A threaded insert

Abstract

A threaded insert 62 for an anti-roll bar assembly, the anti-roll bar assembly 50 comprising a bore 56 extending therethrough for receiving the threaded insert 62, the threaded insert comprising a lea

Description

TECHNICAL FIELD The present disclosure relates to a threaded insert for an anti-roll bar assembly, an anti-roll bar assembly for a vehicle, a vehicle including an anti-roll bar assembly and a method of assembling an anti-roll bar assembly. BACKGROUND Vehicles commonly include a vehicle body assembly. The vehicle body assembly supports and holds together components of the vehicle, for example the drive arrangement, and provides structural integrity, strength and protection to the vehicle. As is known in the art, the vehicle body assembly typically includes a suspension arrangement for absorbing vibration as the vehicle moves along a ground surface. The suspension arrangement helps to increase passenger comfort, and creates a smooth ride. The suspension arrangement typically includes an anti-roll bar to connect the left and right sides of the suspension arrangement to each other and to the vehicle body assembly. This arrangement helps to reduce vehicle body roll and improves stability, for example during cornering, thereby improving overall handling and safety of the vehicle. During manufacture, components of the suspension arrangement, for example the roll-bar assembly, may be difficult to access for connecting to the vehicle body assembly and / or the left and right suspension arrangements. Additionally, the size of suspension arrangements may vary across different vehicles, which may increase manufacturing time and costs. It is an aim of the present invention to provide a solution to this issue. SUMMARY OF THE INVENTION Aspects and embodiments of the invention provide a threaded insert for an anti-roll bar assembly, an anti-roll bar assembly for a vehicle, a vehicle including an anti-roll bar assembly and a method of assembling an anti-roll bar assembly as claimed in the appended claims. According to an aspect of the present teachings there is provided a threaded insert for an anti-roll bar assembly, the anti-roll bar assembly comprising a bore extending therethrough for receiving the threaded insert, the threaded insert comprising: a leading end and a trailing end with respect to a direction of insertion of the threaded insert into the bore of the anti-roll bar assembly, and a longitudinal axis extending therebetween; a body comprising a threaded bore extending at least partially therethrough from the trailing end; and a flange defining a weld surface located at or towards the trailing end. Optionally, the weld surface tapers from the trailing end towards the leading end. Optionally, the threaded bore is configured to receive a corresponding threaded fastener. Optionally, the weld surface of the flange is configured to be welded to an end of the anti-roll bar assembly to secure the threaded insert thereto. Advantageously, the weld surface, for example the tapered weld surface, enables the threaded insert to self-centre with respect to the bore of the anti-roll bar assembly. Additionally, providing a tapered weld surface makes the insert suitable for use in anti-roll bar assemblies with bores of varying diameter. For example, bores with a larger diameter can be welded along the weld surface closer to the trailing end, and bores with a smaller diameter can be welded along the weld surface closer to the leading end. Furthermore, the weld surface provides a convenient location for welding the threaded insert to the end of the anti-roll bar assembly, thereby improving ease of assembly. Optionally, the flange is a continuous circumferential flange. Advantageously, providing a continuous circumferential flange provides a continuous weld surface. This helps to improve strength of the weld, and may improve efficiency of the welding process compared to, for example, intermittent welding. The tapered weld surface makes the insert suitable for use in anti-roll bar assemblies with bores of varying diameter. Optionally, the weld surface tapers radially inwardly from the trailing end towards the leading end. Advantageously, the tapered weld surface tapering radially inwardly makes the insert suitable for use in anti-roll bar assemblies with bores of varying diameter. Optionally, the weld surface defines an angle of taper with respect to the longitudinal axis of the insert, and wherein the angle of taper is in the range 5° to 85°, for example in the range 20° to 70°. Advantageously, angles of taper within these ranges have been found to be suitable for use with an optimum range of anti-roll bar assembly bore sizes. This helps to increase versatility of the insert. Optionally, the threaded bore of the insert is a blind bore defined in the trailing end and extending along the longitudinal axis towards the leading end. Advantageously, providing a blind bore increases an amount of material surrounding the threaded bore, thereby increasing the structural integrity of the insert. Optionally, the flange defines a maximum diameter located at or towards the trailing end. Optionally, the maximum diameter is in the range 15mm to 55mm, optionally in the range 20mm to 50mm, for example in the range 30mm to 40mm. Advantageously, maximum diameters within these ranges have been found to be suitable for use with an optimum range of anti-roll bar assembly bore sizes. This helps to increase versatility of the insert. Optionally, the flange defines a minimum diameter. Optionally, the minimum diameter is in the range 5mm to 35mm, optionally in the range 10mm to 30mm, for example in the range 15mm to 25mm. Advantageously, minimum diameters within these ranges have been found to be suitable for use with an optimum range of anti-roll bar assembly bore sizes. This helps to increase versatility of the insert. Additionally, minimum diameters in this range provide sufficient structural support to the threaded bore, whilst minimising an amount of material used to form the insert. According to a further aspect of the present teachings, there is provided an anti-roll bar assembly for a vehicle, comprising: a tubular member comprising a bore extending at least partially therethrough; and a threaded insert according to the previous aspect located within the bore; wherein the weld surface of the threaded insert is welded to an end of the tubular member to secure the threaded insert thereto. Advantageously, the tapered weld surface enables the threaded insert to self-centre with respect to the bore of the tubular member. Additionally, providing a tapered weld surface makes the insert suitable for use in tubular members with bores of varying diameter. For example, bores with a larger diameter can be welded along the weld surface closer to the trailing end, and bores with a smaller diameter can be welded along the weld surface closer to the leading end. Furthermore, the weld surface provides a convenient location for welding the threaded insert to the end of the tubular member, thereby improving ease of assembly. Optionally, the flange at least partially protrudes from the bore of the tubular member. Advantageously, a length of the protrusion of the insert from the bore can be varied to accommodate different bore sizes of the tubular member. Additionally, the protrusion of the insert from the bore provides a convenient surface to which the weld surface of the insert can be welded, thereby improving manufacturing efficiency. Optionally, the threaded insert is welded to the end of the tubular member using a capacitor discharge welding operation. Advantageously, capacitor discharge welding is suitable for autonomous welding, is faster than alternative welding processes and has a reduced likelihood of distortion or warping of the weld. Optionally, the anti-roll bar assembly comprises a threaded fastener in engagement with the threaded bore of the insert. Advantageously, the fastener enables securement of the tubular member to the vehicle via the insert, as the insert is welded to the tubular member and the fastener is secured to the insert. Optionally, the anti-roll bar assembly comprises an anti-roll bar linkage configured to connect the tubular member to the vehicle, and wherein the antiroll bar linkage comprises the threaded fastener such that engagement of the fastener within the threaded bore secures the anti-roll bar linkage to the tubular member. Advantageously, using the anti-roll bar linkage to connect the vehicle to the tubular member improves stability by distributing lateral forces more evenly between the wheels, thereby reducing the likelihood of rollover, particularly during sharp turns or sudden movements. Optionally, the anti-roll bar linkage is a drop link configured to connect the tubular member to the vehicle. Advantageously, a drop link improves handing and stability of the vehicle, allowing the vehicle to maintain control and traction. According to a further aspect of the present teachings, there is provided a vehicle comprising an anti-roll bar assembly according to the previous aspect mounted thereto. According to a further aspect of the present teachings, there is provided a method of assembling an anti-roll bar assembly, the method comprising: providing a tubular member comprising a bore extending at least partially therethrough; providing a threaded insert comprising: a leading end and a trailing end with respect to a direction of insertion of the threaded insert into the bore of the anti-roll bar assembly, and a longitudinal axis extending therebetween; a body comprising a threaded bore extending at least partially therethrough from the trailing end; and a flange defining a weld surface located at or towards the trailing end, wherein the weld surface tapers from the trailing end towards the leading end; inserting the threaded insert into the bore of the tubular member such than an end of the tubular member abuts against the weld surface; and welding the weld surface to the end of the tubular member. Advantageously, the tapered weld surface enables the threaded insert to self-centre with respect to the bore of the anti-roll bar assembly. Additionally, providing a tapered weld surface makes the insert suitable for use with anti-roll bar assemblies with bores of varying diameter. For example, bores with a larger diameter can be welded along the weld surface closer to the trailing end, and bores with a smaller diameter can be welded along the weld surface closer to the leading end. Furthermore, the weld surface provides a convenient location for welding the threaded insert to the end of the anti-roll bar assembly, thereby improving ease of assembly. 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 shows a vehicle in accordance with an embodiment of the invention; Figure 2 shows a perspective view of an anti-roll bar assembly of the vehicle of Figure 1 in accordance with an embodiment of the invention; Figure 3 shows a perspective view of a portion of the anti-roll bar assembly of Figure 2; Figure 4 shows a cross-sectional view of the portion of the anti-roll bar assembly of Figure 3; Figure 5 shows a side view of a threaded insert of the anti-roll bar assembly of Figure 2; Figure 6 shows a flow chart of a method of assembling the anti-roll bar assembly of Figure 2; Figures 7 and 8 show perspective views of a tool according to an embodiment of the present teachings, in use, during assembly of an anti-roll bar assembly; Figures 9A to 9C show perspective views of the tool of Figures 7 and 8; Figures 10A and 10B show perspective views of the tool of Figures 7 and 8 being engaged by a tool to assemble an anti-roll bar assembly; and Figure 11 shows a flow chart of a method of connecting a vehicle anti-roll bar to an anti-roll bar linkage in accordance with an embodiment of the invention. DETAILED DESCRIPTION Figure 1 shows an example of an electric vehicle (EV) 10. The vehicle 10 defines a central longitudinal axis, a leftside 10a and a right side 10b with respect to the central longitudinal axis a-a, and a front 10c and a rear 10d with respect to a principal direction of travel of the vehicle 10. The leftside 10a is taken to mean the side which is closest to the viewer when the vehicle 10 is viewed from the left, and the right side 10b is taken to mean the side which is closest to the viewer when the vehicle 10 is viewed from the right. It shall be understood that the principal direction of travel corresponds to when the vehicle 10 is driving substantially forwards under normal operating conditions. The vehicle 10 includes a pair of front wheels 12 connected to a front axle (not shown) and a pair of rear wheels 14 connected to a rear axle (not shown). The vehicle 10 includes a drive arrangement (not shown) configured for providing motive power to the front and / or rear wheels 12,14 of the vehicle 10. The drive arrangement includes a power source (not shown) and a prime mover (not shown) configured to provide motive power to the front and rear wheels 12, 14, as well as power to auxiliary components of the vehicle 10. In the embodiment of Figures 1 to 11, the vehicle 10 is a battery electric vehicle (BEV) 10. The prime mover is therefore one or more electric motors, and the power source is a battery arrangement. It shall be appreciated that in alternative embodiments, the prime mover may be an internal combustion engine (ICE) and / or the vehicle 10 may be a hybrid electric vehicle (HEV) 10. The vehicle 10 includes a vehicle body assembly. The vehicle body assembly supports and holds together components of the vehicle 10, for example the drive arrangement, and provides structural integrity, strength and protection to the vehicle 10 in the event of an impact arising from a collision. As is known in the art, the vehicle body assembly includes a suspension arrangement, part of which is illustrated in Figure 2, for absorbing vibration as the vehicle 10 moves along a ground surface. In particular, the suspension arrangement includes a first or front suspension arrangement connected to the front axle, and a second or rear suspension arrangement connected to the rear axle. The suspension arrangement helps to increase passenger comfort, and creates a smooth ride. The front and rear suspension arrangements each include an anti-roll bar assembly 50, illustrated in Figure 2. It shall be appreciated that in some embodiments, only the front or the rear suspension arrangement may include an anti-roll bar assembly 50. The anti-roll bar assembly 50 connects the left side and the right side of the respective front or rear suspension arrangement. This arrangement helps to reduce vehicle body roll and improves stability, for example during cornering, thereby improving overall handling and safety of the vehicle 10. A portion of the front suspension arrangement is illustrated in Figures 2 and 3. For reasons of conciseness and brevity, only the front suspension arrangement will be described hereafter. It shall 4 be appreciated that the teachings are also applicable to the rear suspension arrangement. The front suspension arrangement shall be referred to hereafter as the suspension arrangement. The anti-roll bar assembly 50 includes an anti-roll bar linkage 54 connected to the left side of the suspension arrangement and an anti-roll bar linkage 54 connected to the right side of the suspension arrangement. In the embodiment shown in Figures 2 and 3, the anti-roll bar linkage 54 is a drop link 54 connected to the vehicle 10, in particular to the respective left or right side of the suspension arrangement. As such, the drop links 54 connect the anti-roll bar assembly 50 to the left and right sides of the suspension arrangement. The anti-roll bar assembly 50 also includes a tubular member 52, commonly referred to as an anti-roll bar 52. The anti-roll bar 52 extends between the left side and the right side of the suspension arrangement. In particular, the anti-roll bar 52 extends laterally between the left and right sides 10a, 10b of the vehicle 10, i.e. in a direction perpendicular to the longitudinal axis. In order to connect the left and right sides of the suspension arrangement, the anti-roll bar 52 is connected to the anti-roll bar linkages 54 of the left side and the right side of the suspension arrangement. As such, the anti-roll bar 52 is indirectly connected to the left and right sides of the suspension arrangement by the anti-roll bar linkages 54. The anti-roll bar 52 is connected to the anti-roll bar linkage 54 of the left side of the suspension arrangement at a first end 52a, as illustrated in Figures 2 to 4, and to the anti-roll bar linkage 54 of the right side of the suspension arrangement at a second end (not shown). As illustrated in Figure 2, the anti-roll bar 52 is mounted to the vehicle bodywork structure via a mounting arrangement 53a, 53b. In the embodiment shown in Figure 2, the mounting arrangement 53a, 53b is a bracket 53a connected to the vehicle bodywork structure by a fastener 53b. This arrangement helps to transmit force from the anti-roll bar 52 to the vehicle bodywork structure, for example during cornering. It shall be appreciated that in alternative embodiments, any suitable arrangement may be used to connect the anti-roll bar 52 to the vehicle bodywork structure. Although anti-roll bar linkages 54 are provided at the first and second ends 52a of the anti-roll bar 52, only the anti-roll bar linkage 54 connected to the first end 52a of the anti-roll bar 52 is shown in Figures 2 to 4. It shall be appreciated that the teachings described hereafter are also applicable to the anti-roll bar linkage 54 connected to the second end of the anti-roll bar 52. The anti-roll bar linkage 54 includes an elongate bar body 55, illustrated in Figures 2 and 3. The elongate bar body 55 is substantially linear, however in alternative embodiments the bar body 55 may be any suitable shape, for example non-linear. The elongate bar body 55 includes a first end 55a connected to the anti-roll bar 52 and a second end 55b connected to the left side of the suspension arrangement. The anti-roll bar linkage 54 includes a fastener formation 58, illustrated in Figure 4, configured to connect the anti-roll bar linkage 54 to the anti-roll bar 52. The fastener formation 58 is at least partially located within the anti-roll bar 52, in use. The fastener formation 58 is located at the first end 55a of the elongate bar body 55. In particular, the first end 55a of the bar body 55 is a widened end 55a, and the fastener formation 58 extends from the widened first end 55a. The fastener formation 58 extends substantially perpendicular to an elongate axis of the bar body 55. It shall be appreciated that in alternative embodiments, any suitable arrangement of drop link 54 or alternative anti-roll bar linkage 54 may be provided. The fastener formation 58 is a threaded fastener formation 58. As illustrated in Figure 4, the fastener formation 58 includes a fastener head 58a, a fastener neck 58b and a fastener body 58c. The fastener body 58c is the threaded portion of the fastener formation 58 which is at least partially located within the anti-roll bar 52, in use. The fastener head 58a is connected to the bar body 55, in particular to the first end 55a of the bar body 55. The fastener neck 58b is located between the fastener head 58a and the fastener body 58c. As illustrated in Figure 4, the fastener neck 58b protrudes from the first end 52a of the anti-roll bar 52, in use. The functionality of the fastener head 58a, fastener neck 58b and fastener body 58c will be described in more detail below. It shall be appreciated that in alternative embodiments, any suitable fastener formation 58 may be used. By way of example, the fastener head 52a and / or the fastener neck 58b may be omitted and the fastener body 58c may be provided. The anti-roll bar 52 is an elongate anti-roll bar 52. The anti-roll bar 52 is formed from a metal alloy, for example a steel alloy. As illustrated in Figure 2, the elongate anti-roll bar 52 is substantially non-linear. Substantially is taken to mean that portions of the elongate anti-roll bar 52 may be linear, however the elongate anti-roll bar follows a generally non-linear path. In particular, the anti-roll bar 52 may be non-linear at a location towards the first end 52a. It shall be appreciated that in alternative embodiments, the anti-roll bar 52, may be substantially linear, or any suitable shape. 5 Furthermore, an outer diameter of the anti-roll bar 52 may be constant along its elongate length, or in some embodiments the outer diameter may increase or decrease, for example at locations of greater or lower stress concentration. The anti-roll bar 52 includes a bore 56 extending at least partially therethrough. The bore 56 located in the first end 52a of the anti-roll bar 52 is shown in Figure 4. In the embodiment shown in Figure 4, the bore 56 extends through an entirety of the elongate length of the anti-roll bar 52. In alternative embodiments, the bore 56 may extend partially through the elongate length of the anti-roll bar 52. By way of example, the bore 56 may extend into the first and / or second end 52a, 52b and the anti-roll bar 52 may be solid therebetween. As such, the term “tubular” includes embodiments where the anti-roll bar 52 is partially tubular. In the embodiment shown in Figure 4, the bore 56 is substantially circular. The substantially circular bore 56 has a diameter in the range 5mm to 35mm, optionally in the range 10mm to 30mm, for example in the range 15mm to 25mm. Byway of example, the substantially circular bore 56 may have a diameter of approximately 20mm. It shall be appreciated that in alternative embodiments, any suitable shape and / or size of bore 56 may be used. For example, the bore 56 may be polygonal, or the bore may include a combination of planar and curved surfaces. The bore 56 is a plain bore 56 or a through-hole 56. As such, the bore 56 is not threaded. The anti-roll bar assembly 50 includes a threaded insert 62 located within the bore 56 of the anti-roll bar 52, as illustrated in Figure 4. The threaded insert 62 is inserted into the bore 56 through the first end 52a of the anti-roll bar 52. The threaded insert 62 is used to secure the anti-roll bar linkage 54 to the anti-roll bar 52. As such, the anti-roll bar linkage 54 is secured to the anti-roll bar 52 via the threaded insert 62. The threaded insert 62 is illustrated in detail in Figure 5, and includes a body 64. The body 64 includes a leading end 64a and a trailing end 64b with respect to a direction of insertion I of the body 64 into the bore 56 of the anti-roll bar 52 of the anti-roll bar assembly 50. The direction of insertion, I, is illustrated in Figure 4. The leading end 64a is taken to mean the end 64a of the body 64 which is inserted into the bore 56 first, and the trailing end 64b is taken to mean the end 64b of the body 64 which is furthest away from the bore 56 during insertion of the threaded insert 62 into the bore 56. The body 64 defines a longitudinal axis a-a extending between the leading end 64a and the trailing end 64b. The body 64 has a threaded bore 66 extending at least partially therethrough from the trailing end 64b. The threaded bore 66 is configured to receive the corresponding threaded fastener formation 58 of the anti-roll bar linkage 54. As such, the thread of the threaded bore 66 is complimentary to the thread of the threaded fastener formation 58. The complimentary threads of the threaded bore 66 and the threaded fastener formation 58 engage, in use, to connect the drop link 54 to the anti-roll bar 52. The body 64 defines a substantially circular cross-sectional shape. In the embodiment shown in Figure 5, a shape of the body 64 is constant along a majority of its elongate length. It shall be appreciated that in alternative embodiments, the body 64 may be any suitable shape, for example substantially polygonal. As illustrated in Figure 5, the body 64 includes a flange 68 defining a weld surface 70 located at or towards the trailing end 64b. The weld surface 70 tapers from the trailing end 64b towards the leading end 64a. Put another way, a diameter of the weld surface 70 decreases from a trailing edge to a leading edge of the weld surface 70. The weld surface 70 of the flange 68 is configured to be welded to an end of the anti-roll bar assembly 50 to secure the threaded insert 62 thereto. In the embodiment shown in Figure 4, the weld surface 70 of the flange 68 is welded to the end 52a of the antiroll bar 52. The tapered weld surface 70 enables the threaded insert 62 to self-centre with respect to the bore 56 of the anti-roll bar assembly 50, and the weld surface 70 provides a convenient location for welding the threaded insert 62 to the end 52a of the anti-roll bar 52, thereby improving ease of assembly. Additionally, providing a tapered weld surface 70 makes the threaded insert 62 suitable for use in anti-roll bar assemblies 50 with bores 56 of varying diameter. For example, bores 56 with a larger diameter can be welded along the weld surface 70 closer to the trailing end 64b, and bores 56 with a smaller diameter can be welded along the weld surface 70 closer to the leading end 64a. For example, in embodiments where the bore 56 of the antiroll bar 52 has a larger diameter than that shown in Figure 4, the bore 56 can be welded along the weld surface 70 closer to the trailing end 64b such that a clearance is defined between an outermost surface of the threaded insert 62 and an innermost surface of the bore 56. It shall also be appreciated that a proportion of the threaded insert 62 located within the bore 56, in use, depends on the diameter of the bore 56. The flange 68 is a continuous circumferential flange 68. As such, the flange 68 extends continuously around an entirety of a circumference of the body 64. Providing a continuous circumferential flange 68 provides a continuous weld surface 70. This helps to improve strength of the weld, and may improve efficiency of the welding process compared to, for example, intermittent welding. Additionally, a continuous flange 68 is simpler and cheaper to manufacture than a discontinuous flange. It shall be appreciated that in alternative embodiments, the circumferential flange 68 may be discontinuous, or may extend only partially around the circumference of the body 64. For example, a plurality of discrete flange sections may be provided. The discrete flange sections may be spaced apart from one another. The tapered weld surface 70 tapers radially inwardly from the trailing end 64b towards the leading end 64a. In the embodiment shown in Figures 4 and 5, the tapered weld surface 70 is substantially linear in cross-section from the trailing end 64b to the leading end 64a. The weld surface 70 defines an angle of taper with respect to the longitudinal axis a-a of the threaded insert 62. The angle of taper may be in the range 5° to 85°. The angle of taper may be dependent on the welding technique used to weld the weld surface 70 to the anti-roll bar 52. It shall be appreciated that in alternative embodiments, the tapered weld surface 70 may be curved or non-linear, for example convex or concave. The flange 68 defines a maximum diameter located at or towards the trailing end 64b. The maximum diameter is in the range 15mm to 55mm, optionally in the range 20mm to 50mm, for example in the range 30mm to 40mm. The flange 68 defines a minimum diameter. The minimum diameter is in the range 5mm to 35mm, optionally in the range 10mm to 30mm, for example in the range 15mm to 25mm. Advantageously, diameters within these ranges have been found to be suitable for use with an optimum range of anti-roll bar assembly bore sizes. This helps to increase versatility of the threaded insert 62. Additionally, minimum diameters in this range provide sufficient structural support to the threaded bore 66, whilst minimising an amount of material used to form the threaded insert 62. The threaded bore 66 of the threaded insert 62 is a blind bore 66 defined in the trailing end 64b and extending along the longitudinal axis a-a towards the leading end 64a. Providing a blind bore 66 increases an amount of material surrounding the threaded bore 66, thereby increasing the structural integrity of the threaded insert 62. It shall be appreciated that in alternative embodiments, the threaded bore 66 may be a through-bore 66. Figure 6 illustrated the steps of a method 200 according to an embodiment of the present teachings. The method of assembling the anti-roll bar assembly 50 will be described hereafter. The method includes step S210 of providing an anti-roll bar 52, for example as described with reference to Figures 2 to 4. The anti-roll bar 52 includes a bore 56 extending at least partially therethrough. At step S220, the threaded insert 62, for example as described with reference to Figures 2 to 5, is provided. The threaded insert 62 includes a leading end 64a and a trailing end 64b with respect to a direction of insertion I of the threaded insert 62 into the bore 56 of the anti-roll bar assembly 50, and a longitudinal axis a-a extending therebetween. The threaded insert 62 includes a body 64 comprising a threaded bore 66 extending at least partially therethrough from the trailing end 64b. The threaded insert 62 includes a flange 68 defining a weld surface 70 located at or towards the trailing end 64b. The weld surface 70 tapers from the trailing end 64b towards the leading end 64a. At step S230, the threaded insert 62 is inserted into the bore 56 of the anti-roll bar 52 such that an end 52a of the anti-roll bar 52 abuts against the weld surface 70.lt shall be appreciated that the proportion of the threaded insert 62 located in the bore 56 is dependent on the diameter of the bore 56. At step S240, the threaded insert 62 is welded to the end 52a of the anti-roll bar 50, for example using a capacitor discharge welding operation. Capacitor discharge welding is suitable for autonomous welding, is faster than alternative welding processes and has a reduced likelihood of distortion or warping of the weld. It shall be appreciated that in alternative embodiments, any suitable welding operation may be used to weld the threaded insert 62 to the end 52a of the anti-roll bar 52. It shall be appreciated that although the threaded insert 62 is described as being suitable for connecting the anti-roll bar linkage 54 and the anti-roll bar 52, the threaded insert 62 may be used to connect alternative components of the suspension arrangements, or alternative components of the vehicle bodywork structure. Referring now to Figures 7 to 11, a tool 100 for applying torque to a fastener formation 158 of an anti-roll bar linkage 154 to connect the anti-roll bar linkage 154 to a vehicle anti-roll bar 152. It shall be appreciated that the tool 100 may be used to apply torque to the fastener formation 58 of Figures 2 to 5. Accordingly, the teachings described above in relation to Figures 1 to 6 are applicable to Figures 7 to 11. It shall be appreciated that the tool 100 may also be used to apply torque to an alternative fastener formation 158 of an alternative anti-roll bar linkage 154 and / or alternative anti-roll bar 152. For example, the tool 100 may be used in embodiments where the threaded insert 162 is omitted and the anti-roll bar 152 includes a threaded bore. As illustrated in Figures 7 and 8, the tool 100 is configured to engage the fastener formation 158 to apply torque thereto. The tool 100 has a tool body 102, illustrated in Figure 9A to 9C, including a first closed end 104 and a second open end 106. A longitudinal axis b-b extends between the first closed end 104 and the second open end 106. The tool 100 includes a connecting arrangement 108 extending between the first closed end 104 and the second open end 106. The connecting arrangement 108, first closed end 104 and second open end 106 define an interior volume 110 therebetween. As illustrated in Figures 9A to 9C, the connecting arrangement 108 partially enclosed the interior volume 110. Put another way, the connecting arrangement 108 extends around the interior volume 110, or defines the interior volume 110, as will be described in more detail below. The first closed end 104 includes a torque engagement feature 112 located thereon. As illustrated in Figures 10A and 10B, the torque engagement feature 112 is configured to engage a corresponding tool 114 for applying torque to the torque engagement feature 112. The second open end 106 includes a slot 116, illustrated in Figures 9A to 9C, extending from a circumferential edge 118 thereof. The slot 116 has a surface 116a-d configured to engage the fastener formation 158 therein, in use, to apply torque to the fastener formation 158. The tool body 102 includes an open side 120 extending partially around the interior volume 110. The open side 120 of the tool body 102 is at least partially aligned with the slot 116 so as to enable insertion of the fastener formation 158 into the interior volume 110 in a direction D substantially perpendicular to the longitudinal axis b-b of the tool 100. In particular, the open side 120 and the slot 116 are circumferentially aligned about the longitudinal axis b-b of the tool body 102. It shall be appreciated that the term “substantially” is taken to mean that the direction of insertion may differ from perpendicular as the fastener formation 158 is inserted into the interior volume 110, for example as the user moves the tool 100 with respect to the fastener formation 158. In order to use a fastener formation 158 to connect a vehicle anti-roll bar 152 to an anti-roll bar linkage 154, it is advantageous that the fastener formation is accessible for tightening (i.e. for an application of torque thereto). Such access to the fastener formation 158 can be challenging, particularly where high levels of torque are advantageous to securely tighten the fastener formation 158. For example, components of the vehicle anti-roll bar 152, anti-roll bar linkage 154, suspension arrangement and / or vehicle bodywork structure may obstruct access to the fastener formation 158. Providing a tool 100 with a surface 116a-d for engaging the fastener formation 158 and a torque engagement feature 112 enables the tool 114 to indirectly tighten the fastener formation 158 by tightening the torque engagement feature 112. As such, in order to apply torque to the fastener formation 158, the tool 114 can access the torque engagement feature 112 as opposed to the fastener formation 158, and the torque engagement feature 112 can be moved to a location with greater accessibility. This helps to improve assembly of the vehicle anti-roll bar 152 to the anti-roll bar linkage 154 to form the anti-roll bar assembly 150. As illustrated in Figure 7, the open side 120 defines a first width wi extending transversely to the longitudinal axis b-b of the tool 100 and the slot 116 defines a second width wz extending transversely to the longitudinal axis b-b of the tool 100. The first width wi is greater than the second width W2. Providing an open side 120 of greater width than the slot 116 enables the slot 116 to engage the fastener formation 158, whilst the open side 120 provides space in which the anti-roll bar assembly 150, for example the anti-roll bar linkage 154, is located during application of torque to the fastener formation 158. This enables access to the torque engagement feature 112 to apply torque to the fastener formation 158 without the anti-roll bar assembly 150 obstructing the tool 114 for applying torque. In the embodiment of Figure 7, an entirety of the slot 116 is circumferentially aligned with the open side 120. In particular, the slot 116 is circumferentially central with respect to the open side 120. In alternative embodiments, the slot 116 may be position at any suitable location with respect to the open side which enables insertion of the fastener formation 158 into the interior volume 110. In the embodiment shown in Figure 7, the head (not shown) of the fastener formation 158 is located within the interior volume 110, in use. The first end 155a of the bar body 155 is located in the interior volume 110, and the bar body 155 extends out of the open side 120. The interior volume 110 8 is sized such that a clearance is defined between the anti-roll bar linkage 154 and the connecting arrangement 108, in use. Put another way, when the fastener formation 158 is inserted into the slot 116, the anti-roll bar linkage 154 is not intended to touch the tool 100. As illustrated in Figure 7, it is the neck portion 158b of the fastener formation 158 that is engaged by the surface 116a-d of the slot 116. Put another way, it is the neck portion 158b of the fastener formation 158 to which torque is applied. The neck portion 158b is therefore used to transfer torque to the threaded body of the fastener formation (not shown) such that the threaded body of the fastener formation 158 engages the complimentary thread of the anti-roll bar 152, for example of the threaded insert 162. The neck portion 158b shown in Figure 7 has a substantially hexagonal cross-sectional shape, however it shall be appreciated that in alternative embodiments the neck portion 158b may be any suitable shape, for example an alternative polygon. The torque engagement feature 112 is a protrusion 112 extending from a first end face 104a of the first closed end 104 in a direction away from the interior volume 110. The first end face 104a faces away from the interior volume 110 such that the protrusion 112 extends in an opposing direction to the interior volume 110. In the embodiment shown in the Figures, the torque engagement feature 112 is located substantially centrally on the first end face 104a. The tool 114 includes a recess corresponding to the shape of the protrusion 112. As such, the tool 114 is used to apply torque to the protrusion 112. It shall be appreciated that in alternative embodiments, the torque engagement feature 112 maybe a recess configured to receive a protrusion or end of the tool 114. In further alternative embodiments, the tool 114 may include any suitable feature for engaging the torque engagement feature 112. In the example shown in the Figures, the tool 114 is a right-angle electric nut runner. It shall be appreciated that in alternative embodiments, the tool 114 may be any form of screwdriver, wrench, key or any alternative tool. The tool 114 may be capable of applying a torque to the torque engagement feature 112 in the range 50Nm to 200Nm, for example in the range 100Nm to 150Nm, optionally in the range 115Nm to 135Nm. The protrusion 112 shown in the Figures defines a polygonal cross-sectional shape. In particular, the protrusion 112 defines a hexagonal cross-sectional shape. In the embodiment shown in the Figures, the protrusion 112 includes a cylindrical portion extending from the first end face 104a in the direction away from the interior volume 110. The polygonal portion of the protrusion 112 extends from the cylindrical portion in the direction away from the interior volume 110. Using a polygonal torque engagement feature 112 helps to provide a constant area along each side of the polygon for applying torque, thereby resulting in uniform torque distribution thereacross. This increases consistency and reliability of torque transmission to the fastener formation 158. Additionally, polygonal protrusions 112 are compatible with standard tools for applying torque. In alternative embodiments, the protrusion 112 may define any suitable shape, for example a combination of curved and flat surfaces. It shall be appreciated that the protrusion 112 may define an alternative polygonal cross-sectional shape, for example pentagonal or rectangular. In further alternative embodiments, any suitable shape protrusion 112 may be used, for example the cylindrical portion of the protrusion 112 may be omitted. The slot 116 includes substantially linear sides 116a-d. The substantially linear sides 116a-d define the surface 116a-d configured to engage the fastener formation 158 therein, in use, to apply torque to the fastener formation 158. Using linear sides 116a-d to apply torque to the fastener formation 158 helps to provide a constant area for applying torque along each linear side 116a-d, thereby resulting in uniform torque distribution thereacross. This increases consistency and reliability of torque transmission to the fastener formation 158. The slot 116 includes first and second parallel sides 116a, 116b extending from the circumferential edge 118 of the second open end 106. The first and second parallel sides 116a, 116b are connected by angled sides 116c, 116d. In particular, two angled sides 116c, 116d are provided. In the embodiment shown in Figure 9B, the two angled sides 116c, 116d are of equal length and extend at the same angle from each of the first and second parallel sides 116a, 116b. A shape of the slot 116 corresponds to a shape of the portion of the fastener formation 158 with which the slot 116 engages, i.e. the neck portion 158b in the embodiment shown in Figure 7. As the neck portion 158b is substantially hexagonal, the slot 116 with parallel sides 116a, 116b and a pair of angled sides 116c, 116d corresponds to a portion of the hexagonal shape of the neck portion 158b. As such, the slot 116 engages four of the side of the hexagonal neck portion 158b. It shall be appreciated that in alternative embodiments, the slot 116 maybe any suitable shape, for example a shape to correspond to the portion of the fastener formation 158 with which it engages. The second open end 106 includes a stepped surface 122, illustrated in Figures 9A to 9C, extending from a second end face 106a of the second open end 106 in a direction away from the interior volume 110. As such, the stepped surface 122 and the torque engagement feature 112 are located on opposing end faces 106a, 104a. In embodiments where the torque engagement feature 112 is a protrusion 122, the stepped surface 122 and the 9 torque engagement feature 112 extend from the respective end face 106a, 104a in opposing directions. The slot 106 extends through the stepped surface 122. Providing the stepped surface 122 increases a surface area of the surface 116a-d for engaging the fastener formation 158 therein. This increases the torque capability as the surface 116a-d can transmit a higher torque to the fastener formation 158 and spreads the torque reduces stress concentration. The stepped surface 122 also provides reinforcement to the slot 116 during transmission of torque to the fastener formation 158. The open side 120 extends around a portion of a circumference of the tool body 102. It shall be appreciated that the term “open side” is taken to mean the portion of the tool body 102 through which the fastener formation 158 is intended to be inserted. An angle subtended by the open side 120 around the tool body 102 may be in the range 5° to 355°, for example in the 30° to 330°, for example in the range 60° to 300°. Angles within these ranges have been found to increase structural integrity of the tool 114, whilst enabling sufficient space for part of the anti-roll bar linkage 154 and fastener formation 158 to be inserted into the interior volume 110. The open side 120 extends between the first closed end 104 and the second open end 106. In the embodiment shown in Figures 7 to 9C, the open side 120 extends along an entirety of a longitudinal distance between the first closed side 104 and the second open side 106. In the embodiment shown in Figures 7 to 10B, the connecting arrangement 108 is a connecting wall 108 partially enclosing the interior volume 110. The connecting wall 108 therefore defines the open side 120 of the tool body 102. The inclusion of the connecting wall 108 provides structural integrity to the tool 100 and enables the transmission of torque from the torque engagement feature 112 to the slot 116. As such, the connecting wall 108 may extend circumferentially around a greater or smaller proportion of the tool body 102 than shown in Figures 7 to 10B. The connecting wall 108 extends continuously around a portion of the circumference of the tool body 102. In particular, the connecting wall 108 extends continuously around circumferential edges 118 of the first closed end 104 and the second open end 106. As such, a shape of the first closed end 104 and the second open end 106 may conform to a shape of the connecting wall 108, as will be described in more detailed below. As illustrated to Figure 9A, the connecting wall 108 includes a curved portion 108a extending at least partially between the first closed end 104 and the second open end 106. The curved portion 108a partially encloses the interior volume 110. The open side 120 of the connecting wall 108 is defined by the curved portion 108a. Put another way, the open side 120 is defined in the curved portion 108a. As such, the curved portion 108a is located on both sides of the open side 120 so as to circumferentially surround the open side 120. As illustrated in Figure 9B, the connecting wall 108 includes a planar portion 108b. The planar portion 108b partially encloses the interior volume 110. In the embodiment of Figure 9B, the planar portion 108b opposes the open side 120. As such, the curved portion 108a is located circumferentially between the planar portion 108b and the open side 120. Providing the connecting wall 108 with the curved portion 108a and planar portion 108b provides a compact arrangement and helps to keep packaging to a minimum. As described above, the shape of the first closed end 104 and the second open end 106 may conform to a shape of the connecting wall 108. In the embodiment shown in Figures 9A and 9B, the first closed end 104 and the second open end 106 therefore include a curved portion of the respective circumferential edge and a straight portion of the respective circumferential edge. The slot 116 extends from the curved portion of the circumferential edge 118 of the second open end 106. It shall be appreciated that in alternative embodiments, the connecting wall 108 may be any suitable shape. For example, the connecting wall 108 may be entirely curved, include one or more straight or planar sides or include an alternative combination thereof. In addition, in alternative embodiments, the first closed end 104 and the second open end 106 may be any suitable shape, for example a shape corresponding to that of the connecting wall 108. In alternative embodiments, the connecting arrangement 108 may include a plurality of cage members (not shown) extending between the first closed end 104 and the second open end 106. The cage members provide structural integrity to the tool 100 and enable the transmission of torque from the torque engagement feature 112 to the slot 116, whilst minimising the amount of material used to manufacture the tool 100. As described above, the open side 120 is taken to mean the opening through which the fastener formation 158 is intended to be inserted, in use. As such, openings defined between adjacent cage members may not form part of the open side 120. It shall be appreciated that any suitable number of cage members may be provide, in any suitable configuration. In alternative embodiments, the connecting arrangement 108 maybe any suitable arrangement which connects the first closed end 104 to the second open end 106. Figure 11 illustrates the steps of method 300 according to an embodiment of the present teachings. The method 300 of connecting a vehicle anti-roll bar 152 to an anti-roll bar linkage 154 will be described hereafter with reference to Figures 10A to 11. It shall be appreciated that the method is applicable to the vehicle anti-roll bars 52,152 and anti-roll bar linkages 54,154 of Figures 2 to 10B. The method includes the step S310 which includes providing a vehicle anti-roll bar 152 having a threaded bore (not shown) extending at least partially therethrough. At step S320, an anti-roll bar linkage 154 is provided. The anti-roll bar linkage 154 has a fastener formation 158 configured to engage the threaded bore of the vehicle anti-roll bar 152. At step S330, the fastener formation 158 of the anti-roll bar linkage 154 is inserted into the threaded bore of the vehicle anti-roll bar 152. The method includes step S340 of providing a tool 100, for example the tool of Figures 7 to 10B, including a tool body 102 comprising a first closed end 104 and an opposing second open end 106, wherein a longitudinal axis b-b is defined therebetween. The tool 100 also has a connecting arrangement 108 extending between the first closed end 104 and the second open end 106. The connecting arrangement 108, the first closed end 104 and the second open end 106 define an interior volume 110 therebetween. The connecting arrangement 108 partially encloses the interior volume 110. The second open end 106 includes a slot 116 extending from a circumferential edge 118 thereof and the first closed end 104 comprises a torque engagement feature 112 located thereon. The tool body 102 includes an open side 120 extending at least partially around the interior volume 110 and the open side 120 and the slot 116 are at least partially aligned. At step S350, the fastener formation 158 is inserted through the slot 116 and the open side 120 and into the interior volume 110. The fastener formation 158 is inserted in a direction substantially perpendicular to the longitudinal axis b-b of the tool 100 such that a surface 116a-d of the slot 116 engages the fastener formation 158. It shall be appreciated that the tool 100 may be moved over the fastener formation 158 to insert the fastener formation 158 through the slot 116. At step S360, as illustrated in Figures 10A and 10B, torque is applied to the torque engagement feature 112 such that the surface 116a-d of the slot 116 applies torque to the fastener formation 158 to connect the vehicle anti-roll bar 152 to the anti-roll bar linkage 154. The torque may be applied with any suitable tool, for example the tool 114 illustrated in Figures 10 and 11. It shall be appreciated that although the tool 100 is described as being suitable for connecting the anti-roll bar linkage 154 and the anti-roll bar 152, the tool 100 maybe used to connect alternative components of the suspension arrangement, for example any component where access for fastening is restricted, blocked or obstructed. 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. It should also be noted that whilst the appended claims set out particular combinations of features described above, the scope of the present disclosure is not limited to the particular combinations hereafter claimed, but instead extends to encompass any combination of features herein disclosed.

Claims

1. A threaded insert for an anti-roll bar assembly, the anti-roll bar assembly comprising a bore extending therethrough for receiving the threaded insert, the threaded insert comprising:a leading end and a trailing end with respect to a direction of insertion of the threaded insert into the bore of the anti-roll bar assembly, and a longitudinal axis extending therebetween;a body comprising a threaded bore extending at least partially therethrough from the trailing end; anda flange defining a weld surface located at or towards the trailing end, wherein the weld surface tapers from the trailing end towards the leading end.

2. The threaded insert according to claim 1, wherein the flange is a continuous circumferential flange.

3. The threaded insert according to claim 1 or claim 2, wherein the weld surface tapers radially inwardly from the trailing end towards theleading end.

4. The threaded insert according to any preceding claim, wherein the threaded bore of the threaded insert is a blind bore defined in the trailing end and extending along the longitudinal axis towards the leading end.

5. The threaded insert according to any preceding claim, wherein the flange defines a maximum diameter located at or towards the trailing end, and wherein the maximum diameter is in the range 15mm to 55mm, optionally in the range 20mm to 50mm, for example in the range 30mm to 40mm.

6. The threaded insert according to any preceding claim, wherein the flange defines a minimum diameter, and wherein the minimum diameter is in the range 5mm to 35mm, optionally in the range 10mm to 30mm, for example in the range 15mm to 25mm.

7. An anti-roll bar assembly for a vehicle, comprising:a tubular member comprising a bore extending at least partially therethrough; and a threaded insert according to any preceding claim located within the bore;wherein the weld surface of the threaded insert is welded to an end of the tubular member to secure the threaded insert thereto.

8. The anti-roll bar assembly according to claim 7, wherein the flange at least partially protrudes from the bore of the tubular member.

9. The anti-roll bar assembly according to claim 7 or claim 8, wherein the threaded insert is welded to the end of the tubular member using acapacitor discharge welding operation.

10. The anti-roll bar assembly according to any one of claim 7 to claim 9, comprising a threaded fastener in engagement with the threaded bore of the insert.

11. The anti-roll bar assembly according to claim 10, comprising an anti-roll bar linkage configured to connect the tubular member to the vehicle, and wherein the anti-roll bar linkage comprises the threaded fastener such that engagement of the fastener within the threaded bore secures the anti-roll bar linkage to the tubular member.

12. The anti-roll bar assembly according to claim 11, wherein the anti-roll bar linkage is a drop link configured to connect the tubular member to the vehicle.

13. A vehicle comprising an anti-roll bar assembly according to any one of claim 7 to claim 12 mounted thereto.

14. A method of assembling an anti-roll bar assembly, the method comprising:providing a tubular member comprising a bore extending at least partially therethrough;providing a threaded insert comprising:a leading end and a trailing end with respect to a direction of insertion of the threaded insert into the bore of the anti-5 roll bar assembly, and a longitudinal axis extending therebetween;a body comprising a threaded bore extending at least partially therethrough from the trailing end; anda flange defining a weld surface located at or towards the trailing end, wherein the weld surface tapers from the trailing end towards the leading end;inserting the threaded insert into the bore of the tubular member such than an end of the tubular member abuts against the10 weld surface; andwelding the weld surface to the end of the tubular member.14

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