Patent Publication Number: US-11046139-B2

Title: Strut mount bearing unit

Description:
BACKGROUND OF THE INVENTION 
     The present invention relates to vehicle strut assemblies, in particular to strut mounts including bearings. 
     Strut mount assemblies are known and are used to connect a vehicle strut with a vehicle frame or body. A typical strut assembly, for example a McPherson strut assembly, includes a strut mount attached to the vehicle frame or body and a shock absorber disposed within a tubular housing connected to a steering knuckle of the wheel hub and having a shaft attached to the strut mount. A coil spring extends between the tubular housing and an upper spring seat and a bearing assembly is disposed between and rotatably connects the upper spring seat with the strut mount. Generally, the separate bearing assembly and the spring seat are assembled onto the strut mount with no retention means or with a light press-fit of the bearing assembly inside of the strut mount. In certain applications, the centerline of the load applied by the spring upper end (i.e., onto the spring seat) is angled with respect to the centerline of the shock absorber, which either causes transverse loading on the bearing or necessitates orienting certain components to align the bearing with the spring, which typically increases the amount of space required between the vehicle frame and the steering knuckle. 
     SUMMARY OF THE INVENTION 
     In one aspect, the present invention is a strut mount and bearing assembly is provided for connecting a wheel strut unit with a vehicle body, the strut unit including a shock absorber with a shaft extending along a central axis and a suspension spring having a load centerline. The assembly comprises a strut mount having upper and lower ends, a central bore extending generally between the upper and lower ends and a generally annular upper race surface disposed between the upper and lower ends and extending circumferentially about the bore. The upper end is configured to fixedly connect with the vehicle body and has a generally flat attachment surface extending substantially perpendicularly to the centerline and disposeable against a surface of the vehicle body. The strut mount central bore is configured to receive an upper end of the shock absorber shaft and has a centerline extending generally collinearly with the shock absorber axis. A generally annular, first bearing race is disposed on or provided by the upper race surface of the strut mount and has a central axis, the bearing race axis being generally coaxial or parallel with the spring centerline. A spring seat is movably coupled with the strut mount and has an upper end with a generally annular lower race surface and a lower end with a generally circular engagement surface. The engagement surface is contactable by an upper end of the suspension spring and has a center and a diameter. Further, a generally annular, second bearing race is disposed on or provided by the lower race surface of the spring seat and is arranged facing generally toward and spaced axially from the first bearing race. Also, a plurality of rolling elements disposed between the first and second bearing races so as to form a bearing. Furthermore, the strut mount and the spring seat are each sized and configured such that a ratio of the diameter of the spring engagement surface to an axial distance between the upper attachment surface and the engagement surface center is greater than three. 
     In another aspect, the present invention is again a strut mount and bearing assembly for a wheel strut unit, the strut unit including a shock absorber with a shaft extending along a central axis, a suspension spring having a centerline angled with respect to the shaft axis. The assembly comprises a strut mount including a hub with a central bore for receiving an upper end of the shock absorber shaft, the bore having a centerline extending generally collinear with the shock absorber axis, and a generally cylindrical mount body with an upper end configured to fixedly connect with a vehicle body and a lower end. A generally cylindrical, elastomeric damper member is disposed generally coaxially between and connects the hub with the mount body. A generally circular, first bearing race is attached to the lower end of the strut mount so as to extend circumferentially about the damper member and having a central axis. The bearing axis is generally coaxial or parallel with the spring centerline. A spring seat is movably coupled with the strut mount so as to be angularly displaceable about the bearing axis and has an upper end and a lower end with a generally circular support surface contactable by an upper end of the suspension spring. A generally circular, second bearing race is attached to the upper end of the spring seat so as to be facing generally toward and spaced axially from the first bearing race and extending circumferentially about the damper member. Further, a plurality of rolling elements are disposed between the first and second bearing races so as to form a bearing. 
    
    
     
       BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS 
       The foregoing summary, as well as the detailed description of the preferred embodiments of the present invention, will be better understood when read in conjunction with the appended drawings. For the purpose of illustrating the invention, there is shown in the drawings, which are diagrammatic, embodiments that are presently preferred. It should be understood, however, that the present invention is not limited to the precise arrangements and instrumentalities shown. In the drawings: 
         FIG. 1  is an exploded view of a first preferred construction of a strut mount and bearing assembly, shown with the bearing axis aligned with the centerline of the spring upper end load; 
         FIG. 2  is a cross-sectional view of the first construction strut mount assembly, taken along the shock absorber central axis; 
         FIG. 3  is another view of the strut mount and bearing assembly of  FIG. 2 , shown without the suspension spring, shock absorber shaft and bumper; 
         FIG. 4  is an enlarged view of a section of  FIG. 3 ; 
         FIG. 5  is another view of the strut mount and bearing assembly of  FIG. 2 , indicating the spring seat engagement surface diameter, bearing pitch diameter and axial spacing of each from the strut mount attachment surface; 
         FIG. 6  is a top perspective view of the first construction strut mount and bearing assembly; 
         FIG. 7  is a bottom perspective view of the first construction strut mount and bearing assembly; 
         FIG. 8  is a side plan view of a strut mount of the first construction assembly; 
         FIG. 9  is top perspective view of the strut mount of  FIG. 8 ; 
         FIG. 10  is bottom perspective view of the strut mount of  FIG. 8 ; 
         FIG. 11  is an axial cross-sectional view of the strut mount body of  FIG. 8 ; 
         FIG. 12  is a side plan view of a spring seat of the first construction strut mount and bearing assembly; 
         FIG. 13  is an axial cross-sectional view of the spring seat of  FIG. 12 ; 
         FIG. 14  is an axial cross-sectional view of an alternative construction of the strut mount and bearing assembly, having an upper bearing race diametrically larger than a lower bearing race, and including a steel spring seat surface; 
         FIG. 15  is another view of the strut mount and bearing assembly of  FIG. 14 , showing the suspension spring, shock absorber shaft and bumper and indicating the spring seat engagement surface diameter, bearing pitch diameter and axial spacing of each from the strut mount attachment surface; 
         FIG. 16  is an axial cross-sectional view of a further alternative construction of the strut mount and bearing assembly, having a bearing axis aligned with the shock absorber axis; 
         FIG. 17  is another axial cross-sectional view of the strut mount and being assembly construction of  FIG. 16 , shown without the suspension spring, shock absorber shaft and bumper; 
         FIG. 18  is another view of the strut mount and bearing assembly of  FIG. 16 , indicating the spring seat engagement surface diameter, bearing pitch diameter and axial spacing of each from the strut mount attachment surface; 
         FIG. 19  is a top perspective view of the strut mount and bearing assembly construction of  FIG. 16 ; 
         FIG. 20  is a bottom perspective view of the strut mount and bearing assembly construction of  FIG. 16 ; 
         FIG. 21  is an axial cross-sectional view of the strut mount and bearing assembly construction of  FIGS. 16-19 , shown with an alternative one-piece spring seat; 
         FIG. 22  is an axial cross-sectional view of a yet another alternative construction of the strut mount and bearing assembly, having a bearing axis aligned with the shock absorber axis and a shock bumper engaged with the strut mount body; 
         FIG. 23  is another axial cross-sectional view of the strut mount and being assembly construction of  FIG. 22 , shown without the suspension spring, shock absorber shaft and bumper; 
         FIG. 24  is another view of the strut mount and bearing assembly of  FIG. 22 , indicating the spring seat engagement surface diameter, bearing pitch diameter and axial spacing of each from the strut mount attachment surface; 
         FIG. 25  is an axial cross-sectional view of an even further alternative construction of the strut mount and bearing assembly, having a bearing axis aligned with the shock absorber axis and a shock bumper engaged with the spring seat; and 
         FIG. 26  is another axial cross-sectional view of the strut mount and being assembly construction of  FIG. 25 , shown without the suspension spring, shock absorber shaft and bumper. 
         FIG. 27  is another view of the strut mount and bearing assembly of  FIG. 25 , indicating the spring seat engagement surface diameter, bearing pitch diameter and axial spacing of each from the strut mount attachment surface; 
         FIG. 28  is an axial cross-sectional view of yet an even further alternative construction of the strut mount and bearing assembly, having a bearing axis aligned with the shock absorber axis and a spring axis inclined with respect to the bearing axis; and 
         FIG. 29  is another view of the strut mount and bearing assembly of  FIG. 28 , indicating the spring seat engagement surface diameter, bearing pitch diameter and axial spacing of each from the strut mount attachment surface. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     Certain terminology is used in the following description for convenience only and is not limiting. The words “lower” and “upper” designate directions in the drawings to which reference is made and the words “inner”, “inwardly” and “outer”, “outwardly” refer to directions toward and away from, respectively, a designated centerline or a geometric center of an element being described, the particular meaning being readily apparent from the context of the description. Further, as used herein, the words “connected” and “coupled” are each intended to include direct connections between two members without any other members interposed therebetween and indirect connections between members in which one or more other members are interposed therebetween. The terminology includes the words specifically mentioned above, derivatives thereof, and words of similar import. 
     Referring now to the drawings in detail, wherein like numbers are used to indicate like elements throughout, there is shown in  FIGS. 1-29  several alternative structures or constructions of a strut mount and bearing assembly  10  for a wheel strut unit  1 . The strut unit  1  includes a shock absorber  2  with a shaft  3  extending along a central axis A S  and a suspension spring  4  having an upper end load centerline L S  (i.e., the line of force F as applied by the spring upper end  4   a  onto the spring seat  16  (described below)), either coaxial or parallel with, or angled with respect to, the shaft axis A S . The strut unit  1  also includes a tubular member (not shown) disposed about the shock absorber  2  and supporting a lower end (not shown) of the spring  4  and a bumper  5  for transmitting axial loading from the shock absorber  2  to the strut mount assembly  10 . The strut mount and bearing assembly  10  basically comprises a strut mount  12 , a first, upper bearing race  14  disposed on or provided by the strut mount  12 , a spring seat  16 , a second, lower bearing race  18  disposed on or provided by the spring seat  16 , and a plurality of rolling elements  20  disposed between, and rollable simultaneously upon, the first and second bearing races  14 ,  18  to form a bearing  11  with a pitch diameter D B . 
     More specifically, the strut mount  12  has an upper end  12   a , a lower end  12   b , a central bore  13  extending between the upper end lower ends  12   a ,  12   b  and having a centerline L B  extending generally collinearly with the shock absorber axis A S , and a generally annular race surface  24  disposed between the upper and lower ends  12   a ,  12   b . The strut mount upper end  12   a  is configured to fixedly connect with a vehicle body  6  ( FIG. 2 ) and has a generally flat attachment surface  15  extending substantially perpendicular to the bore centerline L B  and disposeable against a surface  6   a  of the vehicle body  6 . Preferably, the strut mount  12  includes an integrated body  22  including a generally cylindrical central section  23  providing the strut mount lower end  12   b  and a generally annular flange section  25  extending radially outwardly from the central section  23  and providing the strut mount upper end  12   a  and the upper attachment surface  15 . With this structure, the upper race surface  24  is formed on the cylindrical section  23  and has at least a portion, and in some constructions the entire surface  24 , located generally adjacent to the flange section  25 . Further, the strut mount bore  13  is configured to receive an upper end  3   a  of the shock absorber shaft  3  and has a centerline L B  extending generally collinearly with the shock absorber axis A S . 
     The first bearing race  14  is generally annular, is disposed on or provided by the upper race surface  24  of the strut mount  12  and has a central axis A B , which is preferably generally coaxial or parallel with the spring centerline L S  ( FIGS. 1-27 ) but may be skewed with respect to the spring centerline ( FIGS. 28 and 29 ), as described below. More specifically, in certain, “angled” constructions as depicted in  FIGS. 1-15 , the first race  14  is arranged on the strut mount  12  such that the bearing central axis A B  is generally collinear or parallel with an “offset” spring load centerline L S  (i.e., the centerline L S  of the spring load or force F ( FIG. 2 ) applied to the seat  16  is angled with respect to shock absorber axis A S ) and is skewed with respect to the bore centerline L B  so as to define an angle θ B  with a value greater than zero degrees (i.e., the bearing axis A B  and bore centerline L B  are not parallel). In other, “symmetrical” constructions, as depicted in  FIGS. 14-22 , the first bearing race  14  is arranged on the strut mount  12  such that the bearing axis A B  is generally collinear with the strut mount bore centerline L B , and thus also the shock absorber axis A S , or generally parallel to the shock axis A S  with an offset in a “radial” direction (not depicted). 
     In all constructions disclosed herein, the spring seat  16  is movably coupled with the strut mount  12  so as to be angularly displaceable about the bearing axis A B . The spring seat  16  has an upper end  16   a  with a generally annular, lower race surface  26  and a lower end  16   b  with a generally circular engagement surface  17 . The spring engagement surface  17  is contactable by an upper end  4   a  of the suspension spring  4  and has a center C C  and a diameter D C . Further, the second bearing race  18  is generally annular, is disposed on or provided by the lower race surface  26  of the spring seat  16  and is arranged facing generally toward and spaced axially from the first bearing race  14 . 
     Referring to  FIGS. 5, 15, 18, 21, 24, 27 and 29 , in each of the various constructions of the strut mount and bearing assembly  10 , the strut mount  12  and the spring seat  16  are each sized and configured (i.e., formed and constructed as described herein and as depicted in the drawings) such that a ratio R 1  of the diameter D S  of the spring engagement surface  17  to an axial spacing distance d AS , the “spring axial distance”, between the upper attachment surface  15  and the engagement surface center C C  is greater than two (2); i.e., R 1 =D S /d AS &gt;2, more preferably greater than 3 and most preferably between 3.1 and 5.7. Further, the first race surface  24  is formed on the strut mount  12  such that a ratio R 2  of the bearing pitch diameter D B  to an axial spacing distance d AB , the “bearing axial distance”, between the center of the pitch diameter C B  and the strut mount attachment surface  15  is greater than three (3); i.e., R 2 =D B /d AB &gt;3, more preferably greater than 5 and most preferably between 5.5 and 11.1. Both of these relationships or ratios R 1 , R 2  provide an indication of the “axial compactness” of the strut mount and bearing assembly  10  and are desired to have the stated values so as to maximize available space for the shock absorber  2  and the spring  4 . 
     To provide context for the-above structural relationships, a typical bearing pitch diameter for an automotive wheel hub assembly may range between 60 mm and 130 mm. For sake of illustration, assuming a bearing pitch diameter D B  of 100 mm for each of the various constructions yields the following dimensions and ratios. In a first strut mount and bearing construction of  FIGS. 1-13 , the spring contact diameter D S  is about 106 mm, the spring axial distance d AS  is about 27 mm and the ratio R 1  is about 3.9, while the bearing axial distance d AB  is about 18 mm, such that the second ratio R 2  is about 5.5, as indicated in  FIG. 5 . In a second construction of  FIGS. 14-15 , the spring contact diameter D S  is about 100 mm, the spring axial distance d AS  is about 25 mm and the ratio R 1  is about 4, while the bearing axial distance d AB  is about 14 mm and the second ratio R 2  is about 7.1, as indicated in  FIG. 15 . Further, with a third strut mount assembly construction of  FIGS. 16-20 , the spring contact diameter D S  is about 108 mm, the spring axial distance d AS  is about 23 mm and the ratio R 1  is about 4.7, while the bearing axial distance d AB  is about 11 mm and the second ratio R 2  is about 10.1, as shown in  FIG. 18 . Also, in the modified version of the third construction formed with a one-piece spring seat, as discussed below, the spring axial distance reduces from 23 mm to 19 mm, such that the first ratio R 1  is about 5.7. 
     Furthermore, in the fourth construction of  FIGS. 22-24 , the spring contact diameter D S  is about 129 mm, the spring axial distance d AS  is about 24 mm and the first ratio R 1  is about 5.4, while the bearing axial distance d AB  is about 14 mm and the second ratio R 2  is about 7.1, as indicated in  FIG. 24 . Additionally, in a fifth construction shown in  FIGS. 25-27 , the spring contact diameter D S  is about 102 mm, the spring axial distance d AS  is about 33 mm and the first ratio R 1  is about 3.1, while the bearing axial distance d AB  is about 13 mm and the second ratio R 2  is about 7.7, as depicted in  FIG. 27 . Finally, in a fifth construction shown in  FIGS. 28 and 29 , the spring contact diameter D S  is about 116 mm, the spring axial distance d AS  is about 21 mm and the first ratio R 1  is about 5.5, while the bearing axial distance d AB  is about 9 mm and the second ratio R 2  is about 11.1, as shown in  FIG. 29 . Thus, with the presently preferred constructions disclosed herein, the “spring spacing” ratio R 1  preferably has a value between 3.1 and 5.7 and the “bearing spacing” ratio R 2  preferably has a value between 5.5 and 10.1. 
     Referring now to  FIGS. 2-5 and 14-29 , the two bearing races  14 ,  18  are preferably relatively sized such that one bearing race  14  or  18  has an outside diameter larger than that of the other bearing race  18 ,  14 , respectively. As such, the larger race  14  or  18  is disposed circumferentially about the other bearing race  18 ,  14  in order to provide radial and axial load support. Specifically, in the constructions depicted in  FIGS. 1-13 and 16-29 , the second bearing race  18  is sized diametrically larger than the first bearing race  14 , such that the second race  18  has an outside diameter D 2  larger than the outside diameter D 1  of the first bearing race  14  and is disposed at least partially circumferentially about the first bearing race  12 , as indicated in  FIG. 4 . In other constructions, as shown for example in  FIGS. 14 and 15 , the first bearing race  14  is sized diametrically larger than the second bearing race  18 , such that the first race  14  has an outside diameter D 1  larger than the outside diameter D 2  of the second bearing race  18  and is disposed at least partially circumferentially about the second bearing race  18 , as indicated in  FIG. 14 . Alternatively, the two bearing races  14 ,  18  may be substantially equally sized and configured to provide an axial thrust bearing (not depicted). 
     Further, the rolling elements  20  are preferably formed as balls and provide a ball set  20 S and the two bearing races  14 ,  18  preferably extend both radially and axially so as to form an angular contact bearing assembly  11 , as described below. However, the rolling elements  20  may instead be formed as cylinders, needles or any other known type of rolling element and/or the races  14 ,  18  may be formed as an axial “thrust” contact bearing assembly. Alternatively, the strut mount assembly  10  may be formed without any rolling elements, such that the first and second races  14 ,  18  are formed and engaged in the manner of a plain bearing. 
     Referring specifically to  FIG. 4 , each bearing race  14 ,  18  preferably includes a generally annular plate  19  with generally S-shaped axial cross-sections providing a concave raceway surface  19   a  and including a radially-extending portion  19   b  and an axially-extending portion  19   c . As such, the bearing races  14 ,  18  are configured to support both radial and axial loading, in combination with support of the strut mount  12  and the spring seat  16 , and most preferably form an angular contact bearing assembly, as discussed in further detail below. Further, each bearing plate  19  is preferably formed of a metallic material, such as low carbon steel, but may be formed of any other appropriate material. Alternatively, the first bearing race  14  may be provided by the upper race surface  24 , and is thus formed directly on the strut mount  12 , and the second bearing race  18  may be provided by the lower race surface  26 , and is therefore formed directly on the spring seat  16 . Specifically, the two races  14 ,  16  may be machined or otherwise provided on each part  12 ,  16 , particularly if the mount  12  and seat  16  are formed of a metallic material. 
     Referring to  FIGS. 1-15 , with strut mount and bearing assemblies  10  in which it is desired to align the bearing axis A B  with an offset spring load centerline L S , the cylindrical central section  23  of the strut mount body  22  is preferably generally wedge-shaped and has a generally circular, angled race surface  24  located proximal to the strut mount lower end  12   b  and extending circumferentially about the first bearing race axis A B  so as to be generally centered on the axis A B . The angled support surface  24  is formed on the strut mount body  22  so as to have a most proximal axial position P P  with respect to the strut mount upper end  12   a  and a most distal axial position P D  with respect to the strut mount upper end  12   a , the two positions P P , P D  being spaced about one hundred eighty degrees (180°) apart, as indicated in  FIG. 10 . The first bearing race  14  is disposed on the strut mount support surface  24 , which positions the circular race  14  in an angled orientation with respect to the bore centerline L B , so to be at least generally centered about the spring centerline L S . Preferably, the most proximal axial position P P  is located at an axial distance d s  of less than one inch (1″) from the vehicle attachment surface  15  on the strut mount upper end  12   a , so as to minimize the axial space requirement of the strut mount and bearing assembly  10 , for reasons discussed below. 
     Alternatively, as shown in  FIGS. 14-22 , with strut mount assemblies  10  having the bearing axis A B  aligned with the shock absorber axis A S , the central cylindrical section  23  of the strut mount body  12  is preferably substantially circular cylindrical the upper race surface is generally circular and extends circumferentially and substantially coaxially about the bore centerline L B , and thus about the shock absorber axis A S . As such, the upper race surface  24  is formed on the strut mount body  22  so as to be at least generally equidistant from the mount upper end  12   a  at all points about the circumference of the race surface  24 . With such a race surface  24 , the bearing first race  14  is positioned substantially coaxially with the shock absorber axis A S . Clearly, such a strut mount structure minimizes the overall axial length or height D AO  of the strut mount  12 , as discussed in further detail below. 
     In certain constructions of the strut mount and bearing assembly  10 , as depicted in  FIGS. 1-18 , the strut mount cylindrical body  22  is formed such that the generally circular vehicle attachment surface  15  extends across the entire strut mount upper end  12   a . As discussed above, the strut mount  12  is preferably disposed against a generally flat/planar body surface of the vehicle body  6  and connected with the body by a plurality of fasteners  21 . In other structures depicted in  FIGS. 22-27 , the strut mount body  22  further includes an inner, axially-extending circular shoulder  27  extending upwardly from a remainder of the body upper end  23   a , which is disposable within a circular pocket or recess (not shown) of the vehicle body  7  to assist in positioning the strut mount and bearing assembly  10  on the vehicle. 
     Referring now to  FIGS. 2-4, 13-15 and 18-22 , in all of the various constructions of the assembly  10 , the strut mount body  22  has an inner circumferential surface  29  defining a body bore  31  and the strut mount  12  further includes a hub  28  disposed within the cylindrical body bore  31  (as best shown in  FIG. 10 ) and a generally circular cylindrical damper  30  disposed generally coaxially between and connecting the hub  28  with the strut mount body  22 . The hub  28  provides the strut mount central bore  13  and is configured to connect with the shock absorber shaft upper end  3   a , as described in further detail below. Further, the strut mount body  22  is preferably formed such that the first and second bearing races  14 ,  18  extend circumferentially about the coaxially arranged hub  28  and damper  30 , which enables a reduction in the overall axial length/height D AO  of the strut mount assembly  10 , as discussed in further detail below. 
     Preferably, the strut mount body  22  is formed of a first material, such as a rigid polymer (with or without a metallic insert to “rigidify” the body  22 ) or metallic material (e.g., aluminum) and the damper  30  is formed a second material, such as natural or synthetic rubber. The second, damper material has a substantially greater elasticity than the first, cylindrical body material such that the damper  30  is configured to reduce vibration within the strut mount  12 , and thus the vehicle chassis (not shown) and the strut (and thereby the wheel (not shown)). Further, the damper  30  has an inside diameter ID D , the hub  28  has an outside diameter OD H  and the damper  30  and hub  28  are preferably sized such that the hub outside diameter OD H  is larger than the damper inside diameter ID D , as indicated in  FIG. 4 . As such, the damper  30  is thereby compressed between the hub  28  and the strut mount body  22 , so as to provide a preload that optimizes the life of the rubber damper  30  by working only in compression and not in tension. 
     Referring to  FIGS. 1-5, 14-18 and 21 , in certain constructions of the strut mount and bearing assembly  10 , the hub  28  is preferably formed of an assembly of two generally circular cups  32 ,  34  each having an inner base wall  32   a ,  34   a  disposed against the base wall  34   a ,  32   a  of the other cup  34 ,  32 . The two cups  32 ,  34  have aligned central openings providing a clearance hole  36  for inserting a fastener  8  to attach the free end  3   a  of the shock absorber  3  to the hub cup base walls  32   a ,  34   a , and thereby to the strut mount  12 . Further, the upper cup  32  provides a bore  33  for receiving the head  8   a  of the fastener  8  and the lower cup  34  provides a bore  35  for receiving a portion of the bumper  5  and a circular bearing surface  39  against which is disposed the upper end  5   a  of the bumper  5 , such that loading from the bumper  5  is transferred to the damper  30 . 
     Referring to  FIGS. 22-24 , in one construction of the strut mount and bearing assembly  10 , the hub  28  is formed of a generally circular cylindrical body  38  with a counterbore hole  37  for receiving the fastener  8  to connect the hub  28  with the shock absorber shaft end  3   a . In this construction, the strut mount  12  further includes a generally circular transfer plate  40  attached to the strut mount body  23  and extending across the lower end of the strut mount body bore  27 . The transfer plate  40  has a central clearance hole  41 , through which extends a portion of shock absorber shaft  3 , and circular bearing surface  42  against which the upper end  5   a  of the bumper  5  is disposed. As such, axial loading is transferred from the bumper  5  to the strut mount  12 . 
     In yet another construction of the strut mount and bearing assembly  10  as shown in  FIGS. 25-27 , the hub  28  is also formed of a generally circular cylindrical body  38  with a counterbore hole  37  for receiving the fastener  8 . In this construction, the strut mount  12  includes a generally circular support plate  44  attached to the strut mount body  23  and extending across the lower end of the strut mount body bore  27 . The support plate  44  has a central clearance hole  42  for receiving a portion of the shock absorber shaft  3 , but does not interact directly with the bumper  5 . Instead, the hub portion  50  of the spring seat  16  has a counterbore hole  46  providing a bearing surface  48 , against which is disposed the upper end  5   a  of the bumper  5 . As such, all loading from the bumper  5  is transferred to the spring seat  16  as opposed to the strut mount  12 . 
     Referring to  FIGS. 1-5, 12-18, and 20-27 , in most constructions of the strut mount and bearing assembly  10 , the spring seat  16  is preferably generally axially symmetrical and includes a generally cylindrical central hub portion  50  disposeable within the upper end  4   a  of the spring  4  and a generally circular flange portion  52  extending radially outwardly from the hub portion  50 . The hub portion  50  has an inner circumferential surface  51  defining a central bore  53  and in most constructions, includes a generally annular engagement lip  54  extending radially inwardly from the bore inner surface  51 , as shown in  FIGS. 2-5, 13, 16-18 and 21-24 . The flange portion  52  has a first radial surface  56  providing the spring contact surface  17  and an opposing, second radial surface  58  configured to support the attached second bearing race  18 , specifically on a bearing radial support surface section  59 , as described in further detail below. 
     Preferably, the spring seat  16  further includes a generally annular shoulder  60  projecting generally axially from the second radial surface  58  on the spring seat upper end  16   a . The annular shoulder  60  provides either an inner circumferential, bearing axial support surface section  62  when the second bearing race  18  is diametrically larger than the first bearing race  14  ( FIGS. 1-13 and 16-27 ) or an outer circumferential, bearing axial support surface section  64  when the second bearing race  18  is diametrically smaller than the first race  14 , as shown in  FIGS. 14 and 15 . In either construction, the bearing second race  18  is preferably disposed against and attached to the shoulder support surface  62  or  64 . 
     In one alternative construction depicted in  FIGS. 14 and 15 , the spring seat  16  is formed with an annular lip  61  extending radially outwardly from the outer perimeter of the flange portion  52 . In another alternative construction shown in  FIGS. 25-27 , the hub portion  50  is formed without an inner annular lip and instead the spring seat  16  includes an annular lip  63  extending radially outwardly from the shoulder  60 . In each alternative construction, the outer annular lip  61  or  63  is engageable with a retainer lip  94  or  96 , respectively, of the strut mount  12 , as described in detail below. As described in detail below, each of the lips  54 ,  61  or  63  enables assembly of the spring seat  16  and the second race  18  onto the strut mount  12  and the first race  14 , and after the initial assembly, the lip  54 ,  61  or  63  retains the assembled components of the strut mount and bearing assembly  10  and prevents disassembly thereof without damaging the components. 
     Referring to  FIGS. 28 and 29 , in another alternative construction, the spring seat  16  is asymmetrical about a seat centerline L SS  and is configured to engage with a spring  4  having a load centerline L S  that is angled or skewed with respect to the shock absorber axis A S  and also supports a second bearing race  18  that is centered about the shock absorber axis A S  (and thus also the strut mount bore centerline L B ). The spring seat  16  includes a generally cylindrical central hub portion  150  and a generally circular, generally wedge-shaped flange portion  152  extending radially outwardly from the hub portion  150 . The hub portion  150  is disposeable within the upper end  4   a  of the spring  4  and has a generally circular lower end  150   a  and a generally elliptical upper end  150   b  that is angled with respect to the centerline L SS  between an axially longest point P L  and an axially shortest point P S . The hub portion  150  also has upper and lower inner circumferential surfaces  151 ,  153 , respectively, separated by a radially inwardly-extending shoulder  154  defining a central bore  155  and providing a bumper engagement surface  157 . Also, a generally annular engagement lip  154  extends radially inwardly from the upper inner surface  151  of the hub portion  150 . 
     Further, the wedge-shaped flange portion  152  has an axial length or thickness to that varies from a least value at the hub longest point P L  and a greatest value at the hub shortest point P S . The flange portion  152  also has a first radial surface  156  providing the spring contact surface  17 , which is angled with respect to the spring seat centerline L SS  and generally coaxial with the spring centerline L S , and an opposing, second radial surface  158  configured to support the attached second bearing race  18 , which is generally centered about the spring seat centerline L SS . Furthermore, the spring seat  16  of  FIGS. 28 and 29  also includes a generally annular shoulder  160  projecting generally axially from the second radial surface  158  on the spring seat upper end  16   a . The annular shoulder  160  has an inner circumferential support surface section  162  providing the lower race surface  26 , the bearing second race  18  being preferably disposed against and attached to the shoulder support surface  162 . 
     In certain constructions as shown in  FIGS. 2-5, 12, 13, 16-18 and 22-24 , the spring seat  16  is of two-piece construction and includes an upper, inner member  66  formed of a rigid polymeric material (e.g., Peek, nylon, Delrin, etc., filled or not with glass fibers, glass balls, etc.) and a lower, outer member  68  formed of an elastomeric material (e.g., natural or synthetic rubber, filled or not with carbon black, thermoplastic elastomer, polymeric foam, etc.). The upper member  66  provides the shoulder  60 , the bearing support surface  62  or  66  and the hub portion  50  and the lower member  68  provides the spring contact surface  17 . With the preferred structure and materials, the upper member  66  is sufficiently rigid to adequately support the second bearing race  18  while the lower member  68  is capable of at least reducing vibrations within the strut spring  4 . Alternatively, the lower member  68  may be formed of a rigid material, such as for example a metallic material (e.g., low carbon steel), as depicted in  FIGS. 14 and 15 . In other constructions, the spring seat  16  may alternatively be formed of one piece as shown in  FIGS. 21, 25-27 , preferably of a rigid polymer, or may be formed of three or more pieces, or/and formed of any other appropriate materials. In the construction of  FIGS. 28 and 29 , the spring seat  16  preferably includes an upper, generally annular rigid internal support member  166  and a lower, generally annular rigid internal support member  167 , each preferably formed of a metallic material, and an over-molded body  168  preferably formed of a rigid polymeric material. 
     Referring now to  FIGS. 2-5, 11, 14-18, 21-24, 28 and 29 , in several of the various constructions of the strut mount and bearing assembly  10 , the strut mount body  22  includes an inner metallic plate  70  and outer polymeric body  72  molded onto the plate  70 . The inner plate  70  has a central, generally circular tubular portion  74  defining the strut mount body bore  25  and a generally circular flange portion  76  extending radially outwardly from the central tubular portion  74 . The outer polymeric body  72  is either generally wedge-shaped ( FIGS. 2-5, 11, 14 and 15 ) or generally circular cylindrical ( FIGS. 14-18, 21-24, 28 and 29 ) and provides the bearing support surface  24  and other strut mount body integral structural features, as described below. Alternatively, as depicted in  FIGS. 25-27 , the strut mount body  22  may be of one-piece construction, such as for example, formed of a molded polymeric material (as depicted) or cast, sintered, forged and/or machined (or otherwise fabricated) from a metallic material, such as for example, aluminum or stainless steel. 
     As shown in  FIGS. 2-5, 16-18, and 21-29 , in most of the constructions of the strut mount and bearing assembly  10  described and depicted herein, the second bearing race  18  is sized diametrically larger than the first bearing race  14 , as discussed above. With these structures, the strut mount body  22  is preferably formed such that the upper bearing surface  24  has an outer circumferential, race surface axial section  78  generally centered on either the bearing axis A B  or the bore centerline L B  and extending generally axially from a race surface radial section  79  of the race surface  24 . In either case, the axial support surface section  78  and the support surface radial section  79  are preferably formed on the outer polymeric body  72 . Further, with the preferred upper race surface  24 , the first bearing race  14  is partially disposed against the mount body axial surface section  78  and the spring seat shoulder  60  or  160  is disposed circumferentially about the strut mount axial surface  78 . As such, the outer circumferential, axial surface section  78  of the strut mount  12  and the inner circumferential, axial support surface  62  or  162  of the spring seat  16  enable the bearing assembly  11  to support radial loading, in addition to the axial thrust load support provided by the surface radial sections  59  and  79 . 
     Alternatively, as shown in  FIGS. 14 and 15 , when the first bearing race  14  is sized diametrically larger than the second bearing race  18 , the strut mount body  22  preferably further includes an angled, outer annular wall portion  80  extending axially downwardly from a remainder of the body  22  and circumferentially about the bearing axis A B . The outer annular wall portion  80  is spaced radially outwardly from a central portion  84  of the body  22  so as to define generally annular groove  86 , which is sized to receive the annular shoulder  60  of the spring seat  16 . The angled race surface  24  is formed adjacent to the inner end of the outer wall portion  80  and an inner circumferential, surface axial section  88  is provided on the wall inner surface and extending axially from a surface radial section  89  of the race surface  24 , which extends circumferentially about the outer circumferential bearing support surface  64  on the spring seat  16 . With this structure, the inner circumferential, support axial surface section  88  of the strut mount  12  and the outer circumferential, axial support surface  64  of the spring seat  16  enable this variation of the bearing assembly  11  to support radial loading. 
     Referring now to  FIGS. 2-5, 11, 16-18, 21-24, 28 and 29 , in several constructions of the mount and bearing assembly  10 , the strut mount  12  also includes a generally circular retainer lip  90  engageable with the spring seat lip  54  or  154  to retain the spring seat  16  movably coupled with the strut mount  12 . The strut mount retainer lip  90  is either generally coaxial with the bearing axis A B  so as to be angled with respect to the strut mount bore centerline L B  ( FIGS. 2-5 and 11 ) or coaxial with the strut mount bore centerline L B  ( FIGS. 16-18, 21-24, 28 and 29 ), as discussed in greater detail below. 
     In “angled” assemblies of the strut mount  12  as disclosed in  FIGS. 2-15, 11, 14 and 15 , the strut mount body  22  further includes a generally tubular wall portion  92  disposed within the spring seat bore  33  and providing the retainer lip  90 . The tubular wall portion  92  extends circumferentially about the strut mount central bore  12  and axially from a remainder of the strut mount body  22 . Further, the tubular wall  92  has a first, generally circular end  92   a  integrally formed with a remainder of the strut mount body  22 , preferably the outer polymeric body  52 , and a second, free end  92   b . The wall free end  92   b  is generally elliptical and is angled with respect to the bore centerline L B , such that the wall  92  has an axially shortest portion W S  and an axially longest portion W L  spaced about one hundred eighty degrees (180°) from the axially shortest portion W S , as indicated in  FIG. 11 . The wall portions W S , W L  are arranged such that each is generally radially aligned with a separate one of the most proximal and most distal axial positions P P , P D  of the strut mount bearing support surface  24 . Further, the strut mount retainer lip  90  extends generally radially outwardly from the tubular wall  92  generally adjacent to the wall second axial end  92   b.    
     In the symmetrical constructions depicted in  FIGS. 16-18, 21-24, 28 and 29 , the strut mount body  22  includes a generally circular cylindrical wall portion  93  disposed within the spring seat bore  53  and providing the retainer lip  90 . The cylindrical wall portion  93  extends circumferentially about the strut mount central bore  13  and axially from a remainder of the strut mount body  23 , and has a generally constant axial length. The wall  93  has a first, generally circular end  93   a  integrally formed with a remainder of the strut mount body  22 , preferably the outer polymeric body  72 , and a second, generally circular free end  93   b . Further, the strut mount retainer lip  90  extends generally radially outwardly from the cylindrical wall portion  93  generally adjacent to the wall second axial end  93   b.    
     With either of the above-structures, the spring seat  16  is rotatably coupled with the strut mount  12  by inserting the free end  92   b  or  93   b  of the wall portion  92 ,  93  respectively, into the spring seat bore  53  until the strut mount retainer lip  90  displaces axially past the spring seat engagement lip  54 . At that point, the interaction between the two lips  54 ,  92  generally prevents axial displacement of the spring seat  16  with respect to the strut mount  12  under normal operating conditions, but enables the spring seat  16  to angularly displace about the strut mount tubular wall portion  92  or  93 . When the orientation of the strut mount retainer lip  90  is angled with respect to the strut bore centerline L B , but coaxial about the spring centerline L S , the axially symmetrical spring seat  16  is positioned generally centered about the coaxial bearing axis A B  and spring centerline L S . Further, when the orientation of the strut mount retainer lip  90  is coaxial with respect to the strut bore centerline L B , the axially symmetrical spring seat  16  is positioned generally centered about the coaxial strut mount bore centerline L B  and the shock absorber shaft axis A S . 
     In the alternative construction depicted in  FIGS. 14 and 15 , the angled outer wall portion  80  includes a generally circular retainer lip  94  extending radially inwardly from adjacent to the wall outer end  80   a , and is generally coaxial with the spring centerline L S . The strut mount retainer lip  94  is engageable with the spring seat outer annular engagement lip  61  to retain the spring seat  16  movably coupled with the strut mount  12 , such that the spring seat  16  is angularly displaceable about the spring centerline L S . In the construction depicted in  FIGS. 25-27 , the strut mount body  23  further includes an outer, generally circular tubular wall portion  95  extending generally axially from a remainder of the body  23 . The tubular wall portion  95  includes a generally circular retainer lip  96  extending radially inwardly from adjacent to the wall outer end  95   a , and is generally coaxial with the strut mount bore centerline L B . The strut mount retainer lip  96  is engageable with the spring seat outer annular lip  63  to retain the spring seat  16  movably coupled with the strut mount  12 , such that the spring seat  16  is angularly displaceable about the generally coaxial strut mount bore centerline L B  and shock absorber shaft axis A S . 
     Further, to prevent ingress of contaminants into the bearing assembly  11 , the strut mount  12  preferably further includes a generally circular skirt  91  extending generally circumferentially about the bearing axis A B , so as to be angled with respect to the bore centerline L B  ( FIGS. 1-15 ) or generally coaxial with bore centerline L B  ( FIGS. 16-29 ). The skirt  91  is disposed circumferentially about the second bearing race  18  of the spring seat  16 , most preferably about the spring seat shoulder  60 , so as to provide a barrier about the bearing races  14 ,  18 . Furthermore, most constructions of the strut mount and bearing assembly  10  preferably further includes inner and outer annular seals  97 ,  98 , respectively, disposed on either side of the bearing assembly  11 . Specifically, in the constructions depicted in  FIGS. 1-13 and 16-21 , the inner seal  97  is mounted on the inner end  50   a  of the spring seat hub portion  50  and engages with an outer circumferential surface  99  of the strut mount body  22 , whereas the outer seal  98  is mounted on the outer perimeter of the spring seat shoulder  60  and engages with an inner circumferential surface  91   a  of the tubular skirt  91 . Most preferably, the seals  97 ,  98  are generally formed as disclosed in U.S. Patent Application Publication No. US 2013/0277161A1, published on Oct. 24, 2013, the entire contents of which are incorporated by reference herein. Furthermore, in the construction depicted in  FIGS. 14 and 15 , the inner seal  97  is mounted on the shoulder  60  of the spring seat  16  and engages with an outer circumferential surface  100  of the strut mount body  22  and the outer seal  98  is mounted on the outer perimeter of the spring seat flange portion  52  and engages with the inner surface  91   a  of the tubular skirt  91 . Furthermore, the construction depicted in  FIGS. 25-27  does not include the inner and outer seals. 
     Due to the following structural features of the strut mount and bearing assembly  10 , the axial space requirements, or total axial length D AO  of the assembly  10 , is minimized. First, by having the upper race  14  attached (or formed) directly on the strut mount  12  and the lower race  18  attached/formed directly on the spring seat  16 , instead of requiring additional components to attach the upper race  14  to the mount  12  and the lower race  18  to the seat  16  as per the current state of the art, and having the spring seat  16  directly coupled with the strut mount  12 , all components for a separate bearing assembly attached individually to the strut mount  12  and to the spring seat  16  are eliminated. Also, by positioning the upper race  24  and the spring contact surface  17  in relatively close proximity to the upper attachment surface  15 , as indicated by the above-discussed first and second ratios R 1 , R 2 , minimizes the required axial height D AO  of the strut mount and bearing assembly  10 . Further, the arrangement of the hub  28  and damper  30  being coaxially disposed within the strut mount  12 , and the bearing races  14 ,  18  being disposed about the hub  28  and damper  30 , reduces the axial stacking of such components as found in previously known strut mount assemblies, and by having a single unit mount-damper-hub as opposed to two or more distinct components facilitates handling of these components during the assembly of the strut mount and bearing assembly  10  into the vehicle suspension. Additionally, having the upper race  14  mounted on the strut mount  12  to form a single unit eliminates the potential for relative movement between the upper race and the mount as with previously known strut bearing assemblies, and thereby eliminates the noise generated by such relative motion as found with prior art strut bearing assemblies. 
     Also, by forming the bearing races  14 ,  18  such that the lower race  18  is disposed circumferentially about the upper race  14 , and the uppermost portion of upper race  14  being located as proximal to the strut mount upper end  12   a  as reasonably practicable, it is possible to provide a bearing assembly  11  that is angled, so as to be aligned with the spring centerline L S , while minimizing axial length/height D AO . Due to minimization of the overall axial height HA of the strut mount assembly  10 , the additional space may be utilized to increase the length of the suspension spring  4 , which increases vehicle riding comfort, to reduce the vehicle hood height, and/or to provide more space between the strut mount  12  and the vehicle hood (not shown) for better pedestrian protection and more flexibility for the front vehicle design. 
     It will be appreciated by those skilled in the art that changes could be made to the embodiments described above without departing from the broad inventive concept thereof. It is understood, therefore, that this invention is not limited to the particular embodiments disclosed, but it is intended to cover modifications within the spirit and scope of the present invention as generally defined in the appended claims.