Patent Publication Number: US-11376912-B2

Title: Suspension with jounce bumper balanced for caster control

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
     The present disclosure is a continuation of co-pending U.S. patent application Ser. No. 16/190,956, filed on Nov. 14, 2018, and entitled “SUSPENSION WITH JOUNCE BUMPER BALANCED FOR CASTER CONTROL,” the contents of which are incorporated in full by reference herein. 
    
    
     TECHNICAL FIELD 
     The present disclosure relates generally to a vehicle suspension and more specifically to a vehicle suspension configured for caster control. 
     BACKGROUND 
     The statements in this section merely provide background information related to the present disclosure and may not constitute prior art. 
     Caster angle is one vehicle characteristic that can impact vehicle handling and ride comfort. Caster angle is generally defined by the angle, when viewed perpendicular to the side of the vehicle, between an axis perpendicular to the ground at the contact patch of a vehicle wheel and a real or virtual kingpin axis. When referring to a steerable wheel (e.g., front wheel of a front wheel steering vehicle), the kingpin axis is the axis about which the wheel rotates when steering. When referring to a non-steerable wheel (e.g., a rear wheel of a front wheel steering vehicle), the kingpin axis can generally be the axis about which the wheel would tend to rotate when a force is applied perpendicular to the side of to the wheel. In some vehicle suspensions, the virtual kingpin axis is the axis between two joints (e.g., ball joints) that connect to the wheel knuckle to two control arms. In some other vehicle suspensions, the virtual kingpin axis is determined based on the combined geometry of multiple control arms or other links between the knuckle and the vehicle&#39;s frame. In some other suspensions, the virtual kingpin axis is perpendicular to the ground surface and extends from the contact patch through the center of the wheel. 
     Certain dynamic conditions and compliance in the suspension can cause the caster angle of a vehicle&#39;s knuckle to change from the preferred caster angle. This change is typically referred to as caster windup. In some situations, such caster windup can negatively impact the vehicle performance. For example, caster windup could cause the wheel to contact the body, or some suspension components to bottom out. Caster windup can also result in a change of camber and toe angle of the vehicle wheel. 
     Typical suspensions include a spring, a damper, and a jounce bumper. The jounce bumper is typically configured to prevent bottoming out (i.e., rigid metal on metal contact) of the suspension with the frame and are typically designed to minimize noise, and improve ride comfort for occupants. However, in some suspension configurations, the spring, damper, and jounce bumper can contribute to undesirable caster windup. Accordingly, these issues with caster windup are addressed by the present disclosure. 
     SUMMARY 
     In one form, a suspension assembly for a vehicle having a frame includes a knuckle, a plurality of control arms, a spring, a damper, a jounce bumper, and a striker. The knuckle is adapted to support a wheel hub for rotation relative to the knuckle. The control arms couple the knuckle to the frame and permit the knuckle to move relative to the frame between a first position, a second position, and a third position. The spring biases the knuckle toward the first position. The damper dampens oscillation between the frame and the knuckle. One of the spring and the jounce bumper is disposed forward of a kingpin axis of the knuckle and the other of the spring and the jounce bumper is disposed rearward of the kingpin axis. When the knuckle is in the first position, the spring is a first spring length. When the knuckle is in the second position, the spring is a second spring length that is less than the first spring length and the jounce bumper is in contact with the striker and is a first bumper length. When the knuckle is in the third position, the spring is a third spring length that is less than the second spring length and the jounce bumper is compressed against the striker to be a second bumper length that is less than the first bumper length. When the knuckle moves between the second and third positions, the spring, the damper, and the jounce bumper impart moments on the knuckle that approximately balance each other to maintain a desired caster angle of the knuckle. 
     According to a further form, when the knuckle is in the first position, the jounce bumper is spaced apart from the striker. When the knuckle is in the second position, the jounce bumper contacts the striker. 
     According to a further form, the jounce bumper is formed of a closed cell foam material. 
     According to a further form, the jounce bumper is mounted to the damper. 
     According to a further form, the jounce bumper is spaced apart from the damper. 
     According to a further form, when the knuckle moves between the second and third positions, the spring and jounce bumper impart moments on the knuckle that are opposite in direction and approximately equal in magnitude. 
     According to a further form, the spring is mounted between the frame and a first control arm of the plurality of control arms. 
     According to a further form, the damper is mounted between the frame and the first control arm. 
     According to a further form, the jounce bumper is mounted between the frame and either the knuckle or a second control arm of the plurality of control arms. 
     According to a further form, the damper is mounted between the frame and a second control arm of the plurality of control arms. 
     According to a further form, the jounce bumper is mounted between the frame and either the knuckle or one of the plurality of control arms that is not the first control arm. 
     According to a further form, the damper is mounted between the frame and the knuckle. 
     According to a further form, the jounce bumper is mounted between the frame and either the knuckle or one of the plurality of control arms that is not the first control arm. 
     According to a further form, the spring is mounted between the frame and the knuckle. 
     According to a further form, the damper is mounted between the frame and the knuckle. 
     According to a further form, jounce bumper is mounted between the frame and either the knuckle or one of the plurality of control arms. 
     According to a further form, the damper is mounted between the frame and one of the control arms. 
     According to a further form, the jounce bumper is mounted between the frame and either the knuckle or one of the control arms. 
     According to a further form, the striker is fixedly coupled to a portion of the damper. 
     In another form, a suspension assembly for a vehicle having a frame includes a knuckle, a plurality of control arms, a spring, a damper, a jounce bumper, and a striker. The knuckle is adapted to support a wheel hub for rotation relative to the knuckle. The plurality of control arms couple the knuckle to the frame and permit the knuckle to move relative to the frame between a first position, a second position, and a third position. The spring is mounted between the frame and either the knuckle or a first control arm of the plurality of control arms. The spring biases the knuckle toward the first position. The damper is mounted between the frame and either the knuckle or a second control arm of the plurality of control arms. The damper is configured to dampen oscillation between the frame and the knuckle. The jounce bumper is mounted to one of the frame and the damper. The spring and the jounce bumper are disposed on opposite sides of a kingpin axis of the knuckle. The striker is mounted to the other one of the frame and the damper. When the knuckle is in the first position, the spring is a first spring length and the jounce bumper is spaced apart from the striker. When the knuckle is in the second position, the spring is a second spring length that is less than the first spring length and the jounce bumper is in contact with the striker and a first bumper length. When the knuckle is in the third position, the spring is a third spring length that is less than the second spring length and the jounce bumper is compressed against the striker to be a second bumper length that is less than the first bumper length. When the knuckle moves between the second and third positions, the spring, damper, and jounce bumper impart moments on the knuckle that approximately balance each other to maintain a desired caster angle of the knuckle. 
     Further areas of applicability will become apparent from the description provided herein. It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure. 
    
    
     
       DRAWINGS 
       In order that the disclosure may be well understood, there will now be described various forms thereof, given by way of example, reference being made to the accompanying drawings, in which: 
         FIG. 1  is a perspective view of a portion of a vehicle suspension including a spring and a jounce bumper in accordance with the teachings of the present disclosure, illustrating the suspension in a first position; 
         FIG. 2  is a side view of the suspension of  FIG. 1 , illustrating the suspension in a second position; 
         FIG. 3  is a side view of the suspension of  FIG. 1 , illustrating the suspension in a third position; 
         FIG. 4  is a graph illustrating forces of the spring and the jounce bumper with relation to suspension travel; 
         FIG. 5  is a graph illustrating forces of a spring and jounce bumper with relation to suspension travel of a suspension of a second configuration in accordance with the teachings of the present disclosure; and 
         FIG. 6  is a side view of a suspension of a third configuration in accordance with the teachings of the present disclosure. 
     
    
    
     The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way. 
     DETAILED DESCRIPTION 
     The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features. 
     With reference to  FIGS. 1 and 2 , a portion of a vehicle  10  (e.g., an automobile) is illustrated. The vehicle  10  includes a vehicle frame  14 , a wheel  18  (shown in phantom lines in  FIGS. 2 and 3 ), a hub  22 , a brake  26 , and a suspension system  30 . While only the right rear portion of the vehicle  10  is illustrated, it is understood that the left rear portion of the vehicle  10  can be similar to the right rear portion. While described herein with reference to the rear vehicle suspension, the teachings of the present disclosure can also apply to a front suspension. 
     The vehicle frame  14  can be any suitable type of vehicle frame (e.g., the frame of a body-on-frame vehicle, a subframe or structural feature of a unibody frame vehicle or of a monocoque frame vehicle). The wheel  18  is mounted to the hub  22  for common rotation with the hub  22  about the rotational axis  34  of the wheel. In the example provided, the hub  22  includes a plurality of lug studs that extend through bores in the wheel  18  and the wheel  18  is secured to the hub  22  by a plurality of lug nuts (not shown), though other configurations can be used. As used herein, the term “hub”, encompasses both a driven hub that receives rotary power from a driveshaft (not shown) or a non-driven hub (also known as a spindle). The suspension system  30  generally couples the hub  22  to the frame  14  and supports the frame  14  relative to the hub  22  and wheel  18  as discussed in greater detail below. In the example provided, the brake  26  is a disc brake including a rotor coupled to the hub  22  for common rotation about the wheel axis  34  and a caliper configured to impart a braking force on the rotor to resist rotation of the wheel  18 , though other configurations (e.g., drum brakes, air brakes, magnetic brakes, etc.) can be used. 
     The suspension system  30  includes a knuckle  38 , a spring  42 , a damper  46 , a jounce bumper  50 , and a plurality of control arms. In the example provided, the plurality of control arms includes a lower control arm  66 , an upper control arm (referred to herein as a camber link  70 ), and a second lower control arm (referred to herein as a toe link  74 ). 
     The knuckle  38  rotatably supports the hub  22  such that the hub  22  can rotate about the wheel axis  34  relative to the knuckle  38 . In the example provided, the caliper of the brake  26  is coupled to the knuckle  38  such that the caliper is rotationally fixed relative to the knuckle  38 , while the rotor can rotate with the hub  22 . Accordingly, activation of the brake  26  resists rotation of the hub  22  and wheel  18  relative to the knuckle  38 . 
     The plurality of control arms generally couple the knuckle  38  to the frame  14 . In the example provided, the lower control arm  66  includes an inboard end, an outboard end, and a rigid body that extends between the inboard and outboard ends of the lower control arm  66  to define a spring perch  110 . The outboard end of the lower control arm  66  is mounted to the knuckle  38  to form a first outboard joint  114  located at a first location on the knuckle  38 . In the example provided, the first location on the knuckle  38  is located proximate to a bottom of the knuckle  38  and rearward of a center axis  118  (shown in  FIGS. 2 and 3 ) of the hub  22 , though other configurations can be used. The center axis  118  intersects the point of contact between the wheel  18  and the center of the hub  22 . In the example provided, the kingpin axis is approximated by the center axis  118  for ease of illustration, but the kingpin axis can be oriented differently based on the connection locations and connection types of the control arms  66 ,  70 ,  74 . 
     The outboard end of the lower control arm  66  is mounted to the knuckle  38  such that the knuckle  38  can pivot relative to the lower control arm  66 . For example, the first outboard joint  114  can be a pivot joint or a ball joint and can include a first outboard bushing (not specifically shown) providing compliance in the first outboard joint  114 . Thus, the first outboard joint  114  can pivotably couple the lower control arm  66  to the knuckle  38  so that the lower control arm  66  can pivot about one or more axes at the first outboard joint  114 . 
     The inboard end of the lower control arm  66  is mounted to the frame  14  to form a first inboard joint  122  at a first location on the frame  14 . The inboard end of the lower control arm  66  can be mounted to the frame  14  in a manner that permits the outboard end of the lower control arm  66  to move generally up and down with travel of the wheel  18 . For example, the first inboard joint  122  can be a pivot joint or a ball joint. Thus, the first inboard joint  122  can pivotably couple the lower control arm  66  to the frame  14  so that the lower control arm  66  can pivot about one or more axes at the first inboard joint  122 . The first inboard joint  122  can include a first inboard bushing (not specifically shown) providing compliance in the first inboard joint  122 . 
     The spring perch  110  is configured to support one end of the spring  42 . The other end of the spring  42 , either directly or indirectly, engages a part of the frame  14  above the lower spring perch  110 , such as through an upper spring perch (not specifically shown). In the example provided, the spring  42  is a helical coil spring that biases the knuckle  38  away from the frame  14  and resiliently supports the frame  14  relative to the knuckle  38 . In the example provided, the spring  42  is located rearward of the center axis  118  of the suspension system  30 , though other configurations can be used. 
     The camber link  70  includes an inboard end, an outboard end, and a rigid body that extends between the inboard and outboard ends of the camber link  70 . The outboard end of the camber link  70  is mounted to the knuckle  38  to form a second outboard joint  126  located at a second location on the knuckle  38 . The second location on the knuckle  38  is a different location than where the lower control arm  66  connects at the first location. In the example provided, the second location on the knuckle  38  is located proximate to a top of the knuckle  38  and is near, but slightly forward of the center axis  118 , though other configurations can be used. The outboard end of the camber link  70  is mounted to the knuckle  38  such that the knuckle  38  can pivot relative to the camber link  70 . For example, the second outboard joint  126  can be a pivot joint or a ball joint. Thus, the second outboard joint  126  can pivotably couple the camber link  70  to the frame knuckle  38  so that the camber link  70  can pivot about one or more axes at the second outboard joint  126 . The second outboard joint  126  can include a second outboard bushing (not specifically shown) providing compliance in the second outboard joint  126 . 
     The inboard end of the camber link  70  is mounted to the frame  14  to form a second inboard joint  130  at a second location on the frame  14 . The inboard end of the camber link  70  can be mounted to the frame  14  in a manner that permits the outboard end of the camber link  70  to move generally up and down with travel of the wheel  18 . For example, the second inboard joint  130  can be a pivot joint or a ball joint. Thus, the second inboard joint  130  can pivotably couple the camber link  70  to the frame  14  so that the camber link  70  can pivot about one or more axes at the second inboard joint  130 . The second inboard joint  130  can include a second inboard bushing (not specifically shown) providing compliance in the second inboard joint  130 . Accordingly, the length of the camber link  70  relative to the lower control arm  66  can control the camber angle of the wheel  18 . 
     The toe link  74  includes an inboard end, an outboard end, and a rigid body that extends between the inboard and outboard ends of the toe link  74 . The outboard end of the toe link  74  is mounted to the knuckle  38  to form a third outboard joint  134  located at a third location on the knuckle  38 . The third location on the knuckle  38  is a different location than where the lower control arm  66  connects at the first location and is a different location than where the camber link  70  connects at the second location. In the example provided, the third location on the knuckle  38  is located proximate to a bottom of the knuckle  38  and forward of the center axis  118 , though other configurations can be used. The outboard end of the toe link  74  is mounted to the knuckle  38  such that the knuckle  38  can pivot relative to the toe link  74 . For example, the third outboard joint  134  can be a pivot joint or a ball joint. Thus, the third outboard joint  134  can pivotably couple the toe link  74  to the knuckle  38  so that the toe link  74  can pivot about one or more axes at the third outboard joint  134 . The third outboard joint  134  can include a third outboard bushing (not specifically shown) providing compliance in the third outboard joint  134 . 
     The inboard end of the toe link  74  is mounted to the frame  14  to form a third inboard joint  138  at a third location on the frame  14 . The inboard end of the toe link  74  can be mounted to the frame  14  in a manner that permits the outboard end of the toe link  74  to move generally up and down with travel of the wheel  18 . For example, the third inboard joint  138  can be a pivot joint or a ball joint. Thus, the third inboard joint  138  can pivotably couple the toe link  74  to the frame  14  so that the toe link  74  can pivot about one or more axes at the third inboard joint  138 . The third inboard joint  138  can include a third inboard bushing (not specifically shown) providing compliance in the third inboard joint  138 . Accordingly, the length of the toe link  74  relative to the lower control arm  66  can control the toe angle of the wheel  18 . 
     The damper  46  includes a first damper end  142  and a second damper end  146 . The first damper end  142  is mounted to the frame  14  at a fourth location on the frame  14  that is different than the first, second and third locations on the frame  14 . The second damper end  146  is movable relative to the first damper end  142  and the damper  46  is configured to generally resist movement of the second damper end  146  relative to the first damper end  142 . In the example provided, the damper  46  is an oil filled, piston-cylinder type damper, though other configurations can be used. The second damper end  146  is fixedly coupled to a cylinder  150  and the first damper end  142  is fixedly coupled to a rod  154  that moves the piston (not shown) within the cylinder  150  linearly along an axis of the damper  46 . Axial movement of the piston (not shown) relative to the cylinder  150  is resisted by the fluid (not shown) within the cylinder  150 . Thus, the damper  46  is configured to impart reaction forces (i.e., a damping force) at the first and second damper ends  142 ,  146  that resists extension and contraction of the damper  46 . 
     The second damper end  146  is mounted to a component of the suspension system  30  such that vertical movement of the wheel  18  contracts or extends the damper  46 . For example, when the vehicle  10  is moving and the wheel  18  moves upwards relative to the frame  14 , the component of the suspension system  30  causes the second damper end  146  to move toward the first damper end  142  and the damper  46  resists the contracting with a damper force. Likewise, when the wheel  18  moves downward relative to the frame  14 , the component of the suspension system  30  causes the second damper end  146  to move away from the first damper end  142  and the damper  46  resists the extension with a damping force. 
     In the example provided, the second damper end  146  is mounted to the toe link  74 , though other configurations can be used. Thus, in the example provided, the second damper end  146  is forward of the center axis  118  and the damper force can impart a moment on the knuckle  38  that can be opposite the spring  42 , though other configurations can be used. In one alternative configuration, not shown, the second damper end  146  can be mounted to camber link  70 . In another alternative configuration, not shown, the second damper end  146  can be directly mounted to the knuckle  38 . 
     The jounce bumper  50  is formed of a resilient material (e.g., rubber, closed cell foam, or a resilient polymer) and located on an opposite side of the center axis  118  from the spring  42 . In the example provided, the jounce bumper  50  is fixedly coupled to the frame  14  and disposed about the rod  154  of the damper  46  proximate to the first damper end  142 , though other configurations can be used. The jounce bumper  50  is aligned to contact a surface of a striker  156 . In the example provided, the striker  156  is the top of the cylinder  150 , though other configurations can be used. In an alternative configuration, not shown, the jounce bumper  50  can be disposed about the rod  154  proximate to where the rod  154  enters the cylinder  150  and can be fixedly coupled to the cylinder  150  or free to move up axially along the rod  154  relative to the cylinder  150 , while the striker  156  can be fixedly mounted to the frame  14 . 
     In the example provided, the jounce bumper  50  is generally cylindrical in shape and has a base  158  and a plurality of bulbs  162  separated by necks  166 . The bulbs  162  have outer diameters that are greater than the necks  166 , such that the jounce bumper  50  narrows at the necks  166 . In the example provided, the bulbs  162  can have progressively smaller diameters, e.g., the bulb  162  nearest the base  158  can have a diameter that is greater than the bulb  162  furthest from the base  158 , though other configurations can be used. While two bulbs  162  and two necks  166  are illustrated, the jounce bumper  50  can have more or fewer bulbs  162  and necks  166 , including having no specific bulbs or necks. 
       FIG. 1  illustrates the suspension system  30  in a first position relative to the frame  14 . In the first position, the knuckle  38  is a first distance from the frame  14  in the vertical direction relative to the ground. In the first position, the jounce bumper  50  is spaced apart from the striker  156 . In the example provided, the first position can be the typical resting position of the suspension system  30 , e.g., when the vehicle  10  is in an unloaded condition while stationary or moving in a straight line on a flat ground surface. 
     With additional reference to  FIG. 2 , the suspension system  30  is shown in a second position relative to the frame  14 . In the second position, the knuckle  38  is a second distance from the frame  14  in the vertical direction relative to the ground, the second distance being less than the first distance. In the second position, the jounce bumper  50  is in contact with the striker  156 , but not yet compressed against the striker  156 . In the example provided, the second position can occur when the vehicle is in a fully loaded condition, e.g., fully loaded with cargo and occupants while stationary or moving in a straight line on a flat ground surface. 
     With additional reference to  FIG. 3 , the suspension system  30  is shown in a third position relative to the frame  14 . In the third position, the knuckle  38  is a third distance from the frame  14  in the vertical direction relative to the ground, the third distance being less than the second distance. In the third position, the jounce bumper  50  is in contact with the striker  156  and fully compressed between the striker  156  and the frame  14 . In the example provided, the third position can occur when the vehicle is in the fully loaded condition and travels over a bump in the ground surface, or is in the fully loaded condition and is an outside wheel during sharp cornering. Since the spring  42  and jounce bumper  50  are connected to the knuckle  38  on opposite sides of the kingpin axis (e.g., the center axis  118 ), and both impart downward forces on the knuckle  38 , the spring  42  and jounce bumper  50  impart opposite moments (shown by arrows  310 ,  314 ) on the knuckle  38  when the suspension system  30  is between the second position ( FIG. 2 ) and the third position. 
     The damper  46  can also impart a moment on the knuckle  38  when the suspension system  30  is moving relative to the frame  14 , however the direction of that moment depends on whether the suspension system  30  is moving toward or away from the frame  14 . For example, the when the suspension system  30  moves from the second position ( FIG. 2 ) to the third position, the damper  46  imparts a moment in the direction of arrow  314  that is opposite the moment from the spring  42 . When the suspension system  30  moves from the third position to the second position ( FIG. 2 ), the damper imparts a moment in the direction of arrow  310  that is opposite the moment from the jounce bumper  50 . Accordingly, the moments about the knuckle  38  can be expressed by:
 
 M   k   =M   s   +M   jb   +M   d  
 
     In the equation above, Mk is the moments about the knuckle  38 , Ms is the moment from the spring  42  (i.e., the spring force times the perpendicular distance to the rotational axis of the knuckle  38 ), Mib is the moment from the jounce bumper  50  (i.e., the jounce bumper force times the perpendicular distance to the rotational axis of the knuckle  38 ), and Md is the moment from the damper  46  (i.e., the damper force times the perpendicular distance to the rotational axis of the knuckle  38 ). In the example provided, the moment from the damper  46  is configured to be insignificant compared to the moments from the spring  42  and the jounce bumper  50  when the suspension system  30  is moving between the second and third positions. Accordingly, the moments about the knuckle  38  are approximated by:
 
 M   k   =M   s   +M   jb |
 
     The spring  42  and jounce bumper  50  are configured such that their moments on the knuckle  38  approximately cancel each other out. In other words, Mk is approximately zero in the above equation and Ms and Mib have approximately equal magnitudes and opposite directions. With additional reference to  FIG. 4 , the magnitudes of the moments on the knuckle  38  produced by spring  42  and by the jounce bumper  50  are graphed with relation to the position of the suspension system  30  (e.g., the amount of compression of the spring  42  and jounce bumper  50 ). The magnitude of the moment produced by the spring  42  is indicated by line Ms. The magnitude of the moment produced by the jounce bumper  50  is indicated by line Mib-Between the first position (indicated by Pos1) and the second position (indicated by Pos2), the spring  42  imparts a moment Ms on the knuckle  38 . In the example provided, the jounce bumper  50  does not begin imparting a moment until the second position Pos2. Between the second position Pos2 and the third position Pos3, the moments Ms and Mib are approximately equal and have a maximum difference  410  of approximately 18%, though other values can be used and this maximum difference value can depend on the designed sensitivity to castor wind-up (e.g., castor angle change per N*m of spring torque). In the example provided, the spring moment Ms is approximately linear, while the jounce bumper moment Mib is non-linear, though other configurations can be used. For example,  FIG. 5  illustrates a graph showing the magnitudes Ms and Mib of different configuration, i.e., wherein the spring  42  is a non-linear spring. In this example, the moments Ms and Mib are still configured to be approximately equal and have a maximum difference  410  of approximately 18%, though other values can be used depending on the designed sensitivity to castor wind-up. 
     With additional reference to  FIG. 6 , a vehicle  10 ′ of a second configuration is illustrated. The vehicle  10 ′ is similar to the vehicle  10  ( FIGS. 1-3 ) except as otherwise shown or described herein. Accordingly, similar elements are shown and described herein with similar, but primed reference numerals and only their differences are described in detail herein. In the example provided, the damper  46 ′ is not mounted between the frame  14 ′ and the toe link  74 ′. Instead, the damper  46 ′ is mounted coaxially with the spring  42 ′ between the lower control arm  66 ′ and the frame  14 ′. In the example provided, the camber link  70 ′ is more forward of the center axis  118 ′ than the camber link  70  ( FIGS. 1-3 ). In the example provided, the jounce bumper  50 ′ is not mounted coaxially about the damper  42 ′, but is still mounted on an opposite side of the center axis  118 ′ from the spring  46 ′. The jounce bumper  50 ′ is mounted to the camber link  70 ′ and the striker  156 ′ is mounted to the frame  14 ′. In an alternative configuration, not shown, the jounce bumper  50 ′ is mounted to the frame  14 ′ and the striker  156 ′ is mounted to the camber link  70 ′. As discussed above, the jounce bumper  50 ′ and the spring  42 ′ are configured to produce opposite, but approximately equal moments on the knuckle  38 . 
     The description of the disclosure is merely exemplary in nature and, thus, variations that do not depart from the substance of the disclosure are intended to be within the scope of the disclosure. Such variations are not to be regarded as a departure from the spirit and scope of the disclosure. 
     None of the elements recited in the claims are intended to be a means-plus-function element within the meaning of 35 U.S.C. § 112(f) unless an element is expressly recited using the phrase “means for”, or in the case of a method claim using the phrases “operation for” or “step for”. 
     As used herein, the phrase at least one of A, B, and C should be construed to mean a logical (A OR B OR C), using a non-exclusive logical OR, and should not be construed to mean “at least one of A, at least one of B, and at least one of C.