (8) are illustrated as being cylindrical but may be provided in any suitable shape or configuration. The mountings (8) are made of a resilient rubber material which acts to absorb or dampen the shock and/or vibrations between the chassis (2) and the cabin (3). However, other materials may be used which have elastomeric properties. Alternatively, other configurations of components which are able to provide similar spring and damping properties to reduce the shock and vibration transmitted between the chassis (2) and the cabin (3) may be used. It is also envisaged that the mountings (8) or other configurations of components could be adapted to dampen out or modify particular frequencies, for example, frequencies which are found to cause driver fatigue.

As may be appreciated from above examples, the cabin (3) has a number of advantageous features which provide benefits in respect of driver comfort and ergonomics as well as manufacturing efficiency. In relation to driver comfort and ergonomics, the mounts (8) assist to reduce shock and vibration to the driver, the panelling shields the driver (94) from the cables, the steering arrangement (72) allows the steering motor to be placed away from the driver and the height adjustment assembly (130) for the seats (80) provides an accessible means to raised and lower the seats (80)

In relation to manufacturing efficiency, the cabin (3) is generally arranged to be symmetric about a vertical place and thereby the cabin (3), with some minor modifications, can be used as either a right hand drive cabin or a left hand driver cabin. For example, a single cabin frame or skeleton (92) may be formed for both right hand and left hand cabins. The steering arrangement (72), control system (71) and other fittings such as the seats (80), the manifolds (66) and cover (70) may then be fitted to the skeleton (92) in either a right hand or left hand orientation. Accordingly, only one of each part, for example, the steering arrangement (72), needs to be produced and may be fitted to the skeleton (92) in either a right hand or left hand orientation. Many modifications will be apparent to those skilled in the art without departing from the scope of the present invention.

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

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