Linked jounce bumper for a vehicle suspension assembly

Abstract

The present disclosure provides a "linked jounce bumper for a vehicle suspension assembly." The suspension assembly can include a jounce bumper operably coupled to a frame of the vehicle to provide additional damping in response to a maximum compression of a suspension damper during a compression event, a control arm operably coupled to the frame and a wheel assembly of the vehicle, and a crank arm operably coupled between the jounce bumper and the control arm. A first end of the crank arm can be operably coupled to the jounce bumper and a second end of the crank arm can be operably coupled to the control arm. The jounce bumper can pivot about a first reference line extending in an X-direction of the vehicle at the first end of the crank arm and the second end of the crank arm can pivot about a second reference line extending in the X-direction at the control arm.

Description

Technical Field

[0001] The exemplary embodiments generally relate to suspension assembly components, and more specifically to a control arm linked bump damper. Background Technology

[0002] Bump dampers are common additions to suspension assemblies to increase additional damping. At the end of suspension travel, the bump damper complements the main suspension dampers when the suspension dampers and suspension assembly are fully compressed. However, current bump dampers typically have a partially unlinked connection at one end to the frame and suspension assembly. This unlinked nature of the bump damper can increase lateral loads and create a variable engagement point between the bump damper and the suspension assembly at full compression. Therefore, a fully linked bump damper may be necessary. Summary of the Invention

[0003] According to an exemplary embodiment, a suspension assembly for a vehicle may be provided. The suspension assembly may include: a bump damper operatively coupled to the vehicle's frame to provide additional damping in response to maximum compression of a suspension damper during a compression event; a control arm operatively coupled to the frame and the vehicle's wheel assembly; and a crank arm operatively coupled between the bump damper and the control arm. A first end of the crank arm may be operatively coupled to the bump damper, and a second end of the crank arm may be operatively coupled to the control arm. The bump damper may pivot at the first end of the crank arm about a first reference line extending in the X direction of the vehicle, and the second end of the crank arm may pivot at the control arm about a second reference line extending in the X direction.

[0004] In another exemplary embodiment, a bump damper for a suspension assembly of a vehicle may be provided. The bump damper includes: a first end operatively coupled to the vehicle's frame; a body portion for providing additional damping in response to maximum compression of the suspension damper during a compression event; and a second end operatively coupled to a crank arm. The crank arm operatively coupled the second end to the control arm, a first crank arm end operatively coupled to the second end, and a second crank arm end operatively coupled to the control arm. The bump damper is pivotable at the first crank arm end about a first reference line extending in the X direction of the vehicle, and the second crank arm end is pivotable at the control arm about a second reference line extending in the X direction. Attached Figure Description

[0005] 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 exemplary embodiment is depicted; Figure 2 A perspective view of a suspension assembly for a vehicle according to an exemplary embodiment is shown.

[0006] Figure 3 A side view of a suspension assembly for a vehicle in a stationary position, according to an exemplary embodiment, is depicted.

[0007] Figure 4 A side view of a suspension assembly for a vehicle in an up-jump position, according to an exemplary embodiment, is shown.

[0008] Figure 5 A side view of a suspension assembly for a vehicle in a rebound position, according to an exemplary embodiment, is depicted.

[0009] Figure 6 A perspective view of a suspension assembly for a vehicle according to an exemplary embodiment is shown.

[0010] Figure 7 A side view of a suspension assembly for a vehicle in a stationary position, according to an exemplary embodiment, is shown.

[0011] Figure 8 A side view of a suspension assembly for a vehicle in an up-jump position, according to an exemplary embodiment, is depicted.

[0012] Figure 9 A side view of a suspension assembly for a vehicle in a rebound position, according to an exemplary embodiment, is shown.

[0013] Figure 10A A block diagram depicts a suspension assembly for a vehicle in a rebound position according to an exemplary embodiment.

[0014] Figure 10B A block diagram of a suspension assembly for a vehicle in an uplift position, according to an exemplary embodiment, is shown. Detailed Implementation

[0015] Some exemplary embodiments will now 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 functional interconnection of components operably linked to each other.

[0016] Furthermore, as used herein, terms such as “about” and “substantially” should be understood as explicit approximations that take into account variations in measurements that cannot be precisely measured or, as would be understood by those skilled in the art, are generally not precisely measured. Thus, for example, a parameter “about” or “substantially” given a value or characteristic should be understood as being sufficiently close to the given value or characteristic such that the performance of the object or product to which the parameter is applied appears from the perspective of a person skilled in the art as if the object or product exactly possessed the given value or characteristic.

[0017] Some exemplary embodiments described herein can solve the above-mentioned problems. In this regard, for example, some embodiments can provide linked bump dampers to improve vehicle performance. Therefore, adding linked bump dampers can improve operator comfort.

[0018] Figure 1 A block diagram of a suspension assembly 100 for a vehicle 110 according to an exemplary embodiment is shown. Figure 1 As shown, in some cases, vehicle 110 may include frame 120. In an exemplary embodiment, frame 120 may be the chassis or body of vehicle 110. In some cases, chassis or frame 120 may support vehicle 110 and form the basic structure of said vehicle. In an exemplary embodiment, chassis and frame may be formed from one or more cast subframes, and suspension damper 130 may be operatively coupled to chassis or frame 120 to facilitate operatively coupling control arm 140 to chassis or frame 120.

[0019] In some cases, suspension damper 130 may be one or more vertical dampers. For example, vehicle 110 may include one instance of suspension damper 130 on a first side of vehicle 110 and another instance of suspension damper 130 on a second side of vehicle 110, or also referred to as an interleaved damper configuration. When vehicle 110 is in motion, suspension damper 130 may absorb or suppress compression (bouncing) and rebound of frame 120. Suspension damper 130 may be referred to as and / or may be a vertical damper, strut, or any other suspension component that may provide damping for vehicle 110. Suspension damper 130 may be positioned at an angle between 70 and 110 degrees relative to the travel surface traveled by vehicle 110. In some cases, suspension damper 130 may be an active, semi-active, or passive damper, and may be a hydraulic damper. In an exemplary embodiment, the active or semi-active damper can be adjusted using measurements from the sensor suite 170 of the vehicle 110.

[0020] In some cases, suspension assembly 100 may include control arm 140. Control arm 140 can help operatively connect wheel assembly 150 to frame 120. Control arm 140 can be operatively connected to steering knuckle of wheel assembly 150 to allow wheel assembly 150 to move while maintaining wheel alignment.

[0021] In an exemplary embodiment, the suspension assembly 100 may include a bump damper 160. The bump damper 160 may be positioned close to the suspension damper 130. In some cases, the bump damper 160 may have the same orientation as the suspension damper 130 to provide additional damping in the same direction as the suspension damper 130. The bump damper 160 may provide additional damping in response to the suspension damper 130 experiencing a maximum compression event. A maximum compression event can be defined as an event in which the suspension damper 130 is fully compressed and provides the maximum possible damping for the suspension damper 130 in its current settings. In some cases, the bump damper 160 may be a hydraulic bump damper.

[0022] Immediately before or in response to a maximum compression event (e.g., traversing uneven terrain on an off-road path, encountering chassis inputs such as ruts or bumps), the bump damper 160 may engage and provide additional damping. Engagement of the bump damper 160 prevents or limits compression of the suspension assembly 100, and thus limits contact between components of the suspension assembly 100 or wheel assembly 150 and the frame 120 or other vehicle components. Compression of the suspension assembly 100 can be considered as an upward bounce, and recovery of the suspension assembly 100 from an upward bounce can be considered as a rebound. The position of the suspension assembly 100 outside of upward bounce and rebound can be considered as a stationary position. A stationary position can be defined as the position of the suspension assembly 100 in response to the vehicle 110 traversing a smooth driving surface or the position of the suspension assembly 100 according to factory design.

[0023] In some cases, bump damper 160 may be operatively coupled to frame 120 and control arm 140. For example, a first end 161 of bump damper 160 may be operatively coupled to frame 120, and a second end 162 of bump damper 160 may be operatively coupled to control arm 140. Bump damper 160 may also include a hydraulic bump damper and may include a body portion 163. Body portion 163 may include the hydraulic function of bump damper 160 and may be disposed between the first end 161 and the second end 162. The operative coupling of bump damper 160 at both the first end 161 and the second end 162 ensures a consistent contact point of bump damper 160 within suspension assembly 100 or vehicle 110. In some cases, the contact point of bump damper 160 may be located on, integrated into, or operatively coupled to control arm 140. Having consistent contact points on the control arm 140 for the bump buffer 160 can prevent incorrect contact between the bump buffer 160 and the suspension assembly 100, and can ensure that the suspension assembly 100 properly returns to a stationary position after bouncing and rebounding.

[0024] In an exemplary embodiment, operably connecting the bump buffer 160 at both the first end 161 and the second end 162 can improve the stability and performance of the bump buffer 160 and the suspension assembly 100. For example, due to the operable connection at both the first end 161 and the second end 162, the movement of the bump buffer 160 can follow a consistent path and can reduce the unknown loads experienced by the suspension assembly 100 and the vehicle 110. In this respect, the lateral load experienced by the suspension assembly 100 can be reduced compared to a typical suspension assembly because the control arm 140 has an additional connection point to the frame 120.

[0025] In some cases, the second end 162 of the bump buffer 160 may be operatively connected to the control arm 140 via the crank arm 200. The crank arm 200 may be operatively coupled to the second end 162 of the bump buffer 160 and may be operatively coupled to the control arm 140 at a location separate from the contact point. In an exemplary embodiment, the crank arm 200 may be integrated with the bump buffer 160.

[0026] In some cases, suspension assembly 100 may include sensor kit 170 and controller 180. Controller 180 may be configured to receive data from sensor kit 170 and may adjust vehicle 110 or suspension assembly 100 based on the data from sensor kit 170. Sensor kit 170 may include, but is not limited to, a chassis height sensor (or underbody height sensor), suspension height sensor, wheel speed sensor, accelerometer, camera, and GPS sensor. Sensor kit 170 may also be a component of an active suspension system and may be utilized by other vehicle assemblies and systems besides suspension assembly 100. Controller 180 may also be configured to control or send input to display 111 or speaker 112 of vehicle 110.

[0027] In an exemplary embodiment, controller 180 may be a control module. In some cases, controller 180 may include one or more control modules (i.e., sub-control modules or operatively coupled to other control modules). Controller 180 may include a processing circuitry system including a processor and memory. The processing circuitry system may be configured to provide electronic control inputs to one or more functional units of suspension assembly 100 and to process data received at or generated by one or more functional units of suspension assembly 100. Thus, according to an exemplary embodiment, the processing circuitry system may be configured to perform data processing, control function execution, and / or other processing and management services. In some embodiments, the processing circuitry system may be embodied as a semiconductor chip or chipset. In other words, the processing circuitry system may include one or more physical packages (e.g., chips) that include materials, components, and / or wires on a structural assembly (e.g., a substrate). The structural assembly may provide physical strength, size savings, and / or electrical interaction limitations for the component circuitry system included thereon. Thus, in some cases, the processing circuitry system may be configured to implement embodiments of the invention on a single chip or as a single "system-on-a-chip". Therefore, in some cases, a chip or chipset can constitute a component for performing one or more operations to provide the functionality described herein. In exemplary embodiments, other vehicle control modules may include similar processing circuitry systems.

[0028] Figure 2A outline view of a suspension assembly according to an exemplary embodiment is depicted. Figure 2 As shown, crank arm 200 directly and operably connects bump buffer 160 and control arm 140 to each other. Crank arm 200 may include a first crank arm end 201 and a second crank arm end 202. The first crank arm end 201 may be operably coupled to or integrated with a second end 162 of bump buffer 160. The second crank arm end 202 may be operably coupled to control arm 140 at a first position 141. In some cases, the first position 141 may be separate from the position of the integrated contact pad 240 integrated within control arm 140.

[0029] The integrated contact pad 240 can be the contact point between the bump damper 160 and the control arm 140 in response to maximum compression of the suspension damper 130. The integrated contact pad 240 can be formed directly in the control arm 140. In an exemplary embodiment, the bump damper 160 can engage with the integrated contact pad 240 via a crank arm 200. The crank arm 200 can engage and contact the integrated contact pad 240 via a hammer portion 210. The hammer portion 210 can be disposed at the first crank arm end 201.

[0030] The hammer portion 210 may include a contact surface 211. The contact surface 211 may engage and mat with the integrated contact pad 240 in response to maximum compression of the suspension damper, at which point the bump buffer 160 can provide additional damping. The contact surface 211 may be circular to limit contact with the integrated contact pad 240, thereby increasing the durability of the bump buffer 160, the contact surface 211, and the integrated contact pad 240.

[0031] In an exemplary embodiment, both the crank arm 200 and the control arm 140 may be made of the same material. The material may include, but is not limited to, aluminum, steel, or other metal alloys. In some cases, at least one of the contact surface 211 or the integrated contact pad 240 may include an elastomeric material to prevent metal-to-metal contact and limit noise caused by the engagement of the contact surface 211 and the integrated contact pad 240. The elastomeric material may include, but is not limited to, rubber, polymers, or other materials that allow quiet engagement between the contact surface 211 and the integrated contact pad 240.

[0032] In an exemplary embodiment, the crank arm 200 is pivotable at both a first crank arm end 201 and a second crank arm end 202. The first crank arm end 201 is pivotable at a second end 162 of the bump buffer 160 about a first reference line 101 extending in the X direction of the vehicle 110, and the second crank arm end 202 is pivotable at a first position 141 of the control arm 140 about a second reference line 102 extending in the X direction. In this respect, due to the pivotable extension of the crank arm 200 and therefore the bump buffer 160, the bump buffer 160 can have a greater range of motion than a typical bump buffer. The pivotable nature of the crank arm 200 and the fact that the crank arm 200 operatively connects the bump buffer 160 to the frame 120 and the control arm 140 both ensure that the hammer portion 210 (specifically, the contact surface 211) engages coherently with the control arm 140 (specifically, the integrated contact pad 240).

[0033] In some cases, the first end 161 of the bump damper 160 may also pivot about a third reference line 103 extending in the X direction at the connection point between the bump damper 160 and the frame 120. The connection point between the first end 161 of the bump damper 160 and the frame 120 may be a C-shaped linkage bracket 121 operably connected to the frame 120 using bushings or bearings. The pivotal connection of the first end 161, the second end 162, the first crank arm end 201, the second crank arm end 202, and the first position 141 of the control arm 140 may be formed via bushings, bearings, brackets, receiving ports, fasteners (e.g., screws, bolts, etc.) or any other combination of coupling mechanisms used to form the pivotal connection.

[0034] In some cases, the crank arm 200 may include a curved portion to increase the range of motion of the crank arm 200 and the bump damper 160. Because the crank arm 200 has a smaller coverage area, the range of motion can be increased, thus limiting potential interference to other components of the vehicle 110 and suspension assembly 100. The curved portion can also facilitate the interaction between the hammer portion 210 and the integrated contact pad 240 by providing increased clearance to the crank arm 200. In an exemplary embodiment, the first crank arm end 201 may be operatively coupled to the second end 162 of the bump damper 160 via a U-shaped bracket 221. The hammer portion 210 may include or be integrated with the U-shaped bracket 221. The U-shaped bracket 221 may receive a bushing or bearing of the second end 162 of the bump damper 160. A fastener assembly 122 may connect the U-shaped bracket 221 and the bushing or bearing of the second end 162. For example, the fastener assembly 122 may include bolts and nuts. The U-shaped bracket 221 can be any number of shapes other than U-shaped, as long as the function of the U-shaped bracket 221 is not modified.

[0035] Figures 3 to 5The bump damper, control arm, and crank arm, according to exemplary embodiments, are depicted during the stationary, bouncy, and rebound positions, respectively. In some cases, the suspension assembly 100 can be in a stationary position in response to the vehicle 110 being stationary or the vehicle 110 traversing a flat driving surface, such as... Figure 3 As shown. In this respect, the bump buffer 160 and control arm 140 may not be engaged, and the crank arm 200 may not be in the extended position.

[0036] In an exemplary embodiment, in response to the suspension assembly 100 being in a stationary position, the stationary position crank arm reference line 301 may extend substantially parallel to the point where the crank arm 200 is operatively connected to the bump damper 160 and the control arm 140, and the stationary position control arm reference line 302 may extend substantially parallel to the integrated contact pad 240. The stationary position crank arm reference line 301 and the stationary position control arm reference line 302 may form a first angle 303.

[0037] In some situations, in response to vehicle 110 experiencing an upward bounce (e.g., suspension assembly 100 compressing in response to bumps, landings, etc.), suspension assembly 100 can be in a position such as Figure 4 The indicated jump position. Figure 4 The up-hop position seen here can be in response to the maximum compression of the suspension damper 130, as the (hydraulic) bump buffer 160 is fully compressed. In the up-hop position, the hammer portion 210 (and therefore the contact surface 211) can engage with the control arm 140. In an exemplary embodiment, in response to the suspension assembly 100 being in the up-hop position, the up-hop position crank arm reference line 401 can extend substantially parallel to the point where the crank arm 200 is operatively connected to the bump buffer 160 and the control arm 140, and the up-hop position control arm reference line 402 can extend substantially parallel to the integrated contact pad 240. The up-hop position crank arm reference line 401 and the up-hop position control arm reference line 402 can form a second angle 403.

[0038] In some situations, after vehicle 110 experiences an upward bounce, suspension assembly 100 can rebound and remain in the rebound position, such as... Figure 5 As shown. The rebound position can be the position of the suspension assembly 100 before it returns to its stationary position after an upward bounce. In some cases, the rebound position can be a position extending beyond the stationary position before returning to the stationary position (e.g., as shown). Figure 5(As shown). In an exemplary embodiment, in response to the suspension assembly 100 being in the rebound position, the rebound position crank arm reference line 501 may extend substantially parallel to the point where the crank arm 200 is operatively connected to the bump damper 160 and the control arm 140, and the rebound position control arm reference line 502 may extend substantially parallel to the integrated contact pad 240. The rebound position crank arm reference line 501 and the rebound position control arm reference line 502 may form a third angle 503.

[0039] The first angle 303 (stationary position) can be the angle between the second angle 403 (upward jump position) and the third angle 503 (rebound position). The degrees of the first angle 303, the second angle 403, and the third angle 503 can all vary depending on the compression events experienced by the vehicle 110 and the suspension assembly 100. For example, the second angle 403 and the third angle 503 can have an inverse relationship. In this respect, the smaller the second angle 403, the larger the third angle 503 can be, because upward jump and rebound are directly related to each other (the greater the compression (or upward jump), the greater the rebound).

[0040] Figure 6 A perspective view of a suspension assembly according to an exemplary embodiment is shown. Figures 7 to 9 The bump damper, control arm, and crank arm, according to exemplary embodiments, are depicted during the stationary, bouncy, and rebound positions, respectively. In some cases, the suspension assembly 100 can be in a stationary position in response to the vehicle 110 being stationary or the vehicle 110 traversing a flat driving surface, such as... Figure 7 As shown. In this respect, the bump buffer 160 and control arm 140 may not be engaged, and the crank arm 200 may not be in the extended position.

[0041] In an exemplary embodiment, such as Figures 6 to 9 As shown, the integrated contact pad 240 can be replaced by a contact pad attachment 740 operably coupled to the control arm 140. The contact pad attachment 740 and the integrated contact pad 240 can share the same functionality, and the contact pad attachment 740 can be operably coupled to the control arm via various fasteners. In some cases, the contact pad attachment 740 can engage with the hammer portion 210 of the crank arm at a first contact pad attachment end 741 and can be operably coupled to the second crank arm end 202 at a second contact pad attachment end 742. In this respect, the second crank arm end 202 can pivot about a second reference line at the second contact pad attachment end 742.

[0042] In an exemplary embodiment, in response to the suspension assembly 100 being in a stationary position, the stationary position crank arm reference line 701 may extend substantially parallel to the point where the crank arm 200 is operatively connected to the bump damper 160 and the control arm 140, and the stationary position control arm reference line 702 may extend substantially parallel to the contact pad attachment 740. The stationary position crank arm reference line 701 and the stationary position control arm reference line 702 may form a first angle 703.

[0043] In some situations, in response to vehicle 110 experiencing an upward bounce (e.g., suspension assembly 100 compressing in response to bumps, landings, etc.), suspension assembly 100 can be in a position such as Figure 8 The indicated jump position. Figure 8 The observed up-hop position can be in response to the maximum compression of the suspension damper 130, as the (hydraulic) bump buffer 160 is fully compressed. In the up-hop position, the hammer portion 210 (and therefore the contact surface 211) can engage with the control arm (contact pad attachment 740). In an exemplary embodiment, in response to the suspension assembly 100 being in the up-hop position, the up-hop position crank arm reference line 801 can extend substantially parallel to the point where the crank arm 200 is operatively connected to the bump buffer 160 and the control arm 140, and the up-hop position control arm reference line 802 can extend substantially parallel to the contact pad attachment 740. The up-hop position crank arm reference line 801 and the up-hop position control arm reference line 802 can form a second angle 803.

[0044] In some situations, after vehicle 110 experiences an upward bounce, suspension assembly 100 can rebound and remain in the rebound position, such as... Figure 9 As shown. The rebound position can be the position of the suspension assembly 100 before it returns to its stationary position after an upward bounce. In some cases, the rebound position can be a position extending beyond the stationary position before returning to the stationary position (e.g., as shown). Figure 9 (As shown). In an exemplary embodiment, in response to the suspension assembly 100 being in the rebound position, the rebound position crank arm reference line 901 may extend substantially parallel to the point where the crank arm 200 is operatively connected to the bump damper 160 and the control arm 140, and the rebound position control arm reference line 902 may extend substantially parallel to the contact pad attachment 740. The rebound position crank arm reference line 901 and the rebound position control arm reference line 902 may form a third angle 903.

[0045] The first angle 703 (stationary position) can be the angle between the second angle 803 (upward jump position) and the third angle 903 (rebound position). The degrees of the first angle 703, the second angle 803, and the third angle 903 can all vary depending on the compression events experienced by the vehicle 110 and the suspension assembly 100. For example, the second angle 803 and the third angle 903 can have an inverse relationship. In this respect, the smaller the second angle 803, the larger the third angle 903 can be, because upward jump and rebound are directly related to each other (the greater the compression (or upward jump), the greater the rebound).

[0046] Figure 10A and Figure 10B Block diagrams depict the suspension assembly in the rebound position and the upward position according to an exemplary embodiment. Figure 10A As shown, in response to the vehicle 110 and suspension assembly 100 being in the rebound position, bump damper 160 and wheel assembly 150 can separate by a first distance D1 in the X direction. Figure 10B As shown, in response to the vehicle 110 and suspension assembly 100 being in an uplifted position, bump damper 160 and wheel assembly 150 can be separated by a second distance D2 in the X direction. In some cases, the second distance D2 can be smaller than the first distance D1 because, in response to the uplift, the pivoting of crank arm 200 can position bump damper 160 closer to wheel assembly 150. In this respect, the lateral load experienced by suspension assembly 100 and vehicle 110 can be reduced compared to a standard suspension assembly where the first distance D1 and the second distance D2 remain unchanged.

[0047] In some cases, controller 180 may use sensor data from sensor kit 170 located within or near suspension assembly 100 to send an indication to the operator of vehicle 110 that bump damper 160 may engage control arm 140. For example, sensor kit 170 may include a chassis height sensor. The chassis height sensor may collect chassis height data determined by monitoring the height of chassis 120 relative to suspension assembly 100 and / or wheel assembly 150. Controller 180 may use the chassis height data to determine whether a maximum compression event is likely to occur (e.g., bump damper 160 will engage control arm 140, suspension damper 130 will fully compress, etc.). In response to determining that a maximum compression event will occur, controller 180 may further determine the time until the maximum compression event occurs (e.g., pre-determine the maximum compression).

[0048] Utilizing the time preceding the occurrence of a maximum compression event, controller 180 is configured to transmit an instruction to the operator or trigger an additional system of vehicle 110 at the exact time of the maximum compression event. In some cases, the instruction may be an auditory instruction utilizing at least one of the speakers 112 of vehicle 110. The auditory instruction may include, but is not limited to, tones, chimes, rings, music, or tinkling sounds to indicate that bumper 160 engages with control arm 140. In some cases, the instruction may be a visual instruction utilizing at least one of the displays 111 of vehicle 110. The visual instruction may include, but is not limited to, animations or messages on a head-up display.

[0049] In an exemplary embodiment, the additional system for vehicle 110 may be a camera system or a capture system. The camera system or capture system may use various internal and external cameras of vehicle 110 (e.g., dashcams, reversing cameras, side cameras, rearview cameras, cabin cameras, etc.) to capture events of vehicle 110. In some cases, the cameras may be included in sensor suite 170. At the time of a maximum compression event, controller 180 may be configured to trigger the camera system or capture system to collect video or images of the environment or cabin at the exact time of the maximum compression. For example, the camera system or capture system may utilize a reversing camera to record another vehicle immediately following vehicle 110 across an off-road path. In some cases, controller 210 may be configured to activate the camera system or capture system for a period of time before and after the maximum compression event to record a complete response to the vehicle event that caused the maximum compression event.

[0050] Therefore, a suspension assembly for a vehicle can be provided. The suspension assembly may include: a bump damper operatively coupled to the vehicle's frame to provide additional damping in response to maximum compression of the suspension dampers during a compression event; a control arm operatively coupled to the frame and the vehicle's wheel assembly; and a crank arm operatively coupled between the bump damper and the control arm. A first end of the crank arm is operatively coupled to the bump damper, and a second end of the crank arm is operatively coupled to the control arm. The bump damper is pivotable at the first end of the crank arm about a first reference line extending in the X direction of the vehicle, and the second end of the crank arm is pivotable at the control arm about a second reference line extending in the X direction.

[0051] The suspension assembly of a vehicle in some embodiments may include additional features, modifications, extensions, etc., to achieve additional objectives or enhance the performance of the suspension assembly. These additional features, modifications, extensions, etc., can be added in any combination with each other. The following is a list of various additional features, modifications, and extensions, which can be added individually or in any combination with each other. For example, a bump damper and wheel assembly may be separated in the X direction by a first distance during a bounce of the suspension assembly, and the bump damper and wheel assembly may be separated in the X direction by a second distance during a rebound of the suspension assembly, and the first distance may be less than the second distance. In some cases, the crank arm may be curved to increase the range of motion of the crank arm. In an exemplary embodiment, the crank arm may include a hammer portion disposed at a first end of the crank arm, and the crank arm may engage a contact pad in response to a bounce. In some cases, the contact pad may be integrated into or operatively coupled to a control arm. In an exemplary embodiment, a second end of the crank arm and the contact pad may be disposed at different locations on the control arm. In some cases, one of the contact pad or the hammer portion may include an elastomeric material. In an exemplary embodiment, the hammer portion and crank arm may engage only during upswing. In some cases, the hammer portion may be rounded to limit contact between the control arm and the bump damper. In an exemplary embodiment, the suspension assembly may also include a sensor suite and a controller. The sensor suite may include a chassis height sensor, and the controller may be configured to predetermine the maximum compression of the suspension damper based on chassis height data determined by the chassis height sensor. In some cases, in response to the controller predetermining the maximum compression of the suspension damper, an indication may be transmitted to the vehicle operator at the time of maximum compression of the suspension damper. In an exemplary embodiment, the indication may be an audible indication via a vehicle speaker or a visual indication via a vehicle display. In some cases, the sensor suite may include a camera, and in response to the controller predetermining the maximum compression of the suspension damper, the controller may be configured to capture video using the camera at the time of maximum compression of the suspension damper.

[0052] A bump damper for a suspension assembly of a vehicle, as illustrated in an exemplary embodiment, may be provided. The bump damper includes: a first end operatively coupled to the vehicle's frame; a body portion for providing additional damping in response to maximum compression of a suspension damper during a compression event; and a second end operatively coupled to a crank arm. The crank arm may operatively couple the second end to a control arm, a first crank arm end of the crank arm may be operatively coupled to the second end, and a second crank arm end of the crank arm may be operatively coupled to the control arm. The bump damper may pivot at the first crank arm end about a first reference line extending in an X direction of the vehicle, and the second crank arm end may pivot at the control arm about a second reference line extending in the X direction.

[0053] 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.

[0054] The operations described herein should always be performed in accordance with the user manual and security guidelines.

[0055] According to the present invention, a suspension assembly for a vehicle is provided, comprising: a bump damper operably coupled to the frame of the vehicle to provide additional damping in response to maximum compression of the suspension damper during a compression event; a control arm operably coupled to the frame and a wheel assembly of the vehicle; and a crank arm operably coupled between the bump damper and the control arm, wherein a first end of the crank arm is operably coupled to the bump damper, and a second end of the crank arm is operably coupled to the control arm, wherein the bump damper is pivotable at the first end of the crank arm about a first reference line extending in an X direction of the vehicle, and wherein the second end of the crank arm is pivotable at the control arm about a second reference line extending in the X direction.

[0056] According to one embodiment, the bump damper and the wheel assembly are separated by a first distance in the X direction during the up bounce of the suspension assembly, wherein the bump damper and the wheel assembly are separated by a second distance in the X direction during the rebound of the suspension assembly, and wherein the first distance is less than the second distance.

[0057] According to one embodiment, the crank arm is curved to increase the range of motion of the crank arm.

[0058] According to one embodiment, the crank arm includes a hammer portion disposed at the first end of the crank arm, and wherein the crank arm engages a contact pad in response to an upward bounce.

[0059] According to one embodiment, the contact pad is integrated into the control arm or operatively coupled to the control arm.

[0060] According to one embodiment, the second end of the crank arm and the contact pad are disposed at different locations on the control arm.

[0061] According to one embodiment, one of the contact pads or the hammer portion comprises an elastomeric material.

[0062] According to one embodiment, the hammer portion and the crank arm engage only during the upward bounce.

[0063] According to one embodiment, the hammer portion is circular to limit contact between the control arm and the bump buffer.

[0064] According to one embodiment, the invention is further characterized by a sensor kit and a controller, wherein the sensor kit includes a chassis height sensor, and wherein the controller is configured to pre-determine the maximum compression of the suspension damper based on chassis height data determined by the chassis height sensor.

[0065] According to one embodiment, in response to the controller pre-determining the maximum compression of the suspension damper, an instruction is transmitted to the vehicle operator when the suspension damper is at its maximum compression.

[0066] According to one embodiment, the indication is an audible indication via a speaker of the vehicle or a visual indication via a display of the vehicle.

[0067] According to one embodiment, the sensor group includes a camera, and wherein, in response to the controller pre-determining the maximum compression of the suspension damper, the controller is configured to use the camera to capture video during the maximum compression of the suspension damper.

[0068] According to the present invention, a bump damper for a suspension assembly of a vehicle is provided, comprising: a first end operably coupled to the frame of the vehicle; a body portion for providing additional damping in response to maximum compression of the suspension damper during a compression event; and a second end operably coupled to a crank arm, wherein the crank arm operably coupled the second end to a control arm, wherein a first crank arm end of the crank arm is operably coupled to the second end, and a second crank arm end of the crank arm is operably coupled to the control arm, wherein the bump damper is pivotable at the first crank arm end about a first reference line extending in the X direction of the vehicle, and wherein the second crank arm end is pivotable at the control arm about a second reference line extending in the X direction.

[0069] According to one embodiment, the crank arm is curved to increase the range of motion of the crank arm.

[0070] According to one embodiment, the crank arm includes a hammer portion disposed at the end of the first crank arm, and wherein the crank arm engages a contact pad in response to an upward bounce.

[0071] According to one embodiment, the contact pad is integrated into the control arm or operatively coupled to the control arm.

[0072] According to one embodiment, the second crank arm end and the contact pad are disposed at different locations on the control arm.

[0073] According to one embodiment, one of the contact pads or the hammer portion comprises an elastomeric material.

[0074] According to one embodiment, the hammer portion and the crank arm engage only during the upward bounce.

Claims

1. A suspension assembly for a vehicle, the suspension assembly comprising: Bumper buffer, operably coupled to the vehicle frame to provide additional damping in response to maximum compression of the suspension dampers during a compression event; A control arm operably coupled to the frame and the wheel assembly of the vehicle; as well as A crank arm, operably connected between the bump buffer and the control arm. The first end of the crank arm is operably coupled to the bump damper, and the second end of the crank arm is operably coupled to the control arm. The bump damper is pivotable at the first end of the crank arm about a first reference line extending in the X direction of the vehicle, and The second end of the crank arm is capable of pivoting at the control arm about a second reference line extending in the X direction.

2. The suspension assembly of claim 1, wherein the bump damper and the wheel assembly are separated by a first distance in the X direction during the uplift of the suspension assembly. The bump damper and the wheel assembly are separated by a second distance in the X direction during the rebound of the suspension assembly, and The first distance is less than the second distance.

3. The suspension assembly of claim 1, wherein the crank arm is bent to increase the range of motion of the crank arm.

4. The suspension assembly of claim 1, wherein the crank arm includes a hammer portion disposed at the first end of the crank arm, and The crank arm engages the contact pad in response to an upward bounce.

5. The suspension assembly of claim 4, wherein the contact pad is integrated into the control arm or operatively coupled to the control arm.

6. The suspension assembly of claim 5, wherein the second end of the crank arm and the contact pad are disposed at different locations on the control arm.

7. The suspension assembly of claim 4, wherein one of the contact pads or the hammer portion comprises an elastomeric material. The hammer section and the crank arm engage only during the upward bounce, or The hammer portion is circular to limit contact between the control arm and the bump buffer.

8. The suspension assembly of claim 1, further comprising a sensor kit and a controller, The sensor kit mentioned above includes a chassis height sensor, and The controller is configured to predetermine the maximum compression of the suspension damper based on the frame height data determined by the frame height sensor.

9. The suspension assembly of claim 8, wherein, in response to the controller pre-determining the maximum compression of the suspension damper, an instruction is transmitted to the vehicle operator at the time of maximum compression of the suspension damper, and The indicated indication is either an audible indication via the vehicle's speakers or a visual indication via the vehicle's display.

10. The suspension assembly of claim 8, wherein the sensor suite includes a camera, and In response to the controller pre-determining the maximum compression of the suspension damper, the controller is configured to use the camera to capture video during the maximum compression of the suspension damper.

11. A bump damper for a suspension assembly of a vehicle, the bump damper comprising: A first end, the first end being operatively connected to the vehicle frame; The main body portion is used to provide additional damping in response to the maximum compression of the suspension damper during a compression event; as well as The second end, the second end being operatively connected to the crank arm, The crank arm operably connects the second end to the control arm. The first crank arm end of the crank arm is operably coupled to the second end, and the second crank arm end of the crank arm is operably coupled to the control arm. The bump damper is pivotable at the end of the first crank arm about a first reference line extending in the X direction of the vehicle, and The second crank arm end is capable of pivoting at the control arm about a second reference line extending in the X direction.

12. The bump damper of claim 11, wherein the crank arm is bent to increase the range of motion of the crank arm.

13. The bump damper of claim 11, wherein the crank arm includes a hammer portion disposed at the end of the first crank arm, and The crank arm engages the contact pad in response to an upward bounce.

14. The bump buffer of claim 13, wherein the contact pad is integrated into or operably coupled to the control arm, and The second crank arm end and the contact pad are located at different positions on the control arm.

15. The bump buffer of claim 13, wherein one of the contact pads or the hammer portion comprises an elastomeric material, or The hammer section and the crank arm engage only during the upward bounce.

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