Alignment bushing with recess

Abstract

Alignment assembly for a motor vehicle, wherein the assembly comprises: a first bushing (22) with a recess (27), wherein the first bushing (22) is configured to be positioned and fastened at one end of a first connecting piece (12) of a wishbone suspension assembly (10); and an insert (30) that is fitted into the recess (27), wherein the insert (30) has a receiving bore (31) that positions a bolt within the recess (27) for desired caster and camber angles, wherein the receiving bore (31) is a bore that is surrounded by material over its entire circumference; wherein the recess (27) is provided in the form of an opening which extends into the first bushing (22), wherein the recess (27) in cross-section has the form of an elongated hole.

Description

INTRODUCTION

[0001] The present disclosure relates to a suspension alignment for a motor vehicle. More particularly, the present disclosure relates to a suspension assembly having alignment bushings with recesses.

[0002] Almost all motor vehicles have suspension systems that require periodic alignment. Specifically, the camber and caster angles for each wheel require periodic alignment so that the camber and caster angles are close to the desired nominal values ​​to optimize vehicle performance, increase vehicle fuel efficiency, and reduce tire wear.

[0003] Thus, while current suspension alignment procedures serve their intended purpose, there is a need for a new and improved system and method for aligning automotive suspensions.

[0004] US 4,953,278 A describes a device for adjusting the caster of a wheel in a suspension system, comprising a rod member that influences the caster of the wheel. A portion of the rod member is disposed within a bushing attached to the vehicle. The device comprises a curved longitudinal member for insertion between the portion of the rod member disposed within the bushing and the bushing.

[0005] US 5,651,561 A describes a double I-beam front suspension system having a first and a second radius arm, the rear end of each radius arm being adapted to cooperate with a bushing for connection to the vehicle frame. The static rate of the radius arm bushing on one side of the suspension differs from the static rate of the radius arm bushing on the other side of the suspension to compensate for the longitudinal deflections of the radius arm on the two sides of the vehicle.

[0006] AU 1 988 012 521 A1 describes a device for adjusting a suspension system, using cam discs with slots at different positions which serve to adjust the alignment characteristics. SUMMARY

[0007] According to the invention, an alignment assembly for a motor vehicle comprises a first bushing having a recess, the first bushing being configured to be positioned and secured to an end of a first link of a control arm suspension assembly, and an insert fitting into the recess, the insert having a receiving bore positioning a bolt within the recess for desired caster and camber angles, the receiving bore being a bore surrounded by material over its entire circumference, the recess being in the form of an opening extending into the first bushing, the recess having the shape of an elongated hole when viewed in cross-section.

[0008] In an additional aspect of the present disclosure, the insert is one of a variety of inserts.

[0009] In another aspect of the present disclosure, at least one of the plurality of inserts has a receiving bore at a desired position.

[0010] In another aspect of the present disclosure, at least one other of the plurality of inserts has a receiving bore offset from the desired position.

[0011] In another aspect of the present disclosure, each of the plurality of inserts includes a receiving bore having a position in the respective insert that is different from the position of the receiving bore of another insert.

[0012] In another aspect of the present disclosure, the control arm suspension assembly includes a second link and a second bushing configured to be positioned and secured to an end of a second link of a control arm suspension assembly, the second bushing having a recess for a second insert.

[0013] In another aspect of the present disclosure, the insert is one of a variety of inserts.

[0014] In another aspect of the present disclosure, at least one of the plurality of inserts has a receiving bore at a desired position.

[0015] In another aspect of the present disclosure, at least one other of the plurality of inserts has a receiving bore offset from the desired position.

[0016] According to several aspects, a control arm suspension assembly includes a first link, a second link, the first link and the second link being connected together to form a Y-shaped arrangement, a first bushing having a first recess, the first bushing positioned and secured to an end of the first link, a second bushing having a second recess, the second bushing positioned and secured to an end of the second link, and a plurality of inserts, each of the plurality of inserts configured to fit within the first recess and the second recess, each of the inserts having a receiving bore that positions a bolt within the recess for desired caster and camber angles.

[0017] In another aspect of the present disclosure, at least one of the plurality of inserts has a receiving bore at a desired position.

[0018] In another aspect of the present disclosure, at least one other of the plurality of inserts has a receiving bore offset from the desired position.

[0019] In another aspect of the present disclosure, each of the plurality of inserts includes a receiving bore having a position in the respective insert that is different from the position of the receiving bore of another insert.

[0020] According to several aspects, a method for aligning a control arm suspension assembly of a motor vehicle includes measuring a caster angle, measuring a camber angle, and selecting a first insert and a second insert, the first insert fitting into a first recess of a first bushing, the first bushing positioned and secured to an end of a first link of the control arm suspension assembly, the second insert fitting into a second recess of a second bushing, the second bushing positioned and secured to an end of a second link of the control arm suspension assembly. Each of the first and second inserts has a receiving bore that positions a respective bolt in the respective recess for desired caster and camber angles.

[0021] In another aspect of the present disclosure, each of the first and second inserts is one of a plurality of inserts.

[0022] In another aspect of the present disclosure, at least one of the plurality of inserts has a receiving bore at a desired position.

[0023] In another aspect of the present disclosure, at least one other of the plurality of inserts has a receiving bore offset from the desired position.

[0024] In another aspect of the present disclosure, each of the plurality of inserts includes a receiving bore having a position in the respective insert that is different from the position of the respective receiving bore of another insert. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The drawings described herein are for illustrative purposes only and are not intended to limit the scope of the present disclosure in any way. Fig. 1A shows a control arm suspension assembly according to one embodiment; Fig. 1B shows a socket of the Fig. 1A shown control arm suspension assembly according to one embodiment; Fig. 1C and Fig. 1D show another socket of the Fig. 1A shown control arm suspension assembly according to one embodiment; Fig. 2A shows the removal of inserts from the bushings of the control arm suspension assembly according to one embodiment; Fig. 2B shows the placement of alternative inserts into the sockets according to one embodiment; Fig. 3A shows a set of inserts according to one embodiment; Fig. 3B shows the offsets from a nominal position of the mounting hole of the Fig. 3A shown inserts; and Fig. 4 is a diagram for the selection of inserts for target caster and camber angles. DETAILED DESCRIPTION

[0026] The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. Fig. 1A, a control arm suspension assembly 10 for a motor vehicle is shown. The control arm suspension assembly 10 includes a first link 12 and a second link 14 connected together at a mounting unit 16. The first link 12 includes an end portion 18 in which a first bushing 22 is positioned and secured. The second link 14 includes an end portion 20 in which a second bushing 24 is secured and positioned. The mounting unit 16 is attached to a link associated with a wheel assembly of the motor vehicle, while the first and second bushings 18 and 20 are attached to the motor vehicle body with, for example, bolts extending through receiving bores of inserts fitted into the recesses 26 and 27, as described below.

[0027] Further referring to Fig. 1B and Fig. 1C shows a close-up view of each of the bushing 22 with a recess 27 and the bushing 24 with a recess 26. When the motor vehicle is delivered to a customer, an insert 30 is typically fitted into each of the recesses 26 and 27. Each insert 30 has a receiving bore 31 through which a bolt is placed to attach the bushings 22 and 24, and thus the linkages 12 and 14, to the motor vehicle body for the target caster and camber angle alignment for the wheel assembly associated with the control arm suspension assembly 10.

[0028] During routine maintenance of the motor vehicle, a technician may determine that the camber and / or caster angles have deviated from the nominal values ​​for a particular control arm suspension assembly 10. Therefore, in accordance with the principles of the present disclosure, the technician removes one or both inserts 30 from the bushings 22 and / or 24, as shown in Fig. 2A. The technician then inserts alternative bushings 34 and / or 36 into the respective recesses 26 and 27, as shown in Fig. 2B.

[0029] The inserts 30, 34, and 36 are made of plastic in certain configurations (or of metal, such as aluminum, in other configurations) and may be color-coded to indicate the offset from the nominal position of the locating bore. For example, as in Fig. 3A and Fig. 3B, the original insert 30 has a receiving bore 31, while the insert 34 has a receiving bore 35 offset from the receiving bore 31 by an amount d2, and the insert 36 has a receiving bore 37 offset from the receiving bore 31 by an amount d1. Note that, as in Fig. 3B, simply by flipping the inserts 34 and 36, the two inserts 34 and 35 provide four different offsets from the nominal insert 30. Furthermore, it should be noted that the disclosure is not limited to only the three inserts 30, 34, and 36. In various arrangements, a plurality of inserts exist, for example, with offsets of less than d1 and between d1 and d2. As mentioned above, the inserts are colored to indicate the amount of offset from the denomination. For example, the nominal insert 30 has one color, while insert 34 has a different color, and insert 36 has yet another color than inserts 30 and 34.

[0030] Now on Fig. 4, an alignment diagram with caster angles Δ and camber angles θ is shown with a set of keys on the right side of the diagram for the insert curves shown in the diagram. In the set of keys, the bushing 22 is assigned to f-4, f-2, f0, f2 and f4, while the bushing 24 is assigned to r-4, r-2, r0, r2 and r4. The f-insert curves go downwards from left to right, and the r-insert curves go upwards from left to right. The positive values ​​indicate that the inserts, for example 34 and 36, are directed with their respective receiving bores inward in the vehicle, and the negative values ​​indicate that the inserts are directed with their respective receiving bores outward in the vehicle. Further, the offset d1 is indicated by the number 2 and the offset d2 is indicated by the number d4.

[0031] When the motor vehicle is brought in for service, the technician will measure the camber angle and caster angle for each control arm suspension assembly compared to the nominal alignment (desired alignment) indicated by point 44. In the specific example shown in Fig. 4, the measured alignment (caster and camber) for a particular control arm is indicated by point 40. The technician then identifies the intersection of the insert curves closest to the measured value. In this particular case, the closest intersection point is identified by point 42, which is the intersection of curve f-2 with curve r-4. Therefore, the technician would select insert 36 with outward-facing receiving bore 37 for bushing 22 and insert 34 with inward-facing receiving bore 35 for bushing 24.

[0032] A recessed alignment bushing of the present disclosure offers several advantages: The technician can quickly select a set of inserts for quick wheel alignment, thereby reducing costs for the wheel alignment procedure; By allowing each insert to be reversed, each insert offers the potential for two offsets from the target position; The assembly 10 does not require a complicated cam or machine adjustment system; The assembly 10 eliminates the need to pierce recesses and mount pre-drilled cams to the motor vehicle frame; The use of the Fig. 4 eliminates trial and error; and the arrangement 10 eliminates the tendency of service workshops to drill out mounting holes or flexure struts to achieve a desired alignment geometry.

Claims

[1] Alignment assembly for a motor vehicle, the assembly comprising: a first bushing (22) having a recess (27), the first bushing (22) being configured to be positioned and secured to one end of a first link (12) of a control arm suspension assembly (10); and an insert (30) fitted into the recess (27), the insert (30) having a receiving bore (31) positioning a bolt within the recess (27) for desired caster and camber angles, the receiving bore (31) being a bore surrounded by material over its entire circumference; wherein the recess (27) is provided in the form of an opening which extends into the first bushing (22), wherein the recess (27) has the shape of an elongated hole when viewed in cross section. [2] The assembly of claim 1, wherein the insert (30) is one of a plurality of inserts (30, 34, 36). [3] The assembly of claim 2, wherein at least one of the plurality of inserts (30) has a receiving bore (31) at a desired position. [4] An assembly according to claim 3, wherein at least one other of the plurality of inserts (34, 36) has a receiving bore (35, 37) offset from the desired position. [5] An assembly according to claim 2, wherein each of the plurality of inserts (30, 34, 36) has a receiving bore (31, 35, 37) having a position in the respective insert (30, 34, 36) that is different from the position of the receiving bore (31, 35, 37) of another insert (30, 34, 36). [6] The assembly of claim 1, wherein the control arm suspension assembly (10) comprises a second link (14) and a second bushing (24) configured to be positioned and secured to one end of a second link (14) of a control arm suspension assembly (10), the second bushing (24) having a recess (26) for a second insert (34). [7] The assembly of claim 6, wherein the insert (30) is one of a plurality of inserts (30, 24, 36). [8] An assembly according to claim 7, wherein at least one of the plurality of inserts (30) has a receiving bore (31) at a desired position. [9] An assembly according to claim 8, wherein at least one other of the plurality of inserts (34, 36) has a receiving bore (35, 37) offset from the desired position.

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