Abstract:
A one piece mounting bracket for connecting a stabilizer bar and knuckle to a vehicle suspension damper such as a strut includes a body with an engagement surface, which engages the strut and allows the bracket to be connected in generally surface to surface contact with the strut. The bracket further includes a knuckle attachment and a stabilizer attachment extending from the body of the bracket and reinforcing webs interconnecting the knuckle and stabilizer bar attachment.

Description:
TECHNICAL FIELD 
     The subject invention generally relates to a bracket for a suspension damper of a vehicle. More specifically, the invention relates to connecting the strut of a suspension to a knuckle and to a stabilizer bar. 
     BACKGROUND OF THE INVENTION 
     A conventional vehicle suspension system requires that a reservoir tube of a suspension damper such as a strut be connected to both a knuckle and a stabilizer bar. This has been accomplished by affixing two separate brackets to the damper, one for the stabilizer bar, and one for the knuckle. An example of this is disclosed in U.S. Pat. No. 5,669,728 to Koba. Koba discloses a bracket that wraps around and is welded to a strut for affixing only a knuckle to the strut. A second bracket is required to affix the stabilizer bar to the strut. An additional example is disclosed in U.S. Pat. No. 5,797,618 to Brokholc, which also teaches a separate bracket for the stabilizer bar and a separate bracket for the knuckle. 
     Suspension systems having two brackets affixed to the damper, such as those disclosed hereinabove, have inherent limitations. Two brackets welded to the reservoir tube having space therebetween subject the tube to unnecessary stresses from the knuckle and the stabilizer bar. These stresses require significant structural thickness of the tube wall and can lead to a shorter functional life of the strut than would otherwise occur. Using two brackets requires that the brackets be formed from a heavy gage steel for structural integrity. The heavy gage steel adds to the overall mass of the vehicle and to the cost for attaching the stabilizer bar and the knuckle to the strut. 
     Vehicle suspension systems have historically required high mass steel components to meet the demands of supporting the vehicle while providing a comfortable ride for the occupant. Eliminating suspension components while also reducing the mass of those remaining components can yield a significant overall vehicle mass reduction. 
     SUMMARY OF THE INVENTION 
     The present invention overcomes the problems found in known mounting brackets for automotive suspension dampers. The mounting bracket of the present invention is a one piece unit which allows the vehicle knuckle, stabilizer bar and damper to be interconnected. There are numerous advantages to using a one piece bracket. The bracket of the present invention reduces the number of parts that are normally required to connect these vehicle suspension parts and reduces the number of welds necessary to attach the separate bracket pieces to the strut. This reduces weight and manufacturing time. The single bracket also allows for a single thickness of material to be used, reducing weight. The bracket also distributes forces acting upon the bracket more evenly along the strut, allowing lighter materials to be used. In particular, the one piece unit reduces the high stress on the reservoir tube at the top that can occur with conventional two piece mounting brackets. 
     In the preferred embodiment, the one piece bracket is stamped metal. The bracket includes an engagement surface for engaging a strut and a knuckle attachment extending from the engagement surface for attaching a knuckle to the strut. The bracket further includes a stabilizer bar attachment extending from the engagement surface for attaching a stabilizer bar to the strut. 
     Utilizing a single bracket for attaching both the knuckle and the stabilizer bar reduces the number of components required for the vehicle suspension. A reduction in the number of components reduces assembly time and material handling costs. The singular design provides the ability to include strengthening webs for joining the knuckle attachment and the stabilizer bar attachment, which provides enough strength to reduce the gage of the steel used to form the bracket, thus further reducing vehicle mass and cost. The strength of the bracket also reduces the stresses on the reservoir tube allowing further vehicle mass reductions by reducing the wall thickness of the tube 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     Other advantages of the present invention will be readily appreciated as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawings wherein: 
     FIG. 1 is a perspective view of the subject invention in a suspension system having the related components attached thereto; 
     FIG. 2 is a forward view of the subject invention showing a strut affixed thereto; and 
     FIG. 3 is a rearward view of the subject invention showing a strut affixed thereto. 
    
    
     DESCRIPTION OF THE PREFERRED EMBODIMENT 
     Referring to the Figures, wherein like numerals indicate like or corresponding parts throughout the several views, a bracket for a suspension damper such as a strut is generally shown at  10 . The bracket  10  includes a body portion  12  having an engagement surface  15  for engaging the strut  14  and a knuckle attachment  16  extending from the engagement surface  15  for attaching a knuckle  18  to the strut  14 . The knuckle  18  supports a wheel axle (not shown) which rotatably mounts to a wheel hub  20  as is known in the art of vehicle suspension. The hub  20  may also support a brake assembly for the wheel  22 . 
     The bracket  10  further includes a stabilizer bar attachment  24  extending from the body portion  12  for attaching a stabilizer bar  26  to the strut  14 . The addition of the stabilizer bar attachment  24  to the bracket  10  eliminates the need for a separate knuckle bracket and a separate stabilizer bar bracket, each of which would engage the strut  14 . The combination of a knuckle attachment  16  and a stabilizer bar attachment  24  in one bracket  10  reduces the number of attachments to the strut  14  that are required, which also reduces assembly time. In addition, including both attachments  16 ,  24  in one bracket  10  facilitates a design geometry that is stronger than the separate brackets and more efficiently distributes the forces acting on the strut from the stabilizer bar  26  and the knuckle  16 . This allows for the use of a lighter gage steel resulting in mass reductions for the vehicle. 
     The bracket  10  is best suited for small and compact vehicles having limited component packaging space and more stringent mass reduction targets, but will also meet the needs of larger vehicles. The preferred length of the bracket ranges form 200 to 250 mm. However, longer (or shorter) lengths could be used as a particular suspension design may require. While the current intent is for use on original equipment, the bracket  10  is also suitable for after market use. 
     The knuckle attachment  16  is defined by spaced and generally parallel walls  28  extending from the engagement surface  15  to define generally parallel and spaced edges  30 . Each of the walls  28  includes at least one aperture  32  for receiving a fastener  34  to affix the knuckle  18  to the knuckle attachment. The knuckle  18  includes at least one aperture (not shown) aligning with the aperture  32  in the walls  28  for receiving the fastener  34  and securing the walls  28  to the knuckle  18 . The present embodiment, as seen in the Figures shows two apertures  32  on each wall  28 . However, the number of apertures  32  can vary as a particular suspension design may require. 
     The engagement surface  15  is curved between the edges  30  to generally mate against the strut  14  in surface to surface contact. The strut  14  includes an outer tube  36 , which may be a reservoir tube or an equivalent main body having an outer surface to which a bracket may be attached, as is known in the art of vehicle suspension. The engagement surface  15  mates uniformly with the outer tube  36  allowing welds  38  to be applied at the edges  30  for affixing the bracket  10  to outer tube  36 . Alternative fastening methods are contemplated including, but not exclusively laser welding, structural adhesive, or bolting the bracket to the strut (this would require additional fastening brackets), etc. 
     The stabilizer bar attachment  24  includes stabilizer arms  40  extending from opposite sides of the body portion  12 . The stabilizer bar  26  extends cross-car, inboard of the struts  14 . Therefore, outer tube  36  is positioned between the stabilizer bar  26  and the bracket  10 . Thus the arms  40  must encompass a length greater than the diameter of outer tube  36  providing access for the stabilizer bar  26  to the bracket  10 . To provide the requisite length to the arms  40 , the bracket  10  is generally T-shaped. 
     Each of the attachment arms  40  includes at least one arm aperture  44  for receiving a fastener, such as a standard nut and bolt style automotive fastener  34 , to affix the stabilizer bar  26  to the arms  40 . However, the type and style of fastener  34  is not integral to the subject invention. 
     A first pair of strengthening webs  46  connects the walls  28  and the arms  40 . The webs  46  extend between the walls  28  and the adjoining edge of the arms  40 . As disclosed, the webs  46  are angled with respect to the longitudinal centerline  47  of the bracket  10  and a second pair of strengthening webs  48  is positioned on the other side of the arms  40 . The webs  46 ,  48  provide structural integrity to the bracket  10  allowing reduced steel gage to be used to form the bracket  10 . For example, 1009 and 1010 gage steel is proposed for use, and thus, a thinner steel can be used. For example, 3 mm thick steel can be used to form the bracket  10 . Thus, the bracket  10  also provides a mass reduction for the vehicle. In addition, apertures  50  can be used to further reduce the mass of the bracket  10 . A further benefit of the geometry of the bracket  10  and of the webs  46 ,  48  is the option to eliminate high strength steel resulting in additional cost savings to the manufacturer. 
     The invention has been described in an illustrative manner, and it is to be understood that the terminology which has been used is intended to be in the nature of words of description rather than of limitation. 
     Obviously, many modifications and variations of the present invention are possible in light of the above teachings. It is, therefore, to be understood that within the scope of the appended claims, wherein reference numerals are merely for convenience and are not to be in any way limiting, the invention may be practiced otherwise than as specifically described.