GB2612084A

GB2612084A - Bracket for bearing

Info

Publication number: GB2612084A
Application number: GB2115139.4A
Authority: GB
Inventors: Atkinson James; Boyd John
Original assignee: Jaguar Land Rover Ltd
Current assignee: Jaguar Land Rover Ltd
Priority date: 2021-10-21
Filing date: 2021-10-21
Publication date: 2023-04-26
Anticipated expiration: 2041-10-21
Also published as: GB2612084B; GB202115139D0

Abstract

A bracket 30 for a prop shaft bearing of a vehicle, which comprises an annular body 32 for surrounding the bearing, and one or more fixing structures 34a, 34b provided at an outside edge of the body. Each fixing structure 34a, 34b has a through bore 36a, 36b for receiving a fixing to mount the bracket 30 to a vehicle structure, the through bore 36a, 36b being substantially perpendicular to a first radial line extending from the centre of the annular body 32 to intercept the through bore 36a, 36b. The fixing structure 34a, 34b comprises a fixing face 40a, 40b against which a head of a fixing 37 comes to rest when the fixing is fully inserted in the bore 36a, 36b, the fixing face 40a, 40b being offset from the radial line. The head of the fixing 37 is permitted to extend inwardly of a centre of the through bore 36a, 36b, in a direction parallel to the first radial line, by a distance which is greater than the distance between the centre of the through bore 36a, 36b and an exterior surface of the annular body 32 along the first radial line.. As a result, a more compact design is achieved due to a reduction in thickness of the bracket along the direction of the centreline.

Description

BRACKET FOR BEARING

TECHNICAL FIELD

The present disclosure relates to a bracket. Embodiments of the present disclosure relate to a bracket for a propshaft bearing of a vehicle.

BACKGROUND

A typical motor vehicle, such as a car, may have an internal combustion engine at a distance from a drive axle. A propeller shaft transmits torque from the engine to the axle, usually via a multi-speed transmission. In the most common arrangement the transmission is in unit with the engine, but the transmission may alternatively be in unit with the drive axle. A propeller shaft is typically 1-2.5m long, and may include one or more support bearings towards the centre thereof VVhere a vehicle has several drive axles, a propeller shaft may be provided for each of them.

The support bearing serves to support the propeller shaft at its axis of rotation, inhibiting flexing of the propeller shaft. The support bearing is mounted to the vehicle (or to a component of the vehicle) using a bracket. Various different types of brackets are available for propeller shaft bearings. One requirement for such brackets is that vibration is minimised (to keep noise, vibration, harshness (NVH) to acceptable levels, and this can be achieved by securing the bracket to the vehicle by bolting across a centreline of the bracket/bearing, on both sides of the bearing. In modern vehicles, packaging constraints may limit the dimensions of, and fixing access to, brackets, requiring a redesign.

It is an aim of the present invention to address one or more of the disadvantages associated with the prior art, and in particular to reduce one or more dimensions of a bearing bracket while providing an improvement in stiffness across the bracket.

SUMMARY OF THE INVENTION

Aspects and embodiments of the invention provide a rotating shaft coupling, a method of coupling together two transmission shafts, and a vehicle, as claimed in the appended claims.

According to an aspect of the invention, there is provided a bracket for a prop shaft bearing of a vehicle, the bracket comprising: an annular body for surrounding the bearing; and one or more fixing structures provided at an outside edge of the body, each fixing structure having a through bore for receiving a fixing to mount the bracket to a vehicle structure, the through bore being substantially perpendicular to a first radial line extending from the centre of the annular body to intercept the through bore, the fixing structure comprising a fixing face against which a head of a fixing comes to rest when the fixing is fully inserted in the bore, the fixing face being offset from the radial line; wherein when the head of the fixing is against the fixing face, the head of the fixing is permitted to extend inwardly of a centre of the through bore, in a direction parallel to the first radial line, by a distance which is greater than a first distance, the first distance being a distance between the centre of the through bore and an exterior surface of the annular body along the first radial line.

In this way, the through bore of the fixing structure can be brought inwards (closer to the annular body) by disposing the fixing face away from the centreline. In particular, with the fixing face away from the centreline, there is more space between the entrance to the bore at the fixing face and the exterior surface of the annular body for the head of a fixing (such as a bolt) used to secure the bracket, due to the curve of the annular body. As a result, a more compact design is achieved due to a reduction in thickness of the bracket along the direction of the centreline.

Preferably, the fixing structure comprises an exit face out of which the bolt extends from the through bore to engage with the vehicle structure, the exit face being at an opposite end of the fixing structure and the through bore than the fixing face. The first radial line (and the centreline) intercepts the fixing structure between the fixing face and the exit face of the fixing structure.

The fixing will generally engage with the through bore, and the fixing structure, at or near the fixing face and the exit face -that is, at both sides of the centreline. In this way, fixing across the centreline is achieved. Further, by engaging the fixing with the bracket at (at least) two points relatively distal from each other, an improvement in stiffness can be achieved, thus reducing tipping of the bearing during drive cycles.

The amount of offset between the fixing face and the centreline/first radial line may depend on application. Preferably, the fixing face is offset by at least approximately 5mm from the centreline, more preferably at least approximately 10mm from the centreline, still more preferably at least approximately 15mm from the centreline, and still more preferably at least approximately 20mm from the centreline. In one example the fixing face is offset by 28mm from the centreline.

As a result, the width of the first fixing structure at the centreline can be made smaller than it would need to be if the fixing was to be used at the centre line.

The amount of offset between the exit face and the centreline/first radial line may also depend on application. Preferably, the exit face is offset by at least approximately 5mm from the centreline, more preferably at least approximately lOmm from the centreline, still more preferably at least approximately 20mm from the centreline, and still more preferably at least approximately 30mm from the centreline. In one example the fixing face is offset by 36mm from the centreline.

The fixing structure may be such that a distance between the fixing face and the first radial line is smaller than a distance between the exit face and the first radial line. That is, the fixing structure may be asymmetrical with respect to the centreline (first radial line).

The fixing structure may comprise an elongate structure within which the bore is provided.

While in some implementations the elongate structure may be solid (except for the through bore), preferably the elongate structure has one or more cavities between the fixing face and the exit face. This reduces weight, without significantly impacting stiffness and durability.

The one or more fixing structures may comprise a first fixing structure to one side of the body, and a second fixing structure to the opposite side of the body from the first fixing structure. Preferably, the through bores of the first fixing structure and the second fixing structure are substantially parallel. In this case, a first radial line of the first fixing structure and a first radial line of the second fixing structure are substantially parallel. Where the fixing structures are each asymmetrical with respect to their first radial lines, the bracket may be substantially symmetrical only with respect to an axis perpendicular to the first radial lines.

Since the asymmetry of the fixing structures may be difficult to perceive by eye, a visual indicator may be provided on the bracket to aid with orienting the bracket with respect to the other vehicle structure.

The body and the one or more fixing structures may be co-formed from a single material. For example, the bracket may be formed by extrusion. Preferably, the bracket is formed of aluminium, or an aluminium alloy, but it will be appreciated that other materials may be used instead.

When the fixing is fully received within the through bore, the head of the fixing may be permitted to extend inwardly of a centre of the through bore, in a direction parallel to the first radial line, by a distance which is greater than a second distance, the second distance being a distance between the centre of the through bore and an interior surface of the annular body along the first radial line.

A distance between an exterior surface of the annular body and the closest point of the through bore may be less than the amount by which the head of the fixing extends laterally from the inner edge of the entrance of the through bore at the fixing face. It will be appreciated that various different fixings (for example bolts) could be used, in principle ay size depending on the clamping force required for the application. In any case, the fixing head is able to extend laterally inboard of the exterior surface of the annular body.

Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and/or features of any embodiment can be combined in any way and/or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and/or incorporate any feature of any other claim although not originally claimed in that manner.

BRIEF DESCRIPTION OF THE DRAWINGS

One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which: Figure 1 schematically shows a vehicle having a propellor shaft supportable by a bearing bracket; Figures 2A and 2B schematically show a first existing bearing bracket and a second existing bearing bracket; Figures 3A to 30 schematically show a bearing bracket according to an embodiment of the present invention.

DETAILED DESCRIPTION

A vehicle 1 in accordance with an embodiment of the present invention is described herein with reference to the accompanying Figure 1.

With reference to Figure 1, the vehicle 1 comprises an engine 2, and a driveline 4 for delivering power from the engine, via a transmission 3, to wheels 5 of the vehicle 1. The driveline 4 comprises a propshaft, which is supported by one or more propshaft bearings.

Figures 2A and 2B show two existing propshaft bearing brackets. In Figure 2A, a bracket 10 can be seen to comprise a generally annular body 12, a first fixing structure 14a to one side of the annular body 12, and a second fixing structure 14b to the other side of the annular body 12. Each of the fixing structures comprises a through bore 16a, 16b, via which the bracket 10 can be mounted to a vehicle body or component using a fixing 17. It can be seen that the fixing structures are offset from a centreline 18 of the bracket, and of the propshaft bearing disposed within. A problem with the bracket 10 of Figure 2A is that fixing does not take place across the centreline 18.

In Figure 2B, a bracket 20 can be seen to comprise a generally annular body 22, a first fixing structure 24a to one side of the annular body 22, and a second fixing structure 24b to the other side of the annular body 12. Each of the fixing structures comprises a through bore 26a, 26b, via which the bracket 20 can be mounted to a vehicle body or component using a fixing 27. It can be seen that the fixing structures, and the through bores, are aligned with a centreline 28 of the bracket, and of the propshaft bearing disposed within, such that fixing takes place across the centreline 28. A problem with the bracket 20 of Figure 2B is that the size of the bracket 20 along the centreline is relatively large, totalling the diameter of the annular body of the bracket 20 in combination with a minimum size of fixing structure to accommodate a head of a fixing passing through the fixing structure.

Referring to Figures 3A to 30, the present invention provides an alternative bearing bracket 30 which fixes across a centreline 38 of the bearing, and which has improved stiffness and reduced size (at the centreline 38) compared with the bracket 20 of Figure 2B.

The bracket 30 comprises an annular body 32 which extends around a bearing 31. A pair of fixing structures are provided at an outside edge of the body 32. In particular, a first fixing structure 34a is provided at a first side of the annular body 32 and a second fixing structure 34b is provided at a second side of the annular body 32, opposite to the first side. A centreline 38 of the bracket 30, and of the bearing 31, extends through the midpoint of the bearing 31 and through both the first fixing structure 34a and the second fixing structure 34b. The first fixing structure 34a comprises a through bore 36a and the second fixing structure 34b comprises a through bore 36b. The through bore 36a and the through bore 36b are substantially parallel to each other, and substantially perpendicular to the centreline 38. The centreline 38 can be considered as a first radial line extending from the centre of the annular body 32 to intercept the through bore 36a at a right angle, and a second radial line extending from the centre of the annular body 32 to intercept the through bore 36b at a right angle. The through bore 36a extends from a fixing face 40a to an exit face 41a. Similarly, the through bore 36b extends from a fixing face 40b to an exit face 41b. In use, a fixing, such as a bolt 37, is inserted into the through bore 36a via an aperture in the fixing face 40a until the head of the fixing abuts the fixing face 40a and the other end of the fixing exits the through bore 36a via the exit face 41a and engages with the body of the vehicle, or a vehicle component, thus fixing the bracket 30 in place. Similarly, another fixing is inserted into the through bore 36b via an aperture in the fixing face 40b until the head of the fixing abuts the fixing face 40b and the other end of the fixing exits an aperture in the exit face 41b and engages with the body of the vehicle, or a vehicle component.

The fixing structure 34a is an elongate structure (elongate in the direction of the through bore 37a) within which the bore 36a is provided. The elongate structure comprises two open cavities 43a, 43b, between the fixing face 40a and the exit face 41a, which serve to reduce the weight of the bracket 30. Explained differently, the fixing structure 34a comprises first, second and third arms 45, 46, 47 extending parallel with each other and away from the annular body 32. Each of the first, second and third arms 45, 46, 47 are joined together by an elongate member 48. The fixing face 40a is disposed at the first arm 45, while the exit face 41a is disposed at the third arm 47. These two arms 45, 47 may define the only contact or engagement points between the bracket 30 and the fixing, or the fixing may also contact the middle arm 46. The elongate member 48 increases the stiffness of the bracket 30. The middle arm 46 also improves stiffness of the bracket 30.

The second fixing structure 34b takes the same form, and can be described in the same way. 30 The fixing face 40a, and thus the first arm 45, are offset from the radial line intercepting the through bore 36a at a right angle (that is, the centreline 38). It will be understood that the greater the offset, the further the curved external surface of the main body 32 of the bracket 30 will diverge from the axis of the through bore 36a. As this distance increases, there is more room at the fixing face 40a to accommodate the head of the fixing 37. As a result, the through bore 36a can be closer to the body 32 without the exterior surface of the body 32 interfering with the head of the fixing 37. With this arrangement, when the head of the fixing 37 is against the fixing face 40a, the head of the fixing 37 is permitted to extend inwardly of a centre of the through bore 36a, in a direction parallel to the first radial line, by a distance which is greater than a distance between the centre of the through bore 36a and an exterior surface of the annular body 32 along the first radial line (or where the exterior surface would be based on a circular continuation of the diameter of the annular body 32 away from the fixing structures 34a, 34b). In some cases, the head of the fixing 37 may be permitted to extend inwardly of a centre of the through bore 36a, in a direction parallel to the first radial line, by a distance which is greater than a distance between the centre of the through bore 36a and an interior surface of the annular body 32 along the first radial line.

Similarly, the exit face 41a, and thus the third arm 45, are offset from the radial line intercepting the through bore 36a at a right angle (that is, the centreline 38). This positions the exit face 41a appropriately to abut the body in white or other vehicle component, into which the fixing 37 is to pass to secure the bracket 30 in place. The offset in this case is in the opposite direction to the offset of the fixing face 40a. With the fixing face 40a and the exit face 41a being offset to either side of the centreline 38, it will be understood that the first radial line intercepts the fixing structure between the fixing face and the exit face of the fixing structure. While both the fixing face 40a and the exit face 41a are offset from the first radial line, the size of the offset is different in the present embodiment. In particular, a distance between the fixing face and the first radial line is smaller than a distance between the exit face and the first radial line. In the present example this is due to packaging constraints, and in alternative implementations the opposite condition may be true.

In the present example, the fixing face is offset by 28mm from the centreline, while the exit face is offset by 36mm from the centreline.

As a result of this difference in offsets, the bracket 30 is substantially symmetrical only with respect to an axis perpendicular to the first radial lines. However, the difference in offset may not be easily apparent with brief visual inspection, and so preferably a visual indicator 50, such as a marking or protrusion, is provided on the bracket to aid with orienting the bracket with respect to the other vehicle structure.

The bracket, and in particular the annular body 32 and the fixing structures 34a, 34b are co-formed, by extrusion, from a single material, in the present case aluminium. The bracket 30 therefore has a uniform cross section. Figure 3C is a 3D view of the bearing bracket 30.

It will be appreciated that various changes and modifications can be made to the present invention without departing from the scope of the present application. For example, all of the features disclosed in this specification (including any accompanying claims, abstract and drawings), and/or all of the steps of any method or process so disclosed, may be combined in any combination, except combinations where at least some of such features and/or steps are mutually exclusive.

Each feature disclosed in this specification (including any accompanying claims, abstract and drawings), may be replaced by alternative features serving the same, equivalent or similar purpose, unless expressly stated otherwise. Thus, unless expressly stated otherwise, each feature disclosed is one example only of a generic series of equivalent or similar features.

The invention is not restricted to the details of any foregoing embodiments. The invention extends to any novel one, or any novel combination, of the features disclosed in this specification (including any accompanying claims, abstract and drawings), or to any novel one, or any novel combination, of the steps of any method or process so disclosed. The claims should not be construed to cover merely the foregoing embodiments, but also any embodiments which fall within the scope of the claims

Claims

CLAIMS1. A bracket for a prop shaft bearing of a vehicle, the bracket comprising: an annular body for surrounding the bearing; and one or more fixing structures provided at an outside edge of the body, each fixing structure having a through bore for receiving a fixing to mount the bracket to a vehicle structure, the through bore being substantially perpendicular to a first radial line extending from the centre of the annular body to intercept the through bore, the fixing structure comprising a fixing face against which a head of a fixing comes to rest when the fixing is fully inserted in the bore, the fixing face being offset from the radial line; wherein when the head of the fixing is against the fixing face, the head of the fixing is permitted to extend inwardly of a centre of the through bore, in a direction parallel to the first radial line, by a distance which is greater than a first distance, the first distance being a distance between the centre of the through bore and an exterior surface of the annular body along the first radial line.
2 A bracket according to claim 1, wherein the fixing structure comprises an exit face out of which the fixing extends from the through bore to engage with the vehicle structure, the exit face being at an opposite end of the fixing structure and the through bore than the fixing face.
3 A bracket according to claim 2, wherein a distance between the fixing face and the first radial line is smaller than a distance between the exit face and the first radial line.
4 A bracket according to claim 2 or claim 3, wherein the fixing structure comprises a elongate structure within which the bore is provided, the elongate structure having one or more cavities between the fixing face and the exit face.
5. A bracket according to any preceding claim, wherein the one or more fixing structures comprise a first fixing structure to one side of the body, and a second fixing structure to the opposite side of the body from the first fixing structure.
6. A bracket according to claim 5, wherein the through bores of the first fixing structure and the second fixing structure are substantially parallel.
7. A bracket according to claim 5 or claim 6, wherein a first radial line of the first fixing structure and a first radial line of the second fixing structure are parallel.
8. A bracket according to claim 7, wherein the bracket is substantially symmetrical only with respect to an axis perpendicular to the first radial lines.
9. A bracket according to claim 8, wherein a visual indicator is provided on the bracket to aid with orienting the bracket with respect to the other vehicle structure.
10. A bracket according to any preceding claim, wherein the body and the one or more fixing structures are co-formed from a single material, optionally by extrusion.
11. A bracket according to claim 10, wherein the bracket is formed of aluminium.
12 A bracket according to any preceding claim, wherein when the fixing is fully received within the through bore, the head of the fixing is permitted to extend inwardly of a centre of the through bore, in a direction parallel to the first radial line, by a distance which is greater than a second distance, the second distance being a distance between the centre of the through bore and an interior surface of the annular body along the first radial line.
13. A bracket according to any preceding claim, wherein the fixing is a bolt.
14. A transmission assembly of a vehicle, having a propeller shaft supported by a bearing bracket of any preceding claim.
15. A motor vehicle having a drive-line including the transmission assembly of claim 14.