FIELD OF THE DISCLOSED TECHNIQUE

The disclosed technique relates to wheel assemblies of vehicles in general, and to suspension and steering mechanisms in particular.

BACKGROUND OF THE DISCLOSED TECHNIQUE

Suspension systems for vehicles are in known the art. In wheeled vehicles, such systems connect a vehicle chassis with a wheel or wheels, but also enable relative motion between the wheel and the chassis at least in the vertical axis of the vehicle. A suspension system aims to maintain contact with the road and to reduce shocks and impacts transferred to the chassis from the wheel. Known in the art suspension systems includes springs (e.g., leaf springs, coil springs, torsion bars) and shock absorbers, which are coupled with linkages between the wheel and the chassis of the vehicle.

Transverse suspension systems are widely used in vehicles. Some current transverse suspension systems may provide independent suspension for each of the wheels of the vehicle. One example of a known in the art transverse suspension system is a double wishbone suspension system. The double wishbone suspension system includes two wishbone arms, each pivotally coupled at one end thereof to a reference frame of a vehicle, employing two pivoting connections. The other end of each wishbone arm is coupled with wheel interface using one pivoting connection. Another example of known in the art transverse suspension system is a MacPherson strut suspension system. The MacPherson strut suspension system includes a single wishbone arm and a telescopic shock absorber which is also used as a steering pivot.

In most wheeled vehicles, steering is required to steer the vehicle in a desired direction. To that end, the wheel or wheels employed for steering rotate about a steering axis, also referred to as ‘kingpin axis’. In typical steering systems, steering is achieved by an actuator, which pushes and pulls a steering rod which, in turn, pushes and pulls a steering rod which rotate the wheel about the kingpin axis U.S. Patent 2,555,649 to Krotz, entitled “Vehicle Suspension and Control for Steering Wheels” directs to a combined suspension and steering mechanism wherein a hydraulic actuator is mounted on each of a suspension supporting arm of a wheel employed for steering. Thus, the hydraulic actuators move with the suspension supporting arm and steering is affected by wheel deflection.

SUMMARY OF THE PRESENT DISCLOSED TECHNIQUE

It is an object of the disclosed technique to provide a novel suspension and steering mechanism. In accordance with the disclosed technique, there is thus provided a suspension and steering mechanism for a vehicle which includes at least one suspension arm, a steering arm, and a steering actuator. The suspension arm includes a wheel mounting end and a base end. The base end is rotatably coupled with a reference frame via a base axis. The steering arm includes an actuated end. The steering arm is coupled with the suspension arm at a rotation point of the steering arm. The actuated end extends toward a first direction from the rotation point. The steering actuator includes an actuating end and a fixed end. The steering actuator is rotatably coupled at the fixed end thereof with the suspension arm and rotatably coupled at said actuating end with the actuated end of the steering arm. A horizontal location of the fixed end is within at least one of a horizontal cross-section of the suspension arm and a triangle defined by the rotation point and the largest width of the base axis.

In accordance with another aspect of the disclosed technique, there is thus provided a suspension and steering mechanism which includes at least one suspension arm, a steering arm, and a steering actuator. The suspension arm includes a wheel mounting end and a base end. The base end is rotatably coupled with a reference frame via a base axis. The steering arm includes an actuated end and is coupled with the suspension arm at a rotation point of the steering arm. The steering actuator includes an actuating end and a fixed end. The fixed end is rotatably coupled with the suspension arm. The actuating end is rotatably coupled with the actuated end of the steering arm. The actuating end is configured to move between an extended position and a retracted position. When the actuating end is in the retracted position, a horizontal position of the actuating end is inside a horizontal cross-section of suspension arm.

In accordance with a further aspect of the disclosed technique, there is thus provided a wheel assembly including a sub-frame and a suspension and steering mechanism for a vehicle which includes at least one suspension arm, a steering arm, and a steering actuator. The suspension arm includes a wheel mounting end and a base end. The base end is rotatably coupled with the sub-frame via a base axis. The steering arm includes an actuated end. The steering arm is coupled with the suspension arm at a rotation point of the steering arm. The actuated end extends toward one direction from the rotation point. The steering actuator includes an actuating end and a fixed end. The steering actuator is rotatably coupled at the fixed end thereof with the suspension arm and rotatably coupled at said actuating end with the actuated end of the steering arm. A horizontal location of the fixed end is within at least one of a horizontal cross-section of the suspension arm and a triangle defined by the rotation point and the largest width of the base axis.

In accordance with another aspect of the disclosed technique, there is thus provided a vehicle including a vehicle reference frame and at least one suspension and steering mechanism which includes at least one suspension arm, a steering arm, and a steering actuator. The suspension arm includes a wheel mounting end and a base end. The base end is rotatably coupled with a reference frame via a base axis. The steering arm includes an actuated end. The steering arm is coupled with the suspension arm at a rotation point of the steering arm. The actuated end extends toward one direction from the rotation point. The steering actuator includes an actuating end and a fixed end. The steering actuator is rotatably coupled at the fixed end thereof with the suspension arm and rotatably coupled at said actuating end with the actuated end of the steering arm. A horizontal location of the fixed end is within at least one of a horizontal cross-section of the suspension arm and a triangle defined by the rotation point and the largest width of the base axis. The suspension and steering mechanism is connected with the vehicle reference frame.

In accordance with a further aspect of the disclosed technique, there is thus provided a vehicle, including a vehicle reference frame and at least one suspension and steering mechanism which includes at least one suspension arm, a steering arm, and a steering actuator. The suspension arm includes a wheel mounting end and a base end. The base end is rotatably coupled with a reference frame via a base axis. The steering arm includes an actuated end and is coupled with the suspension arm at a rotation point of the steering arm. The steering actuator includes an actuating end and a fixed end. The fixed end is rotatably coupled with the suspension arm. The actuating end is rotatably coupled with the actuated end of the steering arm. The actuating end is configured to move between an extended position and a retracted position. When the actuating end is in the retracted position, a horizontal position of the actuating end is inside a horizontal cross-section of suspension arm. The suspension and steering mechanism is connected with the vehicle reference frame.

BRIEF DESCRIPTION OF THE DRAWINGS

The disclosed technique will be understood and appreciated more fully from the following detailed description taken in conjunction with the drawings in which:

Figures 1A and 1 B are schematic illustrations of a top view of a suspension and steering mechanism constructed and operative in accordance with an embodiment of the disclosed technique;

Figures 2A and 2B are schematic illustrations of a top view of a suspension and steering mechanism, constructed and operative in accordance with another embodiment of the disclosed technique;

Figures 3A and 3B are schematic illustrations of a top view of a suspension and steering mechanism, constructed and operative in accordance with a further embodiment of the disclosed technique;

Figures 4A and 4B are schematic illustrations of an exemplary implementation of a wheel assembly, having a suspension and steering mechanism, constructed and operative in accordance with another embodiment of the disclosed technique;

Figures 5A and 5B are schematic illustrations of a suspension and steering mechanism, constructed and operative in accordance with a further embodiment of the disclosed technique; and

Figures 6A to 6C are schematic illustrations of another exemplary implementation of a wheel assembly, having a suspension and steering mechanism, constructed and operative in accordance with another embodiment of the disclosed technique. DETAILED DESCRIPTION OF THE EMBODIMENTS

The disclosed technique overcomes the disadvantages of the prior art by providing wheel assembly including a steering and suspension mechanism, which includes at least one suspension arm and a steering actuator. The suspension arm includes a wheel mounting end and a base end. The steering actuator includes an actuating end and a fixed end. The fixed end is rotatably coupled with the suspension arm. The horizontal location of the fixed end located is within at least one of a horizontal cross section of the suspension arm, and a triangle define by the rotation point of the steering arm and the largest width of axes or axis about which the suspension arm rotates. As described below, the steering and suspension mechanism of the disclosed technique can be coupled with a sub-frame which itself can then be coupled to the chassis of a vehicle. Alternatively, the suspension and steering mechanism of the disclosed technique can also be attached to the chassis of a vehicle directly.

In the explanations which follow, the plane over which a vehicle maneuvers, is referred to herein as a “horizontal plane” and an axis perpendicular to such a horizontal plane, is referred to herein as a “vertical axis”. When the vehicle is a wheeled vehicle, the “horizontal plane” may be the plane (e.g., terrain) over which a wheel rolls. The terms “vertical motion” and “motion in the vertical direction”, relate herein to motion along a vertical axis as per the definition thereof above. Also, the term “in-motion axis” relates to an axis pointing in a direction along which the wheel rolls (i.e., the in-motion direction, e.g. longitudinal direction of the vehicle). Typically, the in-motion axis is parallel (or substantially parallel, for example, when wheel has a camber angle) to the horizontal plane. The term “lateral axis” relates to an axis perpendicular (or substantially perpendicular) to both the vertical axis and the in-motion axis, pointing in a direction perpendicular to the direction toward which the wheel rolls (i.e., lateral direction). Also, the terms ’’coupled at pivot point”, ’’pivotally coupled”, ’’coupled at rotation point” and ’’rotatably coupled” are all employed herein interchangeably and relate to two elements coupled such that these two elements may rotate one with respect to the other.

Reference is now made to Figures 1A and 1 B, which are schematic illustrations of a top view of a suspension and steering mechanism, generally referenced 100, constructed and operative in accordance with an embodiment of the disclosed technique. Suspension and steering mechanism 100 includes at least one suspension arm 102, a steering actuator 104, and a steering arm 106. Suspension arm 102 includes a wheel mounting end and a base end. The wheel mounting end of suspension arm 102 includes a steering axis 112. Steering axis 112 may be along the wheel kingpin axis. Steering actuator 104 includes an actuating end 110 and a fixed end 108. Steering actuator 104 is, for example, a linear actuator (e.g., a hydraulic actuator, an electric linear actuator or a pneumatic linear actuator).

A rotation point of steering arm 106 is coupled with suspension arm 102 at steering axis 112 such that steering arm 106 and suspension arm 102 rotate one with respect to the other about steering axis 112. As further exemplified in Figures 1A and 1 B, this rotation point of steering arm 106 is coupled with a suspended wheel mount to which a wheel is coupled, such that when steering arm 106 rotate about kingpin axis 112, the suspended wheel mount also rotates therewith. The rotation point of steering arm 106 is connected with suspension arm 102 at steering axis 112, for example, by a constant velocity (CV) joint, thus transferring moment while allowing flexibility of movement between steering arm 106 and suspension arm 102. An actuated end of steering arm 106 is coupled with actuating end 110 of steering actuator 104 at axis 114, such that steering actuator 104 and steering arm 106 can rotate one with respect to the other about axis 114. Fixed end 108 of actuator arm 104 is rotatably coupled with suspension arm 102 at vertical axis 116 such that steering actuator 104 and suspension arm 102 can rotate one with respect to the other about vertical axis 116. The base end of suspension arm 102 is rotatably coupled with a reference frame via horizontal axis 109 ₁ and horizontal axis 109 ₂ , such that suspension arm 102 rotates about horizontal axes 109i and 109 ₂ . In some embodiments, the reference frame is part of a vehicle platform (e.g., vehicle structural frame or a chassis) and as such can be referred to as a vehicle reference frame. In some alternative embodiments, the reference frame is a sub-frame, adapted for coupling to a vehicle platform (e.g., to a vehicle structural frame or a chassis).

In the example brought forth in Figures 1A and 1 B, as actuating end 110 of steering actuator 104 extends, steering arm 106 and thus the suspended wheel mount rotates clockwise about steering axis 112. As actuating end 110 of steering actuator 104 retracts, steering arm 106 and thus the suspended wheel mount rotates counterclockwise about steering axis 112. Also actuating end 110 is configured to move between a retracted position and an extended position. As seen in Figures 1A and 1 B, as actuating end 1 10 extends, the horizontal position actuating end 110 move outside the horizontal cross-section of suspension arm 102. Conversely, as actuating end 110 retracts, the horizontal position actuating end 110 move inside the horizontal cross-section of suspension arm 102. Further as depicted in Figures 1A and 1 B, the horizontal position of fixed end 108 is located within at least one of a horizontal cross-section of suspension arm 102 and a triangle 118 defined by the rotation point of steering arm 106 (and steering axis 112) and the largest width between axis 109 ₁ and axis 109 ₂ -

Reference is now made to Figures 2A and 2B, which are schematic illustrations of a top view of a suspension and steering mechanism, generally referenced 150, constructed and operative in accordance with another embodiment of the disclosed technique. Suspension and steering mechanism 150 includes at least one suspension arm 152, a steering actuator 154, and a steering arm 156. Suspension arm 152 includes a wheel mounting end and a base end. The wheel mounting end of suspension arm 152 includes a steering axis 162. Steering actuator 154 includes an actuating end 160 and a fixed end 158. Steering actuator 154 is, for example, a linear actuator (e.g., a hydraulic actuator, an electric linear actuator, or a pneumatic linear actuator).

A rotation point of steering arm 156 is coupled with suspension arm 152 at steering axis 162 such that steering arm 156 and suspension arm 152 rotate one with respect to the other about steering axis 162. Similar to as described above in conjunction with Figures 1A and 1 B, and as further exemplified in Figures 4A and 4B as well as Figures 6A-6C, this rotation point of steering arm 156 is coupled with a suspended wheel mount to which a wheel is coupled, such that when steering arm 156 rotates about steering axis 162, the suspended wheel mount also rotates therewith. The rotation point of steering arm 156 is connected with suspension arm 152 at steering axis 162, for example, by a CV joint. A CV joint may further connect the rotation point of steering arm 156 and the suspended wheel mount, thus transferring moment while allowing flexibility of movement between steering arm 156 the suspended wheel mount. A second end (i.e., an actuated end) of steering arm 156 is coupled with actuating 160 end of steering actuator 154 at axis 164, such that steering actuator 154 and steering arm 156 can rotate one with respect to the other about axis 164. Fixed end 158 of actuator arm 154 is rotatably coupled with suspension arm 152 at vertical axis 166 such that steering actuator 154 and suspension arm 152 can rotate one with respect to the other about axis 166. The base end of suspension arm 152 is rotatably coupled with a reference frame via horizontal axis 159 such that suspension arm 152 rotates about horizontal axis 159. Actuating end 160 is configured to move from a retracted position to an extended position. As actuating end 160 of steering actuator 154 extends, steering arm 156, and thus the suspended wheel mount rotates counterclockwise about steering axis 162. As actuating end 160 of steering actuator 154 retracts, steering arm 156, and thus the suspended wheel mount rotates clockwise about steering axis 162. Also, similar to as described above in conjunction with Figures 1A and 1 B, as seen in Figures 2A and 2B, as actuating end 160 extends, the horizontal position of actuating end 160 moves toward a position located outside the horizontal cross-section of suspension arm 152. Conversely, as actuating end 160 retracts, the horizontal position actuating end 160 is located inside the horizontal cross-section of suspension arm 152. Further as depicted in Figures 2A and 2B, and similar to as described above in conjunction with Figures 1A and 1 B, the horizontal position of fixed end 158 is located within at least one of a horizontal cross-section of suspension arm 152, and a triangle 168 defined by the rotation point of steering arm 156 (steering axis 162) and the largest width of axis 159.

A steering and suspension according to the disclosed technique may include two steering actuators. Reference is now made to Figures 3A and 3B, which are schematic illustrations of a suspension and steering mechanism, generally referenced 200, constructed and operative in accordance with a further embodiment of the disclosed technique. Suspension and steering mechanism 200 includes at least one suspension arm 202, two steering actuators, first steering actuator 204 and second steering actuator 204 ₂ , and a steering arm 206. Suspension arm 202 includes a wheel mounting end and a base end. The wheel mounting end of suspension arm 202 includes a steering axis 212. Steering arm 206 is a double steering arm (e.g., L shaped double steering arm, V shaped double steering arm, arcuated double steering arm, a straight double steering arm) and includes two arms extending from a rotation point, where each arm includes an actuated end. The arms are not necessarily symmetric. First steering actuator 20^ includes an actuating end and a fixed end 208i. First steering actuator 20^ is, for example, a linear actuator (e.g., a hydraulic actuator, an electric linear actuator or a pneumatic linear actuator). Similarly, second steering actuator 204 ₂ includes an actuating end 210 ₂ and a fixed end 208 ₂ . Second steering actuator 204 ₂ is also, for example, a linear actuator.

The steering arm 206 is coupled with suspension arm 202 at steering axis 212 and at the rotation point of steering arm 206, such that steering arm 206 and suspension arm 202 rotate one with respect to the other about steering axis 212, and each of the actuated ends extend toward opposite sides of the rotation point. Similar to as described above, a suspended wheel mount (i.e., to which a wheel is coupled) is coupled with steering arm 206 at or near this rotation point such that when steering arm 206 rotate about steering axis 212, the suspended wheel mount also rotates therewith. The rotation point of steering arm 206 is connected with suspension arm 202, for example, by a CV joint. A CV joint may further connect the rotation point of steering arm 206 and the suspended wheel mount. A CV joint transferring moment while allowing flexibility of movement between steering arm 206 and the suspended wheel mount. A first actuated end of steering arm 206 is coupled with actuating end 210 of first steering actuator 204i at axis 214^ such that first steering actuator 204! and steering arm 106 can rotate one with respect to the other about axis 214i. Fixed end 208i of first steering actuator 204i is rotatably coupled with suspension arm 202 at vertical axis 2161 such that first steering actuator 204i and suspension arm 202 can rotate one with respect to the other about vertical axis 2161.

Similarly, a second actuated end of steering arm 206 is coupled with actuating end 210 ₂ of second steering actuator 204 ₂ at axis 214 ₂ , such that second steering actuator 204 ₂ and steering arm 206 can rotate one with respect to the other about axis 214 ₂ . Fixed end 208 ₂ of second actuator arm 204 ₂ is rotatably coupled with suspension arm 202 at vertical axis 216 ₂ such that second steering actuator 204 ₂ and suspension arm 202 can rotate one with respect to the other about vertical axis 216 ₂ . The base end of suspension arm 202 is rotatably coupled with a reference frame via horizontal axis 209i and horizontal axis 209 ₂ , such that suspension arm 202 rotates about horizontal axes 209i and 209 ₂ .

In the example brought forth in Figures 3A and 3B, actuating ends 210 ₁ and 210 ₂ are configured to move from a retracted position to an extended position. As actuating end 210 ₁ of first steering actuator 204i retracts, and actuating end 210 ₂ of second steering actuator 204 ₂ extends, steering arm 206 and thus the suspended wheel mount rotate counterclockwise. As actuating end 210i of first steering actuator 204i extends, and actuating end 210 ₂ of second steering actuator 204 ₂ retracts, steering arm 206 and thus the suspended wheel mount rotate clockwise. Also, as seen in Figures 3A and 3B, as actuating ends 210 ₁ extends, the horizontal position actuating end 210i move outside the horizontal cross-section of suspension arm 202. Conversely, as actuating end 210i retracts, the horizontal position actuating end 210i move inside the horizontal cross-section of suspension arm 202. Similarly, as actuating ends 210 ₂ extends, the horizontal position actuating end 210 ₂ move outside the horizontal cross-section of suspension arm 202. Conversely, as actuating end 210 ₂ retracts, the horizontal position actuating end 210 ₂ move inside the horizontal cross-section of suspension arm 202. Further as depicted in Figures 3A and 3B, and similar to as described above in conjunction with Figures 1A and 1 B and Figures 2A and 2B, the horizontal position of one of the fixed ends 208! and 208 ₂ is located within at least one of a horizontal cross-section of suspension arm 202 and a triangle 218 defined by the rotation point of steering arm 206 (i.e., and steering axis 212) and the largest width between axis 209! and axis 209 ₂ . In general, when two or more steering actuators are employed, the horizontal position of a fixed end of at least of the steering actuators is located within at least one of a horizontal cross-section of the suspension arm and a triangle defined by the rotation point of the steering arm and the largest width between axis or axes about which the suspension arm rotates. According to another embodiment, for example as shown in Figures 1A to 3B, as well as Figures 5A and 5B and Figures 6A-6C below, the horizontal position of a fixed end of a steering actuator is located within a geometry (e.g., a triangle, a square, a rectangle, polygon) defined by the steering axis and the axis or axes about which the suspension arm rotates.

Reference is now made to Figures 4A and 4B, which are schematic illustrations of an exemplary implementation of a wheel assembly, having a suspension and steering mechanism, generally referenced 250, constructed and operative in accordance with another embodiment of the disclosed technique. Figure 4A is an isometric view of a wheel assembly, having suspension and steering mechanism 250 and Figure 4B is a top view of suspension and steering mechanism 250. Suspension and steering mechanism 250 includes two suspension arms, first suspension arm 252 and second suspension arm 254, two steering actuators, steering actuator 266i and steering actuator 266 ₂ . Suspension and steering mechanism 250 further includes a suspended wheel mount 262, a spring-damper assembly 259, a suspended wheel mount 262 and a steering arm 268. Each one of first suspension arms 252 and second suspension arm 254 includes a wheel mounting end and a base end. The wheel mounting end of each of first suspension arms 252 and second suspension arm 254 includes a steering axis 260. Steering arm 268 includes two arms extending from a rotation point (e.g., L shaped steering, V shaped steering, and arcuated steering arm, a straight double steering arm), where each arm includes an actuated end. Steering actuators 266i and 266 ₂ are, for example, a linear actuator (e.g., a hydraulic actuator, an electric linear actuator or a pneumatic linear actuator). Steering arm 268 and suspension arm 252 are connected, for example, is by a CV joint. In some embodiments, a CV (constant velocity) joint interconnects the vertex of steering arm 268 and the suspended wheel mount 262, thus transferring moment while allowing flexibility of movement between steering arm 268 and suspension arm 262.

The base end of first suspension arm 252 is rotatably coupled with a reference frame 256 via horizontal axis 258i and horizontal axis 258 ₂ , such that first suspension arm 252 rotates about horizontal axes 258i and 258 ₂ . The base end of second suspension arm 254 is rotatably coupled with a reference frame 256 via horizontal axis 26^ and horizontal axis 2612, such that second suspension arm 254 rotates about horizontal axes 261 ! and 261 ₂ -

As seen in Fig. 4A, reference frame 256 is a sub-frame, adapted for connection to the vehicle platform (e.g. vehicle structural frame or a chassis). Suspended wheel mount 262 is coupled with the wheel mounting end of each one first suspension arms 252 and second suspension arms 254 via steering axis 260 such that suspended wheel mount 262 and each one first suspension arms 252 and second suspension arms 254 can rotate about each other about steering axis 260. Furthermore, in the example brought forth in Figures 4A and 4B, one end of spring damper assembly 259 is coupled with second suspension arm 254 and the other end of spring damper assembly 259 is operative to be coupled with the suspended object (e.g., a vehicle).

Steering arm 268 is coupled with first suspension arm 252 at steering axis 260 and at the rotation point of steering arm 268, such that steering arm 268 and first suspension arm 252 rotate one with respect to the other about steering axis 260, and each of the actuated ends extend toward opposite sides of the rotation point. Similar to as described above, suspended wheel mount 262, to which a wheel 264 is coupled, is coupled with steering arm 268, such that when steering arm 268 rotate about steering axis 260, suspended wheel mount 262 also rotates therewith.

A first actuated end of steering arm 268 is coupled with the actuating end of first steering actuator 266i at axis 270i, such that steering actuator 266i and steering arm 268 can rotate one with respect to the other about vertical axis 272i . The fixed end of first actuator arm 266i is rotatably coupled with first suspension arm 252 at axis 225i such that steering actuator 266i and first suspension arm 252 can rotate one with respect to the other about axis vertical 272i .

A second actuated end of steering arm 268 is coupled with actuating end of first steering actuator 266 ₂ at axis 270 ₂ , such that steering actuator 266 ₂ and steering arm 268 can rotate one with respect to the other about axis 270 ₂ . Fixed end of second actuator arm 266 ₂ is rotatably coupled with first suspension arm 252 at vertical axis 272 ₂ such that steering actuator 266 ₂ and first suspension arm 252 can rotate one with respect to the other about vertical axis 272 ₂ .

As shown in suspension and steering mechanism 250, the distance between axes 270i and 270 ₂ (Figure 4B), the distance between steering actuators 266! and 266 ₂ (Figure 4B) as well as the width of steering arm 268 are respectively equal to or smaller than the distance between vertical axes 272i and 272 ₂ (Figure 4B) as defined between steering actuators 266! and 266 ₂ and first and second suspension arms 252 and 254 (Figure 4A).

In the example brought forth in Figures 4A and 4B, and similar to as described above in conjunction with Figures 3A and 3B, actuating ends 266i and 266 ₂ are configured to move from a retracted position to an extended position. As the actuating end of first steering actuator 266i retracts, and the actuating end of second steering actuator 266 ₂ extends, steering arm 268 and thus suspended wheel mount 262 and wheel 264 rotate clockwise. As the actuating end of first steering actuator 266i extends, and the actuating end of second steering actuator 266 ₂ retracts, steering arm 268 and thus suspended wheel mount 262 and wheel 264 rotate counterclockwise. Further as depicted in Figures 4A and 4B, and similar to as described above in conjunction with Figures 3A and 3B, each one of the fixed ends of steering actuators 266i and 266 ₂ is located within at least one of a horizontal cross-section of first suspension arm 252 and a triangle 274 defined by the rotation point of steering arm 268 (steering axis 260) and the largest width between axis 258i and axis 258 ₂ .

Employing two steering actuators, similar to as described in Figures 3A and 3B and Figures 4A and 4B, provides redundancy such that if one steering actuator malfunctions, steering can still be performed with the other steering actuator. Also, employing two employing two steering actuators prevents steering lock in case one of the steering actuators reaches a lock position (e.g., in Figure 1A and 1 B, when steering actuator 104 is aligned with steering arm 106).

A wheel assembly having a steering and suspension mechanism according to the disclosed technique may include a steering actuator and a spring. The spring is employed to prevent the steering actuator to lock in a dead center position. The spring is coupled between the suspension arm and the steering arm. The spring extends toward an opposite direction from the rotation point of the steering arm (i.e., relative to the actuated end of the steering arm). Reference is now made to Figures 5A and 5B, which are schematic illustrations of an exemplary suspension and steering mechanism, generally referenced 300, constructed and operative in accordance with a further embodiment of the disclosed technique. Suspension and steering mechanism 300 includes at least one suspension arm 302, a steering actuator 304, a sprint 305, and a steering arm 306. Suspension arm 302 includes a wheel mounting end and a base end. The wheel mounting end of suspension arm 302 includes a steering axis 312. Steering arm 306 is a double steering arm (e.g., L shaped double steering arm, V shaped double steering arm, arcuated double steering arm, a straight double steering arm) and includes two arms extending from a rotation point, where each arm includes an actuated end. The arms of steering arm 206 are not necessarily symmetric. Steering actuator 304 includes an actuating end 310 ₁ and a fixed end 308! . First steering actuator 304 is, for example, a linear actuator (e.g., a hydraulic actuator, an electric linear actuator or a pneumatic linear actuator). Spring 305 includes two ends includes a moving end 310 ₂ and a fixed end 308 ₂ .

Steering arm 306 is coupled with suspension arm 302 at steering axis 312 and at the rotation point of steering arm 306 such that steering arm 306 and suspension arm 302 rotate one with respect to the other about steering axis 312 and each of the actuated ends of extend toward opposite directions from steering axis 312. Similar to as described above, a suspended wheel mount (i.e., to which a wheel is coupled) is coupled with steering arm 306 at or near this rotation point such that when steering arm 306 rotate about steering axis 112, the suspended wheel mount also rotates therewith. The rotation point of steering arm 306 is connected with suspension arm 302, for example, by a CV joint. A CV joint may further connect the vertex of steering arm 306 and the suspended wheel mount. A first actuated end of steering arm 306 is coupled with actuating end 310! of first steering actuator 304i at axis 314i , such that first steering actuator 304i and steering arm 106 can rotate one with respect to the other about axis 314i. Fixed end 308i of first steering actuator 304i is rotatably coupled with suspension arm 302 at vertical axis 3161 such that first steering actuator 304i and suspension arm 302 can rotate one with respect to the other about vertical axis 3161.

Similarly, a second actuated end of steering arm 306 is coupled with moving end 310 ₂ spring 305 at axis 314 ₂ , such that second steering actuator 304 ₂ and steering arm 306 can rotate one with respect to the other about axis 314 ₂ . Fixed end 308 ₂ of spring 305 is rotatably coupled with suspension arm 302 at vertical axis 316 ₂ such that second steering actuator 304 ₂ and suspension arm 302 can rotate one with respect to the other about vertical axis 316 ₂ . The base end of suspension arm 302 is rotatably coupled with a reference frame via horizontal axis 309i and horizontal axis 309 ₂ , such that suspension arm 302 rotates about horizontal axes 309i and 309 ₂ .

In the example brought forth in Figures 5A and 5B, actuating ends 310 is configured to move from a retracted position to an extended position. As actuating end 310 of steering actuator 304 retracts, steering arm 306 and thus the suspended wheel mount rotate counterclockwise and spring 305 is stretched. Spring 305 exerts a clockwise force on steering arm 306. Thus, if steering actuator 304 reaches a dead center lock position, spring 305 shall pull steering arm 306, and thus steering actuator 304, from this dead lock position.

As actuating end 310i of steering actuator 304 extends, steering arm 306 and thus the suspended wheel mount rotate clockwise and spring 305 compresses. Also, as seen in Figures 5A and 5B, as actuating ends 310i extends, the horizontal position actuating end 310! move outside the horizontal cross-section of suspension arm 302. Conversely, as actuating end 310j retracts, the horizontal position actuating end 310! move inside the horizontal cross-section of suspension arm 302. Further as depicted in Figures 5A and 4B, and similar to as described above in conjunction with Figures 1A and 1 B and Figures 2A and 2B, the horizontal position of one of the fixed ends 308i and 308 ₂ is located within at least one of a horizontal cross-section of suspension arm 302 and a triangle 318 defined by the rotation point of steering arm 306 (and steering axis 312) and the largest width between axis 309i and axis 309 ₂ . In general, the horizontal position of a fixed end of at least one of the steering actuator 304 of the spring 305 is located within at least one of a horizontal cross-section of suspension arm 302 and a triangle 318 defined by the steering axis and the largest width between axis or axes about which suspension arm 302 rotates. According to another embodiment, the horizontal position of a fixed end of at least one of steering actuator 304 and spring 305 is located within a geometry (e.g., a triangle, a square, a rectangle, polygon) defined by steering axis 312 and the axis or axes about which suspension arm 302 rotates. In description brought forth herein above in conjunction with Figures 1 B, 2B, 3B and 5B, when the actuator is fully retracted, the horizontal position of the actuating end, as well as the fixed end of the steering actuator, are located within a geometry (e.g., a triangle, a square, a rectangle, polygon) defined by the steering axis and the axis or axes about which the suspension arm rotates. In Figures 5A and 5B, spring 305 is exemplified as a helical spring. However, spring 305 may also be a torsion spring coupled to steering arm 306 and having a rotation center about steering axis 312. According to another example arm of steering arm 306 which is not connected to steering actuator 304 includes a resilient portion, such as the resilient portion acts as a spring that applies a load on the steering arm. The resilient portion may be connected to the suspension arm, for example at fixed end 308 ₂ .

Positioning the horizontal location of a fixed end of at least of the steering actuators as described above in conjunction with Figures 1A-1 B, 2A-2B, 3A-3B, 4A-4B, 5A-5B and 6A-6C reduces the volume of the suspension and steering mechanism according to the disclosed technique, (i.e., relative to prior art mechanisms). Also, positioning the horizontal location of a fixed end of at least of the steering actuators as described above increases the range of the steering angle (e.g. on the order of 100 degrees) of the wheel without locking, since the motion action of the steering actuator increases. Also, in this configuration, the suspension arm provides protection to the steering actuators and bump steering is reduced. For example, in Figure 4A, steering actuator 266i is at least partially protected by steering arm 252. Also exemplified in Figure 4A, steering actuator 266i is aligned with steering arm 252, thus reducing bump steering.

As mentioned above, a steering actuator employed in suspension and steering mechanism according to the disclosed technique may be a hydraulic actuator. When hydraulic actuators are employed for steering and hydraulic brakes are employed in the vehicle, the hydraulic reservoir may be shared between for steering and brakes mechanism. Also, employing hydraulic steering actuators provides design flexibility with regards to the position of the various components of the steering system (i.e., hydraulic reservoir, hydraulic pump and steering actuators) since these components may be hydraulically coupled via pipes. For example, hydraulic manifold, which is part of the hydraulic circuit of the steering and/or brake actuators, is located in the reference frame. Furthermore, the suspension arm to which the steering actuator is coupled with the one that absorbs the least shock energy. For example, the lower suspension arm absorbs most of the shock energy. As such, the steering actuators shall be coupled with the upper suspension arm. The steering actuator may also be designed to eliminate self-lock when not actuated, and to enable the actuator when needed. Eliminating the self-lock may provide flexibility in the positioning of the steering actuator, and may act to absorb a portion of the shocks energy. The steering actuator is controlled, for example with control loops to control the state of the actuator when not actuated, and for changing the steering angle when actuated. As a further example, when hydraulic actuators are employed, a relief valve can be employed to enable or disable the hydraulic actuators.

Reference is now made to Figures 6A to 6C which are schematic illustrations of another exemplary implementation of a wheel assembly, generally referenced 600, having a suspension and steering mechanism, generally referenced 650, constructed and operative in accordance with another embodiment of the disclosed technique. Figure 6A is an isometric view of suspension and steering mechanism 650, Figure 6B is a top view of suspension and steering mechanism 650 and Figure 6C is a side view of suspension and steering mechanism 650.

With reference to Figure 6A, suspension and steering mechanism 650 includes two suspension arms, a first suspension arm 652 and a second suspension arm 654. Suspension and steering mechanism 650 further includes two steering actuators, steering actuator 666! and steering actuator 666 ₂ , as well as a steering arm 668. Wheel assembly 600 includes a sub-frame 620 and a suspended wheel mount 662. Sub-frame 620 is adapted to couple wheel assembly 600 to a reference frame (not shown) of a vehicle and suspended wheel mount 662 is configured to couple a wheel (not shown) to wheel assembly 600. According to some embodiments of the disclosed technique, suspension and steering mechanism 650 is coupled at a vehicle facing end to sub-frame 620 and at a wheel facing end to wheel mount 662. According to other embodiments, suspension and steering mechanism 650 can be coupled directly with the chassis of a vehicle.

In some embodiments of the disclosed technique, as shown in Figures 6A-6C, wheel assembly 600 has a spring-damper assembly 669 coupled between one or more of first suspension arm 652, second suspension arm 654 and sub-frame 620. Each one of first suspension arm 652 and second suspension arm 654 includes a wheel mounting end (proximate to suspended wheel mount 662) and a base end (proximate to sub-frame 620). The wheel mounting end of each of first suspension arm 652 and second suspension arm 654 includes a steering axis 660. According to some embodiments, as shown for example in Figures 6A-6C, steering arm 668 includes two arms extending from a rotation point 663 (more clearly shown in Figure 6B), where each arm includes an actuated end. The two arms may together form different shaped steering arms, for example an L-shaped steering arm, a V-shaped steering arm, an arcuated steering arm and a straight double steering arm. Steering actuators 666i and 666 ₂ can be embodied, for example, as a linear actuator, such as a hydraulic actuator, an electric linear actuator, a pneumatic linear actuator and the like.

According to some embodiments, as shown for example in Figures 6A-6C, steering arm 668 and first suspension arm 652 are connected by a constant velocity (herein abbreviated CV) joint 664. In some embodiments, CV joint 664 interconnects the vertex of steering arm 668 and suspended wheel mount 662, thus transferring the rotational moment between steering arm 668 and suspended wheel mount 662 while allowing flexibility of movement between steering arm 668 and first suspension arm 652. According to the disclosed technique, CV joint 664 is used to couple a suspension arm (first suspension arm 652) with steering actuators which is a novel use of a CV joint. According to some embodiments, the base end of first suspension arm 652 is rotatably coupled with sub-frame 620 via a horizontal axis 658 such that first suspension arm 652 rotates around horizontal axis 658. According to some embodiments, the base end of second suspension arm 654 is rotatably coupled with sub-frame 620 via a horizontal axis 661 such that second suspension arm 654 rotates around horizontal axis 661 .

With reference to Figures 6B-6C, sub-frame 620 is adapted to connect suspension and steering mechanism 650 to a vehicle platform (not shown), such as a vehicle structural frame or a chassis. Suspended wheel mount 662 is coupled with the wheel mounting end of each one of first and second suspension arms 652 and 654 via steering axis 660 such that suspended wheel mount 662 and each one of first and second suspension arms 652 and 654 can rotate about each other around steering axis 660. Furthermore, in the example brought forth in Figures 6A-6C, one end of spring damper assembly 669 is coupled with second suspension arm 654 and the other end of spring damper assembly 669 is operative to be coupled with a suspended object (e.g., a vehicle). This is most clearly seen in Figure 6C.

Steering arm 668 is coupled with first suspension arm 652 at steering axis 660 and at rotation point 663 of steering arm 668, such that steering arm 668 and first suspension arm 652 rotate one with respect to the other around steering axis 660, with each of the actuated ends extending toward opposite sides of rotation point 663. In a similar manner as described above, suspended wheel mount 662, to which a wheel (not shown) can be coupled, is coupled with steering arm 668, such that when steering arm 668 rotates around steering axis 660, suspended wheel mount 662 also rotates therewith.

A first actuated end of steering arm 668 is coupled with the actuating end of first steering actuator 666! at an axis 670! such that first steering actuator 6661 and steering arm 668 can rotate one with respect to the other about a vertical axis 670i . The fixed end of the arm of first steering actuator 6661 is rotatably coupled with first suspension arm 652 such that steering actuator 6661 and first suspension arm 652 can rotate one with respect to the other about axis 672i .

A second actuated end of steering arm 668 is coupled with the actuating end of second steering actuator 666 ₂ at an axis 670 ₂ such that second steering actuator 666 ₂ and steering arm 668 can rotate one with respect to the other about a vertical axis 670 ₂ . The fixed end of the arm of second steering actuator 666 ₂ is rotatably coupled with first suspension arm 652 at axis 672 ₂ such that steering actuator 666 ₂ and first suspension arm 652 can rotate one with respect to the other about axis 672 ₂ .

In the example brought forth in Figures 6A-6C, the actuating ends of steering actuators 6661 and 666 ₂ are configured to move from a retracted position to an extended position. As the actuating end of first steering actuator 6661 retracts and the actuating end of second steering actuator 666 ₂ extends, steering arm 668 and thus suspended wheel mount 662 and wheel 664 rotate counter-clockwise. As the actuating end of first steering actuator 6661 extends and the actuating end of second steering actuator 666 ₂ retracts, steering arm 668 and thus suspended wheel mount 662 and CV joint 664 rotate clockwise. Further as depicted in Figures 6A-6C, and similar to what was described above, each one of the fixed ends of steering actuators 6661 and 666 ₂ is located within at least one of a horizontal cross-section of first suspension arm 652 and an imaginary triangle 674 defined by rotation point 663 of steering arm 668 (around steering axis 660) and the largest width between first and second pivots 659i and 659 ₂ in which first suspension arm 652 rotates with respect to sub-frame 620.

As shown in suspension and steering mechanism 650, the distance between vertical axes 670! and 670 ₂ , between steering actuators 666! and 666 ₂ and between steering arm 668 is equal to or larger than the distance between axes 672i and 672 ₂ defined between steering actuators 6661 and 666 ₂ and first and second suspension arms 652 and 654.

It is noted that first suspension arm 652 (Figures 6A-6C) and first suspension arm 252 (Figures 4A-4B) serve substantially identical functions however they have slightly different shapes. First suspension arm 252 has a wishbone shape wherein steering actuators 266i and 266 ₂ are covered and substantially enclosed within the suspension arm. In comparison, first suspension arm 652 has a more streamlined shape which exposes more of steering actuators 6661 and 666 ₂ .

According to the disclosed technique, employing two steering actuators, similar to what was described above in Figures 3A and 3B and Figures 4A and 4B, suspension and steering mechanism 650 provides redundancy such that if one steering actuator malfunctions, steering can still be performed with the other steering actuator. In addition, employing two steering actuators prevents steering lock in case one of the steering actuators reaches a lock position (for example in Figures 1A and 1 B when steering actuator 104 is aligned with steering arm 106). It should be noted that the suspension and steering mechanism disclosed elsewhere herein may be part of a wheel assembly or a wheel corner assembly having the suspension and steering mechanism assembled thereto. In some embodiment, for example as shown in Figures 4A-4B and 6A-6C, the wheel assembly (such as wheel assembly 600) includes a sub-frame, and the suspension and steering mechanism is mechanically coupled to the sub-frame.

It will be appreciated by persons skilled in the art that the disclosed technique is not limited to what has been particularly shown and described hereinabove. Rather the scope of the disclosed technique is defined only by the claims, which follow.