Vehicle suspension bushing arrangement and method for its assembly

Abstract

Vehicle suspension bushing assembly (20) comprising the following: an inner sleeve (60) extending longitudinally between a first end of the inner sleeve (70) and a second end of the inner sleeve (72), wherein the inner sleeve (60) defines a longitudinal axis (84); a bearing (62) which extends in a ring shape around the inner sleeve (60); an intermediate sleeve (64) which extends in a ring shape around the bearing (62); an outer sleeve (68) which extends radially around the intermediate sleeve (64) in a ring shape; a bushing (66) comprising a body section (134) arranged radially between the outer sleeve (66) and the intermediate sleeve (64); characterized in that the vehicle suspension bushing arrangement (20) has at least one having an axial holding device (136, 138) which extends in a ring shape around the first end of the inner sleeve (70) or the second end of the inner sleeve (72), wherein the axial holding device (136, 138) is not connected with the bushing (66) and is movable in a longitudinal direction with respect to the inner sleeve (60) between an uncompressed position and a compressed position;and wherein the at least one axial holding device (136, 138) has a preload feature (180) which is elastic and can be operated to bend away from a non-preloaded position when the axial holding device (136, 138) is in the uncompressed position, into a preloaded position when the axial holding device (136, 138) is in the compressed position, wherein the preload feature (180) of the axial holding device (136, 138) can be operated to apply a preload axial force (182) to the intermediate sleeve (64) and / or the bearing (62) in the preloaded position.

Description

AREA

[0001] The present disclosure relates to vehicle suspension bushing assemblies and to methods of assembling vehicle suspension bushing assemblies. BACKGROUND

[0002] This section provides background information to the present disclosure, which is not necessarily prior art.

[0003] Passenger cars, trucks, buses, or other vehicles are typically constructed using independent front and / or rear suspension systems to connect the vehicle's unsprung components, such as the wheels and brakes, to the vehicle's chassis. Independent suspension systems typically include an upper control arm, a lower control arm, and a hub or knuckle that supports one of the wheels. Each control arm is attached to a frame or other support structure of the vehicle using one or more bushing assemblies. The bushing assemblies decouple torsional input from other articulation directions.Each bushing assembly typically consists of an outer metal sleeve pressed into the control arm, an elastomeric bushing positioned within the outer metal sleeve, a thrust bearing extending through the center of the elastomeric bushing, and an inner metal sleeve extending through the center of the thrust bearing. The inner metal sleeve is connected to a bracket on the frame or other support structure of the vehicle. In some examples, a bolt extends through the inner metal sleeve and secures the control arm and bushing assembly to the frame by mating with a suitable bracket. As the vehicle moves forward, relative movement between the chassis and the vehicle's unsprung components is accommodated by deflection of a coil spring, torsion bar, air spring, or other resilient device.The deflection of the elastic device causes the ends of the wishbone to pivot on the bushing assemblies.

[0004] The thrust bearing allows the pivoting movement of the inner metal sleeve relative to the outer metal sleeve and the elastomeric bushing. The elastomeric bushing acts to isolate the vehicle from shocks. The elastomeric bushing, positioned between the outer metal sleeve and the thrust bearing, effectively isolates the vehicle frame from the unsprung components. In certain high-load applications, the ends of the outer metal sleeve are curved or bent over the ends of the inner metal sleeve to further encapsulate the elastomeric bushing. Curving or bending the ends of the outer metal sleeve and thus further encapsulating the elastomeric bushing improves the radial spring rate, axial spring rate, axial locking, and durability of the elastomeric bushing.

[0005] Although these elastomer-isolated bushing assemblies have demonstrated satisfactory performance in practice, NVH (noise, vibration, and harshness) problems can occur because the thrust bearing tends to move longitudinally relative to the inner metal sleeve, causing play in the bushing assembly and a clicking noise. This play can also accelerate wear in the bushing assembly and thus reduce service life. Thus, there remains a need to develop new bushing assemblies with improvements in NVH behavior and durability while minimizing the manufacturing costs associated with bushing assemblies. A vehicle suspension bushing assembly having the features of the preamble of claim 1 is described in US 4,767,108 A. Another vehicle suspension bushing assembly is disclosed in US 2015 / 0 210 139 A1. SUMMARY

[0006] This section provides a general summary of the disclosure and is not a comprehensive disclosure of its full scope or all of its features.

[0007] The present disclosure relates to an improved vehicle suspension bushing assembly. The vehicle suspension bushing assembly disclosed herein includes an inner sleeve, a bearing, an intermediate sleeve, an outer sleeve, an axial retainer, and a bushing. The inner sleeve extends longitudinally between a first end of the inner sleeve and a second end of the inner sleeve and defines a longitudinal axis. The bearing extends annularly around the inner sleeve, and the intermediate sleeve extends annularly around the bearing. The outer sleeve extends annularly around the intermediate sleeve in a radially spaced relationship. The bushing includes a body portion radially disposed between the outer sleeve and the intermediate sleeve.According to the invention, the vehicle suspension bushing assembly further comprises at least one axial retainer extending annularly around one of the first end of the inner sleeve and the second end of the inner sleeve. The axial retainer is movable in a longitudinal direction relative to the inner sleeve between an uncompressed position and a compressed position. The at least one axial retainer has a preloading feature that is resilient. In operation, the preloading feature of the axial retainer deforms away from an unpreloaded position when the axial retainer is in the uncompressed position to a preloaded position when the axial retainer is in the compressed position.Since the preload feature of the axial retaining device is elastic, the preload feature applies a preload longitudinal force to the intermediate sleeve and / or the bearing when the flange segment is in the preloaded position.

[0008] A method of assembling the vehicle suspension bushing assembly as described above is further disclosed. The method comprises the steps of annularly disposing the outer sleeve around the intermediate sleeve such that the outer sleeve and the intermediate sleeve are radially spaced from each other and coaxially aligned about the longitudinal axis, molding the bushing from elastomeric material between the outer sleeve and the intermediate sleeve, and pressing the bearing into the intermediate sleeve. The method further comprises the step of inserting an inner sleeve into the bearing such that the inner sleeve and the bearing have a push-fit such that the inner sleeve is freely rotatable with respect to the bearing, the intermediate sleeve, the bushing, and the outer sleeve.The method further includes the step of pressing at least one axial retainer directly onto the inner sleeve to provide an interference fit between the axial retainer and the inner sleeve, and advancing the axial retainer to the uncompressed position. A flange segment of the axial retainer extends radially outward from the longitudinal axis, and the interference fit allows the axial retainer to be translated longitudinally into the compressed position, wherein the flange segment of the axial retainer is pressed against the intermediate sleeve, deforming, and thus applying the preload longitudinal force to the intermediate sleeve.

[0009] The preload longitudinal force provided by the preload feature of the axial retainer is particularly advantageous because the preload longitudinal force applied to the intermediate sleeve and / or bearing eliminates play where the inner sleeve moves longitudinally relative to the intermediate sleeve and bearing. This, in turn, reduces the noise, vibration, and harshness of the vehicle suspension bushing assembly, improving durability and service life without increasing manufacturing costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Further advantages of the present disclosure will become more readily apparent as the disclosure becomes better understood by reference to the following detailed description when considered in conjunction with the accompanying drawings, in which: Fig. 1 is a side perspective view of an exemplary vehicle suspension system including vehicle suspension bushing assemblies constructed in accordance with the present disclosure; Fig. 2 is a cross-sectional side view of an exemplary known prior art vehicle suspension bushing assembly; Fig. 3 is a cross-sectional side view of an exemplary vehicle suspension bushing assembly constructed in accordance with the present disclosure; Fig. 4 a perspective side view of the Fig. 3 illustrated exemplary vehicle suspension bushing arrangement; Fig. 5 a cross-sectional side view of an outer sleeve, a bushing and an intermediate sleeve of the Fig. 3 is an exemplary vehicle suspension bushing assembly; Fig. 6 is an enlarged cross-sectional side view of a sealing section of the Fig. 5 shown socket; Fig. 7 a cross-sectional side view of an axial holding device of the Fig. 3 is an exemplary vehicle suspension bushing assembly; Fig. 8A is a cross-sectional side view of the Fig. 3, wherein a connecting member has been inserted into an inner sleeve of the vehicle suspension bushing assembly and the axial retainers are shown in an uncompressed position; and Fig. 8B is a cross-sectional side view of the Fig. 8A, wherein a nut has been tightened on the connecting member to move the axial retainers to a compressed position. DETAILED DESCRIPTION

[0011] Referring now to the figures, wherein like reference numerals indicate corresponding parts throughout the several views, a vehicle suspension bushing assembly 20 is disclosed.

[0012] Example embodiments are provided so that this disclosure will be thorough, and will fully convey the scope to those skilled in the art. Numerous specific details are set forth, such as examples of specific components, devices, and methods, in order to provide a thorough understanding of embodiments of the present disclosure. It will be apparent to those skilled in the art that the specific details need not be employed, that example embodiments may be embodied in many different forms, and that none should be construed as limiting the scope of the disclosure. In some embodiments, well-known methods, well-known device structures, and well-known technologies are not described in detail.

[0013] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting. As used herein, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context expressly indicates otherwise. The terms "comprises," "including," "including," and "having" are intended to be inclusive and therefore indicate the presence of recited features, integers, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof.The process steps, procedures, and operations described herein should not be construed as requiring their performance in the particular order discussed or illustrated, unless specifically stated as the order of performance. It is further understood that additional or alternative steps may be used.

[0014] When an element or layer is described as being "on," "engaging," "connected," or "coupled to" another element or layer, it may be directly on, engaged with, connected to, or coupled to the other element or layer, or there may be intervening elements or layers. Conversely, when an element is described as being "directly on," "directly engaging," "directly connected to," or "directly coupled to" another element or layer, there may be no intervening elements or layers. Other wording used to describe the relationship between elements should be interpreted in a similar way (e.g., "between" versus "directly between," "adjacent" versus "directly next to," etc.).As used herein, the term “and / or” includes any and all combinations of one or more of the associated listed items.

[0015] Although the terms first, second, third, etc. may be used herein to describe various elements, components, regions, layers, and / or sections, these elements, components, regions, layers, and / or sections should not be limited by these terms. These terms may only be used to distinguish one element, component, region, layer, or section from another region, layer, or section. Terms such as "first," "second," and other numerical terms used herein do not imply a sequence or order unless clearly indicated by the context.Thus, a first element, component, region, layer, or portion discussed below could be referred to as a second element, component, region, layer, or portion without departing from the teachings of the exemplary embodiments.

[0016] Spatially related terms such as "inner," "outer," "beneath," "under," "lower," "above," "upper," and the like may be used herein for convenience of description to more easily describe the relationship of one element or feature to one or more other elements or features as illustrated in the figures. Spatially related terms may be intended to encompass various orientations of the device in use or operation, in addition to the orientation illustrated in the figures. For example, if the device in the figures is turned over, elements described as being "below" or "below" other elements or features would then be oriented "above" the other elements or features. Thus, the exemplary term "below" can encompass both an above and below orientation.The device may also be oriented differently (rotated by 90 degrees or in other orientations), and the spatially related descriptive terms used herein will be interpreted accordingly.

[0017] In Fig. 1, a typical vehicle suspension system 22 is illustrated. The vehicle may be, among other things, a passenger car, a truck, or a bus. The vehicle suspension bushing assembly 20 constructed in accordance with the present disclosure is generally indicated by the reference numeral 20. The vehicle suspension system 22 includes a frame 24 or other support structure of the vehicle, one or more vehicle suspension control arms 26, 28, a hub 30 or steering knuckle, a coil spring 32, a shock absorber 34, and a drive axle assembly 36. The frame 24 or other support structure supports a body (not shown) and other components of the vehicle, generally identified as the "sprung mass." The drive axle assembly 36 is attached to a differential or transaxle (not shown) that receives torque from an engine (not shown).The drive axle assembly 36 includes a pair of constant velocity or non-constant velocity joints (not shown). One joint is attached to the differential, and one joint is attached to the hub 30 or the steering knuckle. A driveshaft (not shown) extends between the two joints. The engine transmits rotation and torque to the differential or transaxle, which transmits the rotation and torque from the engine to the hub 30 or the steering knuckle through the drive axle assembly 36. A wheel (not shown) attached to the hub 30 or the steering knuckle is driven by a drive axle assembly 36 through the hub 30 or the steering knuckle.The constant velocity or non-constant velocity joints allow the transmission of torque at various angles, thereby allowing the vehicle suspension system 22 to perform compression and rebound movements and still transmit torque from the differential or transaxle to the wheel(s) of the vehicle.

[0018] The coil spring 32 supports the load for the sprung mass of the vehicle, and the shock absorber 34 dampens the movement of the wheel relative to the frame 24 or other support structure, as is well known in the art. A torsion bar 40 or stabilizer bar may be disposed between the frame 24 or other support structure and the hub 30 or steering knuckle to assist in steering the wheel relative to the frame 24 or other support structure, as is well known in the art. An upper control arm 26 and a lower control arm 28 are each attached to the frame 24 or other support structure using one or more of the vehicle suspension bushing assemblies 20 disclosed herein.Each of the vehicle suspension bushing assemblies 20 is disposed between one of the control arms 26, 28 and the frame 24 or other support structure to accommodate movement between these two components and to isolate the sprung mass of the vehicle from shock and vibration.

[0019] Although the Fig. 1 comprises two vehicle suspension bushing assemblies 20 disposed between the upper control arm 26 and the frame 24, and one vehicle suspension bushing assembly 20 disposed between the lower control arm 28 and the frame 24, the use of any number of vehicle suspension bushing assemblies 20 disclosed herein between any two components requiring pivoting of one of the components relative to the other component is within the scope of the present disclosure. Furthermore, although the Fig. 1 comprises three identical vehicle suspension bushing assemblies 20 disposed between the upper and lower control arms 26, 28 and the frame 24, it is within the scope of the present disclosure to use a different construction for each of the vehicle suspension bushing assemblies 20. Furthermore, although the vehicle suspension system 22 in Fig. 1 as an independent wheel suspension system, it is within the scope of the present disclosure to use the vehicle suspension bushing assembly 20 disclosed herein with other suspension designs, including, but not limited to, leaf spring suspension systems.

[0020] In Fig. 2, a prior art bushing assembly 42 is shown. This bushing assembly 42 includes an outer metal sleeve 44, an elastomeric bushing 46 positioned within the outer metal sleeve 44, a center sleeve 47 extending through the center of the elastomeric bushing 46, a thrust bearing 48 extending through the center sleeve 47, and an inner metal sleeve 50 extending through the center of the thrust bearing 48. The inner metal sleeve 50 has an integral flange 52 at one end and a retainer 54 at the other. The retainer 54 is made of metal and includes a rigid flange 56 that is not elastic or otherwise deformable. The center sleeve 47 is made of metal and is positioned radially between the thrust bearing 48 and the elastomeric bushing 46.The thrust bearing 48 is positioned radially between the central sleeve 47 and the inner metal sleeve 50, and longitudinally between the integral flange 52 of the inner metal sleeve 50 and the rigid flange 56 of the retainer 54. The thrust bearing 48 includes outwardly facing ends 58 that abut the integral flange 52 of the inner metal sleeve 50 and the rigid flange 56 of the retainer 54. The central sleeve 47 extends longitudinally between the outwardly facing ends 58 of the thrust bearing 48. Upon axial forces and play in the bushing assembly 42, the outwardly facing ends 58 of the thrust bearing 48 impact the integral flange 52 of the inner metal sleeve 50 and the rigid flange 56 of the retainer 54, which can generate noise and vibration. The elastomeric bushing 46 is arranged radially between the axial bearing 48 and the outer metal sleeve 44.The elastomeric bushing 46 is molded and includes dirt wipers 59 extending longitudinally across a portion of the retainer 54 and the integral flange 52 of the inner metal sleeve 50 to seal the bushing assembly 42 from dirt, contaminants and / or water.

[0021] It is understood that no preloading longitudinal force is applied to the thrust bearing 48 in the bushing assembly 42 as shown in Fig. 2. With this design, play can be minimized by manufacturing with very precise close tolerances between the thrust bearing 48, the inner metal sleeve 50 and the retainer 54. However, manufacturing such components with close tolerances is costly and the precision in the assembly process must be much higher. For example, if a longitudinal distance D between the integral flange 52 of the inner metal sleeve 50 and the rigid flange 56 of the retainer 54 is too small, the clearances between the thrust bearing 48 and the integral flange 52 of the inner metal sleeve 50 and the rigid flange 56 of the retainer 54 are too close and the inner metal sleeve 50 cannot rotate freely (i.e., is not torsionally free).On the other hand, if the longitudinal distance D between the integral flange 52 of the inner metal sleeve 50 and the rigid flange 56 of the retainer 54 is too large, the clearances between the thrust bearing 48 and the integral flange 52 of the inner metal sleeve 50 and the rigid flange 56 of the retainer 54 are too wide, and the thrust bearing 48 can move freely longitudinally relative to the inner metal sleeve 50, leading to the NVH problems described above. The dirt wipers 59 of the elastomeric bushing 46 are also susceptible to wear because the integral flange 52 of the inner metal sleeve 50 and the retainer 54 are made of metal and rotate relative to the dirt wipers 59, which are made of the same elastomeric material as the rest of the elastomeric bushing 46.

[0022] The vehicle suspension bushing assembly 20 constructed according to the present disclosure is Fig. 3-7, which is an improvement over the one shown in Fig. 2. The vehicle suspension bushing assembly 20 includes an inner sleeve 60, a bearing 62, an intermediate sleeve 64, a bushing 66, and an outer sleeve 68. The inner sleeve 60 extends longitudinally between a first inner sleeve end 70 and a second inner sleeve end 72. The inner sleeve 60 has an inner sleeve first end side 74 at the inner sleeve first end 70 and an inner sleeve second end side 76 at the inner sleeve second end 72. The inner sleeve 60 further includes an inner sleeve outer surface 78 and an inner sleeve inner surface 80 opposite the inner sleeve outer surface 78 defining a longitudinal bore 82. The longitudinal bore 82 extends coaxially with the inner sleeve 60 along a longitudinal axis 84.It should be understood that the terms "longitudinal" and "longitudinal" as used in this disclosure describe elements generally arranged or oriented in a direction parallel to the longitudinal axis 84. It should be further understood that the inner sleeve 60 may have a variety of different shapes and configurations and may be constructed from a variety of different materials, all of which are intended to be within the scope of the present disclosure. By way of example and without limitation, the inner sleeve 60 may have a cylindrical shape and may be constructed from machined steel with a zinc-iron coating for corrosion resistance.

[0023] The bearing 62 of the vehicle suspension bushing assembly 20 extends annularly around the inner sleeve 60 and longitudinally between a first bearing end 86 and a second bearing end 88. The bearing 62 has a first bearing end side 90 at the first bearing end 86 and a second bearing end side 92 at the second bearing end 88. The bearing 62 further includes an outer bearing surface 94 and an inner bearing surface 96 opposite the outer bearing surface 94 that forms a close tolerance interference fit (i.e., a close tolerance loose fit) with the outer surface 78 of the inner sleeve. The interference fit between the inner bearing surface 96 and the outer surface 78 of the inner sleeve allows the inner sleeve 60 to rotate freely with respect to the bearing 62.The bearing 62 may further include a longitudinal slot (not shown) extending longitudinally from the first bearing end 86 to the second bearing end 88, said slot being parallel to the longitudinal axis 84. It should be understood that the bearing 62 may have a variety of different shapes and configurations and may be constructed from a variety of different materials, all of which are intended to be within the scope of the present disclosure. By way of example and without limitation, the bearing 62 may have a cylindrical shape and may be constructed from machined steel with bronze reinforcement. The bearing 62 may further include a lubricating coating applied to the inner bearing surface 96. The lubricating coating may be formed from a wide variety of different materials. As a non-limiting example, the lubricating coating may be a polytetrafluoroethylene (PTFE) coating.

[0024] The intermediate sleeve 64 of the vehicle suspension bushing assembly 20 extends annularly around the bearing 62 and longitudinally between a first intermediate sleeve end 98 and a second intermediate sleeve end 100. The intermediate sleeve 64 has a first intermediate sleeve end side 102 at the first intermediate sleeve end 98 and a second intermediate sleeve end side 104 at the second intermediate sleeve end 100. The intermediate sleeve 64 further has an outer intermediate sleeve surface 106 and an inner intermediate sleeve surface 108 opposite the outer intermediate sleeve surface 106 that is in an interference fit with the outer bearing surface 94. The interference fit between the inner intermediate sleeve surface 108 and the outer bearing surface 94 rotatably couples the intermediate sleeve 64 and the bearing 62 such that the intermediate sleeve 64 and the bearing 62 can rotate together. How best to Fig. 5 and Fig. 6, the first and second ends 98, 100 of the intermediate sleeve may optionally include inwardly directed bevels 110 directed toward the longitudinal axis 84. It should be understood that the intermediate sleeve 64 may have a variety of different shapes and configurations and may be made from a variety of different materials, all of which are intended to be within the scope of the present disclosure. By way of example and without limitation, the intermediate sleeve 64 may have a cylindrical shape and may be made from machined steel. It should further be understood that the intermediate sleeve 64 may be omitted entirely in some embodiments.

[0025] The outer sleeve 68 of the vehicle suspension bushing assembly 20 extends longitudinally between a first outer sleeve end 112 and a second outer sleeve end 114. The outer sleeve 68 has an outer sleeve first end side 116 at the outer sleeve first end 112 and an outer sleeve second end side 118 at the outer sleeve second end 114. The outer sleeve 68 further has an outer sleeve outer surface 120 and an outer sleeve inner surface 122 opposite the outer sleeve outer surface 120. The outer sleeve 68 and the intermediate sleeve 64 are coaxially disposed with respect to the longitudinal axis 84 such that the outer sleeve 68 extends in a spaced annular manner around the intermediate sleeve 64. Similarly, the outer sleeve inner surface 122 faces the intermediate sleeve outer surface 106 and is radially spaced from the intermediate sleeve outer surface 106.Optionally, the first and second ends 112, 114 of the outer sleeve may include outwardly directed bevels 124 directed away from the longitudinal axis 84. It is understood that the outer sleeve 68 may have a variety of different shapes and configurations and may be made of a variety of different materials, all of which are intended to be within the scope of the present disclosure. By way of example and without limitation, the outer sleeve 68 may have a cylindrical shape and may be made of machined steel.

[0026] The bushing 66 of the vehicle suspension assembly extends longitudinally between a first bushing end 126 and a second bushing end 128, and radially between a bushing outer surface 130 and a bushing inner surface 132. In operation, the bushing 66 mechanically decouples the intermediate sleeve 64, the bearing 62, and the inner sleeve 60 from the outer sleeve 68. The bushing 66 includes a body portion 134 radially disposed between the outer sleeve 68 and the intermediate sleeve 64 such that at least a portion of the bushing outer surface 130 abuts the outer sleeve inner surface 122 and at least a portion of the bushing inner surface 132 abuts the intermediate sleeve outer surface 106. The bushing 66 rotatably couples the outer sleeve 68 and the intermediate sleeve 64 such that the outer sleeves 68, the bushing 66, and the intermediate sleeve 64 all rotate together. Preferably, the bushing 66 is formed or molded between the outer sleeve 68 and the intermediate sleeve 64.It is understood that the bushing 66 may have a variety of different shapes and configurations and may be made from a variety of different materials, all of which are intended to be within the scope of the present disclosure. Nevertheless, the bushing 66 must be made with a configuration and material that is resilient and capable of deflecting and dampening vibrations. By way of example and without limitation, the bushing 66 may be made from an elastomeric material, such as natural rubber.

[0027] The outer sleeve 68, the bushing 66, the intermediate sleeve 64, and the bearing 62 are arranged to rotate together as a single unit during operation, whereas the inner sleeve 60 can rotate freely relative to the outer sleeve 68, the bushing 66, the intermediate sleeve 64, and the bearing 62. The vehicle suspension bushing assembly 20 further includes one or more axial retainers 136, 138 extending annularly around the inner sleeve first end 70 and / or the inner sleeve second end 72. In the Fig. 3-7, the one or more axial retainers 136, 138 include a first axial retainer 136 extending annularly around the first end 70 of the inner sleeve and a second axial retainer 138 extending annularly around the second end 72 of the inner sleeve. However, it should be understood that in some embodiments, a single axial retainer 136 or more than two axial retainers 136, 138 may be used.

[0028] With reference to Fig. 7, each of the axial retainers 136, 138 extends longitudinally along a longitudinal length L between an axial retainer inner end 140 and an axial retainer outer end 142. The longitudinal length L is measured in a direction parallel to the longitudinal axis 84. Each of the axial retainers 136, 138 includes an axial retainer inner surface 144 and an axial retainer outer surface 146 opposite the axial retainer inner surface 144, an axial retainer inner end side 148 at the axial retainer inner end 140, and an axial retainer outer end side 150 at the axial retainer outer end 142.Each of the axial retainers 136, 138 may further include an end segment 152 at the outer end 142 of the axial retainer, a flange segment 154 at the inner end 140 of the axial retainer, a hinge segment 156 adjacent the flange segment 154, and an enlarged segment 158 ​​adjacent the end segment 152. The inner surface 144 of the axial retainer may be cylindrical, and the outer surface 146 of the axial retainer may include an annular groove 160 on the hinge segment 156 and an annular shoulder 162 on the end segment 152, such that each of the axial retainers 136, 138 has a radial thickness 164 that varies along the longitudinal length L of the axial retainers 136, 138. The flange segment 154 of each of the axial retaining devices 136, 138 extends radially outward from the longitudinal axis 84.The radial thickness 164a of the axial retainers 136, 138 is less than the radial thickness 164b on the flange segment 154 and the radial thickness 164c on the enlarged segment 158 ​​due to the annular groove 160 on the hinge segment 156. Likewise, the radial thickness 164d of the axial retainers 136, 138 is less than the radial thickness 164c on the enlarged segment 158 ​​due to the annular shoulder 162 on the end segment 152.

[0029] How best to Fig. 5 and Fig. 6, the bushing 66 includes one or more sealing portions 166, 168 that extend longitudinally beyond the outer sleeve 68, the intermediate sleeve 64, and the bearing 62. The one or more sealing portions 166, 168 include a first sealing portion 166 at the first bushing end 126 and a second sealing portion 168 at the second bushing end 128. Each of the sealing portions 166, 168 may include a tapered surface 170 and an outer surface undercut 172 along the bushing outer surface 130. Each of the sealing portions 166, 168 may further include a lip 174 extending radially inwardly of the longitudinal axis 84, longitudinally aligned with and received by the annular shoulder 162 of the axial retainers 136, 138 and an inner surface undercut 176 disposed along the bushing inner surface 132.The lip 174 may include a beveled edge 178 disposed on the lip 174 adjacent the bushing inner surface 132, facing the longitudinal axis 84, and guiding the lip 174 of the sealing portions 166, 168 upwardly over the flange segment 154 and the enlarged segment 158 ​​of the axial retainers 136, 138 when the axial retainers 136, 138 are installed on the inner sleeve 60. Together, the lip 174 of the sealing portions 166, 168 form an annular pocket P along the bushing inner surface 132 that receives the enlarged segment 158 ​​of the axial retainer 54, the flange segment 154 of the axial retainer 54, and the intermediate sleeve 64.

[0030] As in Fig. 8A and Fig. 8B, the axial retainer inner end side 148 of the first axial retainer 136 abuts the intermediate sleeve first end side 102, and the axial retainer inner end side 148 of the second axial retainer 138 abuts the intermediate sleeve second end side 104 when the vehicle suspension mount assembly 62 is fully assembled. Furthermore, the axial retainer outer end side 150 of the first axial retainer 136 may protrude (i.e., extend beyond) the inner sleeve first end side 74, and the axial retainer outer end side 150 of the second axial retainer 138 may protrude (i.e.,extend beyond this).

[0031] The inner surface 144 of the axial retainer is in an interference fit (ie, an interference fit) against the outer surface 78 of the inner sleeve such that each of the axial retainers 136, 138 rotates with the inner sleeve 60 while being longitudinally movable with respect to the inner sleeve 60 between a non-compressed position ( Fig. 8A) and a compressed position ( Fig. 8B) remain movable. As in Fig. 8A and Fig. 8B, the axial retainers 136, 138 move toward the intermediate sleeve 64 when they are urged from the uncompressed position to the compressed position.

[0032] The flange segment 154 and / or the hinge segment 156 of the axial retaining devices 136, 138 are elastic, forming a preload feature 180 configured to apply a preload longitudinal force 182 to the intermediate sleeve 64 when the flange segment 154 of the axial retaining device 54 is bent back toward the outer end 142 of the axial retaining device ( Fig. 8B) while the axial retainers 136, 138 move longitudinally from the uncompressed position to the compressed position. In operation, the flange segment 154 bends from a non-preloaded position ( Fig. 8A), when the axial retaining devices 136, 138 are in the uncompressed position, into a preloaded position ( Fig. 8B) when the axial retainers 136, 138 are in the compressed position. When the axial retainers 136, 138 are in the compressed position, the axial retainer inner end side 148 of the flange segment 154 of the first axial retainer 136 contacts and is urged against the first end side 102 of the intermediate sleeve, and the axial retainer inner end side 148 of the second axial retainer 138 contacts and is urged against the second end side 104 of the intermediate sleeve. Because the flange segment 154 of the axial retainers 136, 138 is resilient, the flange segment 154 applies the preload longitudinal force 182 to the intermediate sleeve 64 when the flange segment 154 is in the preloaded position.The preload longitudinal force 182 is applied by each of the axial retainers 136, 138 to the intermediate sleeve 64 in opposite directions, acting parallel to the longitudinal axis 84. Advantageously, the preload longitudinal force 182 acts to keep the intermediate sleeve 64 longitudinally centered within the vehicle suspension bushing assembly 20. Because the outer bearing surface 94 and the inner surface 108 of the intermediate sleeve are arranged in an interference fit, the preload longitudinal force 182 applied by the axial retainers 136, 138 to the intermediate sleeve 64 also keeps the bearing 62 longitudinally centered within the vehicle suspension bushing assembly 20. As a result, the vehicle suspension bushing assembly 20 is less prone to play along the longitudinal axis 84, resulting in reduced noise, vibration and harshness and improved durability and service life.Furthermore, because the preload longitudinal force 182 keeps the intermediate sleeve 64 and bearing 62 longitudinally centered within the vehicle suspension bushing assembly 20, eliminating longitudinal play rather than relying on tight tolerances between parts, precise, tight tolerances between the inner sleeve 60, the bearing 62, the intermediate sleeve 64, and the axial retainers 136, 138 are not required. This makes the manufacture and assembly of the vehicle suspension bushing assembly 20 disclosed herein simpler and less expensive compared to prior art bushing assemblies.

[0033] With reference to Fig. 7, Fig. 8A and Fig. 8B, the axial retainer inner end face 148 may be disposed at an inward angle 184, less than ninety degrees, to the longitudinal axis 84. This imparts an inward taper to the axial retainer inner end face 148 of each of the axial retainers 136, 138, allowing the axial retainer inner end face 148 of each of the axial retainers 136, 138 to be spaced from the first bearing end face 90 and the second bearing end face 92 when the axial retainer inner end face 148 of the first and second axial retainers 136, 138 contact the intermediate sleeve first and second end faces 102, 104.Advantageously, this arrangement reduces friction and wear because the axial retainer inner end face 148 of the first and second axial retainers 136, 138 contact only the surfaces 102, 104 of the first and second ends of the intermediate sleeve. Although the inward angle 184 of the axial retainer inner end face 148 can be any angle between 90 degrees and 0 degrees, the inward angle 184 can preferably be 83.74 degrees. However, it should be understood that the axial retainer inner end face 148 can contact only the first and second ends 98, 100 of the intermediate sleeve, only the first and second bearing ends 86, 88, or both the first and second bearing ends 86, 88 and the first and second ends 98, 100 of the intermediate sleeve.As a result, the preload feature 180 can apply the preload longitudinal force 182 directly to the intermediate sleeve 64, directly to the bearing 62, or directly to both the bearing 62 and the intermediate sleeve 64. In embodiments where the intermediate sleeve 64 is omitted, the preload feature 180 applies the preload longitudinal force 182 directly to the bearing 62.

[0034] It should be understood that the axial retainers 136, 138 may have a variety of different shapes and configurations and may be made from a variety of different materials, all of which are intended to be within the scope of the present disclosure. By way of example and without limitation, the preload feature 180 of the axial retainers 136, 138 may have an alternative form wherein the axial retainers 136, 138 may include a bent or U-shaped segment (not shown) between the inner and outer ends 140, 142 of the axial retainer that allows for the reduction of the longitudinal length L of the axial retainers 136, 138 upon compression of the axial retainers 136, 138. In this configuration, the flange segment 154, the hinge segment 156, and / or the enlarged segment 158 ​​of the axial retainers 136, 138 may be omitted or modified.By way of example and without limitation, the axial retainers 136, 138 may be made of a lubricating polymer material, such as nylon, acetal, and / or high molecular weight polymers with a lubricating coating of polytetrafluoroethylene (PTFE). Alternatively, the axial retainers 136, 138 may be made of a non-metallic material and a metallic material.For example, the non-metallic material may be present on the end segment 152 to reduce wear between the lip 174 of the first and second sealing portions 166, 168 of the bushing 66 and to provide resilience to the hinge segment 156, while the metallic material may be present on the axial retainer inner end side 148 to reduce wear on the flange segment 154 that rotates with respect to and contacts the first and second bearing ends 86, 88 and / or the first and second intermediate sleeve ends 98, 100. Alternatively, a metallic washer or other intermediate component (not shown) may be positioned between the axial retainer inner end side 148 and the first and second bearing ends 86, 88 and / or the first and second intermediate sleeve ends 98, 100 to minimize wear.In such a configuration, the preload feature 180 of the axial retainers 136, 138 applies the preload longitudinal force 182 through this metal washer or other intermediate component to the first and second bearing ends 86, 88 and / or the first and second ends 98, 100 of the intermediate sleeve.

[0035] With reference to Fig. 1, Fig. 8A and Fig. 8B, the vehicle bushing assembly 42 is shown in a pre-installed or fully installed state. A connecting member 186 is received in the longitudinal bore 82 of the inner sleeve 60 and extends therethrough when the vehicle suspension bushing assembly 20 is assembled. The connecting member 186 is configured to be connected to the vehicle suspension control arm 26, 28 and / or the frame 24 of the vehicle such that the connecting member 186 holds the vehicle bushing assembly 42 in position within the vehicle suspension control arm 26, 28. It is understood that the connecting member 186 is a fastener and can be provided in a variety of different configurations. In the non-limiting example shown in Fig. 8A and Fig. 8B, the connecting member 186 is a bolt and includes a bolt head 188, a shank 189 with threads 190, and a nut 192 that threadably engages the threads 190 of the shank 38. The bolt head 188 is disposed adjacent the side 74 of the first end of the inner sleeve, the shank 189 extends through the longitudinal bore 82 in the inner sleeve 60, and the nut 192 is disposed adjacent the side 76 of the second end of the inner sleeve when the vehicle suspension bushing assembly 20 is installed in the vehicle suspension control arm 26, 28. In operation, the axial retainers 136, 138 translate from the uncompressed position ( Fig. 8A) into the compressed position ( Fig. 8B) when the nut 192 is screwed to the shaft 189 of the connecting member 186 (ie when the nut 192 is tightened by turning the nut 192 onto the thread 190 of the shaft 189 to drive the nut 192 in a tightening direction T that is parallel to the longitudinal axis 84 and points towards the inner sleeve 60). As shown in Fig.8B, when the nut 192 is tightened, the bolt head 188 contacts and compresses the axial retainer outer end side 150 of the first axial retainer 136, and the nut 192 contacts and compresses the axial retainer outer end side 150 of the second axial retainer 138, positioning the axial retainers 136, 138 in the compressed position. This, in turn, moves the flange segments 154 of the axial retainers 136, 138 to the preloaded position, so that the preload feature 180 of the axial retainers 136, 138 applies the preload longitudinal force 182 to the intermediate sleeve 64 in the manner described above.

[0036] A method of assembling the vehicle suspension bushing assembly 20 recited above will now be described. The method includes the step of annularly disposing the outer sleeve 68 around the intermediate sleeve 64 such that the outer sleeve 68 and the intermediate sleeve 64 are radially spaced apart and coaxially aligned about the longitudinal axis 84. The method proceeds to the step of molding the bushing 66 of elastomeric material between the outer sleeve 68 and the intermediate sleeve 64. During the molding step, the bushing 66 is formed to include the body portion 134 and the one or more sealing portions 166, 168. As explained above, the sealing portions 166, 168 extend longitudinally beyond the outer sleeve 68 and the intermediate sleeve 64 of the vehicle suspension bushing assembly 20.The method continues with the steps of pressing the bearing 62 into the intermediate sleeve 64 so that the bearing 62 is press-fitted into the intermediate sleeve 64, and inserting the inner sleeve 60 into the bearing 62 so that the inner sleeve 60 and the bearing 62 have a push-fit. Due to this construction, the inner sleeve 60 can rotate freely relative to the bearing 62, the intermediate sleeve 64, the bushing 66, and the outer sleeve 68.

[0037] The method further includes the step of pressing the one or more axial retainers 136, 138 onto the inner sleeve 60 to provide an interference fit between the axial retainers 136, 138 and the inner sleeve 60. During this step, the axial retainers 136, 138 are advanced (i.e., placed) into the uncompressed position. As explained above, each of the axial retainers 136, 138 includes the hinge segment 156 and the flange segment 154 extending radially outward from the hinge segment 156 and away from the longitudinal axis 84. The method further includes the steps of installing the vehicle suspension bushing assembly 20 into the vehicle suspension control arm 26, 28 and inserting the connecting member 186 into the inner sleeve 60. As previously noted, the connecting member 186 may include a bolt head 188 and a threaded shank 38 190.The method proceeds to the step of threading the nut 192 onto the shank 38 of the connecting member 186 and tightening the nut 192 in the tightening direction T to urge the screw head 188 against the first axial retainer 136 and the nut 192 against the second axial retainer 138. During this step, the axial retainers 136, 138 are urged longitudinally toward the intermediate sleeve 64 into the compressed position. As explained above, this step causes the flange segment 154 of the axial retainers 136, 138 to deform and apply a preload longitudinal force 182 to the intermediate sleeve 64 while the flange segment 154 contacts the axial retainers 136, 138 and is urged against the intermediate sleeve 64.

[0038] Many modifications and variations of the present disclosure are possible in light of the above teachings and may be practiced other than as specifically described and are within the scope of the appended claims. The foregoing should be interpreted to cover all combinations in which the novelty of the invention achieves its benefits. With respect to the methods recited herein, the order of the steps may deviate from the order in which they appear without departing from the scope of the present disclosure and the appended method claims. Moreover, various steps of the method may be performed sequentially or simultaneously.

Claims

[1] A vehicle suspension bushing assembly (20) comprising: an inner sleeve (60) extending longitudinally between a first end of the inner sleeve (70) and a second end of the inner sleeve (72), the inner sleeve (60) defining a longitudinal axis (84); a bearing (62) extending annularly around the inner sleeve (60); an intermediate sleeve (64) extending annularly around the bearing (62); an outer sleeve (68) extending annularly and radially spaced around the intermediate sleeve (64); a bushing (66) comprising a body portion (134) disposed radially between the outer sleeve (66) and the intermediate sleeve (64); characterized by that the vehicle suspension bushing arrangement (20) has at least one axial retaining device (136, 138) extending annularly around the first end of the inner sleeve (70) or the second end of the inner sleeve (72), the axial retaining device (136, 138) being formed discontinuously with the bushing (66) and being movable in a longitudinal direction with respect to the inner sleeve (60) between a non-compressed position and a compressed position;and wherein the at least one axial retaining device (136, 138) has a preload feature (180) that is resilient and operable to flex from a non-preloaded position when the axial retaining device (136, 138) is in the non-compressed position to a preloaded position when the axial retaining device (136, 138) is in the compressed position, wherein the preload feature (180) of the axial retaining device (136, 138) is operable to apply a preload longitudinal force (182) to the intermediate sleeve (64) and / or the bearing (62) in the preloaded position; [2] The vehicle suspension bushing assembly (20) of claim 1, wherein the preload feature (180) of the axial retainer (136, 138) comprises a flange segment (154) extending radially outwardly from the longitudinal axis (84). [3] The vehicle suspension bushing assembly (20) of claim 2, wherein the axial retainer (136, 138) includes an inner surface (144) of the axial retainer (136, 138), an outer surface (146) of the axial retainer (136, 138), a hinge segment (156) adjacent the flange segment (154), and an enlarged segment (158) adjacent the hinge segment (156), wherein the inner surface (144) of the axial retainer (136, 138) is cylindrical and the outer surface (146) of the axial retainer (156) includes an annular groove (160) on the hinge segment (156) such that the axial retainer (136, 138) has a radial thickness (164) that varies along a longitudinal length of the axial retainer (136, 138). [4] The vehicle suspension bushing assembly (20) of claim 3, wherein the axial retainer (136, 138) includes an end segment (152) adjacent the enlarged segment (158), the outer surface (146) of the axial retainer (136, 138) including an annular shoulder (162) on the end segment (152), and the radial thickness (164) of the axial retainer (136, 138) is less than the radial thickness (164) on the enlarged segment (158) due to the annular shoulder (162) on the end segment (152). [5] The vehicle suspension bushing assembly (20) of claim 4, wherein the bushing (66) includes at least one sealing portion (166, 168) extending longitudinally beyond the outer sleeve (68), the intermediate sleeve (64) and the bearing (62), the sealing portion (166, 168) including a lip (174) extending radially inwardly toward the inner sleeve (60) and longitudinally aligned with and received by the annular shoulder (162) of the axial retainer (136, 138). [6] The vehicle suspension bushing assembly (20) of claim 3, wherein the radial thickness (164) of the axial retainer (136, 138) at the hinge segment (156) due to the annular groove (160) is less than the radial thickness (164) at the flange segment (154) and the radial thickness (164) at the enlarged segment (158). [7] The vehicle suspension bushing assembly (20) of claim 2, wherein the axial retainer (136, 138) includes an inner end side (148) of the axial retainer (136, 138) on the flange segment (154) and an outer end side (148) of the axial retainer (136, 138) opposite the inner end side (148) of the axial retainer (136, 138), the inner end side (148) of the axial retainer (136, 138) being configured to abut the intermediate sleeve (64) when the vehicle suspension bushing assembly (20) is assembled. [8] The vehicle suspension bushing assembly (20) of claim 7, wherein the inner end side (148) of the axial retainer (136, 138) is disposed at an inward angle (184) of less than ninety degrees to the longitudinal axis (84) such that the inner end side (148) of the axial retainer (136, 138) is angled away from and does not contact the bearing (62). [9] The vehicle suspension bushing assembly (20) of claim 7, wherein the outer end side (148) of the axial retainer (136,138) projects longitudinally beyond the first end of the inner sleeve (70) or the second end of the inner sleeve (72) prior to installation of the vehicle suspension bushing assembly (20). [10] The vehicle suspension bushing assembly (20) of claim 1, wherein the at least one axial retaining feature (136, 138) comprises a first axial retaining feature (136, 138) extending annularly around the first end of the inner sleeve (70) and a second axial retaining feature (138) extending annularly around the second end of the inner sleeve (72). [11] The vehicle suspension bushing assembly (20) of claim 10, wherein the bushing (66) includes a first sealing portion (166, 168) and a second sealing portion (166, 168) extending longitudinally beyond the outer sleeve (68), the intermediate sleeve (64) and the bearing (62) and over at least a portion of the first axial retainer (136, 138) and at least a portion of the second axial retainer (136, 138). [12] The vehicle suspension bushing assembly (20) of claim 1, wherein the axial retainer (136, 138) includes an inner surface (144) of the axial retainer (136, 138) and the inner sleeve (60) includes an outer surface (78) of the inner sleeve that is an interference fit against the inner surface (144) of the axial retainer (136, 138) such that the axial retainer (136, 138) rotates with the inner sleeve (60) while remaining longitudinally movable with respect to the inner sleeve (60) between the uncompressed position and the compressed position. [13] The vehicle suspension bushing assembly (20) of claim 12, wherein the outer sleeve (68) comprises an inner surface of the outer sleeve (66), and the bushing (66) comprises a bushing outer surface (130) abutting the inner surface of the outer sleeve (66), wherein the intermediate sleeve (64) comprises an outer surface of the intermediate sleeve (64), and the bushing (66) comprises a bushing inner surface (132) abutting the outer surface of the intermediate sleeve (64), and the intermediate sleeve (64) comprises an inner surface of the intermediate sleeve (64), and the bearing (62) comprises a bearing outer surface that is an interference fit against the inner surface of the intermediate sleeve (64) such that the outer sleeve (68), the bushing (66), the intermediate sleeve (64), and the bearing (62) all rotate together as a single rotating unit, and wherein the bearing (62) comprises a bearing inner surface that is a push fit against the outer surface (78) of the inner sleeve (60) so that the inner sleeve (60) and the axial holding device (136,138) can continue to rotate freely relative to the outer sleeve (66), the bushing (66), the intermediate sleeve (64) and the bearing (62). [14] The vehicle suspension bushing assembly (20) of claim 1, wherein the axial retaining device (136, 138) is made of at least one polymeric material. [15] The vehicle suspension bushing assembly (20) of claim 1, wherein longitudinal movement of the axial retainer (136, 138) relative to the inner sleeve (60) between the uncompressed position and the compressed position is in a direction parallel to the longitudinal axis (84). [16] A vehicle suspension bushing assembly (20) comprising: an inner sleeve (60) extending longitudinally between a first end of the inner sleeve (70) and a second end of the inner sleeve (72), the inner sleeve (60) defining a longitudinal bore (82) extending in the inner sleeve (60) along a longitudinal axis (84); a bearing (62) extending annularly around the inner sleeve (60); an intermediate sleeve (64) extending annularly around the bearing (62); an outer sleeve (68) extending annularly and radially spaced around the intermediate sleeve (64), the outer sleeve (68) and the intermediate sleeve (64) being arranged coaxially with respect to the longitudinal axis (84); a bushing (66) comprising a body portion (134) disposed radially between the outer sleeve (66) and the intermediate sleeve (64); a vehicle suspension control arm (26); a connecting member (186) received in and extending through the longitudinal bore (82) in the inner sleeve (60) and configured to be connected to the vehicle suspension control arm (26); characterized by that the vehicle suspension bushing assembly (20) has at least one axial retainer (136, 138) extending annularly around the first end of the inner sleeve (70) or the second end of the inner sleeve (72), the axial retainer (136, 138) being formed discontinuously with the bushing (66) and being movable in a longitudinal direction relative to the inner sleeve (60) between a non-compressed position and a compressed position; and wherein the at least one axial retaining device (136, 138) having a preload feature (180) comprises a flange segment (154) extending radially outwardly from the longitudinal axis (84), the flange segment being resilient and operable to apply a longitudinal preload force (182) to the intermediate sleeve (64) when the flange segment (154) of the axial retaining device (136, 138) is pressed against the intermediate sleeve (64) and deforms with longitudinal movement of the axial retaining device (136, 138) from the uncompressed position to the compressed position. [17] The vehicle suspension bushing assembly (20) of claim 16, wherein the connecting member (186) is a bolt and includes a bolt head (188), a threaded shank (189) (190), and a nut (190) threadably engaged with the threads (190) of the shank (189), in an arrangement wherein the bolt head (188) is disposed adjacent the first end of the inner sleeve (70), the shank (189) extending through the longitudinal bore (82) in the inner sleeve (60), and the nut (190) is disposed adjacent the second end of the inner sleeve (72). [18] The vehicle suspension bushing assembly (20) of claim 17, wherein the axial retainer (136, 138) moves longitudinally from the uncompressed position to the compressed position in response to the nut (190) being threaded onto the shank (189) of the connecting member (186) and the bolt head (188) or nut (190) being pressed against or onto the axial retainer (136, 138) upon installation of the vehicle suspension bushing assembly (20). [19] A method of assembling a vehicle suspension bushing assembly (20) comprising the following steps: annularly arranging the outer sleeve (66) around the intermediate sleeve (64) such that the outer sleeve (68) and the intermediate sleeve (64) are radially spaced from each other and are aligned coaxially around the longitudinal axis (84); forming a bushing (66) of elastomeric material between the outer sleeve (66) and the intermediate sleeve (64); Pressing a bearing (62) into the intermediate sleeve (64); Inserting an inner sleeve (60) into the bearing (62) such that the inner sleeve (60) and the bearing (62) have a plug-in fit and the inner sleeve (60) is freely rotatable with respect to the bearing (62), the intermediate sleeve (64), the bushing (66) and the outer sleeve (66); characterized byin that the method comprises the steps of: pressing at least one axial retaining device (136, 138) directly onto the inner sleeve (60) to provide an interference fit between the axial retaining device (136, 138) and the inner sleeve (60), and advancing the axial retaining device (136, 138) into a non-compressed position, wherein the axial retaining device (136, 138) includes a flange segment (154) extending radially outwardly from the longitudinal axis (84), and the interference fit allows the axial retaining device (136, 138) to be translated longitudinally into a compressed position, wherein the flange segment (154) of the axial retaining device (136, 138) is pressed against the intermediate sleeve (64) and deforms, thereby applying the preload longitudinal force (182) to the intermediate sleeve (64). [20] The method of claim 19, further comprising the steps of: Installing the vehicle suspension bushing assembly (20) in a vehicle suspension control arm (26); Inserting a connecting member (186) into the inner sleeve (60), the connecting member (186) comprising a screw head and a threaded shank; and Screwing a nut onto the shank of the connecting member (186) and tightening the nut to force the screw head or nut into the axial retainer (136, 138), to force the axial retainer (136, 138) longitudinally toward the intermediate sleeve (64) into the compressed position, and to cause the flange segment (154) of the axial retainer (136, 138) to deform and apply the preload longitudinal force (182) to the intermediate sleeve (64) while the flange segment (154) contacts the axial retainer (136, 138) and is pressed against the intermediate sleeve (64).

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