CN211519179U - Stabilizer bar connecting rod kit and vehicle suspension system - Google Patents

Abstract

The present application provides a stabilizer link kit and a vehicle suspension system, wherein the stabilizer link connects the stabilizer bar with the control arm of the vehicle suspension system. The link includes a fastener and a plurality of bushings disposed between the fastener and the stabilizer bar and between the fastener and the control arm. At least one of the bushings is constructed as a single piece of material presenting an outer surface, presenting an inner bore extending along an axis for receiving a fastener, and presenting a plurality of pockets. The dimples are radially spaced between the inner bore and the outer surface for allowing the bushing to more easily deflect and absorb energy while transmitting forces between the stabilizer bar, fastener, and control arm.

Description

Stabilizer bar connecting rod kit and vehicle suspension system

Cross Reference to Related Applications

This application is a continuation-in-part application of co-pending U.S. patent application No. 15/197,168 filed on 29/6/2016 and claiming priority to U.S. provisional patent application No. 62/253,379 filed on 10/11/2015, the entire disclosure of each of which is considered to be part of the disclosure of this application and is hereby incorporated by reference.

Background of the utility model

1. Field of the invention

The present invention generally relates to stabilizer link kits for attaching stabilizer bars of vehicles with other suspension components.

2. Background of the invention

Many vehicle suspension systems include stabilizer bars (also commonly referred to as anti-roll bars or anti-roll bars) that are used to limit vehicle body roll during high vehicle speed cornering. Such stabilizer bars include a single rod or tube that extends laterally across the vehicle and connects with the left and right wheel assemblies of the vehicle. In many cases, the stabilizer bar is connected to the wheel assembly via a stabilizer link. Some stabilizer link assemblies include a bolt and a plurality of bushings in direct contact with the stabilizer bar and a component of the wheel assembly (e.g., the lower control arm). During vehicle operation, force is transmitted between the wheel assembly and the stabilizer bar via the bushing and the bolt. Over time, the bushing and/or bolt of the stabilizer link may wear, which may require replacement of the entire stabilizer link.

SUMMERY OF THE UTILITY MODEL

One aspect of the present disclosure relates to a stabilizer link assembly for connecting a stabilizer bar and a control arm of a vehicle suspension system. The stabilizer link assembly includes a fastener and at least two bushings. At least one of the bushings is constructed as a single piece of material presenting an outer surface extending from a first end to a second end. At the first end, the outer surface has a first diameter, and at the second end, the outer surface has a second diameter that is less than the first diameter. The bushing also presents an inner bore extending along the axis for receiving the fastener and a counter bore adjacent the first end. The bushing also has a plurality of pockets radially spaced between the inner bore and the outer surface for allowing the bushing to more easily deflect and absorb energy while transmitting force. The recess opens only to the counter bore adjacent the first end. A washer is received in the counterbore and covers the pocket.

In accordance with another aspect of the present invention, all of the bushings are substantially identically configured and a washer is received in the counterbore of each of the bushings.

In accordance with yet another aspect of the present invention, each of the bushings presents a plurality of radially inwardly extending lips adjacent an axial end of the counterbore for binding one of the washers in the counterbore.

According to yet another aspect of the invention, the fastener is fixedly attached with a ball joint.

According to a further aspect of the invention, the fastener is formed as a single piece with the housing of the ball joint.

According to a still further aspect of the invention, the fastener is arranged in an end region of a cylinder extending from the housing of the ball joint.

According to a still further aspect of the present invention, the diameter of the outer surface of each of the bushings adjacent one axial end is greater than the diameter adjacent the opposite axial end.

According to another aspect of the invention, the outer surface of each of the bushings comprises a spherical portion.

Another aspect of the present invention relates to a vehicle suspension system. The vehicle suspension system includes a stabilizer bar having a stabilizer bar opening. The vehicle suspension system also includes a control arm. A link interconnects the stabilizer bar and the control arm. The linkage includes a ball joint operatively attached with the control arm. The link also includes a fastener fixedly attached with the ball joint and extending through the stabilizer bar opening. The at least one bushing is at least partially disposed in the stabilizer bar opening between the stabilizer bar and the fastener for transmitting force between the stabilizer bar and the fastener. At least one bushing is constructed as a unitary material and has an outer surface extending from a first end to a second end. The first end has a first diameter and the second end has a second diameter that is less than the first diameter. The at least one bushing also exhibits a counter bore adjacent the first end and a plurality of pockets radially spaced between the inner bore and the outer surface for allowing the bushing to more easily deflect and absorb energy while transmitting force. The recess opens only to the counter bore adjacent the first end. For each of the at least one bushing, a washer is received in the counter bore and covers the pocket.

According to another aspect of the present invention, the at least one bushing is further defined as two bushings.

According to yet another aspect of the invention, the bushings have substantially the same construction.

According to yet another aspect of the invention, the recess in each of the bushings is substantially conical in shape.

According to a further aspect of the invention, the ball joint is oriented substantially perpendicular to the fastener.

Drawings

These and other features and advantages of the present invention will be readily understood, as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawings, wherein:

FIG. 1 is a perspective view of an exemplary embodiment of a vehicle suspension system having a link configured in accordance with an aspect of the present invention, extending between and interconnecting a stabilizer bar and a control arm;

FIG. 2 is a perspective and exploded view of an exemplary embodiment of a stabilizer link assembly for assembling the link shown in FIG. 1;

fig. 3 is a perspective view of an assembled stabilizer link assembly;

fig. 4 is a front elevational view of a bushing in the stabilizer link assembly shown in fig. 3;

FIG. 5 is a cross-sectional view of the bushing of FIG. 3, taken along line 5-5 of FIG. 4;

FIG. 6 is an enlarged portion of FIG. 5;

FIG. 7 is a bottom elevational view of the bushing of FIG. 4;

FIG. 8 is a perspective view of a vehicle suspension system having a second embodiment of a link extending between and interconnecting a stabilizer bar and a control arm;

FIG. 9 is a partially exploded view of a second embodiment of a connecting rod; and is

Fig. 10 is a perspective view of a second embodiment of a connecting rod.

Detailed Description

Referring to the drawings, wherein like reference numbers refer to corresponding parts throughout the several views, fig. 1 shows a first exemplary embodiment of a link 20 that extends between and connects a stabilizer bar 22 (also sometimes referred to as a roll bar or anti-roll bar) and a control arm 24 of a suspension assembly system of a vehicle. As shown, in an exemplary embodiment, the stabilizer bar 22 and the control arm 24 are spaced apart from one another, and the link 20 extends through a stabilizer bar opening adjacent one end of the stabilizer bar 22 and through a control arm opening spaced apart from the pivot axis of the control arm 24. As such, during vehicle operation, movement of control arm 24 translates to stabilizer bar 22 via link 20. The wheel assembly may be located on the driver or passenger side, and may be located on the front or rear of the vehicle, and it should be understood that the stabilizer bar 22 and control arm 24 may take a range of configurations.

The link 20 shown in fig. 1 is assembled according to an exemplary embodiment of the stabilizer link assembly 20 shown in fig. 2 and 3. The example stabilizer link assembly 20 includes a fastener in the form of a bolt 26 extending along an axis a from a tool receiving end 28 to an end in the form of a thread for receiving a nut 30 (e.g., a cylindrical nut). The linkage assembly 20 further includes two pairs of bushings 32 (four bushings 32 total) for connecting the stabilizer bar 22 and the control arm 24 with the bolt 26. In particular, one pair of bushings 32 is positioned within an opening in the end of the stabilizer bar 22, and another pair of bushings 32 is positioned within an opening in the control arm 24. The bushing 28 has a coaxially aligned internal bore for sliding onto the bolt 26 from the threaded end of the bolt 26. The linkage assembly 20 also includes a spacer 34 sized for maintaining the pair of bushings 32 a predetermined distance from the other pair. A plurality of washers 36 are also provided for protecting the bushing 32 from the bolt 26, nut 30 and spacer 34. In the present embodiment, one of the washers 36 is integrally attached with the nut 30, but may alternatively be separate therefrom.

The bushings 32 preferably have substantially the same shape and configuration to allow for manufacturing cost savings through economies of scale by manufacturing the same design of all four bushings 32 in the connecting rod assembly 20. Referring now to fig. 3-6, an exemplary embodiment of a liner 3 design is generally shown. Each bushing 32 is made of a single, unitary piece of material and extends along an axis a from an open first end 38 to an open second end 40, with an internal bore extending between the open first end 38 and the open second end 40. The liner 32 is preferably made by injection molding but may be formed by any suitable manufacturing process.

In the exemplary embodiment, each bushing 32 has an outer diameter that gradually decreases from first end 38 to second end 40. Near the first end 38, the outer surface has a cylindrical portion 42 that is substantially cylindrical in shape. The outer surface then presents a first tapered portion 44 tapering inwardly from the cylindrical portion 42 at a substantially constant angle relative to the axis a to a circular portion 46 having a substantially spherical shape. Finally, near the second end 40, the outer surface has a second tapered portion 48 that tapers inwardly from the rounded portion 46 to the second end 40. The inner surface of the bushing 32 presents a counterbore 50 for receiving the washer 36 (shown in fig. 2 and 3) and a bolt receiving portion 52 that is substantially cylindrical in shape having a substantially constant diameter for receiving the bolt 26 (shown in fig. 2 and 3).

As shown in fig. 4 and 6, the bushing 32 further includes a plurality of pockets 54 that open to the counter bore 50 at the first open end of the bushing 32. The socket 54 extends axially from the counter bore 50 in a direction toward the second end 40 and is substantially conical in shape with a rounded bottom 56. In the exemplary embodiment, bushing 32 includes a total of six pockets 54 that are substantially evenly spaced from one another about bolt receiving portion 52 of the inner bore and are substantially identical in shape and size. It has been found that this arrangement provides the bushing 32 with a substantially uniform deflectability about the axis a. However, it should be understood that the bushing 32 may include any suitable number of pockets 54, and that the size and shape of those pockets 54 may be the same or different.

Referring to fig. 1 and 4-6, the dimples 54 effectively reduce the thickness of the wall of the bushing 32 between the inner bore and the outer surface, thereby allowing the bushing 32 to more easily deflect and absorb energy while transmitting force between the stabilizer bar 22 or the control arm 24 when the vehicle is in operation, so as to protect the bolt 26 from excessive stress from a sudden impact. That is, the dimples 54 allow the bushing 32 to elastically deform in response to lower loads when transmitting radial forces between the stabilizer bar 22 or control arm 24 and the bolt 26. The dimples 54 also allow the one-piece bushing 32 to be made of a harder, more durable material (e.g., Irogran @)

80P). As such, the stabilizer link assembly 20 has increased durability and increased service life because the harder, more durable material of the bushing 32 does not wear or degrade as quickly as the relatively softer material, and also because the deflection allowed by the dimples 54 absorbs energy to reduce the stress that the bushing 32 applies to the bolt 26, thereby protecting the bolt 26 from damage.

As shown in fig. 3-6, the first end 38 of the liner 32 also includes a plurality of radially inwardly extending lips 58 that are substantially evenly spaced from one another to retain the washer 36 in the counter bore 50. In the exemplary embodiment, bushing 32 has three lips 58 spaced approximately one hundred twenty degrees (120 °) apart from each other. It should be understood that the liner 32 may have any suitable number of lips 58, and the lips 58 may have any suitable spacing. The lip 58 retains the washer 36 in the counter bore 50 of the bushing 32 to prevent dirt or other contaminants from entering the socket 54 and compromising the performance of the bushing 32.

Referring back to fig. 1-3, the linkage assembly 20 is installed in the vehicle by first inserting one of the washers 36 and one of the bushings 32 onto the bolt 26. Next, the bolt 26 is inserted through the opening in the stabilizer bar 22 such that the bushing 32 directly contacts the stabilizer bar 22. Next, in this order, the second bush 32, the second washer 36, the spacer 34, the third washer 36, and the third bush 32 are inserted onto the bolt 26. The third bushing 32 then makes direct contact with the control arm 24 at the opening in the control arm 24. Finally, the last bushing 32 and the other washer 26 are inserted over the bolt 26, and the barrel nut 30 is threaded onto the threaded end of the bolt 26 to secure these components to the bolt 26.

Referring now to fig. 8-10, a second exemplary embodiment of a linkage assembly 120 is illustrated with like reference numerals, which are distinguished by the prefix "1" indicating corresponding parts to the first exemplary embodiment described above. The second embodiment differs from the first embodiment in that the bushing 132 is used only to connect the link assembly 120 with the stabilizer bar 122, and the ball joint 160 is used to connect the link assembly 120 with the control arm 124. In this embodiment, the ball stud of the ball joint 160 is oriented substantially perpendicular to the fastener 126. However, it should be understood that the ball joint 160 may alternatively be oriented parallel to the fastener 126 or at any angle relative thereto.

The ball joint 160 includes a housing 162 having a post 164 extending outwardly therefrom. The post 164 extends to a threaded distal end that forms at least a portion of the fastener 126 extending through the stabilizer bar opening. The post 164 is provided with a radially outwardly extending flange 166 that defines a stop point for the bushing 132 on the fastener 126. In this embodiment, the post 164 is internally threaded to receive the fastener 126. Alternatively, the post and fastener may be made as a single integral piece with the housing 162 of the ball joint 160.

Obviously, many modifications and variations of the present invention are possible in light of the above teachings and may be practiced otherwise than as specifically described within the scope of the present disclosure.

Claims (13)

1. A stabilizer link assembly for connecting a stabilizer bar and a control arm of a vehicle suspension system, comprising:

a fastener;

at least two bushings;

at least one of the bushings is constructed as a single piece of material; presenting an outer surface extending from a first end having a first diameter to a second end having a second diameter, the second diameter being smaller than the first diameter; presenting an internal bore extending along an axis for receiving the fastener; presenting a countersink adjacent said first end; presenting a plurality of pockets radially spaced between the inner bore and the outer surface for allowing the bushing to more easily deflect and absorb energy while transmitting force, and the pockets open only to the counterbore adjacent the first end; and

a washer received in the counterbore and covering the pocket.

2. A stabilizer bar link set as set forth in claim 1 wherein all of said bushings are identically configured and wherein a washer is received in said counter bore of each of said bushings.

3. A stabilizer bar link assembly as set forth in claim 2, wherein each of said bushings presents a plurality of radially inwardly extending lips adjacent axial ends of said counterbores for capturing one of said washers therein.

4. A stabilizer link assembly as set forth in claim 1, wherein said fastener is fixedly attached with a ball joint.

5. A stabilizer link assembly as set forth in claim 4 wherein said fastener is formed as a single piece with a housing of said ball joint.

6. A stabilizer bar link set as set forth in claim 5, wherein said fastener is disposed in an end region of a post extending from said housing of said ball joint.

7. A stabilizer bar link assembly as set forth in claim 1, wherein said outer surface of each of said bushings has a diameter adjacent one axial end that is greater than a diameter adjacent an opposite axial end.

8. A stabilizer bar link set as set forth in claim 7, wherein said outer surface of each of said bushings includes a spherical portion.

9. A vehicular suspension system characterized by comprising:

a stabilizer bar having a stabilizer bar opening;

a control arm;

a link interconnecting the stabilizer bar and the control arm;

the link includes a ball joint operatively attached with the control arm and includes a fastener fixedly attached with the ball joint and extending through the stabilizer bar opening;

the link further includes at least one bushing disposed at least partially in the stabilizer bar opening between the stabilizer bar and the fastener for transmitting force between the stabilizer bar and the fastener;

the at least one bushing is constructed as a unitary material; presenting an outer surface extending from a first end having a first diameter to a second end having a second diameter, the second diameter being smaller than the first diameter; presenting an internal bore for receiving the fastener; presenting a countersink adjacent said first end; presenting a plurality of pockets radially spaced between the inner bore and the outer surface for allowing the bushing to more easily deflect and absorb energy while transmitting force, and the pockets open only to the counterbore adjacent the first end; and is

For each of the at least one bushing, a washer is received in the counterbore and covers the pocket.

10. A vehicular suspension system according to claim 9 wherein said at least one bushing is further defined as two bushings.

11. A vehicular suspension system according to claim 10 wherein said bushings are of identical construction.

12. A vehicular suspension system according to claim 11 wherein said dimples in each of said bushings are conical in shape.

13. A vehicular suspension system according to claim 9 wherein said ball joint is oriented perpendicular to said fastener.

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