Claims:We claim:

1. A mechanism (100) for dynamically adjusting camber in a suspension system (300) of a vehicle, the mechanism (100) comprising:
a bracket (1), connectable to a frame of the vehicle;
a movable block (2) coupled to a top mount (4) of suspension strut (200), and is structured accommodate at least a portion of the bracket (1); and
a connecting element (3), configured to couple the bracket (1) and the movable block (2) such that, at least a portion of the connecting element (3) is accommodated in the bracket (1) and the movable block (2), wherein the connecting element (3) is structured such that, the movable block (2) is moveable between a first position and a second position, relative to the bracket (1) based on variation in camber of a wheel of the vehicle to dynamically adjust the camber.

2. The mechanism (100) as claimed in claim 2, wherein the movable block (2) is defined with a first threaded aperture (9) coaxial with a second threaded aperture (12) defined in the bracket (1), to axially accommodate the connecting element (3).

3. The mechanism (100) as claimed in claim 1, wherein the connecting element (3) is a lead screw including a pitch of at least 1mm.

4. The mechanism (100) as claimed in claim 3, wherein the lead screw is configured such that, force acting on the movable block (2) through the top mount (4) of the suspension strut (200) translates the lead screw in the first threaded aperture (9) and the second threaded aperture (12) to allow relative movement of the movable block (2) with the bracket (1).

5. The mechanism (100) as claimed in claim 1, wherein the movable block (2) is defined by:
a body (5) having a cavity (6) to accommodate the portion of the bracket (1); and
a cup portion (7) extending from the body (5), wherein the cup portion (7) is receivable in the top mount (4) of the suspension strut (200), and wherein the cup portion (7) is defined with an aperture (8) to accommodate a portion of the suspension strut (200).

6. The mechanism (100) as claimed in claim 5, wherein a peripheral portion of the movable block (2) is defined with a clearance to accommodate the portion of the bracket (1).

7. A strut (200) for suspension system (300) of a vehicle, the strut (200) comprising:
a damper (23) connectable between a frame and a wheel axle of the vehicle;
a resilient member (24) disposed around the damper (23);
a top mount (4) coupled to a first end of the damper (23) connected to the frame; and
a mechanism (100) for dynamically adjusting camber in the suspension system (300), the mechanism (100) comprising:
a bracket (1), connectable to the frame;
a movable block (2) coupled to the top mount (4), and is structured accommodate at least a portion of the bracket (1); and
a connecting element (3), configured to couple the bracket (1) and the movable block (2), such that, at least a portion of the connecting element (3) is accommodated in the bracket (1) and the movable block (2), wherein the connecting element (3) is structured such that the movable block (2) is moveable between a first position and a second position, relative to the bracket (1) based on variation in camber of a wheel of the vehicle to dynamically adjust the camber.
8. The system (300) as claimed in claim 7, wherein the movable block (2) is defined with a first threaded aperture (9) coaxial with a second threaded aperture (12) defined in the bracket (1), to axially accommodate the connecting element (3).

9. The system (300) as claimed in claim 7, wherein the connecting element (3) is a lead screw including a pitch of at least 1mm.

10. The system (300) as claimed in claim 9, wherein the lead screw is configured such that force acting on the movable block (2) through the top mount (4) of the suspension strut (200) translates the lead screw in the first threaded aperture (9) and the second threaded aperture (12) to allow relative movement of the movable block (2) with the bracket (1).

11. The system (300) as claimed in claim 7, wherein the movable block (2) is defined by:
a body (5) having a cavity (6) to accommodate the portion of the bracket (1); and
a cup portion (7) extending from the body (5), wherein the cup portion (7) is receivable in the top mount (4) of the suspension strut (200), and wherein the cup portion (7) is defined with an aperture (8) to accommodate a portion of the suspension strut (200).

12. The system (300) as claimed in claim 7, wherein peripheral portion of the movable block (2) is defined with a clearance to accommodate the portion of the bracket (1).

13. A vehicle suspension system (300) comprising a strut (200) as claimed in claim 7.
, Description:TECHNICAL FIELD
Present disclosure, in general, relates to the field of automobiles. Particularly, but not exclusively, the present disclosure relates to a suspension system of a vehicle. Further, embodiments of the present disclosure relate to a mechanism for dynamically adjusting camber in the suspension system of the vehicle and a strut thereof.

BACKGROUND OF THE DISCLOSURE
Vehicles generally include a suspension system to dampen uneven traversing for providing comfortable ride to passengers accommodated in the vehicle. Such dampening by the suspension systems also improves handling and driving performance of the vehicle. In addition, the suspension system ensures that wheels/tires of the vehicle remain substantially in contact with ground as much as possible, since controlling of the vehicle depends on extent of contact between the wheels of the vehicle and the terrain. The term ‘suspension system’ is a collective term referring to a system of tires, struts, springs, shock absorbers and linkages that connects the vehicle (particularly, to frame/chassis/Body in white (BIW) of the vehicle) to its wheels and allows relative motion between the two. The suspension system works on principle of force dissipation involving conversion of force into heat and motion, thereby eliminating impact/shock that would have been caused by the force.

A major category of vehicles employs strut-based suspension systems, owing to its simple and compact construction, lightweight characteristics and being a less expensive choice in comparison with other type of suspension systems. Conventionally, the strut-based suspension systems, in their most commonly available form, include a suspension spring positioned concentrically around a damper. An upper mounting point of the strut is connected to a frame/chassis of the vehicle through a strut tower. The upper mounting point may include an upper strut mounting assembly, configured to connect the strut to the strut tower. The strut tower is usually configured as a portion of the frame of the vehicle, to enable coupling of the strut arrangement to the frame. A lower end of the strut is usually coupled to a wheel axle of the vehicle. Loads exerted on the suspension system is transmitted from the strut arrangement to the frame via the upper strut mounting assembly and the strut tower.

The above-described configuration of the strut-based suspension system does not allow for vertical movement of wheel or sideways movement or both, without some change in camber angle. Further, such configuration of the strut-based suspension system is generally not considered to give as good handling as a double wishbone or multi-link suspension known in the art, because such configuration restricts vehicle manufacturers with respect to choosing camber change and roll center. Further, vehicles having adjustable cabin ride height feature, generally cannot have such strut-based suspension systems due to requirement of substantial camber changes that are an inevitable part of design of such vehicles. Furthermore, in above-described configuration, vehicle occupants are subjected to shocks and uncomfortable rides, because the damper and the suspension spring have almost the same vertical motion as that of the wheel. In addition, the above-described configuration may further increase wear of the tires and compromise safe handling of the vehicle.

In addition to the above, vehicles require multiple adjustments of camber during their service life either due to normal wear and tear during operation or due to minor damages including striking of kerbs or other obstacles. Such adjustment of camber is often difficult because the upper mounting point of the strut does not include any mechanism for relocation of the upper mounting point at which it is mounted to the strut tower or frame/vehicle chassis. Furthermore, while several vehicle manufacturers provide camber adjustment by positioning axis of the strut offset from center of upper mounting point of the strut, such adjustment is an extremely coarse adjustment and is generally not preferred by vehicle operators.

The present disclosure is directed to overcome one or more limitations stated above or any other limitations associated with the conventional configuration of the strut-based suspension systems.

SUMMARY OF THE DISCLOSURE

One or more shortcomings of the prior art are overcome by a mechanism for dynamically adjusting camber in a suspension system of a vehicle and a strut for suspension system of the vehicle as claimed and additional advantages are provided through the mechanism and the strut as claimed in the present disclosure. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.

In one non-limiting embodiment of the present disclosure, a mechanism for dynamically adjusting camber in a suspension system of a vehicle is disclosed. The mechanism includes a bracket connectable to a frame of the vehicle. The mechanism further includes a movable block coupled to a top mount of suspension strut, and in which the movable block is structured to accommodate at least a portion of the bracket. The mechanism further includes a connecting element, configured to couple the bracket and the movable block, such that, at least a portion of the connecting element is accommodated in the bracket and the movable block. The connecting element is structured such that the movable block is movable between a first position and a second position, relative to the bracket based on variation in camber of a wheel of the vehicle to dynamically adjust the camber.

In an embodiment of the present disclosure, the movable block is defined with a first threaded aperture coaxial with a second threaded aperture defined in the bracket, to axially accommodate the connecting element.

In an embodiment of the present disclosure, the connecting element is a lead screw including a pitch of at least 1mm.

In an embodiment of the present disclosure, the lead screw is configured such that force acting on the movable block through the top mount of the suspension strut translates the lead screw. The lead screw is translated in the first threaded aperture and the second threaded aperture, to allow for relative movement of the movable block with the bracket.

In an embodiment of the present disclosure, the movable block is defined by a body having a cavity to accommodate the portion of the bracket. The body further includes a cup portion extending from the body, in which the cup portion is receivable in the top mount of the suspension strut. The cup portion is defined with an aperture to accommodate a portion of the suspension strut.

In an embodiment of the present disclosure, a peripheral portion of the movable block is defined with a clearance to accommodate the portion of the bracket.

In another non-limiting embodiment of the present disclosure, a strut for suspension system of a vehicle is disclosed. The strut includes a damper connectable between a frame and a wheel axle of the vehicle. The strut further includes a resilient member disposed around the damper and a top mount coupled to a first end of the damper connected to the frame. The strut further includes a mechanism for dynamically adjusting camber in the suspension system of the vehicle. The mechanism includes a bracket connectable to the frame of the vehicle. The mechanism further includes a movable block coupled to the top mount of suspension strut, and in which the movable block is structured to accommodate at least a portion of the bracket. The mechanism further includes a connecting element, configured to couple the bracket and the movable block, such that, at least a portion of the connecting element is accommodated in the bracket and the movable block. The connecting element is structured such that the movable block is movable between a first position and a second position, relative to the bracket based on variation in camber of a wheel of the vehicle to dynamically adjust the camber.

The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.

BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS

The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives, and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:

Figure 1 illustrates a sectional view of a top portion of a suspension strut including a mechanism for dynamically adjusting camber in a suspension system of a vehicle, in accordance with an embodiment of the present disclosure.

Figure 2 illustrates a sectional view of a movable block of the mechanism of Figure 1.

Figures 3a and 3b illustrate a perspective view and a sectional view of a bracket of the mechanism of the Figure 1.

Figure 4 illustrates a sectional view of assembly of the bracket and the movable block of Figures 2 and 3b.

Figure 5 illustrates a perspective view of a connecting element of the mechanism of the Figure 1.

Figures 6a and 6b illustrate sectional views of the mechanism of the Figure 1, in ‘positive camber’ condition and a ‘negative camber’ condition, respectively.

Figure 7 illustrates the suspension strut for a suspension system of the vehicle, in accordance with an embodiment of the present disclosure.

The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the system and the method illustrated herein may be employed without departing from the principles of the disclosure described herein.

DETAILED DESCRIPTION

While the embodiments in the disclosure are subject to various modifications and alternative forms, specific embodiments thereof have been shown by the way of example in the figures and will be described below. It should be understood, however that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the scope of the disclosure.

The terms “comprises”, “comprising”, or any other variations thereof used in the disclosure, are intended to cover a non-exclusive inclusions, such that a device, assembly, mechanism, system, method that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such system, or assembly, or device. In other words, one or more elements in a system proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or method.

Embodiments of the present disclosure disclose a mechanism for dynamically adjusting camber in a suspension system of a vehicle is disclosed. The mechanism includes a bracket connectable to a frame of the vehicle. The mechanism further includes a movable block coupled to a top mount of suspension strut. The movable block is structured to accommodate at least a portion of the bracket. The mechanism further includes a connecting element, configured to couple the bracket and the movable block. The connecting element is configured such that, at least a portion of the connecting element is accommodated in the bracket and the movable block. The connecting element is structured such that the movable block is movable between a first position and a second position, relative to the bracket based on variation in camber of a wheel of the vehicle to dynamically adjust the camber.

Further, in another non-limiting embodiment of the present disclosure, a strut for suspension system of a vehicle is disclosed. The strut includes a damper connectable between a frame and a wheel axle of the vehicle. The strut further includes a resilient member disposed around the damper and a top mount coupled to a first end of the damper connected to the frame. The strut further includes the mechanism, as described in the previous paragraph, for dynamically adjusting camber in the suspension system of the vehicle.

In an embodiment, the term ‘suspension system’ as used herein refers to a system of tires, struts, springs, shock absorbers and linkages that connects the vehicle, particularly, the frame/chassis/ Body in white (BIW) of the vehicle, to its wheels and allows relative motion therebetween. The term ‘camber’ as used herein refers to a camber angle made by wheels of a vehicle. The camber angle is a relative angle formed between a vertical axis of a wheel and a vertical axis of the vehicle, when viewed from the front or rear of the vehicle. The camber angle (hereafter simply referred to as ‘camber’) is a parameter required to be considered in designing of steering and suspension systems for the vehicle. Further, when a top portion of the wheel is inclined farther away from an axle and relatively distant from a vehicle body, then such inclination of the wheel may be referred to as ‘a positive camber’ of the wheel. Whereas, when the top portion of the wheel is inclined towards the axle and relatively proximal to the vehicle body, then such inclination of the wheel may be referred to as ‘a negative camber’ of the wheel.

In an embodiment, the term ‘strut’ as used herein refers to a structural member subjected to axial compressive load. The strut may be positioned at an inclined condition (or may also be along a horizontal plane) to receive and selectively absorb axial compressive load during camber of the wheels of the vehicle. The strut may act as passive braces, for reinforcing the chassis and/or body of the vehicle.

In an embodiment, the term ‘bracket’ as used herein refers to any intermediate component or a structural member adapted for fixing one part to another. Further, shape and configuration of the bracket may be profiled as per requirement for connecting the strut with a structure of the vehicle including, but not limited to, a frame, a sub-frame connected to the frame, a chassis, a reinforcing member, and any other element or component having structural rigidity and fixed position.

The disclosure is described in the following paragraphs with reference to Figures 1 to 7. In the figures, the same element or elements which have same functions are indicated by the same reference signs. It is to be noted that, the vehicle and the entire suspension system including wheels are not illustrated in the figures for the purpose of simplicity. One skilled in the art would appreciate that the mechanism for the suspension system and the strut for the suspension system as disclosed in the present disclosure may be used in any vehicles that employs/includes a strut-based suspension system, where such vehicle may include, but not be limited to, light duty vehicles, passenger vehicles, commercial vehicles, and the like.

Figure 1 is an exemplary embodiment of the present disclosure which illustrates a suspension strut (200) (shown partially, also referred to as ‘strut’ hereinafter) including a mechanism (100) for dynamically adjusting camber in a suspension system (300) (illustrated in Figure 7) of a vehicle. The mechanism (100) may be employed in any strut-based suspension systems as seen in Figure 7. The mechanism (100) includes a bracket (1) connectable to a frame of the vehicle, where such frame may be including, but not limited to, a chassis, a portion of Body-in-white and any other rigid structure of the vehicle capable of supporting the bracket (1). The mechanism (100) may further include a movable block (2) coupled to a top mount (4) of the strut (200). The movable block (2) may be structured to accommodate at least a portion of the bracket (1). The mechanism (100) may further include a connecting element (3), configured to couple the bracket (1) and the movable block (2) such that, at least a portion of the connecting element (3) is accommodated in the bracket (1) and the movable block (2). The connecting element (3) may be structured such that, the movable block (2) is movable between a first position and a second position, relative to the bracket (1). The connecting element (3) may be movable between the first position and the second position based on variation in camber of a wheel of the vehicle for dynamically adjusting the camber.

Referring now to Figure 2, which illustrates a sectional view of the movable block (2), where the movable block (2) may be defined by a body (5) including a cavity (6). The cavity (6) may be configured to accommodate a portion of the bracket (1) within the body (5) of the movable block (2). The body (5) further includes a cup portion (7) extending from the body (5), where the cup portion (7) may be receivable by the top mount (4) of the suspension strut (200). The cup portion (7) may be defined with an aperture (8) configured to accommodate a portion of the suspension strut (200). In the embodiment, the movable block (2) may include a first threaded aperture (9) defined in the body (5) of the movable block (2). The first threaded aperture (9) may include a first portion (13) and a second portion (14). The first portion (13) may be configured to accommodate a head of the connecting element (3) and may not be defined with threads. The second portion (14) may be configured to accommodate a shank/body of the connecting element (3). The first threaded aperture (9) may be configured to axially accommodate at least a portion of the connecting element (3). Further, a peripheral portion (15) of the movable block (2) may be defined with a clearance (16) to accommodate at least a portion of the bracket (1) such that, the movable block (2) may displace relative to the bracket (1) about the clearance (16). In an embodiment, the clearance (16) may be at least 1 mm and may extend upto and/or beyond 5 mm about radial direction so that, the movable block (2) may suitably be displaced around the bracket (1).

Figures 3a and 3b are exemplary embodiments of the present disclosure which illustrate a bottom perspective view and a front sectional view of the bracket (1) respectively. The bracket (1) may include a protrusion (10) extending from a surface (11) [per orientation in the figures 3a and 3b, such surface may be bottom surface, however, may change based on orientational view] of the bracket (1). The protrusion (10) may include a second threaded aperture (12) defined in the protrusion (10) of the bracket (1). The second threaded aperture (12) may be configured to axially accommodate at least a portion of the connecting element (3). The first threaded aperture (9) defined in the body (5) of the movable block (2) may be coaxially aligned with the second threaded aperture (12) defined in the bracket (1). The first threaded aperture (9) and the second threaded aperture (12) may be defined with internal threads and may be configured to axially accommodate the connecting element (3) in entirety.

Referring now to Figure 4 which is an exemplary embodiment illustrating a sectional view of an assembly of the bracket (1) and the movable block (2). The cavity (6) of the movable block (2) accommodates the protrusion (10) extending from the surface (11) of the bracket (1) so that, at least a portion of the bracket (1) is accommodated the movable block (2). In the illustrative embodiment, the protrusion (10) is encircled by the cavity (6) at its periphery, however, other configurations including but not limited to, snap locking by means of hook or ridge connection therebetween may also be provisioned for accommodating the bracket (1). Further, the clearance (16) defined in the peripheral portion (15) of the movable block (2) accommodates a peripheral region (17) (depicted in Figure 3b) of the bracket (1), whereby allowing the movable block (2) to relatively displace from the bracket (1).

Further, Figure 5 illustrates the connecting element (3) in accordance with an exemplary embodiment of the present disclosure. In the embodiment, the connecting element (3) may be a lead screw (3) defined with fine threads. The lead screw (3) may be defined with external threads with a pitch of at least 1mm. The lead screw (3) includes a head (18) portion and a shank (19) portion. The head (18) portion may include a socket (20), to allow insertion of a key or tool such as, a screwdriver, Allen Key, or any other power tool, for fastening and unfastening of the lead screw (3). The shank (19) portion may be defined with external threads. The external threads of the lead screw (3) enable a smooth translation motion of the lead screw (3), when subjected to forces generated during operation of the vehicle. Pitch of the external threads may be preferably in a range of 0.5 mm to 5 mm, based on required extent of translation on the connecting element (3). In an embodiment, the pitch of the lead screw (3) may be in range of about 0.75 mm to about 2 mm, and even in the range of about 1 mm to about 1.5 mm, based on parameters including, but not limited to, load acting on the strut, camber angle of the wheel, gradient of the terrain on which the vehicle passes and any other parameter that may enable translation of the movable block (2) on the connecting element (3). The internal threads defined in the first threaded aperture (9) and the second threaded aperture (12) may engage with external threads defined in the shank (19) portion of the lead screw (3). Such engagement between the bracket (1), movable block (2) and the connecting element (3) (i.e., the lead screw), rotatably retains the connecting element (3) within the bracket (1) and the movable block (2). The connecting element (3) may be configured such that force acting on the movable block (2) through the top mount (4) of the suspension strut (200) translates the lead screw (3). The lead screw (3) is translated in the first threaded aperture (9) and the second threaded aperture (12), to allow for relative movement of the movable block (2) with the bracket (1).

Figures 6a and 6b illustrate operation of the suspension strut (200) including the mechanism (100). Figures 6a (sectional view 21) and 6b (sectional view 22) illustrate operation of the suspension strut (200) including the mechanism (100) for a ‘positive camber’ condition and a ‘negative camber’ condition, respectively. The suspension strut (200) including the mechanism (100) works on principle of force dissipation involving conversion of force into motion, thereby eliminating transmission of impact/shock to the Body-in-White or any frame of the vehicle. During operation, force acting on the movable block (2) through the top mount (4) of the suspension strut (200) translates the connecting element (3). As depicted in Figure 6a, when the lead screw (3) translates in a direction towards the frame of the vehicle, then the bracket (1) moves in an opposite direction, away from frame of the vehicle (depicted by pointer 25 in Figure 6a). On the contrary, as depicted in Figure 6b, when the lead screw (3) translates in a direction opposite to the frame of the vehicle, the bracket (1) moves in a direction towards the frame of the vehicle (depicted by pointer 26 in Figure 6b). Such configuration of the suspension strut (200) including the mechanism (100) allows for dynamic adjustment of camber in the suspension system of the vehicle.

Figure 7 illustrates the suspension strut (200) for the suspension system (300) of the vehicle. The strut (200) includes a damper (23) connectable between a frame and a wheel axle of the vehicle. The strut (200) further includes a resilient member (24), such as, but not limited to spring, disposed around the damper (23) and the top mount (4) coupled to a first end of the damper (23) connected to the frame. The strut (200) further includes the mechanism (100) for dynamically adjusting camber in the suspension system (300) of the vehicle. The suspension system (300) may further include a flexible control arm coupled to the frame at one end and to a wheel hub/axle at another end. The suspension system (300) may further include a steering linkage connected to a wheel of the vehicle. The suspension system (300) including the suspension strut (200) and the mechanism (100) works on principle of force dissipation involving conversion of force into motion and heat, thereby eliminating impact/shock that would have been caused by the force. During operation, the force acting on the movable block (2) through the top mount (4) of the suspension strut (200) translates the connecting element (3).

Further, when the connecting element (3) translates in a direction towards the frame of the vehicle, the bracket (1) moves in an opposite direction, away from frame of the vehicle (as depicted in Figure 6a). On the contrary, when the connecting element (3) translates in a direction opposite to the frame of the vehicle, the bracket (1) moves in a direction towards the frame of the vehicle (as depicted in Figure 6b). Such configuration of the suspension strut (200) including the mechanism (100) allows for dynamic adjustment of camber in the suspension system (300) of the vehicle.

In an embodiment, the mechanism (100) and the strut (200) enable dynamic adjustment of camber in the suspension system (300) of the vehicle, without requiring any manual intervention or ceasing operation of the vehicle. By employing the mechanism (100) and the strut (200) in the suspension system (300) of the vehicle, handling and steering control of the vehicle is improved. Configuration of the mechanism (100) and the strut (200) allows for multiple adjustments of camber during service life of the vehicle. The configuration of the connecting element (3) of the mechanism (100) provides fine/smooth adjustment of camber in a wider range of desired camber settings. Further, the mechanism (100) and the strut (200) ensure that the camber angle of the suspension system (300) is varied without affecting castor angle of the suspension system (300).

EQUIVALENTS

With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.

It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system (100) having at least one of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to “at least one of A, B, or C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system (100) having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase “A or B” will be understood to include the possibilities of “A” or “B” or “A and B.”

In addition, where features or aspects of the disclosure are described in terms of Markush groups, those skilled in the art will recognize that the disclosure is also thereby described in terms of any individual member or subgroup of members of the Markush group.

While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.

REFERRAL NUMERICALS
Particulars Numerical
Bracket 1
Movable block 2
Connecting element 3
Top mount 4
Body 5
Cavity 6
Cup portion 7
Aperture 8
First threaded aperture 9
Protrusion 10
Surface 11
Second threaded aperture 12
First portion 13
Second portion 14
Peripheral portion 15
Clearance 16
Peripheral region 17
Head 18
Body/shank 19
Socket 20
Sectional views of the mechanism 21, 22
Damper 23
Resilient member 24
Pointers 25, 26
Mechanism 100
Suspension strut 200
Suspension system 300