Threaded cap for upper support

Abstract

The present disclosure provides a threaded cap for an upper mount. Accordingly, a strut assembly for a vehicle may be provided. The strut assembly may include a damper that may absorb a load along a longitudinal axis of the damper to reduce driving irregularity; a lower mount that may operably couple the strut assembly to a control arm of the vehicle; and an upper mount that may operably couple the strut assembly to a body of the vehicle. The upper mount may include a mounting bracket that may operably couple the upper mount to a vehicle body; a threaded cap, which may be operably coupled to the mounting bracket; and a bushing, which may be disposed within the mounting bracket to operably couple the damper to the mounting bracket. The threaded cap may include a first thread that may be operably coupled to the mounting bracket at a second thread that is disposed at the aperture of the mounting bracket.

Description

Technical Field

[0001] The exemplary embodiments generally relate to vehicle suspension components, and more specifically to a strut mount capable of withstanding increased loads. Background Technology

[0002] Vehicles typically employ independent suspension setups, which allow each wheel to move independently of the other wheels relative to the vehicle body / chassis. The components and geometry used in independent suspension design can vary to some extent. However, a typical independent suspension system will employ struts or vibration absorbers (or simply "dampers") that may include dampers designed to provide damping for pitch (i.e., oscillations about the vehicle's vertical axis). Dampers typically utilize damping forces applied within a certain range of piston rod stroke to resist compressive and rebound loads.

[0003] Typically, struts are operatively attached to the vehicle's body, chassis, frame, or cast subframe via mounting interfaces. However, with the increasing prevalence of battery electric vehicles (BEVs), many suspension components may require updates to withstand the increased loads due to the weight of such vehicles. Therefore, a mounting interface capable of withstanding greater loads for use with heavier vehicles such as BEVs may be necessary. Summary of the Invention

[0004] According to an exemplary embodiment, a strut assembly for a vehicle can be provided. The strut assembly may include: a damper capable of absorbing compressive and rebound loads along its longitudinal axis to reduce ride roughness; a lower support operably connecting the strut assembly to a control arm of the vehicle; and an upper support operably connecting the strut assembly to the vehicle body. The upper support may include: a mounting bracket operably connecting the upper support to the vehicle body; a threaded cap operably connected to an orifice of the mounting bracket; and a bushing disposed within the orifice of the mounting bracket to operably connect the damper to the mounting bracket. The threaded cap may include a first thread operably connected to the mounting bracket at a second thread, the second thread being disposed at the orifice of the mounting bracket.

[0005] In another exemplary embodiment, an upper support for a strut assembly of a vehicle may be provided. The upper support may include: a mounting bracket operably connecting the upper support to the vehicle body; a threaded cap operably connected to an orifice of the mounting bracket; and a bushing disposed within the orifice of the mounting bracket to operably connect the damper to the mounting bracket. The threaded cap may include a first thread operably connected to the mounting bracket at a second thread disposed at the orifice of the mounting bracket.

[0006] In another exemplary embodiment, a suspension system for a vehicle may be provided. The suspension system may include a wheel operably coupled to a control arm, a vehicle body, and a strut assembly disposed between the control arm and the vehicle body. The strut assembly may include: a damper capable of absorbing compressive and rebound loads along its longitudinal axis to reduce ride roughness; a lower support operably coupled to the control arm of the vehicle; and an upper support operably coupled to the vehicle body. The upper support may include: a mounting bracket operably coupled to the vehicle body; a threaded cap operably coupled to an orifice of the mounting bracket; and a bushing disposed within the orifice of the mounting bracket to operably coupled the damper to the mounting bracket. The threaded cap may include a first thread operably coupled to the mounting bracket at a second thread disposed at the orifice of the mounting bracket. Attached Figure Description

[0007] Having thus generally described the invention, reference will now be made to the accompanying drawings, which are not necessarily drawn to scale, and in which: Figure 1 A block diagram of a vehicle suspension system according to an exemplary embodiment is shown; Figure 2 A block diagram of an upper support according to an exemplary embodiment is shown; Figure 3 A side view of a strut assembly according to an exemplary embodiment is shown; Figure 4 A side view of the upper support according to an exemplary embodiment is shown; Figure 5 A perspective view of the upper support according to an exemplary embodiment is shown; Figure 6 An exploded view of the upper support according to an exemplary embodiment is shown; Figure 7 A cross-sectional view of the upper support according to an exemplary embodiment is shown; Figure 8 A perspective view of a threaded cap according to an exemplary embodiment is shown; Figure 9 A perspective view of the upper support according to an exemplary embodiment is shown. Detailed Implementation

[0008] Some exemplary embodiments will be described more fully below with reference to the accompanying drawings, which illustrate some, but not all, exemplary embodiments. In fact, the examples described and depicted herein should not be construed as limiting the scope, applicability, or configuration of this disclosure. Rather, these exemplary embodiments are provided so that this disclosure will satisfy applicable requirements. The same reference numerals always refer to the same elements. Furthermore, as used herein, the term “or” will be interpreted as a logical operator that produces a true result whenever one or more of its operands are true. As used herein, an operable connection should be understood to involve direct or indirect connections, in either case of which the connection enables the functional interconnection of components operably linked to each other.

[0009] The upper support typically includes a cover operably coupled to a mounting bracket of the upper support. The cover holds a bushing of the strut assembly within an orifice in the mounting bracket to operably engage the damper to the mounting bracket. In this regard, the piston rod of the damper can extend into and pass through the orifice in the mounting bracket, where it is operably coupled to the mounting bracket via the bushing and the cover. During vehicle operation, the damper absorbs compressive and rebound loads to reduce ride roughness. In doing so, the damper can apply forces to the cover via the piston rod and bushing. To maintain the damper and bushing operably coupled to the mounting bracket, the cover may need to withstand such forces to hold the upper support together. Currently, common practice may be to operably engage the cover to the mounting bracket via a C-clamp or ring disposed in a recess or by manipulating the mounting bracket material during manufacturing. However, both methods of operably engaging the cover to the mounting bracket can reduce the load-bearing capacity of the upper support.

[0010] In non-limiting examples, some embodiments may provide an upper support that is more robust and therefore more capable of withstanding greater loads due to the weight of the vehicle. Some embodiments may provide a threaded cap that is operatively connected to a mounting bracket of the upper support by engaging a first thread and a second thread. This threaded operative connection between the cap and the mounting bracket increases the load-bearing capacity of the upper support by distributing load forces evenly along the threads rather than isolating forces at any particular location within the mounting bracket.

[0011] Figure 1 A block diagram of a vehicle suspension system 100 according to an exemplary embodiment is shown. The suspension system 100 may include a wheel 110, a control arm 120, a vehicle body 130, and a strut assembly 140. The wheel 110 may be operatively coupled to a plurality of other components, one of which may be the control arm 120. The control arm 120 may be operatively coupled to the wheel 110 via a steering knuckle or wheel hub or another similar interface. In this respect, when the vehicle traverses various terrains, the control arm 120 allows the wheel 110 to be vertically hinged relative to the body 130, but prevents the wheel 110 from moving forward or backward relative to the body 130. The vertical hinge of the wheel can play an important role in reducing the ride roughness of the vehicle, as will be further referenced below. Figure 1 Described in more detail. The control arm 120 can be operatively coupled to the vehicle body 130 via the strut assembly 140, and may also be directly coupled to the vehicle body 130. Importantly, as used herein, the term vehicle body 130 can refer to the portion of the vehicle in which passengers and the operator may sit, or to the vehicle chassis, frame, cast subframe, etc. Therefore, in some cases, the term vehicle body 130 may be used interchangeably with terms such as chassis, frame, cast subframe, etc. While some vehicles may be constructed with a body-on-frame construction, many modern vehicles may be manufactured using a unibody construction or a cast subframe construction. Regardless of how the vehicle can be constructed, the control arm 120 can be operatively coupled to the vehicle body 130 via a control arm bushing (not shown) and via the strut assembly 140.

[0012] The strut assembly 140, in particular, dampens compressive and rebound loads between the body 130 and the wheels 110. Humps or obstacles in the terrain the vehicle is traversing can cause the wheels 110 to articulate to varying degrees depending on the driving style, the magnitude of the terrain change, and the vehicle's weight. Therefore, the vehicle's suspension system 100 can articulate in response to traversing uneven terrain to absorb some of the vertical movement of the wheels 110. In doing so, the suspension system 100 can reach full compression at certain points, depending on the articulation distance the wheels 110 may travel. In other words, in some cases, the suspension system 100 can be in full compression when the wheels 110 move as close to the body 130 as the strut assembly 140 allows. At full compression, the wheels 110 may exert compressive forces on other components of the suspension system 100. In the case of a BEV (Battery Electric Vehicle), the compressive load on the suspension system 100 may be significantly greater, as BEVs are typically heavier than equivalent-sized internal combustion engine (ICE) vehicles. To withstand this increased load, modifications to the suspension system 100 may be required, as will be described herein.

[0013] In some embodiments, strut assembly 140 may operatively connect vehicle body 130 to control arm 120, and thus indirectly to wheel 110 via control arm 120. Sturd assembly 140 may include damper 150, a lower support 160 operatively connecting strut assembly 140 to control arm 120, and an upper support 170 operatively connecting strut assembly 140 to vehicle body 130. Damper 150 may be used to absorb compressive and rebound loads along longitudinal axis 180 of damper 150. In some cases, damper 150 may be operatively connected to vehicle body 130 at a first end via upper support 170, and operatively connected to control arm 120 at a second end via lower support 160. In this respect, the damper 150 can significantly reduce the ride roughness perceived by passengers in the vehicle by suppressing the articulation movement of the wheel 110 so that the articulation of the wheel 110 is not directly transmitted to the vehicle body 130. In an exemplary embodiment, the damper 150 may be a vertical damper, and in some other cases, the vertical damper may be referred to as a shock absorber. In some cases, the damper 150 may include a cylindrical housing 152 and a piston rod 154 disposed within the housing 152. The housing 152 may be operatively coupled to a lower support 160, and the piston rod 154 may be operatively coupled to an upper support 170. The piston rod 154 may be slidably and operatively coupled to the interior of the housing 152 and may slide relative to the housing 152 along a longitudinal axis 180. Hydraulic fluid may be disposed within the housing 152, and the piston rod 154 immersed in the hydraulic fluid may include a check valve.

[0014] In this respect, when the vehicle traverses uneven terrain and the wheels 110 are articulated toward the body 130, the piston rod 154 can slide deeper into the housing 152 due to the compressive loading force. When the damper 150 compresses, the piston rod 154 can move through hydraulic fluid contained in the housing 152, thereby forcing the hydraulic fluid to flow through a check valve operably coupled to the piston rod 154. By forcing the hydraulic fluid through the check valve, the piston rod 154 can move slowly through the hydraulic fluid and also resists sudden movement of the piston rod 154. Therefore, the damper 150 can resist sudden movement of the wheels 110 toward the body 130, which can reduce the ride roughness of the vehicle. In some cases, the damper 150 can be a monotube shock absorber, a bitube shock absorber, or an air spring shock absorber, depending on the type of vehicle or the desired damping control. In an exemplary embodiment, the damper 150 can be active, semi-active, or passive. In an exemplary embodiment, the active or semi-active damper can be adjusted accordingly using measurements from the vehicle's sensor suite.

[0015] Figure 2 The illustration depicts an example of a [model / example] from [the following]. Figure 1 A close-up block diagram of the cross-sectional view of the upper support 170. Figure 2 The upper support 170 may include a mounting bracket 190 operably connected to the vehicle body 130, a threaded cap 200 operably connected to an aperture 192 of the mounting bracket 190, and a bushing 210 disposed within the aperture 192 of the mounting bracket 190 to operably connect the damper 150 to the mounting bracket 190. In some cases, the mounting bracket 190 may be connected via one or more fasteners (which are not in...) Figure 2 (Depicted in the block diagram) operatively coupled to the vehicle body 130. The mounting bracket 190 can receive the piston rod 154 of the damper 150 in an aperture 192, which may extend completely through the hollow central region of the mounting bracket 190. In this respect, the aperture 192 can be considered as a hole through the mounting bracket 190, and therefore, it can be substantially cylindrical in shape. In other words, the aperture 192 can be defined by an inner surface 194 of the mounting bracket 190, which may extend around the aperture 192 and define the shape of the aperture. The aperture 192 may open at a first end 196 of the mounting bracket 190 near the vehicle body 130, and also at a second end 198 of the mounting bracket 190 near the damper 150. The aperture 192 may refer to an open / hollow region inside the mounting bracket 190, in Figure 2 In the middle, it is outlined by the darkest / thickest black lines.

[0016] At the second end 198 of the mounting bracket 190, the upper support 170 may include a buffer block 220. The buffer block 220 may be disposed within the orifice 192, but may extend out of the orifice 192 surrounding the piston rod 154 and toward the housing 152. In this respect, the buffer block 220 may act as a buffer or limiter between the damper 150 and the mounting bracket 190. For example, if the wheel 110 experiences a large and sudden hinge toward the vehicle body 130, the damper 150 may compress rapidly to the end of its travel range. In such a case, there may be an opportunity for the housing 152 of the damper 150 to come into contact with the mounting bracket 190, which could transfer compressive load forces to the mounting bracket 190. This can be referred to as suspension "bottoming out," and avoiding suspension bottoming out to extend the life of various suspension components, including the mounting bracket 190, may be ideal. Therefore, with the buffer block 220 operably coupled to the orifice 192 at the second end 198 of the mounting bracket 190, the likelihood of the mounting bracket 190 contacting the damper 150 during compressive loading is greatly reduced, which can extend the life of the suspension system 100. In an exemplary embodiment, the buffer block 220 may be made of a foam material capable of compressing and absorbing impacts from the housing 152. In some other cases, the buffer block 220 may also be made of rubber or polymer materials.

[0017] Rib 230 may be located directly above buffer block 220 and separate buffer block 220 from bushing 210. Rib 230 may be a protrusion of mounting bracket 190 extending vertically from inner surface 194 into orifice 192. Rib 230 may effectively reduce the inner diameter of orifice 192, allowing only piston rod 154 to pass through rib 230. Therefore, rib 230 may support buffer block 220 on one side and bushing 210 on the other side. In some cases, rib 230 may include lip 232 that may operatively engage bushing 210 to orifice 192. In an exemplary embodiment, rib 230 may simply be an extrusion of inner surface 194 that may separate orifice 192 between buffer block 220 and bushing 210. In some cases, rib 230 may be arcuate on at least one side. In this respect, the base of the orifice 192 can be rounded into a bowl shape, wherein the rib 230 can define the bottom of the "bowl". In such a case, the rib 230 may include a hole through which the piston rod 154 extends from the second end 198 of the mounting bracket 190 toward the first end 196. Additionally, the bushing 210 can be shaped to conform to the shape of the orifice 192 defined by the rib 230. Thus, the bushing 210 can also be arcuate to be operably coupled to the orifice 192 and correspondingly supported by the rib 230.

[0018] The threaded cap 200 and bushing 210 together operably connect the piston rod 154 of the damper 150 to the mounting bracket 190. In this respect, the threaded cap 200 can enclose the bushing 210 between the threaded cap 200 and the inner surface 194 of the orifice 192. The bushing 210 can be disposed between the rib 230 and the threaded cap 200. The bushing 210 can be axially secured to the piston rod 154 via a washer 242 and a fastener 240. Therefore, in the axial direction along the longitudinal axis 180, the bushing 210 can move integrally with the piston rod 154. Thus, since the bushing 210 is "clamped" between the threaded cap 200 and the rib 230, the bushing 210 can be effectively operably connected to the mounting bracket 190. This operable connection allows the damper 150 to indirectly absorb the load between the vehicle body 130 and the wheel 110 via the control arm 120. Reference will be made below. Figures 6 to 9 As described, the threaded cap 200 can be operably threaded onto the orifice 192 and thus onto the mounting bracket 190.

[0019] In some cases, the upper support 170 may optionally include a dust cover 250. The dust cover 250 may be operatively coupled to the mounting bracket 190 to close and seal the orifice 192 and components contained within the orifice 192 (such as the threaded cap 200) from dust, debris, water, and any other potential materials. Therefore, the dust cover 250 can reduce the likelihood of components located in the orifice 192 rusting, corroding, or accumulating debris. The dust cover 250 may sometimes be referred to as an aesthetic cover because it can also give the upper support 170 a cleaner overall appearance by visually concealing the aforementioned components beneath the dust cover 250 and within the mounting bracket 190. In an exemplary embodiment, the dust cover 250 may be operatively coupled to the threaded cap 200 via a set of tension clips 252 that can be inserted into a drive feature 202 on the threaded cap 200. In this respect, the tension clip 252 may include a protrusion that, when inserted into the drive feature 202 of the threaded cover 200, can grip the edge of the drive feature 202 to operably engage the dust cover 250 to the threaded cover 200, and thus engage the threaded cover 200 to the orifice 192 provided therein.

[0020] Figure 3 A side view of the strut assembly 140 is depicted, and Figure 4 and Figure 5 A side view and a perspective view of the upper support 170 according to an exemplary embodiment are depicted, respectively. For simplicity, Figure 3 The lower support 160 is not shown in the strut assembly 140, but the lower support 160 can operatively connect the damper 150 to the control arm 120. As described above, when the wheel 110 is articulated, the control arm 120 can move up and down relative to the vehicle body 130 along with it. Therefore, the damper 150 disposed between them can suppress the movement of the control arm 120 relative to the vehicle body 130 and the load caused by such movement. In some cases, the vehicle body 130 may be fitted with an adapter component that can be configured to be operatively connected to the mounting bracket 190. In this respect, although a specific structure of the vehicle body 130 is not shown, it may not always facilitate operative direct connection to the mounting bracket 190. Therefore, in some cases, the adapter can be used as an intermediate component to facilitate operative connection of the mounting bracket 190 to the vehicle body 130.

[0021] For example Figure 3 and Figure 4As shown, the dust cover 250 can be operatively coupled to the mounting bracket 190 to close and seal the opening 192, which may be contained within the central region of the mounting bracket 190. In some other exemplary embodiments, the mounting bracket 190 may be of various shapes and / or sizes. In other words, the mounting bracket 190 shown herein can be modified or visually altered to be operatively coupled to the body 130 of a particular vehicle on which the suspension system 100 may be embodied. It is worth noting that... Figures 3 to 5 The strut assembly 140 is also depicted without the buffer block 220 disposed at the upper support 170. As mentioned above, in some exemplary embodiments, the buffer block 220 may be operatively coupled to the mounting bracket 190 at the orifice 192 and disposed between the mounting bracket 190 and the housing 152 of the damper 150.

[0022] Figure 6An exploded view of the upper support 170 according to an exemplary embodiment is depicted. In this view, the components of the upper support 170 are arranged generally in the order in which they are disposed in the orifice 192. First, the piston rod 154 can be inserted through the orifice 192 and can extend fully through the mounting bracket 190. Thus, the orifice 192 can be centered about the longitudinal axis 180 of the damper 150. The piston rod 154 can have a diameter significantly smaller than the orifice 192, and therefore the remaining components within the orifice 192 can be substantially annular and can be slotted into and correspondingly surround the piston rod 154. In this regard, the bushing 210 can be inserted into the orifice 192 about the piston rod 154 and can slide downward along the piston rod 154 until it can be supported on the rib 230, as described above. In some cases, the bushing 210 may include an overmolded portion 212 and an isolator portion 214. The overmolded portion 212 may be disposed within the isolator portion 214 such that the isolator portion 214 prevents the overmolded portion 212 from contacting the inner surface 194 of the orifice 192. In an exemplary embodiment, the isolator portion 214 may include a flange 216 that may extend circumferentially around the isolator portion 214. When the bushing 210 is disposed within the orifice 192, the flange 216 may engage the lip 232. In this respect, the inner surface 194 of the orifice 192 may be configured to be operatively coupled to the bushing 210 by receiving the flange 216 at the lip 232, ensuring that the bushing 210 is properly fitted within the orifice 192. In some cases, the isolator portion 214 of the bushing 210 may be formed of a rubber material that allows the damper 150 to be flexibly and operatively coupled to the mounting bracket 190, and may also reduce the transmission of vibration from the damper 150 to the mounting bracket 190 and thus to the vehicle body 130. The shape of the isolator portion 214 allows the damper 150 to be securely and operably connected to the mounting bracket 190. In this respect, in response to the damper 150 absorbing rebound and compressive loads, the bushing 210 can remain stationary relative to the mounting bracket 190 within the orifice 192. In this respect, the bushing 210 can be secured on top by a threaded cap 200, as shown below. Figure 7 As described, and secured at the bottom by rib 230. In other words, bushing 210 can be clamped between threaded cap 200 and rib 230 of orifice 192 to operatively connect damper 150 to mounting bracket 190.

[0023] The overmolded portion 212 operably connects the isolator portion 214 to the piston rod 154. The bushing 210 is axially fixed in place along the longitudinal axis 180 and the piston rod 154, and positioned about the longitudinal axis and the piston rod such that the piston rod 154 cannot move axially relative to the bushing 210 along the longitudinal axis 180. In other words, if the piston rod 154 moves axially along the longitudinal axis 180, the bushing 210 can move accordingly. This is because the bushing 210 is axially fixed to the piston rod 154 via a washer 242 and a fastener 240. Therefore, the bushing 210 can move integrally with the piston rod 154. In some cases, the washer 242 may directly contact the overmolded portion 212 to ensure a secure, operable connection between the bushing 210 and the piston rod 154. The fastener 240 can then be screwed onto the threaded portion of the piston rod 154 to axially secure the bushing 210 to the piston rod 154. In an exemplary embodiment, the washer 242 may be disposed within the bushing 210 and may be manufactured as part of the bushing 210. In this respect, in some cases, the washer 242 may be disposed within the overmolded portion 212. In such cases, a fastener 240 may be inserted into the overmolded portion 212 to engage the washer 242, thereby operatively connecting the bushing 210 to the piston rod 154.

[0024] Figure 7 A cross-sectional view, taken through the mounting bracket 190 and showing the aperture 192 and the component disposed therein, is depicted according to an exemplary embodiment. Figure 8 A perspective view of a threaded cap 200 according to an exemplary embodiment is shown, and Figure 9 A threaded cap 200, screwed into orifice 192 according to an exemplary embodiment, is shown. After the bushing 210, washer 242, and fastener 240 are fully inserted into orifice 192 and operably coupled to piston rod 154, the upper support 170 can be similar to... Figure 9The upper support 170 is shown. A threaded cap 200 can then be threadedly operably coupled to the orifice 192. In this respect, the threaded cap 200 may include a first thread 270, which can operably engage with a second thread 280, which may be located on the inner surface 194 of the orifice 192 of the mounting bracket 190. The threaded cap 200 can be threadedly operably coupled to the orifice 192 to retain the bushing 210, washer 242, and fastener 240 within the orifice 192 of the mounting bracket 190, which operably engages the damper 150 with the mounting bracket 190. In other words, the threaded cap 200 can retain all the aforementioned components within the orifice 192, while the damper 150 can apply load forces to the upper support 170 in response to absorbing loads. In this respect, the first thread 270 can distribute the load force from the damper 150 to the mounting bracket 190 evenly via the second thread 280.

[0025] By implementing a threaded, operable connection between the threaded cap 200 and the mounting bracket 190, such as the connection between the first and second threads (270, 280) as described herein, the load forces from the damper 150 can be distributed over a larger contact area (i.e., all areas where the first thread 270 and the second thread 280 may come into contact with each other). This reduces the amount and severity of stress points formed in the mounting bracket 190 compared to the conventional practice described above. Previously used methods of operably connecting the cap to the mounting bracket 190 may have localized the load forces from the damper 150 onto the mounting bracket 190, which could adversely affect the lifespan of the mounting bracket 190. Therefore, embodiments of the threaded cap 200 seek to better distribute the load forces from the damper 150 to increase the lifespan and load-bearing capacity of the mounting bracket 190.

[0026] In some cases, the threaded cap 200 may include a non-circular drive feature 202 disposed in the top portion of the threaded cap 200. This drive feature 202 allows the threaded cap 200 to be driven into and out of its operable engagement with the mounting bracket 190. Additionally, the drive feature 202 allows the threaded cap 200 to be driven to a predetermined amount of torque load to securely and operably engage the threaded cap 200 with the mounting bracket 190 without placing the threaded cap 200, the first thread 270, the mounting bracket 190, or the second thread 280 under any excessive stress. The drive feature 202 may also be large enough that a drive tool can be inserted through the threaded cap 200 and into the fastener 240 to drive the fastener 240 as needed. In other words, the drive feature 202 may have a first diameter that is an amount larger than a second diameter of the fastener 240, such that the drive tool can be inserted through the drive feature 202 and into the fastener 240 without engaging the drive feature 202 at all. This reduces the likelihood of needing to remove the threaded cap 200 to access the fastener 240, which can improve the efficiency of maintaining the suspension system 100. In some cases, the non-circular drive feature 202 may be hexagonal. In exemplary embodiments, the drive feature 202 may be pentagonal, octagonal, star-shaped, square, triangular, quincunx-shaped, rectangular, or any other shape capable of transmitting torque from the drive tool to the threaded cap 200.

[0027] Therefore, a strut assembly for a vehicle according to an exemplary embodiment can be provided. The strut assembly may include: a damper capable of absorbing compressive and rebound loads along its longitudinal axis to reduce ride roughness; a lower support operably connecting the strut assembly to a control arm of the vehicle; and an upper support operably connecting the strut assembly to the vehicle body. The upper support may include: a mounting bracket operably connecting the upper support to the vehicle body; a threaded cap operably connected to an orifice of the mounting bracket; and a bushing disposed within the orifice of the mounting bracket to operably connect the damper to the mounting bracket. The threaded cap may include a first thread operably connected to the mounting bracket at a second thread, the second thread being disposed at the orifice of the mounting bracket.

[0028] Some embodiments of the strut assembly may include additional features, modifications, extensions, etc., to achieve further objectives or enhance device performance. These additional features, modifications, extensions, etc., can be added in any combination of each other. The following is a list of various additional features, modifications, and extensions, which can be added individually or in any combination of each other. For example, a threaded cap can retain a bushing in an orifice of a mounting bracket to operatively connect a damper to the mounting bracket. In an exemplary embodiment, the threaded cap may be positioned along the longitudinal axis of the damper. In some cases, the damper may apply a force to the threaded cap in response to the damper absorbing a compressive load. In an exemplary embodiment, the threaded cap may distribute the force evenly to the mounting bracket via a first thread and a second thread. In some cases, the upper support may also include a dust cover operatively connected to the threaded cap. In some cases, the dust cover may close and seal the orifice and the threaded cap. In an exemplary embodiment, the threaded cap may include a non-circular drive feature that allows the threaded cap to be driven into and out of operative connection with the mounting bracket. In some cases, the bushing can be operatively connected to the damper via fasteners and washers. In an exemplary embodiment, the first diameter of the non-circular drive feature can be an amount larger than the second diameter of the fastener, such that a drive tool can be inserted through the non-circular drive feature to drive the fastener without engaging the non-circular drive feature of the threaded cap.

[0029] Therefore, an upper support for a strut assembly of a vehicle according to an exemplary embodiment can be provided. The upper support may include: a mounting bracket operably connectable to the vehicle body; a threaded cap operably connectable to an orifice of the mounting bracket; and a bushing disposed within the orifice of the mounting bracket to operably connect the damper to the mounting bracket. The threaded cap may include a first thread operably connectable to the mounting bracket at a second thread, the second thread being disposed at the orifice of the mounting bracket.

[0030] Therefore, a suspension system for a vehicle according to an exemplary embodiment can be provided. The suspension system may include a wheel operably coupled to a control arm, a vehicle body, and a strut assembly disposed between the control arm and the vehicle body. The strut assembly may include: a damper capable of absorbing compressive and rebound loads along its longitudinal axis to reduce ride roughness; a lower support operably coupled to the control arm of the vehicle; and an upper support operably coupled to the vehicle body. The upper support may include: a mounting bracket operably coupled to the vehicle body; a threaded cap operably coupled to an orifice of the mounting bracket; and a bushing disposed within the orifice of the mounting bracket to operably coupled the damper to the mounting bracket. The threaded cap may include a first thread operably coupled to the mounting bracket at a second thread, the second thread being disposed at the orifice of the mounting bracket.

[0031] Those skilled in the art to which this invention pertains will conceive of many modifications and other embodiments of the invention set forth herein, benefiting from the teachings presented in the foregoing description and associated drawings. Therefore, it should be understood that the invention is not limited to the specific embodiments disclosed, and that modifications and other embodiments are intended to be included within the scope of the appended claims. Furthermore, while exemplary embodiments have been described in the context of certain exemplary combinations of elements and / or functions in the foregoing description and associated drawings, it should be understood that alternative embodiments may provide different combinations of elements and / or functions without departing from the scope of the appended claims. In this regard, combinations of elements and / or functions different from those explicitly described above are also contemplated, for example, as may be set forth in some of the appended claims. Where solutions to advantages, benefits, or disadvantages are described herein, it should be understood that such advantages, benefits, and / or solutions may be applicable to some exemplary embodiments but not necessarily to all exemplary embodiments. Therefore, any advantages, benefits, or solutions described herein should not be considered critical, essential, or necessary for all embodiments or the embodiments claimed herein. Although specific terminology is used herein, it is used only in a general and descriptive sense and not for limiting purposes.

[0032] According to the present invention, a strut assembly for a vehicle is provided, comprising: a damper for absorbing compressive and rebound loads along a longitudinal axis of the damper; a lower support for operably connecting the strut assembly to a control arm of the vehicle; and an upper support for operably connecting the strut assembly to a body of the vehicle, wherein the upper support includes: a mounting bracket for operably connecting the upper support to the body; a threaded cap operably connected to an orifice of the mounting bracket; and a bushing disposed within the orifice of the mounting bracket to operably connect the damper to the mounting bracket, wherein the threaded cap includes a first thread operably connected to the mounting bracket at a second thread disposed at the orifice of the mounting bracket.

[0033] According to one embodiment, the threaded cap retains the bushing in the orifice of the mounting bracket to operatively connect the damper to the mounting bracket.

[0034] According to one embodiment, the threaded cap is disposed along the longitudinal axis of the damper.

[0035] According to one embodiment, the damper applies a force to the threaded cap in response to absorbing a compressive load, and wherein the threaded cap distributes the force evenly to the mounting bracket via the first thread and the second thread.

[0036] According to one embodiment, the upper support further includes a dust cover operably coupled to the threaded cap, wherein the dust cover closes and seals the orifice and the threaded cap.

[0037] According to one embodiment, the threaded cap includes a non-circular drive feature, enabling the threaded cap to be driven into and out of operable engagement with the mounting bracket.

[0038] According to one embodiment, the bushing is operatively coupled to the damper via a fastener and a washer, and wherein the first diameter of the non-circular drive feature is larger than the second diameter of the fastener by an amount such that a drive tool can be inserted through the non-circular drive feature to drive the fastener without engaging the non-circular drive feature of the threaded cap.

[0039] An upper support for a strut assembly of a vehicle, the upper support comprising: a mounting bracket for operably connecting the upper support to a vehicle body; a threaded cap operably connected to an orifice of the mounting bracket; and a bushing disposed within the orifice of the mounting bracket to operably connect a damper to the mounting bracket, wherein the threaded cap includes a first thread operably connected to the mounting bracket at a second thread disposed at the orifice of the mounting bracket.

[0040] According to one embodiment, the threaded cap retains the bushing in the orifice of the mounting bracket to operatively connect the damper to the mounting bracket.

[0041] According to one embodiment, the threaded cap is disposed along the longitudinal axis of the damper.

[0042] According to one embodiment, the damper applies a force to the threaded cap in response to absorbing a compressive load, and wherein the threaded cap distributes the force evenly to the mounting bracket via the first thread and the second thread.

[0043] According to one embodiment, the upper support further includes a dust cover operably coupled to the threaded cap, wherein the dust cover closes and seals the orifice and the threaded cap.

[0044] According to one embodiment, the threaded cap includes a non-circular drive feature, enabling the threaded cap to be driven into and out of operable engagement with the mounting bracket.

[0045] According to one embodiment, the bushing is operatively coupled to the damper via a fastener and a washer, and wherein the first diameter of the non-circular drive feature is larger than the second diameter of the fastener by an amount such that a drive tool can be inserted through the non-circular drive feature to drive the fastener without engaging the non-circular drive feature of the threaded cap.

[0046] According to the present invention, a vehicle suspension system is provided, comprising: a wheel operably coupled to a control arm; a vehicle body; and a strut assembly disposed between the control arm and the vehicle body, the strut assembly including: a damper for absorbing compressive and rebound loads along a longitudinal axis of the damper; a lower support for operably coupling the strut assembly to the control arm; and an upper support for operably coupling the strut assembly to the vehicle body, wherein the upper support includes: a mounting bracket operably coupling the upper support to the vehicle body; a threaded cap operably coupled to an orifice of the mounting bracket; and a bushing disposed within the orifice of the mounting bracket to operably couple the damper to the mounting bracket, wherein the threaded cap includes a first thread operably coupled to the mounting bracket at a second thread disposed at the orifice of the mounting bracket.

[0047] According to one embodiment, the threaded cap retains the bushing in the orifice of the mounting bracket to operatively connect the damper to the mounting bracket.

[0048] According to one embodiment, the threaded cap is disposed along the longitudinal axis of the damper.

[0049] According to one embodiment, the damper applies a force to the threaded cap in response to absorbing a compressive load, and wherein the threaded cap distributes the force evenly to the mounting bracket via the first thread and the second thread.

[0050] According to one embodiment, the upper support further includes a dust cover operably coupled to the threaded cap, wherein the dust cover closes and seals the orifice and the threaded cap.

[0051] According to one embodiment, the threaded cap includes a non-circular drive feature, enabling the threaded cap to be driven into and out of operable engagement with the mounting bracket.

Claims

1. A strut assembly for a vehicle, the strut assembly comprising: A damper for absorbing compressive and rebound loads along the longitudinal axis of the damper; A lower support for operably connecting the strut assembly to the control arm of the vehicle; as well as Upper support, the upper support being used to operatively connect the strut assembly to the body of the vehicle. The upper support includes: Mounting bracket, the mounting bracket being used to operably connect the upper support to the vehicle body; A threaded cap, operably connectable to an opening in the mounting bracket; and A bushing, wherein the bushing is disposed within the orifice of the mounting bracket to operably connect the damper to the mounting bracket. The threaded cap includes a first thread that is operatively connected to the mounting bracket at a second thread located at the orifice of the mounting bracket.

2. The strut assembly of claim 1, wherein the threaded cap retains the bushing in the orifice of the mounting bracket to operably connect the damper to the mounting bracket.

3. The strut assembly of claim 1, wherein the threaded cap is disposed along the longitudinal axis of the damper.

4. The strut assembly of claim 1, wherein the damper applies a force to the threaded cap in response to the damper absorbing a compressive load, and The threaded cap distributes the force evenly to the mounting bracket via the first thread and the second thread, or The upper support further includes a dust cover operably connected to the threaded cap, and The dust cover encloses and seals the opening and the threaded cap.

5. The strut assembly of claim 1, wherein the threaded cap includes a non-circular drive feature such that the threaded cap can be driven to engage and disengage operably with the mounting bracket. The bushing is operably connected to the damper via fasteners and washers, and The first diameter of the non-circular drive feature is larger than the second diameter of the fastener by a certain amount, such that a drive tool can be inserted through the non-circular drive feature to drive the fastener without engaging the non-circular drive feature of the threaded cap.

6. An upper support for a strut assembly in a vehicle, the upper support comprising: Mounting bracket, which is used to operably connect the upper support to the vehicle body; A threaded cap, which is operably connected to the orifice of the mounting bracket; as well as A bushing, the bushing being disposed within the orifice of the mounting bracket to operably connect the damper to the mounting bracket. The threaded cap includes a first thread that is operatively connected to the mounting bracket at a second thread located at the orifice of the mounting bracket.

7. The upper support according to claim 6, wherein the threaded cap retains the bushing in the orifice of the mounting bracket to operably connect the damper to the mounting bracket.

8. The upper support according to claim 6, wherein the threaded cap is disposed along the longitudinal axis of the damper.

9. The upper support according to claim 6, wherein the damper applies a force to the threaded cap in response to the damper absorbing a compressive load, and The threaded cap distributes the force evenly to the mounting bracket via the first thread and the second thread, or The upper support further includes a dust cover operably connected to the threaded cap, and The dust cover encloses and seals the opening and the threaded cap.

10. The upper support according to claim 6, wherein the threaded cap includes a non-circular drive feature such that the threaded cap can be driven to engage and disengage operably with the mounting bracket. The bushing is operably connected to the damper via fasteners and washers, and The first diameter of the non-circular drive feature is larger than the second diameter of the fastener by a certain amount, such that a drive tool can be inserted through the non-circular drive feature to drive the fastener without engaging the non-circular drive feature of the threaded cap.

11. A suspension system for a vehicle, the suspension system comprising: A wheel, which is operatively coupled to a control arm; The vehicle body; as well as A strut assembly, disposed between the control arm and the vehicle body, includes: A damper for absorbing compressive and rebound loads along the longitudinal axis of the damper; Lower support, the lower support being used to operably connect the strut assembly to the control arm; and Upper support, the upper support being used to operably connect the strut assembly to the vehicle body. The upper support includes: Mounting bracket, which operably connects the upper support to the vehicle body; A threaded cap, operably connected to an opening in the mounting bracket; and A bushing, wherein the bushing is disposed within the orifice of the mounting bracket to operably connect the damper to the mounting bracket. The threaded cap includes a first thread that is operatively connected to the mounting bracket at a second thread located at the orifice of the mounting bracket.

12. The suspension system of claim 11, wherein the threaded cap retains the bushing in the orifice of the mounting bracket to operatively connect the damper to the mounting bracket.

13. The suspension system of claim 11, wherein the threaded cap is disposed along the longitudinal axis of the damper.

14. The suspension system of claim 11, wherein the damper applies a force to the threaded cap in response to absorbing a compressive load, and The threaded cap distributes the force evenly to the mounting bracket via the first thread and the second thread, or The upper support further includes a dust cover operably connected to the threaded cap, and The dust cover encloses and seals the opening and the threaded cap.

15. The suspension system of claim 11, wherein the threaded cap includes a non-circular drive feature such that the threaded cap can be driven into and out of operable engagement with the mounting bracket.

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