Bushing design for achieving different hard spots

Abstract

The invention provides a lining design for realizing different hard points. The bushing may include a first end having a first coupling interface configured to be operably coupled to a first coupling point or a second coupling point; a second end having a second coupling interface configured to be operably coupled to the second coupling point or the first coupling point; an inner metal portion; an outer metal portion; and an elastic portion. A hard spot may be defined between the first end and the second end along the inner metal portion at a first hard spot location and a second hard spot location. The second hard spot position may be displaced along a common axis relative to the first hard spot position.

Description

Technical Field

[0001] The example embodiments generally relate to movable assembly joints, and more specifically, to a bushing that enables different kinematic hardpoint locations. Background Technology

[0002] Hard points are important locations on a vehicle because they combine to define the motion and loads of the chassis system (suspension, steering, brakes, wheels, and tires) relative to the vehicle body structure. Typically, hard points are located at fixed points where the suspension system or other vehicle assemblies (i.e., powertrain assembly, etc.) connect to the vehicle's chassis or frame. Hard points help define key kinematic and preference parameters such as ride height, roll center height, anti-geometry, bump steering, and toe angle variation under braking; therefore, it is important to specify the location of hard points to ensure that subsystem parameters support the vehicle's attribute objectives.

[0003] Since hardpoints are typically located at the connection between the vehicle assembly and the chassis, they are usually located at the bushing. Currently, many different types of body-side bushing interfaces are required to adjust the hardpoint to desired vehicle characteristics, as a single bushing can only connect to the chassis with its hardpoint in a desired position. Therefore, a bushing that, when installed, alters the hardpoint position based on bushing orientation to provide increased vehicle customization without requiring numerous parts. Summary of the Invention

[0004] According to an example embodiment, a bushing for a coupling assembly can be provided. The bushing may include: a first end having a first coupling interface configured to be operably coupled to a first coupling point or a second coupling point; a second end having a second coupling interface configured to be operably coupled to a second coupling point or a first coupling point; an inner metal portion disposed along a first centerline axis of the bushing; an outer metal portion disposed radially outward from the inner metal portion; and a resilient portion disposed between the inner metal portion and the outer metal portion. In response to the first coupling interface being operably coupled to the first coupling point and the second coupling interface being operably coupled to the second coupling point, a hard point may be defined along the inner metal portion at a first hard point location between the first end and the second end, and in response to the first coupling interface being operably coupled to the second coupling point and the second coupling interface being operably coupled to the first coupling point, a hard point may be defined along the inner metal portion at a second hard point location between the first end and the second end. The second hard point location may be displaced relative to the first hard point location along a common axis.

[0005] In another example embodiment, a suspension assembly for a vehicle may be provided. The suspension assembly may include: a control arm for operatively connecting a wheel end assembly to the chassis of the vehicle; and a bushing for operatively connecting the control arm to the chassis. The bushing may further include: a first end having a first connection interface configured to operatively connect to a first connection point or a second connection point of the vehicle chassis; a second end having a second connection interface configured to operatively connect to a second connection point or a first connection point of the chassis; an inner metal portion disposed along a first centerline axis of the bushing; an outer metal portion disposed radially outward from the inner metal portion; and an elastic portion disposed between the inner metal portion and the outer metal portion. In response to the first connection interface being operably connected to the first connection point and the second connection interface being operably connected to the second connection point, a hard point can be defined along the internal metal portion at the first hard point location between the first end and the second end, and in response to the first connection interface being operably connected to the second connection point and the second connection interface being operably connected to the first connection point, the hard point can be defined along the internal metal portion at the second hard point location between the first end and the second end. The second hard point location can be shifted relative to the first hard point location along a common axis. Attached Figure Description

[0006] Having thus generally described the invention, reference will now be made to the accompanying drawings, which are not necessarily drawn to scale, and in the drawings: Figure 1 A block diagram of a suspension assembly for a vehicle according to an example embodiment is depicted; Figure 2 A perspective view of the through bushing of a suspension assembly according to an example embodiment is shown; Depend on Figure 3A and Figure 3B Figure 3, with its definition defined, depicts a cross-section of the suspension assembly through the bushing according to an example embodiment; Depend on Figure 4A and Figure 4B Figure 4, with its definition defined, shows a perspective view of the pin bushing of the suspension assembly according to an example embodiment; Figure 5 A cross-section of the rod pin bushing of the suspension assembly according to an example embodiment is depicted; Depend on Figure 6A and Figure 6B Figure 6, with its defined dimensions, shows a perspective view of the tilt pin bushing of the suspension assembly according to an example embodiment; and Depend on Figure 7A and Figure 7B The defined Figure 7 depicts a cross-section of the tilt pin bushing of the suspension assembly according to an example embodiment. Detailed Implementation

[0007] Some exemplary embodiments will be described more fully below with reference to the accompanying drawings, which illustrate some, but not all, example 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 functional interconnection of components operably linked to each other.

[0008] Furthermore, as used herein, terms such as “about,” “approximately,” and “substantially” when referring to the variability of a parameter should be understood as definite approximations that take into account variations in measurements that cannot be precisely measured or, as is known to those skilled in the art, are not typically measured precisely. Therefore, for example, a parameter with a given value or characteristic that is “about,” “approximately,” or “substantially” should be understood as sufficiently close to the given value or characteristic such that, from the perspective of a person of ordinary skill in the art, the performance of the object or product to which the parameter is applied is the same as that of the object or product having the exact given value or characteristic.

[0009] Some exemplary embodiments described herein can address the aforementioned problems. In this regard, for example, some embodiments can provide a bushing with a variable hardpoint position for a vehicle's suspension assembly. Therefore, the bushing can provide increased vehicle customization without requiring numerous parts. Conversely, due to the bushing's inherent architecture, the hardpoint position can be altered simply by changing the bushing's orientation within the vehicle.

[0010] Figure 1 A block diagram of a suspension assembly for a vehicle 110 according to an example embodiment is shown. Figure 2 Figures 110 and 3 show a perspective view and a cross-section of the through-bushing within the vehicle environment, respectively. In some cases, vehicle 110 may include or be represented by a chassis. In example embodiments, the chassis may be the frame or body of vehicle 110. In some cases, the chassis or frame may support and / or form the basic structure of vehicle 110. In some cases, the chassis and / or frame may be formed from one or more cast or welded metal subframes, or may be an integral construction, and suspension elements may be operatively coupled to the chassis, frame, or directly coupled to the body structure of vehicle 110 to facilitate operatively coupling wheel end assembly 150 to the chassis or frame. Wheel end assembly 150 may include, but is not limited to, steering knuckles, wheels, tires, or brakes.

[0011] In some cases, suspension elements can be various different components within the suspension assembly of vehicle 110. In an example embodiment, a suspension element can be a control arm 130. The control arm 130 can help guide and increase control over the wheel end assembly 150. The control arm 130 can help operatively connect vehicle 110 to the wheel end assembly 150. Vehicle 110 may include multiple instances of the control arm 130. For example, the control arm 130 may include upper and / or lower control arms for the front and / or rear of vehicle 110. In some cases, the control arm 130 can operatively connect a steering knuckle of the wheel end assembly 150 to vehicle 110. In an example embodiment, the control arm 130 may be integrated within the suspension assembly.

[0012] The suspension assembly may include other suspension components. For example, the suspension assembly may include dampers or other suspension elements. Depending on the vehicle 110, the suspension assembly may include multiple dampers. The dampers can be used to absorb compressive and rebound loads along the centerline axis of the suspension damper. In this respect, the dampers can significantly limit the oscillations and vibrations of the vehicle 110 by suppressing the articulation movement of the wheel end assembly 150 so that the articulation of the wheel end assembly 150 is not directly transmitted to the chassis of the vehicle 110.

[0013] In an example embodiment, control arm 130 may be operatively coupled to vehicle 110 via bushing 200. Bushing 200 may be operatively coupled to various locations on vehicle 110. Bushing 200 may not be limited to operatively coupling control arm 130 to vehicle 110 or other vehicle components. In some cases, bushing 200 may operatively couple suspension assembly, wheel end assembly 150, and / or other components of other vehicle assemblies to vehicle 110 or to each other. Bushing 200 may be any of a variety of types, including but not limited to through bushings or rod pin bushings. In an example embodiment, bushing 200 may be a sleeve-type bushing. Bushing 200 may be located at or integrated with the end of control arm 130 to facilitate operative coupling of control arm 130 and vehicle 110. Bushing 200 may allow control arm 130 to pivot or slightly move relative to vehicle 110 when operatively coupled. Pivoting and slight movement can increase the durability of vehicle components and suspension assemblies.

[0014] Figure 2 Figures 7 to 7 depict perspective views and cross-sections of various bushing types with and without surrounding vehicle environments. Accordingly, Figure 2 Figures 4 and 3 show the perspective view and cross-section of the through-buffer within the vehicle environment, respectively. Figure 5 The perspective view and cross-section of the rod pin bushing are depicted respectively. Figures 6 and 7 show the perspective view and cross-section of the inclined rod pin bushing in a vehicle environment, respectively.

[0015] In some cases, bushing 200 may include a first end 210 and a second end 220. The first end 210 may include a first connection interface 211, and the second end 220 may include a second connection interface 221. The first connection interface 211 and the second connection interface 221 may be operatively connected to vehicle 110 at a first connection point 121 or a second connection point 122. In an example embodiment, the first connection point 121 and the second connection point 122 may be directly disposed on vehicle 110. For example, the first connection point 121 and / or the second connection point 122 may be a receiving opening or hole disposed on vehicle 110 and integrated within the vehicle, or a bracket or similar component attached to vehicle 110.

[0016] In some cases, the first connection interface 211 and the second connection interface 221 can be operatively connected to the first connection point 121 and the second connection point 122 via a fastener 300 (see FIG. 7). In an example embodiment, the fastener 300 can be a rod, bolt, pin, or screw. The fastener 300 may also include a cap or nut 310 to help secure the bushing 200 to the vehicle 110. For example, as seen in the cross-section of the inclined rod pin bushing and the surrounding vehicle environment in FIG. 7, the fastener 300 is a threaded bolt secured via a nut 310 through the first connection point 121 of the vehicle 110 and the first connection interface 211 of the bushing 200.

[0017] In some cases, bushing 200 may include multiple separate portions formed of different materials. For example, bushing 200 may include an inner metal portion 230, an outer metal portion 240, and a resilient portion 250. In an example embodiment, the inner metal portion 230 may be disposed and centered along a first centerline axis 201 of bushing 200. The outer metal portion 240 may be disposed radially outward from the inner metal portion 230. The outer metal portion 240 may surround a large portion of the inner metal portion 230 such that a large portion of the inner metal portion 230 may be visible from the outside of the vehicle or when bushing 200 is in use. The inner metal portion 230 and the outer metal portion 240 may be made of a variety of metals, including but not limited to steel and aluminum. In some cases, the inner metal portion 230 and the outer metal portion 240 may also be made of non-metallic materials, as long as the non-metallic material does not alter the function of bushing 200.

[0018] In an example embodiment, the elastic portion 250 may be disposed between the inner metal portion 230 and the outer metal portion 240. The elastic portion 250 may be formed of various elastic materials, including but not limited to rubber, elastic polymers, plastics, and silicone-based materials. In some cases, the elastic portion 250 may completely surround the inner metal portion 230.

[0019] In some cases, the internal metal portion 230 may be hollow or partially hollow and may receive fasteners 300. The internal metal portion 230 may be threaded and receive threaded bolts to secure the bushing 200 to the vehicle 110. For example, if the bushing 200 is as follows... Figure 2 As shown in Figure 3, with the through bushing, a threaded bolt (not shown) can pass through the vehicle 110 at the first engagement point 121 and engage the threads of the inner metal portion 230 at the first engagement interface 211 of the first end 210 of the bushing 200. A similar type of operable connection can occur at the second engagement point 122, where the second engagement interface 221 is on the opposite side of the bushing 200. In the example embodiment, the inner metal portion 230 can extend beyond the outer metal portion 240 and the resilient portion 250 by lengths L1 and L2. The extension of the inner metal portion 230 beyond the outer metal portion 240 and the resilient portion 250 may be uneven at the first end 210 and the second end 220. For example, the length of the extension at the first end 210 may be the same as or greater than the length of the extension at the second end 220. The longer length may be length L2, and the shorter length may be length L1. Therefore, for example, the inner metal portion 230 may extend beyond the outer metal portion 240 and the elastic portion 250 at the second end 220 by a greater amount than it may extend beyond the outer metal portion and the elastic portion at the first end 210.

[0020] In the example embodiment, bushing 200 may have a hardpoint. The hardpoint may be located where the suspension system or other vehicle assembly (i.e., powertrain assembly, etc.) connects to the vehicle's chassis or frame. The hardpoint, and particularly its position relative to the first end 210 and the second end 220, can help determine vehicle characteristics / parameters, such as, but not limited to, ride height, roll center height, and cornering characteristics. In some cases, the bushing 200 of the example embodiment may be unique because, while the hardpoint is generally a fixed design property, its position can be moved based on changing the orientation of bushing 200, thereby also altering the vehicle characteristics / parameters adjusted by the hardpoint position. The hardpoint of bushing 200 may be located along the inner metal portion 230 between the first end 210 and the second end 220 of bushing 200. Since the hardpoint is designed to bear loads, it may be located on the inner metal portion 230 to increase the durability of bushing 200 during operation of vehicle 110 and movement of the suspension assembly.

[0021] In some cases, as described above, the location of the hard spot can vary depending on the orientation of the bushing 200. For example, in response to the first connection interface 211 being operably connected to the first connection point 121 and the second connection interface 221 being operably connected to the second connection point 122, the hard spot can be located at the first hard spot location 400, such as... Figure 3A As shown. However, if, according to the orientation of bushing 200, i.e., in response to the first connection interface 211 being operably connected to the second connection point 122 and the second connection interface 221 being operably connected to the first connection point 121, you flip the bushing, then the hard point can be set at the second hard point position 500, as shown. Figure 3B As shown. In an example embodiment, the first hard point location 400 may be shifted from the second hard point location 500 along a common axis (e.g., the first centerline axis 201 of FIG3). The common axis may be an axis of the vehicle 110, such as an X-axis, Y-axis, or Z-axis. The X-axis may extend along the longitudinal length of the vehicle 110 (i.e., front to back), the Y-axis may extend along the lateral length of the vehicle 110 (i.e., left to right), and the Z-axis may extend along the vertical length of the vehicle 110 (i.e., bottom to top, or from near to far from the driving surface). Therefore, in Figure 2 In the example of Figure 3, where the first centerline axis 201 extends in the vertical direction, the second hard point position 500 can be shifted relative to the first hard point position 400 along the Z-axis by flipping the end of the bushing 200 before installation.

[0022] The difference between the first hardpoint position 400 and the second hardpoint position 500 along a common axis can define an offset of 600. Offset 600 can determine a change in vehicle parameters. For example, vehicle 110 may have a first travel height in response to a hardpoint being set at the first hardpoint position 400 and a second travel height in response to a hardpoint being set at the second hardpoint position 500. Due to the engagement orientation of control arm 130 relative to vehicle 110, the first travel height at the first hardpoint position 400 can be a higher travel height than the second travel height at the second hardpoint position 500. In some cases, the roll center height may vary in response to offset 600.

[0023] In the example embodiment, the positional difference between the first hard point position 400 and the second hard point position 500 may be solely along a common axis. For example, when shifting relative to the first hard point position 400 to the second hard point position 500, the X and Y coordinates of the first hard point position 400 and the second hard point position 500 may be the same, and only the Z coordinates of the first hard point position 400 and the second hard point position 500 may change. Then, according to the example embodiment, the change in the Z coordinate can be determined as an offset of 600.

[0024] In some cases, such as in the example above, in response to the first connection interface 211 being operably connected to the first connection point 121 and the second connection interface 221 being operably connected to the second connection point 122, the bushing 200 can be in a first state, and in response to the first connection interface 211 being operably connected to the second connection point 122 and the second connection interface 221 being operably connected to the first connection point 121, the bushing 200 can be in a second state. Therefore, the bushing 200 can cause the hard point located at the first hard point position 400 to be in the first state and the hard point located at the second hard point position 500 to be in the second state. In the example embodiment, the bushing can rotate a certain degree between the first state and the second state.

[0025] For example, Figure 4 (including) Figure 4A and Figure 4B )and Figure 5 An offset of 600 can be depicted according to the example embodiment. Figure 4A The bushing 200 in the first orientation is depicted (shown via dashed lines), and Figure 4B The bushing 200 in the second orientation is depicted (shown via solid lines). Figure 5 Figure 4 shows a cross-sectional view of the bushing 200 in both the first and second orientations. In the example embodiment, Figure 4A and Figure 4B The orientation change may cause a shift of 600 between the first hard point position 400 and the second hard point position 500.

[0026] The offset 600, which changes solely based on the rotation of bushing 200, allows the position of the hardpoint to be varied between different types of vehicles without requiring various types of bushings. Based on the mounting orientation of bushing 200, the position of the hardpoint can be shifted, and vehicle parameters can therefore be easily adjusted. In some cases, bushing 200 may have indicators, colors, patterns, or other markings to help quickly identify the mounting orientation of bushing 200 for the desired hardpoint position or desired vehicle parameters.

[0027] In some cases, depending on the positions of the first connection point 121 and the second connection point 122, and depending on the design of the bushing 200, the second hard point position 500 can be shifted along a common axis, or even in response to the first connection point 121 and the second connection point 122 being set at different positions along the X, Y, and Z axes. For example, as shown in Figures 6 and 7, the first connection point 121 and the second connection point 122 have different X, Y, and Z coordinates, and the second hard point position 500 can still be shifted only along the common axis (Z axis). In other words, even if the bushing 200 can be adjusted along any or all of the X, Y, and Z axes, the hard point position can still change only along one axis.

[0028] In the example embodiment, the offset 600 can be varied based on bushing parameters. In some cases, the bushing parameter can be a step 700 of the bushing 200. The step of the bushing 200 can be defined as the distance between the second centerline axis 710 of the bushing 200 and the third centerline axis 720 of the fastener axis 720 that operatively connects the bushing 200 to the vehicle 110. The second centerline axis 710 of the bushing 200 can be substantially parallel to the horizontal axis of the vehicle (i.e., the Y-axis as seen in Figures 6 and 7). In the example embodiment, as the step 700 decreases, the offset 600 can decrease. Therefore, reducing the offset 600 in response to a decrease in the step 700 can reduce the difference between the first travel height and the second travel height.

[0029] In some cases, the bushing parameter may be the thickness T of the first connection interface 211 and / or the second connection interface 221. In an example embodiment, the thickness T may be constant across the entire first end 210 and / or the second end 220 (which includes the first connection interface 211 and the second connection interface 221, respectively). In an example embodiment, if the thickness T of the first connection interface 211 and / or the second connection interface 221 decreases, the offset 600 may decrease. Therefore, reducing the offset 600 in response to a decrease in thickness T can reduce the difference between the first travel height and the second travel height. In some cases, the thickness T and the step difference 700 may be used together to adjust the offset 600. For example, in an example embodiment, such as in Figures 6 and 7, the combination of thickness T and step difference 700 helps to form an offset 600 for the bushing 200 between orientations.

[0030] In some cases, bushing parameters may include the dimensions of the inner metal portion 230 of the bushing 200. The dimensions of the inner metal portion 230 of the bushing 200 include, but are not limited to, the length L of the inner metal portion 230 extending along the first centerline axis 201 beyond the corresponding ends of the outer metal portion 240 and / or the resilient portion 250, and the diameter of the inner metal portion 230 (which is referred to as the extension), as described above. The length L of the extension may be proportional to an offset 600. As the length L of the extension increases, the offset 600 may also increase. If the length L differs at the first end 210 and the second end 220 of the bushing 200, the offset 600 may be increased.

[0031] In some cases, the various bushing types and examples of bushing 200 described in the various embodiments can be integrated with each other within the vehicle 110. For example, Figure 2The through bushing shown in Figure 3 and the tilting pin bushing shown in Figures 6 and 7 can be integrated together at different locations along the vehicle 110. In an example embodiment, the common axis may not be the X-axis, Y-axis, or Z-axis, but may be another axis passing through the bushing 200 to displace the hardpoint location along it. In some cases, the bushing 200 may have multiple instances of a common axis.

[0032] Therefore, a bushing for the coupling assembly can be provided. The bushing may include: a first end having a first coupling interface configured to be operably coupled to a first coupling point or a second coupling point; a second end having a second coupling interface configured to be operably coupled to a second coupling point or a first coupling point; an inner metal portion disposed along a first centerline axis of the bushing; an outer metal portion disposed radially outward from the inner metal portion; and a resilient portion disposed between the inner metal portion and the outer metal portion. In response to the first coupling interface being operably coupled to the first coupling point and the second coupling interface being operably coupled to the second coupling point, a hard point may be defined along the inner metal portion at a first hard point location between the first end and the second end, and in response to the first coupling interface being operably coupled to the second coupling point and the second coupling interface being operably coupled to the first coupling point, a hard point may be defined along the inner metal portion at a second hard point location between the first end and the second end. The second hard point location may be displaced relative to the first hard point location along a common axis.

[0033] In some embodiments, the bushings of the coupling assembly may include additional features, modifications, extensions, etc., to achieve further objectives or enhance the performance of the suspension system. 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, the bushing may be a through bushing or a rod pin bushing. In some cases, the vehicle may be at a first travel height in response to a hardpoint being located at a first hardpoint position, and the vehicle may be at a second travel height in response to a hardpoint being located at a second hardpoint position. In example embodiments, the first coupling point and the second coupling point may be located at different positions along the X, Y, and Z axes. In some cases, the bushing may be in a second state in response to a first coupling interface being operably connected to the first coupling point and a second coupling interface being operably connected to the second coupling point, and the bushing may rotate a certain degree between the first and second states. In an example embodiment, the difference between the first hardpoint location and the second hardpoint location along a common axis can define an offset, and this offset can vary based on bushing parameters. In some cases, bushing parameters may include a step difference in the bushing, and this step difference may be a distance offset between the second centerline axis of the bushing and the third centerline axis of a fastener configured to operatively connect the bushing to the suspension assembly via a first or second coupling point. In an example embodiment, bushing parameters may include the thickness of the bushing at the first and second coupling interfaces. In some cases, bushing parameters may include the dimensions of the internal metal portion of the bushing. In an example embodiment, the dimensions of the internal metal portion of the bushing may include the length of the internal metal portion extending along the first centerline axis beyond the corresponding end of the resilient portion.

[0034] A suspension assembly for a vehicle, as exemplified by this embodiment, may be provided. The suspension assembly may include: a control arm for operatively connecting a wheel end assembly to the chassis of the vehicle; and a bushing for operatively connecting the control arm to the chassis. The bushing may further include: a first end having a first connection interface configured for operatively connecting to a first connection point or a second connection point of the vehicle chassis; a second end having a second connection interface configured for operatively connecting to a second connection point or a first connection point of the chassis; an inner metal portion disposed along a first centerline axis of the bushing; an outer metal portion disposed radially outward from the inner metal portion; and an elastic portion disposed between the inner metal portion and the outer metal portion. In response to the first connection interface being operably connected to the first connection point and the second connection interface being operably connected to the second connection point, a hard point can be defined along the internal metal portion at the first hard point location between the first end and the second end, and in response to the first connection interface being operably connected to the second connection point and the second connection interface being operably connected to the first connection point, the hard point can be defined along the internal metal portion at the second hard point location between the first end and the second end. The second hard point location can be shifted relative to the first hard point location along a common axis.

[0035] 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 advantages, benefits, or solutions to problems 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.

[0036] According to the present invention, a bushing for a coupling assembly is provided, the bushing having: a first end having a first coupling interface configured to be operably coupled to a first coupling point or a second coupling point; a second end having a second coupling interface configured to be operably coupled to a second coupling point or a first coupling point; an inner metal portion disposed along a first centerline axis of the bushing; an outer metal portion disposed radially outward from the inner metal portion; and an elastic portion disposed between the inner metal portion and the outer metal portion, wherein, in response to the first coupling interface being operably coupled to the first coupling point and the second coupling interface being operably coupled to the second coupling point, a hard point is defined along the inner metal portion at a first hard point location between the first end and the second end, and in response to the first coupling interface being operably coupled to the second coupling point and the second coupling interface being operably coupled to the first coupling point, a hard point is defined along the inner metal portion at a second hard point location between the first end and the second end, and wherein the second hard point location is displaced relative to the first hard point location along a common axis.

[0037] According to an embodiment, the bushing is a through bushing, a pin bushing, or a slanted bushing.

[0038] According to an embodiment, the vehicle is at a first driving height in response to a hard point being set at a first hard point location, and the vehicle is at a second driving height in response to a hard point being set at a second hard point location.

[0039] According to an embodiment, the first connection point and the second connection point are located at different positions along the X-axis, Y-axis and Z-axis.

[0040] According to an embodiment, in response to the first connection interface being operably connected to the first connection point and the second connection interface being operably connected to the second connection point, the bushing can be in a first state, wherein in response to the first connection interface being operably connected to the second connection point and the second connection interface being operably connected to the first connection point, the bushing is in a second state, and wherein the bushing rotates a certain degree between the first state and the second state.

[0041] According to an embodiment, the difference between the first hard point location and the second hard point location along a common axis defines the offset, and the offset can be changed based on bushing parameters.

[0042] According to an embodiment, the bushing parameters include a step of the bushing, wherein the step of the bushing is the distance between the second centerline axis of the bushing and the third centerline axis of the fastener, the fastener being configured to operatively connect the bushing to the suspension assembly via a first or second connection point.

[0043] According to an embodiment, the bushing parameters include the thickness of the bushing at the first connection interface and the second connection interface.

[0044] According to an embodiment, the bushing parameters include the dimensions of the internal metal portion of the bushing.

[0045] According to an embodiment, the dimensions of the inner metal portion of the bushing include the length of the inner metal portion extending along the first centerline axis beyond the corresponding end of the elastic portion.

[0046] According to the present invention, a suspension assembly for a vehicle is provided, the suspension assembly comprising: a control arm for operably connecting a wheel end assembly to a chassis of the vehicle; and a bushing configured to operably connect the control arm to the chassis, the bushing further comprising: a first end having a first connection interface configured to operably connect to a first connection point or a second connection point of the vehicle chassis; a second end having a second connection interface configured to operably connect to a second connection point or a first connection point of the chassis; an inner metal portion disposed along a first centerline axis of the bushing; and an outer metal portion. A portion is radially outwardly disposed from an inner metal portion; and an elastic portion is disposed between the inner metal portion and the outer metal portion, wherein, in response to a first connection interface being operably connected to a first connection point and a second connection interface being operably connected to a second connection point, a hard point is defined along the inner metal portion at a first hard point location between a first end and a second end, and in response to a first connection interface being operably connected to a second connection point and a second connection interface being operably connected to a first connection point, a hard point is defined along the inner metal portion at a second hard point location between a first end and a second end, and wherein the second hard point location is displaced relative to the first hard point location along a common axis.

[0047] According to an embodiment, the bushing is a through bushing, a pin bushing, or a slanted bushing.

[0048] According to an embodiment, the vehicle is at a first driving height in response to a hard point being set at a first hard point location, and the vehicle is at a second driving height in response to a hard point being set at a second hard point location.

[0049] According to an embodiment, the first connection point and the second connection point are located at different positions along the X-axis, Y-axis and Z-axis.

[0050] According to an embodiment, in response to the first connection interface being operably connected to the first connection point and the second connection interface being operably connected to the second connection point, the bushing can be in a first state, wherein in response to the first connection interface being operably connected to the second connection point and the second connection interface being operably connected to the first connection point, the bushing is in a second state, and wherein the bushing rotates a certain degree between the first state and the second state.

[0051] According to an embodiment, the difference between the first hard point location and the second hard point location along a common axis defines the offset, and the offset can be changed based on bushing parameters.

[0052] According to an embodiment, the bushing parameters include a step of the bushing, wherein the step of the bushing is the distance between the second centerline axis of the bushing and the third centerline axis of the fastener, the fastener being configured to operatively connect the bushing to the suspension assembly via a first or second connection point.

[0053] According to an embodiment, the bushing parameters include the thickness of the bushing at the first connection interface and the second connection interface.

[0054] According to an embodiment, the bushing parameters include the dimensions of the internal metal portion of the bushing.

[0055] According to an embodiment, the dimensions of the inner metal portion of the bushing include the length of the inner metal portion extending along the first centerline axis beyond the corresponding end of the elastic portion.

Claims

1. A bushing for a coupling assembly, the bushing comprising: The first end has a first connection interface configured to be operatively connected to a first connection point or a second connection point. The second end has a second connection interface configured to be operatively connected to the second connection point or the first connection point; An internal metal portion, the internal metal portion being disposed along the first centerline axis of the bushing; An outer metal portion, which is arranged radially outward from the inner metal portion; as well as An elastic portion is disposed between the inner metal portion and the outer metal portion. In response to the first connection interface being operably connected to the first connection point and the second connection interface being operably connected to the second connection point, a hard point is defined along the internal metal portion at a first hard point location between the first end and the second end, and in response to the first connection interface being operably connected to the second connection point and the second connection interface being operably connected to the first connection point, a hard point is defined along the internal metal portion at a second hard point location between the first end and the second end. The second hard point position is shifted relative to the first hard point position along a common axis.

2. The bushing as claimed in claim 1, wherein the bushing is a through bushing, a pin bushing, or a beveled bushing, or The first connection point and the second connection point are located at different positions along the X-axis, Y-axis and Z-axis.

3. The bushing of claim 1, wherein in response to the hard point being located at the first hard point position, the vehicle is at a first travel height, and The vehicle is at a second driving height in response to the hard point being set at the second hard point location.

4. The bushing of claim 1, wherein the bushing is in a first state in response to the first connection interface being operably connected to the first connection point and the second connection interface being operably connected to the second connection point. In response to the first connection interface being operably connected to the second connection point and the second connection interface being operably connected to the first connection point, the bushing is in a second state, and The bushing rotates a certain degree between the first state and the second state.

5. The bushing of claim 1, wherein the difference between the first hard spot location and the second hard spot location along the common axis defines an offset, and The offset can be changed based on the bushing parameters.

6. The bushing of claim 5, wherein the bushing parameters include the step difference of the bushing. The step difference of the bushing is the distance between the second centerline axis of the bushing and the third centerline axis of the fastener, which is configured to operatively connect the bushing to the suspension assembly via the first or the second connection point.

7. The bushing of claim 5, wherein the bushing parameters include the thickness of the bushing at the first connection interface and the second connection interface.

8. The bushing of claim 5, wherein the bushing parameters include the dimensions of the inner metal portion of the bushing, and The dimension of the inner metal portion of the bushing includes the length of the inner metal portion extending along the first centerline axis beyond the corresponding end of the elastic portion.

9. A suspension assembly for a vehicle, the suspension assembly comprising: A control arm for operably connecting the wheel end assembly to the chassis of the vehicle; as well as Bushing, configured to operably connect the control arm to the chassis, the bushing further comprising: The first end has a first connection interface configured to be operatively connected to a first connection point or a second connection point of the chassis of the vehicle. The second end has a second connection interface configured to be operatively connected to the second connection point or the first connection point of the chassis. An internal metal portion, the internal metal portion being disposed along the first centerline axis of the bushing; An outer metal portion, the outer metal portion being disposed radially outward from the inner metal portion; and An elastic portion is disposed between the inner metal portion and the outer metal portion. In response to the first connection interface being operably connected to the first connection point and the second connection interface being operably connected to the second connection point, a hard point is defined along the internal metal portion at a first hard point location between the first end and the second end, and in response to the first connection interface being operably connected to the second connection point and the second connection interface being operably connected to the first connection point, a hard point is defined along the internal metal portion at a second hard point location between the first end and the second end. The second hard point position is shifted relative to the first hard point position along a common axis.

10. The suspension assembly of claim 9, wherein the bushing is a through bushing, a rod pin bushing, or a ramp bushing, or The first connection point and the second connection point are located at different positions along the X-axis, Y-axis and Z-axis.

11. The suspension assembly of claim 9, wherein the vehicle is at a first travel height in response to the hardpoint being located at the first hardpoint position, and The vehicle is at a second driving height in response to the hard point being set at the second hard point location.

12. The suspension assembly of claim 9, wherein the bushing is in a first state in response to the first coupling interface being operably coupled to the first coupling point and the second coupling interface being operably coupled to the second coupling point. In response to the first connection interface being operably connected to the second connection point and the second connection interface being operably connected to the first connection point, the bushing is in a second state, and The bushing rotates a certain degree between the first state and the second state.

13. The suspension assembly of claim 9, wherein the difference between the first hardpoint location and the second hardpoint location along the common axis defines an offset, and The offset can be changed based on the bushing parameters.

14. The suspension assembly of claim 13, wherein the bushing parameters include the step difference of the bushings. The step difference of the bushing is the distance between the second centerline axis of the bushing and the third centerline axis of the fastener, the fastener being configured to operably connect the bushing to the suspension assembly via the first or the second connection point, or The bushing parameters include the thickness of the bushing at the first connection interface and the second connection interface.

15. The suspension assembly of claim 13, wherein the bushing parameters include the dimensions of the inner metal portion of the bushing, and The dimension of the inner metal portion of the bushing includes the length of the inner metal portion extending along the first centerline axis beyond the corresponding end of the elastic portion.

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