Spring seat mounting mechanism for a jounce bumper

Abstract

A suspension assembly can include a suspension damper to provide damping during a compression event, a jounce bumper to provide damping during the compression event in response to a maximum compression of the suspension damper, an axle operably coupled to a wheel assembly of a vehicle, and a spring perch operably coupled to the axle and configured to operably couple the jounce bumper and the axle. The jounce bumper can extend through the spring perch and be operably coupled to the spring perch via a flange mount.

Description

Technical Field

[0001] The example embodiment generally relates to suspension assembly components, and more specifically to a spring seat mounted bump damper. Background Technology

[0002] Bump dampers are common add-ons to suspension assemblies to increase additional damping. At the end of suspension travel, the bump damper complements the main suspension damper, which is at full compression, to provide further damping within the suspension assembly. However, the more complex the suspension assembly becomes, the more limited the space within it may become. Furthermore, since bump dampers assist suspension dampers, placing them close to the dampers can improve the suspension assembly's response efficiency to compression events. Therefore, a spring-mounted bump damper may be desirable. Summary of the Invention

[0003] According to an example embodiment, a suspension assembly for a vehicle can therefore be provided. The suspension assembly may include: a suspension damper for providing damping during a compression event; a bump damper for providing damping in response to maximum compression of the suspension damper during a compression event; an axle operatively coupled to a wheel assembly of the vehicle; and a spring seat operatively coupled to the axle and configured to operatively couple the bump damper and the axle. The bump damper may extend through the spring seat and be operatively coupled to the spring seat via a flange mount.

[0004] In another example embodiment, a flange mount for a vehicle's suspension assembly may be provided. The flange mount may include: a first portion operatively coupled to a bump damper of the suspension assembly; and a second portion operatively coupled to a spring seat of the suspension assembly. The spring seat may be operatively coupled to the vehicle's axle and may be configured to operatively couple the bump damper and the axle. The bump damper may provide damping in response to maximum compression of the suspension damper during a compression event, and the bump damper may extend through the spring seat and be operatively coupled to the spring seat via the flange mount. 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 example embodiment is depicted; Figure 2 A perspective view of a suspension assembly for a vehicle according to an example embodiment is shown; Figure 3A perspective view of a suspension assembly for a vehicle in a bumpy position, according to an example embodiment, is depicted. Figure 4 A partial cross-sectional view of a suspension assembly for a vehicle according to an example embodiment is shown; Figure 5 A lower view of a suspension assembly for a vehicle according to an example embodiment is depicted; and Figure 6 An exploded view of a suspension assembly for a vehicle according to an example embodiment is shown. Detailed Implementation

[0006] Some exemplary embodiments will now be described more fully below with reference to the accompanying drawings, which illustrate some, but not all, of the 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 throughout refer to the same elements. Furthermore, as used herein, the term “or” will be interpreted as a logical operator that produces a true result whenever one or more of its operands are true. As used herein, an operable connection should be understood to involve direct or indirect connections, in either case of which the connection enables the functional interconnection of components operably linked to each other.

[0007] 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.

[0008] Some exemplary embodiments described herein can solve the above-mentioned problems. In this regard, for example, some embodiments can provide a spring-mounted bump damper to improve vehicle performance. Therefore, adding a spring-mounted bump damper can improve operator comfort and suspension assembly efficiency.

[0009] Figure 1 A block diagram of a suspension assembly 100 for a vehicle 110 according to an example embodiment is shown. Figure 1As shown, in some cases, vehicle 110 may include frame 120. In an example embodiment, frame 120 may be the chassis or body of vehicle 110. In some cases, chassis or frame 120 may support vehicle 110 and may form the basic structure of said vehicle. In an example embodiment, chassis and frame may be formed by one or more cast subframes, and suspension dampers 130 may be operatively coupled to chassis or frame 120 to aid in damping movement of axle 140 relative to chassis or frame 120.

[0010] In some cases, suspension damper 130 may be one or more vertical dampers. When vehicle 110 is in motion, suspension damper 130 may absorb or dampen compression (bumps) and rebound of frame 120. Suspension damper 130 may be referred to as and / or may be a coil spring, shock absorber, strut, or any other suspension component that may dampen vehicle 110.

[0011] In some cases, suspension assembly 100 may include an axle 140 and / or be coupled to said axle. Axle 140 can help operatively connect instances of wheel assemblies 115 to each other. Axle 140 may be operatively coupled to frame 120 via suspension damper 130, and suspension damper 130 can absorb forces typically applied to axle 140. In an example embodiment, suspension damper 130 may be operatively coupled to frame 120 via spring reservoir 150. Spring reservoir 150 may receive a first end of suspension damper 130. For example, if suspension damper 130 is a coil spring, spring reservoir 150 may receive and anchor the end of the coil spring to limit rotation of the coil spring during compression events. In some cases, suspension damper 130 may be operatively coupled to axle 140 via spring seat 160. Spring seat 160 can be operatively directly coupled to axle 140 and can receive a second end of suspension damper 130. For example, similar to spring barrel 150, when the suspension damper is a coil spring, spring seat 160 can also receive and anchor the end of the coil spring to limit the rotation of the coil spring during compression events.

[0012] In an example embodiment, the suspension assembly 100 may include a bump damper 170. The bump damper 170 may be positioned close to the suspension damper 130. In some cases, the bump damper 170 may have the same orientation as the suspension damper 130 to provide additional damping in the same direction as the suspension damper 130. For example, if the suspension damper 130 is a coil spring, the bump damper 170 may be positioned along the longitudinal centerline of the coil spring. The bump damper 170 may provide additional damping in response to the suspension damper 130 experiencing a maximum compression event. A maximum compression event can be defined as the event in which the suspension damper 130 is fully compressed and provides the maximum possible damping of the suspension damper 130 under its current settings. In some cases, the bump damper 170 may be a hydraulic bump damper.

[0013] Immediately before or in response to a maximum compression event (e.g., traversing uneven terrain on an off-road path, encountering certain chassis inputs such as ruts or bumps), the bump damper 170 may engage a portion of the frame 120 to provide additional damping. Engagement of the bump damper 170 may prevent or limit compression of the suspension assembly 100, and thus limit contact between components of the suspension assembly 100, axle 140, or wheel assembly and the frame 120 or other vehicle components. Compression of the suspension assembly 100 can be considered a bump, and recovery of the suspension assembly 100 from a bump can be considered a rebound. The position of the suspension assembly 100 outside of bumps and rebounds can be considered 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.

[0014] In some cases, bump buffer 170 may be operatively coupled to axle 140. For example, bump buffer 170 may be operatively coupled to axle 140 via spring seat 160. Bump buffer 170 may be operatively coupled to spring seat 160 via flange mount 180. Flange mount 180 may be operatively coupled to or integrated with bump buffer 170. In an example embodiment, flange mount 180 may be operatively coupled directly to a portion of spring seat 160, and thus bump buffer 170 may be operatively coupled to axle 140 and vehicle 110.

[0015] In some cases, in response to maximum compression, the bump damper 170 may engage at a contact point provided on the frame 120. The contact point of the bump damper 170 may be located on the frame 120, integrated into the frame, or operatively coupled to the frame. Having a consistent contact point on the frame 120 for the bump damper 170 prevents improper contact between the bump damper 170 and the suspension assembly 100 and ensures proper return to a stationary position after bumps and rebounds of the suspension assembly 100. In an example embodiment, the contact point may be a slammer 190. The slammer 190 may be operatively coupled to the frame 120. In some cases, the slammer 190 may be located within or operatively coupled to the spring reservoir 150. In this respect, similar to how the bump damper 170 may be surrounded by the suspension damper 130, the slammer 190 may be surrounded by the spring reservoir 150.

[0016] In some cases, suspension assembly 100 may include sensor kit 200 and controller 210. Controller 210 may be configured to receive data from sensor kit 200 and may adjust vehicle 110 or suspension assembly 100 based on the data from sensor kit 200. Sensor kit 200 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 200 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 210 may also be configured to control inputs or send inputs to display 111 or speaker 112 of vehicle 110.

[0017] In an example embodiment, controller 210 may be a control module. In some cases, controller 210 may include one or more control modules (i.e., sub-control modules or operatively coupled to other control modules). Controller 210 may include a processing circuitry system including a processor and memory. The processing circuitry system may be configured to provide electronic control of 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 the example 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 example embodiments, other vehicle control modules may include similar processing circuitry systems.

[0018] Figure 2 and Figure 3 A contour view of a suspension assembly according to an example embodiment is depicted. Figure 2 As shown, the bump buffer 170 may be partially or completely surrounded by the suspension damper 130 (e.g., a coil spring) or other components of the suspension assembly 100 (e.g., spring seat 160, flange mount 180, etc.). In this respect, the bump buffer 170 may provide additional damping at the same location where the suspension damper 130 provides damping in response to the maximum compression of the suspension damper 130. In some cases, the suspension assembly 100 may be positioned as follows: Figure 3 The bumpy conditions shown and the situation as described Figure 2 The rebound or stationary state is shown. The bump buffer 170 can respond to a bump experienced under maximum or full compression and contact the impact plate 190 within the spring barrel 150, as... Figure 3As shown. Otherwise, the bump buffer 170 may not contact the impact plate 190 or the frame 120 outside of bumps. The bump buffer 170 may include an elastomer end 171. The elastomer end 171 may contact the impact plate 190 in response to maximum compression. The elastomer end 171 may be rubber, polymer, or other elastomeric material to limit noise caused by contact between the bump buffer 170 and the impact plate 190. The elastomer end 171 may be rounded to limit contact with the impact plate 190, thereby increasing the durability of the bump buffer 170, the impact plate 190, and the elastomer end 171.

[0019] Figure 4 A diagonal cross-sectional view of a suspension assembly according to an example embodiment is depicted. Figure 5 and Figure 6 A lower view and an exploded view of the suspension assembly according to an example embodiment are shown respectively. Figure 4 A partial cross-section of the suspension damper 130, spring bucket 150, bumper 190, and frame 120 is shown. Figure 4 As shown, the bumper 190 can be integrated within the spring bucket 150. The bumper 190 can be positioned along the center of the suspension damper 130. The center reference line 131 can represent the center or longitudinal centerline of the suspension damper 130. In addition to the bumper 190, the spring bucket 150 and the bump buffer 170 can be positioned and / or aligned with the common axis and / or longitudinal centerline of the suspension damper 130.

[0020] Additionally, the spring seat 160 and flange mount 180 can also be at least partially aligned with the longitudinal centerline of the suspension damper 130. The spring seat 160 and flange mount 180 can be operably coupled to each other via a first coupling assembly 161. The first coupling assembly 161 may include a set of nuts and bolts for removably and operably coupling the spring seat 160 and flange mount 180 to each other. The set of nuts and bolts may extend and securely pass through corresponding receiving orifices provided on both the spring seat 160 and flange mount 180.

[0021] In some cases, the spring seat 160 can be operatively coupled to the axle 140 via a second coupling assembly 162. The second coupling assembly 162 may also include a set of nuts and bolts for removably and operatively coupling the spring seat 160 and the axle 140. The spring seat 160 can be operatively coupled to the axle 140 via a spring seat bracket 141 disposed on the axle 140. The spring seat bracket 141 can be integrated with or operatively coupled to the axle 140. The spring seat bracket 141 can extend substantially perpendicular to the axle extension 142, and the spring seat bracket 141 may include a plurality of receiving apertures to receive the second coupling assembly 162. The spring seat bracket 141 may be a C-shaped bracket, and the sides of the C-shaped bracket may extend around the axle coupling portion 165 of the spring seat 160. In other words, the axle coupling portion 165 may be sandwiched between the sides of the spring seat bracket 141. In some cases, the spring seat bracket 141 may be a single planar extension that extends substantially parallel to the axle connection portion 165.

[0022] The spring seat 160 and the flange mount 180 may each have a spring seat bumper receiving aperture 166 and a flange mount bumper receiving aperture 186, respectively. The spring seat bumper receiving aperture 166 and the flange mount bumper receiving aperture 186 can be aligned along the center reference line 131 and receive the bumper 170. The bumper 170 can fit snugly within the spring seat bumper receiving aperture 166 to prevent noise and increase stability.

[0023] The flange mount bumper receiving port 186 can be integrated with the body portion of the bumper 170 to integrate the flange mount 180 into the bumper 170. For example, the flange mount bumper receiving port 186 can be welded to the bumper 170. In this respect, the bumper 170 can be anchored and secured to the axle 140 via the spring seat 160 and the flange mount 180. Alternatively, in some cases, the bumper 170 and the flange mount 180 can be integrated during manufacturing. In this respect, the installation and / or replacement of the bumper 170 and the flange mount 180 within the suspension assembly 100 can be performed easily and efficiently. Since the bumper 170 can extend through both the spring seat bumper receiving port 166 and the flange mount bumper receiving port 186, the additional support for the bumper 170 can limit the lateral loads experienced by the bumper 170.

[0024] In some cases, the flange mount 180 may include a first flange mount portion 181 and a second flange mount portion 182. The first flange mount portion 181 may include a flange mount bumper receiving aperture 186, and the second flange mount portion 182 may include a corresponding receiving aperture for operably connecting the flange mount 180 and the spring seat 160 via bolts inserted through it. The first flange mount portion 181 may be located at the end of the second flange mount portion 182 near the suspension damper 130. The flange mount 180 may not overlap with the suspension damper 130 in the Z direction.

[0025] Spring seat 160 and flange mount 180 may extend substantially parallel to each other. Both spring seat 160 and flange mount 180 may be curved. For example, both spring seat 160 and the second flange mount portion 182 may be concave. Therefore, spring seat 160 and the second flange mount portion 182 may share the same concavity. In an example embodiment, spring seat 160 and the second flange mount portion 182 may not extend by the same amount in the direction about the center reference line 131. The second flange mount portion 182 may extend sufficiently in the direction about the center reference line 131 to ensure the stability of its corresponding receiving orifice (e.g., by ensuring sufficient material is provided around each side of the receiving orifice to allow robust support for bolted connections). In some cases, spring seat 160 may extend a greater distance in the direction about the center reference line 131 than the second flange mount portion 182. The spring seat 160 may not extend fully around the center reference line 131 because the additional material required for full extension could add unnecessary weight, potentially restrict access to the flange mount 180 and bump damper 170 for replacement or installation purposes, and might not provide any substantial performance improvement. For example, the suspension assembly 100 could allow for the installation and / or replacement of the bump damper 170 and flange mount 180 without removing or modifying other components of the suspension assembly 100. In this respect, the bump damper 170 can be installed without adjusting the suspension damper 130, axle 140, spring holder 150, and spring seat 160.

[0026] The recessed portion of the spring seat 160 can extend between 90 degrees (π / 2 radians) and 180 degrees (π radians) in the direction surrounding the center reference line 131. The second flange mount portion 182 can extend between 15 degrees and 45 degrees in the direction surrounding the center reference line 131. In this respect, the flange mount 180 can be completely disposed within the contour of the spring seat 160, such that the flange mount 180 completely overlaps with the spring seat 160 in the X and Z directions. In some cases, the first coupling assembly 161 and the second coupling assembly 162 can be misaligned or offset from each other. For example, the first coupling assembly 161 and the second coupling assembly 162 can be oriented or misaligned at a 45-degree angle to each other.

[0027] In an example embodiment, the spring seat 160 may also include a spring shelf 163. The spring shelf 163 may be disposed on the upper portion of the spring seat 160 near the suspension damper 130. The spring shelf 163 may include a spring shelf bumper receiving aperture 164 to receive a bumper damper 170. The spring shelf 163 may reduce wear on the spring seat 160 from the suspension damper 130, and the spring shelf 163 may be more easily replaceable than the spring seat 160.

[0028] In some cases, components of the suspension assembly 100 (e.g., frame 120, axle 140, spring holder 150, spring seat 160, flange mount 180, bumper 190, etc.) may be made of aluminum, steel, metal alloys, or other robust materials capable of withstanding vehicle loads. Some components or portions of components (e.g., elastomer end 171, bumper 190, spring bracket 163, etc.) may also be formed with or covered with an elastomeric material to prevent metal-to-metal contact, which could generate unwanted noise for the operator or passengers of the vehicle 110.

[0029] In some cases, the center reference line 131 may extend along the Z-direction of the vehicle 110 and may be substantially perpendicular to the direction of the axle extension 142. However, in the example embodiment, the center reference line 131 may be slightly angled away from the Z-direction of the vehicle 110. The angle of the center reference line 131 may be between 10 degrees and 40 degrees relative to the Z-direction of the vehicle 110. In some cases, the centers of the spring seat 160 and the spring bucket 150 may not be aligned with each other, which may cause the suspension damper 130 to bend slightly.

[0030] In some cases, controller 210 may use sensor data from sensor kit 200 located within or near suspension assembly 100 to send an indication to the operator of vehicle 110 that bump damper 170 may engage with impact plate 190. For example, sensor kit 200 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. Controller 210 may use the chassis height data to determine whether a maximum compression event is likely to occur (e.g., whether bump damper 170 will engage with impact plate 190, whether suspension damper 130 will fully compress, etc.). In response to determining that a maximum compression event will occur, controller 210 may further determine the time elapsed until the maximum compression event occurs (e.g., pre-determining the maximum compression).

[0031] Utilizing the time elapsed since the occurrence of the maximum compression event, controller 210 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, bells, music, or tinkling sounds to indicate that bumper 170 engages with bumper 190. 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.

[0032] In an example 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 200. At the time of a maximum compression event, controller 210 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.

[0033] Therefore, a suspension assembly for a vehicle can be provided. The suspension assembly may include: a suspension damper for providing damping during a compression event; a bump damper for providing damping in response to maximum compression of the suspension damper during a compression event; an axle operatively connected to a wheel assembly of the vehicle; and a spring seat operatively connected to the axle and configured to operatively connect the bump damper and the axle. The bump damper may extend through the spring seat and be operatively connected to the spring seat via a flange mount.

[0034] Some embodiments of a vehicle's suspension assembly 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 of each other. The following is a list of various additional features, modifications, and extensions, which can be added individually or in any combination of each other. For example, a suspension damper may include a coil spring, and in response to the coil spring being operably coupled to a spring seat, a bump damper may extend along the center of the coil spring in the Z-direction of the vehicle. In some cases, the flange mount and the coil spring may not overlap. In an example embodiment, the flange mount may be completely disposed within the profile of the spring seat. In some cases, the spring seat may be operably coupled to the axle via a first fastening device, and the flange mount may be operably coupled to the spring seat via a second fastening device. In some cases, the spring seat may be disposed between the axle and the flange mount. In an example embodiment, the flange mount may be integrally formed with the bump damper before the flange mount is operably coupled to the spring seat. In some cases, the bumper can be operatively coupled to the flange mount via a receiving aperture. In an example embodiment, the spring seat can be at an angle between 5 and 30 degrees relative to the vehicle extending through the axle in the Z direction. In some cases, the spring bucket is operatively coupled to the vehicle frame, and the spring bucket can be aligned with the spring seat along a common axis and configured to abut the bumper. In an example embodiment, the spring bucket may include a slap plate aligned with the spring seat along a common axis and configured to abut the bumper, and the slap plate can be configured to receive the elastomeric end of the bumper in response to the vehicle experiencing maximum compression. In some cases, the flange mount can be located in a recessed portion of the spring seat. In an example embodiment, the recessed portion can extend between π / 2 radians and π radians.

[0035] A flange mount for a vehicle suspension assembly can be provided. The flange mount may include: a first portion operatively coupled to a bump damper of the suspension assembly; and a second portion operatively coupled to a spring seat of the suspension assembly. The spring seat may be operatively coupled to an axle of the vehicle and can be configured to operatively couple the bump damper and the axle. The bump damper may provide damping in response to maximum compression of the suspension damper during a compression event, and the bump damper may extend through the spring seat and be operatively coupled to the spring seat via the flange mount.

[0036] 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 apply 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.

[0037] The operations described herein should always be performed in accordance with the user manual and security guidelines.

[0038] According to the present invention, a suspension assembly for a vehicle is provided, the suspension assembly comprising: a suspension damper for providing damping during a compression event; a bump damper for providing damping in response to maximum compression of the suspension damper during a compression event; an axle operatively coupled to a wheel assembly of the vehicle; and a spring seat operatively coupled to the axle and configured to operatively couple the bump damper and the axle, wherein the bump damper extends through the spring seat and is operatively coupled to the spring seat via a flange mount.

[0039] According to an embodiment, the suspension damper includes a coil spring, and wherein, in response to the coil spring being operably coupled to a spring seat, a bump damper extends along the center of the coil spring.

[0040] According to the embodiment, the flange mount and the coil spring do not overlap in the Z direction of the vehicle.

[0041] According to an embodiment, the flange mount is completely disposed within the contour of the spring seat.

[0042] According to an embodiment, the spring seat is operably connected to the axle via a first fastening device, and wherein the flange mount is operably connected to the spring seat via a second fastening device.

[0043] According to an embodiment, the spring seat is disposed between the axle and the flange mount.

[0044] According to an embodiment, the flange mount is integrally formed with the bumper buffer before the flange mount is operably coupled to the spring seat.

[0045] According to an embodiment, the bumper is operatively connected to the flange mount via a receiving port of the flange mount.

[0046] According to an embodiment, the spring seat is at an angle between 5 and 30 degrees away from the axle in the Z direction, which extends through the axle.

[0047] According to an embodiment, the spring bucket is operatively coupled to the vehicle frame, and wherein the spring bucket is aligned with the spring seat along a common axis and configured to dock with the bump damper.

[0048] According to an embodiment, the spring bucket includes a bumper plate aligned along a common axis, wherein the bumper plate is configured to receive the elastomeric end of a bump damper in response to the vehicle experiencing maximum compression.

[0049] According to an embodiment, the flange mounting member is disposed in the recessed portion of the spring seat.

[0050] According to an embodiment, the recessed portion extends between π / 2 radians and π radians.

[0051] According to the present invention, a flange mount for a vehicle suspension assembly is provided, the flange mount having: a first portion operatively coupled to a bump damper of the suspension assembly; and a second portion operatively coupled to a spring seat of the suspension assembly, wherein the spring seat is operatively coupled to an axle of the vehicle and configured to operatively couple the bump damper and the axle, wherein the bump damper provides damping in response to maximum compression of the suspension damper during a compression event, and wherein the bump damper extends through the spring seat and is operatively coupled to the spring seat via the flange mount.

[0052] According to an embodiment, the suspension damper includes a coil spring, and wherein, in response to the coil spring being operably coupled to a spring seat, a bump damper extends along the center of the coil spring in the Z direction of the vehicle.

[0053] According to the embodiment, the flange mount and the helical spring do not overlap.

[0054] According to an embodiment, the flange mount is completely disposed within the contour of the spring seat.

[0055] According to an embodiment, the spring seat is operably connected to the axle via a first fastening device, and wherein the flange mount is operably connected to the spring seat via a second fastening device.

[0056] According to an embodiment, the spring seat is disposed between the axle and the flange mount.

[0057] According to an embodiment, the flange mount is integrally formed with the bumper buffer before the flange mount is operably coupled to the spring seat.

Claims

1. A suspension assembly for a vehicle, the suspension assembly comprising: A suspension damper for providing damping during compression events; A bump damper, the bump damper being used to provide damping in response to maximum compression of the suspension damper during the compression event; An axle operatively connected to the wheel assembly of the vehicle; as well as A spring seat, operably connected to the axle and configured to operably connect the bump buffer and the axle. The bump buffer extends through the spring seat and is operably coupled to the spring seat via a flange mount.

2. The suspension assembly of claim 1, wherein the suspension damper comprises a coil spring, and The bump damper extends along the center of the helical spring, wherein the helical spring is operably coupled to the spring seat in response to the helical spring.

3. The suspension assembly of claim 2, wherein the flange mount and the coil spring do not overlap in the Z direction of the vehicle.

4. The suspension assembly of claim 1, wherein the flange mount is completely disposed within the contour of the spring seat.

5. The suspension assembly of claim 1, wherein the spring seat is operably connected to the axle via a first fastening device, and The flange mount is operably connected to the spring seat via a second fastening device.

6. The suspension assembly of claim 1, wherein the spring seat is disposed between the axle and the flange mount.

7. The suspension assembly of claim 1, wherein the flange mount is integrally formed with the bump damper before the flange mount is operably coupled to the spring seat.

8. The suspension assembly of claim 1, wherein the bump damper is operably coupled to the flange mount via a receiving port of the flange mount, or The spring seat extends from the axle in the Z direction relative to the vehicle at an angle between 5 and 30 degrees.

9. The suspension assembly of claim 1, wherein the spring buckets are operably coupled to the vehicle frame, and The spring bucket is aligned with the spring seat along a common axis and is configured to dock with the bump buffer.

10. The suspension assembly of claim 9, wherein the spring bucket includes a bumper aligned along the common axis, and The impact plate is configured to receive the elastomeric end of the bumper in response to the vehicle experiencing maximum compression.

11. The suspension assembly of claim 1, wherein the flange mount is disposed at the recess of the spring seat, and The recessed portion extends between π / 2 radians and π radians.

12. A flange mount for a vehicle suspension assembly, the flange mount comprising: The first part is operatively coupled to the bump damper of the suspension assembly; as well as The second part, which is operatively connected to the spring seat of the suspension assembly, The spring seat is operably coupled to the axle of the vehicle and configured to operably connect the bump buffer and the axle. The bump buffer provides damping in response to the maximum compression of the suspension damper during a compression event, and The bump buffer extends through the spring seat and is operably coupled to the spring seat via the flange mount.

13. The flange mount of claim 12, wherein the suspension damper comprises a coil spring. In response to the coil spring being operably coupled to the spring seat, the bump damper extends along the center of the coil spring in the Z direction of the vehicle, and The flange mount and the helical spring do not overlap.

14. The flange mount of claim 12, wherein the spring seat is operably connected to the axle via a first fastening device, and The flange mount is operably connected to the spring seat via a second fastening device.

15. The flange mount as claimed in claim 12, wherein the spring seat is disposed between the axle and the flange mount. Wherein, prior to the flange mount being operably connected to the spring seat, the flange mount is integrally formed with the bumper buffer, or The flange mount is completely within the contour of the spring seat.

Images