FIELD OF THE INVENTION

[0001] The present invention relates to the field of vehicle suspension, and more particularly, to vehicle suspension systems having a dual piston suspension.

BACKGROUND OF THE INVENTION

[0002] Single piston suspension system, e.g. Macpherson strut, typically occupy significant vertical space. In typical vehicles where the strut suspension is implemented, the vertical space extends at the front of the vehicle next to engine compartment. Dual piston suspension systems typically have two suspension pistons interconnecting a chassis of a vehicle with a control arm of the suspension system. Typically, dual piston suspension systems are bulky and can occupy a significant space in both vertical and/or lateral directions of a wheel well of the vehicle.

SUMMARY OF THE INVENTION

[0003] Some embodiments of the present invention may provide a vehicle corner system including: an upright having a spinning axis about which a wheel rotates when the wheel is assembled to the upright; a control arm rotatably coupled to the upright; and a first suspension piston and a second suspension piston coupled at their respective first ends to the upright and disposed at opposing sides of the spinning axis with respect to each other.

[0004] In some embodiments, the vehicle corner system includes a bridge interconnecting the first suspension piston and the second suspension piston at their respective second ends.

[0005] In some embodiments, the bridge is rotatably couplable to a reference frame of a vehicle. [0006] In some embodiments, the bridge is couplable to a reference frame of a vehicle using a pivoting connection, the pivoting connection being disposed between a central longitudinal axis of the first suspension piston and a central longitudinal axis of the second suspension piston.

[0007] In some embodiments, the bridge is couplable to a reference frame of a vehicle using a pivoting connection having three degrees of freedom.

[0008] In some embodiments, the control arm is coupled to the upright using a pivoting connection, the pivoting connection being disposed between a central longitudinal axis of the first suspension piston and a central longitudinal axis of the second suspension piston.

[0009] In some embodiments, the vehicle corner system includes a sub-frame couplable to a reference frame of a vehicle, wherein the control arm is coupled to the sub-frame and rotatable with respect to the sub-frame about an axis that is substantially perpendicular to the spinning axis.

[0010] In some embodiments, the vehicle corner system includes a locking arm coupled to the upright.

[0011] In some embodiments, the locking arm is coupled to the sub-frame or a refence frame of a vehicle.

[0012] In some embodiments, the vehicle corner system includes a drivetrain shaft being transverse to the upright and extending between the first and second suspension pistons.

[0013] In some embodiments, the vehicle comer system includes a drivetrain motor coupled to the drivetrain shaft.

[0014] In some embodiments, the drivetrain motor is coupled to the sub-frame.

[0015] In some embodiments, the drivetrain motor and the upright are disposed at opposing sides of the sub-frame with respect to each other.

[0016] In some embodiments, the sub-frame includes an aperture through which the driveshaft extends from the drivetrain motor towards the upright.

[0017] In some embodiments, the upright is rotatable with respect to the control arm about a steering axis.

[0018] In some embodiments, the steering axis is disposed between a central longitudinal axis of the first suspension piston and a central longitudinal axis of the second suspension piston.

[0019] In some embodiments, the vehicle corner system includes the steering axis is inclined with respect to a vertical axis of the system.

[0020] In some embodiments, the vehicle comer system includes the steering axis is extending through the control arm.

[0021] In some embodiments, the steering axis is extending through the bridge.

[0022] In some embodiments, the steering axis is extending through the control arm and the bridge.

[0023] In some embodiments, the control arm is coupled to the upright using a first pivoting connection, the bridge is couplable to a reference frame of a vehicle using a second pivoting connection point, and the steering axis is extending through the first and second pivoting connections.

[0024] In some embodiments, each of the first and second pivoting connections having three degrees of freedom. [0025] In some embodiments, the vehicle corner system includes a steering rod coupled to the upright in a region between the control arm and the first end of at least one of first and second suspension pistons, the steering rod being transverse to the upright.

[0026] In some embodiments, the vehicle comer system includes a steering actuator coupled to the steering rod.

[0027] In some embodiments, the steering actuator is coupled to a sub-frame.

[0028] In some embodiments, the steering actuator and the upright at are opposing sides of the sub-frame with respect to each other.

[0029] In some embodiments, the sub-frame includes an aperture through which the steering rod extends from the steering actuator towards the upright.

[0030] Some embodiments of the present invention may provide a vehicle including: a reference frame including a wheel well, the wheel well having a transverse dimension; and a vehicle corner system including: an upright; a control arm rotatably coupled to the upright using a first pivoting connection; a first suspension piston and a second suspension piston coupled at their respective first ends to the upright; and a bridge interconnecting the first and second suspension pistons at their respective second ends, the bridge being rotatably coupled to the wheel well using a second pivoting connection disposed between central longitudinal axes of the first and second suspension pistons; wherein the upright is rotatable about a steering axis that extends through the first and second pivoting connections.

[0031] In some embodiments, the upright is rotatable about the steering axis within a steering angles range, the steering angles range being defined by the transverse dimension of the wheel well.

[0032] In some embodiments, the steering angles range is defined by a transverse distance of the second pivoting connection from the reference frame.

[0033] In some embodiments, the upright, the first and second suspension pistons and the bridge are rotatable with respect to the control arm about the steering axis as a single unit.

[0034] In some embodiments, each of the first and second pivoting connections having three degrees of freedom.

[0035] In some embodiments, the steering axis is inclined with respect to a vertical axis of the system.

[0036] In some embodiments, the vehicle corner system includes a steering rod coupled to the upright, the steering rod being transverse to the upright.

[0037] In some embodiments, the vehicle comer system includes a steering actuator coupled to the steering rod. [0038] In some embodiments, the steering actuator is disposed within a cavity between a top surface and a bottom surface of the reference frame.

[0039] In some embodiments, the vehicle corner system includes a drivetrain shaft being transverse to the upright and extending between the first and second suspension pistons.

[0040] In some embodiments, the vehicle comer system includes a drivetrain motor coupled to the drivetrain shaft.

[0041] In some embodiments, the drivetrain motor is disposed within a cavity between a top surface and a bottom surface of the reference frame.

[0042] In some embodiments, the upright having a spinning axis about which a wheel rotates when the wheel is assembled to the upright, and the first and second suspension pistons are coupled to the upright at opposing lateral sides of the spinning axis with respect to each other.

BRIEF DESCRIPTION OF THE DRAWINGS

[0043] For a better understanding of embodiments of the invention and to show how the same can be carried into effect, reference will now be made, purely by way of example, to the accompanying drawings in which like numerals designate corresponding elements or sections throughout.

[0044] In the accompanying drawings:

[0045] Fig. 1A is a three-dimensional (3D) diagram of a vehicle corner system, according to some embodiments of the invention;

[0046] Figs. IB and 1C are 3D diagrams of the vehicle corner system having a locking arm, according to some embodiments of the invention;

[0047] Fig. ID is a 3D diagram of the vehicle corner system having a wheel hub, according to some embodiments of the invention;

[0048] Figs. IE and IF are 3D diagrams of the vehicle corner system and a wheel assembled to the vehicle corner system, according to some embodiments of the invention;

[0049] Fig. 2A and 2B are 3D diagrams of the vehicle corner system including a braking subsystem, according to some embodiments of the invention;

[0050] Figs. 3A and 3B are 3D diagrams of the vehicle corner system and a drivetrain shaft of a drivetrain subsystem of the vehicle corner system, according to some embodiments of the invention;

[0051] Fig. 3C is a 3D diagram of the vehicle corner system, the drivetrain shaft and a drivetrain motor of the drivetrain subsystem and a sub-frame of the vehicle corner system, according to some embodiments of the invention; [0052] Figs. 4A and 4B are 3D diagrams of the vehicle corner system and a steering rod of a steering subsystem of the vehicle corner system, according to some embodiments of the invention;

[0053] Fig. 4C is a 3D diagram of the vehicle corner system, the steering rod and a steering actuator of the steering subsystem and the sub-frame of the vehicle corner system, according to some embodiments of the invention;

[0054] Fig. 5A is a schematic top view of a reference frame of a vehicle and of vehicle corner systems to be assembled to the reference frame, according to some embodiments of the invention;

[0055] Fig. 5B is a schematic partial sectional view of the reference frame along line AA in enlarged portion B of Fig. 5A, and of the vehicle corner system to be assembled to the reference frame, according to some embodiments of the invention;

[0056] Fig. 5C is a schematic top view of the reference frame and of vehicle corner systems assembled to the reference frame, according to some embodiments of the invention;

[0057] Fig. 5D is a schematic partial sectional view of the reference frame along line CC in enlarged portion D of Fig. 5C, and of the vehicle corner system assembled to the reference frame, according to some embodiments of the invention;

[0058] Fig. 5E is a schematic side view of the reference frame and of vehicle corner systems assembled to the reference frame, according to some embodiments of the invention; and [0059] Figs. 6A, 6B and 6C are schematic top views of the vehicle corner system disposed within wheel wells having different transverse dimensions, according to some embodiments of the invention.

[0060] It will be appreciated that, for simplicity and clarity of illustration, elements shown in the figures have not necessarily been drawn to scale. For example, the dimensions of some of the elements may be exaggerated relative to other elements for clarity. Further, where considered appropriate, reference numerals may be repeated among the figures to indicate corresponding or analogous elements.

DETAILED DESCRIPTION OF THE INVENTION

[0061] In the following description, various aspects of the present invention are described. For purposes of explanation, specific configurations and details are set forth in order to provide a thorough understanding of the present invention. However, it will also be apparent to one skilled in the art that the present invention can be practiced without the specific details presented herein. Furthermore, well known features can have been omitted or simplified in order not to obscure the present invention. With specific reference to the drawings, it is stressed that the particulars shown are by way of example and for purposes of illustrative discussion of the present invention only and are presented in the cause of providing what is believed to be the most useful and readily understood description of the principles and conceptual aspects of the invention. In this regard, no attempt is made to show structural details of the invention in more detail than is necessary for a fundamental understanding of the invention, the description taken with the drawings making apparent to those skilled in the art how the several forms of the invention can be embodied in practice.

[0062] Before at least one embodiment of the invention is explained in detail, it is to be understood that the invention is not limited in its application to the details of construction and the arrangement of the components set forth in the following description or illustrated in the drawings. The invention is applicable to other embodiments that can be practiced or carried out in various ways as well as to combinations of the disclosed embodiments. Also, it is to be understood that the phraseology and terminology employed herein is for the purpose of description and should not be regarded as limiting.

[0063] Reference is now made to Fig. 1A, which is a 3D diagram of a vehicle corner system 100, according to some embodiments of the invention.

[0064] Reference is now made to Figs. IB and 1C, which are 3D diagrams of vehicle corner system 100 having a locking arm 140, according to some embodiments of the invention. Figs. IB and 1C show different view of vehicle corner system 100.

[0065] Reference is also made to Fig. ID, which is a 3D diagram of vehicle corner system 100 having a wheel hub 112, according to some embodiments of the invention.

[0066] Reference is also made to Figs. IE and IF, which are 3D diagrams of vehicle corner system 100 and a wheel 90 assembled to vehicle corner system 100, according to some embodiments of the invention. Figs. IE and IF show different view of vehicle corner system 100.

[0067] According to some embodiments of the invention, vehicle corner system 100 includes an upright 110, a control arm 120, a first suspension piston 132 and a second suspension piston 134. Upright 110 may have a spinning axis 111 about which wheel hub 112 (e.g. as shown in Fig. ID) and/or wheel 90 (e.g. as shown in Figs. IE- IF) may spin (e.g. rotate) when assembled to upright 110. Upright 110 and control arm 120 may be rotatably coupled to each other. Control arm 120 may be transverse to upright 110. For example, control arm may extend in a direction that is parallel (or substantially parallel) to spinning axis 111 (e.g. as shown in Figs. 1A-1F). Control arm 120 may rotate with respect to a reference frame (e.g. chassis) of a vehicle or with respect to a sub-frame of vehicle corner system 100 about an axis 121 that is transverse (e.g. perpendicular) to spinning axis 111 (e.g. as shown in Figs. 1A-1F).

[0068] Upright 110 may be coupled to control arm 120 at a first pivoting connection 113. In the example of Figs. 1A-1F, first pivoting connection 113 has three degrees of freedom, utilized by, for example, a ball joint. However, first pivoting connection 113 may include pivoting connections other than ball joint and may have different number of degrees of freedom. For example, first pivoting connection 113 may include one degree of freedom that provides rotation of upright 110 and control arm 120 with respect to each other about an axis that is transverse (e.g. perpendicular, or substantially perpendicular) to spinning axis 111 to allow for vertical motion of upright 110 and control arm 120 (e.g. due to an arcuate movement of upright 110 with respect to control arm 120. In another example, first pivoting connection 113 may include two degrees of freedom that provide (i) rotation of upright 110 and control arm 120 with respect to each other about the axis that is transverse (e.g. perpendicular, or substantially perpendicular) to spinning axis 111 to allow for vertical motion of upright 110 and control arm 120 and (ii) rotation of upright 110 with respect to control arm 120 about an axis that is parallel (or substantially parallel) to spinning axis 111. First pivoting connection 113 may include various suitable types of joints. First pivoting connection 113 may be disposed between a central longitudinal axis 132a of first suspension piston 132 and a central longitudinal axis 134a of second suspension piston 134 (e.g. as shown in Figs. 1A-1F).

[0069] First suspension piston 132 and second suspension piston 134 may be coupled to upright 110. First suspension piston 132 and second suspension piston 134 may be coupled to upright 110 at opposing sides of spinning axis 111 (e.g. as shown in Figs. 1A-1F). First suspension piston 132 and second suspension piston 134 may be coupled to opposing lateral sides of upright 110 (e.g. as shown in Figs. 1A-1D, IF). First suspension piston 132 and second suspension piston 134 may be rigidly coupled to upright 110 (e.g. as shown in Figs. 1A-1D, IF). First suspension piston 132 and second suspension piston 134 may be coupled to upright 110 at their respective first ends 132b, 134b, respectively (e.g. as shown in Figs. 1A-1D, IF). First suspension piston 132 and second suspension piston 134 may be coupled to an upper portion of upright 110, e.g. above spinning axis 111. Each of first and second suspension piston 132, 134 may, for example, be a linear suspension component and may, for example, include shock absorber, strut, piston having an internal spring (e.g. coil spring, fluid spring or any other suitable spring known in the art) and piston having an external spring, or any other suitable linear suspension component known in the art. [0070] Vehicle corner system 100 may include a bridge 136 interconnecting first suspension piston 132 and second suspension piston 134. Bridge 136 may interconnect first suspension piston 132 and second suspension piston 134 at their respective second ends 132c, 134c (e.g. as shown in Figs. 1A-1F). Bridge 136 may be coupled to each of first and second suspension pistons 132, 134 using a bearing, e.g. bushing. Bridge 136 may be rotatably coupled to the reference frame of the vehicle, e.g. to a wheel well of the vehicle (e.g. as described below with respect to Fig. 5D). Bridge 136 may be coupled to the reference frame / the wheel well of the vehicle at a second pivoting connection 137. In the example of Figs. 1A-1F, second pivoting connection 137 has three degrees of freedom utilized by, for example, a ball joint. However, second pivoting connection 137 may include pivoting connections other than ball joint and may have different number of degrees of freedom. For example, second pivoting connection 137 may include one degree of freedom that provides rotation bridge 136 with respect to the reference frame / wheel well of the vehicle about an axis that is transverse (e.g. perpendicular, or substantially perpendicular) to spinning axis 111 (e.g. to allow for vertical motion of upright 110 and control arm 120). In another example, second pivoting connection 137 may include two degrees of freedom that provide (i) rotation of bridge 136 with respect to the reference frame / wheel well about the axis that is transverse (e.g. perpendicular, or substantially perpendicular) to spinning axis 111 (e.g. to allow for vertical motion of upright 110 and control arm 120) and (ii) rotation of bridge 136 with respect to the reference frame / wheel well about an axis that is parallel (or substantially parallel) to spinning axis 111. Second pivoting connection 137 may include various suitable types of joints. Second pivoting connection 137 may be disposed between central longitudinal axes 132a, 134a of first suspension piston 132 and second suspension piston 134, respectively.

[0071] In some embodiments, vehicle corner system 100 includes a locking arm 140 (e.g. as shown in Figs. 1B-1F). Locking arm 140 may be coupled at its first end to upright 110, for example in a region between control arm 120 and first and second suspension pistons 132, 134 (e.g. as shown in Figs. 1A-1F). Locking arm 140 may be, for example, transverse to upright 110. For example, locking arm 140 may extend in a direction that is parallel (or substantially parallel) to spinning axis 111 of upright 110. Locking arm 140 may be coupled at its second end to the reference frame of the vehicle or to the sub-frame of vehicle corner system 100. Locking arm 140 may prevent unintended rotation of upright 110 with respect to control arm 120.

[0072] Locking arm 140 may support loads acting on upright 110. For example, locking arm 140 may support vertical and/or lateral loads that may act on upright 110. Locking arm 140 may be included in vehicle corner system 100 in which upright 110 is coupled to control arm 120 using a pivoting connecting having less than three degrees of freedom and/or in which bridge 136 is coupled the reference frame or the wheel well of the vehicle using a pivoting connecting having less than three degrees of freedom, e.g. to support loads that may act on upright 110.

[0073] In some embodiments, locking arm 140 may be not required. For example, if upright 110 is coupled to control arm 120 using a pivoting connecting having one degree of freedom and/or if bridge 136 is coupled the reference frame or the wheel well of the vehicle using a pivoting connecting having one degree of freedom (e.g. in a non- steerable vehicle corner system 100), locking arm 140 may not be required. However, locking arm 140 may still be included in this example, e.g. to support loads that may act on upright 110.

[0074] Reference is now made to Fig. 2A and 2B, which are 3D diagrams of vehicle corner system 100 including a braking subsystem 200, according to some embodiments of the invention.

[0075] Braking subsystem 200 may include one or more braking calipers and one or more braking actuators. In the example of Figs. 2A and 2B, braking subsystem 200 includes two braking calipers 210, 212 and two braking actuators 220, 222 each for one of braking calipers 210, 212. Braking caliper 210 may be used for, e.g. deceleration of wheel hub 112. Braking caliper 212 may be used for, e.g. parking brake. Braking calipers 210, 212 and braking actuators 220, 222 may be coupled to or supported by upright 110. Each of braking calipers 210, 212 may embrace part of wheel hub 112. Braking actuators 220, 222 may be controlled by, e.g. a controller of vehicle corner system 100 and/or by a controller of the vehicle.

[0076] Reference is now made to Figs. 3A and 3B, which are 3D diagrams of vehicle corner system 100 and a drivetrain shaft 310 of a drivetrain subsystem 300 of vehicle corner system 100, according to some embodiments of the invention. Figs. 3A and 3B show different views of vehicle corner system 100.

[0077] Reference is also made to Fig. 3C, which is a 3D diagram of vehicle corner system 100, drivetrain shaft 310 and drivetrain motor 320 of drivetrain subsystem 300 and a sub-frame 105 of vehicle corner system 100, according to some embodiments of the invention.

[0078] Vehicle corner system 100 may include drivetrain subsystem 300. Drivetrain subsystem 300 may include drivetrain shaft 310 (e.g. as shown in Figs. 3A-3B) and drivetrain motor 320 (e.g. as shown in Figs. 3A-3C).

[0079] Drivetrain shaft 310 may be transverse to upright 110. For example, drivetrain shaft 310 may extend in a direction that is parallel (or substantially parallel) to spinning axis 111 of upright 310 (e.g. as shown in Figs. 3A-3C). Drivetrain shaft 310 may extend between central longitudinal axes 132a, 134a of first and second suspension piston 132, 134 (e.g. as shown in Figs. 3A-3C). Drivetrain shaft 310 may be coupled to wheel hub 112. Drivetrain shaft 310 may be couped to drivetrain motor 320. Drivetrain shaft 310 transmit rotations of drivetrain motor 320 to wheel hub 112 to rotate wheel hub 112 about spinning axis 111. Drivetrain motor 320 may be controlled by, e.g. a controller of vehicle corner system 100 and/or by a controller of the vehicle.

[0080] Vehicle corner system 100 may include a sub-frame 105. Sub-frame 105 may support at least some of components of vehicle corner system 100. Sub-frame 105 may couple at least some components of vehicle corner system 100 to the reference frame of the vehicle. For example, control arm 120 may be rotatably coupled to sub-frame 105 (e.g. as shown in Fig. 3C). Drivetrain motor 320 of drivetrain subsystem 300 of vehicle corner system 100 may be, for example, coupled to sub-frame 105 (e.g. as shown in Fig. 3C). Drivetrain motor 320 and upright 110 may be disposed at opposing sides of sub-frame 105 (e.g. as shown in Fig. 3C). Sub-frame 105 may include an aperture 105a through which drivetrain shaft 310 may extend from drivetrain motor 320 towards upright 110 and wheel hub 112 (e.g. as shown in Fig. 3C).

[0081] Reference is now made to Figs. 4A and 4B, which are 3D diagrams of vehicle corner system 100 and a steering rod 410 of a steering subsystem 400 of vehicle corner system 100, according to some embodiments of the invention.

[0082] Reference is also made to Fig. 4C, which is a 3D diagram of vehicle corner system 100, steering rod 410 and steering actuator 420 of steering subsystem 400 and sub-frame 105 of vehicle corner system 100, according to some embodiments of the invention.

[0083] Vehicle corner system 100 may include steering subsystem 400 to rotate (e.g. steer) upright 110 with respect to control arm 120 about a steering axis 405. Steering subsystem 400 may include steering rod 410. Steering rod 410 may be coupled to upright 110.

[0084] In some embodiments, steering rod 410 is connected to upright 110 in a region between control arm 120 and at least one of first end 132b of first suspension piston 132 and second end 134b of second suspension piston 134. Coupling of steering rod 410 to upright 110 in this region may, for example, reduce a bump steer (of vehicle corner system 100 e.g. unintended steering when wheel 90 hits a bump or falls down into a hole or rut on the road). Coupling of steering rod 410 to upright 110 in this region may, for example, eliminate an interference of steering rod 410 with suspension pistons 132, 134 when upright 110 rotates about steering axis 405. This may, for example, result in extended steering range of vehicle corner system 100 (e.g. as described hereinbelow). [0085] Steering rod 410 may be transverse to upright 110. For example, steering rod 410 may extend in a direction parallel (or substantially parallel) to spinning axis 111 (e.g. as shown in Figs. 4A-4C). Steering actuator 420 may move steering rod 410 to cause upright 410 to rotate with respect to control arm 120 about steering axis 405. Steering actuator 420 may be, for example, coupled to sub-frame 105 (e.g. as shown in Fig. 4C). Upright 110, suspension pistons 132, 134 being coupled to upright 110 and bridge 136 interconnecting suspension pistons 132, 134 may rotate as a single unit with respect to control arm 120 about steering axis 405. Steering actuator 420 and upright 110 may be disposed, for example, at opposing sides of sub-frame 105 (e.g. as shown in Fig. 4C).

[0086] Steering axis 405 (or at least part of steering axis 405) may be disposed between first and second suspension pistons 132, 134. Steering axis 405 may extend through control arm 120. Steering axis may extend through first pivoting connection 113 (e.g. the connection between upright 110 and control arm 120). Steering axis 405 may extend through bridge 136 (e.g. interconnecting first and second suspension pistons 132, 134). Steering axis 405 may extend through second pivoting connection 137 (e.g. the connection between bridge 136 and the reference frame / wheel well of the vehicle). Steering axis 405 may extend through control arm 120 and bridge 136. Steering axis 405 may extend through first pivoting connection 113 and second pivoting connection 137 (e.g. as shown in Figs. 4A-4C). Steering axis 405 may be inclined by an inclination axis 406 with respect to a vertical axis 102 of vehicle corner system 100 (e.g. as shown in Fig. 4B).

[0087] When rotating about steering axis 405, none of upright 110, suspension pistons 132, 134 and bridge 136 interferes with components of vehicle corner system 100 such as control arm 120, and steering rod 410. Accordingly, the steering range of vehicle corner system 100 is not limited or defined by spatial configuration of components of vehicle corner system 100. The steering range of vehicle corner system 100 may be limited or defined by a transverse dimension of the wheel well of the vehicle to which vehicle corner system 100 is assembled (e.g. as described below with respect to Figs. 6A, 6B and 6C).

[0088] While Figs. 4A-4C show vehicle corner system 100 having both drivetrain subsystem 300 and steering subsystem 400, vehicle corner system 100 may have drivetrain subsystem 300 and have no steering subsystem 400 (e.g. as described above with respect to Figs. 3A-3C) or vehicle corner system 100 may have steering subsystem 400 and have no drivetrain subsystem 300. [0089] Reference is now made to Fig. 5A, which is a schematic top view of a reference frame 510 of a vehicle 500 and of vehicle corner systems 100 to be assembled to reference frame 510, according to some embodiments of the invention.

[0090] Reference is also made to Fig. 5B, which is a schematic partial sectional view of reference frame 510 along line A A in enlarged portion B of Fig. 5 A, and of vehicle corner system 100 to be assembled to reference frame 510, according to some embodiments of the invention.

[0091] Reference is now made to Fig. 5C, which is a schematic top view of reference frame 510 and of vehicle corner systems 100 assembled to reference frame 510, according to some embodiments of the invention.

[0092] Reference is also made to Fig. 5D, which is a schematic partial sectional view of reference frame 510 along line CC in enlarged portion D of Fig. 5C, and of vehicle corner system 100 assembled to reference frame 510, according to some embodiments of the invention. [0093] Reference is also made to Fig. 5E, which is a schematic side view of reference frame 510 and of vehicle corner systems 100 assembled to reference frame 510, according to some embodiments of the invention.

[0094] In operation, vehicle corner systems 100 may be assembled to reference frame (e.g. chassis) 510 of vehicle 500. For example, two, four or more opposing vehicle corner systems 100 may be assembled to the front porting and/or the rear portion of reference frame 510 of vehicle 110 (e.g. as shown in Figs. 5A, 5C and 5E).

[0095] Sub-frame 105 of vehicle corner system 100 may be coupled to reference frame 510 while components such as drivetrain motor 320, steering actuator 420 and portions of drivetrain shaft 310 and steering rod 410 may be inserted into and disposed within a cavity 513 between a top surface 511 and a bottom surface 512 of reference frame 510 in a region of a wheel well 520 of vehicle 500 (e.g. as shown in Figs. 5B and 5D). Bridge 136 interconnecting suspension pistons 132, 134 may be, for example, rotatably coupled to wheel well 520 (e.g. as shown in Fig. 5D).

[0096] In some embodiments, a distance between sub-frame 105 / reference frame 510 and upright 110 / wheel hub 112 is within 300 to 450 mm.

[0097] Reference is now made to Figs. 6A, 6B and 6C, which are schematic top views of vehicle corner system 100 disposed within wheel wells 522, 524, 526 having different transverse dimensions, according to some embodiments of the invention.

[0098] As described hereinabove, when rotating about steering axis 405, none of upright 110, suspension pistons 132, 134 and bridge 136 interferes with component of vehicle corner system 100 such as control arm 120 and steering rod 410. Although drivetrain shaft 410 is disposed between suspension pistons 132, 134, drivetrain shaft 410 does not limit the steering range of vehicle corner system 110 because in operation, when rotated about steering axis 405, wheel 90 assembled to vehicle corner system 100 may meet the wheel well or the reference frame of the vehicle before any one of suspension pistons 132, 134 interferes with drivetrain shaft 410 (e.g. as shown in Figs. 6A, 6B and 6C). Accordingly, the steering range of vehicle corner system 100 is not limited or defined by the spatial configuration of components of vehicle corner system 100. The steering range of vehicle corner system 100 may be limited or defined by a transverse dimension of the wheel well within which vehicle corner system 100 is disposed. The steering range of vehicle corner system 100 may be further limited or defined by a transverse distance of second pivoting connection 137 (coupling bridge 136 to the wheel well) from reference frame 510. The greater the transverse dimension of the wheel well, the larger the maximal steering angle to which upright 110 of vehicle corner system 100 may be rotated. The greater the transverse distance of second pivoting connection 137 from reference frame 510, the larger the maximal steering angle to which upright 110 of vehicle corner system 100 may be rotated. In some embodiments, the steering range of vehicle corner system 100 is within 0 to about ±90 degrees. For example, the steering range may be within 0 to ±89 degrees. The steering range may be, for example, within 0 to ±60 degrees. The steering range may be, for example, within 0 to ±45 degrees. The steering range may be, for example, within 0 to ±25 degrees.

[0099] For example, Figs. 6A shows vehicle corner system 100 assembled within a first wheel well 522 having a first transverse dimension 522a and wherein second pivoting connection 137 is disposed at a first transverse distance 522b from reference frame 510. Figs. 6B shows the same vehicle corner system 100 as in Fig. 6A assembled within a second wheel well 524 having a second transverse dimension 524a that is greater than first transverse dimension 522a and wherein second pivoting connection 137 is disposed at a second transverse distance 524b from reference frame 510 that is greater than first transverse distance 522b. Figs. 6B shows the same vehicle corner system 100 as in Figs. 6A and 6B assembled within a third wheel well 526 having a third transverse dimension 526a that is greater than second transverse dimension 524a and wherein second pivoting connection 137 is disposed at a third transverse distance 526b from reference frame 510 that is greater than second transverse distance 524b. As shown in Figs. 6A, 6B and 6C, a maximal steering angle 405c of vehicle corner system 100 assembled within third wheel well 526 is greater than a maximal steering angle 405b of vehicle corner system 100 assembled within second wheel well 524, and maximal steering angle 405b of vehicle corner system 100 assembled within second wheel well 524 is greater than a maximal steering angle 405a of vehicle corner system 100 assembled first within wheel well 522.

[00100] Embodiments of the present invention provide vehicle corner system 100 having dual piston suspension that is based on suspension pistons 132, 134 (e.g. as described herein). Each of two suspension pistons 132, 134 of vehicle comer system 100 may be shorter than single suspension piston of typical single piston suspension systems (e.g. such as MacPherson strut) which may result in more compact system in both vertical and/or lateral directions as compared to typical single piston suspension systems. The structure configuration of vehicle corner system 100 lowers mount of suspension pistons 132, 134 in the vertical direction and provides more compact suspension system as compared to typical single strut configurations. The structure configuration of vehicle corner system 100 provides a wheel arch (e.g. provided by a lateral distance between wheel hub 112 and reference frame 510 of vehicle 500) that is narrower than the wheel arch in typical single strut configurations. In steerable vehicle corner system 100, coupling of suspension pistons 132, 134 to upright 110 (and not to control arm as in some typical dual piston suspension systems), steering of upright 110 and suspension pistons 132, 134 as a single unit with respect to control arm 120 (and not steering the upright with respect to suspension pistons 132, 134 as in some typical dual piston suspension systems) and coupling of steering rod 140 in the region between control arm 120 and at least one of first end 132b of first suspension piston 132 and second end 134b of second suspension piston 134 may provide steering range that is not limited or defined by the spatial configuration of components of vehicle corner system 100 (e.g. as described above with respect to Figs. 4A-4C and Figs. 6A- 6C). In contrast to typical dual piston suspension systems in which the steering range is limited by spatial configuration of components of the system (e.g. by the pistons in those systems), the steering range of vehicle corner system 100 may be limited or defined by the transverse dimension of the wheel well within which vehicle corner system 100 is disposed and/or by a transverse distance of second pivoting connection 137 (coupling bridge 136 to the wheel well) of vehicle corner system 100 from reference frame 510 of vehicle 500 (e.g. as described above with respect to Figs. 4A-4C and Figs. 6A-6C).

[00101] In the above description, an embodiment is an example or implementation of the invention. The various appearances of "one embodiment”, "an embodiment", "certain embodiments" or "some embodiments" do not necessarily all refer to the same embodiments. Although various features of the invention can be described in the context of a single embodiment, the features can also be provided separately or in any suitable combination. Conversely, although the invention can be described herein in the context of separate embodiments for clarity, the invention can also be implemented in a single embodiment. Certain embodiments of the invention can include features from different embodiments disclosed above, and certain embodiments can incorporate elements from other embodiments disclosed above. The disclosure of elements of the invention in the context of a specific embodiment is not to be taken as limiting their use in the specific embodiment alone. Furthermore, it is to be understood that the invention can be carried out or practiced in various ways and that the invention can be implemented in certain embodiments other than the ones outlined in the description above.

[00102] Although embodiments of the invention are not limited in this regard, the terms “plurality” and “a plurality” as used herein can include, for example, “multiple” or “two or more”. The terms “plurality” or “a plurality” can be used throughout the specification to describe two or more components, devices, elements, units, parameters, or the like. The term set when used herein can include one or more items.

[00103] The invention is not limited to those diagrams or to the corresponding descriptions. For example, flow need not move through each illustrated box or state, or in exactly the same order as illustrated and described. Meanings of technical and scientific terms used herein are to be commonly understood as by one of ordinary skill in the art to which the invention belongs, unless otherwise defined. While the invention has been described with respect to a limited number of embodiments, these should not be construed as limitations on the scope of the invention, but rather as exemplifications of some of the preferred embodiments. Other possible variations, modifications, and applications are also within the scope of the invention. Accordingly, the scope of the invention should not be limited by what has thus far been described, but by the appended claims and their legal equivalents.