FIELD OF THE INVENTION

The present invention generally relates to the field of vehicle suspension systems, and more specifically to steering knuckle or wheel knuckle arrangements.

BACKGROUND OF THE INVENTION

A four-wheeled vehicle, such as a car or a truck, is dependent on the suspension system which supports the vehicle frame that carries the engine and body, and connects the vehicle frame (or chassis) to the wheels. The suspension system provides a range of motion for the wheels relative to the vehicle frame, to provide traction by keeping the wheels in firm contact with road, facilitating the braking and maneuvering of the vehicle. The suspension also helps isolate the vehicle carriage from bumps and vibrations when travelling along uneven road surfaces, typically achieved with various mechanical or hydraulic devices involving shock absorbers, suspension arms and springs.

A steering knuckle is a connecting structure between the wheel hub (or spindle) and the suspension and steering components of the vehicle. The wheel hub is a hollow piece of metal at the center of the wheel and holds the lug bolts for bolting the tire to the wheel. The steering knuckle typically holds the wheel hub and is attached to upper and lower linkage arms or control arms of the vehicle suspension via corresponding constant-velocity (CV) joints, enabling pivotable rotation of the wheels when driven by the main axle. The steering knuckle and control arms serve to maintain the wheel in a substantially vertical position during operation so as to stabilize the steering of the vehicle. Conventionally, the steering knuckle is connected to the upper and lower control arms on either side of the wheel main axle, such that the upper control arm is above the wheel and the lower control arm is below the wheel. Such an arrangement may restrict the range of pivoting movement of the control arms, because as the steering knuckle rotates upwards it is limited by the lower control arm which is closer to the ground than the main wheel axle.

US Patent Application Publication No. 2006/0208447 to Eshelman et al, entitled, "Independent Suspension for a Drive Axle," discloses a suspension for a vehicle. The suspension connects a knuckle, spindle, upper arm, lower arm and a bracket portion which extends in a vertical direction in reference to the vehicle including at least two bracket arms forming an opening for the drive shaft, The design is aimed to minimize restraints caused by a control arm being under the drive shaft by including an additional bracket that will support the spring being above the drive shaft.

US Patent No. 4105222 to Buchwald, entitled, Independent Front Suspension System," discloses an independent, strut-type suspension system for a front wheel drive vehicle, wherein the shock absorber is secured at the lower end thereof to the steering knuckle at an angle such that it extends rearwardly of the drive shaft and below the center line thereof, providing a low overall height profile, coupled with anti-dive and anti-lift characteristics,

US Patent Application Publication No. 2015/0108732 to Luttinen et al, entitled, "Actively Controlled Torsion Bar Suspension," discloses the configuration of a suspension system wherein a torsion bar is configured to generate a spring rate, a tensile drop link is fixed relative to the steering knuckle, and a semi-trailing arm is operatively connected to the torsion bar and the tensile drop link.

SUMMARY OF THE INVENTION

In accordance with one aspect of the present invention, there is thus provided a vehicle wheel knuckle. The wheel knuckle includes a wheel hub mount disposed at a lower section of the wheel knuckle. The wheel hub mount is configured to be coupled to a wheel hub of a wheel of the vehicle. The wheel knuckle further includes lower pivot coupling apertures, disposed above the wheel hub mount. The lower pivot coupling apertures are configured to hingedly couple a lower control arm, coupled at one end thereof with the vehicle chassis, to the wheel knuckle above the wheel hub mount. The wheel knuckle further includes upper pivot coupling apertures, disposed above the lower pivot coupling apertures. The upper pivot coupling apertures are configured to hingedly couple an upper control arm, coupled at one end thereof with the vehicle chassis, to the wheel knuckle above the wheel hub mount. The wheel hub mount may further include a socket, configured to be rotatabiy coupled with a joint of a drive shaft of the wheel. The wheel knuckle may further include a steering hub mount, disposed at an upper section of the wheel knuckle. The steering hub mount includes an upper steering member and a lower steering member, and is configured to be rotatabiy coupled with a steering member of the vehicle. The wheel knuckle may further include at least one fastener, configured to couple the lower control arm with the lower pivot coupling apertures, and/or the upper control arm with the upper pivot coupling apertures. In accordance with another aspect of the present invention, there is thus provided a vehicle wheel knuckle assembly, The vehicle wheel knuckle assembly Includes a wheel knuckle that includes a wheel hub mount disposed at a lower section of the wheel knuckle. The wheel hub mount is configured to be coupled to a wheel hub of a wheel of the vehicle. The wheel knuckle further includes lower pivot coupling apertures, disposed above the wheel hub mount, and upper pivot coupling apertures disposed above the lower pivot coupling apertures. The vehicle knuckle assembly further includes a lower control arm and an upper control arm. The lower control arm is coupled at one end with the vehicle chassis, and is configured to be hingedly coupled with the wheel knuckle at the lower pivot coupling apertures. The upper control arm is coupled at one end thereof with the vehicle chassis, and is configured to be hingedly coupled with the wheel knuckle at the upper pivot coupling apertures. The wheel hub mount may further include a socket, configured to be rotatably coupled with a joint of a drive shaft of the wheel. The wheel knuckle may further include a steering hub mount, disposed at an upper section of the wheel knuckle, The steering hub mount includes an upper steering member and a lower steering member, and is configured to be rotatably coupled with a steering member of the vehicle. The wheel knuckle may further include at least one fastener, configured to couple the lower control arm with the lower pivot coupling apertures, and/or the upper control arm with the upper pivot coupling apertures, BRIEF DESCRIPTION OF THE DRAWINGS The disclosed invention will be understood and appreciated more fully from the following detailed description taken in conjunction with the drawings in which:

Figure 1 is a perspective view illustration of a vehicle wheel knuckle, constructed and operative in accordance with an embodiment of the present invention;

Figure 2 is a perspective view illustration of the vehicle wheel knuckle of Figure 1 connected to vehicular suspension components, constructed and operative in accordance with an embodiment of the present invention; and

Figure 3 is a perspective view illustration of the connected vehicle wheel knuckle of Figure 2, where the vehicle is in a lowered-frame, raised- wheel position, constructed and operative in accordance with an embodiment of the present invention.

DETAILED DESCRIPTION OF THE EMBODIMENTS

The disclosed invention overcomes the disadvantages of the prior art by providing a novel wheel knuckle configuration for connecting a wheel hub of a vehicle with the vehicle suspension, to maintain and stabilize the position of the wheel during operation of the vehicle. The wheel knuckle includes a wheel hub mount coupled to a wheel hub of the vehicle, the wheel hub mount disposed at a lower section of the wheel knuckle. The wheel knuckle includes lower and upper pivot coupling apertures, both of which are disposed above the wheel hub mount. A lower control arm, coupled at one end with the vehicle chassis, is hingedly coupled at its other end with the wheel knuckle at the lower apertures, and an upper control arm, coupled at one end with the vehicle chassis, is hingedly coupled at its other end with the wheel knuckle at the upper apertures. Accordingly, the upper and lower control arms are both connected above the path of the drive shaft of the wheel, providing an extended range of vertical movement of the wheel hub, as compared to a conventional wheel knuckle configuration in which the lower control arm is connected below the drive shaft. As a result, the wheel knuckle of the present invention provides an extended vehicle ground clearance corresponding to the distance between the drive shaft and ground, as opposed to the more limited ground clearance in a conventional wheel knuckle configuration in which the lower control arm is below the drive shaft, The extended ground clearance in turn provides enhanced shock absorption and minimizing sudden jolts within the vehicle cabin when travelling over uneven road surfaces, improving the general quality of the vehicle ride.

The term ^!, wheel knuckle" is used herein to refer to a vehicle component configured to connect a wheel hub with a vehicle suspension to maintain and stabilize the wheel during operation. Such a component may also commonly be referred to by alternative terms, including: "steering knuckle", "steering housing", "wheel support", "upright"; or "spindle". Accordingly, the term "wheel knuckle" as used herein should be considered to have the same meaning as other equivalent technical terms as commonly understood by one of ordinary skill in the art to which the present invention pertains. It will be further understood that all technical terms should be interpreted as having a meaning consistent with their meaning in the context of the relevant art and the invention, and should not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

The term "vehicle" as used herein should be broadly interpreted to refer to any type of wheel-based moveable platform or transportation device, including but not limited to: an automobile, a truck, a bus, a motorcycle, a bicycle; an electric vehicle; a wagon; a carriage; and the like. The term "vehicle" herein also encompasses both human operated vehicles as well as autonomous vehicles (e.g., "driver!ess cars" or "robotic cars").

Relative terms, such as "inner", "outer", "front", "back", lower", "bottom", "upper", "top", "above" or "below", may be used herein to describe the relationship between different elements as illustrated in the Figures. It will be understood that relative terms are intended to encompass different orientations of the device in addition to the orientation depicted in the Figures, and should not be construed as limiting.

The terms "pivotable", "hingeable", and "rotatable", and grammatical variations thereof, are used interchangeably herein, to refer to a coupling point or a connection point that allows for movement about at least one pivot axis by at least one respective element or component, and should not be interpreted in a limiting manner.

Reference is now made to Figures 1 and 2. Figure 1 is a perspective view illustration of a vehicle wheel knuckle, referenced 101 , constructed and operative in accordance with an embodiment of the present invention. Figure 2 is a perspective view illustration of the vehicle wheel knuckle 101 (Figure 1 ) connected to vehicular suspension components, constructed and operative in accordance with an embodiment of the present invention. Wheel knuckle 101 is operative for coupling the vehicle suspension, generally referenced 156, with a wheel hub 126, where vehicle suspension 156 includes components that support the frame or chassis 158 of the vehicle. Wheel knuckle 101 generally defines an inner side 102, facing toward the center of the vehicle, and an outer side 104, facing away from the center of the vehicle. An upper portion 103 of wheel knuckle 101 is positioned further away from the ground surface respective of a lower portion 105 of wheel knuckle 101. Wheel knuckle 101 may be formed by various manufacturing processes, such as a single melting cast, a multiple melting cast processes, or a sheet metal forming process. Wheel knuckle 101 is designed to be mounted at one side of a vehicle, while a substantially mirror image (reflected duplication) of wheel knuckle 101 (not shown) is mounted at the other side of the vehicle, e.g., the left and right side of a vehicle. Accordingly, it is understood that the description herein of exemplary wheel knuckle 101 also applies correspondingly to a substantially mirror image wheel knuckle configuration. Wheel knuckle 101 may be mounted onto a wheel hub of a front wheel or a rear wheel of the vehicle.

Wheel knuckle 101 includes a wheel hub mount 120, disposed at lower section 105 of knuckle 101 , and an optional steering hub mount 170, disposed at upper section 103 of knuckle 101. Wheel hub mount 120 includes a circular socket 122 surrounded by a plurality of (e.g., four) pilot holes 124. The outer side (104) of wheel hub mount 120 is coupled with the wheel hub 126. A wheel bearing (not shown) sits inside wheel hub 126 and is designed to minimize friction during the wheel rotation. The wheel bearing of wheel hub 126 accommodates through socket 122 a constant-velocity (CV) joint 116 situated at the end of a drive shaft 130 (also known as a wheel axle or spindle) of vehicle suspension 156. CV joint 116 allows the drive shaft 130 to transmit power to the wheel through a variable angle at a constant rotational speed, to propel the rotation of the respective wheel. CV joint 116 may be embodied for example by a ball-and-groove (Rzeppa) joint, a tripod joint, or other joint types known in the art. CV joint 116 is engaged within socket 122 and is secured to wheel hub mount 120 using fasteners, such as screws, driven into pilot holes. In an alternative embodiment of the present invention, the wheel knuckle may be coupled to a passive wheel without a rotating drive shaft or CV joint, obviating the need for socket 122, which may be occluded or eliminated in an alternative wheel knuckle configuration of the present invention,

Wheel knuckle 101 includes lower pin openings 142, 144 disposed above wheel hub mount 120 and below steering hub mount 170. Wheel knuckle 100 further includes upper pin openings 162, 164 disposed above steering hub mount 170. Referring to Figure 2, wheel knuckle 101 is further coupled to a lower control arm 140 and an upper control arm 160 of vehicle suspension 156, Each of control arms 140, 160 may have a single arm or a multiple arm ("wishbone'') shape, and have a pivot at each end. Lower control arm 140 is hingedly coupled to the inner side 102 of wheel knuckle 101 at lower pin openings 142, 144 above wheel hub mount 120. In particular, the outer end of lower control arm 140 is positioned between lower pin openings 142 and 144, and a lower pivot pin 143 is threaded through lower control arm 140 and lower openings 142, 144, thereby hingedly securing lower control arm 140 with wheel knuckle 101 , allowing lower control arm 140 to pivot {e.g., moving vertically) with respect to knuckle 101. A bolt (not shown) or other securing device may be used to secure lower pivot pin 143, The inner end of lower control arm 140 is hingedly coupled to a section of the vehicle chassis 158 at hinge axis 148 (e.g., via suitable fastening mechanisms enabling pivotable movement, such as pins, pin openings, and bushings).

Upper control arm 160 is hingedly coupled to the inner side 102 of wheel knuckle 101 at upper pin openings 162, 164 at upper section 103 of wheel knuckle 101. In particular, the outer end of upper control arm 160 is positioned between upper pin openings 162 and 164, and an upper pivot pin 163 threaded through upper control arm 160 and upper openings 162, 164, thereby hingedly securing upper control arm 160 with wheel knuckle 101 , allowing upper control arm 160 to pivot (e.g., moving vertically) with respect to knuckle 101. A bolt (not shown) or other securing device may be used to secure upper pivot pin 163. Bushings (not shown) may be included between lower pivot pin 143 or upper pivot pin 163 and their respective hinged connections in order to reduce friction. The inner end of upper control arm 160 is hingedly coupled to a section of the vehicle chassis 158 at hinge axis 168 (e.g., via suitable fastening mechanisms enabling pivotable movements, such as pins, pin openings, and bushings).

Wheel knuckle 101 , lower control arm 140, and upper control arm 160, may collectively define a "vehicle wheel knuckle assembly" in accordance with the present invention.

Optional steering hub mount 170 includes an upper steering hub securing member 171 and a lower steering hub securing member 172, which protrude externally from an upper section of wheel knuckle 101. Steering hub mount 170 is configured to rotatably secure a steering member 173 of the vehicle between upper securing member 172 and lower securing member 172, where pull-push maneuvers of steering member 173 may induce steering of the vehicle wheel coupled with wheel knuckle 101. Steering is generally required for the front wheels of a vehicle, while the rear wheels may be without steering. Wheel knuckle 101 may further include an optional holder portion, referenced 128, operative for holding a brake caliper of a disc brake of the vehicle.

When the vehicle traverses a raised or lowered ground surface (e.g., a bump or a ditch), the vehicle suspension 156 adapts to allow pivoting of lower control arm 140 and upper control arm 180 at respective hinges 148, 168, allowing vertical movement of the wheel (coupled to wheel hub 126) for maintaining traction with the ground by the tires while offsetting the vertical motion of the wheel and minimizing jolting of the passengers in the cabin of the vehicle and improving ride quality. Accordingly, as the vehicle travels along uneven surfaces, the vehicle chassis remains stabilized at substantially the same height while experiencing varying distances from the ground and the wheels (which follow the fluctuations of the ground), where such fluctuations are independently offset for each wheel by its designated wheel knuckle assembly.

Reference is now made to Figure 3, which is a perspective view illustration of the connect vehicle wheel knuckle of Figure 2, where the vehicle is in a iowered-frame, raised-wheel position, constructed and operative in accordance with an embodiment of the present invention. When the vehicle traverses a raised ground surface, wheel hub 126 and the respective wheel are raised. The coupling of lower control arm 140 to wheel knuckle 101 above drive shaft 130 allows for an extended range of vertical movement of wheel hub 126, as compared to a conventional wheel knuckle assembly having a lower control arm disposed below the drive shaft of the wheel. For example, the range of vertical upward motion of a conventional wheel knuckle may be limited by the lower control arm than the drive shaft or wheel axle. In contrast, the configuration of wheel knuckle 101 may allow for vertical movement of wheel hub 126 until a point where drive shaft 130 almost reaches the ground, while keeping the elements of vehicle suspension 156 from contacting the ground. Accordingly, the wheel knuckle assembly of the present invention may feature a ground clearance (i.e., separation distance) equivalent to the full gap between drive shaft 130 and the ground (i.e., when wheel hub 126 (and the respective wheel) is in its unbiased (not raised or lowered) position). The ground clearance may be extended or shortened by respectively elongating or shortening wheel knuckle 101 , such as by elongating or shortening it's the upper section 103 of wheel knuckle 101 , thereby maintaining vehicle suspension 156 supporting the vehicle in a raised configuration when in a normal unbiased positioning {as may be understood from the positioning shown in Figure 2).

It is appreciated that the wheel knuckle or wheel knuckle assembly of the present invention may be adapted to a particular type of vehicle suspension, as the configuration of the suspension may differ among different vehicles. For example, the configuration of the inner side 102 of wheel knuckle 101 may be adapted to match the structure of the particular components of a particular type of vehicle suspension.

While certain embodiments of the disclosed subject matter have been described, so as to enable one of skill in the art to practice the present invention, the preceding description is intended to be exemplary only, it should not be used to limit the scope of the disclosed subject matter, which should be determined by reference to the following claims.